Man 51 60df Imo Tier II Imo Tier III Marine PDF

MAN Energy Solutions SE
Four-stroke dual fuel engine compliant with IMO Tier II / IMO Tier III
MAN 51/60DF Project Guide – Marine
86224 Augsburg
P + 49 821 322- 0
F + 49 821 322-3382
www.man-es.com
MAN
51/60DF
All data provided in this document is non-binding.

This data serves informational purposes only
and is not guaranteed in any way. Depending on
the subsequent specific individual projects, the
relevant data may be subject to changes and
will be assessed and determined individually for
each project. This will depend on the particular
characteristics of each individual project,
especially specific site and operational conditions. Project Guide – Marine
Copyright © MAN Energy Solutions. Four-stroke dual fuel engine compliant
D2366416EN-N4
Printed in Germany GGKMD-AUG-08180.5 with IMO Tier II / IMO Tier III
MAN Energy Solutions
MAN 51/60DF
Project Guide – Marine
Four-stroke dual fuel engine
compliant with IMO Tier II / IMO Tier III
Revision ............................................ 07.2018/6.2
MAN 51/60DF IMO Tier II / IMO Tier III

2019-02-25 - 6.2
All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
ject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.
EN
MAN 51/60DF IMO Tier II / IMO Tier III

2019-02-25 - 6.2
86224 Augsburg
Phone +49 821 322-0
Fax +49 821 322-3382
www.man-es.com
Copyright © 2019 MAN Energy Solutions

All rights reserved, including reprinting, copying and translation.
EN
Table of contents
Table of contents
1 Introduction .......................................................................................................................................... 11
1.1 Medium-speed propulsion engine programme ....................................................................... 11
1.2 Engine description MAN 51/60DF IMO Tier II ........................................................................... 11
1.3 Engine overview ........................................................................................................................ 16
1.4 Safety concept of MAN Energy Solutions dual fuel engine – Short overview ........................ 17
2 Engine and operation ........................................................................................................................... 19

2.1 Approved applications and destination/suitability of the engine ........................................... 19
2.2 Engine design ............................................................................................................................ 21
2.2.1 Engine cross section .............................................................................................. 21
2.2.2 Engine designations – Design parameters .............................................................. 23
2.2.3 Turbocharger assignments ..................................................................................... 24
2.2.4 Engine main dimensions, weights and views .......................................................... 25
2.2.5 Engine inclination ................................................................................................... 27
2.2.6 Engine equipment for various applications ............................................................. 28
2.3 Ratings (output) and speeds .................................................................................................... 31
2.3.1 General remark ...................................................................................................... 31
2.3.2 Standard engine ratings ......................................................................................... 31
2.3.3 Engine ratings (output) for different applications ..................................................... 32
2.3.4 Derating, definition of P Operating .......................................................................... 32
2.3.5 Engine speeds and related main data .................................................................... 37
2.3.6 Speed adjusting range ........................................................................................... 38
2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 38
2.5 Starting ...................................................................................................................................... 41
2.5.1 General remarks .................................................................................................... 41
2.5.2 Type of engine start ............................................................................................... 41
2.5.3 Requirements on engine and plant installation ........................................................ 41
2.5.4 Starting conditions ................................................................................................. 43
2.6 Low-load operation ................................................................................................................... 44
2.7 Start-up and load application ................................................................................................... 48
2.7.1 General remarks .................................................................................................... 48
2.7.2 Definitions and requirements .................................................................................. 48
2.7.3 Load application – Continuous loading ................................................................... 50
2.7.4 Load application – Load steps (for electric propulsion) ........................................... 52
2.7.5 Load application for mechanical propulsion (CPP) .................................................. 55
2.8 Engine load reduction ............................................................................................................... 58
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2.9 Engine load reduction as a protective safety measure ........................................................... 59

2.10 Engine operation under arctic conditions ................................................................................ 60
2.11 Generator operation .................................................................................................................. 64
2.11.1 Operating range for generator operation/electric propulsion ................................... 64
2.11.2 Operating range for EPROX-DC ............................................................................. 65
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2.11.3 Operating range for EPROX-AC ............................................................................. 65

Table of contents
2.11.4 Available outputs and permissible frequency deviations ......................................... 66

2.11.5 Generator operation/electric propulsion – Power management .............................. 67
2.11.6 Alternator – Reverse power protection ................................................................... 69
2.11.7 Earthing measures of diesel engines and bearing insulation on alternators ............. 70
2.12 Propeller operation ................................................................................................................... 72
2.12.1 Operating range for controllable pitch propeller (CPP) ............................................ 72
2.12.2 General requirements for the CPP propulsion control ............................................. 73
2.12.3 Torque measurement flange .................................................................................. 75
2.13 Fuel oil, lube oil, starting air and control air consumption ..................................................... 76
2.13.1 Fuel oil consumption for emission standard: IMO Tier II .......................................... 76
2.13.2 Lube oil consumption ............................................................................................. 88
2.13.3 Starting air and control air consumption ................................................................. 89
2.13.4 Recalculation of total gas consumption and NOx emission dependent on ambient
conditions .............................................................................................................. 90
2.13.5 Recalculation of liquid fuel consumption dependent on ambient conditions ............ 90
2.13.6 Influence of engine aging on fuel consumption ....................................................... 91
2.14 Planning data for emission standard: IMO Tier II, 1,050 kW/cyl. – Electric propulsion ......... 92
2.14.1 Nominal values for cooler specification – MAN L51/60DF IMO Tier II, 1,050 kW/cyl.,
liquid fuel mode/gas mode – Electric propulsion ..................................................... 92
2.14.2 Nominal values for cooler specification – MAN V51/60DF IMO Tier II, 1,050 kW/cyl.,
liquid fuel mode/gas mode – Electric propulsion ..................................................... 94
2.14.3 Temperature basis, nominal air and exhaust gas data – MAN L51/60DF IMO Tier II,
1,050 kW/cyl., liquid fuel mode – Electric propulsion .............................................. 96
1,050 kW/cyl., gas mode – Electric propulsion ....................................................... 97
2.14.5 Temperature basis, nominal air and exhaust gas data – MAN V51/60DF IMO Tier II,
1,050 kW/cyl., liquid fuel mode – Electric propulsion .............................................. 98
1,050 kW/cyl., gas mode – Electric propulsion ....................................................... 99
2.14.7 Load specific values at ISO conditions – MAN L/V51/60DF IMO Tier II, 1,050 kW/
cyl., liquid fuel mode – Electric propulsion ............................................................ 100
cyl., gas mode – Electric propulsion ..................................................................... 102
2.14.9 Load specific values at tropic conditions – MAN L/V51/60DF IMO Tier II, 1,050 kW/
2.15 Planning data for emission standard: IMO Tier II, 1,150 kW/cyl. – Electric propulsion ....... 105
liquid fuel mode/gas mode – Electric propulsion ................................................... 105
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liquid fuel mode/gas mode – Electric propulsion ................................................... 107
1,150 kW/cyl., liquid fuel mode – Electric propulsion ............................................ 108
1,150 kW/cyl., gas mode – Electric propulsion ..................................................... 110
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Table of contents
1,150 kW/cyl., liquid fuel mode – Electric propulsion ............................................ 111
1,150 kW/cyl., gas mode – Electric propulsion ..................................................... 112
2.16 Planning data for emission standard: IMO Tier II, 1,050 kW/cyl. – Mechanical propulsion
with CPP .................................................................................................................................. 118
liquid fuel mode/gas mode – Mechanical propulsion with CPP ............................. 118
1,050 kW/cyl., liquid fuel mode – Mechanical propulsion with CPP ...................... 121
1,050 kW/cyl., gas mode – Mechanical propulsion with CPP ............................... 123
cyl., liquid fuel mode – Mechanical propulsion with CPP ...................................... 126
cyl., gas mode – Mechanical propulsion with CPP ............................................... 127
2.17 Planning data for emission standard: IMO Tier II, 1,150 kW/cyl. – Mechanical propulsion
with CPP .................................................................................................................................. 130
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Table of contents

2.18 Operating/service temperatures and pressures .................................................................... 144
2.19 Leakage rate ........................................................................................................................... 149
2.20 Filling volumes ........................................................................................................................ 150
2.21 Specifications and requirements for the gas supply of the engine ...................................... 150
2.22 Internal media systems – Exemplary ..................................................................................... 153
2.23 Venting amount of crankcase and turbocharger ................................................................... 159
2.24 Exhaust gas emission ............................................................................................................. 159
2.24.1 Maximum permissible NOx emission limit value IMO Tier II ................................... 159
2.24.2 Smoke emission index (FSN) ................................................................................ 160
2.24.3 Exhaust gas components of medium-speed four-stroke diesel engines ............... 161
2.25 Noise ........................................................................................................................................ 163
2.25.1 Airborne noise ...................................................................................................... 163
2.25.2 Intake noise ......................................................................................................... 165
2.25.3 Exhaust gas noise ................................................................................................ 166
2.25.4 Blow-off noise example ........................................................................................ 168
2.25.5 Noise and vibration – Impact on foundation ......................................................... 168
2.26 Vibration .................................................................................................................................. 171
2.26.1 Torsional vibrations .............................................................................................. 171
2.27 Requirements for power drive connection (static) ................................................................ 173
2.28 Requirements for power drive connection (dynamic) ........................................................... 175
2.28.1 Moments of inertia – Crankshaft, damper, flywheel .............................................. 175
2.28.2 Balancing of masses – Firing order ....................................................................... 179
2.28.3 Static torque fluctuation ....................................................................................... 181
2.29 Power transmission ................................................................................................................ 186
2.29.1 Flywheel arrangement .......................................................................................... 186
2.30 Arrangement of attached pumps ........................................................................................... 188
2.31 Foundation .............................................................................................................................. 189
2.31.1 General requirements for engine foundation ......................................................... 189
2.31.2 Rigid seating ........................................................................................................ 190
2.31.3 Chocking with synthetic resin ............................................................................... 197
2.31.4 Resilient seating ................................................................................................... 201
2.31.5 Recommended configuration of foundation .......................................................... 204
2.31.6 Engine alignment ................................................................................................. 212
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3 Engine automation ............................................................................................................................. 215

3.1 SaCoSone system overview .................................................................................................... 215
3.2 Power supply and distribution ............................................................................................... 228
3.3 Operation ................................................................................................................................. 232
3.4 Functionality ............................................................................................................................ 233
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3.5 Interfaces ................................................................................................................................ 236
Table of contents
3.6 Technical data ......................................................................................................................... 237
3.7 Installation requirements ....................................................................................................... 239
3.8 Engine-located measuring and control devices .................................................................... 241
4 Specification for engine supplies ...................................................................................................... 255

4.1 Explanatory notes for operating supplies – Dual fuel engines ............................................. 255
4.1.1 Lube oil ................................................................................................................ 255
4.1.2 Operation with gaseous fuel ................................................................................. 255
4.1.3 Operation with liquid fuel ...................................................................................... 256
4.1.4 Pilot fuel ............................................................................................................... 257
4.1.5 Engine cooling water ............................................................................................ 257
4.1.6 Intake air .............................................................................................................. 257
4.1.7 Compressed air for purging .................................................................................. 258
4.2 Specification of lubricating oil (SAE 40) for dual-fuel engines ............................................. 258
4.3 Specification of natural gas ................................................................................................... 265
4.4 Specification of gas oil/diesel oil (MGO) ................................................................................ 268
4.5 Specification of diesel oil (MGO, MDO) when used as pilot-fuel for DF engines .................. 270
4.6 Specification of diesel oil (MDO) ............................................................................................ 273
4.7 Specification of heavy fuel oil (HFO) ...................................................................................... 275
4.7.1 ISO 8217:2017 Specification of HFO ................................................................... 285
4.8 Viscosity-temperature diagram (VT diagram) ....................................................................... 287
4.9 Specification of engine cooling water .................................................................................... 289
4.10 Cooling water inspecting ........................................................................................................ 295
4.11 Cooling water system cleaning .............................................................................................. 296
4.12 Specification of intake air (combustion air) .......................................................................... 299
4.13 Specification of compressed air ............................................................................................. 300
4.14 Specification of inert gas ........................................................................................................ 301
5 Engine supply systems ...................................................................................................................... 303

5.1 Basic principles for pipe selection ......................................................................................... 303
5.1.1 Engine pipe connections and dimensions ............................................................ 303
5.1.2 Specification of materials for piping ...................................................................... 303
5.1.3 Installation of flexible pipe connections ................................................................. 305
5.1.4 Condensate amount in charge air pipes and air vessels ....................................... 310
5.2 Lube oil system ....................................................................................................................... 313
5.2.1 Lube oil system description .................................................................................. 313
5.2.2 Prelubrication/postlubrication ............................................................................... 324
5.2.3 Lube oil outlets ..................................................................................................... 325
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5.2.4 Lube oil service tank ............................................................................................ 328

5.2.5 Crankcase vent and tank vent .............................................................................. 331
5.3 Water systems ......................................................................................................................... 333
5.3.1 Cooling water system description ........................................................................ 333
5.3.2 Advanced HT cooling water system for increased freshwater generation ............. 345
5.3.3 Cooling water collecting and supply system ......................................................... 348
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5.3.4 Miscellaneous items ............................................................................................. 349

Table of contents
5.3.5 Cleaning of charge air cooler (built-in condition) by an ultrasonic device ............... 349
5.3.6 Nozzle cooling system ......................................................................................... 351
5.3.7 Nozzle cooling water module ............................................................................... 353
5.3.8 HT cooling water preheating module .................................................................... 357
5.4 Fuel system ............................................................................................................................. 358
5.4.1 General introduction of liquid fuel oil system for dual fuel engines (designed to burn
HFO, MDO and MGO) .......................................................................................... 358
5.4.2 Marine diesel oil (MDO) treatment system ............................................................. 359
5.4.3 Marine diesel oil (MDO) supply system for dual fuel engines ................................. 363
5.4.4 Heavy fuel oil (HFO) treatment system .................................................................. 371
5.4.5 Heavy fuel oil (HFO) supply system ....................................................................... 376
5.4.6 Pilot fuel oil supply system ................................................................................... 391
5.4.7 Fuel oil supply at blackout conditions ................................................................... 394
5.4.8 Fuel gas supply system ........................................................................................ 395
5.5 Compressed air system .......................................................................................................... 403
5.5.1 Compressed air system description ..................................................................... 403
5.5.2 Dimensioning starting air receivers, compressors ................................................. 406
5.5.3 Jet assist ............................................................................................................. 408
5.6 Engine room ventilation and combustion air ......................................................................... 409
5.6.1 General information .............................................................................................. 409
5.6.2 External intake air supply system .......................................................................... 410
5.7 Exhaust gas system ................................................................................................................ 414
5.7.1 General ................................................................................................................ 414
5.7.2 Components and assemblies of the exhaust gas system ..................................... 415
6 Engine room planning ........................................................................................................................ 417

6.1 Installation and arrangement ................................................................................................. 417
6.1.1 General details ..................................................................................................... 417
6.1.2 Installation drawings ............................................................................................. 418
6.1.3 Removal dimensions of piston and cylinder liner ................................................... 429
6.1.4 3D Engine Viewer – A support programme to configure the engine room ............. 431
6.1.5 Engine arrangements ........................................................................................... 433
6.1.6 Lifting device ........................................................................................................ 435
6.1.7 Space requirement for maintenance ..................................................................... 440
6.1.8 Major spare parts ................................................................................................. 441
6.1.9 Mechanical propulsion system arrangement ......................................................... 446
6.2 Exhaust gas ducting ............................................................................................................... 447
6.2.1 Example: Ducting arrangement ............................................................................ 447
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6.2.2 Position of the outlet casing of the turbocharger .................................................. 448
7 Propulsion packages ......................................................................................................................... 459

7.1 General .................................................................................................................................... 459
7.2 Propeller layout data ............................................................................................................... 459
7.3 Propeller clearance ................................................................................................................. 460
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7.4 Alphatronic 3000 Propulsion Control System ........................................................................ 461
Table of contents
8 Electric propulsion plants .................................................................................................................. 465
8.1 Advantages of electric propulsion ......................................................................................... 465
8.2 Losses in electric propulsion plants ...................................................................................... 465
8.3 Components of an electric propulsion plant .......................................................................... 466
8.4 Electric propulsion plant design ............................................................................................. 466
8.5 Engine selection ...................................................................................................................... 468
8.6 E-plant, switchboard and alternator design .......................................................................... 469
8.7 Over-torque capability ............................................................................................................ 472
8.8 Power management ................................................................................................................ 472
8.9 Example configurations of electric propulsion plants ........................................................... 474
8.10 High-efficient electric propulsion plants with variable speed GenSets (EPROX-AC) ........... 479
8.11 Fuel-saving hybrid propulsion system (HyProp ECO) ............................................................ 481
9 Annex .................................................................................................................................................. 483

9.1 Safety instructions and necessary safety measures ............................................................. 483
9.1.1 General ................................................................................................................ 483
9.1.2 Safety equipment and measures provided by plant-side ...................................... 483
9.1.3 Provided by plant-side especially for gas-fueled engines ...................................... 488
9.2 Programme for Factory Acceptance Test (FAT) ..................................................................... 490
9.3 Engine running-in ................................................................................................................... 493
9.4 Definitions ............................................................................................................................... 497
9.5 Abbreviations .......................................................................................................................... 502
9.6 Symbols ................................................................................................................................... 503
9.7 Preservation, packaging, storage .......................................................................................... 506
9.7.1 General ................................................................................................................ 506
9.7.2 Storage location and duration .............................................................................. 507
9.7.3 Follow-up preservation when preservation period is exceeded ............................. 508
9.7.4 Removal of corrosion protection .......................................................................... 508
9.8 Engine colour .......................................................................................................................... 508
Index ................................................................................................................................................... 509

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MAN Energy Solutions 1
1 Introduction
1.2 Engine description MAN 51/60DF IMO Tier II

1.1 Medium-speed propulsion engine programme
Figure 1: MAN Energy Solutions engine programme
General
The MAN 51/60DF engine from MAN Energy Solutions is a dual fuel marine
engine that converts liquid fuel or natural gas into electrical or mechanical
propulsion power efficiently and with low emissions. In combination with a
safety concept designed by MAN Energy Solutions for applications on LNG
1 Introduction
carriers, the multi-fuel capability of the engine represents an appropriate drive

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solution for this type of vessel, as well as for other marine applications. The
capability to changeover from gas to liquid fuel operation without interruption
rounds off the flexible field of application of this engine.
Gas start capability

With this option, following possibilities are given:
MAN 51/60DF IMO Tier II / IMO Tier III, Project Guide – Marine, EN 11 (515)
1 MAN Energy Solutions
▪ Engine start in liquid fuel mode.

▪ Engine start in gas mode.

▪ Stand-by: The engine is capable of starting from stand-by either in gas or
liquid fuel mode.
MAN 51/60DF for electrical and mechanical propulsion

The first type approval for constant speed application was passed success-
fully in year 2007. As a result of continuous development MAN Energy Solu-
tions has opened the application range of the MAN 51/60DF engine and
passed successfully the type approval for mechanical propulsion with Con-
trollable Pitch Propeller (CPP) in year 2012. By continuous development in
year 2016 the output and efficiency could be even further improved.
Fuels
The MAN 51/60DF engine is designed for operation with liquid and gaseous
fuels. The gaseous fuel must match the latest applicable MAN Energy Solu-
tions directives for natural gas. In liquid fuel mode the MAN 51/60DF engine
can be operated with MGO (DMA, DMZ), MDO (DMB) and with HFO up to a
viscosity of 700 mm2/s (cSt) at 50 °C. It is designed for fuels up to and
including the specification CIMAC 2003 H/K700/DIN ISO 8217.
Con-rods and con-rod bearings

Optimised marine head version with split joint in upper shaft area, thus no
release of the con-rod bearing necessary during piston extraction; low piston
extension height. Optimised shells for con-rod bearings increase operating
safety.
Cylinder head
With its combustion chamber geometry, the cylinder head assures optimum
combustion of gaseous and liquid fuels. Atomisation of the fuel spray in both
operating modes is unimpeded – thus leading to very good air: Fuel mixture
formation and an optimum combustion process, i.e. reduction in fuel con-
sumption in both operating modes.
Engine frame
Rigid housing in cast monoblock waterless design construction with tie bolts
running from the suspended main bearing through the top edge of the
engine frame and from the cylinder head through the intermediate plate.
Cylinder liner
The cylinder liner, mounted in individual cylinder jacket, is free of deforma-
tions arising from the engine frame and thus assures optimum piston run-
ning, i.e. high service life and long service intervals.
1 Introduction
Stepped pistons
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Forged steel crown highly resistant to deformation (with shaker cooling)

made from high grade material and nodular cast iron in lower section. In
combination with a flame ring, the stepped pistons prevent undesirable “bore
polishing” on the cylinder liner and assure permanently low lubricating oil
12 (515) MAN 51/60DF IMO Tier II / IMO Tier III, Project Guide – Marine, EN
consumption, i.e. low operating costs. Chrome ceramic coating of first piston

ring with wear resistant ceramic particles in ring surface results in low wear,
i.e. long service life and long service intervals.
Valves
The exhaust valves have water-cooled, armoured exhaust valve seat rings
and thereby low valve temperatures. Propellers on the exhaust valve shaft
cause rotation of the valve due to the gas flow with resultant cleaning effect
of the sealing surfaces.
The inlet valves are equipped with Rotocaps. This results in a low rate of
wear, i.e. long service intervals.
Main injection by Sealed Plunger injection pumps (SP injection pumps)

The MAN 51/60DF conventional injection system is equipped with Sealed
Plunger injection pumps. SP injection pumps have been designed 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 the
SP injection pumps can be completely reused again.
+ For the same reason, there is no need for sealing oil anymore in the case of
continuous MGO-operation.
Liquid boost
To achieve an optimised load response in gas mode operation, liquid boost
is activated automatically if necessary. Hereby by the main injection system,
a small amount of liquid fuel (the currently used one, even HFO) will be injec-
ted for a further improved load application behavior. After reaching the aimed
engine load the engine is operated in gas mode without main injection sys-
tem again.
Common rail pilot-fuel injection system

The MAN 51/60DF employs advanced pilot-fuel injection strategy, creating
new degrees of freedom in terms of engine adaptation flexibility. The gas-
eous fuel is ignited by injection of a distillate pilot fuel.
The MAN 51/60DF pilot injection system allows flexible setting of injection
timing, duration and pressure for each cylinder. Likewise, MAN Energy Solu-
tions common rail technology also allows the MAN 51/60DF to respond rap-
idly to combustion knocking and misfiring on a cylinder-by-cylinder basis.
To ensure nozzle cooling pilot-fuel injection stays in operation during liquid
fuel operation.
Rocker housing
1 Introduction
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Modified, weight-reduced rocker arm casing allows quick replacement of

injectors for gas and liquid fuel modes. The components required for gas
operation are completely integrated into the rocker housing. High design
strength, good heat dissipation and a configuration for the highest ignition
pressures ensure that the unit has a very high level of component safety, i.e.
long service life.
MAN Energy Solutions turbocharging system with VTA

Optimally adapted charging system (constant pressure) with modern MAN

Energy Solutions turbochargers from the TCA series having long bearing
overhaul intervals and high efficiency. Good part load operation thanks to
very high turbocharger efficiency even under low pressure conditions. The
MAN 51/60DF engines are charged by just one TCA turbocharger, which
means that only one common exhaust gas collector pipe is required for all
cylinders.
By using VTA (Variable Turbine Area, achieved by adjustable turbine nozzle
ring) lambda control is realised. VTA-turbochargers allow precise, stepless
and continuous control of charge air pressure and air-flow according to the
respective engine operating conditions.
Service-friendly design
Hydraulic tools for tightening and loosening cylinder head nuts; quick locks
and/or clamp and stub connections on pipes/lines; generously sized crank-
case cover; hydraulic tools for crankshaft bearings and lower connecting rod
bearings; very low maintenance Geislinger sleeve spring vibration dampers.
SaCoSone
The MAN 51/60DF is equipped with the Classification Society compliant
safety and control system SaCoSone.
The SaCoSone control system allows safe engine operation in liquid fuel and
gas modes with optimum consumption and low emissions. In gas mode, the
SaCoSone control system guarantees safe operation between the knock and
misfire boundaries. All cylinders are controlled individually in this instance. For
operation with liquid fuel, control is based on the standard SaCoSone control
system for diesel engines. The complete system is subject to a test-run in the
factory with the engine so that fine tuning and functional testing during com-
missioning in the vessel only involve a minimum of effort.
Special functionalities have been implemented to cover the requirements on
the LNG carrier business. Exemplary can be named:
▪ Fuel quality manager
During a round trip of an LNG Carrier the fuel gas composition is chang-
ing in a big range. After bunkering the Natural Boil off Gas (NBOG) con-
tains a high amount of Nitrogen. Contents of 20 % and higher are quite
common. This lowers the heat value of the fuel gas and leads to longer
gas injection. In the SaCoSone system after comparison of an external
engine output signal with actual engine parameters an adjustment of
parameters in the control is done, to feed the engine with sufficient gas
fuel amount according to the required load.
▪ Adaptive air fuel control
Additionaly the air fuel ratio will be adjusted according to the change in
fuel gas and the corresponding changed heat value and knocking char-
1 Introduction
acteristic.
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▪ Cleaning cycle for change over

During HFO operation the combustion chamber will be contaminated
with deposits formed by the combustion of HFO. The cleaning cycle
function will be activated in case of recognised HFO operation and
knocking events during change over to gas operation. So for this clean-
ing cycle no intermediate fuel like MDO is required and heavy knocking
events will be avoided.
▪ 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 Crankcase
Monitoring System (CCM = Splash oil & Main bearing temperature) plus
OMD (Oil Mist Detection). OMD and CCM are integral part of the MAN
Energy Solutions´ safety philosophy and the combination of both will
increase the possibility to early detect a possible engine failure and pre-
vent subsequent component damage.
Soot
Soot emissions during operation on liquid fuel are on very low level by means
of optimised combustion and turbocharging. For increased demands the
engine might be equipped with VVT instead of VIT. In gas mode soot emis-
sions are in the whole load range well below the limit of visibility.
Miller valve timing

To reduce the temperature peaks which promote the formation of NOx, early
closure of the inlet valve causes the charge air to expand and cool before
start of compression. The resulting reduction in combustion temperature
reduces NOx emissions.
NOx emission with gaseous fuels

On natural gas, the MAN 51/60DF undercuts IMO Tier II levels by extremely
wide margin – indeed, in gaseous fuel mode, the MAN 51/60DF already fulfils
the strict IMO Tier III NOx limitations prescribed for Emissions Control Zones
(ECA’s).
NOx emission with liquid fuels

The MAN 51/60DF complies with IMO Tier II NOx emissions limits.
Knocking detection
The individual knocking levels from each cylinder are collected by the knock-
ing detection unit. In combination with the cylinder individual control of the
ignition begin, the SaCoSone control ensures a stable operation with a suffi-
cient margin to the knocking limit.
Adaptive combustion control (ACC)

The MAN 51/60DF is equipped with cylinder pressure based combustion
control, which individually adjusts the combustion of each cylinder. Special
applications may not require this feature.
Additional notes/brief summary

Dual fuel engines offers fuel flexibility. If the gas supply fails once, also a full
1 Introduction
load running engine is automatically switched over to liquid fuel mode without
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interruption in power supply. DF engines can run in:

▪ Liquid fuel mode
▪ Gas mode (for ignition a small amount of diesel oil is injected by separate
pilot fuel injection nozzles)
▪ Back up mode operation (in case the pilot fuel injection should fail, the
engine can still be operated. For details see section General introduction
1.3 Engine overview
of liquid fuel oil system for dual fuel engines (designed to burn HFO,
MDO and MGO), Page 358)
Starting and stopping of the engine can be performed in liquid fuel mode as
well as in gas mode. The engine power in gas mode is generally equal to the
generated power in liquid fuel mode.
Pilot fuel injection is also activated during liquid fuel mode. The injected pilot
fuel quantity depends on the engine load.
1.3 Engine overview
Figure 2: Engine overview, MAN L51/60DF view on counter coupling side

1 Introduction
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1.4 Safety concept of MAN Energy Solutions dual fuel

engine – Short overview
Figure 3: Engine overview, MAN L51/60DF view on coupling side
1.4 Safety concept of MAN Energy Solutions dual fuel engine – Short overview
This section serves to describe in a short form the safety philosophy of MAN
Energy Solutions´ dual fuel engines and the necessary safety installations and
engine room arrangements. The engines serve as diesel-mechanical prime
movers as well as power generation unit in diesel electric applications
onboard of LNG carriers or other gas fueled ships.
Possible operation modes are pure gas mode or pure diesel mode.
This safety concept deals only with the necessary gas related safety installa-
tions.
The MAN Energy Solutions dual fuel engines are four-stroke engines with
either liquid fuel or gas as main fuel.
The operating principle in gas-mode is the lean-burn concept. A lean-mixture
of gas and air is provided to the combustion chamber of each cylinder by
individually controlled gas admission valves. The mixture is ignited by a small
amount of pilot fuel. In liquid fuel mode the fuel is injected in the combustion
chamber by the main injection system.
1 Introduction
2019-02-25 - 6.2
On special demand fuel sharing mode is available as an optional feature.

The safety concept of MAN Energy Solutions´ dual fuel engines is designed
to operate in gas mode with the same safety level as present in liquid fuel
mode. The concept is based on an early detection of critical situations, which
are related to different components of the gas supply system, the combus-
tion and the exhaust system. If necessary the safety system triggers different
actions, leading to alarm or automatically switching to liquid fuel mode, with-

1.4 Safety concept of MAN Energy Solutions dual fuel
engine – Short overview
out interruption of shaft power or a shutdown of engines and gas supply sys-
tems.
The safety philosophy is to create along the gas supply and gas reaction
chain an atmosphere in the engine room, which under normal operation con-
ditions is never loaded with gas. The gas supply piping is double walled.
Negative pressure prevails in the interspace between the inner and the outer
pipe. Engine rooms, gas valve unit room and additonal necessary rooms are
monitored and controlled, and are always sufficient ventilated, in the way that
a (small) negative pressure is set. Gas detection is required in the gas valve
unit compartment, in the interspace between the inner and the outer pipe of
the double walled pipes and the engine rooms.
The exhaust system can be purged by an explosion proofed fan installed in
the exhaust gas system. The purged air is always led through the exhaust
gas duct outside the engine room. Rupture discs or explosion relief valves
are installed in the exhaust gas duct.
All system requirements and descriptions have to be in accordance with
international rules and normatives, the IMO (International Marine Organisa-
tion) and the IGC (International Gas Carrier Code) and classification societies
rules. Note that all systems have to be built in accordance with the above
mentioned requirements.
For further information, please refer to our separate brochures "Safety Con-
cept – Marine dual fuel engines".
1 Introduction
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2 Engine and operation
2.1 Approved applications and destination/suitability of

the engine
2.1 Approved applications and destination/suitability of the engine
Approved applications
The MAN 51/60DF is designed as multi-purpose drive. It has been approved
by type approval as marine main engine by all main classification societies
(ABS, BV, CCS, ClassNK, DNV, GL, KR, LR, RINA, RS).
As marine main engine1) it may be applied for mechanical or electric propul-
sion2) for applications as:
▪ Bulker, container vessel and general cargo vessel
▪ Ferry and cruise liner
▪ Tanker
▪ Others – to fulfill all customers needs the project requirements have to be
defined at an early stage
For the applications named above the MAN 51/60DF can be applied for sin-
gle- and for multi-engine plants.
For single-engine plants a speed governor with mechanical backup is man-
datory to fulfil the requirements of the classification societies.
The MAN 51/60DF as marine auxiliary engine may be applied for electric
power generation2) for auxiliary duties for applications as:
▪ Auxiliary GenSet 2)
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
In line with rules of classifications societies each engine whose driving force
1)
may be used for propulsion purpose is stated as main engine.

2)
See section Engine ratings (output) for different applications, Page 32.
Destination/suitability of the engine

Note:
Regardless of their technical capabilities, engines of our design and the
respective vessels in which they are installed must at all times be operated in
line with the legal requirements, as applicable, including such requirements

that may apply in the respective geographical areas in which such engines
are actually being operated.
Operation of the engine outside the specified operated range, not in line with
the media specifications or under specific emergency situations (e.g. sup-
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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 specific
operating manuals). If an operation of the engine occurs outside of the scope
of supply of the intended use a thorough check of the engine and its compo-
nents needs to be performed by supervision of the MAN Energy Solutions

2.1 Approved applications and destination/suitability of
the engine
service department. These events, the checks and measures need to be

documented.
Electric and electronic components attached to the engine –

Required engine room temperature
In general our engine components meet the high requirements of the Marine
Classification Societies.
The electronic components are suitable for proper operation within an air
temperature range from 0 °C to 55 °C. The electrical equipment 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 and
attached components will be 5 – 10 K above the ambient air temperature
outside the engine room. If the temperature range is not observed, this can
affect or reduce the lifetime of electrical/electronic components at the engine
or the functional capability of engine components. Air temperatures at the
engine > 55 °C are not permissible.
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2.2 Engine design

2.2 Engine design
2.2.1 Engine cross section

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Figure 4: Engine cross section MAN L51/60DF
2.2 Engine design
Figure 5: Engine cross section MAN V51/60DF

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2.2 Engine design

2.2.2 Engine designations – Design parameters
Figure 6: Example to declare engine designations
Parameter Value Unit

Number of cylinders 6, 7, 8, 9, -
12, 14, 16, 18
Cylinder bore 510 mm
Piston stroke 600
Displacement per cylinder 122.5 litre
Distance between cylinder centres, 820 mm

in-line engine
Distance between cylinder centres, 1,000

vee engine
Vee engine, vee angle 50 °
Crankshaft diameter at journal, 415 mm

in-line engine
Crankshaft diameter at journal, 480

vee engine
Crankshaft diameter at crank pin 415

Table 1: Design parameters
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2.2 Engine design
2.2.3 Turbocharger assignments
MAN 51/60DF IMO Tier II

No. of cylinders, Mechanical propulsion with CPP/electric propulsion
config.
1,050 kW/cyl., 500 or 514 rpm 1,150 kW/cyl., 500 or 514 rpm
6L TCA55-42V TCA55-42V
12V TCA66-42V TCA77-42V
14V TCA77-42V TCA77-42V
16V TCA77-42V TCA88-42V
18V1) TCA88-42V TCA88-42V

1)
18V only for electric propulsion application.
Table 2: Turbocharger assignments
Turbocharger assignments mentioned above are for guidance only and may
vary due to project-specific reasons. Consider the relevant turbocharger
Project Guides for additional information.
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2.2 Engine design

2.2.4 Engine main dimensions, weights and views
L engine
Figure 7: Main dimensions and weights – L engine
No. of L L1 W Weight without flywheel

cylinders,
config. mm tons
6L 8,494 7,455 3,165 106
7L 9,314 8,275 119
8L 10,134 9,095 135
9L 11,160 9,915 3,283 148
The dimensions and weights are given for guidance only (weight given without media filling of engine).
Minimum centreline distance for multi-engine installation, see section Installa-

tion drawings, Page 418.
Flywheel data, see section Moments of inertia – Crankshaft, damper, fly-
wheel, Page 175.
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V engine
2.2 Engine design
Figure 8: Main dimensions and weights – V engine
No. of cylinders, L L1 Weight without flywheel

config.
mm tons
12V 10,254 9,088 187
14V 11,254 10,088 213
16V 12,254 11,088 240
18V 13,644 12,088 265
The dimensions and weights are given for guidance only (weight given without media filling of engine).
Minimum centreline distance for multi-engine installation, see section Installa-

tion drawings, Page 418.
Flywheel data, see section Moments of inertia – Crankshaft, damper, fly-
wheel, Page 175.
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2.2 Engine design

2.2.5 Engine inclination
Figure 9: 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 Rolling to each side Trim (static)2) Pitching
(static) (dynamic) (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 Energy Solutions. Arrange engines
always lengthwise of the ship.
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2.2 Engine design
2.2.6 Engine equipment for various applications
Device/measure, (figure pos.) Ship

Mechanical Electric
propulsion propulsion
Charge air by-pass ("hot compressor by-pass", flap 3) O O
VTA for Lambda control and temperature after turbine control X X
Compressor wheel cooling X X
Turbocharger – Turbine cleaning device (dry) X X
Two-stage charge air cooler X X
Charge air preheating by HT-LT switching O O
Jet assist O/X1) O/X2)
VIT X3) X3)
VVT O3) O3)
Slow Turn X X
Oil mist detector X X
Splash oil monitoring X X
Main bearing temperature monitoring X X
Starting system – Starting air valves within cylinder head X X
Attached HT cooling water pump X X
Attached LT cooling water pump O O
Attached lube oil pump X X
Torque measurement flange X –
X = required, O = optional, – = not required

1)
Jet assist needed, if a shaft generator with an output higher than 25 % of the nominal engine output is attached to
the gear/engine.
2)
Jet assist is required, if highly dynamical load application ( 0 % to 100 % within 3 load steps) is desired. Check
section Start-up and load application, Page 48 and the plant requirements for the additionally necessity of jet assist.
3)
If optional VVT for low soot emission is required, it is instead of VIT.
Table 4: Engine equipment
Engine equipment for various applications – General description

Charge air by-pass (“hot For gas and DF engines it is used at cold ambient conditions to blow by a
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compressor by-pass”, see part of the hot charge air downstream of the compressor into the intake air
flap 3 in figure Overview duct. This serves for preheating the intake air and thereby expands the
flaps, Page 29) engine-specific “temperature compensation range”. This feature is only avail-
able in connection with an external intake air system. It can not be applied to
an engine with TC silencer.
2.2 Engine design

Figure 10: Overview flaps
VTA for Lambda control and VTA-turbochargers (Variable Turbine Area) allow precise, stepless and con-
temperature after turbine tinuous control of charge air pressure and air-flow according to the respec-
control tive engine operating conditions.
For plants with an SCR catalyst, downstream of the turbine, a minimum
exhaust gas temperature upstream the SCR catalyst is necessary in order to
ensure its proper performance.
In case the temperature downstream the turbine falls below the set minimum
exhaust gas temperature value, the VTA is also used to regulate the temper-
ature upstream of the SCR catalyst.
Compressor wheel cooling The high-pressure version (as a rule of thumb pressure ratio approximately
1:4.5 and higher) of the turbochargers requires compressor wheel cooling.
This water cooling is integrated in the bearing casing and lowers the temper-
ature in the relevant areas of the compressor.
Turbocharger – Turbine The turbochargers of engines operated with heavy fuel oil (HFO), marine die-
cleaning device (dry) sel oil (MDO) or marine gas oil (MGO) must be cleaned prior to initial opera-
tion and at regular intervals to remove combustion residue from the blades of
the turbine rotor and nozzle ring. Dry cleaning of the turbine is particularly
suitable for cleaning the turbine rotor (turbine blades). Herefore a special
cleaning device to be used.
Two-stage charge air cooler The two-stage charge air cooler consists of two stages which differ in the
temperature level of the connected water circuits. The charge air is first
cooled by the HT circuit (high temperature stage of the charge air cooler,
engine) and then further cooled down by the LT circuit (low temperature
stage of the charge air cooler, lube oil cooler).

Charge air preheating by Charge air preheating by HT-LT switching is used in the load range from 0 %
HT-LT switching up to 20 % to achieve high charge air temperatures during part-load opera-
tion. It contributes to improved combustion and, consequently, reduced
exhaust gas discoloration. Unlike the charge air preheating by means of the
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CHATCO control valve, there is no time delay in this case. The charge air is
preheated immediately after the switching process by HT cooling water,
which is routed through both stages of the two-stage charge air cooler.
Jet assist Jet assist for acceleration of the turbocharger is used where special
demands exist regarding fast acceleration and/or load application. In such
cases, compressed air from the starting air receivers is reduced to a pres-
sure of approximately 4 bar before being passed into the compressor casing
of the turbocharger to be admitted to the compressor wheel via inclined

2.2 Engine design
bored passages. In this way, additional air is supplied to the compressor

which in turn is accelerated, thereby increasing the charge air pressure.
Operation of the accelerating system is initiated by a control, and limited to a
fixed load range.
VIT For some engine types with conventional injection a VIT (Variable Injection
Timing) is available allowing a shifting of injection start. A shifting in the direc-
tion of “advanced injection” is supposed to increase the ignition pressure and
thus reduces fuel consumption. Shifting in the direction of “retarded injection”
helps to reduce NOx emissions.
VVT VVT (Variable Valve Timing) enables variations in the opening and closing tim-
ing of the inlet valves. At low-load operation it is used to attain higher com-
bustion temperatures and thus lower soot emissions. At higher loads it is
used to attain low combustion temperatures and thus lower NOx emissions
(Miller Valve Timing).
Slow Turn Engines, which are equipped with Slow Turn, are automatically turned prior
to engine start with the turning process being monitored by the engine con-
trol. If the engine does not reach the expected number of crankshaft revolu-
tions (2.5 revolutions) within a specified period of time, or in case the Slow
Turn time is shorter than the programmed minimum Slow Turn time, an error
message is issued. This error message serves as an indication that there is
liquid (oil, water, fuel) in the combustion chamber. If the Slow Turn manoeu-
vre is completed successfully, the engine is started automatically.
Slow Turn is always required for plants with power management system
(PMS) demanding automatic engine start.
Oil mist detector Bearing damage, piston seizure and blow-by in combustion chamber leads
to increased oil mist formation. As a part of the safety system the oil mist
detector monitors the oil mist concentration in crankcase to indicate these
failures at an early stage.
Splash oil monitoring 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 (or
pair of drive at V engines) indirectly via splash oil.
Main bearing temperature As an important part of the safety system the temperatures of the crankshaft
monitoring main bearings are measured just underneath the bearing shells in the bearing
caps. This is carried out using oil-tight resistance temperature sensors.
Starting system – Starting The engine is equipped with starting air valves within some of the cylinder
air valves within cylinder heads. On starting command, compressed air will be led in a special
head sequence into the cylinder and will push down the piston and turn thereby
the crankshaft untill a defined speed is reached.
Torque measurement flange For a mechanical CP (controllable pitch) propeller driven by a dual fuel
engine, a torque measurement flange has to be provided. The torque meas-
urement flange gives an accurate power output signal to the engine control,
thus enabling exact lambda control and rapid switchover operations (liquid
fuel/gas and vice versa).
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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 32.
2.3.2 Standard engine ratings
PISO, standard: ISO standard output (as specified in DIN ISO 3046-1)
No. of Engine rating, PISO, standard1) 2)
cylinders,
config. 1,050 kW/cyl., 500 or 514 rpm 1,150 kW/cyl., 500 or 514 rpm
Available turning direc- kW Available turning direc- kW
tion CW/CCW3) tion CW/CCW3)
6L Yes/Yes 6,300 Yes/Yes 6,900
12V Yes/Yes 12,600 Yes/Yes 13,800
14V Yes/Yes 14,700 Yes/Yes 16,100
16V Yes/Yes 16,800 Yes/Yes 18,400
18V Yes/Yes 18,900 Yes/Yes 20,700
Note:
Power take-off on engine free end up to 100 % of rated output.
Note:
Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa abs.
1)
PISO, standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for engine rating, Page 32.
2)
Engine fuel: Liquid fuel mode = Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfill-
ing the stated quality requirements. Gas mode = Natural gas with a methane number ≥ 80, NCV ≥ 28,000 kJ/Nm3
and fulfilling the stated quality requirements.
3)
CW = clockwise; CCW = counter clockwise.
Table 5: Engine ratings

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Reference conditions for engine rating

According to ISO 15550: 2002; ISO 3046-1: 2002
Air temperature before turbocharger tr K/°C 298/25
Total atmospheric 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 rating (output) under ISO conditions dependent on

application
PApplication Max. fuel Max. permis- Tropic condi- Notes Optional power take-
admission sible speed tions (tr/tcr/ off in percentage of
Available (blocking) reduction at ISO standard output
output in pr=100kPa)2)
maximum
percentage of torque1)
ISO standard
output
Kind of application % % % °C %
Marine main engines with mechanical or electric propulsion
Main drive with electric pro- 100 110 - 45/38 3)

Up to 100
pulsion
Main drive with controllable 100 100 - 45/38 - Up to 100

pitch propeller
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 = Atmospheric pressure.
3)
In accordance with DIN ISO 3046-1 and for further clarification of relevant sections within DIN ISO 8528-1, the
following is specified:
- The maximum output (MCR) has to be observed by the power management system of the plant.
- The range of 100 % up to 110 % fuel admission may only be used for a short time for governing purposes (e.g.
transient load conditions and suddenly applied load).
Table 7: Available outputs/related reference conditions
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2.3.4 Derating, definition of P Operating
POperating – Liquid fuel mode relevant derating factors

Available rating (output) under local conditions and dependent on application.
Dependent on local conditions or special application demands a further load

reduction of PApplication, ISO might be required.
1. No derating
No derating necessary, provided that the conditions listed are met:
No derating up to stated reference

conditions (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 air 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. Derating
Contact MAN Energy Solutions:
▪ If limits of ambient conditions mentioned in the upper table Derating –
Limits of ambient conditions, Page 33 are exceeded. A special calcula-
tion is necessary.
▪ If higher requirements for the emission level exist. For the permissible
requirements see section Exhaust gas emission, Page 159.
▪ 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 Energy Solutions mentioned in the Project
Guide cannot be met.
POperating – Gas mode relevant derating factors

Dependent on local conditions or special application a load reduction of
PApplication, ISO might be required. Accordingly the resulting output is called
POperating.
Relevant for a derating in gas mode are the methane number, the charge air
temperature before cylinder, the N2-content of the fuel gas and the ambient
air temperature range, that needs to be compensated.
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1. Derating if methane number is below minimum value

Figure 11: Derating dMN as a function of methane number at ISO conditions
Figure 12: Derating dMN as a function of methane number at tropic conditions

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2. Derating if maximum charge air temperature before cylinder is exceeded

Figure 13: Derating dtbax as a function of charge air temperature before cylinder
3. Derating if minimum NCV due to high N2-content can not be kept

The NCV (Net caloric value) from the gas is influenced by the N2-content. Up
to 22 % of N2-content no derating is necessary. Above 22 % to 30 % N2-
content derating is required.
Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa abs
Figure 14: Derating dN2 as a function of N2-content in the fuel gas

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4. Derating if range of ambient air temperature compensation is exceeded

The main control device for air volume ratio adjustment (lambda control) of
gas and DF engines is capable to compensate a wide range of changes of
the ambient pressure and air temperature. For ambient air temperatures
< 5 °C the intake air must be preheated to a minimum temperature of 5 °C
before turbocharger. If the ambient air temperature exceeds the engine type
relevant limit, the fuel air ratio adjustment is outside of its range and a derat-
ing of the engine output is required.
Figure 15: Derating dtx if range of ambient temperature compensation is exceeded
5. Calculation of the total derating factor and POperating

The derating due to methane number dMN and charge air temperature before
cylinder dtbax have to be considered additive (dMN + dtbax).
Beside this the derating due ambient air temperature dtx and N2-content dN2
have to be considered separately.
The highest element of (dMN + dtbax) or dtx or dN2 has to be considered in the
formula below.
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2.3.5 Engine speeds and related main data
Rated speed rpm 500 514
Mean piston speed m/s 10.0 10.3
Ignition speed rpm 65

(starting device deactivated)
Engine running 200

(activation of alarm- and safety system)
Speed set point – Deactivation prelubrication pump 250

(engines with attached lube oil pump)
Speed set point – Deactivation external cooling water 350

pump (engines with attached cooling water pump)
Minimum engine operating speed1)

FPP (30 % of nominal speed) not available not available
CPP (60 % of nominal speed) 300 308
Electric propulsion (100 % of nominal speed) 500 514
Clutch
Minimum engine speed for activation (FPP) not available not available
Minimum engine speed for activation (CPP) "Minimum engine "Minimum engine
operating speed" x 1.1 operating speed" x 1.1
Maximum engine speed for activation 500 2) 514 2)
Highest engine operating speed 520 3) 535 3)
Alarm overspeed (110 % of nominal speed) 550 566
Auto shutdown overspeed (115 % of nominal speed) 575 591

via control module/alarm
Speed adjusting range See section Speed adjusting range, Page 38
Alternator frequency for GenSet Hz 50 60
Number of pole pairs - 6 7
Note:
Power take-off on engine free end up to 100 % of rated output.
1)
In rare occasions it might be necessary that certain engine speed intervals have to be barred for continuous opera-
tion. For FPP applications as well as for applications using resilient mounted engines, the admissible engine speed
range has to be confirmed (preferably at an early project phase) by a torsional vibration calculation, by a dimensioning
of the resilient mounting, and, if necessary, by an engine operational vibration calculation.
2)
May possibly be restricted by manufacturer of clutch.
This concession may possibly be restricted, see section Available outputs and permissible frequency deviations,
3)
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Page 66.
Table 9: Engine speeds and related main data
2.4 Increased exhaust gas pressure due to exhaust gas
after treatment installations
2.3.6 Speed adjusting range

The following specification represents the standard settings. For special
applications, deviating settings may be necessary.
Drive Speed droop Maximum speed at Maximum speed at Minimum speed
full load idle running
Electronic 1 main engine with control- 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
speed lable pitch propeller and
control without PTO
1 main engine with control- 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %

lable pitch propeller and
with PTO
Parallel operation of 2
engines driving 1 shaft with/
without PTO:
Load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
master/slave operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
GenSets/electric propulsion
plants:
With load sharing via speed 5% 100 % (+0.5 %) 105 % (+0.5 %) 60 %
droop
or
isochronous operation 0% 100 % (+0.5 %) 100 % (+0.5 %) 60 %
Table 10: Electronic speed control
2.4 Increased exhaust gas pressure due to exhaust gas after treatment
installations
Resulting installation demands
If the recommended exhaust gas back pressure as stated in section Operat-

ing/service temperatures and pressures, Page 144 cannot be met due to
exhaust gas after treatment installations following limit values need to be

considered.
Exhaust gas back pressure after turbocharger
Operating pressure Δpexh, maximum specified 0 – 50 mbar
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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
Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure Δpexh + Abs(Δpintake), standard 0 – 70 mbar
Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption or possible 70 – 120 mbar
derating
Operating pressure Δpexh + Abs(Δpintake), where a customised engine matching is required > 100 mbar
Table 13: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air
pressure before turbocharger
Maximum exhaust gas pressure drop – Layout

▪ Supplier of equipment in exhaust gas line have to ensure that pressure
drop Δpexh over entire exhaust gas piping incl. pipe work, scrubber,
boiler, silencer, etc. must stay below stated standard operating pressure
at all operating conditions.
▪ It is recommended to consider an additional 10 mbar for consideration of
aging 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 if
necessary.
▪ At the same time the pressure drop Δpintake in the intake air path must be
kept below stated standard operating pressure at all operating conditions
and including aging over lifetime.
▪ For significant overruns in pressure losses even a reduction in the rated
power output may become necessary.
▪ On plant side it must be prepared, that pressure sensors directly after
turbine outlet and directly before compressor inlet may be installed to
verify above stated figures.
By-pass for emergency operation
▪ Evaluate if the chosen exhaust gas after treatment installation demands a
by-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 the
scrubber freely.
▪ The by-pass needs to be dimensioned for the same pressure drop as the
main installation that is by-passed – otherwise the engine would oper-
ated on a differing operating point with negative influence on the per-
2019-02-25 - 6.2
formance, e.g. a lower value of the pressure drop may result in too high
turbocharger speeds.
Single streaming per engine recommended/multi-streaming to be evaluated
project-specific
▪ In general each engine must be equipped with a separate exhaust gas
line as single streaming installation. This will prevent reciprocal influencing
of 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 drop
over the cylinder can cause exhaust gas back flow into intake manifold
during valve overlap).

▪ In case a multi-streaming solution is realised (i.e. only one combined
scrubber for multiple engines) this needs to be stated on early project
stage. 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 mass
flow will be necessary and also a power management may become nec-
essary in order to prevent operation of several engines at very high loads
while others are running on extremely low load. A detailed analysis as
HAZOP study and risk analysis by the yard becomes mandatory.
Engine to be protected from backflow of media out of exhaust gas after
treatment installation
▪ A backflow of e.g. urea, scrubbing water, condensate or even rain from
the exhaust gas after treatment installation towards the engine must be
prevented under all operating conditions and circumstances, including
engine 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. any
installed 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 be
expected under certain conditions. This is not harmful for the environ-
ment. However, countermeasures like reheating and/or a demister
should be considered to prevent condensed water droplets from leaving
the funnel, which would increase visibility of the plume.
▪ The design of the exhaust system including exhaust gas after treatment
installation has to make sure that the exhaust flow has sufficient velocity
in 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 limit
value.
Vibrations
▪ There must be a sufficient decoupling of vibrations between engine and
exhaust gas system incl. exhaust gas after treatment installation, e.g. by
compensators.
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2.5 Starting
2.5 Starting
2.5.1 General remarks

Engine and plant installation need to be in accordance to the below stated
requirements and the required starting procedure.
Note:
Statements are relevant for non arctic conditions.
For arctic conditions consider relevant sections and clarify undefined details
with MAN Energy Solutions.
2.5.2 Type of engine start
Normal start
The standard procedure of a monitored engine start in accordance to MAN
Energy Solutions guidelines.
Stand-by start
Shortened 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-by
start required”.
Exceptional start (e.g. blackout start)

A monitored engine start (without monitoring of lube oil pressure) within one
hour after stop of an engine that has been faultless in operation or of an
engine in stand-by mode.
This kind of engine start has to be triggered by an external signal “Black
Start” and may only be used in exceptional cases.
Emergency start
Manual start of the engine at emergency start valve at the engine (if applied),
without supervision by the SaCoS engine control. These engine starts will be
applied only in emergency cases, in which the customer accepts, that the
engine might be harmed.
2.5.3 Requirements on engine and plant installation

General requirements on engine and plant installation

As a standard and for the start-up in normal starting mode (preheated
engine) following installations are required:
Engine ▪ Lube oil service pump (attached).
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Plant ▪ Prelubrication pump (free-standing).

▪ Preheating HT cooling water system (60 – 90 °C).
▪ Preheating lube oil system (> 40 °C). For maximum admissible value see
table Lube oil, Page 146.
Requirements on engine and plant installation for "Stand-by Operation"

2.5 Starting
capability
To enable in addition to the normal starting mode also an engine start from
PMS (power management system) from stand-by mode with thereby short-
ened start-up time following installations are required:
Engine ▪ Lube oil service pump (attached).
Plant ▪ 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 see
table Lube oil, Page 146.
▪ Power management system with supervision of stand-by times engines.
Additional requirements on engine and plant installation for "Blackout

start" capability
Following additional installations to the above stated ones are required to
enable in addition a "Blackout start":
Engine ▪ HT CW service pump (attached) recommended.
▪ LT CW service pump (attached) recommended.
▪ Attached fuel oil supply pump recommended (if applicable).
Plant ▪ 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 rail
system.
If fuel oil supply pump is not attached to the engine:
▪ Air driven fuel oil supply pump or fuel oil service tanks at sufficient height
or pressurised fuel oil tank.
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2.5 Starting
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 load < 1 minute < 1 minute > 2 minutes
application:
General notes
- Engine start-up only within 1 h Maximum stand-by time 7 days1) Standard

after stop of engine that has Supervised by power
been faultless in operation or management system plant.
within 1 h after end of stand-by
mode. Stand-by mode is only possible
after engine has been faultless in
operation and has been faultless
stopped.
Additional external Blackout start Stand-by request -

signal:
If an engine has been in total for 7 days in stand-by mode, no extension of stand-by mode is allowed. The engine
1)
needs to be started and operated faultless before the next stand-by mode can be applied.
Table 14: Starting conditions – General notes

General engine status No start-blocking active Engine in proper condition Engine in proper
No start-blocking active condition
Note: No start-blocking active
Start-blocking of engine leads to
withdraw of "Stand-by
Operation".
Slow Turn to be No No Yes1)

conducted?
Engine to be prehea- No2) Yes Yes

ted and prelubricated?
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, Page 43) have been con-
sidered. Non-observance endangers the engine or its components.
Table 15: Starting conditions – Required engine conditions

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Additional remark regarding "Blackout start"

2.6 Low-load operation
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. But
untill all media systems are back in normal operation the engine can only be
operated according to the settings of alarm and safety system.
Lube oil system
Prelubrication period No1) Permanent Yes, previous to engine

start
Prelubrication pres- - See section Operating/service See section Operating/

sure before engine temperatures and pressures, service temperatures
Page 144 limits according figure and pressures, Page
"Prelubrication/postlubrication 144 limits according
lube oil pressure figure "Prelubrication/
(duration > 10 min)" postlubrication lube oil
pressure
(duration ≤ 10 min)"
Lube oil to be No1) Yes Yes

preheated?
HT cooling water
HT cooling water to be No1) Yes Yes

preheated?
Fuel system
For MGO/MDO opera- Sufficient fuel oil pressure at Supply pumps in operation or with starting command to
tion engine inlet needed. engine.
For HFO operation Sufficient fuel oil pressure at Supply and booster pumps in operation, fuel preheated to
engine inlet needed (MGO/ operating viscosity.
MDO-operation recommended). In case of permanent stand-by of liquid fuel engines or
Emergency fuel supply pumps during operation of an DF engine in gas mode a periodical
in MGO/MDO mode always. exchange of the circulating HFO has to be ensured to
avoid cracking of the fuel. This can be done by releasing a
certain amount of circulating HFO into the day tank and
substituting it with "fresh" fuel from the tank.
For gas operation Blackout start only in liquid fuel Conditions for MGO/MDO respectively HFO to be fulfilled
operation + Fuel gas supply line in operation or goes in operation
with starting command to engine
Valid only, if mentioned above conditions (see table Starting conditions – General notes, Page 43) have been
1)
considered. Non-observance endangers the engine or its components.

Table 16: Starting conditions – Required system conditions
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Definition
Basically, the following load conditions are distinguished:
Overload: > 100 % (MCR) of the engine output (not admitted, see section

Engine ratings (output) for different applications, Page 32)
Full load (MCR): 100 % (MCR) of the engine output
Part load: < 100 % (MCR) of the engine output
Low load: < 25 % of the engine output
Correlations The best operating conditions for the engine prevail under even loading in the
range of 60 % to 90 % of full load.
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, which
will lead to increased soot emission and to increasing cylinder contamination.
This process is more acute in low-load operation and during manoeuvring
when the cooling water temperatures are not kept at the required level, and
are decreasing too rapidly. This may result in too low charge air and com-
bustion chamber temperatures, deteriorating the combustion at low loads
especially in heavy fuel operation.
Operation with heavy fuel oil Based on the above, the low-load operation in the range of < 25 % of the full
(fuel of RM quality) or with load is subjected to specific limitations. According to figure Time limitation for
MGO (DMA, DMZ) or low-load operation (left), duration of "relieving operation" (right), Page 45
MDO(DMB) immediately after a phase of low-load operation the engine must be operated
at > 70 % of the full load for some time in order to reduce the deposits in the
cylinders and the exhaust gas turbocharger again.
▪ Provided that the specified engine operating values are observed, there
are 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) is
only permissible for one hour maximum.
After 500 hours of continuous operation with liquid fuel, at a low load in the
range of 20 % to 25 % of the full load, the engine must be run-in again.
See section Engine running in, Page 493.

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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 delay
together with a high coke residues content are used, it may be necessary to raise the total level
of the limiting curve for HFO from 20 % up to 30 %.
P % of the full load t Operating time in hours (h)
Figure 16: Time limitation for low-load operation (left), duration of "relieving operation" (right)
Example for heavy fuel oil (HFO)

Line a 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 hours
maximum.
Line b Duration of "relieving operation":
Let the engine run at a load > 70 % of the full load appr. within 1.2 hours to
burn the deposits formed.
Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.
Example for MGO/MDO

Line A Time limits for low-load operation with MGO/MDO:
At 17 % of the full load, operation on MGO/MDO is allowable appr. for 200
hours maximum.
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Line B Duration of "relieving operation":

Let the engine run at a load > 70 % of the full load appr. within 18 minutes to
burn the deposits formed.
Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.
Operation with gas For low-load operation with gas, the following applies:

▪ The constantly required minimum load in gas operation is 10 % of the full
load. After at least 10 minutes of engine operation at > 10 % of the full
load, gas operation at < 10 % of the full load is possible.
Provided that it can be ensured that the charge air temperature before cylin-
der is minimum 50 °C in low-load operation, the following conditions are
applicable for gas operation at < 10 % of the full load:
▪ Idling operation is allowed within 15 minutes maximum.
▪ Continuous operation at 5 % of full load is allowed within 3 hours maxi-
mum.
▪ For information on further load points see figure Time limitation for low-
load operation with gas, Page 47.
Provided that the specified charge air temperature can be achieved and the
given engine operating values are observed, there are no restrictions at loads
≥ 10 % of the full load.
P % of the full load t Operating time in hours (h)
Figure 17: Time limitation for low-load operation with gas

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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 is
due 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 of
the engine.
In general, requirements of the International Association of Classification
Societies (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 with
MAN Energy Solutions. They must be part of the contract.
In a load drop of 100 % nominal engine power, the dynamic speed variation
must not exceed:
▪ 10 % of the nominal speed.
▪ The remaining speed variation must not surpass 5 % of the nominal
speed.
To limit the effort regarding regulating the media circuits, also to ensure an
uniform heat input it always should be aimed for longer load application times
by taking into account the realistic requirements of the specific plant.
All questions regarding the dynamic behaviour should be clarified in close
cooperation between the customer and MAN Energy Solutions at an early
project 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 the
planning and examination phase.
▪ The possible failure of one engine must be considered, see section Gen-
erator operation/electric propulsion – Power management, Page 67.
2.7.2 Definitions and requirements

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

Start-up – Cold engine In case of emergency, it is possible to start the cold engine provided the
required media temperatures are present:
▪ Lube oil > 20 °C, cooling water > 20 °C.
▪ The engine is prelubricated. Due to the higher viscosity of the lube oil of a
cold engine the prelubrication phase needs to be increased.
Before further use of the engine a warming-up phase is required to reach at

least the level of the regular preheating temperatures (lube oil temperature
> 40 °C, cooling water temperature > 60 °C). See diagrams in section Load
application – Continuous loading, Page 50.
Start-up – Preheated engine For the start-up of the engine it needs to be preheated:
(Normal start) ▪ Lube oil temperature ≥ 40 °C
▪ Cooling water temperature ≥ 60 °C
The required start-up time in normal starting mode (preheated engine), with
the required time for starting-up the lube oil system and prelubrication of the
engine is shown in the diagrams in section Load application – Continuous
loading, Page 50 in connection with the information in figure(s) Duration of
the load application – Continuous loading, Page 51.
Start-up – Engine in stand- For engines in stand-by mode no start preparation is needed and accord-
by mode (Stand-by start) ingly the engine start will be done just after the start request (if preconditions
are fulfilled).
Start-up (Exceptional start) The engine start will be done just after the start request – but as previously
stated without monitoring of lube oil pressure, and therefore this may only be
used in exceptional cases.
Speed ramp-up The standard speed ramp-up serves for all engine conditions and ensures a
low opacity level of the exhaust gas.
A "fast speed ramp-up", that is near to the maximum capability of the engine,
may be used in exceptional cases.
For liquid fuel engines:
▪ Exhaust gas will be visible (opacity > 60 %).
▪ Engine must 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.
For pure gas engines required:
▪ External signal from plant to be provided for request to SaCoSone.
Load ramp-up The time needed for load ramp-up is in high extent dependent on the engine
conditions:
▪ Cold
– Lube oil temperature > 20 °C
– Cooling water temperature > 20 °C
▪ Warm (= preheated)
– Lube oil temperature ≥ 40 °C

– Cooling water temperature ≥ 60 °C
▪ Hot (= previously been in operation)
– Lube oil temperature ≥ 40 °C
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– Cooling water temperature ≥ 60 °C

– Exhaust gas pipe engine and turbocharger > 320 °C [within 1 h after
engine stop]
Note:
Load application handled within plant automation:
The compliance of the load application with the specifications of MAN
Energy Solutions has to be handled within the plant automation.

The SaCoS engine control will not interfere in the load ramp-up or load
ramp-down initiated by the plant control.
2.7.3 Load application – Continuous loading
Figure 18: Start-up and load ramp-up for cold engine condition (emergency case)
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Figure 19: Start-up and load ramp-up for warm/hot engine condition
Please find in the table below the relevant durations for the phases in above
given diagrams.
Note:
▪ For "Phase 3" the engine needs to be equipped with "Slow Turn".
▪ Jet assist as engine equipment is recommended.
▪ If "fast speed ramp-up" is needed, the possibility of this has to be clari-
fied on a project-specific basis.
▪ For "stand-by" special plant equipment is required.

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Figure 20: Duration of the load application – Continuous loading (extract)
For further informations or deviating engine condition/equipment please con-

tact MAN Energy Solutions.
2.7.4 Load application – Load steps (for electric propulsion)
Minimum requirements of The specification of the IACS (Unified Requirement M3) contains first of all
classification societies and guidelines for suddenly applied load steps. Originally two load steps, each
ISO rule 50 %, were described. In view of the technical progress regarding increasing
mean effective pressures, the requirements were adapted. According to
IACS and ISO 8528-5 a diagram is used to define – based on the mean
effective pressure of the respective engine – the number of load steps for a
load application from 0 % load to 100 % load. This diagram serves as a
guideline for four stroke engines in general and is reflected in the rules of the
classification societies.
Be aware, that for marine engines load application requirements must be
clarified with the respective classification society as well as with the shipyard
and the owner.
Accordingly MAN Energy Solutions has specified the following table.
Declared power mean effective pressure of the engine (pme) Number of load steps
> 18 bar up to 22.5 bar 4
> 22.5 bar up to 27 bar 5
> 27 bar 6
The size of each load step to be calculated as:

100 % divided by "Number of load steps".
For example: 100 % load / "4" = 25 % load increase per load step.
Table 17: Number of load steps dependent on the pme of the engine
Exemplary requirements
Minimum requirements concerning dynamic speed drop, remaining speed
variation and recovery time during load application are listed below.
Classification society Dynamic speed drop in % of the Remaining speed variation in % Recovery time until reaching
nominal speed of the nominal speed the tolerance band ±1 % of
nominal speed
Germanischer Lloyd ≤ 10 % ≤ 5% ≤ 5 sec
RINA
Lloyd´s Register ≤ 5 sec, max. 8 sec
American Bureau of ≤ 5 sec

Shipping
Bureau Veritas
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Det Norske Veritas
ISO 8528-5
Table 18: Minimum requirements of some classification societies plus ISO rule
In case of a load drop of 100 % nominal engine power, the dynamic speed

variation must not exceed 10 % of the nominal speed and the remaining
speed variation must not surpass 5 % of the nominal speed.
For DF engines regarding allowable load steps it must be distinguished
between liquid fuel operation and gas operation.
Engine specific load steps – Maximum load step dependent on base load
If the engine has reached the engine condition hot, the maximum load step
which can be applied as a function of the currently driven base load can be
derived out of the below stated diagram(s).
Before an additional load step will be applied, at least 20 sec waiting time
after initiation of the previous load step needs to be considered.
Figure 21: Load application dependent on base load (engine condition hot) – MAN L51/60DF, 1,050 kW/
cyl.
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Figure 22: Load application dependent on base load (engine condition hot) – MAN V51/60DF, 1,050 kW/
cyl.1)
Values apply to 12V, 14V, 16V engine. Values for the 18V engine on
1)
demand.
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Figure 23: Load application dependent on base load (engine condition hot) – MAN L51/60DF, 1,150 kW/
cyl.

Figure 24: Load application dependent on base load (engine condition hot) – MAN V51/60DF, 1,150 kW/
cyl.1)
Values apply to 12V, 14V, 16V engine. Values for the 18V engine on
1)
demand.
2.7.5 Load application for mechanical propulsion (CPP)
Acceleration times for controllable pitch propeller plants

General remark Stated acceleration times in the following figure are valid for the engine itself.
Depending on the project-specific propulsion train (moments of inertia, vibra-
tion calculation etc.) project-specific this may differ. Of course, the accelera-
tion times are not valid for the ship itself, due to the fact, that the time con-
stants for the dynamic behavior of the engine and the vessel may have a
ratio of up to 1:100, or even higher (dependent on the type of vessel). The
effect on the vessel must be calculated separately.
Propeller control For remote controlled propeller drives for ships with unmanned or centrally
monitored engine room operation in accordance to IACS “Requirements

concerning MACHINERY INSTALLATIONS”, M43, a single control device for
each independent propeller has to be provided, with automatic performance
preventing overload and prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine according to the relevant and
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specific operating range (e.g. Operating range for controllable pitch propeller
(CPP)) has to be ensured. In case of a manned engine room and manual
operation of the propulsion drive, the engine room personnel are responsible
for the soft loading sequence, before control is handed over to the bridge.
Load control programme The lower time limits for normal and emergency manoeuvres are given in our
diagrams for application and shedding of load. We strongly recommend that
the limits for normal manoeuvring are observed during normal operation. An
automatic change-over to a shortened load programme is required for emer-

gency manoeuvres. The final design of the programme should be jointly

determined by all the parties involved, considering the demands for manoeu-
vring and the actual service capacity.
2019-02-25 - 6.2

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Figure 25: Control lever setting and corresponding engine specific acceleration times (for guidance)
2.8 Engine load reduction
2.8 Engine load reduction
Sudden load shedding

For the sudden load shedding from 100 % to 0 % engine load, several
requirements 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, check
the proper function of the turbocharger silencer filter mat.
Recommended load reduction/stopping the engine

Figure Engine ramping down, generally, Page 59 shows the shortest possi-
ble times for continuously ramping down the engine in liquid fuel operation
and a sudden load shedding.
To limit the effort regarding regulating the media circuits and also to ensure
an uniform heat dissipation it always should be aimed for longer ramping
down times by taking into account the realistic requirements of the specific
plant.
Before final engine stop, the engine has to be operated for a minimum of
1 minute at idling speed.
Run-down cooling
In order to dissipate the residual engine heat, the system circuits should be
kept in operation after final engine stop for a minimum of 15 minutes.
If for any reason the HT cooling water stand-by pump is not in function, the
engine has to be operated for 15 minutes at 0 % – 10 % load before final
stop, so that with the engine driven HT cooling water pump the heat will be
dissipated.
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2.9 Engine load reduction as a protective safety measure

Figure 26: Engine ramping down, generally
2.9 Engine load reduction as a protective safety measure
Requirements for the power management system/propeller control

In case of a load reduction request due to predefined abnormal engine
parameter (e.g. high exhaust gas temperature, high turbine speed, high lube
oil temperature) the power output (load) must be ramped down as fast as
possible to ≤ 60 % load.
Therefore the power management system/propeller control has to meet the
following requirements:
▪ After a maximum of 5 seconds after occurrence of the load reduction
signal, the engine load must be reduced by at least 5 %.
▪ Then, within the next time period of maximum 30 sec. an additional

reduction 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 60 has to be avoided.
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2.10 Engine operation under arctic conditions
Figure 27: Engine load reduction as a protective safety measure
Arctic condition is defined as:

Air intake temperatures of the engine below +5 °C.
If engines operate under arctic conditions (intermittently or permanently), the
engine equipment and plant installation have to hold certain design features
and meet special requirements. They depend on the possible minimum air
intake temperature of the engine and the specification of the fuel used.
Minimum air intake temperature of the engine, tx:
▪ Category 1
+5 °C > tx > −15 °C
▪ Category 2
–15 °C ≥ tx > −50 °C
Special engine design requirements

Special engine equipment required for arctic conditions category 1 and cate-
gory 2, see section Engine equipment for various applications, Page 28.
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Engine equipment
SaCoSone ▪ 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 temperature
is above –15 °C.
▪ A minimum operating temperature of ≥ 0 °C has to be ensured. The use
of an optional electric heating is recommended.
Alternators
Alternator operation is possible according to suppliers specification.
Plant installation
Engine intake air ▪ Cooling down of engine room due to cold ambient air can be avoided by
conditioning supplying the engine directly from outside with combustion air. For this
the combustion air must be filtered (see quality requirements in section
Specification of intake air (combustion air), Page 299). Moreover a drop-
let separator and air intake silencer become necessary, see section
External intake air supply system, Page 410. According to classification
rules it may be required to install two air inlets from the exterior, one at
starboard and one at portside.
▪ Cold intake air from outside is preheated in front of the cylinders in the
charge air cooler. HT water serves as heat source. Depending on load
and air temperature additional heat has then to be transferred to the HT
circuit by a HT preheating module.
▪ It is necessary to ensure that the charge air cooler cannot freeze when
the engine is out of operation (and the cold air is at the air inlet side). HT-
cooling water preheating will prevent this. Additionally it is recommended
to prepare the combustion air duct upstream of the engine for the instal-
lation of a blanking plate, necessary to be installed in case of malfunction
on the HT-cooling water preheating system.
Category 1
▪ Charge air blow-off is activated at high engine load with low combustion
air temperature. With a blow-off air duct installed in the plant, it can be
recirculated in the combustion air duct upstream of the engine. Alterna-
tively, only if blow-off air is deviated downstream of the charge air coolers
and is cold (depending on engine type), blow-off air can be directly
released in the engine room. Then a blow-off air silencer installed in the
plant becomes necessary.
▪ Alternatively engine combustion air and engine room ventilation air can
be supplied together in the engine room, if heated adequately and if
accepted by the classification company.
Category 2
▪ Please contact MAN Energy Solutions.
Instruction for minimum ▪ In general the minimum viscosity before engine of 1.9 cSt must not be
admissible fuel temperature undershoot.
▪ The fuel specific characteristic values “pour point” and “cold filter plug-
2019-02-25 - 6.2
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 temporarily
embrittlement of seals used in the engines fuel oil system. As a result
they may suffer a loss of function.
Preheater before GVU (Gas ▪ Be aware that the gas needs to be heated up to the minimum tempera-
ture before Gas Valve Unit.
Valve Unit)
Place of installation of the ▪ The GVU itself needs to be installed protected from the weather, at ambi-
GVU ent temperatures ≥ 5 °C. For lower ambient air temperatures design
modifications of the GVU are required.
Minimum engine room ▪ Ventilation of engine room
temperature The air of the engine room ventilation must not be too cold (preheating is
necessary) 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 systems ▪ Coolant and lube oil system have to be preheated for each individual
engine, see section Starting conditions, Page 43.
See also the specific information regarding special arrangements for arc-
tic conditions, see section Lube oil system, Page 313 and Water sys-
tems, Page 333.
▪ Design requirements for the external preheater of HT cooling water sys-
tems according to stated preheater sizes, see figure Required preheater
size to avoid heat extraction from HT system, Page 63.
▪ Maximum permissible antifreeze concentration (ethylene glycol) in the
engine cooling water.
An increasing proportion of antifreeze decreases the specific heat
capacity of the engine cooling water, which worsens the heat dissipation
from the engine and will lead to higher component temperatures.
Therefore, the antifreeze concentration of the engine cooling water sys-
tems (HT and LT) within the engine room, respectively power house,
should be below a concentration of 40 % glycol. Any concentration of
> 55 % glycol is forbidden.
▪ If a concentration of anti-freezing agents of > 50 % in the cooling water
systems is required, contact MAN Energy Solutions for approval.
▪ For information regarding engine cooling water see section Specification
for engine supplies, Page 255.
Insulation 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 and
designed for the special requirements of arctic conditions.
Heat tracing 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 system
in the pipelines to the engine.
Note:
A preheating of the lube oil has to be ensured. For plants taken out of opera-
tion and cooled down below temperatures of +5 °C additional special meas-
ures are required – in this case contact MAN Energy Solutions.
Heat extraction HT system and preheater sizes

After 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-
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age.
Thereby Range I must be passed as quick as possible to reach Range II. Be
aware that within Range II low-load operation restrictions may apply.
If operation within Range I is required, the preheater size within the plant
must be capable to preheat the intake air to the level, where heat extraction
from 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 21.5 kW/cyl. required.
▪ Ensure that this preheater size is installed, otherwise this operation point
is not permissible.
All preheaters need to be operated in parallel to engine operation until mini-
mum engine load is reached.
Figure 28: Required preheater size to avoid heat extraction from HT system, MAN 51/60DF

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2.11 Generator operation
2.11.1 Operating range for generator operation/electric propulsion
Figure 29: Operating range for generator operation/electric propulsion

▪ MCR 1
Maximum continuous rating.

▪ Range I
Operating range for continuous service.
▪ Range II
No continuous operation permissible.
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Maximum operating time less than 2 minutes.

1
In accordance with DIN ISO 3046-1 and for further clarification of relevant
sections within DIN ISO 8528-1, the following is specified:
▪ The maximum output (MCR) has to be observed by the power manage-
ment system of the plant.
▪ The range of 100 % up to 110 % fuel admission may only be used for a
short time for governing purposes (e.g. transient load conditions and

suddenly applied load).
IMO certification for engines with operating range for electric propulsion
Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.
2.11.2 Operating range for EPROX-DC

EPROX-DC is a electric propulsion system based on a DC net and genera-
tors with variable speed between 60 % and 100 % of nominal speed.
Accordingly the operating range is identical to figure Operating range for
controllable pitch propeller, Page 72.
2.11.3 Operating range for EPROX-AC

EPROX-AC is a electric propulsion system based on a DC net and genera-
tors with variable speed between 80 % and 100 % of nominal speed.

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Figure 30: Operating range for EPROX-AC
2.11.4 Available outputs and permissible frequency deviations
General
Generating sets, which are integrated in an electricity supply system, are
subjected to the frequency fluctuations of the mains. Depending on the
severity of the frequency fluctuations, output and operation respectively have

to be restricted.
Frequency adjustment range

According to DIN ISO 8528-5: 1997-11, operating limits of > 2.5 % are
2019-02-25 - 6.2
specified for the lower and upper frequency adjustment range.
Operating range
Depending on the prevailing local ambient conditions, a certain maximum
continuous rating will be available.
In the output/speed and frequency diagrams, a range has specifically been

marked with “No continuous operation permissible in this area”. Operation in
this range is only permissible for a short period of time, i.e. for less than 2
minutes. In special cases, a continuous rating is permissible if the standard
frequency is exceeded by more than 4 %.
Limiting parameters
Max. torque In case the frequency decreases, the available output is limited by the maxi-
mum permissible torque of the generating set.
Max. speed for continuous An increase in frequency, resulting in a speed that is higher than the maxi-
rating mum speed admissible for continuous operation, is only permissible for a
short period of time, i.e. for less than 2 minutes.
For engine-specific information see section Ratings (output) and speeds,
Page 31 of the specific engine.
Figure 31: Permissible frequency deviations and corresponding max. output
2.11.5 Generator operation/electric propulsion – Power management
Operation of vessels with electric propulsion is defined as parallel operation

of main engines with generators forming a closed system.
The power supply of the plant as a standard is done by auxilliary GenSets
also forming a closed system.
In the design/layout of the plant a possible failure of one engine has to be

considered 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. This
ensures uninterrupted operation in the maximum output range and in case
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one 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's
operator to set priorities and to decide which energy consumer has to be
switched off.
The base load should be chosen as high as possible to achieve an optimum

engine operation and lowest soot emissions.

The optimum operating range and the permissible part loads are to be
observed (see section Low-load operation, Page 44).
Load application in case one engine fails

In case one engine fails, its output has to be made up for by the remaining
engines in the system and/or the load has to be decreased by reducing the
propulsive output and/or by switching off electrical consumers.
The immediate load transfer to one engine does not always correspond with
the load reserve that the particular engine has available at the respective
moment. That depends on the engine's base load.
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 please
see figure(s) Load application dependent on base load (engine condition hot),
Page 53.
Figure 32: 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 of
engines in operation the recommended maxium load of these engines can
be derived. Observing this limiting maximum load ensures that the load from
one failed engine can be transferred to the remaining engines in operation
without 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 19: Exemplary – Recommended maximum load in (%) of Pmax dependend on number of engines in
parallel operation
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2.11.6 Alternator – Reverse power protection
Definition of reverse power

If an alternator, coupled to a combustion engine, is no longer driven by this
engine, but is supplied with propulsive power by the connected electric grid
and operates as an electric motor instead of working as an alternator, this is
called 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 protection

For each alternator (arranged for parallel operation) a reverse power protec-
tion device has to be provided because if a stopped combustion engine (fuel
admission 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.
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 drives
the 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 relay

The necessary power to drive an unfired diesel or gas engine at nominal
speed cannot exceed the power which is necessary to overcome the internal
friction of the engine. This power is called motoring power. The setting of the
reverse-power relay should be, as stated in the classification rules, 50 % of
the motoring power. To avoid false tripping of the alternator circuit breaker a
time delay has to be implemented. A reverse power >> 6 % mostly indicates
serious disturbances in the generator operation.
Table Adjusting the reverse power relay, Page 69 below provides a sum-
mary.
Admissible reverse power Pel [%] Time delay for tripping the alternator circuit
breaker [sec]
Pel < 3 30
3 ≤ Pel < 8 3 to 10
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Pel ≥ 8 No delay
Table 20: Adjusting the reverse power relay
2.11.7 Earthing measures of diesel engines and bearing insulation on alternators
General
The use of electrical equipment on diesel engines requires precautions to be
taken for protection against shock current and for equipotential bonding.
These measures not only serve as shock protection but also for functional
protection of electric and electronic devices (EMC protection, device protec-
tion in case of welding, etc.).
Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked with the earthing symbol are
provided 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.
Figure 33: Earthing connection on engine (are arranged diagonally opposite each
1, 2 Connecting grounding terminal coupling side and engine free end (stamped
symbol) M12
Measures to be taken on the alternator

Shaft voltages, i.e. voltages between the two shaft ends, are generated in
electrical machines because of slight magnetic unbalances and ring excita-
tions. In the case of considerable shaft voltages (e.g. > 0.3 V), there is the
risk that bearing damage occurs due to current transfers. For this reason, at
least the bearing that is not located on the drive end is insulated (valid for
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alternators > 1 MW output). For verification, the voltage available at the shaft
(shaft voltage) is measured while the alternator is running and excited. With
proper insulation, a voltage can be measured. In order to protect the prime
mover and to divert electrostatic charging, an earthing brush is often fitted on
the coupling side.
Observation of the required measures is the alternator manufacturer’s
responsibility.
Consequences of inadequate bearing insulation on the alternator and

insulation check
In case the bearing insulation is inadequate, e.g., if the bearing insulation was
short-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 coupling
the 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 be
observed.
If the shaft voltage of the alternator at rated speed and rated voltage is
known (e.g. from the test record of the alternator acceptance test), it is also
possible 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 conductor
The nominal cross section of the earthing conductor (equipotential bonding
conductor) 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 to
be taken as a basis for sizing the cross sections of the equipotential bonding
conductors.
Flexible conductors have to be used for the connection of resiliently mounted
engines.
Execution of earthing
The earthing must be executed by the shipyard, since generally it is not
scope of supply of MAN Energy Solutions.
Earthing strips are also not included in the MAN Energy Solutions scope of
supply.
Additional information regarding the use of welding equipment

In order to prevent damage on electrical components, it is imperative to earth
welding equipment close to the welding area, i.e., the distance between the
welding electrode and the earthing connection should not exceed 10 m.
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2.12 Propeller operation
2.12.1 Operating range for controllable pitch propeller (CPP)
Figure 34: Operating range for controllable pitch propeller

Note:
In rare occasions it might be necessary that certain engine speed intervals

have to be barred for continuous operation.
For applications using resiliently mounted engines, the admissible engine
speed range has to be confirmed (preferably at an early project phase) by a
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torsional vibration calculation, by a dimensioning of the resilient mounting,

and, if necessary, by an engine operational vibration calculation.
MCR = Maximum continuous rating
Range I: Operating range for continuous operation.
Range II: Operating range which is temporarily admissible e.g. during accel-
eration and manoeuvring.
The combinator curve must be placed at a sufficient distance to the load limit

curve. For overload protection, a load control has to be provided.
Transmission losses (e.g. by gearboxes and shaft power) and additional
power requirements (e.g. by PTO) must be taken into account.
IMO certification for engines with operating range for controllable pitch
propeller (CPP)
Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.
2.12.2 General requirements for the CPP propulsion control
Pitch control of the propeller plant

General A distinction between constant-speed operation and combinator-curve oper-
ation has to be ensured.
Failure of propeller pitch control:
In order to avoid overloading of the engine upon failure of the propeller pitch
control the propeller pitch must be adjusted to a value < 60 % of the maxi-
mum possible pitch.
4 – 20 mA load indication As a load indication a 4 – 20 mA signal from the engine control is supplied to
from engine control the propeller control.
Combinator-curve operation:
The 4 – 20 mA signal has to be used for the assignment of the propeller
pitch to the respective engine speed. The operation curve of engine speed
and propeller pitch (for power range, see section Operating range for control-
lable pitch propeller (CPP), Page 72) has to be observed also during acceler-
ation/load increase and unloading.
Acceleration/load increase
The engine speed has to be increased prior to increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 74).
When increasing propeller pitch and engine speed synchronously, the speed
has to be increased faster than the propeller pitch.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
Automatic limitation of the rate of load increase must be implemented in the
propulsion control.
Deceleration/unloading the engine

The engine speed has to be reduced later than the propeller pitch (see figure
Example to illustrate the change from one load step to another, Page 74).
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When decreasing propeller pitch and engine speed synchronously, the pro-
peller pitch has to be decreased faster than the speed.
The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 72).
Example to illustrate the change from one load step to another

Figure 35: Example to illustrate the change from one load step to another
Windmilling protection
If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called “windmilling”. The permissible period for windmilling is short,
because windmilling can cause excessive wear of the engine bearings, due
to poor lubrication at low propeller speed.

Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
40 seconds. In case of plants without shifting clutch, it has to be ensured
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that a stopped engine cannot be turned by the propeller.

For maintenance work a shaft interlock has to be provided for each propeller
shaft.
Binary signals from engine control

Overload contact The overload contact will be activated when the engine's fuel admission rea-
ches the maximum position. At this position, the control system has to stop
the increase of the propeller pitch. If this signal remains longer than the pre-
determined time limit, the propeller pitch has to be decreased.
Contact "Operation close to This contact is activated when the engine is operated close to a limit curve
the limit curve" (torque limiter, charge air pressure limiter, etc.). When the contact is activa-
ted, the control system has to stop the increase of the propeller pitch. If this
signal remains longer than the predetermined time limit, the propeller pitch
has to be decreased.
Propeller pitch reduction This contact is activated when disturbances in engine operation occur, for
contact example too high exhaust gas mean-value deviation. When the contact is
activated, the propeller control system has to reduce the propeller pitch to
60 % of the rated engine output, without change in engine speed.
In section Engine load reduction as a protective safety measure, Page 59 the
requirements for the response time are stated.
Distinction between normal manoeuvre and emergency manoeuvre

The propeller control system has to be able to distinguish between normal
manoeuvre and emergency manoeuvre (i.e., two different acceleration curves
are necessary).
MAN Energy Solutions' guidelines concerning acceleration times and power

range have to be observed
The power range (see section Operating range for controllable pitch propeller
(CPP), Page 72) and the acceleration times (see paragraph Acceleration
times, Page 55) have to be observed. In section Engine load reduction as a
protective safety measure, Page 59 the requirements for the response time
are stated.
2.12.3 Torque measurement flange

As the fuel gas composition supplied to the dual fuel engine may change
during a voyage in a wide range, it is required to adapt the engine control
accordingly. This will be done in the SaCoSone system after comparison of
an external engine output signal with actual engine parameters. Therefore a
torque measurement flange needs to be provided for each engine separately.
Note:
Please be aware that this will influence the installation layout.
Requirements for torque measurement flange:

▪ For each engine its own torque measurement flange needs to be provi-
ded.
▪ Torque measurement flange must be certified and must be calibrated
according to recommendation of manufacturer.
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▪ Torque measurement flange must be proofed for reliability and durability.

▪ Torque measurement flange must be capable of operation under the
specific condition of the application, e.g.:
– Vibration
– Wide temperature range
– High humidity and spray water
– Oil vapors
2.13 Fuel oil, lube oil, starting air and control air con-
sumption
▪ Torque measurement flange must withstand torque fluctuations and tor-

sional vibrations.
▪ Torque measurement flange must be accessible for check.
▪ Implementation of torque measurement flange between engine and gear
box.
▪ Specific signal quality:
– Specified for highest possible torque according to engines operating
range.
– High accuracy:
Total deviation (inclusive non linearity, drift, hysteresis) of < 5 % of
nominal (rated) signal in whole operating range of the engine.
– Signal 4 – 20 mA.
– Low pass filter 1 Hz to remove torque ripple.
2.13 Fuel oil, lube oil, starting air and control air consumption
2.13.1 Fuel oil consumption for emission standard: IMO Tier II
MAN 51/60DF (1,050 kW/cyl.) – Electric propulsion (speed = constant)

1,050 kW/cyl., 500 rpm or 1,050 kW/cyl., 514 rpm
% Load 100 85 75 50 25
Spec. fuel consumption in gas mode without attached pumps 1) 2) 3)
a) Natural gas kJ/kWh 7,090 7,075 7,190 7,600 8,565
b) Pilot fuel g/kWh 2.3 2.9 3.3 5.1 10.2

kJ/kWh 100 125 140 220 435
c) Total = a + b 4)
kJ/kWh 7,190 7,200 5)
7,330 7,820 9,000
1)
Based on reference conditions, see table Reference conditions for fuel consumption, Page 88.
2)
Tolerance +5 %.
Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3)
Relevant for engine´s certification for compliance with the NOx limits according E2 test cycle.
4)
Gas operation (including pilot fuel).
5)
Warranted fuel consumption at 85 % MCR.
Table 21: Fuel consumption MAN 51/60DF (1,050 kW/cyl.) in gas mode – Electric propulsion (speed =
constant)
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sumption
% Load 100 85 75 50 25
Standard
Spec. fuel oil consumption with HFO, MDO (DMB), MGO (DMA, DMZ) without attached pumps1) 2) 3)
a) Main fuel g/kWh 177.7 175.0 180.6 181.5 193.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b 4)
g/kWh 179.5 177.0 5)
183.0 185.0 200.0
kJ/kWh 7,665 7,558 7,814 7,900 8,540
Optional no VIT, but VVT for low soot emission

a) Main fuel g/kWh 182.7 181.0 179.6 181.0 202.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b4) g/kWh 184.5 183.0 5) 182.0 184.5 209.0

kJ/kWh 7,878 7,814 7,771 7,878 8,924
1)
2)
Tolerance +5 %.
3)
Relevant for engine`s certification for compliance with the NOx limits according E2 test cycle.
Liquid fuel operation (including pilot fuel). For consideration of fuel leakage amount, consider table Leakage rate,
4)
Page 149 for conventional injection.

5)
Table 22: Fuel consumption MAN 51/60DF (1,050 kW/cyl.) in liquid fuel mode – Electric propulsion (speed
= constant)

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Engine MAN 51/60DF (1,150 kW/cyl.) – Electric propulsion (speed =

sumption
constant)
% Load 100 85 75 50 25
a) Natural gas kJ/kWh 7,300 7,275 7,340 7,580 8,565
b) Pilot fuel g/kWh 2.3 2.9 3.3 5.2 10.2

kJ/kWh 100 125 140 220 435
c) Total = a + b4) kJ/kWh 7,400 7,400 5) 7,480 7,800 9,000

1)
2)
Tolerance +5 %.
3)
Relevant for engine´s certification for compliance with the NOx limits according E2 test cycle.
4)
5)
Table 23: Fuel consumption MAN 51/60DF (1,150 kW/cyl.) in gas mode – Electric propulsion (speed =
constant)
2019-02-25 - 6.2
sumption
% Load 100 85 75 50 25
Standard
a) Main fuel g/kWh 184.2 180.0 185.6 184.5 191.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b 4)
g/kWh 186.0 182.0 5)
188.0 188.0 198.0
kJ/kWh 9,742 7,771 8,028 8,028 8,455
Optional no VIT, but VVT for low soot emission

a) Main fuel g/kWh 189.2 185.0 182.6 183.5 207.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b4) g/kWh 191.0 187.0 5) 185.0 187.0 214.0

kJ/kWh 8,156 7,985 7,900 7,985 9,138
1)
2)
Tolerance +5 %.
3)
Relevant for engine`s certification for compliance with the NOx limits according E2 test cycle.
4)

5)
Table 24: Fuel consumption MAN 51/60DF (1,150 kW/cyl.) in liquid fuel mode – Electric propulsion (speed
= constant)

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Engine MAN 51/60DF (1,050 kW/cyl.) – Mechanical propulsion with CPP

sumption

% Load 100 85 75 50 25
Speed constant = 514 rpm or 500 rpm
a) Natural gas g/kWh 7,090 7,075 7,190 7,600 8,565
b) Pilot fuel g/kWh 2.3 2.9 3.3 5.1 10.2

kJ/kWh 100 125 140 220 435
c) Total = a + b4) kJ/kWh 7,190 7,200 5) 7,330 7,820 9,000
Speeds on recommended combinator 514 514 501 462 402

curve (±5 rpm) (500) (500) (488) (450) (391)
b) Pilot fuel g/kWh 2.3 2.9 3.3 5.1 10.2

kJ/kWh 100 125 140 220 435
c) Total = a + b4) kJ/kWh 7,190 7,200 5) 7,290 7,600 8,250

1)
2)
Tolerance +5 %.
3)
Due to engine´s certification for compliance with the NOx limits according E2 (Test cycle for "constant-speed main
propulsion application" including electric propulsion and all controllable-pitch propeller installations) factory accept-
ance test will be done with constant speed only.
4)
5)
Table 25: Fuel consumption MAN 51/60DF (1,050 kW/cyl.) in gas mode – Mechanical propulsion with CPP
2019-02-25 - 6.2
sumption
% Load 100 85 75 50 25
Standard
a) Main fuel g/kWh 177.7 175.0 180.6 181.5 193.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b 4)
g/kWh 179.5 177.0 5)
183.0 185.0 200.0
kJ/kWh 7,665 7,558 7,814 7,900 8,540
1)
2)
Tolerance +5 %.
3)
4)
5)
Table 26: Fuel consumption MAN 51/60DF (1,050 kW/cyl.) in liquid fuel mode – Mechanical propulsion
with CPP (speed = constant)

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sumption
% Load 100 85 75 50 25
Speeds on recommended combinator 514 514 501 462 402
curve (±5 rpm) (500) (500) (488) (450) (391)
Standard
a) Main fuel g/kWh 177.7 175.0 179.1 177.0 183.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b4) g/kWh 179.5 177.0 5) 181.5 180.5 190.0

kJ/kWh 7,665 7,558 7,750 7,707 8,113
1)
2)
Tolerance +5 %.
3)
4)

5)
with CPP, speeds according to recommended combinator curve
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Engine 6 – 8L/12 – 18V, MAN 51/60DF (1,150 kW/cyl.) – Mechanical
sumption
propulsion with CPP
% Load 100 85 75 50 25
b) Pilot fuel g/kWh 2.3 2.9 3.3 5.1 10.2

kJ/kWh 100 125 140 220 435
c) Total = a + b4) kJ/kWh 7,400 7,400 5) 7,480 7,800 9,000
Speeds (±5 rpm) 514 514 501 462 402

(500) (500) (488) (450) (391)
b) Pilot fuel g/kWh 2.3 2.9 3.3 5.1 10.2

kJ/kWh 100 125 140 220 435
c) Total = a + b4) kJ/kWh 7,400 7,400 5) 7,410 7,580 8,200

1)
2)
Tolerance +5 %.
3)
4)
5)
Table 28: Fuel consumption MAN 51/60DF (1,150 kW/cyl.) in gas mode – Mechanical propulsion with CPP

2019-02-25 - 6.2

sumption
% Load 100 85 75 50 25
Standard
a) Main fuel g/kWh 184.2 180.0 185.6 184.5 191.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b 4)
g/kWh 186.0 182.0 5)
188.0 188.0 198.0
kJ/kWh 7,985 7,857 8,092 8,156 8,754
1)
2)
Tolerance +5 %.
3)
4)
5)
with CPP (speed = constant)
2019-02-25 - 6.2
sumption
% Load 100 85 75 50 25
Speed 514 514 501 462 402
(500) (500) (488) (450) (391)
Standard
a) Main fuel g/kWh 184.2 180.0 184.6 181.0 183.0
b) Pilot fuel g/kWh 1.8 2.0 2.4 3.5 7.0

kJ/kWh 77 85 102 149 299
c) Total = a + b4) g/kWh 186.0 182.0 5) 187.0 184.5 190.0

kJ/kWh 7,985 7,857 8,049 7,985 8,113
1)
2)
Tolerance +5 %.
3)
4)

5)
with CPP, speeds according to recommended combinator curve

2019-02-25 - 6.2
Additions to fuel consumption

sumption
1. Engine driven pumps increase the fuel consumption by:
For HT CW service pump (attached)
For LT CW service pump (attached)

Figure 36: Derivation of factor a

2019-02-25 - 6.2
For all lube oil service pumps (attached)
sumption
GenSet, electric propulsion:
Mechanical propulsion CPP:
fpumps Actual factor for impact of attached pumps [-]
iHT pumps Number of attached HT cooling water service pumps [-]
iLT pumps Number of attached LT cooling water service pumps [-]
nx Actual engine speed [rpm]
nn Nominal engine speed [rpm]
load% Actual engine load [%]
Nominal output per cylinder Insert the nominal output per cylinder [kW/cyl.]
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 to
be calculated.
3. For exhaust gas temperature control by VTA (SCR) – Only liquid fuel mode
For every increase of the exhaust gas temperature by 1 °C, due to activation
of VTA, an addition of 0.035 g/kWh to be calculated.

2019-02-25 - 6.2
Reference conditions for fuel consumption

sumption
According to ISO 15550: 2002; ISO 3046-1: 2002
Air temperature before turbocharger tr K/°C 298/25
Total atmospheric 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
Methane number - ≥ 80
Liquid fuel, pilot fuel NCV

3)
kJ/kg 42,700
1)
Measured at 100 % load, accordingly lower for loads < 100 %.
2)
Regulated temperature for dual fuel and gas engines at engine loads ≥ 85 %.
3)
Only DMA, DMZ or DMB.
Table 31: Reference conditions for fuel consumption MAN 51/60DF
IMO Tier II requirements:

For detailed information see section Cooling water system description, Page
333.
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.
Fuel oil consumption at idle running

No. of cylinders, 6L 7L 8L 9L 12V 14V 16V 18V
config.
Liquid fuel operation at kg/h 100 120 140 160 200 230 265 300
500/514 rpm, based on
DMA (42,700 kj/kg)
Gas operation at 500/514 kg/h Gas: Gas: Gas: Gas: Gas: Gas: Gas: Gas:
rpm, based on gas 113 132 150 170 226 264 300 113
(48,000 kj/kg) and DMA Pilot Pilot Pilot Pilot Pilot Pilot Pilot Pilot
(42,700 kj/kg) fuel: 24 fuel: 28 fuel: 32 fuel: 36 fuel: 48 fuel: 56 fuel: 64 fuel: 24
Table 32: Liquid fuel and gaseous fuel consumption at idle running
2.13.2 Lube oil consumption

2019-02-25 - 6.2
1,050 kW/cyl., 500 rpm or 514 rpm or 1,150 kW/cyl., 500 rpm or 514 rpm
Specific lube oil consumption:
load% Actual engine load [%]
sumption
nominal output per cyl. Insert the nominal output per cyl. [kW/cyl.]
The value stated above is without any losses due to cleaning of filter and
1)
centrifuge or lube oil charge replacement. Tolerance for warranty +20 %.

Example:
For nominal output 1,000 kW/cyl. and 100 % actual engine load: 0.40 g/kWh
2.13.3 Starting air and control air consumption
No. of cylinders, config. 6L 7L 8L 9L 12V 14V 16V 18V

Control air consumption Nm3/h1) 1.5
Air consumption per start2)

Liquid fuel mode: Nm3 1) 3.2 4.5 4.0 4.0 4.8 9.0 6.0 6.7
Gas mode: Nm 3 1)
3.9 5.4 4.8 4.8 5.8 10.8 7.2 8.0
Air consumption per jet assist Nm3 1) 3.9 3.9 3.9 5.4 5.4 7.8 7.8 11.3
activation3), 1,050 kW/cyl.
Air consumption per jet assist Nm3 1) 3.9 3.9 5.4 5.4 7.8 7.8 11.3 11.3
activation3), 1,150 kW/cyl.
Air consumption per slow turn Nm3 1) 5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4
manoeuvre2) 4)
Air consumption jet assist in case of Nm3 5) To be considered:

emergency loading 20 jet assist activations during loading from 0 % to 100 % load
1)
Nm3 corresponds to one cubic metre of gas at 20 °C and 100.0 kPa abs.
2)
The stated air consumption values refer to the engine only and its stated moments of inertia/flywheels within the
section Moments of inertia/flywheels, Page 175. The air consumption per starting manoeuvre/slow turn of the unit
(e.g. engine plus alternator) increases in relation to its total moment of inertia.
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).
4)
Required for plants with power management system demanding automatic engine start. The air consumption per
slow turn activation depends on the inertia moment of the unit. This value does not include air consumption required
for the automatically activated engine start after the end of the slow turn manoeuvre.
5)
See accordingly section Load application – Continuous loading, Page 50.
Table 33: Starting air and control air consumption
2019-02-25 - 6.2
sumption
2.13.4 Recalculation of total gas consumption and NOx emission dependent on ambient
conditions
In accordance to ISO standard ISO 3046-1:2002 “Reciprocating internal
combustion engines – Performance, Part 1: Declarations of power, fuel and
lubricating oil consumptions, and test methods – Additional requirements for
engines for general use” MAN Energy Solutions has specified the method for
recalculation of total gas consumption dependent on ambient conditions.
Details will be clarified during project handling.
2.13.5 Recalculation of liquid fuel consumption dependent on ambient conditions

In accordance to ISO standard ISO 3046-1:2002 "Reciprocating internal
combustion engines – Performance, Part 1: Declarations of power, fuel and
lube oil consumptions, and test methods – Additional requirements for
engines for general use" MAN Energy Solutions has specified the method for
recalculation 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 34: Limit values for recalculation of liquid fuel consumption
β Fuel consumption factor
tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions for fuel consumption, Page 88.
Unit Reference At test run or

at 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

2019-02-25 - 6.2
Table 35: Recalculation of liquid fuel consumption – Units and references
Example
Reference values:
br = 200 g/kWh, tr = 25 °C, tbar = 40 °C, pr = 1.0 bar
At site:
sumption
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
2.13.6 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 see
figure Influence of total engine running time and service intervals on fuel con-
sumption in gas mode, Page 91 and figure Influence of total engine running
time and service intervals on fuel oil consumption in liquid fuel mode, Page
92.
Figure 37: Influence of total engine running time and service intervals on fuel consumption in gas mode
2019-02-25 - 6.2
2.14 Planning data for emission standard: IMO Tier II,
1,050 kW/cyl. – Electric propulsion
Figure 38: Influence of total engine running time and service intervals on fuel oil consumption in liquid fuel
mode
2.14 Planning data for emission standard: IMO Tier II, 1,050 kW/cyl. – Electric
propulsion
liquid fuel mode/gas mode – Electric propulsion
Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Energy Solutions for corresponding planning
data.
1,050 kW/cyl., 500 rpm or 1,050 kW/cyl., 514 rpm – Electric propulsion
Reference conditions: Tropics
Air temperature °C 45
2019-02-25 - 6.2
Cooling water temp. before charge air cooler (LT stage) 38
Total atmospheric pressure mbar 1,000
Relative humidity % 60
Table 36: Reference conditions: Tropics
No. of cylinders, config. 6L 7L 8L 9L

Engine output kW 6,300 7,350 8,400 9,450
Speed rpm 500/514
Heat to be dissipated1) liquid gas liquid gas liquid gas liquid gas
fuel mode fuel mode fuel mode fuel mode
mode mode mode mode
Charge air: kW
Charge air cooler (HT 2,312 1,896 2,632 2,551 2,930 2,763 3,221 3,245
stage) 856 812 1,003 921 1,260 1,133 1,405 1,319
Charge air cooler (LT
stage)
Lube oil cooler2) 686 492 802 584 915 665 1,032 754
Jacket cooling 670 558 785 655 895 747 1,013 843
Nozzle cooling water 14 14 17 17 19 19 21 21
Turbocharger compres- 26.4 26.4 26.4 26.4 26.4 26.4 37.8 37.8
sor wheel cooling
Heat radiation engine 157 157 183 183 209 209 235 235
(based on 55 °C engine
room temperature)
Flow rates3)
HT circuit (Jacket cooling m3/h 70 80 90 100

+ charge air cooler HT
stage)
LT circuit (Lube oil cooler 85 100 110 125

+ charge air cooler LT
stage)
Lube oil 140 158 176 194
Cooling water fuel noz- 1.7 2.0 2.2 2.5

zles
LT cooling water turbo- 2.3 2.3 2.3 3.3

charger compressor
wheel
Pumps
a) Attached
HT CW service pump m3/h 70 80 90 100
LT CW service pump 85 100 110 125
Lube oil service pump 182 182 218 252

2019-02-25 - 6.2
b) Free-standing4)
HT CW stand-by pump m3/h 70 80 90 100
LT CW stand-by pump Depending on plant design
Lube oil stand-by pump 147+z 166+z 185+z 204+z
Nozzle CW pump 1.7 2.0 2.2 2.5

Prelubrication pump 28.0 – 33.0 31.5 – 37.0 35.0 – 41.0 38.5 – 45.0
+0.5z +0.5z +0.5z +0.5z
MGO/MDO supply pump 4.2 4.9 5.6 6.3
HFO supply pump 2.1 2.5 2.8 3.2
HFO circulation pump 4.2 4.9 5.6 6.3
Pilot fuel supply kg/h 52.5 61.3 70.1 78.8

1)
Tolerance: +10 % for rating coolers, –15 % for heat recovery.
2)
Addition required for separator heat (30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the manufacturer.
z = Flushing oil of automatic filter.
Table 37: Nominal values for cooler specification – MAN L51/60DF, 1,050 kW/cyl., liquid fuel mode/gas
mode – Electric propulsion
Note:
You will find further planning data for the listed subjects in the corresponding
sections.
▪ Minimal heating power required for preheating HT cooling water see
paragraph HT cooling water preheating module (MOD-004), Page 337.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil preheater, Page 313.
▪ Capacities of preheating pumps see paragraph HT cooling water pre-
heating module (MOD-004), Page 337.
Note:
data.
2019-02-25 - 6.2
No. of cylinders, config. 12V 14V 16V 18V
Engine output kW 12,600 14,700 16,800 18,900
Speed rpm 500/514

mode mode mode mode
Charge air: kW
Charge air cooler (HT stage) 4,623 4,141 5,265 5,102 5,860 5,526 6,442 6,490
Charge air cooler (LT stage) 1,712 1,542 2,006 1,842 2,521 2,265 2,811 2,637
Lube oil cooler2) 1,371 993 1,604 1,168 1,831 1,331 2,065 1,507
Jacket cooling 1,339 1,119 1,571 1,309 1,790 1,495 2,027 1,686
Turbocharger compressor wheel cool- 37.8 37.8 52.7 52.7 52.7 52.7 74.2 74.2
ing
Heat radiation engine (based on 55 °C 314 314 366 366 418 418 470 470
engine room temperature)
Flow rates3)
HT circuit (Jacket cooling + charge air m3/h 140 160 180 200
cooler HT stage)
LT circuit (Lube oil cooler + charge air 170 200 220 250
cooler LT stage)
Lube oil 340 370 400 430
Cooling water fuel nozzles 3.5 4.1 4.8 5.3
LT cooling water turbocharger com- 3.3 4.6 4.6 6.4

pressor wheel
Pumps
a) Attached
b) Free-standing4)

Prelubrication pump 58 – 68 63 – 74 68 – 80 73 – 86
+0.5z +0.5z +0.5z +0.5z
2019-02-25 - 6.2


1)
2)
3)
4)
Table 39: Nominal values for cooler specification – MAN V51/60DF, 1,050 kW/cyl., liquid fuel mode/gas
Note:
sections.
1,050 kW/cyl., liquid fuel mode – Electric propulsion
Engine output kW 6,300 7,350 8,400 9,450
Speed rpm 500/514

Temperature basis
HT cooling water engine outlet °C 90
LT cooling water charge air cooler inlet 38 1)
Lube oil engine inlet 55

2019-02-25 - 6.2
Cooling water fuel nozzles inlet 60
Air data
Temperature of charge air at charge air cooler °C 58.0 59.1 58.6 59.9
outlet
Air flow rate2) m3/h 40,316 47,020 53,745 60,440

t/h 44.1 51.5 58.8 66.1
Charge air pressure (absolute) bar abs 4.93 4.94
Air required to dissipate heat radiation (engine) m3/h 50,360 58,753 67,146 75,539
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine kW 157 183 209 235

room temperature)
Exhaust gas data3)
Volume flow (temperature turbine outlet)4) m3/h 78,563 91,730 104,795 118,004
Mass flow t/h 45.3 52.9 60.5 68.0
Temperature at turbine outlet °C 330 331
Heat content (190 °C) kW 1,894 2,220 2,532 2,863
Permissible exhaust gas back pressure mbar ≤ 50

1)
For design see figures Cooling water system diagrams, Page 342.
2)
Under mentioned above reference conditions.
3)
Tolerance: Quantity ±5 %, temperature ±20 °C.
Calculated based on stated temperature at turbine outlet and total atmospheric pressure according mentioned
4)
above reference conditions.

Table 41: Temperature basis, nominal air and exhaust gas data – MAN L51/60DF, 1,050 kW/cyl., liquid
fuel mode – Electric propulsion
1,050 kW/cyl., gas mode – Electric propulsion
Engine output kW 6,300 7,350 8,400 9,450
Speed rpm 500/514

2019-02-25 - 6.2
Temperature basis

Air data
outlet
Air flow rate2) m3/h 32,320 40,790 45,850 53,390
t/h 35.4 44.7 50.2 58.5
Charge air pressure (absolute) bar abs 4.40 4.80 4.72 4.88
(t2 - t1 = 10 °C)

room temperature)
Exhaust gas data3)
Mass flow t/h 36.5 45.9 51.6 60.1
Temperature at turbine outlet °C 296 278 281 275
Heat content (180 °C) kW 1,281 1,366 1,588 1,722

1)
2)
3)
4)

Table 43: Temperature basis, nominal air and exhaust gas data – MAN L51/60DF, 1,050 kW/cyl., gas
2019-02-25 - 6.2
Engine output kW 12,600 14,700 16,800 18,900
Speed rpm 500/514

Temperature basis
Air data
Temperature of charge air at charge air cooler outlet °C 58.0 59.1 58.6 59.9
Air flow rate2) m3/h 80,632 94,039 107,491 120,880
t/h 88.2 102.9 117.6 132.3
Charge air pressure (absolute) bar abs 4.94
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine room tem- kW 314 366 418 470
perature)
Exhaust gas data3)
Mass flow t/h 90.7 105.8 120.9 136.0
Temperature at turbine outlet °C 331
Heat content (190 °C) kW 3,789 4,440 5,064 5,727

1)
2)
3)
4)

Table 45: Temperature basis, nominal air and exhaust gas data – MAN V51/60DF, 1,050 kW/cyl., liquid

2019-02-25 - 6.2

Engine output kW 12,600 14,700 16,800 18,900
Speed rpm 500/514
Temperature basis
Air data
Air flow rate2) m3/h 67,170 81,590 97,700 106,790
t/h 73.6 89.4 100.5 117.0
Air required to dissipate heat radiation (engine) m /h

3
100,810 117,505 134,200 150,890
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine room kW 314 366 418 470
temperature)
Exhaust gas data3)
Mass flow t/h 75.7 91.9 103.3 120.3
Heat content (180 °C) kW 2,431 2,732 3,175 3,443

1)
2)
3)
4)

Table 47: Temperature basis, nominal air and exhaust gas data – MAN V51/60DF, 1,050 kW/cyl., gas
2.14.7 Load specific values at ISO conditions – MAN L/V51/60DF IMO Tier II, 1,050 kW/cyl.,
liquid fuel mode – Electric propulsion
2019-02-25 - 6.2
Reference conditions: ISO

Table 48: Reference conditions: ISO
Engine output % 100 85 75 50

rpm 500/514
Heat to be dissipated 1)
Charge air: kJ/kWh

Charge air cooler (HT stage) 2)
1,123 1,005 1,051 635
Charge air cooler (LT stage)2) 344 345 371 368
Lube oil cooler3) 363 391 421 567
Jacket cooling 331 332 364 446
Water for fuel valves 8 8 8 8
Heat radiation engine (based on 35 °C engine room 115 116 124 156
temperature)
Air data
Temperature of charge air: °C

After compressor 234 212 207 155
At charge air cooler outlet 43.0 43.0 43.0 43.0
Air flow rate kg/kWh 7.48 7.80 8.47 8.75
Exhaust gas data4)
Mass flow kg/kWh 7.67 7.99 8.66 8.95
Heat content (190 °C) kJ/kWh 831 761 789 1,010
Permissible exhaust gas back pressure after turbo- mbar 50 -

charger (maximum)
1)
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
3)
4)
Table 49: Load specific values at ISO conditions – MAN L/V51/60DF, 1,050 kW/cyl., liquid fuel mode –
Electric propulsion
2019-02-25 - 6.2
gas mode – Electric propulsion

rpm 500/514
Charge air: kJ/kWh

734 589 470 227
Lube oil cooler3) 275 350 342 488
temperature)
Air data

Exhaust gas data4)
Mass flow kg/kWh 5.97 5.94 5.99 6.23

Heat content (180 °C) kJ/kWh 1,021 1,181 1,329 1,741

charger (maximum)
2019-02-25 - 6.2
1)
2)
3)
4)
Table 51: Load specific values at ISO conditions – MAN L/V51/60DF, 1,050 kW/cyl., gas mode – Electric
propulsion

cyl., liquid fuel mode – Electric propulsion

rpm 500/514
Charge air: kJ/kWh

1,321 1,209 1,272 854
Lube oil cooler3) 392 423 455 613

temperature)
Air data

Exhaust gas data4)
Mass flow kg/kWh 7.20 7.49 8.13 8.39


charger (maximum)
2019-02-25 - 6.2
1)
2)
3)
4)
Table 53: Load specific values at tropic conditions – MAN L/V51/60DF, 1,050 kW/cyl., liquid fuel mode –
Electric propulsion
cyl., gas mode – Electric propulsion

rpm 500/514
Charge air: kJ/kWh

1,183 853 783 452
Lube oil cooler3) 284 346 350 488

temperature)
Air data

Exhaust gas data4)
Mass flow kg/kWh 6.01 5.80 6.06 6.28

Heat content (180 °C) kJ/kWh 695 967 1,222 1,729

charger (maximum)
2019-02-25 - 6.2
1)
2)
3)
4)
Table 55: Load specific values at tropic conditions – MAN L/V51/60DF, 1,050 kW/cyl., gas mode – Electric
propulsion

2.15 Planning data for emission standard: IMO Tier II, 1,150 kW/cyl. – Electric
propulsion
Note:
data.
Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514
mode mode mode mode
Charge air: kW
Charge air cooler (LT stage) 895 895 1,110 1,050 1,406 1,314 1,577 1,488
Lube oil cooler2) 777 520 907 586 1,036 677 1,168 741
Jacket cooling 767 570 897 720 1,023 820 1,158 928
Turbocharger compressor wheel 26.4 26.4 26.4 26.4 37.8 37.8 37.8 37.8
cooling
Heat radiation engine (based on 172 172 200 200 229 229 257 257
55 °C engine room temperature)
Flow rates3)
HT circuit (Jacket cooling + m3/h 70 80 90 100

charge air cooler HT stage)
2019-02-25 - 6.2
LT circuit (Lube oil cooler + 85 100 110 125

charge air cooler LT stage)
Lube oil 140 158 176 194

LT cooling water turbocharger 2.3 2.3 2.3 3.3

compressor wheel
Pumps
a) Attached
b) Free-standing4)
+0.5z +0.5z +0.5z +0.5z

1)
2)
3)
4)
Note:
sections.
2019-02-25 - 6.2

Note:
data.
Engine output kW 13,800 16,100 18,400 20,700
Speed rpm 500/514
liquid gas liquid gas liquid gas liquid gas
mode mode mode mode
Charge air: kW
Charge air cooler (LT stage) 1,790 1,791 2,221 2,100 2,812 2,629 3,155 2,975
Lube oil cooler2) 1,553 1,039 1,814 1,172 2,071 1,354 2,336 1,482
Jacket cooling 1,534 1,225 1,793 1,439 2,046 1,641 2,315 1,856
Turbocharger compressor wheel cool- 52.7 52.7 52.7 52.7 74.2 74.2 74.2 74.2
ing
Heat radiation engine (based on 55 °C 343 343 400 400 458 458 515 515
Flow rates3)
HT circuit (Jacket cooling + charge air m3/h 140 160 180 200
cooler HT stage)
LT circuit (Lube oil cooler + charge air 170 200 220 250
cooler LT stage)
2019-02-25 - 6.2
Lube oil 340 370 400 430
LT cooling water turbocharger com- 4.6 4.6 6.4 6.4

pressor wheel
Pumps

a) Attached
b) Free-standing4)
+0.5z +0.5z +0.5z +0.5z

1)
2)
3)
4)
Note:
sections.
2019-02-25 - 6.2

Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514
Temperature basis
Air data
Air flow rate2) m3/h 46,922 54,734 62,560 70,354
t/h 51.4 59.9 68.5 77.0
(t2 - t1 = 10 °C)
temperature)
Exhaust gas data3)
Mass flow t/h 52.7 61.5 68.5 79.1
Heat content (190 °C) kW 2,246 2,625 2,996 3,387

1)
2)
3)
4)

2019-02-25 - 6.2
Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514
Temperature basis
Air data
Air flow rate2) m3/h 42,010 49,890 56,680 63,960
t/h 46.0 54.7 62.1 70.1
(t2 - t1 = 10 °C)
temperature)
Exhaust gas data3)
Mass flow t/h 47.2 56.0 63.7 71.8
Heat content (180 °C) kW 1,395 1,509 1,768 1,846

2019-02-25 - 6.2

1)
2)
3)
4)

Engine output kW 13,800 16,100 18,400 20,700
Speed rpm 500/514
Temperature basis
Air data
Air flow rate 2)

m /h
3
93,843 109,468 125,121 140,707
t/h 102.7 119.8 136.9 154.0
2019-02-25 - 6.2
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine room tem- kW 343 400 458 515
perature)
Exhaust gas data3)

Mass flow t/h 105.5 123.0 140.6 158.2
Heat content (190 °C) kW 4,492 5,250 5,991 6,774

1)
2)
3)
4)

Engine output kW 13,800 16,100 18,400 20,700
Speed rpm 500/514
Temperature basis

Air data
2019-02-25 - 6.2
Air flow rate2) m3/h 84,020 99,785 113,370 127,920
t/h 92.0 109.3 124.2 140.1

(t2 - t1 = 10 °C)
temperature)
Exhaust gas data3)
Mass flow t/h 94.4 112.1 127.4 143.6
Heat content (180 °C) kW 2,970 3,017 3,535 3,693

1)
2)
3)
4)

liquid fuel mode – Electric propulsion

rpm 500/514
Heat to be dissipated1)
Charge air: kJ/kWh

1,063 920 924 456
2019-02-25 - 6.2
Lube oil cooler3) 373 415 423 575

temperature)
Air data

At charge air cooler outlet 43 43 43 43
Exhaust gas data4)
Mass flow kg/kWh 7.98 8.17 8.87 8.22
Heat content (190 °C) kJ/kWh 1,016 934 1,006 1,029

charger (maximum)
1)
2)
3)
4)
Electric propulsion
gas mode – Electric propulsion

rpm 500/514
2019-02-25 - 6.2
Charge air: kJ/kWh

Charge air cooler (HT stage)2) 814 677 523 246
Lube oil cooler3) 307 323 354 501

temperature)
Air data

At charge air cooler outlet 50 50 50 52.9
Exhaust gas data4)
Mass flow kg/kWh 6.80 6.73 6.57 6.85

charger (maximum)
1)
2)
3)
4)
Table 71: Load specific values at ISO conditions – MAN L/V51/60DF, 1,150 kW/cyl., gas mode – Electric
propulsion
cyl., liquid fuel mode – Electric propulsion

2019-02-25 - 6.2

rpm 500/514

Charge air: kJ/kWh

1,433 1,338 1,403 1,005
Lube oil cooler3) 405 451 459 623

temperature)
Air data

At charge air cooler outlet 61 61 61 59.3
Charge air pressure (absolute) bar 5.05 4.48 4.31 3.05
Exhaust gas data 4)
Mass flow kg/kWh 7.64 8.06 8.80 9.23

charger (maximum)
1)
2)
3)
4)
Electric propulsion
cyl., gas mode – Electric propulsion


2019-02-25 - 6.2

rpm 500/514
Charge air: kJ/kWh

1,248 956 810 492
Lube oil cooler3) 271 338 355 501

temperature)
Air data

Exhaust gas data 4)
Mass flow kg/kWh 6.84 6.61 6.67 6.91

charger (maximum)
1)
2)
3)
4)
Table 75: Load specific values at tropic conditions – MAN L/V51/60DF, 1,150 kW/cyl., gas mode – Electric
propulsion
2019-02-25 - 6.2
1,050 kW/cyl. – Mechanical propulsion with CPP
2.16 Planning data for emission standard: IMO Tier II, 1,050 kW/cyl. – Mechanical
propulsion with CPP
liquid fuel mode/gas mode – Mechanical propulsion with CPP
Note:
data.
1,050 kW/cyl., 500 rpm or 1,050 kW/cyl., 514 rpm – Mechanical propulsion
with CPP
Engine output kW 6,300 7,350 8,400 9,450
Speed rpm 500/514
mode mode mode mode
Charge air: kW
Charge air cooler (LT stage) 856 812 1,003 921 1,260 1,133 1,405 1,319
Lube oil cooler2) 686 492 802 584 915 665 1,032 754
Jacket cooling 670 558 785 655 895 747 1,013 843
cooling
Flow rates3)

2019-02-25 - 6.2
LT circuit (Lube oil cooler + charge 85 100 110 125

air cooler LT stage)
Lube oil 140 158 176 194

compressor wheel
Pumps
a) Attached
b) Free-standing4)
+0.5z +0.5z +0.5z +0.5z

1)
2)
3)
4)
mode – Mechanical propulsion with CPP
Note:
sections.
2019-02-25 - 6.2
Note:
data.
with CPP
No. of cylinders, config. 12V 14V 16V
Engine output kW 12,600 14,700 16,800
Speed rpm 500/514
liquid gas liquid gas liquid gas
fuel mode fuel mode fuel mode
mode mode mode
Charge air: kW
Charge air cooler (HT stage) 4,623 4,141 5,265 5,102 5,860 5,526
Charge air cooler (LT stage) 1,712 1,542 2,006 1,842 2,521 2,265
Lube oil cooler2) 1,371 993 1,604 1,168 1,831 1,331
Jacket cooling 1,339 1,119 1,571 1,309 1,790 1,495
Nozzle cooling water 28 28 33 33 38 38
Turbocharger compressor wheel cooling 37.8 37.8 52.7 52.7 52.7 52.7
Heat radiation engine (based on 55 °C 314 314 366 366 418 418
Flow rates3)
HT circuit (Jacket cooling + charge air m3/h 140 160 180

cooler HT stage)
LT circuit (Lube oil cooler + charge air 170 200 220

cooler LT stage)
2019-02-25 - 6.2
Lube oil 340 370 400
Cooling water fuel nozzles 3.5 4.1 4.8
LT cooling water turbocharger compres- 3.3 4.6 4.6

sor wheel
Pumps

a) Attached
HT CW service pump m3/h 140 160 180
LT CW service pump 170 200 220
Lube oil service pump 364 408 436
b) Free-standing4)
HT CW stand-by pump m3/h 140 160 180
Lube oil stand-by pump 357+z 389+z 420+z
Nozzle CW pump 3.5 4.1 4.8
Prelubrication pump 58.0 – 68.0 63.0 – 74.0 68.0 – 80.0

+0.5z +0.5z +0.5z
MGO/MDO supply pump 8.4 9.8 11.2
HFO supply pump 4.2 4.9 5.6
HFO circulation pump 8.4 9.8 11.2
Pilot fuel supply kg/h 105.6 122.6 140.1

1)
2)
3)
4)
Note:
sections.
1,050 kW/cyl., liquid fuel mode – Mechanical propulsion with CPP
2019-02-25 - 6.2
with CPP

Engine output kW 6,300 7,350 8,400 9,450
Speed rpm 500/514
Temperature basis
Air data
outlet
Air flow rate2) m3/h 40,316 47,020 53,745 60,440
t/h 44.1 51.5 58.8 66.1
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine kW 1,894 2,220 2,532 2,863

room temperature)
Exhaust gas data3)
Mass flow t/h 45.3 52.9 60.5 68.0
Heat content (190 °C) kW 1,894 2,220 2,532 2,863

1)
2)
3)
4)

2019-02-25 - 6.2
fuel mode – Mechanical propulsion with CPP

1,050 kW/cyl., gas mode – Mechanical propulsion with CPP
with CPP
Engine output kW 6,300 7,350 8,400 9,450
Speed rpm 500/514
Temperature basis
Air data
outlet
Air flow rate2) m3/h 32,320 40,790 45,850 53,390
t/h 35.4 44.7 50.2 58.5
(t2 - t1 = 10 °C)

room temperature)
Exhaust gas data3)

Mass flow t/h 36.5 45.9 51.6 60.1

2019-02-25 - 6.2
Heat content (180 °C) kW 1,281 1,366 1,587 1,721


1)
2)
3)
4)

with CPP
Engine output kW 12,600 14,700 16,800
Speed rpm 500/514
Temperature basis
Air data
Temperature of charge air at charge air cooler outlet °C 58.0 59.1 58.6
Air flow rate 2)

m /h
3
80,632 94,039 107,491
t/h 88.2 102.9 117.6

2019-02-25 - 6.2
Air required to dissipate heat radiation (engine) m3/h 100,719 117,506 134,292
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine room kW 314 366 418

temperature)
Exhaust gas data3)

Volume flow (temperature turbine outlet)4) m3/h 157,128 183,460 209,591
Mass flow t/h 90.7 105.8 120.9
Heat content (190 °C) kW 3,789 4,440 5,064

1)
2)
3)
4)

with CPP
Engine output kW 12,600 14,700 16,800
Speed rpm 500/514
Temperature basis

Air data
2019-02-25 - 6.2
Air flow rate2) m3/h 67,170 81,590 97,700
t/h 73.6 89.4 100.5
Charge air pressure (absolute) bar abs 4.62 4.80 4.72

(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine room kW 314 366 418

temperature)
Exhaust gas data3)
Mass flow t/h 75.7 91.9 103.3
Temperature at turbine outlet °C 286 278 281
Heat content (180 °C) kW 2,431 2,732 3,175

1)
2)
3)
4)

liquid fuel mode – Mechanical propulsion with CPP
with CPP

rpm 500/514
Charge air: kJ/kWh

1,123 1,005 1,051 635
2019-02-25 - 6.2
Lube oil cooler3) 363 391 421 567

temperature)
Air data

Exhaust gas data4)
Mass flow kg/kWh 7.67 7.99 8.66 8.95
Heat content (190 °C) kJ/kWh 831 761 789 1,010

charger (maximum)
1)
2)
3)
4)
Mechanical propulsion with CPP
gas mode – Mechanical propulsion with CPP
with CPP


rpm 500/514
2019-02-25 - 6.2
Charge air: kJ/kWh

Lube oil cooler3) 275 350 342 488

temperature)
Air data

Exhaust gas data4)
Mass flow kg/kWh 5.97 5.94 5.99 6.23

charger (maximum)
1)
2)
3)
4)
Table 91: Load specific values at ISO conditions – MAN L/V51/60DF IMO Tier II, 1,050 kW/cyl.,
cyl., liquid fuel mode – Mechanical propulsion with CPP
with CPP
2019-02-25 - 6.2

rpm 500/514

Charge air: kJ/kWh
1,321 1,209 1,272 854
Lube oil cooler3) 392 423 455 613

temperature)
Air data

Exhaust gas data 4)
Mass flow kg/kWh 7.20 7.49 8.13 8.39

charger (maximum)
1)
2)
3)
4)
cyl., gas mode – Mechanical propulsion with CPP
with CPP
2019-02-25 - 6.2

rpm 500/514
Charge air: kJ/kWh

1,183 853 783 452
Lube oil cooler3) 284 346 350 488

temperature)
Air data

Exhaust gas data 4)
Mass flow kg/kWh 6.01 5.80 6.06 6.28

charger (maximum)
1)
2)
3)
4)
Table 95: Load specific values at tropic conditions – MAN L/V51/60DF, 1,050 kW/cyl., gas mode –
2.17 Planning data for emission standard: IMO Tier II, 1,150 kW/cyl. – Mechanical
propulsion with CPP
2019-02-25 - 6.2
Note:
data.
with CPP

Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514
liquid gas liquid gas liquid gas liquid gas
mode mode mode mode
Charge air: kW
Charge air cooler (LT stage) 895 895 1,110 1,050 1,406 1,314 1,577 1,488
Lube oil cooler2) 777 520 907 586 1,036 677 1,168 741
Jacket cooling 767 612 897 720 1,023 820 1,158 928
cooling
Flow rates3)

LT circuit (Lube oil cooler + 85 100 110 125

charge air cooler LT stage)
Lube oil 140 158 176 194

compressor wheel
Pumps
a) Attached

2019-02-25 - 6.2
b) Free-standing4)

+0.5z +0.5z +0.5z +0.5z

1)
2)
3)
4)
Note:
sections.
Note:
data.
with CPP

2019-02-25 - 6.2

Engine output kW 13,800 16,100 18,400
Speed rpm 500/514
Heat to be dissipated1) liquid gas liquid gas liquid gas

fuel mode fuel mode fuel mode
mode mode mode
Charge air: kW
Charge air cooler (HT stage) 5,494 4,783 6,224 5,680 6,902 6,232
Charge air cooler (LT stage) 1,790 1,791 2,221 2,100 2,812 2,629
Lube oil cooler2) 1,553 1,039 1,814 1,172 2,071 1,354
Jacket cooling 1,534 1,225 1,793 1,439 2,046 1,641
Nozzle cooling water 31 31 36 36 41 41
Turbocharger compressor wheel cooling 52.7 52.7 52.7 52.7 74.2 74.2
Heat radiation engine (based on 55 °C 343 343 400 400 458 458
Flow rates3)
HT circuit (Jacket cooling + charge air m3/h 140 160 180

cooler HT stage)
LT circuit (Lube oil cooler + charge air 170 200 220

cooler LT stage)
Lube oil 340 370 400
Cooling water fuel nozzles 3.5 4.1 4.8
LT cooling water turbocharger compres- 4.6 4.6 6.4

sor wheel
Pumps
a) Attached
HT CW service pump m3/h 140 160 180
LT CW service pump 170 200 220
Lube oil service pump 364 408 436
b) Free-standing4)
HT CW stand-by pump m3/h 140 160 180

Lube oil stand-by pump 357+z 389+z 420+z
Nozzle CW pump 3.5 4.1 4.8

2019-02-25 - 6.2
Prelubrication pump 58.0 – 68.0 63.0 – 74.0 68.0 – 80.0

+0.5z +0.5z +0.5z
MGO/MDO supply pump 8.4 9.8 11.2
HFO supply pump 4.2 4.9 5.6
HFO circulation pump 8.4 9.8 11.2

Pilot fuel supply kg/h 105.6 122.6 140.1

1)
2)
3)
4)
Note:
sections.
with CPP
Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514

Temperature basis

2019-02-25 - 6.2
Air data
outlet

Air flow rate2) m3/h 46,922 54,734 62,560 70,354
t/h 51.4 59.9 68.5 77.0

3
55,101 64,285 73,468 82,652
(t2 - t1 = 10 °C)

room temperature)
Exhaust gas data3)
Mass flow t/h 52.7 61.5 70.3 79.1
Heat content (190 °C) kW 2,246 2,625 2,996 3,387

1)
2)
3)
4)

with CPP


2019-02-25 - 6.2
Engine output kW 6,900 8,050 9,200 10,350
Speed rpm 500/514
Temperature basis

Air data
outlet
Air flow rate2) m3/h 42,010 49,890 56,685 63,960
t/h 46.0 54.7 62.1 70.1
(t2 - t1 = 10 °C)

room temperature)
Exhaust gas data3)
Mass flow t/h 47.2 56.0 63.7 71.8
Heat content (180 °C) kW 1,395 1,509 1,768 1,846

1)
2)
3)
4)

with CPP


2019-02-25 - 6.2

Engine output kW 13,800 16,100 18,400
Speed rpm 500/514
Temperature basis
Air data
Air flow rate2) m3/h 93,843 109,468 125,121
t/h 102.7 119.8 136.9

3
111,202 128,570 146,937
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine room tem- kW 343 400 458
perature)
Exhaust gas data3)
Mass flow t/h 105.5 123.0 140.6
Heat content (190 °C) kW 4,492 5,250 5,991

1)
2)
3)
4)

2019-02-25 - 6.2
with CPP

Engine output kW 13,800 16,100 18,400
Speed rpm 500/514
Temperature basis
Air data
Air flow rate2) m3/h 84,020 99,785 113,370
t/h 92.0 109.3 124.2
(t2 - t1 = 10 °C)
Heat radiation engine (based on 55 °C engine room tem- kW 343 400 458
perature)
Exhaust gas data3)
Mass flow t/h 94.4 112.1 127.4
Heat content (180 °C) kW 2,790 3,017 3,535

1)
2)
3)
4)

2019-02-25 - 6.2

liquid fuel mode – Mechanical propulsion with CPP
with CPP

rpm 500/514
Charge air: kJ/kWh

1,219 1,113 1,158 760
Lube oil cooler3) 373 415 423 575
temperature)
Air data

Exhaust gas data4)
Mass flow kg/kWh 8.15 8.60 9.39 9.84

Heat content (190 °C) kJ/kWh 890 735 741 852

2019-02-25 - 6.2


charger (maximum)
1)
2)
3)
4)
with CPP

rpm 500/514
Charge air: kJ/kWh

Lube oil cooler3) 307 323 354 501
temperature)
Air data

2019-02-25 - 6.2
Exhaust gas data4)
Mass flow kg/kWh 6.80 6.73 6.57 6.85


charger (maximum)
1)
2)
3)
4)
Table 111: Load specific values at ISO conditions – MAN L/V51/60DF, 1,150 kW/cyl., gas mode –

2019-02-25 - 6.2
cyl., liquid fuel mode – Mechanical propulsion with CPP
with CPP

rpm 500/514
Charge air: kJ/kWh

1,433 1,338 1,403 1,005
Lube oil cooler3) 405 451 459 623

temperature)
Air data

Exhaust gas data4)
Mass flow kg/kWh 7.64 8.06 8.80 9.23


2019-02-25 - 6.2

charger (maximum)
1)
2)
3)
4)
cyl., gas mode – Mechanical propulsion with CPP
with CPP

rpm 500/514
Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,248 956 810 492
Lube oil cooler3) 271 338 355 501

temperature)
Air data

2019-02-25 - 6.2
Exhaust gas data4)
Mass flow kg/kWh 6.84 6.61 6.67 6.91

2.18 Operating/service temperatures and pressures

charger (maximum)
1)
2)
3)
4)
Table 115: Load specific values at tropic conditions – MAN L/V51/60DF, 1,150 kW/cyl., gas mode –
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 -
Conditions below this temperature are defined as "arctic conditions" – see section Engine operation under arctic
1)
conditions, Page 60.

2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 116: Intake air (conditions before compressor of turbocharger)
Charge air (conditions within charge air pipe before cylinder)

Min. Max.
Charge air temperature cylinder inlet1) 34 °C 55 °C

1)
Aim for a higher value in conditions of high air humidity (to reduce condensate amount).
Table 117: Charge air (conditions within charge air pipe before cylinder)
HT cooling water – Engine

Min. Max.
HT cooling water temperature at jacket cooling outlet1) 90 °C nominal2) 95 °C3)

2019-02-25 - 6.2
HT cooling water temperature engine inlet – Preheated before start 60 °C 90 °C
HT cooling water pressure engine inlet; nominal value 4 bar 4)

3 bar 6 bar
Pressure loss engine (total, for nominal flow rate) - 1.3 bar
Min. Max.

Only for information:
+ Pressure loss engine (without charge air cooler) 0.3 bar 0.5 bar
+ Pressure loss HT piping engine 0.2 bar 0.4 bar
+ Pressure loss charge air cooler (HT stage) 0.2 bar 0.4 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 of the engine.
Table 118: HT cooling water – Engine
HT cooling water – Plant

Min. Max.
Permitted pressure loss of external HT system (plant) - 1.9 bar
Minimum required pressure rise of free-standing HT cooling water stand-by pump 3.2 bar -
(plant)
Cooling water expansion tank

+ Pre-pressure due to expansion tank at suction side of cooling water pump 0.6 bar 0.9 bar
+ Pressure loss from expansion tank to suction side of cooling water pump - 0.1 bar
Table 119: HT cooling water – Plant
LT cooling water – Engine

Min. Max.
LT cooling water temperature charge air cooler inlet (LT stage)1) 32 °C 38 °C2)
LT cooling water pressure charge air cooler inlet (LT stage); nominal value 4 bar 2 bar 6 bar
Pressure loss charge air cooler (LT stage, for nominal flow rate) - 0.8 bar
Only for information:

+ Pressure loss LT piping engine - 0.3 bar
+ Pressure loss charge air cooler (LT stage) - 0.5 bar
Pressure rise attached LT cooling water pump (optional) 3.2 bar 3.8 bar
1)
2)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
Table 120: LT cooling water – Engine
2019-02-25 - 6.2
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 3.2 bar -
(plant)
Cooling water expansion tank

+ Pre-pressure due to expansion tank at suction side of cooling water pump 0.6 bar 0.9 bar
+ Pressure loss from expansion tank to suction side of cooling water pump - 0.1 bar
Table 121: 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 2 bar 3 bar
+ Closed system 3 bar 5 bar
Pressure loss engine (fuel nozzles, for nominal flow rate) - 1.5 bar
1)
Table 122: Nozzle cooling water
Lube oil
Min. Max.
Lube oil temperature engine inlet 50 °C1) 60 °C2)
Lube oil temperature engine inlet – Preheated before start 40 °C 50 °C3)
Lube oil pressure (during engine operation)

– L engine inlet 4 bar 5 bar
– V engine inlet 5 bar 5.5 bar
– Turbocharger inlet 1.5 bar 1.7 bar
Prelubrication/postlubrication (duration ≤ 10 min) lube oil pressure

– L engine inlet 0.3 bar4) 5 bar
– V engine inlet 0.3 bar4) 5.5 bar

Prelubrication/postlubrication (duration > 10 min) lube oil pressure

– L engine inlet 0.3 bar4) 0.6 bar
2019-02-25 - 6.2
Min. Max.

Lube oil pump (attached, free-standing)
– Design pressure 7 bar -
– Opening pressure safety valve - 8 bar
1)
2)
3)
If higher temperatures of lube oil in system will be reached, e.g. due to separator operation, at engine start this
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 123: Lube oil
Fuel – Main fuel

Min. Max.
Fuel temperature engine inlet

– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2017 –10 °C1) 45 °C2)
– HFO according ISO 8217-2017 - 150 °C2)
Fuel viscosity engine inlet

– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2017 1.9 cSt 14.0 cSt
– HFO according ISO 8217-2017, recommended viscosity 12.0 cSt 14.0 cSt
Fuel pressure engine inlet 5.0 bar 8.0 bar
Fuel pressure engine inlet in case of black out 0.6 bar -

(only engine start idling)
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) 7.0 bar -
+ Minimum required pressure rise of free-standing HFO circulating pump 7.0 bar -
(booster pumps, plant)
+ Minimum required absolute design pressure free-standing HFO circulating 10.0 bar -
pump (booster pumps, plant)
MDO/MGO supply system

+ Minimum required pressure rise of free-standing MDO/MGO supply pump 7.0 bar -
(plant)
Fuel temperature within HFO day tank (preheating) 75 °C 90 °C3)

2019-02-25 - 6.2
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 degree distance to the flash point.
Table 124: Fuel – Main fuel
Fuel – Pilot fuel

Min. Max.
Fuel temperature engine inlet

– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2017 –10 °C1) 45 °C2)
Fuel viscosity engine inlet

– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2017 1.9 cSt 11.0 cSt
Pilot fuel pressure engine inlet 5.0 bar 9.0 bar
Pilot fuel return, fuel pressure engine outlet 0.0 bar 0.2 bar
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.
Table 125: Fuel – Pilot fuel
Gas
See section Specifications and requirements for the gas supply of the
engine, Page 150.
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 126: 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)
Table 127: Compressed air in the control air system
Crankcase pressure (engine)

Min. Max.
Pressure within crankcase –2.5 mbar 3.0 mbar

Table 128: Crankcase pressure (engine)
Setting
Safety valve attached to the crankcase (opening pressure) 50 – 70 mbar

Table 129: Safety valve
2019-02-25 - 6.2
Exhaust gas
Min. Max.
Exhaust gas temperature turbine outlet (normal operation under tropic conditions) - 450 °C
Exhaust gas temperature turbine outlet (with SCR within regeneration mode) 360 °C 400 °C
Min. Max.
2.19 Leakage rate

Exhaust gas temperature turbine outlet (emergency operation – According - 485 °C
classification rules – One failure of TC)
Minimum exhaust gas temperature after recooling due to exhaust gas heat 190 °C1) -
utilisation
Recommended design exhaust gas temperature turbine outlet for layout of 450 °C2) -
exhaust gas line (plant)
Exhaust gas back pressure after turbocharger (static) - 50 mbar3)

1)
To avoid sulfur corrosion in exhaust gas line (plant)
2)
Project specific evaluation required, figure given as minimum value for guidance only.
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 32 and Increased exhaust gas pressure due to exhaust gas after treatment instal-
lations, Page 38 need to be considered.
Table 130: Exhaust gas
2.19 Leakage rate
Max. leak rate Burst leak rate in case of pipe break

(clean fuel) (for max. 1 min)
l/cyl. x h l/min
HFO DO HFO/DO
Main fuel (conventional) 0.11 0.6 4.9
Table 131: Leakage rate – MAN 51/60DF with SP injection pumps
Max. leak rate Max. leak rate Max. leak rate Burst leak rate in case
injector (clean fuel) system (clean fuel) total (clean fuel) of pipe break
(for max. 1 min)
l/h/cyl. l/h/engine l/h l/min
Pilot fuel (CR injection) DO 1.8 33.1 1.8 x no. cyl. + 33.1 3.8
Table 132: Leakage rate – MAN 51/60DF with pilot fuel
Note:
▪ A high flow of dirty leakage oil will occur in case of a pipe break, for short
time only (< 1 min).
Engine will run down immediately after a pipe break alarm.

This leakage can be reused, if the entire fuel treatment of separation and
filtration is done.
▪ The operating leakage (clean) of the pilot fuel system (CR injection)
includes the leakage amount of the high-pressure pumps, injection
2019-02-25 - 6.2
valves and valve groups, which occur during normal operation due to
their function. This leakage can be reused, if the entire fuel treatment of
separation and filtration is done.
▪ The operating leakage (clean) of the main fuel system with sealed plunger
pumps (conventional injection) includes the leakage amount of the injec-
tion pumps and the injection valves, which occur during normal opera-
tion due to their function. This leakage can be reused, if the entire fuel
treatment of separation and filtration is done.
▪ All other leakage amounts (dirt fuel oil from filters or from engine drains)
have to be discharged into the sludge tank.
2.21 Specifications and requirements for the gas supply
of the engine
2.20 Filling volumes
Cooling water and oil volume of engine1)

No. of cylinders 6 7 8 9 12 14 16 18
Cooling water litres 470 540 615 685 1,250 1,400 1,550 1,700
approximately
Lube oil 170 190 220 240 325 380 435 490
1)
Be aware: This is just the amount inside the engine. By this amount the level in the service or expansion tank will be
lowered when media systems are put in operation.
Table 133: Cooling water and oil volume of engine
Service tanks Installation Minimum effective capacity

height1)
m m3
No. of cylinders 6 7 8 9 12 14 16 18
Cooling water cylinder 6–9 1.0 1.5
Required diameter for expansion - ≥ DN50 2)

pipeline
Cooling water fuel nozzles 5–8 0.5 0.75
Lube oil in lube oil service tank - 7.5 8.5 10.0 11.0 14.5 17.0 19.5 22.0
1)
Installation height refers to tank bottom and crankshaft centre line.
2)
Cross sectional area should correspond to that of the venting pipes.
Table 134: Service tanks capacities
2.21 Specifications and requirements for the gas supply of the engine
General items regarding the GVU, see also section Fuel gas supply system,
Page 395.
For perfect dynamic engine performance, the following has to be ensured:
Natural gas
Permitted temperature range °C +5 °C1) up to 50 °C before GVU

and
2019-02-25 - 6.2
+0 °C1) up to 50 °C before engine
Calorific value (LHV) kJ/Nm3 ≥ 28,000
Methan number (for nominal engine output) - ≥ 80
Gas supply at inlet engine
Minimum gas pressure at inlet engine bar See figures below.
Maximum allowable fluctuaction at inlet engine bar/s ≤ ±0.2

of the engine
Maximum gas pressure at inlet engine (SAFETY-issue!) bar 6.5
Gas supply at inlet GVU
Maximum admissible supply gas pressure at inlet GVU bar tbd.
Minimum supply gas pressure at inlet GVU (recommended) bar tbd. 2)
Minimum supply gas pressure at inlet GVU with pre-filter at bar tbd. 2) 3)
engine (recommended)
The temperature- and pressure-dependent dew point of natural gas must always be exceeded to prevent
1)
condensation.
2)
Considering: LHV 28.0 MJ/Nm3, pressure losses and reserve for governing purposes.
3)
Pre-filter before engine is required if gas line between GVU and engine is not made of stainless steel (contrary to the
requirements in section Specification of materials for piping, Page 303).
Table 135: Specifications and requirements for the gas supply of the engine
Note:
Operating pressures without further specification are below/above atmos-
pheric pressure.
Nm3 corresponds to one cubic metre of gas at 0 °C and 101.32 kPa abs.
As the required supply gas pressure is not only dependent on engine related
conditions like the charge air pressure and accordingly required gas pressure
at the gas valves, but is also influenced by the difference pressure of the gas
valve unit, the piping of the plant and the caloric value of the fuel gas, a
project-specific layout is required. Therefore details must be clarified with
MAN Energy Solutions in an early project stage.
Additional note:
To clarify the relevance of the dependencies, the following figure illustrates
that the lower the caloric value of the fuel gas is, the higher the gas pressure
must be in order to achieve the same engine performance.

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of the engine
Figure 39: Gas feed pressure before engine inlet dependent on LHV – MAN 51/60DF 1,050 kW/cyl.
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Figure 40: Gas feed pressure before engine inlet dependent on LHV – MAN 51/60DF 1,150 kW/cyl.
Load range overload
2.22 Internal media systems – Exemplary

According to DIN ISO 8528-1 load > 100 % of the rated output is permissi-
ble only for a short time to provide additional engine power for governing
purposes only (e.g. transient load conditions and suddenly applied load). This
additional power shall not be used for the supply of electrical consumers.
1 GVU is required per engine.

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 fuel system – Exemplary

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Figure 41: Internal fuel system – Exemplary
Internal cooling water system – Exemplary

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Figure 42: Internal cooling water system – Exemplary
Internal lube oil system – Exemplary

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Figure 43: Internal lube oil system – Exemplary
Internal starting air system – Exemplary

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Figure 44: Compressed air system – Exemplary
Internal gas system – Exemplary

2019-02-25 - 6.2
Figure 45: Internal gas system – Exemplary
See also section Fuel gas supply system, Page 395 for details including the
2.24 Exhaust gas emission

figure of the GVU (Gas Valve Unit).
2.23 Venting amount of crankcase and turbocharger

A ventilation of the engine crankcase and the turbochargers is required, as
described in section Crankcase vent and tank vent, Page 331.
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 the
engine´s air flow rate.
▪ The temperature of the crankcase vent gases is approximately 5 K higher
than 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:
– For single-stage turbocharged engines 0.2 % of the engine´s air flow
rate.
– For two-stage turbocharged engines 0.4 % of the engine´s air flow
rate.
▪ The temperature of turbocharger sealing air is approximately 5 K higher
than the oil temperature at the engine´s oil inlet.
▪ The density of turbocharger sealing air is 1.0 kg/m³ (assumption for cal-
culation).
2.24.1 Maximum permissible NOx emission limit value IMO Tier II

IMO NOx certification will be carried out while factory acceptance test for dis-
tillate fuel for compliance with IMO Tier II. 2 Engine and operation
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IMO Tier II: Engine in standard version1

Rated speed 500 rpm 514 rpm

NOx1) 2)
IMO Tier II cycle E2 10.54 g/kWh3) 10.47 g/kWh3)
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, operating on ISO 8217 DM grade fuel (marine
distillate fuel: MGO or MDO), based on a LT charge air cooling water temperature of
max. 32 °C at 25 °C reference sea water temperature.
2)
Calculated as NO2.
E2: Test cycle for "constant speed main propulsion application" (including electric
propulsion and all controllable pitch propeller installations).
3)
Maximum permissible NOx emissions for marine diesel engines according to
IMO Tier II:
130 ≤ n ≤ 2000 → 44 * n-0.23 g/kWh (n = rated engine speed in rpm).
Table 136: Maximum permissible NOx emission limit value
1
Marine engines are warranted to meet the emission limits given by the
“International Convention for the Prevention of Pollution from Ships" (MAR-
POL 73/78), Revised Annex VI, revised 2008.
NOx emission in gas mode (not certified)

Engines of type MAN 51/60DF, which are compliant with the requirements of
Revised MARPOL Annex VI Tier II, are capable to keep in gas mode the NOx
cycle limit according to IMO Tier III. The real NOx emission at site is influ-
enced by the type of gas and its consistency.
2.24.2 Smoke emission index (FSN)

Valid for normal engine operation.
Engine load Smoke emission index (FSN)
Fuel MDO HFO Gas
100 % tbd. tbd. < 0.1
75 % tbd. tbd. < 0.1
50 % tbd. tbd. < 0.1
25 % tbd. tbd. < 0.1

Table 137: Smoke emission index (FSN)
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Limit of visibility is 0.4 FSN.

2.24.3 Exhaust gas components of medium-speed four-stroke diesel engines
The exhaust gas of a medium-speed four-stroke diesel engine is composed
of numerous constituents. These are derived from either the combustion air
and fuel oil and lube oil used, or they are reaction products, formed during
the 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 Energy Solutions
four-stroke diesel engine without any exhaust gas treatment devices see
table below.
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- Approx. [% by volume] Approx. [g/kWh]

stituents considered as pollutants
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 HC 4)
0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas Approx. [mg/Nm ] 3

Approx. [g/kWh]
constituents, PM5)
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 138: Exhaust gas constituents of the engine (before an exhaust gas aftertreatment installation) for
liquid 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 contained
in 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 internal
combustion engine cause the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and oxygen (contained in the
combustion air) to nitrogen oxides (NOx).
Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.
In MAN Energy Solutions four-stroke diesel engines, optimisation of mixture
formation and turbocharging process successfully reduces the CO content of
the exhaust gas to a very low level.
Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust gas are composed of a
multitude of various organic compounds as a result of incomplete combus-
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tion.
Due to the efficient combustion process, the HC content of exhaust gas of
MAN Energy Solutions four-stroke diesel engines is at a very low level.
Particulate matter PM
Particulate matter (PM) consists of soot (elemental carbon) and ash.
2.25 Noise
2.25 Noise
2.25.1 Airborne noise
L engine
Sound 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. The
noise 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 conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.

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Figure 46: Airborne noise – Sound pressure level Lp – Octave level diagram
V engine
2.25 Noise
Sound 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. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.
The expected sound pressure level Lp is below 110 dB(A) at 100 % MCR.
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.
Blow-off noise
Blow-off noise is not considered in the measurements, see below.
Figure 47: Airborne noise – Sound pressure level Lp – Octave level diagram
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2.25 Noise
2.25.2 Intake noise
L/V engine
Sound power level Lw
Measurements
The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.
The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 150 dB at 100 % MCR.
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.
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. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.

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Figure 48: Unsilenced intake noise – Sound power level Lw – Octave level diagram
2.25 Noise
2.25.3 Exhaust gas noise
L engine
Sound power level Lw at 100 % MCR
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Energy Solutions guidelines at several positions in the exhaust duct.
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Energy Solutions, supplier of silencer and where necessary
acoustic consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see
below.
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Figure 49: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram
V engine
2.25 Noise
Sound power level Lw at 100 % MCR
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
Energy Solutions guidelines at several positions in the exhaust duct.
The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.
environment.
Acoustic design
To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Energy Solutions, supplier of silencer and where necessary
acoustic consultant have to cooperate.
Waste gate blow-off noise
Waste gate blow-off noise is not considered in the measurements, see
below.

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Figure 50: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram
2.25 Noise
2.25.4 Blow-off noise example

Sound power level Lw
Measurements
The (unsilenced) charge air blow-off noise is measured according to DIN
45635, 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 is
approximately 141 dB for the measured operation point.
Figure 51: Unsilenced charge air blow-off noise – Sound power level Lw – Octave level diagram
2.25.5 Noise and vibration – Impact on foundation
Noise and vibration is emitted by the engine to the surrounding (see figure
Noise and vibration – Impact on foundation, Page 169). The engine impact
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transferred through the engine mounting to the foundation is focused subse-

quently.
2.25 Noise
Figure 52: Noise and vibration – Impact on foundation
The foundation is excited to vibrations in a wide frequency range by the
engine and by auxiliary equipment (from engine or plant). The engine is
vibrating 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 is
involved, the term "structure borne noise" is used instead of "vibrations".
Mechanical engine vibrations are mainly caused by mass forces of moved
drive train components and by gas forces of the combustion process. For
structure borne noise, further excitations are relevant as well, e.g. impacts
from 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 plant
has to be considered.
Engine related noise and vibration reduction measures cover e.g. counterbal-
ance weights, balancing, crankshaft design with firing sequence, component
design etc. The remaining, inevitable engine excitation is transmitted to the

surrounding of the engine – but not completely in case of a resilient engine
mounting, 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 considerably
reduced compared with a rigid mounting. Nevertheless, the engine itself is
2019-02-25 - 6.2
vibrating stronger in the low frequency range in general – especially when

driving through mounting resonances.
In order to avoid resonances, it must be ensured that eigenfrequencies of
foundation and coupled plant structures have a sufficient safety margin in
relation to the engine excitations. Moreover, the foundation has to be
designed as stiff as possible in all directions at the connections to the engine.
Thus, the foundation mobility (measured according to ISO 7262) has to be as

2.25 Noise
low 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 that
matter. The dynamic vibration behaviour of the foundation is mostly essential
for the mid frequency range. In the high frequency range, the foundation
elasticity 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 to
be avoided that engine vibrations are amplified by alternator foundation vibra-
tions. Due to the scope of supply, the foundation design and its connection
with the plant is mostly within the responsibility of the costumer. Therefore,
the customer is responsible to involve MAN Energy Solutions for consultancy
in case of system-related questions with interaction of engine, foundation
and plant. The following information is available for MAN Energy Solutions
customers, some on special request:
▪ Residual external forces and couples (Project Guide)
Resulting from the summation of all mass forces from the moving drive
train components. All engine components are considered rigidly in the
calculation. The residual external forces and couples are only transferred
completely 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 mass
forces acting on the crank drive. All components are considered rigidly in
the calculation. These couples are acting on the foundation dependent
on the applied engine mounting, see above.
▪ Mounting forces (project-specific)
The mounting dimensioning calculation is specific to a project and
defines details of the engine mounting. Mounting forces acting on the
foundation are part of the calculation results. Gas and mass forces are
considered for the excitation. The engine is considered as one rigid body
with elastic mounts. Thus, elastic engine vibrations are not implemented.
▪ Reference measurements for engine crankcase vibrations according to
ISO 10816‑6 (project-specific)
▪ Reference test bed measurements for structure borne noise (project-
specific)
Measuring points are positioned according to ISO 13332 on the engine
feet above and below the mounting elements. Structure borne noise lev-
els above elastic mounts mainly depend on the engine itself. Whereas
structure borne noise levels below elastic mounts strongly depend on the
foundation design. A direct transfer of the results from the test bed foun-
dation to the plant foundation is not easily possible – even with the con-
sideration of test bed mobilities. The results of test bed foundation mobi-
lity measurements according to ISO 7626 are available as a reference on
request as well.
▪ Dynamic transfer stiffness properties of resilient mounts (supplier infor-
mation, project-specific)
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Beside the described interaction of engine, foundation and plant with transfer
through the engine mounting to the foundation, additional transfer paths
need to be considered. For instance with focus on the elastic coupling of the
drive train, the exhaust pipe, other pipes and supports etc. Besides the
engine, other sources of noise and vibration need to be considered as well
(e.g. auxiliary equipment, propeller, thruster).
2.26 Vibration
2.26 Vibration
2.26.1 Torsional vibrations
Data required for torsional vibration calculation

MAN Energy Solutions calculates the torsional vibrations behaviour for each
individual engine plant of their supply to determine the location and severity
of resonance points. If necessary, appropriate measures will be taken to
avoid excessive stresses due to torsional vibration. These investigations
cover the ideal normal operation of the engine (all cylinders are firing equally)
as well as the simulated emergency operation (misfiring of the cylinder exert-
ing the greatest influence on vibrations, acting against compression). Besides
the natural frequencies and the modes also the dynamic response will be
calculated, normally under consideration of the 1st to 24th harmonic of the
gas and mass forces of the engine.
If necessary, a torsional vibration calculation will be worked out which can be
submitted for approval to a classification society or a legal authority.
To carry out the torsional vibration calculation following particulars and/or
documents are required.
General
▪ Type of propulsion (GenSet, mechanical or electric propulsion)
▪ Arrangement of the whole system including all engine-driven equipment
▪ Definition of the operating modes
▪ Maximum power consumption of the individual working machines
Engine
▪ Rated output, rated speed
▪ Kind of engine load (fixed pitch propeller, controllable pitch propeller,
combinator curve, operation with reduced speed at excessive load)
▪ Kind of mounting of the engine (can influence the determination of the
flexible coupling)
▪ Operational speed range
Flexible coupling
▪ Make, size and type
▪ Rated torque (Nm)
▪ Possible application factor

▪ Maximum speed (rpm)
▪ Permissible maximum torque for passing through resonance (Nm)
▪ Permissible shock torque for short-term loads (Nm)
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▪ Permanently permissible alternating torque (Nm) including influencing

factors (frequency, temperature, mean torque)
▪ Permanently permissible power loss (W) including influencing factors (fre-
quency, temperature)
▪ Dynamic torsional stiffness (Nm/rad) including influencing factors (load,
frequency, temperature), if applicable
▪ Relative damping (ψ) including influencing factors (load, frequency, tem-

perature), if applicable
2.26 Vibration
▪ Moment of inertia (kgm2) for all parts of the coupling

▪ Dynamic stiffness in radial, axial and angular direction
▪ Permissible relative motions in radial, axial and angular direction, perma-
nent and maximum
Gearbox
▪ Make and type
▪ Torsional multi mass system including the moments of inertia and the
torsional stiffness, preferably related to the individual speed; in case of
related figures, specification of the relation speed is required
▪ Gear ratios (number of teeth, speeds)
▪ Possible operating conditions (different gear ratios, clutch couplings)
▪ Permissible alternating torques in the gear meshes
Shaft line
▪ Drawing including all information about length and diameter of the shaft
sections as well as the material
▪ Alternatively torsional stiffness (Nm/rad)
Propeller
▪ Kind of propeller ( fixed pitch or controllable pitch propeller)
▪ Moment of inertia in air (kgm2)
▪ Moment of inertia in water (kgm2); for controllable pitch propellers also in
dependence on pitch; for twin-engine plants separately for single- and
twin-engine operation
▪ Relation between load and pitch
▪ Number of blades
▪ Diameter (mm)
▪ Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
Alternator for electric propulsion plants

▪ Drawing of the alternator shaft with all lengths and diameters
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moment of inertia of the parts mounted to the shaft (kgm2)
▪ Electrical output (kVA) including power factor cos φ and efficiency

▪ Or mechanical output (kW)
▪ Complex synchronizing coefficients for idling and full load in dependence
on frequency, reference torque
▪ Island or parallel mode
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▪ Load profile (e.g. load steps)

▪ Frequency fluctuation of the net
Alternator for mechanical propulsion plants (e.g. PTO/PTH)

▪ Drawing of the alternator shaft with all lengths and diameters
▪ Torsional stiffness, if available
2.27 Requirements for power drive connection (static)

▪ Moment of inertia of the parts mounted to the shaft (kgm2)
▪ Electrical output (kVA) including power factor cos φ and efficiency
▪ Or mechanical output (kW)
▪ Complex synchronizing coefficients for idling and full load in dependence
on frequency, reference torque
Limit values of masses to be coupled after the engine

Evaluation of permissible
theoretical bearing loads
Figure 53: Case A: Overhung arrangement
Figure 54: Case B: Rigid coupling

Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l
F1 Theoretical bearing force at the external engine bearing
F2 Theoretical bearing force at the alternator bearing

2019-02-25 - 6.2
F3 Flywheel weight
F4 Coupling weight acting on the engine, including reset forces
F5 Rotor weight of the alternator
a Distance between end of coupling flange and centre of outer crankshaft

bearing
l Distance between centre of outer crankshaft bearing and alternator bearing
Engine Distance a Case A Case B

Mmax = F * a F1 max
mm kNm kN
L engine 530 80 1)
140
V engine 560 105 180

1)
Inclusive of couples resulting from restoring forces of the coupling.
Table 139: Example calculation case A and B
Distance between engine seating surface and crankshaft centre line:

▪ L engine: 700 mm
▪ V engine: 830 mm
Note:
Changes may be necessary as a result of the torsional vibration calculation
or special service conditions.
Note:
Masses which are connected downstream of the engine in the case of an
overhung or rigidly coupled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured web deflection during
engine installation.
Provided the limit values for the masses to be coupled downstream of the
engine (permissible values for Mmax and F1 max) are complied with, the permit-
ted web deflections will not be exceeded during assembly.
Observing these values ensures a sufficiently long operating time before a
realignment of the crankshaft has to be carried out.
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2.28 Requirements for power drive connection (dynamic)

2.28.1 Moments of inertia – Crankshaft, damper, flywheel
Engine MAN 51/60DF

1,050 kW/cyl.; 500/514 rpm
Operation with variable speed
Marine main engines
Engine Needed minimum total Plant
moment of inertia1)
No. of cylinders, Maximum con- Moment of Moment of Mass of Required min-
config. tinuous rating inertia crank- inertia flywheel imum addi-
shaft + flywheel tional moment
damper of inertia after
flywheel2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 500 rpm
6L 6,000 2,633 3,102 5,324 2,736 -
7L 7,350 3,416 3,352
8L 8,400 3,474 3,830
9L 9,450 3,779 4,309
12V 12,600 4,770 2,935 4,308 5,746 -
14V 14,700 5,356 6,703
16V 16,800 5,943 7,661
18V 18,900 6,529 8,618
n = 514 rpm
6L 6,000 2,633 3,102 5,324 2,589 -
7L 7,350 3,416 3,172
8L 8,400 3,474 3,625
9L 9,450 3,779 4,078

12V 12,600 4,770 2,935 4,308 5,437 -
14V 14,700 5,356 6,343

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16V 16,800 5,943 7,249
18V 18,900 6,529 8,155

1)
Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.
2)
Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.
Table 140: Moments of inertia/flywheels for marine main engines – Engine MAN 51/60DF 1,050 kW/cyl.
1,150 kW/cyl.; 500/514 rpm

Operation with variable speed

Marine main engines
Engine Needed minimum total Plant
moment of inertia1)
No. of cylinders, Maximum con- Moment of Moment of Mass of Required min-
config. tinuous rating inertia crank- inertia flywheel imum addi-
shaft + flywheel tional moment
damper of inertia after
flywheel2)
n = 500 rpm
6L 6,900 2,633 3,102 5,324 3,146 -
7L 8,050 3,416 3,671
8L 9,200 3,474 4,195
9L 10,350 3,779 4,720
12V 13,800 4,770 2,935 4,308 6,293 -
14V 16,100 5,356 7,342
16V 18,400 5,943 8,390
18V 20,700 6,529 9,439
n = 514 rpm
6L 6,900 2,633 3,102 5,324 2,977 -
7L 8,050 3,416 3,474
8L 9,200 3,474 3,970
9L 10,350 3,779 4,466
12V 13,800 4,770 2,935 4,308 5,955 -
14V 16,100 5,356 6,947
16V 18,400 5,943 7,940
18V 20,700 6,529 8,932

1)
2)
Table 141: Moments of inertia/flywheels for marine main engines – Engine MAN 51/60DF 1,150 kW/cyl.
2019-02-25 - 6.2
1,050 kW/cyl.; 500/514 rpm

Constant speed
Marine main engines
Engine Needed mini- Plant
mum total
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic moment of Required
config. continuous inertia inertia flywheel irregularity inertia1) minimum
rating crankshaft + flywheel additional
damper moment of
inertia after
flywheel2)
n = 500 rpm
6L 6,000 2,633 3,102 5,324 1/60 7,548 1,813
7L 7,350 3,416 1/65 9,246 2,728
8L 8,400 3,474 1/50 10,567 3,991
9L 9,450 3,779 1/64 11,887 5,006
12V 12,600 4,770 2,935 4,308 1/92 15,850 8,145
14V 14,700 5,356 1/103 18,492 10,201
16V 16,800 5,943 1/78 21,133 12,255
18V 18,900 6,529 1/98 23,775 14,311
n = 514 rpm
6L 6,000 2,633 3,102 5,324 1/66 7,142 1,407
7L 7,350 3,416 1/71 8,749 2,231
8L 8,400 3,474 1/48 9,999 3,423
9L 9,450 3,779 1/70 11,249 4,368
12V 12,600 4,770 2,935 4,308 1/97 14,998 7,293
14V 14,700 5,356 1/96 17,498 9,207
16V 16,800 5,943 1/83 19,998 11,120
18V 18,900 6,529 1/106 22,497 13,033

1)
2)
Table 142: Moments of inertia/flywheels for electric propulsion plants – Engine MAN 51/60DF 1,050 kW/
cyl.
2019-02-25 - 6.2
1,150 kW/cyl.; 500/514 rpm

Constant speed
Marine main engines
Engine Needed mini- Plant
mum total
No. of cylinders, Maximum Moment of Moment of Mass of Cyclic moment of Required
config. continuous inertia inertia flywheel irregularity inertia1) minimum
rating crankshaft + flywheel additional
damper moment of
inertia after
flywheel2)
n = 500 rpm
6L 6,900 2,633 3,102 5,324 tbd. 8,680 2,945
7L 8,050 3,416 10,126 3,608
8L 9,200 3,474 11,573 4,997
9L 10,350 3,779 13,020 6,139
12V 13,800 4,770 2,935 4,308 tbd. 17,359 9,654
14V 16,100 5,356 20,253 11,962
16V 18,400 5,943 23,146 14,268
18V 20,700 6,529 26,039 16,575
n = 514 rpm
6L 6,900 2,633 3,102 5,324 tbd. 8,213 2,478
7L 8,050 3,416 9,582 3,064
8L 9,200 3,474 10,951 4,375
9L 10,350 3,779 12,320 5,439
12V 13,800 4,770 2,935 4,308 tbd. 16,427 8,722
14V 16,100 5,356 19,164 10,873
16V 18,400 5,943 21,902 13,024
18V 20,700 6,529 24,640 15,176

1)
2)
Table 143: Moments of inertia/flywheels for electric propulsion plants – Engine MAN 51/60DF 1,150 kW/
cyl.
2019-02-25 - 6.2
For flywheels dimensions see section Power transmission, Page 186.

2.28.2 Balancing of masses – Firing order
Certain cylinder numbers have unbalanced forces and couples due to crank
diagram. These forces and couples cause dynamic effects on the foundation.
Due to a balancing of masses the forces and couples are reduced. In the fol-
lowing tables the remaining forces and couples are displayed.
Engine MAN L51/60DF

Rotating crank balance: 100 %
No. of cylinders, config. Firing order Residual external couples
Mrot (kNm) + ½ Mosc 1st order (kNm) Mosc 2nd order (kNm)
Directiion vertical horizontal vertical
Engine speed 500 rpm
6L A 0 0 0
7L C 0 0 86.6
8L B 0 0 0
9L B 27.0 27.0 146.6
6L A 0 0 0
7L C 0 0 91.6
8L B 0 0 0
9L B 28.5 28.5 155.0
For engines of type MAN 51/60DF the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
Table 144: Residual external couples – Engine MAN L51/60DF
Firing order: Counted from

coupling side
No. of Firing order Clockwise rotation Counter clockwise rotation
cylinders,
config.
6L A 1-3-5-6-4-2 1-2-4-6-5-3
7L C1) 1-2-4-6-7-5-3 1-3-5-7-6-4-2
8L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4
9L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6
1)
Irregular firing order.
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Table 145: Firing order L engine
Engine MAN V51/60DF

Rotating crank balance: 99 %

No. of cylinders, Firing order Residual external couples
config.
Mrot (kNm)+ Mosc 1st order (kNm) Mosc 2nd order (kNm)
Direction vertical horizontal vertical horizontal
12V A 0 0 0 0
14V C 0 0 123.1 68.4
16V B 0 0 0 0
18V A 64.8 64.8 72.4 40.2
12V A 0 0 0 0
14V C 0 0 130.1 72.3
16V B 0 0 0 0
18V A 68.4 68.4 76.5 42.5
For engines of type MAN 51/60DF the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted engines.
Table 146: Residual external couples – Engine MAN V51/60DF
Firing order: Counted from

coupling side
No. of Firing order Clockwise rotation Counter clockwise rotation
cylinders,
config.
12V A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-B2 A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-B1
14V C 1)
A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5- A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B5-A3-B3 B2-A2-B1
16V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5- A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-

B5-A2-B2-A3-B3 B7-A7-B4-A4-B1
18V A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8- A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-

B8-A6-B6-A4-B4-A2-B2 B7-A7-B5-A5-B3-A3-B1
1)
Irregular firing order.
Table 147: Firing order V engine

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2.28.3 Static torque fluctuation
General
The static torque fluctuation is the summation of the torques acting at all
cranks around the crankshaft axis taking into account the correct phase-
angles. These torques are created by the gas and mass forces acting at the
crankpins, with the crank radius being used as the lever. An rigid crankshaft
is assumed.
The values Tmax. and Tmin. listed in the following table(s) represent a measure
for the reaction forces of the engine. The reaction forces generated by the
torque fluctuation are dependent on speed and cylinder number and give a
contribution to the excitations transmitted into the foundation see figure
Static torque fluctuation, Page 181 and the table(s) in this section. According
to different mountings these forces are reduced.
In order to avoid local vibration excitations in the vessel, it must be ensured
that the natural frequencies of important part structures (e.g. panels, bulk-
heads, tank walls and decks, equipment and its foundation, pipe systems)
have a sufficient safety margin (if possible ±30 %) in relation to all engine
excitation frequencies.
Figure 55: Static torque fluctuation

L Distance between foundation bolts

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z Number of cylinders
Static torque fluctuation and exciting frequencies

L engine – Example to
declare abbreviations
Figure 56: Example to declare abbreviations – L engine
No. of cylinders, Output Speed Tn Tmax. Tmin. Main exciting components

config.
Order Frequency1) ±T
kW rpm kNm kNm kNm rpm Hz kNm
6L 6,000 500 114.6 270.4 –17.1 3.0 25.0 85.4
6.0 50.0 71.3
7L 7,350 140.4 434.6 –97.7 3.5 29.2 241.6

7.0 58.3 52.5
8L 8,400 160.4 400.1 –39.3 4.0 33.3 210.2

8.0 66.7 38.9
9L 9,450 180.5 405.3 –14.0 4.5 37.5 205.9

9.0 75.0 27.8
6L 6,000 514 111.5 255.3 –12.6 3.0 25.7 70.7

6.0 51.4 70.5
7L 7,350 136.6 424.9 –96.9 3.5 30.0 235.9

7.0 60.0 52.6
8L 8,400 156.1 391.0 –38.0 4.0 34.3 204.6

8.0 68.5 39.6
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9L 9,450 175.6 396.1 –15.9 4.5 38.5 202.1

9.0 77.1 28.9
1)
Exciting frequency of the main harmonic components.
Table 148: Static torque fluctuation and exciting frequencies – L engine

config.
6L 6,900 500 131.8 tbd. tbd. 3.0 25.0 tbd.
6.0 50.0
7L 8,050 153.7 3.5 29.2

7.0 58.3
8L 9,200 175.7 4.0 33.3

8.0 66.7
9L 10,350 197.7 4.5 37.5

9.0 75.0
6L 6,900 514 128.2 tbd. tbd. 3.0 25.7 tbd.

6.0 51.4
7L 8,050 149.6 3.5 30.0

7.0 60.0
8L 9,200 170.9 4.0 34.3

8.0 68.5
9L 10,350 192.3 4.5 38.5

9.0 77.1
1)
Table 149: Static torque fluctuation and exciting frequencies – L engine

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V engine – Example to
declare abbreviations
Figure 57: Example to declare abbreviation – V engine

config.
12V 12,600 500 240.6 409.4 101.7 3.0 25.0 50.0
6.0 50.0 125.3
14V 14,700 280.7 405.8 140.6 3.5 29.2 21.1

7.0 58.3 104.5
16V 16,800 320.9 442.5 191.8 4.0 33.3 73.0

8.0 66.7 73.0
18V 18,900 361.0 510.7 174.3 4.5 37.5 157.6

9.0 75.0 39.3
12V 12,600 514 234.1 396.2 102.8 3.0 25.7 42.3

6.0 51.4 124.4
14V 14,700 273.1 397.0 134.7 3.5 30.0 20.6

7.0 60.0 104.8
16V 16,800 312.1 433.0 183.8 4.0 34.3 71.0

8.0 68.5 74.5
18V 18,900 351.1 499.8 165.5 4.5 38.5 154.7

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9.0 77.1 40.8

1)
Table 150: Static torque fluctuation and exciting frequencies – V engine

config.
12V 13,800 500 263.6 tbd. tbd. 3.0 25.0 tbd.
6.0 50.0
14V 16,100 307.5 3.5 29.2

7.0 58.3
16V 18,400 351.4 4.0 33.3

8.0 66.7
18V 20,700 395.3 4.5 37.5

9.0 75.0
12V 13,800 514 256.4 tbd. tbd. 3.0 25.7 tbd.

6.0 51.4
14V 16,100 299.1 3.5 30.0

7.0 60.0
16V 18,400 341.8 4.0 34.3

8.0 68.5
18V 20,700 384.6 4.5 38.5

9.0 77.1
1)
Table 151: Static torque fluctuation and exciting frequencies – V engine

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2.29 Power transmission
2.29.1 Flywheel arrangement
Flywheel with flexible coupling
Figure 58: Flywheel with flexible coupling
No. of A1) A2) E1) E2) Fmin Fmax No. of through bolts No. of fitted bolts
cylinders,
config. mm
12V Dimensions will result from clarification of technical details 12 2

of propulsion drive
14V
16V
2019-02-25 - 6.2
18V 14
1)
Without torsional limit device.
2)
With torsional limit device.
For mass of flywheel Moments of inertia – Crankshaft, damper, flywheel, Page 175.
Note:

The flexible coupling will be part of MAN Energy Solutions supply and thus
we will produce a contract specific flywheel/coupling/driven machine
arrangement drawing giving all necessary installation dimensions. Final
dimensions of flywheel and flexible coupling will result from clarification of
technical details of drive and from the result of the torsional vibration calcula-
tion. Flywheel diameter must not be changed.
Arrangement of flywheel, coupling and alternator
Figure 59: Example for an arrangement of flywheel, coupling and alternator

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2.30 Arrangement of attached pumps
2.30 Arrangement of attached pumps
Figure 60: Attached pumps L engine

2019-02-25 - 6.2
Figure 61: Attached pumps V engine
Note:
The final arrangement of the lube oil and cooling water pumps will be made
at inquiry or order.
2.31 Foundation
2.31 Foundation
2.31.1 General requirements for engine foundation
Plate thicknesses
The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these are not permissible. When using other
materials (e.g. aluminium), a sufficient margin has to be added.
Top plates
Before or after having been welded in place, the bearing surfaces should be
machined and freed from rolling scale. Surface finish corresponding to Ra
3.2 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 %.
Prior to fitting the chocks, clean the bearing surfaces from dirt and rust that
may have formed. After the drilling of the foundation bolt holes, spotface the
lower contact face normal to the bolt hole.
Foundation girders
The distance of the inner girders must be observed. We recommend that the
distance of the outer girders (only required for larger types) is observed as
well.
The girders must be aligned exactly above and underneath the tank top.
Floor plates
No manholes are permitted in the floor plates in the area of the box-shaped
foundation. Welding is to be carried out through the manholes in the outer
girders.
Top plate supporting

Provide support in the area of the frames from the nearest girder below.
Dynamic foundation requirements

The 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 further

information refer to section Noise and vibration – Impact on foundation, Page
168.
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2.31 Foundation
2.31.2 Rigid seating
L engine
Recommended configuration
of foundation
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Figure 62: Recommended configuration of foundation L engine
2.31 Foundation
of foundation – Number of
bolts

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Figure 63: Recommended configuration of foundation L engine – Number of bolts
Arrangement of foundation
2.31 Foundation
bolt holes
Figure 64: Arrangement of foundation bolt holes L engine

2019-02-25 - 6.2
Two fitted bolts have to be provided either on starboard side or portside.

In any case they have to be positioned on the coupling side.
Number and position of the stoppers have to be provided according to the
figure above.
12V, 14V, 16V engine
2.31 Foundation
of foundation
Figure 65: Recommended configuration of foundation 12V, 14V, 16V engine

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18V engine
2.31 Foundation
of foundation
Figure 66: Recommended configuration of foundation 18V engine

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V engine
2.31 Foundation
of foundation – Number of
bolts
Figure 67: Recommended configuration of foundation V engine – Number of bolts

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Arrangement of foundation
2.31 Foundation
bolt holes
Figure 68: Arrangement of foundation bolt holes V engine

Two fitted bolts have to be provided either on starboard side or portside.

In any case they have to be positioned on the coupling side.
Number and position of the stoppers have to be provided according to the
figure above.
2019-02-25 - 6.2
2.31 Foundation
2.31.3 Chocking with synthetic resin
Most classification societies permit the use of the following synthetic resins
for chocking diesel engines:
▪ Chockfast Orange
(Philadelphia Resins Corp. U.S.A)
▪ Epocast 36
(H.A. Springer, Kiel)
MAN Energy Solutions accepts engines being chocked with synthetic resin
provided:
▪ If processing is done by authorised agents of the above companies.
▪ If the classification society responsible has approved the synthetic resin
to be used for a unit pressure (engine weight + foundation bolt preload-
ing) of 450 N/cm2 and a chock temperature of at least 80 °C.
The loaded area of the chocks must be dimensioned in a way, that the pres-
sure effected by the engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).
The pretensioning force of the foundation bolts was chosen so that the per-
missible total surface area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the mass forces is safely
transmitted by the chocks.
The shipyard is responsible for the execution and must also grant the war-
ranty.
Tightening of the foundation bolts only permissible with hydraulic tensioning
device. The point of application of force is the end of the thread with a length
of 173 mm. Nuts definitely must not be tightened with hook spanner and
hammer, even for later inspections.

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Tightening of foundation bolts

2.31 Foundation
Figure 69: Hydraulic tension device
Hydraulic tension Unit L engine V engine

device
Tool number - 009.062 009.010
055.125 021.089
Piston area cm2 130.18 72.72

Table 152: Hydraulic tension tool MAN 51/60DF
The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine
Dedicated installation values (e.g. pre-tensioning forces) will be given in the
costumer documentation specific to each project.
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2.31 Foundation
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Figure 70: Chocking with synthetic resin MAN L51/60DF
2.31 Foundation
2019-02-25 - 6.2
Figure 71: Chocking with synthetic resin MAN 12V, 14V, 16V51/60DF
2.31 Foundation
Figure 72: Chocking with synthetic resin MAN 18V51/60DF
2.31.4 Resilient seating

General
The vibration of the engine causes dynamic effects on the foundation. These
effects are attributed to the pulsating reaction forces due to the fluctuating
torque. Additionally, in engines with certain cylinder numbers these effects
2019-02-25 - 6.2
are increased by unbalanced forces and couples brought about by rotating

or reciprocating masses which – considering their vector sum – do not
equate to zero.
The direct resilient support makes it possible to reduce the dynamic forces
acting on the foundation, which are generated by every reciprocating engine
and may – under adverse conditions – have harmful effects on the environ-
ment of the engine.
With respect to large engines (bore > 400 mm) MAN Energy Solutions offers
2.31 Foundation
two different versions of the resilient mounting (one using conical – the other
inclined sandwich elements).
The inclined resilient mounting was developed especially for ships with high
comfort demands, e.g. passenger ferries and cruise vessels. This mounting
system is characterised by natural frequencies of the resiliently supported
engine being lower than approximately 7 Hz. The resonances are located
away from the excitation frequencies related to operation at nominal speed.
For average demands of comfort, e.g. for merchant ships, and for smaller
engines (bore < 400 mm) mountings using conical mounts can be judged as
being fully sufficient. Because of the stiffer design of the elements the natural
frequencies of the system are significantly higher than in case of the inclined
resilient mounting. The natural frequencies of engines mounted with this kind
of mounts are lower than approximately 18 Hz. The vibration isolation is thus
of lower quality. It is however, still considerably better than a rigid or semi
resilient engine support.
The appropriate design of the resilient support will be selected in accordance
with the demands of the customer, i.e. it will be adjusted to the special
requirements of each plant.
In both versions the supporting elements will be connected directly to the
engine feet by special brackets.
The number, rubber hardness and distribution of the supporting elements
depend on:
▪ The weight of the engine
▪ The centre of gravity of the engine
▪ The desired natural frequencies
Where resilient mounting is applied, the following has to be taken into con-
sideration when designing a propulsion plant:
▪ Resilient mountings always feature several resonances resulting from the
natural mounting frequencies. In spite of the endeavour to keep resonan-
ces as far as possible from nominal speed the lower bound of the speed
range free from resonances will rarely be lower than 70 % of nominal
speed for mountings using inclined mounts and rarely lower than 85 %
for mountings using conical mounts. It must be pointed out that these
percentages are only guide values. The speed interval being free from
resonances may be larger or smaller. These restrictions in speed will
mostly require the deployment of a controllable pitch propeller.
▪ Between the resiliently mounted engine and the rigidly mounted gearbox
or alternator, a flexible coupling with minimum axial and radial elastic
forces and large axial and radial displacement capacities should be provi-
ded.
▪ The media connections (compensators) to and from the engine must be
highly flexible whereas the fixations of the compensators on the one
hand with the engine and on the other hand with the environment must
be realised as stiff as possible.
▪
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For the inclined resilient support, provision for stopper elements has to
be made because of the sea-state-related movement of the vessel. In
the case of conical mounting, these stoppers are integrated in the ele-
ment.
▪ In order to achieve a good vibration isolation, the lower brackets used to

connect the supporting elements with the ship's foundation are to be fit-
2.31 Foundation
ted at sufficiently rigid points of the foundation. Influences of the founda-
tion's stiffness on the natural frequencies of the resilient support of the
engine will not be considered in the mounting design calculation.
▪ The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. The inclination must be defined and
communicated before entering the dimensioning process.

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2.31 Foundation
2.31.5 Recommended configuration of foundation
Engine mounting using inclined sandwich elements

2019-02-25 - 6.2
Figure 73: Recommended configuration of foundation – L engine, resilient seating 1
2.31 Foundation

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12V, 14V and 16V engine

2.31 Foundation
2019-02-25 - 6.2
Figure 75: Recommended configuration of foundation – 12V, 14V and 16V engine, resilient seating
18 V engine
2.31 Foundation
2019-02-25 - 6.2
Figure 76: Recommended configuration of foundation – 18 V engine, resilient seating
2.31 Foundation
Figure 77: Recommended configuration of foundation – V engine, resilient seating

2019-02-25 - 6.2
Engine mounting using conical mounts
2.31 Foundation
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2.31 Foundation

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2.31 Foundation
2019-02-25 - 6.2
Figure 80: Recommended configuration of foundation V engine – Resilient seating 1
2.31 Foundation
Figure 81: Recommended configuration of foundation V engine – Resilient seating 2
2.31.6 Engine alignment

2019-02-25 - 6.2
The alignment of the engine to the attached power train is crucial for trouble-
free operation.
Dependent on the plant installation influencing factors on the alignment might
be:
▪ Thermal expansion of the foundations
▪ Thermal expansion of the engine, alternator or the gearbox
2.31 Foundation
▪ Thermal expansion of the rubber elements in the case of resilient mount-
ing
▪ The settling behaviour of the resilient mounting
▪ Shaft misalignment under pressure
▪ Necessary axial pre-tensioning of the flex-coupling
Therefore take care that a special alignment calculation, resulting in align-
ment tolerance limits will be carried out.
Follow the relevant working instructions of this specific engine type. Align-
ment tolerance limits must not be exceeded.

2019-02-25 - 6.2
3 Engine automation
3.1 SaCoSone system overview

The monitoring and safety system SaCoSone is responsible for complete
engine operation, control, alarming and safety. All sensors and operating
devices are wired to the engine-attached units. The interface to the plant is
done by means of an Interface Cabinet.
During engine installation, only the bus connections, the power supply and
safety-related signal cables between the units/modules on engine and the
cabinets are to be laid, as well as connections to external modules, electrical
motors on the engine and parts on site.
The SaCoSone design is based on highly reliable and approved components
as well as modules specially designed for installation on medium-speed
engines. The used components are harmonised to an homogenous system.
The system has already been tested and parameterised in the factory.
3 Engine automation
2019-02-25 - 6.2
Figure 82: SaCoSone system overview
1 Control Unit 5 Knock Control Unit

2 System bus 6 Injection Unit
3 Extension Unit 7 Local operating Panel
4 Combustion Control Unit
Figure 83: SaCoSone system overview
1 Remote Operating Panel (optional 6 VVT Cabinet

for marine)
2 Interface Cabinet 7 Remote Access Cabinet
3 Auxiliary Cabinet 8 Gas Valve Unit Cabinet
4 VTA Cabinet 9 System bus
5 Speed Actuator Driver Cabinet

3 Engine automation
Control Unit
The Control Unit is attached to the engine cushioned against any vibration. It
includes two identical, highly integrated Control Modules: One for safety
functions and the other one for engine control and alarming.
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The modules work independently of each other and collect engine measuring
data by means of separate sensors.

Figure 84: Control Unit
Injection Unit
The Injection Unit is attached to the engine cushioned against any vibration.
Depending on the usage of the engine, it includes one or two identical, highly
integrated Injection Modules.
The Injection Module is used for speed control and for the actuation of the
injection valves.
Injection Module I is used for L engines. At V engines it is used for bank A.
Injection Module II is used for bank B (only used for V engines).
3 Engine automation
2019-02-25 - 6.2
Figure 85: Injection Unit
Extension Unit
The Extension Unit provides additional I/O for the leakage monitoring sensors
and the sensors of the Variable Valve Timing. The Extension Unit is directly
mounted on the engine.
3 Engine automation
Figure 86: Extension Unit

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Knock Control Module

For the purpose of knock recognition, a Knock Control Module is fitted to the
engine and connected to the engine control via the CAN bus.

Figure 87: Knock Control Module
Combustion Control Unit

The Combustion Control Unit (CCU) is mounted directly on the engine and it
contains a Cylinder Pressure Module and a Gateway Module/Extension. The
Cylinder Pressure Module logs the peak pressure of the cylinders via the
pressure transmitter. Within the Gateway Module, an offset for the opening
time of the injection valves is calculated for each respective cylinder in
accordance with the logged cylinder pressures in order to keep the ignition
pressure of all cylinders on an uniform level.
3 Engine automation
Figure 88: Combustion Control Unit

Interface Cabinet The Interface Cabinet serves as a communication interface between
SaCoSone, the overall plant control system and the supply system for the
plant. The Interface Cabinet has two Gateway Modules, each of which has
2019-02-25 - 6.2
input and output channels as well as various interfaces for connecting auto-
mated plant/ship systems, ROP and Online Service.
The Interface Cabinet serves as a central connection point for the following
power supplies:
▪ 230 V AC power supply for the control cabinet lighting, air conditioning
system, temperature control valves, condensation heater, etc.
Figure 89: Interface Cabinet

Auxiliary Cabinet The Auxiliary Cabinet is the central connection point with the power grid of
the plant or ship for the 24 V DC, 230 V AC and 400 V AC power supply of
the engine.
It contains the starter for the engine oil pumps, temperature control valves,
the electrical high-pressure pump for pilot oil injection as well as the Driver
Units of the fuel, VVT or VTA actuator.
The Auxiliary Cabinet serves as a central connection point for the following
power supplies:
▪ 24 V DC power supply and distribution for SaCoSone▪
▪ 230 V AC power supply for the control cabinet lighting, air conditioning
system, temperature control valves, condensation heater, etc.▪
▪ 400 V AC power supply for pumps and actuators on the engine
3 Engine automation
2019-02-25 - 6.2

Figure 90: Auxiliary Cabinet
Speed Actuator Driver Cabinet

The Speed Actuator Driver Cabinet contains the frequency converter for the
control of the speed actuator as well as the feed-in of the 400 V and 230 V
power supply at the engine and the control cabinet lighting and heating.
The 24 V DC power supply is fed via the Auxiliary Cabinet.
3 Engine automation
2019-02-25 - 6.2
Figure 91: Speed Actuator Driver Cabinet
VVT Cabinet
The VVT Cabinet contains the control for the VVT as well as the feed of the
400 V and 230 V power supply for consumers at the engine and the cabinet
light/cabinet heating. The 24 V DC-power supply occurs via the Auxiliary
Cabinet.
3 Engine automation
2019-02-25 - 6.2
Figure 92: VVT Cabinet

3 Engine automation
VTA Cabinet
The VTA Cabinet contains the control system for the VTA as well as the 400
V AC power supply for the consumers on the engine and the 230 V AC
power supply for the control cabinet lighting, grid socket, condensation
2019-02-25 - 6.2
heater and the air conditioning system. The 24 V DC-power supply occurs
via the Auxiliary Cabinet.
Figure 93: VTA Cabinet
Gas Valve Unit Cabinet

The Gas Valve Unit Cabinet (GVUC) is an extension which is designed spe-
cially for control of the gas valve unit within the gas supply system of the
engine. SaCoSone specifies the required gas pressure and monitors and regu-
lates it with the GVUC.
3 Engine automation
The GVUC must be installed in a suitable position outside the installation

location of the gas valve unit.
2019-02-25 - 6.2

Figure 94: Gas Valve Unit Cabinet
Remote Access Cabinet

The Remote Access Cabinet is an integral part of the Remote Access Sys-
tem and controls the data connection and data transfer.
The RAC is connected to the Interface Cabinet via a power supply cable and
an ethernet cable.
Figure 95: Remote Access Cabinet
Local Operating Panel

The engine is equipped with a Local Operating Panel cushioned against
vibration. This panel is equipped with a TFT display for visualisation of all
engine operating and measuring data. At the Local Operating Panel the
3 Engine automation
engine can be fully operated. Additional hardwired switches are available for
relevant functions.
Generator engines are not equipped with a backup display as shown on top
of the Local Operating Panel.
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Figure 96: Local Operating Panel
Remote Operating Panel (optional)

The Remote Operating Panel serves for engine operation from a control
room. The Remote Operating Panel has the same functions as the Local
Operating Panel.
From this operating device it is possible to transfer the engine operation
functions to a super-ordinated automation system. In plants with integrated
automation systems, this panel can be replaced by IAS.
The panel can be delivered as loose supply for installation in the control room
desk or integrated in the front door of the Interface Cabinet.
3 Engine automation
2019-02-25 - 6.2
Figure 97: Remote Operating Panel (optional)
SaCoSone system bus

The SaCoSone system bus connects all system modules. This redundant field
bus system provides the basis of data exchange between the modules and
allows the takeover of redundant measuring values from other modules in
case of a sensor failure.
SaCoSone is connected to the plant by the Gateway Module. This module is
equipped with decentral input and output channels as well as with different
interfaces for connection to a super-ordinated automation system, the
Remote Operating Panel and the online service.
Figure 98: SaCoSone system bus
Monitoring Network
The Monitoring Network connects the monitoring interfaces of all existing
3 Engine automation
engine control systems. This network provides the basis for data exchange
between the monitoring applications, e.g. CoCoS EDS PC or PrimeServ
Online Service. Each engine Control Unit contains a component for data
exchange at TCP/IP level. A firewall is installed to protect the network and
2019-02-25 - 6.2
regulate communication between the monitoring network, customer network

and PrimeServ Online Service.
3.2 Power supply and distribution
Figure 99: Monitoring Network

The plant has to provide electric power for the automation and monitoring
system. In general an uninterrupted 24 V DC power supply is required for
SaCoSone.
For the supply of the electronic backup fuel actuator an uninterrupted 230 V
AC distribution must be provided. For pumps and other consumers a 400 V
AC power is required.
3 Engine automation
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3 Engine automation
Figure 100: Supply diagram

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Required power supplies

Voltage Consumer Notes

230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket,
anticondensation heater
24 V DC SaCoSone Auxiliary Cabinet All SaCoSone components in the Interface

Cabinet and on the engine
230 V 50/60 Hz SaCoSone Auxiliary Cabinet Cabinet illumination, socket, temperature

control valves, anticondensation heater
440 V 50/60 Hz SaCoSone Auxiliary Cabinet Power supply for consumers on engine
(e.g. cylinder lubricator)
230 V 50/60 Hz VTA Cabinet Cabinet illumination, socket,

24 V DC VTA Cabinet Control devices in the VTA Cabinet
440 V 50/60 Hz VTA Cabinet Drive of the VTA
230 V 50/60 Hz VVT Cabinet Cabinet illumination, socket,

24 V DC VVT Cabinet Control devices in the VVT Cabinet
440 V 50/60 Hz VVT Cabinet Drive of the VVT
230 V 50/60 Hz Speed Actuator Driver Cabinet Cabinet illumination, socket, temperature
control valves, anticondensation heater
230 V 50/60 Hz Speed Actuator Driver Cabinet UPS-buffered power supply for speed
actuator backup
440 V 50/60 Hz Speed Actuator Driver Cabinet Power supply for speed actuator
Table 153: Required power supplies
Galvanic isolation
It is important that at least one of the two 24 V DC power supplies per
engine is foreseen as isolated unit with earth fault monitoring to improve the
localisation of possible earth faults. This isolated unit can either be the UPS-
buffered 24 V DC power supply or the 24 V DC power supply without UPS.
Example:
The following overviews shows the exemplary layout for a plant consisting of
four engines. In this example the 24 V DC power supply without UPS is the
isolated unit. The UPS-buffered 24 V DC power supply is used for several
engines. In this case there must be the possibility to disconnect the UPS
3 Engine automation
from each engine (e.g. via double-pole circuit breaker) for earth fault detec-
tion.
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Figure 101: Wrong installation of the 24 V DC power supplies
3 Engine automation
Figure 102: Correct installation of the 24 V DC power supplies

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3.3 Operation
3.3 Operation
Control Station Changeover

The operation and control can be done from both operating panels. Selec-
tion and activation of the control stations is possible at the Local Operating
Panel. On the displays, all the measuring points acquired by means of
SaCoSone can be shown in clearly arranged drawings and figures. It is not
necessary to install additional speed indicators separately.
The operating rights can be handed over from the Remote Operating Panel
to another Remote Operating Panel or to an external automatic system.
Therefore a handshake is necessary.
For applications with Integrated Automation Systems (IAS) also the function-
ality of the Remote Operating Panel can be taken over by the IAS.
Figure 103: Control station changeover
Speed setting
In case of operating with one of the SaCoSone panels, the engine speed set-
3 Engine automation
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 done
either by means of binary contacts (e.g. for synchronisation) or by an active
4 – 20 mA analogue signal alternatively. The signal type for this is to be
2019-02-25 - 6.2
defined in the project planning period.
Operating modes
For alternator applications:
▪ Droop (5-percent speed increase between nominal load and no load)
For propulsion engines:
3.4 Functionality
▪ Isochronous
▪ Master/Slave Operation for operation of two engines on one gear box
The operating mode is pre-selected via the SaCoS interface and has to be
defined during the application period.
Details regarding special operating modes on request.
3.4 Functionality
Safety functions
The safety system monitors all operating data of the engine and initiates the
required actions, i.e. load reduction or engine shutdown, in case any limit val-
ues are exceeded. The safety system is separated into Control Module and
Gateway Module. The Control Module supervises the engine, while the Gate-
way Module examines all functions relevant for the security of the connected
plant components.
The system is designed to ensure that all functions are achieved in accord-
ance with the classification societies' requirements for marine main engines.
The safety system directly influences the emergency shutdown, the speed
control, the Gas Valve Unit Control Cabinet and the Auxiliary Cabinet.
It is possible to import additional shutdowns and blockings of external sys-
tems in SaCoSone.
Load reduction The exceeding of certain parameters requires a load reduction to 60 %. The
safety system supervises these parameters and requests a load reduction, if
necessary. The load reduction has to be carried out by an external system
(IAS, PMS, PCS). For safety reasons, SaCoSone will not reduce the load by
itself.
Auto shutdown Auto shutdown is an engine shutdown initiated by any automatic supervision
of either engine internal parameters or mentioned above external control sys-
tems. If an engine shutdown is triggered by the safety system, the emer-
gency stop signal has an immediate effect on the emergency shutdown
device, and the speed control. At the same time the emergency stop is trig-
gered, SaCoSone issues a signal resulting in the alternator switch to be
opened.
Some auto shutdowns may also be initiated redundantly by the alarm sys-
tem.
Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual
action like pressing an emergency stop button.
Override Only during operation in diesel mode safety actions can be suppressed by
3 Engine automation
the override function. In gas mode, if override is selected, an automatic

changeover to diesel mode will be performed. The override has to be selec-
ted before a safety action is actuated. The scope of parameters prepared for
override is different and depends on the chosen classification society. The
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availability of the override function depends on the application.
Alarming
The alarm function of SaCoSone supervises all necessary parameters and
generates alarms to indicate discrepancies when required. The alarm func-
tions are likewise separated into Control Module and Gateway Module. In the
Gateway Module the supervision of the connected external systems takes

3.4 Functionality
place. The alarm functions are processed in an area completely independent

of the safety system area in the Gateway Module.
Self-monitoring
SaCoSone carries out independent self-monitoring functions. Thus, for exam-
ple the connected sensors are checked constantly for function and wire
break. In case of a fault SaCoSone reports the occurred malfunctions in single
system components via system alarms.
Speed control
The engine speed control is realised by software functions of the Control
Module/Alarm and the Injection Modules. Engine speed and crankshaft turn
angle indication is carried out by means of redundant pick ups at the gear
drive.
Load distribution in multi- With electronic speed control, the load distribution is carried out by speed
engine plants droop, isochronously by load sharing lines or master/slave operation.
Load limit curves ▪ Start fuel limiter
▪ Charge air pressure dependent fuel limiter
▪ Torque limiter
▪ Jump-rate limiter
Note:
In the case of controllable pitch propeller (CPP) units with combinator mode,
the combinator curves must be sent to MAN Energy Solutions for assess-
ment in the design stage. If load control systems of the CPP-supplier are
used, the load control curve is to be sent to MAN Energy Solutions in order
to check whether it is below the load limit curve of the engine.
Shutdown
The engine shutdown, initiated by safety functions and manual emergency
stops, is carried out by solenoid valves and a pneumatic fuel shut-off of the
injection system (gas and liquid fuel).
Note:
The engine shutdown may have impact on the function of the plant. These
effects can be very diverse depending on the overall design of the plant and
must already be considered in early phase of the project planning.
Overspeed protection
The engine speed is monitored in both Control Modules independently. In
case of overspeed each Control Module actuates the shutdown device by a
3 Engine automation
separate hardware channel.
Control
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SaCoSone controls all engine-internal functions as well as external compo-

nents, for example:
Start/stop sequences ▪ Requests of lube oil and cooling water pumps
▪ Monitoring of the prelubrication and post-cooling period
▪ Monitoring of the acceleration period
▪ Request of start-up air blower
Fuel changeover ▪ Control of the switch-over from one type of fuel to another
3.4 Functionality
▪ Fuel injection flow is controlled by the electric fuel injection
▪ Release of the gas operating mode
Control station switch-over Switch-over from local operation in the engine room to remote control from
the engine control room.
Knock control For the purpose of knock recognition, a special evaluation unit is fitted to the
engine and connected to the engine control via the CAN bus.
Air-fuel ratio control For air-fuel ratio control, part of the charge air is rerouted via a by-pass flap.
The exhaust gas temperature upstream of the turbine, as well as characteris-
tic fields stored in the engine control, are used for control purposes. The air-
fuel ratio control is only active in gas operating mode. In Diesel operating
mode, the flap remains closed.
Control of the gas valve unit The gas pressure at the engine inlet is specified by the engine control and
regulated by the gas valve unit. The main gas valves are activated by the
engine control system. Prior to every engine start and switch-over to the gas
operating mode respectively, the block-and-bleed valves are checked for
tightness (see also section Fuel gas supply system, Page 395).
External functions ▪ Electrical lube oil pump
▪ Electrical driven HT cooling water pump
▪ Electrical driven LT cooling water pump
▪ Nozzle cooling water module
▪ HT preheating unit
▪ Clutches
The scope of control functions depends on plant configuration and must be
coordinated during the project engineering phase.
Media Temperature Control

Various media flows must be controlled to ensure trouble-free engine opera-
tion.
The temperature controllers are available as software functions inside the
Gateway Module of SaCoSone. The temperature controllers are operated by
the displays at the operating panels as far as it is necessary. From the Inter-
face Cabinet the relays actuate the control valves.
▪ The cylinder cooling water (HT) temperature control is equipped with per-
formance-related feed forward control, in order to guarantee the best
control accuracy possible (refer also to section Water systems, Page
333).
▪ The low temperature (LT) cooling water temperature control works simi-
larly to the HT cooling water temperature control and can be used if the
3 Engine automation
LT cooling water system is designed as one individual cooling water sys-

tem per engine.
In case several engines are operated with a combined LT cooling water
system, it is necessary to use an external temperature controller.
2019-02-25 - 6.2
This external controller must be mounted on the engine control room

desk and is to be wired to the temperature control valve (refer also to
section Water systems, Page 333).
▪ The charge air temperature control is designed identically with the HT
cooling water temperature control.
The cooling water quantity in the LT part of the charge air cooler is regu-
lated by the charge air temperature control valve (refer also to section
3.5 Interfaces
Water systems, Page 333).

▪ The design of the lube oil temperature control depends on the engine
type. It is designed either as a thermostatic valve (waxcartridge type) or
as an electric driven control valve with electronic control similar to the HT
temperature controller. Refer also to section Lube oil system description,
Page 313.
Starters
For engine attached pumps and motors the starters are installed in the Auxili-
ary Cabinet. Starters for external pumps and consumers are not included in
the SaCoSone scope of supply in general.
3.5 Interfaces
Data Bus Interface (Machinery Alarm System)

This interface serves for data exchange to ship alarm systems or Integrated
Automation Systems (IAS).
The interface is actuated with MODBUS protocol and is available as:
▪ Ethernet interface (MODBUS over TCP) or as
▪ Serial interface (MODBUS RTU) RS422/RS485, Standard 5 wire with
electrical isolation (cable length ≤ 100 m)
Only if the Ethernet interface is used, the transfer of data can be handled with
timestamps from SaCoSone.
The status messages, alarms and safety actions, which are generated in the
system, can be transferred. All measuring values acquired by SaCoSone are
available for transfer.
Alternator Control
Hardwired interface, used for example for synchronisation, load indication,
etc.
Alternator electric power (active power) signal

To keep, despite natural long-term deterioration effects, engine operation
within its optimum range MAN Energy Solutions' engine safety and control
system SaCoSone must be provided with an alternator electric power (active
power) signal. Interface and signal shall comply with the following require-
ments:
1. The electric power of the generator (active power) shall be measured
3 Engine automation
with the following components:

– Current transformer with accuracy class: cl. 0.2 s
– Voltage transformer with accuracy class: cl. 0.2 s
2019-02-25 - 6.2
– Measuring transducer with accuracy class: cl. 0.5

2. Measuring transducer shall provide the current active power as 4 – 20
mA signal and shall provide 0 – 90 % of measured value with response
time ≤ 300 ms (EN 60688).
3. The 4 – 20 mA generator power signal shall be hard-wired with shielded
3.6 Technical data

cable. The analogue value of 4 mA shall be equivalent to 0 % generator
power, the value of 20 mA shall be equivalent to nominal generator
power, plus 10 %. Furthermore the signal for “Generator CB is closed”
from power management system to SaCoSone Interface Cabinet shall be
provide.
Power Management
Hardwired interface, for remote start/stop, load setting, fuel mode selection,
etc.
Propulsion Control System

Standardized hardwired interface including all signals for control and safety
actions between SaCoSone and the propulsion control system.
Others
In addition, interfaces to auxiliary systems are available, such as:
▪ Nozzle cooling water module
▪ HT preheating unit
▪ Electric driven pumps for lube oil, HT and LT cooling water
▪ Start-up air blower
▪ Clutches
▪ Gearbox
▪ Propulsion control system
On request additional hard wired interfaces can be provided for special appli-
cations.
Cables – Scope of supply

The bus cables between engine and interface are scope of the MAN Energy
Solutions supply.
The control cables and power cables are not included in the scope of the
MAN Energy Solutions supply. This cabling has to be carried out by the cus-
tomer.
3.6 Technical data
Cabinet
Design ▪ Floor-standing cabinets with base and fan
3 Engine automation
▪ Cable entries: From below, through cabinet base

▪ Accessible by front door(s), doors with locks
▪ Opening angle: 90°
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▪ Standard colour: Light grey (RAL7035)

▪ Ingress protection: IP54
Cabinet Dimensions (mm) including base Approx. weight

3.6 Technical data
(kg)
Width Height Depth
Interface Cabinet 1,200 2,100 400 300
Interface Cabinet, equipped 1,550 2,100 400 360

with air condition
Auxiliary Cabinet 1,200 2,100 400 300
Auxiliary Cabinet, equipped with 1,550 2,100 400 360

air condition
Speed Actuator Driver Cabinet 600 2,100 400 180
Speed Actuator Driver Cabinet, 950 2,100 400 240

equipped with air condition
VVT Cabinet 600 2,100 400 180
VVT Cabinet, equipped with air 950 2,100 400 240

condition
VTA Cabinet 600 2,100 400 180
VTA Cabinet, equipped with air 9500 2,100 400 240

condition
Gas Valve Unit Cabinet 500 500 300 40

Table 154: Dimensions and weights of cabinets
Door opening area of

cabinets
Figure 104: Exemplary arrangement of control cabinets with door opening areas (top
3 Engine automation
view)
B1 Width of cabinet 1 B2 Width of cabinet 2

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Remote Operating Panel (optional)

Design ▪ Panel for control desk installation with 3 m cable to terminal bar for
installation inside control desk
▪ Front colour: White aluminium (RAL9006)
▪ Weight: 15 kg
▪ Ingress of protection: IP23
▪ Dimensions: 370 x 480 x 150 mm1)
3.7 Installation requirements

1)
width x height x depth (including base)
Environmental Conditions
▪ Ambient air temperature:
– 0 °C to +45 °C: Floor-standing cabinets will be equipped with a fan
– Over +45 °C: Floor-standing cabinets will be mandatory equipped
with an air condition
▪ Relative humidity: < 96 %
▪ Vibrations: < 0.7 g
Location
The cabinets are designed for installation in non-hazardous areas.
The cabinets must be installed at a location suitable for service inspection.
Do not install the cabinets close to heat-generating devices.
In case of installation at walls, the distance between the cabinets and the
wall has to be at least 100 mm in order to allow air convection.
Regarding the installation in engine rooms, the cabinets should be supplied
with fresh air by the engine room ventilation through a dedicated ventilation
air pipe near the engine.
Note:
If the restrictions for ambient temperature can not be kept, the cabinet must
be ordered with an optional air condition system.
Ambient air conditions

For restrictions of ambient conditions, refer to the section Technical data,
Page 237.
Cabling
The interconnection cables between the engine and the cabinets have to be
installed according to the rules of electromagnetic compatibility. Control
cables and power 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 Energy Solutions
supply. Shielded cables have to be used for the cabling of sensors. For elec-
trical noise protection, an electric ground connection must be made from the
3 Engine automation
cabinets to the ship's hull.

All cabling between the cabinets and the controlled device is scope of cus-
tomer supply.
2019-02-25 - 6.2
The cabinets are equipped with spring loaded terminal clamps. All wiring to
external systems should be carried out without conductor sleeves.
The redundant CAN cables are MAN Energy Solutions scope of supply. If the
customer 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 cabinets ≤ 45 m
MODBUS cable between Interface Cabinet and superordinated ≤ 100 m

automation system (only for Ethernet)
Cable between Interface Cabinet and Remote Operating Panel ≤ 100 m

Table 155: Maximum cable length
Installation works
During the installation period the customer has to protect the cabinets
against water, dust and fire. It is not permissible to do any welding near the
cabinets. The cabinets have to be fixed to the floor by screws.
If it is inevitable to do welding near the cabinets, the cabinets and panels
have to be protected against heat, electric current and electromagnetic influ-
ences. To guarantee protection against current, all of the cabling must be
disconnected from the affected components.
The installation of additional components inside the cabinets is only permissi-
ble after approval by the responsible project manager of MAN Energy Solu-
tions.
Installation of sensor 1TE6000 „Ambient air temp”

The sensor 1TE6000 “Ambient air temp” (double Pt1000) measures the tem-
perature of the (outdoor) ambient air. The temperature of the ambient air will
typically differ from that in the engine room.
The sensor may be installed in the ventilation duct of the fan blowing the
(outdoor) ambient air into the engine room. Ensure to keep the sensor away
from the influence of heat sources or radiation. The image below shows two
options of installing the sensors correctly:
3 Engine automation
2019-02-25 - 6.2
3.8 Engine-located measuring and control devices

Figure 105: Possible locations for installing the sensor 1TE6000
1 Hole drilled into the duct of the engine room venti- 2 Self-designed holder in front of the duct.
lation. Sensor measuring the temperature of the
airstream.
The sensor 1TE6100 “Intake air temp” is not suitable for this purpose.

Exemplary list for project planning
No. Measuring Description Function Measuring Location Connected to Depending
point Range on option
Speed pickups
1 1SE1004 speed pickup turbo- indication, - turbo- Control Module/ -

charger speed supervision charger Safety
2 1SE1005 speed pickup engine camshaft 0–600 rpm/ camshaft Control Module/ -
3 Engine automation
speed speed and 0–1,200 Hz drive wheel Alarm

position
detection
3 2SE1005 speed pickup engine camshaft 0–600 rpm/ camshaft Control Module/ -
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speed speed and 0–1,200 Hz drive wheel Safety

position
detection


4 1SV1010 actuator speed and - engine Auxiliary Cabinet -
engine fuel admission load gov-
erning in
diesel
mode
5 1SCS1010 electric motor integrated - engine Interface/Auxiliary Governor =

speed setpoint in Cabinet PGG-EG
adjustment 1SV1010, 200
for remote
speed set-
ting in
mech.
mode
6 1GOS1010 limit switch integrated - engine Control Module/ Governor =

mech. speed setpoint in Alarm PGG-EG
min 1SV1010 200
7 2GOS1010 limit switch integrated - engine Control Module/ Governor =

mech. speed setpoint in Alarm PGG-EG
max 1SV1010 200
8 1SZ1010 solenoid in governor integrated - engine Control Module/ Governor =

for engine stop in Alarm PGG-EG
1SV1010, 200
for manual
stop and
auto shut-
down
Start and stop of engine
9 1PS1011 pressure switch feedback 0–10 bar engine Control Module/ -

start air pressure after start valve Alarm
start valve activated
10 1SSV1011 solenoid valve engine actuated - engine Control Module/ -

start during Alarm
engine
start and
slowturn
11 1HZ1012 push button local emergency - Local Gateway Module -

3 Engine automation
emergency stop stop from Operating

local con- Panel
trol station
12 1SZV1012 solenoid valve engine manual - engine Control Module/ -

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shutdown and auto- Safety

emergency
shutdown

13 1PS1012 pressure switch feedback 0–10 bar emergency Control Module/ -
emergency stop air emergency stop air Safety
stop, start- pipe on
blocking engine
active
14 1ESV1016 Solenoid valve integrated - engine Control Module/ Governor =

speed governor in Alarm PGG-EG
mechanical operation 1SV1010 200
switch-over
15 1SSV1017 solenoid valve 3/2-way - engine Control Module/ -

starting interlock valve Alarm
M371/1,
blocking of
manual
start on
engine
Variable Valve Timing (VVT)
16 1EM1024 electric motor Variable - engine Interface Cabinet VVT

VVT setting row A/B Valve Tim-
ing
17 1GOS1024A/ limit switch feedback - engine cs Extension Unit VVT

B1) VVT part load posi- VVT part
tion row A/B, CS load posi-
tion
reached
18 2GOS1024A/ limit switch feedback - engine ccs Extension Unit VVT

B1) VVT full load position VVT full
row A/B, CS load posi-
tion
reached

B1) VVT part load posi- VVT part
tion row A/B, CCS load posi-
tion
reached

B1) VVT full load position VVT full
3 Engine automation
row A/B, CCS load posi-

tion
reached
21 1PT1024A/ pressure transmitter monitoring, - engine Extension Unit VVT

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B1) VVT hydraulic system alarm

"part load", row A/B
22 2PT1024A/ pressure transmitter monitoring, - engine Extension Unit VVT

B1) VVT hydraulic system alarm
"part load", row A/B
Variable Injection Timing (VIT)


23 1EM1028 electric motor injection - engine Auxiliary Cabinet variable
VIT-setting time setting injection
timing
24 1UV1028 solenoid valve energise - engine Control Module/ variable

VIT adjustment valve Alarm injection
means timing
remove
hydraulic
brake for
VIT-adjust-
ment
25 2UV1028 solenoid valve energise - engine Control Module/ variable

VIT adjustment valve Alarm injection
means timing
remove
hydraulic
brake for
VIT-adjust-
ment
26 1PS1028 pressure switch release 0–6 bar engine Control Module/ variable
hydraulic oil VIT- VIT-motor Alarm injection
brake 1 at sufficient timing
pressure
27 2PS1028 pressure switch release 0–6 bar engine Control Module/ variable
hydraulic oil VIT- VIT-motor Alarm injection
brake 2 at sufficient timing
pressure
28 1GOS1028 limit switch VIT posi- - engine Control Module/ variable

VIT early position tion feed- Alarm injection
back timing
29 2GOS1028 limit switch VIT posi- - engine Control Module/ variable

VIT late position tion feed- Alarm injection
back timing
Variable Turbine Area (VTA)
30 1EM1040 Electric motor nozzle ring - TC on Auxiliary Cabinet variable

VTA positioning vanes pitch engine turbine
adjustment area
3 Engine automation
31 2EM1040 Electric motor nozzle ring - TC on Auxiliary Cabinet variable

VTA positioning vanes pitch engine turbine
adjustment area
Main bearings
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32 xTE1064 double temp sensors, indication, 0–120 °C engine Control Modules main bear-
main bearings alarm, ing temp
engine pro- monitoring
tection
Turning gear

33 1GOS1070 limit switch turning start block- - engine Control Module/ -
gear engaged ing while Alarm
turning
gear
engaged
34 1SSV1070 pneumatic valve 3/2-way - engine - -

turning gear engaged valve
M306,
start block-
ing while
turning
gear
engaged
Slow turn

slow turn valve Alarm
M329/3,
slow turn

slow turn valve Alarm
M371/2,
start air
blocking
during slow
turn
Jet assist
37 1SSV1080 solenoid valve for jet turbo- - engine Control Module/ Jet assist
assist charger Alarm
accelera-
tion by jet
assist
Knock control
38 xXE1200A/B1) knock sensor knock 0–100 engine Knock Control -

cylinder x event Module
detection
Combustion Control
3 Engine automation
39 xPT1300A/B1) Pressure transmitter - 0–250 bar engine Cylinder Pressure -

combustion pressure Module
cylinder x
2019-02-25 - 6.2
Lube oil system
40 1PT2170 pressure transmitter, alarm at 0–10 bar engine Control Module/ -

lube oil pressure low lube oil Alarm
engine inlet pressure


41 2PT2170 pressure transmitter, auto shut- 0–10 bar Local Control Module/ -
lube oil pressure down at Operating Safety
engine inlet low pres- Panel
sure
42 1TE2170 double temp sensor, alarm at 0–120 °C engine Control Modules -

lube oil temp engine high temp
inlet
43 1EM2470A/B1) electric pump cylinder - engine Auxiliary Cabinet -

cylinder lubrication lubrication
row A/B line A/B
44 1FE2470A/B1) proximity switch proximity - engine Auxiliary Cabinet -

cylinder lubrication switch
row A/B cylinder
lubrication
row A

lube oil pressure tur- low lube oil Alarm
bocharger inlet pressure
46 2PT2570 pressure transmitter, auto shut- 0–6 bar engine Control Module/ -
lube oil pressure tur- down at Safety
bocharger inlet low lube oil
pressure

lube oil temp turbo- high temp
charger drain
Crankcase ventilation
48 1PT2800 pressure transmitter input for –20 – engine Control Module/ -

crankcase pressure alarm sys- +20 mbar Alarm
tem
49 2PT2800 pressure transmitter input for –20 – engine Control Module/ -

crankcase pressure safety sys- +20 mbar Safety
tem
Oil mist detection
50 xQE2870 opacity sensor oil-mist - engine OMD OMD=

crankcase compart- detection Triton
3 Engine automation
ment x
51 1QTIA2870 oil mist detector, oil oil mist - engine - oil mist
mist concentration in monitoring detection
crankcase
2019-02-25 - 6.2
52 1QS2870 opacity switch integrated - engine Control Module/ oil mist

oil mist in crankcase in Alarm detection
1QTIA2870

53 2QS2870 opacity switch integrated - engine Control Module/ oil mist
oil mist in crankcase in Safety detection
1QTIA2870
54 1ES2870 binary contact integrated - engine Control Module/ oil mist

oil mist detector sys- in Safety detection
tem ready 1QTIA2870
Splash oil
55 xTE2880 double temp sensors, splash oil 0–120 °C engine Control Modules -
splash oil temp rod supervision
bearings
Cooling water systems
56 1TE3168 double temp sensor for EDS 0–120 °C turbo- Control Module/ -
HT water temp visualisa- charger Alarm
charge air cooler inlet tion and
control of
preheater
valve

HT cooling water low pres- Alarm
pressure engine inlet sure
58 2PT3170 pressure transmitter, detection 0–6 bar engine Control Module/ -

HT cooling water of low Alarm
pressure engine inlet cooling
water pres-
sure
59 1TE3170 double temp sensor, alarm, indi- 0–120 °C engine Control Modules -
HTCW temp engine cation
inlet
60 1TE3180 temp sensor, HT - 0–120 °C engine Control Modules -

water temp engine
outlet

nozzle cooling water low cooling Alarm
pressure engine inlet water pres-
sure

3 Engine automation
nozzle cooling water low cooling Safety

pressure engine inlet water pres-
sure
2019-02-25 - 6.2

nozzle cooling water high cool-
temp engine inlet ing water
temp


LT water pressure low cooling Alarm
charge air cooler inlet water pres-
sure
65 2PT4170 pressure transmitter, alarm at 0–6 bar engine Control Unit -

LT water pressure low cooling
charge air cooler inlet water pres-
sure
66 1TE4170 double temp sensor, alarm, indi- 0–120 °C LT pipe Control Modules -
LT water temp cation charge air
charge air cooler inlet cooler inlet
Fuel system
67 1PT5070 pressure transmitter, remote 0–16 bar engine Control Module/ -

fuel pressure engine indication Alarm
inlet and alarm

fuel pressure engine indication Safety
inlet and alarm

fuel temp engine inlet high temp
in MDO-
mode and
for EDS
use
70 1LS5076A/B1) level switch fuel pipe high pres- 0–2,000 bar engine Control Module/ -
break leakage sure fuel Alarm
system
leakage
detection
71 1LS5080A/B1) level switch pump- alarm at - leakage Control Module/ -

and nozzle leakage high level fuel oil Alarm
row A/B monitoring
tank
FSH-001
72 2LS5080A/B1) level switch dirty oil alarm at - pump bank Control Module/ -
leakage pump bank high level leakage Alarm
CS row A/B monitoring
3 Engine automation
CS
73 3LS5080A/B1) level switch dirty oil alarm at - pump bank Control Module/ -
leakage pump bank high level leakage Alarm
CCS row A/B monitoring
2019-02-25 - 6.2
CCS
Pilot fuel system
74 1FCV5275 suction throttle valve pilot fuel - engine Injection Module -

pilot fuel high-pres- quantity 1
sure pump control

75 1PT5275 pressure transmitter pilot fuel 0–16 bar engine Control Module/ -
pilot fuel supply pres- low pres- Alarm
sure sure sys-
tem
76 2PT5275 pressure transmitter pilot fuel 0–16 bar engine Control Module/ -
pilot fuel supply pres- low pres- Safety
sure sure sys-
tem
77 1PDS5275 differential pressure fine filter - engine Control Module/ -

switch contamina- Alarm
pilot fuel fine filter tion moni-
toring
78 1TE5275 temp sensor - - engine Control Module/ -

pilot fuel temp engine Alarm
inlet
79 1PT5276 pressure transmitter - 0–2,000 bar engine Injection Module -

pilot fuel rail 1
80 2PT5276 pressure transmitter - 0–2,000 bar engine Injection Module -

pilot fuel rail 1
81 1LS5276 level switch - - engine Control Module/ -

pilot fuel leakage Alarm
high-pressure pump
82 1EM5276 electric motor - - engine Auxiliary Cabinet -

pilot fuel high-pres-
sure pump
83 xFSV5278A/B solenoid valve - - engine Injection Module -

1)
pilot fuel injector x 1/2
84 1FSV5280 flushing valve unloading - engine - -

pilot fuel rail of pilot fuel
high pres-
sure fuel
system
85 1PZV5281 pressure limiting valve mechanical - engine - -

pilot fuel rail pressure
3 Engine automation
relief pilot
fuel rail
86 1TE5282 temp sensor - - engine - -

temp after pilot fuel
2019-02-25 - 6.2
flushing- and pres-

sure limiting valve
Gas system


87 1PT5870 pressure transmitter double- –10 – engine GVUCC -
double-walled gas walled gas 0 mbar
pipe pipe venti-
lation mon-
itoring
88 2PT5870 pressure transmitter double- –10 – engine GVUCC -

double-walled gas walled gas 0 mbar
pipe pipe venti-
lation mon-
itoring
89 1PT5884 pressure transmitter - 0–10 bar engine Control Module/ -

main gas pressure Alarm; Injection
engine inlet Module 1
90 2PT5884 pressure transmitter - 0–10 bar engine Control Module/ -

main gas pressure Safety
engine inlet
91 xFSV5885A/B solenoid valve - - engine Injection Module -

1)
main gas injector x 1/2
92 1PT5887A/B1) pressure transmitter - - engine CM/Alarm Mod- -

gas pressure inert ule 1
gas purge valve A/B
outlet
93 1FSV5888A/B purge valve purging of 0–10 bar engine Control Module/ -

1)
inert gas gas system Alarm
with inert
gas
94 1PT5889 pressure transmitter for inert 0–10 bar engine Control Module/ -
gas pressure inert gas availa- Alarm
gas purge valve inlet bility moni-
toring
Charge air system
95 1PT6100 pressure transmitter, for EDS –20 – intake air Control Module/ -
intake air pressure visualisa- +20 mbar duct after Alarm
tion filter
96 1TE6100 double temp sensor, temp input 0–120 °C intake air Control Module/ -
3 Engine automation
intake air temp for charge duct after Alarm

air blow-off filter
and EDS
visualisa-
2019-02-25 - 6.2
tion
97 1TE6170 A/B1) double temp sensor, - 0–300 °C engine Control Modules -

charge air temp
charge air cooler inlet

98 1PT6180A/B1) pressure transmitter, input for 0–6 bar engine Control Modules -
charge air pressure alarm sys-
before cylinders tem
99 2PT6180A/B1) pressure transmitter, input for 0–6 bar engine Control Modules -
charge air pressure safety sys-
before tem
10 3PT6180A/B1) pressure transmitter, input for 0–6 bar engine Injection Module -
0 charge air pressure injection 1
before cylinders module
10 1TE6180A/B1) double temp sensor, alarm at 0–120 °C engine Control Modules -

1 charge air temp after high temp
charge air cooler
10 1TCV6180 temp control valve control of - engine Auxiliary Cabinet -

2 CA temp LTCW
temp for
CA cooler
stage 2
10 1ES6180 binary contact desired - engine Auxiliary Cabinet -

3 decrease charge air value out-
temp put to
1TCV6180
10 2ES6180 binary contact desired - engine Auxiliary Cabinet -

4 increase charge air value out-
temp put to
1TCV6180
10 1GT6180 analog input signal actual - engine Auxiliary Cabinet -

5 charge air temp con- value input
trol valve position from
feedback 1TCV6180
10 7GOS6180 limit switch position - engine Auxiliary Cabinet -

6 charge air temp con- feedback
trol valve closed 1TCV6180
for pre-
heating
release
10 1PT6182 pressure transmitter monitoring - turbo- Control Module/ Turbine

7 of cooling charger Alarm disc cool-
3 Engine automation
cooling air pressure

TC inlet air flow for ing
turbine
disc cool-
ing
2019-02-25 - 6.2
10 1PCV6185A/B variable flap lambda - engine - -

8 1)
compressor bypass control, CA
A/B pressure
relief


10 1GT6185A/B1) position feedback actual - engine Control Module/ -
9 signal value input Alarm
from compressor from
bypass A/B bypass flap
11 1ET6185A/B1) position setpoint desired - engine Control Module/ -

0 for compressor value out- Alarm
bypass A/B put to
bypass flap
Exhaust gas system
11 1XCV6570 variable flap exhaust - engine Extension Unit -

1 waste gate gas blow
off and
lambda-
control
11 1ET6570 position setpoint - - engine Extension Unit -

2 for waste gate
11 1GT6570 position feedback - - engine Extension Unit -

3 signal
from waste gate
11 xTE6570A/B1) double thermocou- indication, 0–800 °C engine Control Modules -

4 ples, exhaust gas alarm,
temp cylinders A/B engine pro-
tection
11 1TE6575 double thermocou- indication, 0–800 °C engine Control Modules -

5 ples, exhaust gas alarm,
temp before turbo- engine pro-
charger tection
11 1TE6580 double thermocou- indication 0–800 °C engine Control Modules -

6 ples, exhaust gas
temp after turbo-
charger
Control air, start air, stop air
11 1PT7170 pressure transmitter, engine 0–40 bar engine Control Module/ -

7 starting air pressure control, Alarm
remote
3 Engine automation
indication
11 2PT7170 pressure transmitter, engine 0–40 bar engine Control Module/ -

8 starting air pressure control, Safety
remote
2019-02-25 - 6.2
indication

9 emergency stop air low air Alarm
pressure pressure

0 emergency stop air low air Safety
pressure pressure

1 control air pressure indication Alarm

2 control air pressure indication Safety
1)
A-sensors: All engines; B-sensors: V engines only.
Table 156: List of engine-located measuring and control devices
3 Engine automation
2019-02-25 - 6.2
4 Specification for engine supplies
4.1 Explanatory notes for operating supplies – Dual fuel

engines
4.1 Explanatory notes for operating supplies – Dual fuel engines
Temperatures and pressures stated in section Planning data, Page 92 must
be considered.
4.1.1 Lube oil

The selection is mainly affected by the used fuel grade.
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 on
sulphur content
MDO (ISO-F-DMB) 12 – 20 mg KOH/g
HFO Medium-alkaline + 20 – 55 mg KOH/g

additives
Table 157: Main fuel/lube oil type
Selection of the lube oil must be in accordance with section Specification of

lubricating oil (SAE 40) for dual fuel engines, Page 258, where it distinguishes
between following operation modes:
▪ Pure gas operation
▪ Pure diesel operation or alternating gas/diesel operation
▪ Pure heavy fuel oil operation (> 2,000 h)
▪ Alternating gas/heavy oil operation
A base number (BN) that is too low is critical due to the risk of corrosion. A
base number that is too high is, could lead to deposits/sedimentation and
takes the risk of self ignition/knocking in gas mode.
In general DF engines would be assigned to the operating mode "Alternating
gas/heavy oil operation". The aim of the lube oil concept for flexible fuel oper-
ation is to keep the BN of the lube oil between 20 and 30 mg KOH/g. The
BN should not be less than 20 mg KOH/g with HFO operation and the BN
should not be more then 30 mg KOH/g with gas operation. 4 Specification for engine supplies
Therefore it is recommended to use two lube oil storage tanks with BN20 (for
gas mode) and BN40 (for HFO operation). First filling on lube oil servcie tank
to be done with BN30 (mixture of both lube oils). During gas operation the
specific lube oil consumption is replenished with BN20. During HFO opera-
tion the specific lube oil consumption is replenished with BN40.
The oils used (BN20 and BN40) must be of the same brand without fail
(same supplier). This ensures that the oils are fully compatible with each
other.
Be aware that a change from HFO to MDO/MGO as main fuel for an exten-
2019-02-25 - 6.2
ded period will demand a change of the lube oil accordingly.
4.1.2 Operation with gaseous fuel

In gas mode, natural gas is to be used according to the qualities mentioned
in the relevant section. If the engine is operated with liquid fuel, the gas
valves and gas supply pipes are to be purged and vented.
engines
4.1.3 Operation with liquid fuel

The engine is designed for operation with HFO, MDO (DMB) and MGO (DMA,
DMZ) according to ISO 8217-2017 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 8217-2017, viscosity

≥ 2 cSt at 40 °C
A) Short-term operation, Engines that are normally operated with heavy fuel, can also be operated
max. 72 hours with 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 must
not be undershoot!
B) Long-term (> 72 h) or For long-term (> 72 h) or continuous operation with DM-grade fuel special
continuous operation engine- and plant-related planning prerequisites must be set and special
actions are necessary during operation.
Following features are required on engine side:
▪ None.
Following features are required on plant side:
▪ Layout of fuel system to be adapted for low-viscosity fuel (capacity and
design 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 during

engine operation.
Boundary conditions for operation:
▪ Fuel in accordance with MGO (DMA, DMZ) and a viscosity of ≥ 2 cSt at
40 °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 be
undershoot!
▪ Nozzle cooling system switched off.
Continuous operation with MGO (DMA, DMZ):
2019-02-25 - 6.2
▪ 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 sulphur
content 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 produce

engines
low 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 of
experiences that engines have been proven to be very robust with regard to
the 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 be
avoided, due to temporarily embrittlement of seals used in the engines
fuel oil system and as a result their possibly loss of function.
4.1.4 Pilot fuel

▪ For ignition in gas mode, a small amount of pilot fuel is required. MGO
(DMA, DMZ) and MDO (DMB) are approved as pilot fuel at the engine
MAN 51/60DF. Only MGO (DMA, DMZ) is approved as pilot fuel at the
engine MAN L35/44DF. Quality as mentioned in section Specification of
diesel oil (MGO, MDO) when used as pilot-fuel for DF engines, Page 270.
Pilot fuel is to be used during operation with liquid fuel too, for cooling
the injector needles.
▪ A filtering of the pilot fuel has to be provided to achieve cleanliness level
12/9/7 according to ISO 4406.
4.1.5 Engine cooling water

The quality of the engine cooling water required in relevant section has to be
ensured.
Nozzle cooling system activation
Kind of fuel Activated
MGO (DMA, DMZ) No, see section Operation with liquid fuel, 4 Specification for engine supplies
Page 256
MDO (DMB) No
HFO Yes
Gas Yes
Table 158: Nozzle cooling system activation
4.1.6 Intake air

2019-02-25 - 6.2
The quality of the intake air as stated in the relevant sections has to be
ensured.
4.2 Specification of lubricating oil (SAE 40) for dual-fuel
engines
4.1.7 Compressed air for purging

After ending gas mode, all relevant gas installations are to be purged and
vented to ensure gas-free, non-explosive conditions in the pipes and valves.
The quality of compressed air required for purging has to be ensured as
mentioned in the relevant section.
4.2 Specification of lubricating oil (SAE 40) for dual-fuel engines
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the 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 Energy Solutions may
be used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation 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 entitled Target val-
ues for base oils, Page 258, particularly in terms of its resistance to ageing.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additives The additives must be dissolved in the oil and their composition must ensure
that as little ash as possible remains following 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 outlet
valves 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 active
or used condition are blocked.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
2019-02-25 - 6.2
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
Properties/Characteristics Unit Test method Limit value

engines
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 heating – MAN Energy Solu- –

up to 135 °C tions ageing oven1)
Insoluble n-heptane Weight % ASTM D 4055 < 0.2

or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) – MAN Energy Solu- Precipitation of resins or

tions test asphalt-like ageing products
must not be identifiable.
1)
Works' own method
Table 159: Target values for base oils
Oil for mechanical-hydraulic Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
speed governor lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
The oil quality prescribed by the manufacturer must be used for the remain-
ing engine system components.
Selection of lubricating oils/ Most of the oil manufacturers are in close regular contact with engine manu-
warranty facturers, and can therefore provide information on which oil in their specific
product range has been approved by the engine manufacturer for the partic-
ular application. Irrespective of the above, the lubricating oil manufacturers
are 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 further
information.
Oil during operation There are no prescribed oil change intervals for MAN Energy Solutions
medium-speed engines. The oil properties must be regularly analysed. The
oil can be used for as long as the oil properties remain within the defined limit
values (see tables entitled Limit values). An oil sample must be analysed
every 1 – 3 months (see maintenance schedule).
Safety/environmental If operating fluids are not handled correctly, this can pose a risk to health,
protection safety and the environment. The corresponding manufacturer's instructions
must be followed.
Analyses A monthly analysis of lube oil samples is mandatory for safe engine opera-
tion. We can analyse fuel for customers in the MAN Energy Solutions Prime-
ServLab.
Operating modes
2019-02-25 - 6.2
Operating modes The engine has an extremely high flexibility, as it can run on gas, diesel and
heavy fuel oil (HFO).
Every fuel places different demands on the lubricating oil. To ensure that the
right lubricating oil is found for the application concerned, four different oper-
ating modes have been identified:
1. Pure gas operation
2. Pure diesel operation or alternating gas/diesel operation

engines
3. Pure heavy fuel oil operation (> 2000 h)

4. Alternating gas/heavy oil operation
Lubricating oil for gas-only operation

A special lubricating oil with a low ash content must be used in engines
exclusively operated on gas. The sulphate ash content must not exceed 1 %.
Only lubricating oils approved by MAN Energy Solutions may be used. These
are specified in the table entitled Approved lubricating oils for gas-operated
MAN Energy Solutions four-stroke engines.
Manufacturer Label
ExxonMobil Pegasus 710
Pegasus 805
Shell Mysella LA 40
Mysella S3 N
Mysella S5 N401)
Chevron Texaco Cal- Geotex LA 40

tex HDAX 5200 Low Ash SAE 401)
Repsol Long Life Gas 40051)
Total Aurelia LNG1)

Nateria MP 401)
1)
Mandatory for CHP cycle applications
Table 160: Approved lubricating oils for gas-operated MAN Energy Solutions
four-stroke engines
Limit value Method

Viscosity at 40 ℃ 100 – 190 mm /s
2
ISO 3104 or ASTM D 445
Base number (BN) min. 3 mg KOH/g ISO 3771

Water content max. 0.2 % ISO 3733 or ASTM D 144
Total acid number (TAN) max. 2.5 mg KOH/g ASTM D 664

higher than fresh oil TAN
Oxidation max. 20 Abs/cm DIN 51453

Table 161: Limit values for lubricating oils during operation (pure gas
operation)
Lubricating oil for diesel operation or alternating gas/diesel operation

A lubricating oil with a higher BN (10 –16 mg KOH/g) is recommended due
to the sulphur content of the fuel in dual-fuel engines that are exclusively
2019-02-25 - 6.2
operated with diesel oil, are operated more than 40 % of the time with diesel
oil or are operated for more than 500 hours a year using diesel with an
extremely high sulphur content (S > 0.5 %).
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Approved lubricating oils SAE 40

engines
Manufacturer Base number 10 – 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40

Castrol MHP 154
Seamax Extra 40
CHEVRON Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410

Marbrax CCD-415
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540

MarWay 1040 2)
TOTAL LUBMARINE Caprano M40

Disola M4015 4 Specification for engine supplies
If marine diesel fuel with a very high sulphur content of 1.5 to 2.0 % by weight is
1)
used, a base number (BN) of approx. 20 must be selected.

2)
With a sulphur content of less than 1 %.
Table 162: Lubricating oils approved for gas oil and diesel oil-operated MAN
Energy Solutions four-stroke engines
Limit value Procedure

Viscosity at 40 °C 110 – 220 mm²/s ISO 3104 or ASTM D 445
2019-02-25 - 6.2
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) at least 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

engines
Metal content depends on engine type and operat- –

ing conditions
Guide value only

Fe max. 50 ppm
Cr max. 10 ppm –
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 163: Limit values for lubricating oils during operation (diesel oil/gas oil)
Lubricating oil for heavy fuel oil-only operation (HFO)

Lubricating oils of medium alkalinity must be used for engines that run on
HFO. HFO engines must not be operated with lubricating oil for gas engines.
Oils of medium alkalinity contain additives that, among other things, increase
the neutralisation capacity of the oil and facilitate high solubility of fuel con-
stituents.
Cleaning efficiency The cleaning efficiency must be high enough to prevent formation of com-
bustion-related carbon deposits and tarry residues. The lubricating oil must
prevent fuel-related deposits.
Dispersion capability 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.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Information on selecting a suitable BN is provided in the table below.
Approximate BN Engines/Operating conditions
(mg KOH/g Öl)
20 Marine diesel oil (MDO) with a poor quality or heavy fuel oil with a sulphur content of less than 0.5
%.
30 For pure HFO operation only with a sulphur content < 1.5 %.
40 For pure HFO operation in general, providing the sulphur content is > 1.5 %.
50 If BN 40 is not sufficient in terms of the oil service life or maintaining engine cleanliness (high sul-
phur content in fuel, extremely low lubricating oil consumption).
Table 164: Selecting the base number (BN)
Base Number (mgKOH/g)

Manufacturer
20–25 30 40 50–55
2019-02-25 - 6.2
AEGEAN – Alfamar 430 Alfamar 440 Alfamar 450
AVIN OIL S.A. – AVIN ARGO S 30 SAE AVIN ARGO S 40 SAE AVIN ARGO S 50 SAE
40 40 40
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA – Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

engines
Manufacturer
20–25 30 40 50–55
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXONMOBIL Mobilgard M420 Mobilgard M430 Mobilgard M440 Mobilgard M50
Gulf Oil Marine GulfSea Power 4020 GulfSea Power 4030 GulfSea Power 4040 GulfSea Power 4055
Ltd. MDO Gulfgen Supreme 430 Gulfgen Supreme 440 Gulfgen Supreme 455
Gulfgen Supreme 420
Idemitsu Kosan Daphne Marine Oil Daphne Marine Oil Daphne Marine Oil –
Co.,Ltd. SW30/SW40/MV30/ SA30/SA40 SH40
MV40
LPC S.A. – CYCLON POSEIDON CYCLON POSEIDON CYCLON POSEIDON

HT 4030 HT 4040 HT 4050
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
Motor Oil Hellas – EMO ARGO S 30 SAE EMO ARGO S 40 SAE EMO ARGO S 50 SAE
S.A. 40 40 40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 –
PT Pertamina Medripal 420 Medripal 430 Medripal 440 Medripal 450/455

(PERSERO)
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 –
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40

Argina S2 40 Argina S3 40 Argina S4 40 Argina S5 40
Sinopec Sinopec TPEO 4020 Sinopec TPEO 4030 Sinopec TPEO 4040 Sinopec TPEO 4050
TOTAL LUBMAR- Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 165: Approved lube oils for heavy fuel oil-operated MAN Energy Solutions four-stroke engines

Viscosity at 40 °C 110 – 220 mm²/s ISO 3104 or ASTM D445 4 Specification for engine supplies
Base number (BN) BN with at least 50% fresh oil ISO 3771
Flash point (PM) At least 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D1744
ods)

2019-02-25 - 6.2

engines

ing conditions
Guide value only .

Fe max. 50 ppm
Cr max. 10 ppm –
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 166: Limit values for lubricating oil during operation (pure heavy fuel oil operation)
Alternating gas/heavy oil operation

As already explained above, when operating with heavy fuel oil (HFO) a lubri-
cating oil with a high base number (BN) is required so as to ensure the neu-
tralization of acidic combustion products and also a strong cleaning action to
counter the effects of the fuel components (prevention of deposits). This high
neutralisation capacity (BN) is accompanied by a high ash content of the
lubricating oil.
Ash from the lubricating oil can accumulate in the combustion chamber and
exhaust-gas system. Ash from unburned BN additives in particular can accu-
mulate in the combustion chamber. In gas engines, these kinds of deposits
can act as "hot spots" at which the gas-air mixture ignites at the wrong time
thus causing knocking.
The engine has been proven to have an exceptionally low sensitivity to lubri-
cating oils with high ash content. Long-term gas operation using lubricating
oil with BN 30 has given no cause for concern.
The aim of the lubricating oil concept for flexible fuel operation is to keep the
BN of the lubricating oil between 20 and 30 mg KOH/g. The BN should not
be less than 20 with HFO operation and the BN should not be more than 30
with gas operation. This can be achieved by using two oils when refilling. Oil
with BN 40 is refilled during HFO operation, and oil with BN 20 is refilled dur-
ing gas operation. Initial filling is carried out using oil with BN 30, which can
be produced by blending oils with BN 20 and BN 40 in the engine. The oils

used (BN 20 and BN 40) must be of the same brand without fail (same sup-
plier). This ensures that the oils are fully compatible with one another.
If only fuel with a low sulphur content (< 1.5 %) is used for HFO operation,
the BN 30 lubricating oil may be used for both HFO operation and gas oper-
ation.
Manufacturer
20 – 25 30 40
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404
2019-02-25 - 6.2
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40

(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X
Gulf Oil Marine Ltd. GulfSea Power 4020 MDO GulfSea Power 4030 GulfSea Power 4040
Gulfgen Supreme 420 Gulfgen Supreme 430 Gulfgen Supreme 440
4.3 Specification of natural gas

Manufacturer
20 – 25 30 40
IDEMITSU KOSAN CO., Daphne Marine Oil Daphne Marine Oil Daphne Marine Oil SH40
LTD. SW30/SW40/MV30/MV40 SA30/SA40
LUKOIL Navigo Navigo Navigo

TPEO 20/40 TPEO 30/40 TPEO 40/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440
PT Pertamina Medripal 420 Medripal 430 Medripal 440

(PERSERO)
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040
SHELL Argina S 40 Argina T 40 Argina X 40
SINOPEC Sinopec TPEO 4020 Sinopec TPEO 4030 Sinopec TPEO 4040
TOTAL Aurelia TI4020 Aurelia TI4030 Aurelia TI4040

Table 167: Lubricating oils approved for MAN Energy Solutions four-stroke engines (alternating gas/heavy
fuel oil operation

Viscosity at 40 °C 110 – 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) 20 – 30 mgKOH/g ISO 3771
Flash point (PM) At least 185 °C ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D1744
ods)

ing conditions
Guide value only .

Fe max. 50 ppm
Cr max. 10 ppm
–
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 168: Limit values for lubricating oil during operation (alternating gas/heavy fuel oil operation)

2019-02-25 - 6.2
Gas types and gas quality

Natural gas is obtained from a wide range of sources. They can be differenti-
ated not only in terms of their composition and processing, but also their
energy content and calorific value.
Combustion in engines places special demands on the quality of the gas
composition.
The following section explains the most important gas properties.

Requirements for natural gas The gas should:

▪ comply with the general applicable specifications for natural gas, as well
as with specific requirements indicated in the table Requirements for nat-
ural gas, Page 268.
▪ be free of dirt, dry and cooled (free of water, hydrocarbon condensate
and oil) when fed to the engine. If the dirt concentration is higher than 50
mg/Nm3, a gas filter must be installed upstream of the supply system.
You can check the gas quality using a gas analyser.
Measures In the gas distribution systems of different cities that are supplied by a central
natural gas pipeline, if not enough natural gas is available at peak times, a
mixture of propane, butane and air is added to the natural gas in order to
keep the calorific value of Wobbe index constant. Although this does not
actually change the combustion characteristics for gas burners in relation to
natural gas, the methane number is decisive in the case of turbocharged gas
engines. It falls drastically when these kind of additions are made.
To protect the engine against damage in such cases, the MAN Energy Solu-
tions gas engines are provided with antiknock control.
Methane number The most important prerequisite that must be met by the gas used for com-
bustion in the gas engine is knock resistance. The reference for this evalua-
tion is pure methane which is extremely knock-resistant and is therefore the
name used for the evaluation basis:
▪ Methane number (MN)
Pure methane contains the methane number 100; hydrogen was chosen as
the zero reference point for the methane number series as it is extremely
prone to knocking. See the table titled Anti-knocking characteristic and
methane number, Page 266.
However, pure gases are very rarely used as fuel in engines. These are nor-
mally natural gases that also contain components that are made up of high-
quality hydrocarbons in addition to knock-resistant methane and often signifi-
cantly affect the methane number. It is clearly evident that the propane and
butane components of natural gas reduce the anti-knock characteristic. In
contrast, inert components, such as N2 and CO2, increase the anti-knock
characteristic. This means that methane numbers higher than 100 are also
possible.
Anti-knock characteristic of different gases expressed as methane number

(MN)
Gas Methane number (MN)
Hydrogen 0.0
N-butane 99 % 2.0
Butane 10.5
2019-02-25 - 6.2
Butadiene 11.5
Ethylene 15.5
β-butylene 20.0
Propylene 20.0
Isobutylene 26.0
Gas Methane number (MN)

Propane 35.0
Ethane 43.5
Carbon monoxide 73.0
Natural gas 70.0 – 96.0
Natural gas + 8% N2 92.0
Natural gas + 8% CO2 95.0
Pure methane 100.0
Natural gas + 15% CO2 104.4
Natural gas + 40% N2 105.5
Table 169: Anti-knock characteristic and methane number
Determining the methane MAN Energy Solutions can determine the gas methane number with high
number precision by analyzing the gas chemistry.
The gas analysis should contain the following components in vol. % or mol
%:
Carbon dioxide CO2
Nitrogen N2
Oxygen O2
Hydrogen H2
Carbon monoxide CO
Water H2O
Hydrogen sulphide H2S
Methane CH4
Ethane C2H6
Propane C3H8 4 Specification for engine supplies

I-butane I-C4H10
N-butane n-C4H10
Higher hydrocarbons
Ethylene C2H4
Propylene C3H6
The sum of the individual components must be 100 %.

2019-02-25 - 6.2
Gas mol %
CH4 94.80
C2H6 1.03
C3H8 3.15
Gas mol %
4.4 Specification of gas oil/diesel oil (MGO)
C4H10 0.16
C5H12 0.02
CO2 0.06
N2 0.78
Table 170: Exemplary composition natural gas MN 80
Fuel specification for natural gas.

The fuel at the inlet of the gas engine's gas valve unit must match the follow-
ing specification.
Fuel Natural gas
Unit Value
Hydrogen sulphide content max 5
(H2S) .
Total sulphur content max 30

.
Hydrocarbon condensate – not permissible at engine inlet

mg/Nm3
Humidity – 200 (max. operating pressure ≤ 10
bar)
50 (max. operating pressure > 10
bar)
Condensate not permissible
Total fluorine content max 5

.
Total chlorine content max 10

.
Particle concentration max 50

.
Particle size max μm 10

.
Table 171: Requirements for natural gas
One Nm3 is the equivalent to one cubic metre of gas at 0 °C and 101.32
kPa.
Diesel oil
2019-02-25 - 6.2
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification

Diesel fuels that satisfy the NATO F-75 or F-76 specifications may be used if
they adhere to the minimum viscosity requirements.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 standard and the ISO 8217 standard (Class DMA or Class
DMZ) in the current version have been extensively used as the basis when
defining these properties. The properties correspond to the test procedures
stated.
Properties Unit Test procedure Typical value
Density at 15 °C kg/m 3
ISO 3675 ≥ 820.0
≤ 890.0
Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 ≥2

≤ 6.0
Filtering capability 1)
in summer and °C DIN EN 116 must be indicated
in winter °C DIN EN 116
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
Sulphur content ISO 8754 ≤ 1.5
Ash ISO 6245 ≤ 0.01

weight %
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/m 3

ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520 4 Specification for engine supplies

(wear scar diameter)
Content of biodiesel (FAME) % (v/v) EN 14078 not permissible
Cetane index and cetane number – ISO 4264 ≥ 40

ISO 5165
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.
2019-02-25 - 6.2
Table 172: Properties of Diesel Fuel (MGO) to be maintained
Additional information
4.5 Specification of diesel oil (MGO, MDO) when used as
pilot-fuel for DF engines
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
The pour point indicates the temperature at which the oil stops flowing. To
ensure the pumping properties, the lowest temperature acceptable to the
fuel in the system should be about 10 ° C above the pour point.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the 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 integral
part of the specification.
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 of
operating fluids must be observed.
Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Energy Solutions laboratory Prime-
ServLab.
4.5 Specification of diesel oil (MGO, MDO) when used as pilot-fuel for DF engines
General
Diesel fuel is a middle distillate from crude oil processing. Other names are:
DMA, gas oil, marine gas oil (MGO), DMB, marine diesel oil (MDO). The fuel is
permitted to contain synthetically produced components (e.g. BtL, CtL, GtL
& HVO). DMA and DFA must contain no residue of any kind from crude oil
processing.
The admixture of up to 7% biodiesel (FAME) is permitted. This results in the
DFA and DFB fuel classes. Additional requirements are placed on these mix-
2019-02-25 - 6.2
tures in terms of oxidation stability.

DMB and DFB are treated as a residual fuel in the transport chain. It is there-
fore possible that the fuel is contaminated with residue from crude oil pro-
cessing. The fuel must be free of lubricating oil (ULO – used lubricating oil).
Selection of suitable diesel fuel

Unsuitable or adulterated fuel generally results in a shortening of the service
life of engine parts/ components, damage to these and to catastrophic
engine failure. It is therefore important to select the fuel with care in terms of
its suitability for the engine and the intended application. Through its com-
bustion, the fuel also influences the emissions behaviour of the engine.
The pilot oil system of engines 58/64 RDF and 35/44 DF is designed exclu-
sively for use with DMA or DFA. The 51/60 DF pilot oil system can also be
operated using DMB or DFB in addition to DMA/DFA.
Specifications and approvals

The fuel quality varies regionally and is dependent on climatic conditions.
The following values must be complied with at the engine inlet: a)
Property Unit Limit value ISO-F class Test procedure b)
DMA DFA DMB DFB
Kinematic viscosity at mm²/s d) Max. 6.00 11.00 ISO 3104,
40 °C c) ASTM D7042
Min. 2.00 2.00
Density at 15 °C kg/m3 Max. 890.0 900.0 ISO 3675, ISO 12185
Min. 820.0 820.0
Cetane index and number – Min. 40 35 ISO 4264 & ISO 5165
Sulphur content e) %(m/m) Max. 1.00 1.50 ISO 8754, ISO 14596,
ASTM D4294,
DIN 51400-10
Flash point f) °C Min. 60.0 60.0 ISO 2719
Hydrogen sulphide (H2S) mg/kg Max. 2.0 2.0 IP 570
Acid number mg KOH/g Max. 0.5 0.5 ASTM D664
Corrosion on copper Class Max. 1 1 ISO 2160
Total sediment through %(m/m) Max. – 0.10 g)

ISO 10307-1

hot filtration
Oxidation stability g/m3 Max. 25 25 25 25 ISO 12205, EN 15751

h Min. – 20 – 20
Fatty acid methyl ester % (V/V) Max. nil 7.0 nil 7.0 ASTM D7963, IP 579,
content (FAME) h) EN 14078
Carbon residue %(m/m) Max. 0.30 i) 0.30 ISO 10370
Total aromatic content %(m/m) Max. 45 45 DIN EN 12916
Polycyclic aromatic %(m/m) Max. 20 20 DIN EN 12916

hydrocarbons
2019-02-25 - 6.2
Cloud point j) °C Winter report – ISO 3015
°C Summer – –
Cold Filter Plugging Point °C Winter report – EN 116, IP 309,

(CFPP) j) IP 612
°C Summer – –
Property Unit Limit value ISO-F class Test procedure b)

DMA DFA DMB DFB

Pour point (upper) j)
°C Winter -6 0 ISO 3016
°C Summer 0 6
Appearance – – Clear & bright k) g), k)

Visual
Water k) %(m/m) Max. 0.020 0.020 DIN 51777, DIN EN

12937, ASTM D6304
Ash %(m/m) Max. 0.010 0.010 ISO 6245
Lubricity, corrected “wear µm Max. 520 520 ISO 12156-1,

scar diameter” (WSD) at ASTM D6079
60 °C
a)
Requirements applying to fuel at engine inlet; includes extra requirements and limit values in addition to ISO 8217.
b)
Refers to the latest issue at all times.
c)
The applicable requirements for the injection system must be adhered to
d)
mm²/s = 1 cSt.
e)
Despite this limit value, the system operator must comply with the regionally applicable sulphur limits in each case.
f)
SOLAS specification. A lower flash point is possible for non-SOLAS-regulated applications.
g)
If the sample is not free of contamination, it is mandatory that the hot filtration is carried out.
f)
The FAME must be in accordance with EN 14214 or ASTM D6751.
i)
Conducted at 10% distillate residue.
j)
The pour point alone does not guarantee the pumpability of the fuel under the prevailing conditions.
k)
The limit value for water must be adhered to regardless of the colouration of the fuel.
Table 173: Specification for distillate marine fuels
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the

fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
The lubricity requirements of the fuel upstream of the engine is a maximum of

520 µm WSD in each case.
Cold flow properties The cold flow properties of the fuel are determined by the climatic require-
ments at the area of operation.
The cold flow properties of a fuel may be determined and assessed using the
following standards:
▪ Cold Filter Plugging Point (CFPP) in accordance with EN 116
▪ Pour point in accordance with ISO 3016
▪ Cloud point in accordance with ISO 3015
2019-02-25 - 6.2
The system operator must be certain that the cold flow properties of the fuel
(pour point, cloud point, CFPP) are right for the climatic conditions at the
area of operation.
Analyses
4.6 Specification of diesel oil (MDO)

ServLab.
Note:
Handling of operating fluids
Handling of operating fluids can cause serious injury and damage to the envi-
ronment.
Observe safety data sheets of the operating fluid supplier.
Marine diesel oil

Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of a fuel depends on the engine design and the available
cleaning options as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217 standard in the
current version as the basis. The properties have been specified using the
stated 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

2019-02-25 - 6.2
Cetane index and cetane number - ISO 4264 > 35

ISO 5165
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Properties Unit Test procedure Designation

Lubricity μm ISO 12156-1 < 520

(wear scar diameter)
Other specifications:
ASTM D 975 – – 2D
ASTM D 396 – – No. 2

Table 174: Properties of Marine Diesel Oil (MDO) to be maintained
1)
For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not
exceed 6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection
system.
During reloading and transfer, MDO is treated like residual oil. It is possible
that 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 the
properties. Admixtures of biodiesel (FAME) are not permissible!
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the 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 integral
part 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 following
concentrations 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. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matters increase mechanical wear and formation of ash in the
2019-02-25 - 6.2
cylinder 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 catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.
Note:
4.7 Specification of heavy fuel oil (HFO)

Analyses
ServLab.
Prerequisites
MAN Energy Solutions four-stroke diesel engines can be operated with any
heavy fuel oil obtained from crude oil that also satisfies the requirements in
table The fuel specification and corresponding characteristics for heavy fuel
oil , Page 276 providing the engine and fuel processing system have been
designed accordingly. To ensure that the relationship between the fuel, spare
parts and repair / maintenance costs remains favourable at all times, the fol-
lowing points should be observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper- 4 Specification for engine supplies
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in table The
fuel specification and corresponding characteristics for heavy fuel oil, Page
276. 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), consultation
2019-02-25 - 6.2
with Technical Service of MAN Energy Solutions in Augsburg is required.

Heavy fuel oils with a maximum density of 1,010 kg/m3 may only be used if
up-to-date separators are installed.
Important Even though the fuel properties specified in the table entitled The fuel specifi-
cation and corresponding properties for heavy fuel oil, Page 276 satisfy the
above requirements, they probably do not adequately define the ignition and
combustion properties and the stability of the fuel. This means that the oper-
ating behaviour of the engine can depend on properties that are not defined
in the specification. This particularly applies to the oil property that causes
formation of deposits in the combustion chamber, injection system, gas
ducts and exhaust gas system. A number of fuels have a tendency towards
incompatibility with lubricating oil which leads to deposits being formed in the
fuel delivery pump that can block the pumps. It may therefore be necessary
to exclude specific fuels that could cause problems.
Blends The addition of engine oils (old lubricating oil, ULO – used lubricating oil) and
additives 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 this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not 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 as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (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 is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow 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- weight % max. 20 Combustion properties

son)
Sulphur content 5 or Sulphuric acid corrosion

2019-02-25 - 6.2
legal requirements
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 silicon mg/kg max. 60 Heavy fuel oil preparation

content (total)
Acid number mg KOH/g 2.5 –
Hydrogen sulphide mg/kg 2 –
Used lube oil (ULO) mg/kg Calcium max. 30 mg/kg The fuel must be free of lube
(calcium, zinc, phos- Zinc max. 15 mg/kg oil (ULO – used lube oil). A fuel
phorus) is considered contaminated
Phosphorus max. 15 with lube oil if the following
mg/kg concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphalt content weight % 2/3 of coke residue (acc. to Combustion properties This
Conradson) requirement applies accord-
ingly.
Sodium content mg/kg Sodium < 1/3 vanadium, Heavy fuel oil preparation
sodium <100
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 175: The fuel specification and the corresponding properties for heavy fuel oil
Please see section ISO 8217-2017 Specification of HFO, Page 285.
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economical operation with heavy fuel oil within the limit values specified in
the table entitled The fuel specification and corresponding properties for
heavy fuel oil, Page 276 is possible under normal operating conditions, provi-
ded the system is working properly and regular maintenance is carried out. If
these requirements are not satisfied, shorter maintenance intervals, higher
wear and a greater need for spare parts is to be expected. The required 4 Specification for engine supplies
maintenance intervals and operating results determine which quality of heavy
fuel oil should be used.
It is an established fact that the price advantage decreases as viscosity
increases. 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.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, L16/24,
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L21/31, L23/30H, L27/38, L28/32H: 12 – 18 cSt) and corresponding fuel

temperature upstream of the engine must be observed. This is the only way
to ensure efficient atomisation and mixture formation and therefore low-resi-
due combustion. This also prevents mechanical overloading of the injection
system. For the prescribed injection viscosity and/or the required fuel oil tem-
perature upstream of the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank The heavy fuel oil is pre-cleaned in the settling tank. This pre-cleaning is
more 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 order
to prevent the formation of asphalt in the heavy fuel oil). One settling tank is
suitable for heavy fuel oils with a viscosity below 380 mm2/s at 50 °C. If the
heavy fuel oil has high concentrations of foreign material or if fuels according
to 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 drained
from the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – such as water, foreign matter and sludge. The separators must
be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
throughout 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 Table_ Achievable contents of foreign matter and water, Page 279
shows the prerequisites that must be met by the separator. These limit val-
ues are used by manufacturers as the basis for dimensioning the separator
and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
Application in ships and stationary use: parallel installation

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One separator for 100% flow rate One separator (reserve) for 100%
flow rate
Figure 106: Arrangement of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the manufacturers' current

recommendations (Alfa Laval and Westphalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Energy Solutions should be consulted.
If the treatment is in accordance with the MAN Energy Solutions specifica-
tions and the correct separators are chosen, it may be assumed that the
results stated in the table entitled Achievable contents of foreign matter and
water, Page 279 for inorganic foreign matter and water in heavy fuel oil will
be achieved at the engine inlet.
Results obtained during operation in practice show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lube oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content – < 15 mg/kg
Water content – < 0.2 vol.%

Table 176: Achievable contents of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as

thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge 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 fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble 4 Specification for engine supplies
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does 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 a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
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Under certain conditions, high-temperature corrosion can be prevented by

using a fuel additive that increases the melting point of heavy fuel oil ash (also
see Additives for heavy fuel oils, Page 283).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above section for more information). Heavy fuel oils containing a high
proportion 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 may

be present in the heavy fuel oils. In most cases, these catalyst particles are
aluminium silicates causing a high degree of wear in the injection system and
the engine. The aluminium content determined, multiplied by a factor of
between 5 and 8 (depending on the catalytic bond), is roughly the same as
the proportion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the 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.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperature
is not at least 10 °C above the pour point, pump problems will occur. For
more information, also refer to paragraph Low-temperature behaviour (ASTM
D 97, Page 280.
Combustion properties 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 the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see paragraph Compatibility, Page 283).
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the 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 ignition
quality.
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 the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
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The disadvantages of using fuels with poor ignition characteristics can be

limited by preheating the charge air in partial load operation and reducing the
output 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 Energy Solu-
tions piston engines.
The ignition quality is one of the most important properties of the fuel. This

value appears as CCAI in ISO 8217. This method is only applicable to
"straight run" residual oils. The increasing complexity of refinery processes
has the effect that the CCAI method does not correctly reflect the ignition
behaviour for all residual oils.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA), which is used in some
fuel testing laboratories (FCA) in conformity with IP 541.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into an instrument-specific
cetane number (ECN: Estimated Cetane Number). It has been determined
that heavy fuel oils with a low ECN number cause operating problems and
may even lead to damage to the engine. An ECN >20 can be considered
acceptable.
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. Also see illustration entitled Nomogram for determining
the CCAI – assigning the CCAI ranges to engine types, Page 282.

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V Viscosity in mm2/s (cSt) A Normal operating condi-

at 50° C tions
D Density [in kg/m3] at 15° B The ignition characteris-
C tics can be poor and
require adapting the
engine or the operating
conditions.
CCAI Calculated Carbon C Problems identified may
Aromaticity Index lead to engine damage,
even after a short period
of operation.
1 Engine type 2 The CCAI is obtained
from the straight line
through the density and
viscosity of the heavy fuel
oils.
The CCAI can be calculated using the following formula:
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CCAI = D - 141 log log (V+0.85) - 81
Figure 107: Nomogram for determining the CCAI and assigning the CCAI ranges to
engine types
Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the

operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
The BN values specified in section Specification of lubricating oil (SAE 40) for
heavy fuel operation (HFO), Page 258 are sufficient, providing the quality of
lubricating oil and the engine's cooling system satisfy the requirements.
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator 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 oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) or other
residual fuels (e.g. LSFO or ULSFO) to obtain the required quality or viscosity
of heavy fuel oil, it is extremely important that the components are compati-
ble (see section Compatibility, Page 283). The compatibility of the resulting
mixture must be tested over the entire mixing range. A reduced long-term
stability due to consumption of the stability reserve can be a result. A p-value
> 1.5 as per ASTM D7060 is necessary.
Additives for heavy fuel oils MAN Energy Solutions engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. 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 probable
effects 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 283.
▪ Dispersing agents/stabilisers
Precombustion additives
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corrosion)
▪ Soot removers (exhaust-gas system)
Table 177: Additives for heavy fuel oils and their effects on the engine
operation
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Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Energy
Solutions will monitor developments and inform its customers if required.
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 be
selected.
Note:
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of 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 through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Energy Solutions laboratory PrimeServ-
Lab.
2019-02-25 - 6.2
2019-02-25 - 6.2

4.7.1 ISO 8217:2017 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
Kinematic 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
viscosity
MAN 51/60DF IMO Tier II / IMO Tier III, Project Guide – Marine, EN
at 50 °Cb
Density at 15 °C kg/m3 Max. 920.0 960.0 975.0 991.0 991.0 1010.0 See 7.1
ISO 3675 or
ISO 12185
CCAI – Max. 850 860 860 860 870 870 See 6.3 a)
Sulfurc % (m/m) Max. Statutory requirements See 7.2

ISO 8754
ISO 14596
Flash point °C Min. 60.0 60.0 60.0 60.0 60.0 60.0 See 7.3
ISO 2719
Hydrogen sulfide mg/kg Max. 2.00 2.00 2.00 2.00 2.00 2.00 See 7.11
IP 570
Acid numberd mg Max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment % (m/m) Max. 0.10 0.10 0.10 0.10 0.10 0.10 See 7.5
aged ISO 10307-2
Carbon residue: % (m/m) Max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
4 Specification for engine supplies 4.7.1 ISO 8217:2017 Specification of HFO

285 (515)
4
286 (515)
4 Specification for engine supplies 4.7.1 ISO 8217:2017 Specification of HFO
4
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
MAN 51/60DF IMO Tier II / IMO Tier III, Project Guide – Marine, EN
(upper)e
Winter quality °C Max. 0 0 30 30 30 30 ISO 3016
Summer quality
°C Max. 6 6 30 30 30 30 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 7.7
IP 501, IP 470
or ISO 14597
Sodium mg/kg Max. 50 100 100 50 100 100 see 7.8

IP 501, IP 470
Aluminium plus mg/kg Max. 25 40 40 50 60 60 see 7.9

silicon IP 501, IP 470
or ISO 10478
Used lubricating – The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following condi- (see 7.10) IP
oils (ULO): tions is met: 501 or
calcium and zinc
or mg/kg calcium > 30 and zinc > 15 IP 470

calcium and
phosphorus or
mg/kg calcium > 30 and phosphorus > 15 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.
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4.8 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 108: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different 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 preheating

temperature
Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm2/s at 50 °C in mm²/s at engine inlet1) in °C
≥ 12 126 (line c)
≤ 14 119 (line d)
1)
With these figures, the temperature drop between the last preheating device and
the fuel injection pump is not taken into account.
Table 178: Determining the viscosity-temperature curve and the required
preheating temperature
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity
of fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the 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 and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/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 low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in 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 up
to 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 so
as to allow the heavy fuel oil to be heated to roughly 10 °C above the pour
point.
Note:
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the engine
must be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizing
of 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 the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB)
A fuel cooler must therefore be installed.
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If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Energy Solutions in Augsburg.
4.9 Specification of engine cooling water

Preliminary remarks
An 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 must
be 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 heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated coolant must correspond to the following limit
values:
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 179: Properties of coolant that must be complied with
1 dGH (German
1)
≙ 10 mg CaO in litre of water ≙ 17.9 mg CaCO3/l
hardness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
2)
1 mg/l ≙ 1 ppm
Testing equipment The MAN Energy Solutions water testing equipment incorporates devices
that determine the water properties directly related to the above. The manu-
facturers of anticorrosive agents also supply user-friendly testing equipment.
For information on monitoring cooling water, see section Cooling water
inspecting, Page 295.
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
2019-02-25 - 6.2
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than normal hard water as the
thin 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.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of

overriding importance. The temporary hardness is determined by the carbo-
nate content of the calcium and magnesium salts. The permanent hardness
is 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 water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation 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 form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the coolant has not been treated correctly.
Processing of engine cooling water

Formation of a protective The purpose of treating the engine coolant using anticorrosive agents is to
film produce a continuous protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In order for an anticorrosive
agent to be 100 % effective, it is extremely important that untreated water
satisfies the requirements in the paragraph Requirements, Page 289.
Protective films can be formed by treating the coolant with anticorrosive
chemicals or emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Note:
The engine must not be brought into operation without treating the cooling
water first.
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Additives for cooling water

Only the additives approved by MAN Energy Solutions and listed in the
tables under the paragraph entitled Permissible cooling water additives may
be used.
Required release A coolant additive may only be permitted for use if tested and approved as

per the latest directives of the ICE Research Association (FVV) “Suitability test
of internal combustion engine cooling fluid additives.” The test report must
be obtainable on request. The relevant tests can be carried out on request in
Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials
Research and Testing), Abteilung Oberflächentechnik (Surface Technology
Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the coolant additive has been tested by the FVV, the engine must be
tested in a second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of coolant containing
additives. For more information, consult the additive supplier.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.
Slushing oil
This 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. This
prevents corrosion without interfering with heat transfer, and also prevents
limescale deposits on the walls of the cooling system.
Emulsifiable corrosion protection oils have lost importance. For reasons of
environmental 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 Energy Solutions engines.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be 4 Specification for engine supplies
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled Antifreeze agent with slushing properties, Page 295 (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 on
the lowest temperatures that are to be expected at the place of use.
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Antifreeze agents are generally based on ethylene glycol. A suitable chemical

anticorrosive agent must be added if the concentration of the antifreeze
agent prescribed by the user for a specific application does not provide an
appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that the antifreeze agents listed in the table Antifreeze agents with slushing
properties, Page 295 also contain corrosion inhibitors and their compatibility
with other anticorrosive agents is generally not given, only pure glycol may be
used as antifreeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Nitrite-free chemical
additives, Page 294 together with glycol is not permitted, because monitor-
ing the anticorrosive agent concentration in this mixture is no more possible.
Antifreeze agents may only be added after approval by MAN Energy Solu-
tions.
Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.
Biocides
If 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 specific
application.
▪ The biocide must be compatible with the sealing materials used in the
coolant 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 system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system.
The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see section Cooling water system cleaning,
Page 296).
Loose solid matter in particular must be removed by flushing the system
thoroughly 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 cooling
system. In most cases, the supplier of the coolant additive will be able to
carry out this work and, if this is not possible, will at least be able to provide
suitable 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. The
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cooling system must be flushed thoroughly after cleaning. Once this has
been done, the engine coolant must be immediately treated with anticorro-
sive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.
Regular checks of the coolant condition and coolant system

Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore
advisable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks 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 the
test kits specified by the manufacturer. The results must be documented.
Note:
The chemical additive concentrations shall not be less than the minimum
concentrations indicated in the table Nitrite-containing chemical additives,
Page 294.
Excessively low concentrations lead to corrosion and must be avoided. Con-
centrations that are somewhat higher do not cause damage. Concentrations
that 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 be
replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be 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 deposits
if the water is very hard. If the concentration of chloride ions has increased,
this generally indicates that seawater has entered the system. The maximum
specified concentration of 50 mg chloride ions per kg must not be exceeded
as 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 the
sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the paragraph Requirements,
Page 289. The concentration of anticorrosive agent must subsequently be
checked and adjusted if necessary.
Subsequent checks of the coolant are especially required if the coolant had
to be drained off in order to carry out repairs or maintenance.
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
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clothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Energy Solutions two-
stroke main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H,
27/38 or 28/32H, the cooling water recommendations for the main engine
must be observed.
Analyses
Regular analysis of coolant is very important for safe engine operation. We
ServLab.
Permissible cooling water additives

Manufacturer Product designation Initial dosing Minimum concentration ppm
for 1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

Maxigard 40 l 40,000 1,330 2,000
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600

Dieselguard 4.8 kg 4,800 2,400 3,600
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500

(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500
Nalco Nalcool 2000 30 l 30,000 1,000 1,500

TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000

Colorcooling 24 l 24,000 2,000 3,000
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -

Non-Chromate
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 180: 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

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Q8 Oils Q8 Corrosion Inhibitor 7.5 – 11

Long-Life
Table 181: Nitrite-free chemical additives
Anti-freeze solutions with slushing properties
4.10 Cooling water inspecting

Manufacturer Product designation Concentration range Antifreeze agent range1)
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell Min. 35 Vol. % Min. –20 °C

Max. 60 Vol. % 2) Max. –50 °C
Mobil Antifreeze agent 500
Arteco Havoline XLC
Total Glacelf Auto Supra

Total Organifreeze
Table 182: Antifreeze agents with slushing properties
Antifreeze agent acc. to

1)
35 Vol. % corresponds to approx. –
ASTMD1177 20 °C
55 Vol. % corresponds to approx. – (manufacturer's instructions)
45 °C
60 Vol. % corresponds to approx. –
50 °C
2)
Antifreeze agent concentrations higher than 55 vol. % are only permitted, if safe heat removal is ensured by a suffi-
cient cooling rate.
4.10 Cooling water inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The freshwater used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid, evaluation of the operating
fluid and checking the concentration of the anticorrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Energy Solutions water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Energy Solutions or
Mar-Tec Marine, Hamburg).
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Equipment for testing the When using chemical additives:

concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

4.11 Cooling water system cleaning
Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated coolant
Total hardness ≤ 10 dGH 1)

≤ 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 183: 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

Short specification
Anticorrosive agent Concentration
Chemical additives According to the quality specification, see section Engine cooling water specifications,
Page 289.
Anti-freeze agents
Table 184: Concentration of the cooling water additive
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance 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 Energy Solutions (quality specifications in section Engine cool-
ing water specifications, Page 289) must be complied with in all cases.
These recommended concentrations may be other than those specified by

the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Energy Solutions.
Regular water samplings Small quantities of lube oil in coolant can be found by visual check during
regular water sampling from the expansion tank.
Regular analysis of coolant is very important for safe engine operation. We
ServLab.
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Summary
Remove 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, flushing
the system.
Cleaning
The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents 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 done
by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge., Page 297 Products by other manufacturers can be
used providing they have similar properties. The manufacturer's instructions
for 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 Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 185: Cleaning agents for removing oil sludge
Lime and rust deposits 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 be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct 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 of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing limescale and rust deposits., Page 298 Prod-
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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. Prior
to cleaning, check whether the cleaning agent is suitable for the materials to
be cleaned. The products listed in the table entitled Cleaning agents for
removing limescale and rust deposits, Page 298 are also suitable for stain-
less steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-Acid 5 – 10 % 4 h at 60 – 70 °C
Descale-IT 5 – 10 % 4 h at 60 – 70 °C
Ferroclean 10 % 4 – 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 186: Cleaning agents for removing lime scale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid 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 that
acid 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 dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled Cleaning agents for removing
limescale and rust deposits, Page 298.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Note:
Start the cleaning operation only when the engine has cooled down. Hot
engine components must not come into contact with cold water. Open the
venting pipes before refilling the cooling water system. Blocked venting pipes
prevent air from escaping which can lead to thermal overloading of the
engine.
Note:
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The products to be used can endanger health and may be harmful to the
environment. Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids
must be observed.
4.12 Specification of intake air (combustion air)

4.12 Specification of intake air (combustion air)
General
The quality and condition of intake air (combustion air) have a significant
effect 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 promote
corrosion.
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 silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the ISO Coarse 45% quality in accordance with DIN
EN ISO 16890.
Requirements
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by an ISO Coarse 45% class filter as per DIN EN ISO 16890, if the combus-
tion air is drawn in from inside (e.g. from the machine room/engine room). If
the combustion air is drawn in from outside, in the environment with a risk of
higher inlet air contamination (e.g. due to sand storms, due to loading and
unloading 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 to
ISO ePM10 50% according to DIN EN ISO 16890.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by an ISO COARSE 45% class filter as per DIN EN ISO
16890, if the combustion air is drawn in from inside (e.g. from machine room/

engine room). Gas engines or dual-fuel engines must be equipped with a dry
filter. Oil bath filters are not permitted because they enrich the inlet air with oil
mist. This is not permissible for gas operated engines because this may
result in engine knocking. If the combustion air is drawn in from outside, in
the environment with a risk of higher inlet air contamination (e.g. due to sand
storms, due to loading and unloading grain cargo vessels or in the surround-
ings of cement plants) additional measures must be taken. This includes the
use of pre-separators, pulse filter systems and a higher grade of filter effi-
ciency class at least up to ISO ePM10 50% according to DIN EN ISO 16890.
In general, the following applies:
The inlet air path from air filter to engine shall be designed and implemented
2019-02-25 - 6.2
airtight 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.
The air must not contain organic or inorganic silicon compounds.
Properties Limit Unit 1)

4.13 Specification of compressed air
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 187: Typical values for intake air (combustion air) that must be
complied with
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.
4.13 Specification of compressed air
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality of The starting air must fulfil at least the following quality requirements accord-
starting air system ing to ISO 8573-1:2010.
Purity regarding solid particles Quality class 6

Particle size > 40µm max. concentration < 5 mg/m3
Purity regarding moisture Quality class 7
Residual water content < 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 may
occur.
▪ The starting air system and the starting air receiver must be equipped
with 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-
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ted in a safe manner.

Compressed air quality in the Please note that control air will be used for the activation of some safety
control air system functions on the engine – therefore, the compressed air quality in this system
is very important.
Control air must meet at least the following quality requirements according to
ISO 8573-1:2010.
▪ Purity regarding solid particles Quality class 5
4.14 Specification of inert gas

▪ Purity regarding moisture Quality class 4
▪ Purity regarding oil Quality class 3
For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality
soot blowing requirements according to ISO 8573-1:2010.

Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
reducing agent atomisation following 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.
For gas valve unit control (GVU)

Compressed control air Compressed air for the gas valve unit control (GVU) must meet at least the
quality for the gas valve unit following quality requirements according to ISO 8573-1:2010.
control (GVU)

General
To prevent formation of a hazardous explosive gas mixture, inert gas is used
for purging gas pipelines. For inert gas quality, ISO 8573-1:2010 must be
observed.
Nitrogen only is permitted as inert gas.
As this gas will finally become part of inlet air, the quality requirements are
similarly high.
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Requirements
Inert gas quality Inert gas must fulfil at least the following quality requirements according to
ISO 8573-1:2010.
Purity regarding solid particles Quality class 4

Purity regarding moisture Quality class 4

Purity regarding oil Quality class 4
Additional requirement Only inert gas with a purity of minimum 95% N2 may be used.
Note:
Functional safety of flushing process
It is imperative that this specification is observed, as the proper function of
the flushing process and safety function scope depend on it. Additionally, the
service life of the gas valves depends on the purity with respect to solid parti-
cles.
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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 engine
by the shipyard. Piping systems are to be designed in order to maintain the
pressure losses at a reasonable level. To achieve this with justifiable costs, it
is recommended to maintain the flow rates as indicated below. Nevertheless,
depending on specific conditions of piping systems, it may be necessary in
some cases to adopt even lower flow rates. Generally it is not recommended
to 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 188: 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 EN

13480-3.
▪ For piping, black steel pipe should be used; stainless steel shall be used
where necessary.
▪ Outer surface of pipes needs to be primed and painted according to the
specification – for stationary power plants it is recommended to execute
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painting according Q10.09028-5013.

▪ The pipes are to be sound, clean and free from all imperfections. The
internal surfaces must be thoroughly cleaned and all scale, grit, dirt and
sand used in casting or bending has to be removed. No sand is to be
used as packing during bending operations. For further instructions
regarding stationary power plants also consider Q10.09028-2104.
▪ In the case of pipes with forged bends care is to be taken that internal
surfaces are smooth and no stray weld metal left after joining.
▪ See also the instructions in our Work card 6682000.16-01E for cleaning
of steel pipes before fitting together with the Q10.09028-2104 for sta-
tionary power plants.
LT-, HT- and nozzle cooling water pipes

Galvanised steel pipe must not be used for the piping of the system as all
additives contained in the engine cooling water attack zinc. Moreover, there
is the risk of the formation of local electrolytic element couples where the zinc
layer has been worn off, and the risk of aeration corrosion where the zinc
layer is not properly bonded to the substrate.
Proposed material (EN)
P235GH, E235, X6CrNiMoTi17-12-2
Fuel oil pipes, lube oil pipes

Galvanised steel pipe must not be used for the piping of the system as acid
components 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 for
the piping of the system.
X6CrNiMoTi17-12-2
Compressed air pipes

Galvanised steel pipe must not be used for the piping of the system.
Natural gas pipes

Galvanised steel pipe must not be used for the piping of the system.
Note:
The material for manufacturing the supply gas piping from the GVU to the
engine inlet must be stainless steel. Recommended material is X6CrNi-
MoTi17-12-2.
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Sea water pipes

Material 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
Arrangement of hoses on engine

Flexible pipe connections become necessary to connect engines with exter-
nal piping systems. They are used to compensate the dynamic movements
of the engine in relation to the external piping system. For information about
the origin of the dynamic engine movements, their direction and identity in
principle see table Excursions of resilient mounted L engines, Page 305 and
table Excursions of the V engines, Page 305.
Origin of static/ Engine rotations unit Coupling displacements unit Exhaust flange
dynamic (at the turbocharger)
movements
° mm mm
Axial Cross Vertical Axial Cross Vertical Axial Cross Vertical
direction direction direction
Rx Ry Rz X Y Z X Y 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 0.0 0.0 0.0 0.35 (to 0.0 0.0 2.9 (to 0.9
(CCW) control control
side) side)
Vibration (±0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 ±0.12 ±0.08
during normal
operation
Run out ±0.053 0.0 0.0 0.0 ±0.64 0.0 0.0 ±3.9 ±1.1
resonance
Table 189: Excursions of resiliently mounted L engines
Note:
The above entries are approximate values (±10 %); they are valid for the
standard design of the mounting.
Assumed sea way movements: Pitching ±7.5°/ rolling ±22.5°.

movements
° mm mm
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Pitching 0.0 ±0.066 0.0 ±1.7 0.0 ±3.4 ±5.0 0.0 ±2.6
Rolling ±0.3 0.0 0.0 0.0 ±5.0 ±0.54 0.0 ±21.2 ±5.8
Engine torque –0.07 0.0 0.0 0.0 +0.59 0.0 0.0 +4.2 –1.37
(to A bank) (to A bank) (A-TC)

movements
° mm mm
Vibration (±0.004) ~0.0 ~0.0 0.0 ±0.1 0.0 ±0.04 ±0.11 ±0.1
during normal
operation
Run out ±0.052 0.0 0.0 0.0 ±0.64 0.0 ±0.1 ±3.6 ±1.0
resonance
Table 190: Excursions of the V engines
Note:
The above entries are approximate values (±10 %); they are valid for the
standard 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 utilised
by the above loading cases.
Figure 109: 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. Therefore
the installation direction of flexible pipes must be vertically (in Z-direction) if
ever possible. An installation in horizontal-axial direction (in X-direction) is not
permitted; an installation in horizontal-lateral (Y-direction) is not recommen-
2019-02-25 - 6.2
ded.
The media connections (compensators) to and from the engine must be
highly flexible whereas the fixations of the compensators on the one hand
with the engine and on the other hand with the environment must be realised
as stiff as possible.
Flange and screw connections

Flexible pipes delivered loosely by MAN Energy Solutions are fitted with
flange connections, for sizes with DN32 upwards. Smaller sizes are fitted
with screw connections. Each flexible pipe is delivered complete with counter
flanges or, those smaller than DN32, with weld-on sockets.
Arrangement of the external piping system

Shipyard's pipe system must be exactly arranged so that the flanges or
screw connections do fit without lateral or angular offset. Therefore it is rec-
ommended to adjust the final position of the pipe connections after engine
alignment is completed.
Figure 110: Arrangement of pipes in system
Installation of hoses
In the case of straight-line-vertical installation, a suitable distance between
the hose connections has to be chosen, so that the hose is installed with a
sag. The hose must not be in tension during operation. To satisfy a correct
sag in a straight-line-vertically installed hose, the distance between the hose
connections (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 in
lateral-horizontal direction (Y-direction) the hose must be installed preferably
with a 90° arc. The minimum bending radii, specified in our drawings, are to
be observed.
Never twist the hoses during installation. Turnable lapped flanges on the
hoses avoid this.

Where screw connections are used, steady the hexagon on the hose with a
wrench while fitting the nut.
Comply with all installation instructions of the hose manufacturer.
Depending on the required application rubber hoses with steel inlet, metal
hoses or PTFE-corrugated hose lines are used.
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Installation of steel compensators

Steel compensators are used for hot media, e.g. exhaust gas. They can
compensate movements in line and transversal to their centre line, but they
are absolutely unable to compensate twisting movements. Compensators
are very stiff against torsion. For this reason all kind of steel compensators
installed 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 engine
mountings, also for semi-resilient or rigid mounted engines. But in these
cases the compensators are quite shorter, they are designed only to com-
pensate the thermal expansions and vibrations, but not other dynamic
engine movements.
Angular compensator for fuel oil

The fuel oil compensator, to be used for resilient mounted engines, can be
an angular system composed of three compensators with different charac-
teristics. Please observe the installation instruction indicated on the specific
drawing.
Supports of pipes
Flexible 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 a
sturdy 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 of
the fluid and the dynamic force.
Example of the axial force of a compensator to be absorbed by the pipe
anchor:
▪ 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 pressure
peaks and vibrations.
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Figure 111: Installation of hoses

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5.1.4 Condensate amount in charge air pipes and air vessels
Figure 112: Diagram condensate amount
The amount of condensate precipitated from the air can be considerablly

high, particularly in the tropics. It depends on the condition of the intake air
(temperature, relative air humidity) in comparison to the charge air after
charge air cooler (pressure, temperature).
It is important, that no condensed water of the intake air/charge air will be led
to 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 (intake
air), see figure Diagram condensate amount, Page 310 between the corre-
sponding relative air humidity curve and the ambient air temperature.
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Secondly determine the point II of intersection in the right side of the diagram
(charge air) between the corresponding charge air pressure curve and the
charge air temperature. Note that charge air pressure as mentioned in sec-
tion Planning data, Page 92 is shown in absolute pressure.
At both points of intersection read out the values [g water/kg air] on the verti-
cally axis.
The intake air water content I minus the charge air water content II is the

condensate 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 310. Intake air
water 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 receiver
just use the 30 bar curve (see figure Diagram condensate amount, Page 310)
in a similar procedure.
Example how to determine the amount of water accumulating in the charge

air 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 °C 35
Relative air humidity % 80
Charge air condition (II):

Charge air temperature after cooler1) °C 56
Charge air pressure (over pressure) 1)
bar 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
In case of two-stage turbocharging choose the values of the high-pressure TC and cooler (second stage of turbo-
1)
charging system) accordingly.

Table 191: 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 air

receiver
Parameter Unit Value
Volumetric capacity of tank (V) litre 3,500
m3 3.5
Temperature of air in starting air receiver (T) °C 40

K 313
Air pressure in starting air receiver (p above atmosphere) bar 30

Air pressure in starting air receiver (p absolute) bar abs 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 192: Example how to determine the condensate amount in the starting air receiver
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5.2 Lube oil system

5.2 Lube oil system
5.2.1 Lube oil system description
The following description refers to the figure(s) Lube oil system diagram(s),
Page 321, which represent the standard design of external lube oil service
system.
The internal lubrication of the engine and the turbocharger is provided with a
force-feed lubrication system.
In multi-engine plants, for each engine a separate lube oil system is required.
According to the required lube oil quality, see table Main fuel/lube oil type,
Page 255.
For dual fuel engines (gas-diesel engines) the brochure "Safety Concept –
Marine dual fuel engines" will explain additional specific requirements.
Requirements before commissioning of engine

The flushing of the lube oil system in accordance to the MAN Energy Solu-
tions specification (see the relevant working cards) demands before commis-
sioning of the engine, that all installations within the system are in proper
operation. Please be aware that special installations for commissioning are
required and the lube oil separator must be in operation from the very first
phase of commissioning.
Please contact MAN Energy Solutions or licensee if any uncertainties occur.
T-001/Lube oil service tank

The main purpose of the lube oil service tank is to separate air and particles
from the lube oil, before pumping the lube oil to the engine. For the design of
the service tank the class requirements have to be taken in consideration.
For design requirements of MAN Energy Solutions see section Lube oil serv-
ice tank, Page 328.
H-002/Lube oil preheater

To fulfill the starting conditions (see section Starting conditions, Page 43)
preheating of the lube oil in the lube oil service tank is necessary. Therefore
the preheater of the separator is often used. The preheater must be enlarged
in 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, the

lube oil of the corresponding engines always has to be in the temperature
range of starting conditions. Means that also the maximum lube oil tempera-
ture limit should not be exceeded during engine start.
Suction pipes
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Suction pipes must be installed with a steady slope and dimensioned for the
total resistance (incl. pressure drop for suction filter) not exceeding the pump
suction head. Before engine starts, venting of suction line must be warran-
ted. Therefore the design of the suction line must be executed accordingly.
PSV-004/Lube oil non-return flap with integrated safety valve

5.2 Lube oil system
A non-return flap must be installed close to the lube oil tank to prevent lube
oil back flow when the engine has been shut off. This non-return flap must be
by-passed by a safety valve to protect the pump against high pressure
caused by momentary counter-rotation of the engine during shutdown. MAN
Energy Solutions solution for these two requirements is a special non-return
flap with integrated safety valve. If there is used a normal return flap, the line
of the external safety valve should lead back into the lube oil tank sub-
merged. The required opening pressure of the safety valve is approximately
0.4 bar.
FIL-004/Lube oil suction strainer

The lube oil suction strainer protects the lube oil pumps against larger dirt
particles that may have accumulated in the tank. It is recommended to use a
cone type strainer with a mesh size of 1.5 mm. Two manometers installed
before and after the strainer indicate when manual cleaning of filter becomes
necessary, which should preferably be done in port.
P-001/P-007/P-074/Lube oil pumps

For ships with more than one main engine additionally to the service pump a
prelubrication pump P-007 for pre- and postlubrication is necessary.
Dependent on the type of prelubrication pump, an orifice on the discharge
side could be necessary, to comply with the required differential pressure
over the pump, given by the pump manufacturer. For further information
according that pump see section Planning data, Page 92 and paragraph
Lube oil, Page 146. A main lube oil pump as spare is required to be on board
according to class society.
For ships with a single main engine drive it is preferable to design the lube oil
system with a combination of an engine driven lube oil service pump
(attached) P-001 and a lube oil stand-by pump (free-standing) P-074 (100 %
capacity).
Additionally a prelubrication pump is recommended. If nevertheless the
stand-by pump is used for pre- and postlubrication MAN Energy Solutions
has to be consulted as there are necessary modifications in the engine auto-
mation.
The prelubrication pump must be located as low as possible and close to the
lube oil service tank to prevent cavitation. The pressure drop in the piping
must not exceed the suction capability of the pump. With adequate diame-
ter, straight lines and short length the pressure drop can be kept low.
Using the stand-by pump for continuous prelubrication is not permissible.

As long as the installed stand-by pump provides 100 % capacity of the oper-
ating pump, the class requirement to have a spare part operating pump on
board, is fulfilled. Both pumps must be located as low as possible and close
to the lube oil service tank to prevent cavitation. The pressure drop in the
piping must not exceed the suction capability of the pump. With adequate
2019-02-25 - 6.2
diameter, straight lines and short length the pressure drop can be kept low.
For design data of these lube oil pumps see section Planning data, Page 92
and the following.
In case of unintended engine stop (e.g. blackout) the postlubrication must be
started as soon as possible (latest within 20 min) after the engine has stop-
ped and must persist for 15 min.
This is required to cool down the bearings of turbocharger and hot inner
5.2 Lube oil system

engine components.
Application Necessary pumps reffered to respective application(s)
For operation For pre- and postlubrication To keep engine in
stand-by
Single main engine Lube oil service Lube oil stand-by pump Prelubrication pump Prelubrication
pump (attached) P-074 (100 %) P-007 recommended. If pump P-007 is
P-001 stand-by pump P-074 required
should be used for pre-
and postlubrication, MAN
Energy Solutions has to
be consulted
Ships with more Lube oil service Lube oil stand-by pump Prelubrication pump Prelubrication
than one main pump (attached) P-074 recommended for P-007 recommended. If pump P-007 is
engine P-001 increased availability stand-by pump P-074 required
(safety). Otherwise pump should be used for pre-
as spare is requested to and postlubrication, MAN
be on board according to Energy Solutions has to
class requirement be consulted
Table 193: Lube oil pumps
HE-002/Lube oil cooler

Dimensioning Heat data, flow rates and tolerances are indicated in section Planning data,
Page 92 and the following.
On the lube oil side, the pressure drop shall not exceed 1.1 bar.
Design/Outfitting The cooler installation must be designed for easy venting and draining.
TCV-001/Lube oil temperature control valve

The lube oil temperature control valve regulates the inlet oil temperature of
the engine. The control valve can be executed with wax-type thermostats.
Set point lube oil inlet temperature Type of temperature control valve1)
55 °C Thermostatic control valve (wax/copper elements) or electrically actuated control
valve (interface to engine control)
Full open temperature of wax/copper elements must be equal to set point. Control range lube oil inlet temperature:
1)
Set point minus 10 K.

Table 194: Lube oil temperature control valve
Lube oil treatment

The treatment of the circulating lube oil can be divided into two major func-
tions:
▪ Removal of contaminations to keep up the lube oil performance.
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▪ 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 a
lube oil separator per engine is recommended to ensure a continuous sepa-
ration during engine operation.
The lube oil filters integrated in the system protect the diesel engine in the
5.2 Lube oil system
main circuit retaining all residues which may cause a harm to the engine.
Depending on the filter design, the collected residues are to be removed
from the filter mesh by automatic back flushing, manual cleaning or changing
the filter cartridge. The retention capacity of the installed filter should be as
high as possible.
When selecting an appropriate filter arrangement, the customer request for
operation and maintenance, as well as the class requirements, have to be
taken in consideration.
FIL-001/FIL-002 Arrangement principles for lube oil filters

Depending on engine type, the number of installed main engines in one plant
and on the safety standard demanded by the customer, different arrange-
ment principles for the filters FIL-001/FIL-002 are possible:
Option 1 Option 2
FIL-001 FIL-002 FIL-001 FIL-002
automatic filter duplex filter automatic filter duplex filter
continous flushing as indicator filter intermittent flushing as indicator filter
FIL-001 includes second filter yes - no -
stage
Location Engine room instal- Installed upstream Engine room instal- Installed upstream
led close to engine of FIL-001 led close to engine of FIL-001
Requirement by-pass Internal by-pass - Required -
Requirement of FIL-002 To fulfill higher safety concept (optional) Required
Mesh width 34 µm first filter 60 µm 34 µm 60 µm

stage
80 µm second filter
stage
It is always recommended to install one separator in partial flow of each engine. Filter design has to be approved by
MAN Energy Solutions.
Table 195: Arrangement principles for lube oil filters
FIL-001/Lube oil automatic filter

The lube oil automatic filter is an automatic back washing filter installed as a
main filter. The back washing/flushing of the filter elements has to be
arranged in a way that lube oil flow and pressure will not be affected. The
flushing discharge (oil sludge mixture) is led to the lube oil service tank. The
oil will be permanently by-pass cleaned via suction line into a separator. This
provides an efficient final removal of deposits (see section Lube oil service
2019-02-25 - 6.2
tank, Page 328).

As state-of-the-art, lube oil automatic filter types are recommended to be
equipped with an integrated second filtration stage. This second stage pro-
tects the engine from particles which may pass the first stage filter elements
in case of any malfunction. If the lube oil system is equipped with a two-
stage automatic filter, additional lube oil duplex filter FIL-002 can be avoided.
As far as the automatic filter is installed without any additional filters down-
stream before the engine inlet, the filter has to be installed as close as possi-
5.2 Lube oil system

ble to the engine (see table Arrangement principles for lube oil filters, Page
316). In that case the pipe section between filter and engine inlet must be
closely inspected before installation. This pipe section must be divided and
flanges have to be fitted so that all bends and welding seams can be inspec-
ted and cleaned prior to final installation.
Differential pressure gauges have to be installed to protect the filter car-
tridges and to indicate clogging condition of the filter. A high differential pres-
sure has to be indicated as an alarm.
In case filter stage 1 is not working sufficiently, the engine can run in emer-
gency operation for maximum 72 hours with the second filter stage, but has
to be stopped after. This measure ensures that disturbances in backwashing
do not result in a complete failure of filtering and that the main stream filter
can be cleaned without interrupting filtration.
FIL-002/Lube oil duplex filter as indicator filter

The lube oil duplex filter has the function of an indicator filter and must be
cleaned manually. It must be installed downstream of the lube oil automatic
filter, as close as possible to the engine. The pipe section between filter and
engine inlet must be closely inspected before installation. This pipe section
must be divided and flanges have to be fitted so that all bends and welding
seams can be inspected and cleaned prior to final installation. In case of a
two-stage automatic filter, the installation of a duplex filter can be avoided.
Customers who want to fulfil a higher safety level, are free to mount an addi-
tional duplex filter close to the engine.
The lube oil duplex filter protects the engine also in case of malfunctions of
the lube oil automatic filter. The monitoring system of the automatic filter gen-
erates an alarm signal to alert the operating personnel. A maintenance of the
automatic filter becomes necessary. For this purpose the lube oil flow
through the automatic filter has to be stopped. Single-main engine plants
may continue to stay in operation by by-passing the automatic filter. Lube oil
can still be filtrated sufficiently in this situation by only using the duplex filter.
In multi-engine plants, where it is not possible to by-pass the lube oil auto-
matic filter without loss of lube oil filtration, the affected engine has to be
stopped in this situation.
The design of the lube oil duplex filter must ensure that no parts of the filter
can become loose and enter the engine.
The drain connections equipped with shut-off fittings in the two chambers of
the lube oil duplex filter returns into the leakage oil collecting tank (T-006).
Draining will remove the dirt accumulated in the casing and prevents con-
tamination of the clean oil side of the filter. Check also table Arrangement
principles for lube oil filters, Page 316.
Indication and alarm of filters

The lube oil automatic filter FIL-001 and the lube oil duplex filter FIL-002 are
2019-02-25 - 6.2
equipped with local visual differential pressure indicators and additionally with
differential pressure switches. The switches are used for pre-alarm and main
alarm.
Differential pressure Lube oil automatic filter FIL-001 Lube oil

5.2 Lube oil system
between filter inlet duplex filter

and outlet (dp) Intermittent flushing Continuous FIL-002
flushing
dp switch with This dp switch has to be installed twice if an intermittent flushing fil- The dp pre-alarm: "Filter
lower set point is ter is used. The first switch is used for the filter control; it will start is polluted" is generated
active the automatic flushing procedure. immediately
The second switch is adjusted at the identical set point as the first.
Once the second switch is activated, and after a time delay of
approximately 3 minutes, the dp pre-alarm "filter is polluted" is gen-
erated. The time delay becomes necessary to effect the automatic
flushing procedure before and to evaluate its effect.
dp switch with The dp main alarm "filter failure" is generated immediately. If the main alarm is still active after
higher set point is 30 min, the engine output power will be reduced automatically.
active
Table 196: Indication and alarm of filters
BL-007/Fan, crankcase venting

To dilute the crankcase atmosphere to a safe level it is necessary to produce
a small quantity of additional airflow to the crankcase. This will be achieved
by producing a vacuum in the crankcase using a speed controlled venting
fan placed within the engine ventilation pipe and regulated via a pressure
transmitter placed on the crankcase. Distance between engine and venting
fan shall be min. 7 metres and max. 10 metres.
The pressure loss of the piping (including all installed components in the pip-
ing) after the fan should not exceed 6 mbar.
Engine operation in gas mode is coupled to a functional check of the venting
fan device. If the venting fan is malfunctioning, the engine will be forced to
change over to diesel mode via engine control. Quick changeover is not nec-
essary because the volume of the crankcase is large compared to the blow-
by amount and accumulation of gases is delayed.
CF-001/Lube oil separator

The lube oil is intensively cleaned by separation in the by-pass thus relieving
the filters and allowing an economical design.
The lube oil separator should be of the self-cleaning type. The design is to be
based on a lube oil quantity of 1.0 l/kW. This lube oil quantity should be
cleaned within 24 hours at:
▪ HFO-operation 6 – 7 times
▪ MDO-operation 4 – 5 times
▪ Dual fuel engines operating on gas (+MDO/MGO for ignition only) 4 – 5
times
The formula for determining the separator flow rate (Q) is:
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Q [l/h] Separator flow rate
5.2 Lube oil system

P [kW] Total engine output
n HFO = 7
MDO/MGO = 5
Gas (+ 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 stated
by the manufacturer should be higher than the flow rate (Q) calculated
according to the formula above.
Separator equipment
The lube oil preheater H-002 must be able to heat the oil to 95 °C and the
size is to be selected accordingly. In addition to a PI-temperature control,
which avoids a thermal overloading of the oil, silting of the preheater must 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. In
this 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 the
separator 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 the
service tank but can be mounted in the separator room together with the
fuel oil separators.
▪ Better matching of the capacity to the required separator throughput.
As a reserve for the lube oil separator, the use of the diesel fuel oil separator
is admissible. For reserve operation the diesel fuel oil separator must be con-
verted accordingly. This includes the pipe connection to the lube oil system
which must not be implemented with valves or spectacle flanges. The con-
nection is to be executed by removable change-over joints that will definitely
prevent MDO from getting into the lube oil circuit. See also rules and regula-
tions of classification societies.
PCV-007/Pressure relief valve

By use of the pressure relief valve, a constant lube oil pressure before the
engine is adjusted.
The pressure relief valve is installed upstream of the lube oil cooler. By spill-
ing off exceeding lube oil quantities upstream of the major components these
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components can be sized smaller. The return pipe (spilling pipe) from the
pressure relief valve returns into the lube oil service tank.
The control line of the pressure relief valve has to be connected to the engine
inlet. In this way the pressure losses of filters, pipes and cooler are compen-
sated.
TR-001/Condensate trap
5.2 Lube oil system
See section Crankcase vent and tank vent, Page 331.
T-006/Leakage oil collecting tank

See section Heavy fuel oil (HFO) supply system, Page 376.
Withdrawal points for samples

Points for drawing lube oil samples are to be provided upstream and down-
stream of the filters and the separator, to verify the effectiveness of these
system components.
Piping system
It is recommended to use pipes according to the pressure class PN10.
P-012/Lube oil transfer pump

The lube oil transfer pump supplies fresh oil from the lube oil storage tank to
the operating tank. Starting and stopping of the lube oil transfer pump should
preferably be done automatically by float switches fitted in the tank.
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Lube oil system diagrams
5.2 Lube oil system

2019-02-25 - 6.2
Figure 113: Lube oil system diagram – L engine
Components
5.2 Lube oil system
BL-007 Fan, crankcase venting P-011 Lube oil feed pump separator
CF-001 Lube oil separator P-012 Lube oil transfer pump
CF-003 Diesel fuel oil separator P-074 Lube oil stand-by pump,
free-standing
FIL-001 Lube oil automatic filter PCV-007 Lube oil pressure relief valve
FIL-002 Lube oil duplex filter PSV-004 Lube oil non-return flap with
integrated safety valve
1,2 FIL-004 Lube oil suction strainer T-001 Lube oil service tank
H-002 Lube oil preheating unit T-006 Leakage oil collecting tank
HE-002 Lube oil cooler T-021 Sludge tank
MOD-007 Lube oil separator module TCV-001 Lube oil temperature control valve
NRF-001 Lube oil non-return flap 1,2,3 TR-001 Condensate trap, lube oil system
P-001 Lube oil service pump, attached V-001 Lead sealed globe valve, bypass to
lube oil main filter
P-007 Prelubrication pump
Connections numbers
2171 Lube oil inlet on engine 2598 Venting of turbocharger 1
2173 Lube oil inlet to lube oil pump 1 2599 Lube oil drain from turbocharger 1
2175 Lube oil outlet from lube oil pump 1 2898 Venting of crankcase 1
2197 Lube oil drain from oil pan, 7501 Inert gas inlet to crankcase 1
counter coupling side 1
2199 Lube oil drain from oil pan, 7772 Control oil outlet to pressure control
coupling side 1 valve
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5.2 Lube oil system

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Figure 114: Lube oil system diagram – V engine
Components
5.2 Lube oil system
BL-007 Fan, crankcase venting P-011 Lube oil feed pump separator
CF-001 Lube oil separator P-012 Lube oil transfer pump
CF-003 Diesel fuel oil separator P-074 Lube oil stand-by pump,
free-standing
FIL-001 Lube oil automatic filter PCV-007 Lube oil pressure relief valve
FIL-002 Lube oil duplex filter 1,2 PSV-004 Lube oil non-return flap with
integrated safety valve
1,2,3 FIL-004 Lube oil suction strainer T-001 Lube oil service tank
H-002 Lube oil preheating unit T-006 Leakage oil collecting tank
HE-002 Lube oil cooler T-021 Sludge tank
MOD-007 Lube oil separator module TCV-001 Lube oil temperature control valve
NRF-001 Lube oil non-return flap 1,2,3 TR-001 Condensate trap, lube oil system
1,2 P-001 Lube oil service pump, attached V-001 Lead sealed globe valve, bypass to
lube oil main filter
P-007 Prelubrication pump
Connections numbers
2072 Lube oil return from pressure control 2199 Lube oil drain from oil pan,
valve coupling side 1
2171 Lube oil inlet to engine 2598 Venting of turbocharger 1
2173 A,B Lube oil inlet to lube oil pump 1 2599 Lube oil drain from turbocharger 1
2175 Lube oil outlet from lube oil pump 1 2898 Venting of crankcase 1
2197 Lube oil drain from oil pan, 7501 Inert gas inlet to crankcase 1
counter coupling side 1
5.2.2 Prelubrication/postlubrication
Prelubrication
The prelubrication pump must be switched on at least 5 minutes before
engine start. The prelubrication pump serves to assist the engine attached
main lube oil pump, until this can provide a sufficient flow rate.
For design data of the prelubrication pump see section Planning data, Page
92 and paragraph Lube oil, Page 146.
During the starting process, the maximal temperature mentioned in section
Starting conditions, Page 43 must not be exceeded at engine inlet. There-
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fore, a small LT cooling waterpump can be necessary if the lube oil cooler is
served only by an attached LT pump.
Postlubrication
The prelubrication pump is also to be used for postlubrication after the
engine is turned off.
Postlubrication is effected for a period of 15 minutes.
5.2 Lube oil system

5.2.3 Lube oil outlets
Lube oil drain

Two connections for oil drain pipes are located on both ends of the engine oil
sump, except for L engine with flexible engine mounting – with one drain
arranged in the middle of each side.
For an engine installed in the horizontal position, two oil drain pipes are
required, one at the coupling end and one at the free end.
If the engine is installed in an inclined position, three oil drain pipes are
required, two at the lower end and one at the higher end of the engine oil
sump.
The drain pipes must be kept short. The slanted pipe ends must be
immersed in the oil, so as to create a liquid seal between crankcase and
tank.
Expansion joints
At the connection of the oil drain pipes to the lube oil service tank, expansion
joints are required.
Shut-off butterfly valves

If for lack of space, no cofferdam can be provided underneath the lube oil
service tank, it is necessary to install shut-off butterfly valves in the drain
pipes. If the ship should touch ground, these butterfly valves can be shut via
linkages to prevent the ingress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkages, expansion joints, etc. are
not supplied by the engine builder.

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Lube oil outlets – Drawings

5.2 Lube oil system
2019-02-25 - 6.2
Figure 115: Example: Lube oil outlets L engine
5.2 Lube oil system

2019-02-25 - 6.2
Figure 116: Example: Lube oil outlets V engine
5.2 Lube oil system
5.2.4 Lube oil service tank

The lube oil service tank is to be arranged over the entire area below the
engine, in order to ensure uniform vertical thermal expansion of the whole
engine foundation.
To provide for adequate degassing, a minimum distance is required between
tank top and the highest operating level. The low oil level should still permit
the lube oil to be drawn in free of air if the ship is pitching severely:
▪ 5° longitudinal inclination for ship's lengths ≥ 100 m
▪ 7.5° longitudinal inclination for ship's lengths < 100 m
A well for the suction pipes of the lube oil pumps is the preferred solution.
The minimum quantity of lube oil for the engine is 1.0 litre/kW. This is a theo-
retical factor for permanent lube oil quality control and the decisive factor for
the design of the by-pass cleaning. The lube oil quantity, which is actually
required during operation, depends on the tank geometry and the volume of
the system (piping, system components), and may exceed the theoretical
minimum quantity to be topped up. The low-level alarm in the service tank is
to be adjusted to a height, which ensures that the pumps can draw in oil,
free of air, at the longitudinal inclinations given above.
The position of the oil drain pipes extending from the engine oil sump and the
oil flow in the tank are to be selected so as to ensure that the oil will remain in
the service tank for the longest possible time for degassing.
Draining oil must not be sucked in at once.
The man holes in the floor plates inside the service tank are to be arranged
so as to ensure sufficient flow to the suction pipe of the pump also at low
lube oil service level.
The tank has to be vented at both ends, according to section Crankcase
vent and tank vent, Page 331.
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5.2 Lube oil system

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Figure 117: Example: Lube oil service tank
5.2 Lube oil system
Figure 118: Example: Details lube oil service tank

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5.2 Lube oil system

5.2.5 Crankcase vent and tank vent
Vent pipes
The vent pipes from engine crankcase, turbocharger and lube oil service tank
are to be arranged according to the sketch. The engine is equipped with a
ventilation opening for crankcase and turbocharger which shall be equipped
with a ventilation pipe built steadily ascending to outside. The required nomi-
nal diameters ND are stated in the chart following the diagram.
To dilute the crankcase atmosphere to a safe level it is necessary to produce
a small quantity of additional airflow to the crankcase. This will be achieved
by producing a vacuum in the crankcase using a speed controlled venting
fan placed within the engine ventilation pipe and regulated via a pressure
transmitter placed on the crankcase. Regarding the venting fan see also
paragraph BL-007/Fan, crankcase venting, Page 318. Depending of the rele-
vant environmental legislation a filter has to be installed in this pipe to prevent
oil mist emissions to the atmosphere. In this case an additional by-pass has
to be installed to prevent an overpressure in the crankcase.
The crankcase ventilation pipe shall lead to a safe location outside the engine
room, remote from any source of ignition. The end of the vent pipe has to be
equipped with a flame arrester. The crankcase ventilation pipe may not be
connected with any other ventilation pipes.
Note:
▪ In case of multi-engine plants the venting pipework has to be kept sepa-
rately.
▪ All venting openings as well as open pipe ends are to be equipped with
flame breakers and shall lead to a safe location outside the engine room
remote from any source of ignition.
▪ Condensate trap overflows are to be connected via siphone to drain
pipe.
▪ Specific requirements of the classification societies are to be strictly
observed.
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5.2 Lube oil system
Figure 119: Crankcase vent and tank vent
1 Connection crankcase vent 4 Lube oil service tank
2 Connection turbocharger vent 5 Condensate trap, continuously open
3 Connection turbocharger drain 6 Fan, crankcase venting

Engine Nominal diameter ND (mm)

A B C D
6L, 7L 100 100 65 125
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8L, 9L 100 100 80 125
12V, 14V 100 125 100 150
16V, 18V 100 125 125 200

Table 197: Nominal Diameter ND (mm)
5.3 Water systems

5.3 Water systems
5.3.1 Cooling water system description
The diagrams showing cooling water systems for main engines comprising
the possibility of heat utilisation in a fresh water generator and equipment for
preheating of the charge air in a two-stage charge air cooler during part load
operation.
Note:
The arrangement of the cooling water system shown here is only one of
many possible solutions. It is recommended to inform MAN Energy Solutions
in advance in case other arrangements should be desired. In any case two
sea water coolers have to be installed to ensure continuous operation while
one cooler is shut off (e.g. for cleaning).
For special applications, e.g. GenSets or dual fuel engines, supplements will
explain specific necessities and deviations.
For the design data of the system components shown in the diagram see
section Planning data, Page 92 and following sections.
Dual fuel engines may be operated on gas. In case gaskets at the cylinder
head are damaged, gas may be blown into the HT cooling water circuit. The
gas may accumulate in some areas (e.g. expansion tank) and cause gas
dangerous zones. Observe the information given in the "Safety Concept –
Marine dual fuel engines" and the relevant P&ID. Check the system with clas-
sification surveyor and other authorities (if required). In case the HT cooling
water is mixed with LT cooling water, the LT circuit has to be checked with
regard to possible accumulation of gas too.
The cooling water is to be conditioned using a corrosion inhibitor, see sec-
tion Specification of engine cooling water, Page 289.
LT = Low temperature
HT = High temperature
Cooler dimensioning, general For coolers operated by seawater (not treated water), lube oil or MDO/MGO
on 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 be
considered. If treated water is applied on both sides, MAN Energy Solutions
does not insist on this margin.
In case antifreeze is added to the cooling water, the corresponding lower

heat transfer is to be taken into consideration.
The cooler piping arrangement should include venting and draining facilities
for the cooler. In case coolers for lube oil, fuel oil or other environmental haz-
ardous fluids are operated by seawater, we strongly recommend to use dou-
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ble wall plate type coolers. These coolers allow to detect leakage and pre-
vent the sea water from pollution by hazardous fluids.
Open/closed system
5.3 Water systems
Open system Characterised by "atmospheric pressure" in the expansion tank. Pre-pres-

sure in the system, at the suction side of the cooling water pump is given by
the geodetic height of the expansion tank (standard value 6 – 9 m above
crankshaft of engine).
Closed system In a closed system, the expansion tank is pressurised and has no venting
connection to open atmosphere. This system is recommended in case the
engine will be operated at cooling water temperatures above 100 °C or an
open expansion tank may not be placed at the required geodetic height. Use
air separators to ensure proper venting of the system.
Venting Note:
Insufficient venting of the cooling water system prevents air from escaping
which can lead to thermal overloading of the engine.
The cooling water system needs to be vented at the highest point in the
cooling 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 always
routed only to the associated expansion tank. The venting pipe must be con-
nected to the expansion tank below the minimum water level, this prevents
oxydation 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:
▪ 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.
Draining 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 to
layout and necessity, e.g. for components in the system that will be removed
for maintenance.
LT cooling water system

In general the LT cooling water passes through the following components:
▪ Stage 2 of the two-stage charge air cooler (HE-008)
▪ Lube oil cooler, free-standing (HE-002)
▪ Nozzle cooling water cooler (HE-005)
▪ Fuel oil cooler (HE-007)

▪ Gearbox lube oil cooler (HE-023) (or e.g. alternator cooling in case of an
electric propulsion plant)
▪ Cooler for LT cooling water (HE-024)
▪ Fuel oil cooler, supply circuit (HE-025) (if applicable, see section Heavy
fuel oil (HFO) supply system, Page 376)
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▪ Other components such as e.g. auxiliary engines (GenSets)

LT cooling water pumps can be either of engine driven or electrically driven
type.
In case an engine driven LT pump is used and no electric driven pump (LT
main pump) is installed in the LT circuit, an LT circulation pump has to be
installed. We recommend an electric driven pump with a capacity of approxi-
mately 8 m3/h at 1.5 bar pressure head. The pump has to be operated simul-
5.3 Water systems

taneously to the prelubrication pump. In case a 100 % lube oil stand-by
pump is installed, the circulation pump has to be increased to the size of a
100 % LT stand-by pump to ensure cooling down the lube oil in the cooler
during prelubrication before engine start. The system has to be designed, so
that the temperatures for lube oil and cooling water, which are given in sec-
tion Operating/service temperatures and pressures, Page 144, are adhered
during operation and stand-by of the engine. For shutdown of the engine the
information in section Engine load reduction, Page 58 must be observed. In
case no electric pump will be installed, the engine and lube oil tank have to
be cooled down by operating the engine at low load (< 15 % MCR) for at
least 15 minutes before shut down. The shipyard has to make sure, that lube
oil separators will not cause overheating of the oil during standstill of the
engine. For max. permissible temperatures see section Starting conditions,
Page 43. For details please contact MAN Energy Solutions.
The system components of the LT cooling water circuit are designed for a
max. LT cooling water temperature of 38 °C with a corresponding seawater
temperature of 32 °C (tropical conditions).
However, the capacity of the cooler for LT cooling water (HE-024) is deter-
mined by the temperature difference between seawater and LT cooling
water. Due to this correlation an LT freshwater temperature of 32 °C can be
ensured at a seawater temperature of 25 °C.
To meet the IMO Tier I/IMO Tier II regulations the set point of the LT cooling
water 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 seawater
temperature of 32 °C (tropical conditions). In case other temperatures are
required in the LT system, the engine setting has to be adapted accordingly.
For details please contact MAN Energy Solutions.
The charge air cooler stage 2 (HE-008) and the lube oil cooler (HE-002) are
installed in series to obtain a low delivery rate of the LT cooling water pump
(P-004 or P-076).
High performing turbochargers lead to a high temperature at the compressor
wheel. To limit these temperatures, the compressor wheel casing (HE-034) is
cooled by a low LT water flow. The outlet (4184) is to be connected sepa-
rately to the LT expansion tank in a steady rise.
P-004 or P-076/LT cooling The delivery rates of the service and stand-by pump are mainly determined
water pump by the cooling water required for the charge air cooler stage 2 and the other
coolers.
For operating auxiliary engines (GenSets) in port, the installation of an addi-
tional smaller pump is recommendable.
MOV-003/Charge air This three-way valve is to be installed as a mixing valve.

temperature control valve It serves two purposes:
(CHATCO)
1. In engine part load operation the charge air cooler stage 2 (HE-008) is
partially or completely by-passed, so that a higher charge air temperature
is maintained.
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2. The valve reduces the accumulation of condensed water during engine

operation under tropical conditions by regulation of the charge air tem-
perature. Below a certain intake air temperature the charge air tempera-
ture is kept constant. When the intake temperature rises, the charge air
temperature will be increased accordingly.
The three-way valve is to be designed for a pressure loss of 0.3 – 0.6 bar
5.3 Water systems
and is to be equipped with an actuator with high positioning speed. For

adjustment of the valve please follow instructions given in MAN Energy Solu-
tions planning documentation. The actuator must permit manual emergency
adjustment.
HE-002/Lube oil cooler, free- For the description see section Lube oil system description, Page 313. For
standing heat data, flow rates and tolerances see section Planning data, Page 92 and
the following. For the description of the principal design criteria see para-
graph Cooler dimensioning, general, Page 333.
HE-024/Cooler for LT cooling For heat data, flow rates and tolerances of the heat sources see section
water Planning data, Page 92 and the following. For the description of the principal
design criteria for coolers see paragraph Cooler dimensioning, general, Page
333.
MOV-016/LT cooling water This is a motor-actuated three-way regulating valve with a linear characteris-
temperature control valve tic. It is to be installed as a mixing valve. It maintains the LT cooling water at
set point temperature (32 °C standard).
The three-way valve is to be designed for a pressure loss of 0.3 – 0.6 bar. It
is to be equipped with an actuator with low positioning speed. For adjust-
ment of the valve please follow instructions given in MAN Energy Solutions
planning documentation. The actuator must permit manual emergency
adjustment.
The actual LT flow temperature is measured by a temperature sensor,
directly downstream of the three-way mixing valve in the supply pipe to
charge air cooler stage 1.
This sensor has to be installed by the shipyard. To ensure instantaneous
measurement of the mixing temperature of the three-way mixing valve, the
distance to the valve should be 5 to 10 times the pipe diameter.
For single engine plants, the control function may be taken over by the
SaCoS control unit. For multi engine plants, MAN Energy Solutions can sup-
ply a suitable external controller.
Note:
For engine operation with reduced NOx emission, according to IMO
Tier 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 cooling
water temperature of 32 °C before charge air cooler stage 2 (HE-008) is to
be maintained. For other temperatures, the engine setting has to be adap-
ted. For further details please contact MAN Energy Solutions.
FIL-021/Strainer for cooling In order to protect the engine and system components, several strainers are
water to be provided at the places marked in the diagram. We recommend a mesh
size of 1 – 2 mm depending on the pipe diameter.

HE-005/Nozzle cooling water The nozzle cooling water system is a separate and closed cooling circuit. It is
cooler cooled down by LT cooling water via the nozzle cooling water cooler
(HE-005).
Heat data, flow rates and tolerances are indicated in section Planning data,
2019-02-25 - 6.2
Page 92 and the following. The principal design criteria for coolers has been
described before in paragraph Cooler dimensioning, general, Page 333. For
plants with two main engines only one nozzle cooling water cooler (HE-005)
is required. As an option a compact nozzle cooling water module (MOD-005)
can be delivered, see section Nozzle cooling water module, Page 353.
HE-007/Fuel oil cooler This cooler is required to dissipate the heat of the fuel injection pumps during
5.3 Water systems

MDO/MGO operation. For the description of the principal design criteria for
coolers see paragraph Cooler dimensioning, general, Page 333. For plants
with more than one engine, connected to the same fuel oil system, only one
MDO/MGO cooler is required.
In case fuels with very low viscosity are used (e.g. arctic diesel or military
fuels), a chiller system may be necessary to meet the minimum required fuel
viscosity (see section Fuel system, Page 358). Please contact MAN Energy
Solutions in that case.
HE-025/Fuel oil cooler, See section Heavy fuel oil (HFO) supply system, Page 376.
supply circuit
T-075/LT cooling water The effective tank capacity should be high enough to keep approximately 2/3
expansion tank of the tank content of HT cooling water expansion tank T-002. In case of
twin-engine plants with a common cooling 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 facilitate installation. In any case the tank bottom
must be installed above the highest point of the LT system at any ship incli-
nation.
For the recommended installation height and the diameter of the connecting
pipe, see table Service tanks capacities, Page 150.
HT cooling water circuit

General The HT cooling water system consists of the following coolers and heat
exchangers:
▪ Charge air cooler stage 1 (HE-010)
▪ Cylinder cooling
▪ Cooler for HT cooling water (HE-003)
▪ Heat utilisation, e.g. fresh water generator (HE-026)
▪ HT cooling water preheating module (MOD-004)
The HT cooling water pumps can be either of engine-driven or electrically-
driven type. The outlet temperature of the cylinder cooling water at the
engine is to be adjusted to 90 °C.
For HT cooling water systems, where more than one main engine is integra-
ted, each engine should be provided with an individual engine driven HT
cooling water pump. Alternatively common electrically-driven HT cooling
water pumps may be used for all engines. However, an individual HT temper-
ature control valve is required for each engine. The total cooler and pump
capacities are to be adapted accordingly.
The shipyard is responsible for the correct cooling water distribution, ensur-
ing that each engine will be supplied with cooling water at the flow rates
required by the individual engines, under all operating conditions. To meet
this requirement, orifices, flow regulation valves, by-pass systems etc. are to
be installed where necessary. Check total pressure loss in HT circuit. The
delivery height of the attached pump must not be exceeded.
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HT cooling water preheating Before starting a cold engine, it is necessary to preheat the water jacket up
module (MOD-004) to min. 60 °C.
For the total heating power required for preheating the HT cooling water from
10 °C to 60 °C within 4 hours see table Heating power, Page 338.
5.3 Water systems
Engine type L/V engine

Min. heating power (kW/cylinder) 14
Table 198: Heating power
These values include the radiation heat losses from the outer surface of the
engine. Also a margin of 20 % for heat losses of the cooling system has been
considered.
To prevent a too quick and uneven heating of the engine, the preheating
temperature of the HT-cooling water must remain mandatory below 90 °C at
engine inlet and the circulation amount may not exceed 30 % of the nominal
flow. The maximum heating power has to be calculated accordingly.
A secondary function of the preheater is to provide heat capacity in the HT
cooling water system during engine part load operation. This is required for
marine propulsion plants with a high freshwater requirement, e.g. on passen-
ger vessels, where frequent load changes are common. It is also required for
arrangements with an additional charge air preheating by deviation of HT
cooling water to the charge air cooler stage 2 (HE-008). In this case the heat
output of the preheater is to be increased by approximately 50 %.
Please avoid an installation of the preheater in parallel to the engine driven
HT-pump. In this case, the preheater may not be operated while the engine
is running. Preheaters operated on steam or thermal oil may cause alarms
since a postcooling of the heat exchanger is not possible after engine start
(preheater pump is blocked by counterpressure of the engine driven pump).
An electrically driven pump becomes necessary to circulate the HT cooling
water during preheating. For the required minimum flow rate see table below.
No. of cylinders, config. Minimum flow rate required during

preheating and post-cooling
m3/h
6L 14 – 21
7L 16 – 24
8L 18 – 27
9L 20 – 30
12V 28 – 42
14V 32 – 48
16V 36 – 54
18V 40 – 60
Table 199: Minimum flow rate during preheating and post-cooling
2019-02-25 - 6.2
The preheating of the main engine with cooling water from auxiliary engines
is 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 be
installed at the same level. Furthermore, it must be checked whether the
available heat is sufficient to pre-heat the main engine. This depends on the
number of auxiliary engines in operation and their load. It is recommended to
5.3 Water systems

install a separate preheater for the main engine, as the available heat from
the auxiliary engines may be insufficient during operation in port.
As an option MAN Energy Solutions can supply a compact HT cooling water
preheating module (MOD-004). One module for each main engine is recom-
mended. Depending on the plant layout, also two engines can be heated by
one module.
Contact MAN Energy Solutions to check the hydraulic circuit and electric
connections.
The preheater has to be designed to meet explosion protection require-
ments, in case gas may accumulate in some components of the module.
HE-003/Cooler for HT cooling For heat data, flow rates and tolerances of the heat sources see section
water Planning data, Page 92 and following sections. For the description of the
principal design criteria for coolers see paragraph Cooler dimensioning, gen-
eral, Page 333.
HE-026/Fresh water The fresh water generator must be switched off automatically when the cool-
generator ing water temperature at the engine outlet drops below 86 °C continuously.
A binary contact (SaCoS) for the heat consumer release can be used for acti-
vation of the fresh water generator. An alarm occurs if the HT cooling water
temperature of the engine drops below a limit (default value 86 °C). The heat
consumer must then be switched off accordingly.
This will prevent operation of the engine at too low temperatures.
HT temperature control The HT temperature control system consists of the following components:
▪ 1 electrically activated three-way mixing valve with linear characteristic
curve (MOV-002).
▪ 1 temperature sensor TE, directly downstream of the three-way mixing
valve in the supply pipe to charge air cooler stage 1 (for EDS visualisation
and control of preheater valve).
This sensor will be delivered by MAN Energy Solutions and has to be
installed by the shipyard.
▪ 1 temperature sensor TE, directly downstream of the engine outlet.
This sensor is already installed at the engine by MAN Energy Solutions.
The temperature controllers are available as software functions inside the
Gateway Module of SaCoSone. The temperature controllers are operated by
the displays at the operating panels as far as it is necessary. From the inter-
face cabinet the relays actuate the control valves.
It serves to maintain the cylinder cooling water temperature constantly at 90
°C at the engine outlet – even in case of frequent load changes – and to pro-
tect the engine from excessive thermal load.
For adjusting the outlet water temperature (constantly to 90 °C) to engine
load and speed, the cooling water inlet temperature is controlled. The elec-
tronic water temperature controller recognises deviations by means of the
sensor at the engine outlet and afterwards corrects the reference value
2019-02-25 - 6.2
accordingly.
▪ The electronic temperature controller is installed in the switch cabinet of
the engine room.
For a stable control mode, the following boundary conditions must be
observed when designing the HT freshwater system:
▪ The temperature sensor is to be installed in the supply pipe to stage 1 of

the charge air cooler. To ensure instantaneous measurement of the mix-
5.3 Water systems
ing temperature of the three-way mixing valve, the distance to the valve
should be 5 to 10 times the pipe diameter.
▪ The three-way valve (MOV-002) is to be installed as a mixing valve. It is
to be designed for a pressure loss of 0.3 – 0.6 bar. It is to be equipped
with an actuator of high positioning speed. For adjustment of the valve
please follow instructions given in MAN Energy Solutions planning docu-
mentation. The actuator must permit manual emergency adjustment.
▪ The pipes within the system are to be kept as short as possible in order
to reduce the dead times of the system, especially the pipes between the
three-way mixing valve and the inlet of the charge air cooler stage 1
which are critical for the control.
The same system is required for each engine, also for multi-engine installa-
tions with a common HT fresh water system.
In case of a deviating system layout, MAN Energy Solutions is to be consul-
ted.
P-002/HT cooling water The engine is normally equipped with a HT cooling water service pump,
service pump, attached attached (default solution).
For technical data of the pumps see table HT cooling water – Engine, Page
144.
P-079/HT cooling water The HT cooling water stand-by pump (free-standing) has to be of the electri-
stand-by pump, free- cally driven type.
standing It is required to cool down the engine for a period of 15 minutes after shut-
down. For this purpose the stand-by pump can be used. In case that neither
an electrically driven HT cooling water pump nor an electrically driven stand-
by pump is installed (e.g. multi-engine plants with engine driven HT cooling
water pump without electrically driven HT stand-by pump, if applicable by
the classification rules), it is possible to cool down the engine by a separate
small preheating pump, see table Minimum flow rate during preheating and
post-cooling, Page 338. If the optional HT cooling water preheating module
(MOD-004) with integrated circulation pump is installed, it is also possible to
cool down the engine with this small pump. However, the pump used to cool
down the engine, has to be electrically driven and started automatically after
engine shut-down.
None of the cooling water pumps is a self-priming centrifugal pump.
Design flow rates should not be exceeded by more than 15 % to avoid cavi-
tation in the engine and its systems. A throttling orifice is fitted at the engine
for adjusting the specified operating point.
T-002/HT cooling water The HT cooling water expansion tank compensates changes in system vol-
expansion tank ume and losses due to leakages. It is to be arranged in such a way, that the
tank bottom is situated above the highest point of the system at any ship
inclination.
The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the
2019-02-25 - 6.2
expansion tank, without any air pockets. The minimum required diameter for
the pipe is given, see table Service tanks capacities, Page 150 depending on
engine size. In case more than one engine is connected to the same tank,
the pipe has to be extended accordingly.
For the required volume of the tank and the recommended installation height,
see table Service tanks capacities, Page 150.
In case gaskets at the cylinder head are damaged, the cooling water may
5.3 Water systems

contain gas. This gas will enter the tank via the venting pipe. Therefore the
tank has to be protected according IGF and other applicable standards (see
"Safety Concept – Marine dual fuel engines").
Tank equipment:
▪ Sight glass for level monitoring or other suitable device for continuous
level monitoring
▪ Low-level alarm switch (explosion proof design)
▪ Overflow and filling connection
▪ Inlet for corrosion inhibitor
▪ Venting to safe area with flame trap
▪ Inspection opening for manual gas detection device
▪ Connection for inert gas (flushing with nitrogen gas)
The tank has to be marked as a gas dangerous zone!
FSH-002/Condensate Only for acceptance by Bureau Veritas:
monitoring tank (not The condensate deposition in the charge air cooler is drained via the con-
indicated in the diagram) densate monitoring tank. A level switch releases an alarm when condensate
is flooding the tank.

2019-02-25 - 6.2
5.3 Water systems
Cooling water system diagrams

2019-02-25 - 6.2
Figure 120: Cooling water system diagram – Single engine plant
Components
5.3 Water systems

1,2 FIL-019 Sea water filter MOV-002 HT cooling water temperature con-
trol valve
1,2 FIL-021 Strainer for commissioning MOV-003 Charge air temperature control valve
(CHATCO)
HE-002 Lube oil cooler MOV-016 LT cooling water temperature con-

trol valve
1,2 HE-003 Cooler for HT cooling water MOD-004 HT cooling water preheating module
HE-005 Nozzle cooling water cooler MOD-005 Nozzle cooling water module
HE-007 Fuel oil cooler 1 P-002 Attached HT cooling water pump
HE-008 Charge air cooler (stage 2) 2 P-002 HT cooling water stand-by pump,
free-standing
HE-010 Charge air cooler (stage 1) 1,2 P-062 Sea water pump
HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water
1,2 HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank
HE-026 Fresh water generator T-075 LT cooling water expansion tank
HE-034 Cooler for compressor wheel casing
Major engine connections
3171 HT cooling water inlet 3499 Nozzle cooling water outlet
3172 HT cooling water inlet 4171 LT cooling water inlet
3185 Cylinder head venting 4184 Compressor cooling water outlet
3199 HT cooling water outlet 4199 LT cooling water outlet
3471 Nozzle cooling water inlet
Connections to the nozzle cooling module
N1, N2 Return/feeding of engine nozzle N3, N4 Inlet/outlet LT cooling water

cooling water

2019-02-25 - 6.2
5.3 Water systems
Figure 121: Cooling water system diagram – Twin engine plant

2019-02-25 - 6.2
Components
1,2 FIL-019 Sea water filter 1,2 MOV-002 HT cooling water temperature con-
trol valve
1,2,3 FIL-021 Strainer for commissioning 1,2 MOV-003 Charge air temperature control valve
(CHATCO)
1,2 HE-002 Lube oil cooler MOV-016 LT cooling water temperature con-
5.3 Water systems

trol valve
1,2 HE-003 Cooler for HT cooling water 1,2 MOD-004 HT coling water preheating module
HE-005 Nozzle cooling water cooler MOD-005 Nozzle cooling water module
HE-007 Fuel oil cooler 1,3 P-002 Attached HT cooling water pump
1,2 HE-008 Charge air cooler (stage 2) 2,4 P-002 HT cooling water stand-by pump,
free-standing
1,2 HE-010 Charge air cooler (stage 1) 1,2 P-062 Sea water pump
HE-023 Gearbox lube oil cooler 1,2 P-076 Pump for LT cooling water
1,2 HE-024 Cooler for LT cooling water 1,2 T-002 HT cooling water expansion tank
1,2 HE-034 Cooler for compressor wheel casing T-075 LT cooling water expansion tank
1,2 HE-026 Fresh water generator
3185 Cylinder head venting 4184 Compressor cooling water outlet

cooling water
5.3.2 Advanced HT cooling water system for increased freshwater generation
Traditional systems
The cooling water systems presented so far, demonstrate a simple and well
proven way to cool down the engines internal heat load.
Traditionally, stage 1 charge air cooler and cylinder jackets are connected in
sequence, so the HT cooling water circle can work with one pump for both
purposes.
Cooling water temperature is limited to 90 °C at the outlet oft the cylinder
jackets, the inlet temperature at the charge air cooler is about 55 to 60 °C.
Cooling water flow passing engine block and charge air cooler is the same,
defined by the internal design of the cylinder jacket.
As one result of this traditional set-up, the possible heat recovery for fresh
water generation is limited.
2019-02-25 - 6.2
Advanced systems
To improve the benefit of the HT cooling water circle, this set-up can be
changed to an advanced circuit, with two parallel HT pumps.
Cooling water flow through the cylinder jackets and outlet temperature at the
engine block is limited as before, but the extra flow through the charge air
cooler can be increased.
With two pumps in parallel, the combined cooling water flow can be more
5.3 Water systems
than doubled.
Common inlet temperature for both circles is e.g. about 78 °C, the mixed
outlet temperature can reach up to 94 °C.
Following this design, the internal heat load of the engine stays the same, but
water flow and temperature level of systems in- and outlet will be higher.
This improves considerably the use of heat recovery components at high
temperature levels, like e.g. fresh water generators for cruise vessels or other
passenger ships.
General requirements, LT system

General requirements for cooling water systems and components concern-
ing the LT system stay the same like for the cooling water systems men-
tioned before.
Note:
The arrangement of the cooling water system shown here is only one of
many possible solutions. It is recommended to inform MAN Energy Solutions
in advance in case other arrangements should be desired.
HT cooling water circuit

Following the advanced design, components for the cylinder cooling will not
differ from the traditional set-up.
Due to the higher temperature level, the water flow passing the stage 1
charge air cooler has to rise considerably and for some engine types a bigger
HT charge air cooler as well as a more powerful HT charge air cooler pump
may be necessary.
Note:
The design data of the cooling water system components shown in the fol-
lowing diagram are different from section Planning data, Page 92 and have
to be clarified in advance with MAN Energy Solutions.
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Advanced HT cooling water system diagram
5.3 Water systems

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Figure 122: Advanced HT cooling water system diagram for increased fresh water generation
Components
5.3 Water systems
1,2 FIL-019 Sea water filter MOV-002 HT cooling water temperature con-
trol valve
1,2 FIL-021 Strainer for commissioning MOV-003 Charge air temperature control valve
(CHATCO)
HE-002 Lube oil cooler MOV-016 LT cooling water temperature con-

trol valve
HE-005 Nozzle cooling water cooler MOD-004 HT cooling water preheating module
HE-007 Fuel oil cooler MOD-005 Nozzle cooling water module
HE-008 Charge air cooler (stage 2) 1 P-002 Attached HT cooling water pump
HE-010 Charge air cooler (stage 1) 1,2 P-062 Sea water pump
1,2 HE-024 Cooler for LT cooling water 1,2 P-076 Pump for LT cooling water
HE-026 Fresh water generator T-075 Cooling water expansion tank
HE-034 Cooler for compressor wheel casing
3184 HT cooling water venting 4184 Compressor cooling water outlet
Connection to the nozzle cooling module

cooling water
5.3.3 Cooling water collecting and supply system
T-074/Cooling water collecting tank

The tank is to be dimensioned and arranged in such a way that the cooling
water content of the circuits of the cylinder, turbocharger and nozzle cooling
systems 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).
Volumes for the engine are listed in table Cooling water and oil volume of the
engine, Page 150.
The tank has to be protected according IGF and other applicable standards
(see "Safety Concept – Marine dual fuel engines").
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Tank equipment:
▪ Venting to safe area with flame trap
▪ Inspection opening for manual gas detection device
▪ Connection for inert gas (flushing with nitrogen gas)
The tank has to be marked as a gas dangerous zone!
P-031/Cooling water filling pump (not indicated in the diagram)
5.3 Water systems

The content of the collecting tank can be discharged into the expansion
tanks by a freshwater transfer pump.
5.3.4 Miscellaneous items
Piping
Coolant additives may attack a zinc layer. It is therefore imperative to avoid
using galvanised steel pipes. Treatment of cooling water as specified by
MAN Energy Solutions will safely protect the inner pipe walls against corro-
sion.
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 steel
pipes before fitting.
Pipes shall be manufactured and assembled in a way that ensures a proper
draining of all segments. Venting is to be provided at each high point of the
pipe system and drain openings at each low point.
Cooling water pipes are to be designed according to pressure values and
flow rates stated in section Planning data, Page 92 and the following sec-
tions. The engine cooling water connections have to be designed according
to PN10/PN16.
Turbocharger washing equipment

The turbocharger of engines operating on heavy fuel oil must be cleaned at
regular intervals. This requires the installation of a freshwater supply line from
the sanitary system to the turbine washing equipment and dirty-water drain
pipes via a funnel (for visual inspection) to the sludge tank. Please provide a
fresh water connection DN 25 with shut-off valve, pressure reducing device
(2 – 4 bar) with integrated filter and pressure gauge (0 – 6 bar).
The water lance must be removed after every washing process. This is a pre-
cautionary measure, which serves to prevent an inadvertent admission of
water 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 find
the latest updates on our website https://turbocharger.man-es.com.
5.3.5 Cleaning of charge air cooler (built-in condition) by an ultrasonic device

The cooler bundle can be cleaned without being removed. Prior to filling with
cleaning solvent, the charge air cooler and its adjacent housings must be iso-
lated from the turbocharger and charge air pipe using blind flanges.
2019-02-25 - 6.2
▪ The casing must be filled and drained with a big firehose with shut-off
valve (see figure below). 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 in
default dosing portion.
▪ Flush with freshwater (quantity: Approximately 2x to fill in and to drain).

5.3 Water systems
The contaminated water must be cleaned after every sequence and must be
drained 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 200: Degree of fouling of the charge air cooler
Note:
When using cleaning agents:
The instructions of the manufacturers must be observed. Particular the data
sheets with safety relevance must be followed. The temperature of these
products has, (due to the fact that some of them are inflammable), to be at
10 °C lower than the respective flash point. The waste disposal instructions
of the manufacturers must be observed. Follow all terms and conditions of
the Classification Societies.
2019-02-25 - 6.2
5.3 Water systems

Figure 123: 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 cooler
volume.
2 Firehose with sprag nozzle 5 Ventilation

3 Firehose A Isolation with blind flanges
5.3.6 Nozzle cooling system

General In HFO and gas operation, the nozzles of the fuel injection valves are cooled
by freshwater circulation, therefore a nozzle cooling water system is required.
2019-02-25 - 6.2
It is a separate and closed system re-cooled by the LT cooling water system,

but not directly in contact with the LT cooling water. The separate nozzle
cooling water system ensures easy detection of damages at the nozzles.
Even small fuel leakages are visible via the sight glass. The closed system
also prevents the engine and other parts of the cooling water system from
pollution by fuel oil. Cleaning of the system is quite easy and only a small
amount of contaminated water has to be discharged to the sludge tank. The
nozzle cooling water is to be treated with corrosion inhibitor according to

5.3 Water systems
MAN Energy Solutions specification. For further information see section

Specification of engine cooling water, Page 289.
Note:
In diesel engines designed to operate prevalently on HFO the injection valves
are to be cooled during operation on HFO. In the case of MGO or MDO
operation exceeding 72 h, the nozzle cooling is to be switched off and the
supply line is to be closed. The return pipe has to remain open.
In diesel engines designed to operate exclusively on MGO or MDO (no HFO
operation possible), nozzle cooling is not required. The nozzle cooling system
is omitted.
For operation on HFO or gas, the nozzle cooling system has to be activated.
P-005/Nozzle cooling water The centrifugal (non self-priming) pump discharges cooling water via the noz-
pump 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.
From here, it is pumped through a manifold into the nozzle cooling water
service tank from where it returns to the pump.
One system can be installed for up to three engines.
T-076/Nozzle cooling water The nozzle cooling water service tank (T-076) is used for deaeration of the
service tank nozzle cooling water.
HE-005/Nozzle cooling water The nozzle cooling water cooler is to be connected in the LT cooling water
cooler circuit according to schematic diagram. Cooling of the nozzle cooling water
is effected by the LT cooling water.
If an antifreeze is added to the cooling water, the resulting lower heat transfer
rate must be taken into consideration. The cooler is to be provided with vent-
ing and draining facilities.
TCV-005/Nozzle cooling The nozzle cooling water temperature control valve with thermal-expansion
water temperature control elements regulates the flow through the cooler to reach the required inlet
valve temperature of the nozzle cooling water. It has a regulating range from
approximately 50 °C (valve begins to open the pipe from the cooler) to 60 °C
(pipe from the cooler completely open).
FIL-021/Strainer for cooling To protect the nozzles for the first commissioning of the engine a strainer for
water cooling water has to be provided. The mesh size is 0.25 mm.
TE/Temperature sensor The sensor is mounted upstream of the engine and is delivered loose by
MAN Energy Solutions. Wiring to the common engine terminal box is
present.
2019-02-25 - 6.2
5.3 Water systems

5.3.7 Nozzle cooling water module
Design
The nozzle cooling water module consists of a storage tank, on which all
components required for nozzle cooling are mounted.
Figure 124: Example: Compact nozzle cooling water module

2019-02-25 - 6.2
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

5.3 Water systems
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
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

2019-02-25 - 6.2
5.3 Water systems

Figure 125: Nozzle cooling water module diagram

2019-02-25 - 6.2
Components
FIL-021 Strainer for cooling water T-005 Nozzle cooling water expansion tank
1,2,3 FQ-011 Flow switch T-052 Sludge tank
HE-005 Nozzle cooling water cooler T-074 Fresh water collecting tank
MOD-005 Nozzle cooling water module T-076 Nozzle cooling water service tank
1,2 P-005 Nozzle cooling water pump TCV-005 Nozzle cooling water temperature
5.3 Water systems
control valve
Connection numbers
3471 Nozzle cooling water inlet to engine 3499 Nozzle cooling water outlet from
engine
3495 Drain of nozzle cooling water pipe
Connection to the nozzle cooling water module
N1a Nozzle cooling water inlet a N4 LT cooling water outlet
N1b Nozzle cooling water inlet b N5 Sample point for "oil in water"
N1c Nozzle cooling water inlet c N6 Filling connection
N2 Nozzle cooling water outlet N7 Drain connection
N3 LT cooling water inlet N8 Connection safety valve, route to

safe area
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5.3 Water systems

5.3.8 HT cooling water preheating module
Figure 126: Example – Compact HT cooling water preheating module
Components
2019-02-25 - 6.2
1 Preheater 7 Temp. sensor
2 Circulating pump 8 Pneumatic valve
3 Valve 9 Condensate water discharger
4 Safety valve 10 Automatic ventilation
5 Flow switch 11 Switch cabinet

5.4 Fuel system
6 Temp. limiter
Connections
A Cooling water inlet, PN16/40 D Condensate outlet PN40
B Cooling water outlet, PN16/40 E Pilot solenoid valve
C Steam inlet, PN40
5.4 Fuel system
5.4.1 General introduction of liquid fuel oil system for dual fuel engines (designed to burn
HFO, MDO and MGO)
Each cylinder of the engine is equipped with two injection nozzles, the pilot
fuel oil nozzle and the main fuel oil nozzle.
Pilot fuel oil

The pilot fuel oil nozzles are part of the pilot fuel oil common rail system. In
gas mode this system is used to ignite the gaseous fuel. For this purpose
MGO/MDO (DMA, DMB or DMZ) is used. Pilot fuel oil nozzles are designed
to operate with very small fuel oil quantities in order to minimise the pilot fuel
oil consumption.
Also in liquid fuel oil mode pilot fuel oil is injected for cooling the nozzles of
the pilot fuel oil injectors.
As a safety function, in case of a failure on the pilot fuel oil system, the engine
can be operated in liquid fuel oil mode without pilot fuel oil (back up mode).
Without further pilot fuel oil injection, cooling of the pilot fuel oil nozzles is
missing. With the low pilot fuel oil pressure, there is a danger that the com-
bustion pressure could flow back into the injector. In both cases the injector
will be damaged after a few operating hours. Back up mode should only be
used at emergency conditions and as short as possible.
The engine has two pilot fuel oil connections, one for pressurised pilot fuel oil
inlet and one for pressureless pilot fuel oil outlet. Non-burned fuel oil and
leakage fuel oil from the pilot fuel oil nozzles is circulated via the pilot fuel oil
outlet connection to the pilot fuel oil service tank.
Main fuel oil injection system

The main fuel oil nozzles are designed to ensure full load operation of the
engine in liquid fuel oil mode. Main fuel oil nozzles are part of a conventional
fuel oil injection system, which is identical to the system used in the parent
2019-02-25 - 6.2
engine (MAN 48/60B) for HFO and MDO operation.

Only if the engine is operated in liquid fuel oil mode, fuel oil is injected
through the main fuel oil nozzles and burned. Nevertheless, to ensure the
lubrication and cooling of the injection pumps and to be prepared to switch
the engine automatically and immediately from gas mode to liquid fuel oil
mode for safety reasons, main fuel oil has to be supplied to the engine, also
5.4 Fuel system

when operated in gas mode. In gas mode there is no main fuel oil consump-
tion, the complete main fuel oil quantity will circulate.
The engine is equipped with two main fuel oil connections, one for inlet and
one for outlet, both under pressure. The required main fuel oil flow at engine
inlet is equal to 3 times the max. fuel oil consumption of the engine. Non-
burned fuel oil will circulate via the main fuel oil outlet connection back to the
external fuel oil system.
As main fuel oil HFO or MDO (DMA or DMB) can be used. In case HFO is
used, it must be heated up to meet a viscosity of 11 cSt (max. 14 cSt for
very high fuel oil viscosity) at engine inlet.
When MDO is used, it is normally not necessary to heat up the fuel. It must
be ensured that the MDO temperature at engine inlet does not become to
warm. Therefore a fuel oil cooler must be installed in the fuel return line from
the engine.
External fuel oil system

The external fuel oil system has to feed the engine with pilot fuel oil and with
main fuel oil and it has to ensure safety aspects in order to enable the engine
to be switched from gas mode to liquid fuel oil mode automatically and
immediately. Also transient conditions, like conditions during fuel changing
from HFO to MDO, must be considered.
Normally two or three engines (one engine group) are served by one fuel oil
system in common.
Standard main fuel oil flexibility for the engine group means that all engines
connected to the same external fuel oil system can operate contemporarily
on the same main fuel oil only. For example, engine No. 1 and No. 2 are
operating together and at the same time on HFO as main fuel oil. It is possi-
ble to switch the main fuel oil from HFO to MDO, but this can be done for the
whole engine group only. It is not possible to select for each single engine of
the group a different main fuel oil.
Each engine can be operated in gas mode or liquid fuel oil mode individually
and at any time. Dual fuel engines are operated frequently and for long time
periods in gas mode or in stand-by mode. In these cases no main fuel oil is
burned, but it is circulated. HFO is subject to alteration if circulated in the fuel
oil system without being consumed. It becomes necessary to avoid circula-
tion of the same HFO content for a period longer than 12 hours. Therefore
the external main fuel oil system must be designed to ensure that the HFO
content of the fuel system is completely exchanged with "fresh" HFO every
12 hours. This can be done by a return pipe from the booster system in the
heavy fuel oil settling tank. Alternatively HFO can be substituted by MDO,
which is not so sensitive to alterations if circulated for long time.
Other limitations for long term operation on gas, MDO or HFO can be given
by the selected lube oil (base number) and by the minimum admissible load.
2019-02-25 - 6.2
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, Page
5.4 Fuel system
362 shows the system components required for fuel oil treatment for marine
diesel oil (MDO).
T-015/Diesel fuel oil storage tank

The 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 sediments
and water. Regarding the tank design, the requirements of the respective
classification society are to be observed.
Tank heating The tank heater must be designed so that the MDO in it is at a temperature
of at least 10 °C minimum above the pour point. The supply of the heating
medium must be automatically controlled as a function of the MDO tempera-
ture.
Fuel with biodiesel In case fuel oils with up to 7 % of biodiesel (FAME) are used, there is an
increased risk of degradation especially due to microbial activity which can
threaten engine performance. In order to minimise this risk, long storage peri-
ods of this fuel have to be avoided. Furthermore all distillate tanks are to be
supplied with a drainage system to prevent bacterial growth by water accu-
mulation.
T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable of absorbing all residues which accumulate dur-
ing the operation in the course of a maximum duration of voyage. In order to
enable the emptying of the tank, it must be heated.
The heating is to be dimensioned so that the content of the tank can be
heated to approximately 40 °C.
P-073/Diesel fuel oil separator feed pump

The diesel fuel oil separator feed pump should always be electrically driven,
i.e. not mounted on the separator, as the delivery volume can be matched
better to the required throughput.
H-019/Fuel oil preheater

In order to achieve the separating temperature, a separator adapted to suit
the fuel oil viscosity should be fitted.
The preheater must be able to heat the diesel oil up to 40 °C and the size
must be selected according to the maximum throughput. However the

medium temperature prescribed in the separator manual must be observed
and adjusted.
CF-003/Diesel fuel oil separator

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A self-cleaning separator must be provided. The diesel fuel oil separator is

dimensioned in accordance with the separator manufacturers' guidelines.
The required flow rate (Q) can be roughly determined by the following equa-
tion:
5.4 Fuel system

be [g/kWh] Fuel oil consumption
ρ [g/l] Density at separating temp approximately 870 kg/m3 = [g/l]
With the evaluated flow rate, the size of the separator has to be selected
according to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
according to the above formula.
For the first estimation of the maximum fuel oil consumption (be), increase the
specific table value by 15 %, see section Planning data, Page 92.
For project-specific values contact MAN Energy Solutions.
In the following, characteristics affecting the fuel oil consumption are listed
exemplary:
▪ Tropical conditions
▪ The engine-mounted pumps
▪ Fluctuations of the calorific value
▪ The consumption tolerance

Fuel oil sampling points are to be provided upstream and downstream of
each separator, to verify the effectiveness of these system components.
T-003/Diesel fuel oil service tank

See description in section Marine diesel oil (MDO) supply system, Page 363.
T-071/Clean leakage fuel oil tank

See description in section Marine diesel oil (MDO) supply system, Page 363.
2019-02-25 - 6.2
MDO treatment system diagram

5.4 Fuel system
2019-02-25 - 6.2
Figure 127: MDO treatment system diagram
Components
5.4 Fuel system

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 T-071 Clean leakage fuel oil tank
5.4.3 Marine diesel oil (MDO) supply system for dual fuel engines
General
The MDO supply system is an open system with open deaeration service
tank. Usually one or two main engines are connected to one fuel system. If
required auxiliary engines can be connected to the same fuel system as well
(not indicated in the diagram).
MDO fuel oil viscosity

MDO-DMB with a max. nominal viscosity of 11 cSt (at 40 °C), or lighter MDO
qualities, can be used.
At engine inlet the fuel oil viscosity should be 11 cSt or less. The fuel temper-
ature has to be adapted accordingly. It is also to ensure, that the MDO fuel
temperature of max. 45 °C at engine inlet (for all MDO qualities) is not excee-
ded. Therefore, a tank heating and a cooler in the fuel return pipe are
required.

The classification societies specify that at least two service tanks are to be
installed on board. The minimum tank capacity of each tank should, in addi-
tion to the MDO consumption of other consumers, enable a full load opera-
tion of min. 8 operating hours for all engines under all conditions.
The tank should be provided with a sludge space with a tank bottom inclina-
tion of preferably 10° and sludge drain valves at the lowest point. An overflow
pipe from the diesel fuel oil service tank T-003 to the diesel fuel oil storage
tank T-015 including heating coils and insulation is to be installed.
If DMB fuel with 11 cSt (at 40 °C) is used, the tank heating is to be designed
to keep the tank temperature at min. 40 °C.
For lighter types of fuel oil it is recommended to adjust the tank temperature
in order to ensure a fuel oil viscosity of 11 cSt or less. Rules and regulations
for tanks issued by the classification societies must be observed.
The required minimum MDO capacity of each service tank is:
VMDOST= (Qpx tox Ms)/(3 x 1000 l/m3)

2019-02-25 - 6.2
Required min. volume of one diesel fuel oil service VMDOST m3

tank
Required supply pump capacity, MDO 45 °C Qp l/h

See paragraph P-008/Diesel fuel oil supply pump,
Page 364.
Operating time to h
5.4 Fuel system
to = 8 h
Margin for sludge MS -

MS = 1.05
Table 201: Required minimum MDO capacity
In case more than one engine or different engines are connected to the same
fuel oil system, the service tank capacity has to be increased accordingly.
STR-010/Suction strainer
To protect the fuel oil supply pumps, an approximately 0.5 mm gauge
(sphere-passing mesh) strainer is to be installed at the suction side of each
supply pump.
P-008/Diesel fuel oil supply pump

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:
▪ Realistic heating value and
▪ Tolerance
To reach this, the diesel fuel oil supply pump has to be designed according
to 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) at brISO1 g/kWh

100 % MCR
Factor for pump dimensioning: f3 = 3.75 x 10-3 f3 l/g
Table 202: Formula to design the diesel fuel oil supply pump
In case more than one engine or different engines are connected to the same
fuel oil system, the pump capacity has to be increased accordingly.
The discharge pressure shall be selected with reference to the system losses
and the pressure required before the engine (see section Planning data,
Page 92 and the following). Normally the required discharge pressure is 10
bar.
FIL-003/Fuel oil automatic filter, supply circuit

2019-02-25 - 6.2
The automatic filter should be a type that causes no significant pressure drop
during flushing sequence. As a reference an acceptable value for a pressure
decrease during back flushing is 0.3 – 0.5 bar. The filter mesh size shall be
0.010 mm (absolute) for common rail injection and 0.034 mm (absolute) for
conventional injection.
The automatic filter must be equipped with differential pressure indication
and switches.
The design criterion relies on the filter surface load, specified by the filter
5.4 Fuel system

manufacturer.
A by-pass pipe in parallel to the automatic filter is required. A stand-by filter
in the by-pass is not required. In case of maintenance on the automatic filter,
the by-pass is to be opened; the fuel is then filtered by the fuel oil duplex filter
FIL-013.
FIL-013/Fuel oil duplex filter

See description in paragraph FIL-013/Fuel oil duplex filter, Page 382.
FBV-010/Flow balancing valve

MDO supply system for only The flow balancing valve FBV-010 is not required.
one main engine and without
auxiliary engines
MDO supply system for more The flow balancing valve (1,2 FBV-010) is required at the fuel outlet of each
than one main engine or/and engine. It is used to adjust the individual fuel flow for each engine. It will com-
additional auxiliary engines pensate the influence (flow distribution due to pressure losses) of the piping
system. Once these valves are adjusted, they have to be blocked and must
not be manipulated later.
PCV-011/Fuel oil spill valve

MDO supply systems for only Fuel oil spill valve PCV-011 is not required.
auxiliary engines
MDO supply systems for In case two engines are operated with one fuel module, it has to be possible
more than one main engine to separate one engine at a time from the fuel circuit for maintenance purpo-
or/and additional auxiliary ses. In order to avoid a pressure increase in the pressurised system, the fuel,
engines which cannot circulate through the shut-off engine, has to be rerouted via
this valve into the return pipe.
This valve is to be adjusted so that rerouting is effected only when the pres-
sure, in comparison to normal operation (multi-engine operation), is excee-
ded. This valve should be designed as a pressure relief valve, not as a safety
valve.
V-002/Shut-off cock
MDO supply systems for only Shut-off cock V-002 is not required.
auxiliary engines
MDO supply systems for The stop cock is closed during normal operation (multi-engine operation).
more than one main engine When one engine is separated from the fuel circuit for maintenance purpo-
or/and additional auxiliary ses, this cock has to be opened manually.
engines
HE-007/Fuel oil cooler
The fuel oil cooler is required to cool down the fuel, which was heated up
2019-02-25 - 6.2
while circulating through the injection pumps. The cooler is normally connec-
ted to the LT cooling water system and should be dimensioned so that the
MDO does not exceed a temperature of max. 45 °C.
Only for very light MDO fuel types this temperature has to be even lower in
order to preserve the minimum admissible fuel oil viscosity on engine inlet,
see section Viscosity-temperature diagram (VT diagram), Page 287.
Cooler capacity
5.4 Fuel system
7.0 kW/cyl.
The max. MDO/MGO throughput is approx. identical to the engine inlet fuel flow
(= delivery quantity of the installed fuel oil booster pump).
Table 203: Dimensioning of the fuel oil cooler for common rail engines
The recommended pressure class of the fuel oil cooler is PN16.
PCV-008/Pressure retaining valve

In open fuel oil supply systems (fuel loop with circulation through the diesel
fuel oil service tank; service tank under atmospheric pressure) this pressure-
retaining valve is required to keep the system pressure to a certain value
against the diesel fuel oil service tank. It is to be adjusted so that the pres-
sure before engine inlet can be maintained in the required range (see section
Operating/service temperatures and pressures, Page 144).
FSH-001/Leakage fuel oil monitoring tank

High pressure pump overflow and escaping fuel oil from burst control pipes
is carried to the monitoring tanks from which it is drained into the clean leak-
age fuel oil collecting tank. The float switch mounted in the tanks must be
connected to the alarm system. The classification societies require the instal-
lation of monitoring tanks for unmanned engine rooms. Lloyd's Register
specifies tank monitoring for manned engine rooms as well.

Dirty leak fuel and leak oil are collected in the leakage oil collecting tank. It
must be emptied into the sludge tank. The content of the leakage oil collect-
ing tank T-006 must not be added to the engine fuel. It can be burned for
instance in a waste oil boiler.

When only MDO is used, the high pressure pump overflow and other, clean
fuel oil that escapes from the conventional injection system is lead to an extra
clean leakage fuel oil collecting tank. From there it can be emptied into the
diesel fuel oil storage tank. Clean leakage fuel oil from T-071 can be used
again after passing the separator. For additional information see description
in section Heavy fuel oil (HFO) supply system, Page 376.

each filter, to verify the effectiveness of these system components.

See description in paragraph T-015/Diesel fuel oil storage tank, Page 360.
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FQ-003/Fuel oil flowmeter

For flow measuring coriolis or positive displacement type flowmeters can be
used. Both types require a by-pass to ensure a continuous fuel oil flow in
case of maintenance. While the by-pass of the coriolis type flowmeter needs
a shut-off valve, the by-pass of the positive displacement flowmeter needs to
5.4 Fuel system

be equipped with a spring loaded overflow valve which opens automatically
in case of a blocking displacement element.
For a fuel oil consumption measurement (not mentioned in the diagram),
flowmeters have to be installed upstream and downstream of the engine.
The measured difference of these flows equals the consumption.
T-021/Sludge tank
See description in paragraph T-021/Sludge tank, Page 360.

See description in paragraph CF-003/Diesel fuel oil separator, Page 360.
CV-004/Pilot fuel oil service tank filling valve

See description in section Pilot fuel oil supply system, Page 391.
T-101/Pilot fuel oil service tank

FIL-033/Pilot fuel oil duplex filter

General notes
The arrangement of the final fuel filter directly upstream of the engine inlet
(depending on the plant design the final filter could be either the fuel oil
duplex filter FIL-013 or the fuel oil automatic filter (supply circuit) FIL-003) has
to ensure that no parts of the filter itself can be loosen.
The pipe between the final filter and the engine inlet has to be done as short
as possible and is to be cleaned and treated with particular care to prevent
damages (loosen objects/parts) to the engine. Valves or components shall
not be installed in this pipe. It is required to dismantle this pipe completely in
presents of our commissioning personnel for a complete visual inspection of
all internal parts before the first engine start. Therefore, flange pairs have to
be provided on eventually installed bends.
The recommended pressure class for the fuel pipes is PN16.
2019-02-25 - 6.2
MDO supply system diagrams

5.4 Fuel system
2019-02-25 - 6.2
Figure 128: MDO supply system diagram – Single engine plant
Components
5.4 Fuel system

CF-003 Diesel fuel oil separator 1,2 P-008 Diesel fuel oil supply pump
CV-004 Pilot fuel oil service tank filling valve 1,2 P-091 Pilot fuel oil supply pump
D-001 Diesel engine PCV-008 Pressure retaining valve
FIL-003 Fuel oil automatic filter, supply PCV-016 Pilot fuel oil spill valve
circuit
FIL-013 Fuel oil duplex filter 1,2,3,4 STR-010 Suction strainer
FIL-033 Pilot fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank
FIL-034 Pilot fuel oil duplex filter T-006 Leakage oil collecting tank
FSH-001 Leakage fuel oil monitoring tank T-015 Diesel fuel oil storage tank
HE-007 Fuel oil cooler T-021 Sludge tank
HE-035 Pilot fuel oil cooler T-071 Clean leakage fuel oil tank
MOD-015 Fuel oil supply pump unit T-101 Pilot fuel oil service tank
MOD-078 Pilot fuel oil supply pump module TR-009 Coalescer (water trap)
MOD-083 Pilot fuel oil filter module
5241 Leakage fuel oil drain pilot fuel-CR 5699 Fuel oil return pipe from engine
5271 Fuel oil inlet pilot fuel-CR 9197 Dirty oil drain from covering,
coupling side
5645 Fuel oil break leakage drain 9199 Dirty oil drain from covering,
(reusable) 1 counter coupling side
5671 Fuel oil inlet on the engine

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5.4 Fuel system
2019-02-25 - 6.2
Figure 129: MDO supply system diagram – Twin engine plant
Components
5.4 Fuel system

CF-003 Diesel fuel oil separator 1,2 P-008 Diesel fuel oil supply pump
CV-004 Pilot fuel oil service tank filling valve 1,2 P-091 Pilot fuel oil supply pump
1,2 D-001 Diesel engine PCV-008 Pressure retaining valve
1,2 FBV-010 Flow balancing valve PCV-011 Fuel oil spill valve
FIL-003 Fuel oil automatic filter, supply PCV-016 Pilot fuel oil spill valve
circuit
1,2 FIL-013 Fuel oil duplex filter 1,2,3,4 STR-010 Suction strainer
1,2 FIL-033 Pilot fuel oil duplex filter 1,2 T-003 Diesel fuel oil service tank
FIL-034 Pilot fuel oil duplex filter T-006 Leakage oil collecting tank
FIL-035 Pilot fuel oil automatic filter T-015 Diesel fuel oil storage tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-021 Sludge tank
HE-007 Fuel oil cooler T-071 Clean leakage fuel oil tank
HE-035 Pilot fuel oil cooler T-101 Pilot fuel oil service tank
MOD-015 Fuel oil supply pump unit TR-009 Coalescer (water trap)
MOD-078 Pilot fuel oil supply pump module V-002 Shut-off cock
coupling side
5.4.4 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, Page
375 shows the system components required for fuel treatment of heavy fuel
oil (HFO).
Bunker fuel oil

Fuel compatibility problems are avoidable if mixing of newly bunkered fuel
with remaining fuel can be prevented by a suitable number of bunkers. Heat-
2019-02-25 - 6.2
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 pump

5.4 Fuel system
The heavy fuel oil transfer pump discharges fuel from the bunkers into the
heavy fuel oil settling tanks. Being a screw pump, it handles the fuel oil gen-
tly, thus prevent water being emulsified in the fuel oil. Its capacity must be
sized to fill the complete heavy fuel oil settling tank within ≤ 2 hours.
T-016/Heavy fuel oil settling tank

Two 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 for
each fuel type (high sulphur HFO, low sulphur HFO).
Size Pre-cleaning by settling is the more effective the longer the solid material is
given time to settle. The storage capacity of the heavy fuel oil settling tank
should be designed to hold at least a 24-hour supply of fuel oil at full load
operation, including sediments and water the fuel oil contains.
The minimum volume (V) to be provided is:
V [m3] Minimum volume
P [kW] Engine rating
Tank heating The heating surfaces should be dimensioned that the heavy fuel oil settling
tank content can be evenly heated to 75 °C within 6 to 8 hours. The heating
should be automatically controlled, depending on the fuel oil temperature.
In order to avoid:
▪ Agitation of the sludge due to heating, the heating coils should be
arranged 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 heat
transferred per unit surface must not exceed 1.1 W/cm2.
Design The heavy fuel oil settling tank is to be fitted with baffle plates in longitudinal
and transverse direction in order to reduce agitation of the fuel oil in the tank
in rough seas as far as possible. The suction pipe of the heavy fuel oil sepa-
rator must 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 insulated
against thermal losses.
Sludge must be removed from the heavy fuel oil settling tank before the sep-
arators draw fuel oil from it.
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T-021/Sludge tank
If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable of absorbing all residues which accumulate dur-
ing the operation in the course of a maximum duration of voyage. In order to
enable the emptying of the tank, it must be heated.
The heating is to be dimensioned so that the content of the tank can be
5.4 Fuel system

heated to approximately 60 °C.
P-015/Heavy fuel oil separator feed pump

The heavy fuel oil separator feed pump should preferably be of the free-
standing type, i.e. not mounted on the heavy fuel oil separator, as the deliv-
ery volume can be matched better to the required throughput.
H-008/Heavy fuel oil preheater

To reach the separating temperature a heavy fuel oil preheater matched to
the fuel oil viscosity has to be installed.
CF-002/Heavy fuel oil separator
As a rule, poor quality, high viscosity fuel oil is used. Two new generation
separators must therefore be installed.
Recommended separator manufacturers and types:
Alfa Laval: Alcap, type SU
Westfalia: Unitrol, type OSE
Heavy fuel oil separators must always be provided in sets of 2 of the same
type
▪ 1 service separator
▪ 1 stand-by separator
of self-cleaning type.
As a matter of principle, all separators are to be equipped with an automatic
programme control for continuous desludging and monitoring.
Mode of operation The stand-by separator is always to be put into service, to achieve the best
possible fuel cleaning effect with the separator plant as installed.
The piping of both heavy fuel oil separators is to be arranged in accordance
with the manufacturer´s advice, preferably for both parallel and series opera-
tion.
The discharge flow of the free-standing dirty oil pump is to be split up equally
between the two separators in parallel operation.
The freshwater supplied must be treated as specified by the separator sup-
plier.
Size The heavy fuel oil separators are dimensioned in accordance with the sepa-
rator manufacturers' guidelines. The required design flow rate (Q) can be
roughly determined by the following equation:
2019-02-25 - 6.2
be [g/kWh] Fuel oil consumption
ρ [g/l] Density at separating temp approximately 930 kg/m3 = [g/l]
With the evaluated flow rate, the size of the separator has to be selected
5.4 Fuel system
according to the evaluation table of the manufacturer. The separator rating

stated by the manufacturer should be higher than the flow rate (Q) calculated
according to the above formula.
For the first estimation of the maximum fuel oil consumption (be), increase the
specific table value by 15 %, see section Planning data, Page 92.
For project-specific values contact MAN Energy Solutions.
In the following, characteristics affecting the fuel oil consumption are listed
exemplary:
▪ The engine-mounted pumps
▪ Fluctuations of the calorific value
▪ The consumption tolerance

each separator, to verify the effectiveness of these system components.
MOD-008/Fuel oil module

See description in figure(s) HFO supply system diagram(s), Page 387.
T-022/Heavy fuel oil service tank

See description in paragraph T-022/Heavy fuel oil service tank, Page 376.

See description in paragraph T-071/Clean leakage fuel oil tank, Page 383.
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HFO treatment system diagram
5.4 Fuel system

2019-02-25 - 6.2
Figure 130: HFO treatment system diagram
Components
5.4 Fuel system
1,2 CF-002 HFO fuel oil separator 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
5.4.5 Heavy fuel oil (HFO) supply system
General
The HFO supply system is a pressurised closed loop system. Normally one
or two main engines are connected to one fuel system. If required, auxiliary
engines can be connected to the same fuel system as well (not indicated in
the diagram).
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 required
system pressure is 1 bar above the evaporation pressure of water.
Fuel Injection Temperature after Evaporation Min. required system

viscosity1) final heater HFO pressure pressure
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
For fuel oil viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),
1)
Page 287.
Table 204: 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, Page 92 and the following), the pressure in the
fuel oil mixing tank and booster circuit becomes significant higher than indi-
cated in this table.
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T-022/Heavy fuel oil service tank

The heavy fuel oil cleaned in the heavy fuel oil separator is passed to the
service tank, and as the separators are in continuous operation, the tank is
always kept filled.
To fulfil this requirement it is necessary to fit the heavy fuel oil service tank
5.4 Fuel system

T-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 time
for 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 it 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 must
be observed.
HFO with high and low sulphur content must be stored in separate service
tanks.

The classification societies specify that at least two service tanks are to be
installed on board. The minimum volume of each tank should, in addition to
the MDO/MGO consumption of the generating sets, enable an eight-hour full
load operation of the main engine.
Cleaning of the MDO/MGO by an additional separator should, in the first
place, be designed to meet the requirements of the diesel alternator sets on
board. Just like the heavy fuel oil service tank, the diesel fuel oil service tank
is to be provided with a sludge space with sludge drain valve and with an
overflow pipe from the diesel fuel oil service tank T-003 to the diesel fuel oil
storage tank T-015. For more detailed information see section Marine diesel
oil (MDO) supply system, Page 363.
CK-002/Three-way valve for fuel oil changeover

This valve is used for changing over from MDO/MGO operation to heavy fuel
operation and vice versa. This valve could be operated manually or automati-
cally. It is equipped with two limit switches for remote indication and sup-
pression of alarms from the viscosity measuring and control system during
MDO/MGO operation.
To protect the fuel oil supply pumps, an approximately 0.5 mm gauge
(sphere-passing mesh) strainer is to be installed at the suction side of each
supply pump.
2019-02-25 - 6.2
P-018/Fuel oil supply pump

5.4 Fuel system
The volumetric capacity must be at least 160 % of max. fuel oil consumption.
QP1= P1x br ISOx 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
Factor for pump dimensioning f4 l/g

▪ For diesel engines operating on main fuel HFO:
f4 = 2.00 x 10–3
Note:
The factor f4includes the following parameters:
▪ 160 % fuel oil flow
▪ Main fuel: HFO 380 mm2/50 °C
▪ Attached lube oil and cooling water pumps
▪ Realistic lower heating value
▪ Specific fuel oil weight at pumping temperature
▪ Tolerance
In case more than one engine is connected to the same fuel oil system, the pump capacity has to be increased
accordingly.
Table 205: Simplified fuel oil supply pump dimensioning
The delivery height of the fuel oil supply pump shall be selected according to
the required system pressure (see table Injection viscosity and temperature
after final heater heavy fuel oil, Page 376), the required pressure in the mixing
tank 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 206: Example for the determination of the expected operating delivery height of the fuel oil supply
pump
2019-02-25 - 6.2
It is recommended to install fuel oil supply pumps designed for the following
pressures:
Engines with conventional fuel oil injection system: Design delivery height
7.0 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 circuit
5.4 Fuel system

If 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 surface
must be adequate to dissipate the heat that is produced by the pump to the
ambient air.
In case of continuos MDO/MGO operation, a water cooled fuel oil cooler is
required to keep the fuel oil temperature below 45 °C.
PCV-009/Pressure limiting valve

This valve is used for setting the required system pressure and keeping it
constant. It returns in the case of
▪ engine shutdown 100 %, and of
▪ engine full load 37.5 % of the quantity delivered by the fuel oil supply
pump back to the pump suction side.
FIL-003/Fuel oil automatic filter, supply circuit

The automatic filter should be a type that causes no significant pressure drop
during flushing sequence. As a reference an acceptable value for a pressure
decrease during back flushing is 0.3 – 0.5 bar.
The automatic filter must be equipped with differential pressure indication
and switches.
Design criterion is the filter area load specified by the filter manufacturer. The
fuel oil automatic filter (supply circuit) has to be installed in the plant. It is not
attached to the engine.
Conventional fuel injection system
Filter mesh width (mm) 0.034
Design pressure PN10

Table 207: Required filter mesh width (sphere passing mesh)
FQ-003/Fuel oil flowmeter

For flow measuring coriolis or positive displacement type flowmeters can be
used. Both types require a by-pass to ensure a continuous fuel oil flow in
case of maintenance. While the by-pass of the coriolis type flowmeter needs
a shut-off valve, the by-pass of the positive displacement flowmeter needs to
be equipped with a spring loaded overflow valve which opens automatically
in case of a blocking displacement element.
For a fuel oil consumption measurement (not mentioned in the diagram),

flowmeters have to be installed upstream and downstream of the engine.
The measured difference of these flows equals the consumption.
One fuel oil flowmeter upstream of the fuel oil mixing tank inlet and an addi-
tional flowmeter downstream the minimum flow valve is required. Alternatively
a flowmeter upstream and downstream the engine can be installed. The
2019-02-25 - 6.2
measured difference of these flows equals the consumption.
T-011/Fuel oil mixing tank

The 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-
5.4 Fuel system
ion is exhausted during operation, compressed air (max. 10 bar) has to be

refilled via the control air connection from time to time.
Before prolonged shutdowns the system is changed over to MDO/MGO
operation.
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 society
in question.
The expected operating pressure in the fuel oil mixing tank depends on the
required fuel oil pressure at the inlet (see section Planning data, Page 92) and
the pressure losses of the installed components and pipes.
Injection system
bar
Required max. fuel oil pressure at engine inlet + 8.00
Pressure difference between fuel oil inlet and outlet engine – 2.00
Pressure loss of the fuel oil return pipe between engine outlet and mixing tank inlet, – 0.30
e.g.
Pressure loss of the flow balancing valve (to be installed only in multi-engine plants, – 0.00
pressure loss approximately 0.5 bar)
Operating pressure in the fuel oil mixing tank = 5.70

Table 208: 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 fuel
oil mixing tank is (for all HFO viscosities) higher than the min. required fuel oil
pressure (see table Injection viscosity and temperature after final heater
heavy fuel oil, Page 376).
P-003/Fuel oil booster pump

To cool the engine mounted high pressure injection pumps, the capacity of
the booster pump has to be at least 300 % of maximum fuel oil consumption
at 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
2019-02-25 - 6.2
Factor for pump dimensioning f5 l/g
5.4 Fuel system

▪ For diesel engines operating on main fuel HFO:
f5 = 3.90 x 10–3
Note:
The factor f5includes the following parameters:
▪ 300 % fuel oil flow at 100 % MCR
▪ Main fuel: HFO 380 mm2/50 °C
▪ Attached lube oil and cooling water pumps
▪ Realistic lower heating value
▪ Specific fuel oil weight at pumping temperature
▪ Tolerance
In case more than one engine is connected to the same fuel oil system, the pump capacity has to be increased
accordingly.
Table 209: Simplified fuel oil booster pump dimensioning
The delivery height of the fuel oil booster pump is to be adjusted to the total
resistance 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-engine + 0.00
plants, pressure loss approximately 0.5 bar)
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 210: Example for the determination of the expected operating delivery height of the fuel oil booster
pump
It is recommended to install booster pumps designed for the following pres-

sures:
Engines with conventional fuel oil injection system: Design delivery height
7.0 bar, design output pressure 10.0 bar.

Engines common rail injection system: Design delivery height 10.0 bar,
design output pressure 14.0 bar.
VI-001/Viscosimeter
This device regulates automatically the heating of the final heater heavy fuel
2019-02-25 - 6.2
oil depending on the viscosity of the circulating fuel oil, to reach the viscosity
required for injection.
H-004/Final heater heavy fuel oil

5.4 Fuel system
The 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 be
arranged for single and series operation.
Parallel operation with half the throughput must be avoided due to the risk of
sludge deposits.
FIL-013/Fuel oil duplex filter

This filter is to be installed upstream of the engine, as close as possible to
the engine.
The emptying port of each filter chamber should be fitted with a valve and a
pipe to the sludge tank. If the filter elements are removed for cleaning, the
filter chamber must be emptied. This prevents the dirt particles remaining in
the filter casing from migrating to the clean oil side of the filter.
After changing the filter cartridge, the reconditioned filter chamber must be
vented manually.
Design criterion is the filter area load specified by the filter manufacturer.
Injection system

FBV-010/Flow balancing valve

Heavy fuel oil supply system The flow balancing valve FBV-010 is not required.
for only one main engine,
without auxiliary engines
Heavy fuel oil supply system The flow balancing valve at engine outlet is to be installed only (one per
for more than one main engine) in multi-engine arrangements connected to the same fuel system. It
engine or/and additional is used to balance the fuel flow through the engines. Each engine has to be
auxiliary engines fed with its correct, individual fuel flow.
FSH-001/Leakage fuel oil monitoring tank

High pressure pump overflow and escaping fuel oil from burst control pipes
is carried to the monitoring tanks from which it is drained into the clean leak-
age fuel oil collecting tank. The float switch mounted in the tanks must be
connected to the alarm system. The classification societies require the instal-
lation of monitoring tanks for unmanned engine rooms. Lloyd's Register
specifies tank monitoring for manned engine rooms as well.

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Dirty leak fuel and leak oil are collected in the leakage oil collecting tank. It
must be emptied into the sludge tank. The content of the leakage oil collect-
ing tank T-006 must not be added to the engine fuel. It can be burned for
instance in a waste oil boiler.
5.4 Fuel system

High pressure pump overflow and other, clean fuel oil that escapes from the
injection system is lead to an extra clean leakage fuel oil tank.
From there it can be emptied into the heavy fuel oil settling tank. When the
fuel oil system is running in MDO-mode, clean leakage can be pumped to
the diesel fuel oil storage tank. The leakage switch-over valve MOV-017 is
switching between heavy fuel oil settling tank and diesel fuel oil storage tank.
Note:
It must be ensured that no more HFO is in the clean leakage fuel oil tank
before pumping the leakage fuel oil to the diesel fuel oil storage tank.
The amount of clean operation leakage differs in a broad range, depending
on the wear of the injection pumps, the type of fuel oil and the operating
temperatures.
For data regarding the leak rate, see table Leakage rate, Page 149.
A high flow of dirty leakage oil will occur in case of a pipe break, for short
time only (< 1 min). Engine will run down immediately after a pipe break
alarm.
Clean leakage fuel oil from the clean leakage fuel oil tank T-071 can be used
again after passing the separator.
Leakage fuel oil flows pressureless (by gravity only) from the engine into this
tank (to be installed below the engine connections). Pipe clogging must be
avoided by trace heating and by a sufficient downward slope.
It must be ensured that the leakage fuel oil is well diluted with fresh fuel
before entering the engine again. Nevertheless, leakage oil collecting tank
T-006 is still required to collect lube oil leakages from lube oil drains (and
other).
In case the described clean leakage fuel oil tank T-071 is installed, leakages
from the following engine connections are to be conducted into this tank:
Engine type Connection
L engine 5645
V engine 5645, 5646

Table 212: Connections clean leakage fuel oil tank

each filter, to verify the effectiveness of these system components.
HE-007/Fuel oil cooler

CK-003/Three-way valve (fuel oil cooler/by-pass)
The propose of the fuel oil cooler is to ensure that the viscosity of MDO/MGO
will not become too fluid in engine inlet.
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With the three-way valve (fuel oil cooler/by-pass) CK-003, the fuel oil cooler
HE-007 has to be opened when the engine is switched from HFO to
MDO/MGO operation.
That way, the MDO/MGO, which was heated while circulating via the injec-
tion pumps, is re-cooled before it is returned to the fuel oil mixing tank T-011.
Switching on the fuel oil cooler may be effected only after flushing the pipes
with MDO/MGO.
The cooler is cooled by LT cooling water.

5.4 Fuel system
The thermal design of the cooler is based on the following data:
Pc = P1 x brISO x f1
Qc = P1 x brISO x f2
Cooler outlet temperature MDO/MGO1) Tout °C

Tout = 45 °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
Factor for heat dissipation: f1 kWh/g

f1= 2.68 x 10 -5
Factor for MDO/MGO flow: f2 l/g

f2 = 2.80 x 10 -3
Note:
In case more than one engine, or different engines are connected to the same fuel system, the cooler capacity has to
be increased accordingly.
1)
This temperature has to be normally maximum 45 °C. Only for very light MGO fuel types this temperature has to be
even lower in order to preserve the minimum admissible fuel oil viscosity in engine inlet (see section Viscosity-temper-
ature diagram (VT diagram), Page 287).
2)
The maximum MDO/MGO throughput is identical to the delivery quantity of the installed fuel oil booster pump.
Table 213: Simplified fuel oil cooler dimensioning for engines without common rail (MAN 32/40,
MAN 48/60B, MAN 51/60DF)
The recommended pressure class of the fuel oil cooler is PN16.
FBV-013/Minimum flow valve

The minimum flow valve has to be installed in the plant. This valve is used to
adujst the flushing flow to exchange the HFO supply system with fresh HFO
every 12 hours.
It becomes necessary to avoid circulation of the same HFO content for a
period longer than 12 hours. Therefore the external main fuel oil system must
be designed to ensure that the HFO content of the fuel system is completely
exchanged with "fresh" HFO every 12 hours. This can be done by a return
pipe from the booster system in the heavy fuel oil setting tank.
In case the fuel supply system is filled with MGO, no fuel exchange is
required. For that the manual valve prior the FBV-013 can be closed.
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PCV-011/Fuel oil spill valve

HFO supply system for only Fuel oil spill valve PCV-011 is not required.
one main engine, without
auxiliary engines
HFO supply system for more In case two engines are operated with one fuel oil module, it has to be possi-
5.4 Fuel system

than one main engine or/and ble to separate one engine at a time from the fuel oil circuit for maintenance
additional auxiliary engines purposes. In order to avoid a pressure increase in the pressurised system,
the fuel oil, which cannot circulate through the shut-off engine, has to be
rerouted via this valve into the return pipe. This valve is to be adjusted so that
rerouting is effected only when the pressure, in comparison to normal opera-
tion (multi-engine operation), is exceeded. This valve should be designed as
a pressure relief valve, not as a safety valve.
V-002/Shut-off cock
HFO supply system for only Shut-off cock V-002 is not required.
one main engine, without
auxiliary engines
HFO supply system for more The stop cock is closed during normal operation (multi-engine operation).
than one main engine or/and When one engine is separated from the fuel oil circuit for maintenance purpo-
additional auxiliary engines ses, this cock has to be opened manually.
T-008/Fuel oil damper tank

The injection nozzles cause pressure peaks in the pressurised part of the fuel
oil system. In order to protect the viscosity measuring and control unit, these
pressure peaks have to be equalised by a compensation tank. The volume of
the pressure peaks compensation tank is 20 I.
Alternatively a metal bellow damper can be used in combination with an air
cushion in the fuel oil mixing tank.
CF-002/Heavy fuel oil separator

See description in paragraph CF-002/Heavy fuel oil separator, Page 373.

See description in paragraph CF-003/Diesel fuel oil separator, Page 360.

See description in paragraph T-015/Diesel fuel oil storage tank, Page 360.
T-016/Heavy fuel oil settling tank

See description in paragraph T-016/Heavy fuel oil settling tank, Page 372.
T-021/Sludge tank
See description in paragraph T-021/Sludge tank, Page 372.

2019-02-25 - 6.2


Piping
5.4 Fuel system
We recommend to use pipes according to PN16 for the fuel system (see
section Engine pipe connections and dimensions, Page 303).
Material
The casing material of pumps and filters should be EN-GJS (nodular cast
iron), in accordance to the requirements of the classification societies.
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HFO supply system diagrams
5.4 Fuel system

2019-02-25 - 6.2
Figure 131: HFO supply system diagram – Single engine plant
Components
5.4 Fuel system
CF-002 Heavy fuel oil separator MOV-017 Leakage fuel oil switch-over valve
CF-003 Diesel fuel oil separator 1,2 P-003 Fuel oil booster pump
CK-002 Three-way valve for fuel oil change- 1,2 P-018 Fuel oil supply pump
over
CK-003 Three-way valve (fuel oil cooler/by- 1,2 P-091 Pilot fuel oil supply pump
pass)
CV-004 Pilot fuel oil service tank filling valve PCV-009 Pressure limiting valve
D-001 Diesel engine PCV-016 Pilot fuel oil spill valve
FBV-013 Minimum flow valve 1,2,3,4 STR-010 Suction strainer
FIL-003 Fuel oil automatic filter, supply circuit 1,2 T-003 Diesel fuel oil service tank
FIL-013 Fuel oil duplex filter T-006 Leakage oil collecting tank
FIL-033 Pilot fuel oil duplex filter T-008 Fuel oil damper tank
FIL-034 Pilot fuel oil duplex filter T-011 Fuel oil mixing tank
1,2 FQ-003 Fuel oil flowmeter T-015 Diesel fuel oil storage tank
FSH-001 Leakage fuel oil monitoring tank T-016 Heavy fuel oil settling tank
1,2 H-004 Final heater heavy fuel oil T-021 Sludge tank
HE-007 Fuel oil cooler 1,2 T-022 Heavy fuel oil service tank
HE-025 Fuel oil cooler, supply circuit T-071 Clean leakage fuel oil tank
HE-035 Pilot fuel oil cooler T-101 Pilot fuel oil service tank
MOD-008 Fuel oil module TR-009 Coalescer (water trap)
MOD-078 Pilot fuel oil supply pump module VI-001 Viscosimeter
coupling side

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5.4 Fuel system

2019-02-25 - 6.2
Figure 132: HFO supply system diagram – Twin engine plant
Components
5.4 Fuel system
CF-002 Heavy fuel oil separator MOV-017 Leakage fuel oil switch-over valve
CF-003 Diesel fuel oil separator 1,2 P-003 Fuel oil booster pump
CK-002 Three-way valve for fuel oil change- 1,2 P-018 Fuel oil supply pump
over
CK-003 Three-way valve (fuel oil cooler/by- 1,2 P-091 Pilot fuel oil supply pump
pass)
CV-004 Pilot fuel oil service tank filling valve PCV-009 Pressure limiting valve
1,2 D-001 Diesel engine PCV-011 Fuel oil spill valve
1,2 FBV-010 Flow balancing valve PCV-016 Pilot fuel oil spill valve
FBV-013 Minimum flow valve 1,2,3,4 STR-010 Suction strainer
FIL-003 Fuel oil automatic filter, supply circuit 1,2 T-003 Diesel fuel oil service tank
1,2 FIL-013 Fuel oil duplex filter T-006 Leakage oil collecting tank
1,2 FIL-033 Pilot fuel oil duplex filter T-008 Fuel oil damper tank
FIL-034 Pilot fuel oil duplex filter T-011 Fuel oil mixing tank
FIL-035 Pilot fuel oil automatic filter T-015 Diesel fuel oil storage tank
1,2 FQ-003 Fuel oil flowmeter T-016 Heavy fuel oil settling tank
1,2 FSH-001 Leakage fuel oil monitoring tank T-021 Sludge tank
1,2 H-004 Final heater heavy fuel oil 1,2 T-022 Heavy fuel oil service tank
HE-007 Fuel oil cooler T-071 Clean leakage fuel oil tank
HE-025 Fuel oil cooler, supply circuit T-101 Pilot fuel oil service tank
HE-035 Pilot fuel oil cooler TR-009 Coalescer (water trap)
MOD-008 Fuel oil module V-002 Shut-off cock
MOD-078 Pilot fuel oil supply pump module VI-001 Viscosimeter
coupling side

2019-02-25 - 6.2
5.4 Fuel system

5.4.6 Pilot fuel oil supply system
General
The pilot fuel oil supply system is an open system with open deaeration pilot
fuel oil service tank. Usually one or two engines are connected to one pilot
fuel oil supply system, see figure(s) HFO supply system diagram(s), Page
387. Each cylinder of the engine is equipped with two injection nozzles, the
pilot fuel oil nozzle and the main fuel oil nozzle.
Diesel fuel oil viscosity

As pilot fuel oil only MGO or MDO (DMA, DMB or DMZ) according to ISO
8217-2017 is permissible (see section Specification of diesel oil (MGO, MDO)
when used as pilot-fuel for DF engines, Page 270).
Pilot fuel oil

The pilot fuel oil nozzles are part of the pilot fuel oil common rail system. In
gas mode this system is used to ignite the gaseous fuel. For this purpose
MGO or MDO (DMA or DMB) is used. Pilot fuel oil nozzles are designed to
operate with very small fuel oil quantities in order to minimise the pilot fuel oil
consumption. Also in liquid fuel oil mode pilot fuel oil is injected for cooling
the nozzles of the pilot fuel oil injectors. As a safety function, in case of a fail-
ure of the pilot fuel oil system, the engine can be operated in liquid fuel oil
mode without pilot fuel oil (back up mode).
Without further pilot fuel oil injection, cooling of the pilot fuel oil nozzles is
missing. With the low pilot fuel oil pressure, there is a danger that the com-
bustion pressure could flow back into the injector. In both cases the injector
will be damaged after a few operating hours. Back up mode should only be
used at emergency conditions and as short as possible.
The engine has two pilot fuel oil connections, the pressurised pilot fuel oil
inlet and the pressureless pilot fuel oil outlet. Non-burned fuel oil and leakage
fuel oil from the pilot fuel oil nozzles is circulated via the pilot fuel oil outlet
connection.
The leakage fuel oil flows pressure less (by gravity only) from the engine into
the pilot fuel oil service tank (to be installed below the engine connections).
Pipe resistance and clogging must be avoided by a sufficient downward
slope.
TR-009/Coalescer
To fulfill the quality requirement of water content in pilot fuel oil (see section
Pilot fuel, Page 257) a coalescer should be installed in the pilot fuel oil supply
system. It is recommended to install the coalescer in the supply line of the
pilot fuel oil service tank which is filled via hydrostatic pressure or a supply
2019-02-25 - 6.2
pump. When using a supply pump the coalescer has to be installed on the
suction side of the pump. A suitable coalescer can be supplied by MAN
Energy Solutions as an option if required.

5.4 Fuel system
The pilot fuel oil service tank, installed on the pilot fuel oil return pipe, has to
be designed for a content of min. 200 l for each connected engine. At the
engine outlet the pilot fuel oil is pressureless. Therefore the pilot fuel oil return
pipe between the engine and the pilot fuel oil collecting tank has to be instal-
led with a downward slope. Filling of the tank is to be governed by fuel level
switches. A difference of 15% of the total tank volume between filling start
and stop is to be established. The filling of the pilot fuel oil service tank
should be done with well separated fuel from the diesel fuel oil service tank.

The valve must be operated automatically.
To protect the fuel supply pumps, an approximately 0.25 mm gauge (sphere-
passing mesh) strainer is to be installed at the suction side of each supply
pump.
P-091/Pilot fuel oil supply pump

The pilot fuel oil supply pump shall keep sufficient fuel pressure before the
engine mounted pilot fuel oil high pressure pump.
The pilot fuel oil supply pump has to be designed for a flow of 130 l/h for
each connected L engine and 250 l/h for each connected V engine, including
margins for:
▪ Realistic heating value
▪ Tolerance
In case more than one engine is connected to the same pilot fuel oil system,
the pump capacity has to be increased accordingly. The delivery height shall
be selected with reference to the system losses and the pressure required
before the engine (see section Planning data, Page 92). Normally the
required delivery height is 10 bar.
HE-035/Pilot fuel oil cooler

The pilot fuel oil cooler is required to cool down the fuel oil, which was
heated up while circulating through the high pressure pilot fuel oil injection
system. The pilot fuel oil cooler is normally connected to the LT cooling water
system and should be dimensioned so that the MGO does not exceed a
temperature of max. 45 °C.

The thermal design of the pilot fuel oil cooler is based on the following data:
Pilot fuel inlet temperature ≤ 60 °C
Pilot fuel outlet temperature ≤ 45 °C

2019-02-25 - 6.2
Table 214: Dimensioning of the pilot fuel oil cooler
The max. MGO volume flow is identical to the delivery quantity of the installed
pilot fuel oil supply pump P-091. The recommended pressure class of the
pilot fuel oil cooler is PN16.
FIL-035/Pilot fuel oil automatic filter
5.4 Fuel system

The pilot fuel oil automatic filter must be equipped with differential pressure
indication and switches. The filter must be designed for automatic cleaning in
case of exceeding a specific differential pressure. The back flushing oil and
particles shall leave the filter by a separate pipe.
Pilot fuel oil injection system

Table 215: Required filter mesh width (sphere passing mesh) – Pilot fuel oil
automatic filter
Design criterion is the filter area load specified by the filter manufacturer. The
pilot fuel oil automatic filter has to be installed in the plant. It is not attached
to the engine.

To ensure high fuel oil quality (see section Pilot fuel, Page 257) this filter has
to be designed as a depth filter. The pilot fuel oil duplex filter is to be installed
upstream of the engine, the emptying port of each filter chamber is to be fit-
ted with a valve and a pipe to the leakage oil collecting tank T-006.
If the filter elements are removed for cleaning, the filter chamber must be
emptied. This prevents the dirt particles remaining in the filter casing from
migrating to the clean oil side of the filter. Design criterion is the filter area
load specified by the filter manufacturer.

PCV-016/Pilot fuel oil spill valve

This valve is used for setting the required pressure before the pilot fuel oil
high pressure pump. It should be designed as a pressure relief valve, not as
a safety valve.

This filter (designed as a depth filter) is attached on the engine. The emptying
port of each filter chamber is to be fitted with a valve and a pipe to the
sludge tank. If the filter elements are removed for cleaning, the filter chamber
must be emptied. This prevents the dirt particles remaining in the filter casing
from migrating to the clean oil side of the filter. Design criterion is the filter
area load specified by the filter manufacturer.
2019-02-25 - 6.2


5.4 Fuel system
5.4.7 Fuel oil supply at blackout conditions

As the main electrical grid is not available during a blackout, an alternative
energy source has to guarantee fuel oil supply. If a sufficient uninterruptible
power supply (UPS) system is available, it can be connected to the regular
fuel oil supply pumps and run them in spite of blackout.
Alternatively an additional pneumatic pump can be installed. If this pump is
connected to a working air system, it must be ensured that this system can
always deliver sufficient compressed air required to outlast the blackout
operation.
Also the starting air system can be used, if the additional air is considered for
design of starting air receivers and the adequate control of the blackout
pump is implemented in the ship automation system. Background is that the
amount of compressed air required by class societies for engine starts must
not be affected. MAN Energy Solutions can design a suitable pneumatic
pump and calculate its compressed air consumption.
For a short time the engines can also run by use of a gravity fuel oil tank
(MDO/MGO) or in a HFO system by the air pressure cushion in the fuel oil
mixing tank (see required pressure in section Operating/service temperatures
and pressures, Page 144.
Duration of blackout operation

Duration of the blackout pump operation should last till the regular fuel sup-
ply is recovered:
▪ Duration of the emergency GenSet for connecting to the main electrical
grid
▪ Start-up time of the fuel oil module after main grid is restored
▪ Buffer time
On the other hand, the duration of the blackout pump operation should be
limited by the ship automation system due to:
▪ Reduction of UPS or compressed air consumption
▪ Consideration of engine related systems without power supply (e.g. cool-
ing water system might overheat)
Depending on engine load it can be advisable to schedule blackout operation
to maximum 90 seconds.
Integration in fuel oil system

In a diesel fuel oil supply system it is recommended to integrate the blackout

pump parallel to the regular fuel oil supply pumps. In order to reduce com-
pressed air consumption, it is possible to choose a downsized pump and
operate the engine in part load.
For a heavy fuel oil supply system a pneumatic pump delivers fuel oil from
MDO service tank into the mixing tank to guarantee low load operation. For
2019-02-25 - 6.2
high-load operation please contact MAN Energy Solutions.

Note:
A fuel oil supply with cold MDO/MGO shortly after HFO-operation will lead to
temperature shocks in the injection system and has to be avoided under any
circumstances.
5.4 Fuel system

5.4.8 Fuel gas supply system
The external gas supply system is necessary to feed the dual fuel engine with
fuel gas according to the requirements of the engine. It consists of:
▪ The plant related fuel gas supply system
▪ The gas valve unit with connection pipes
The plant related fuel gas supply system provides gas with the correct condi-
tions at the inlet of the gas valve unit.
The pressure and the temperature of the fuel gas supplied to the GVU shall
be in the range as specified in section Specifications and requirements for
the gas supply of the engine, Page 150. The fuel gas pressure at inlet GVU
may have a maximum pressure fluctuation of 200 mbar/s. The temperature-
and pressure-dependent dew point of natural gas must be exceeded to pre-
vent condensation.
If the pressure of the fuel gas supplied to the GVU exceeds the permissible
range as stated in section Specifications and requirements for the gas supply
of the engine, Page 150, a safety valve has to be installed on the GVU to
protect the engine against excessive pressure. In any case the maximum
design pressure of the GVU system of 10 bar shall not be exceeded.
MOD-052/Gas valve unit
Figure 133: Gas valve unit (GVU)
Components
FIL-026 Gas filter MOD-052 Gas valve unit (GVU)
FQ-007 Gas flow meter PCV-014 Gas pressure control valve
2,3,5 FV-002 Automatic venting valve 1,2 QSV-001 Quick action stop valve
4 FV-002 Automatic venting valve (optional) V-003 Gas shut-off valve, manual
2019-02-25 - 6.2
Connections
A Gas inlet F Inert gas
B Gas outlet H1 Compressed air
D1.1/D1.2/D2 Gas venting
The gas valve unit (MOD-052) is a regulating and safety device permitting the
5.4 Fuel system
engine to be safely operated in the gas mode. The unit is equipped with
block and bleed valves (quick-acting stop valves and venting valves) and a
gas pressure regulating device.
The gas valve unit fulfils the following functions:
▪ Gas leakage test by engine control system before engine start
▪ Control of the pressure of the gas fed into the dual fuel engine
▪ Quick stop of the gas supply at the end of the DF-operation mode
▪ Quick stop of the gas supply in case of an emergency stop
▪ Purging of the gas distribution system and the feed pipe with N2 after DF-
operation
▪ Purging with N2 for maintenance reasons
In order to keep impurities away from the downstream control and safety
equipment, a gas filter (FIL-026) is installed after the hand-stop valve (V-003).
The maximum mesh width (absolute, sphere-passing mesh) of the gas filter
(FIL-026) must be 0.005 mm. The pressure loss at the filter is monitored by a
differential pressure gauge.
The gas pressure control device (PCV-014) adjusts the pressure of the gas
fed into the engine. The control devices include a regulating valve with pres-
sure regulator and an IP transducer.
In accordance with the engine load, the pressure control device maintains a
differential gas over pressure to the charge air pressure. This ensures that
the gas feed pressure is correct at all operating points.
At the outlet of the gas control line, quick-acting stop valves (1, 2 QSV-001)
and automatic venting valves (2, 3, 4, 5 FV-002) are mounted. The quick-act-
ing stop valves will interrupt the gas supply to engine on request. The auto-
matic venting valve (2 FV-002) relieves the pressurised gas trapped between
the two closed quick-acting stop valves (1, 2 QSV-001). The automatic vent-
ing valves (3, 5 FV-002) relieves the pressurised gas trapped between the
quick-acting stop valves (2 QSV-001) and the engine and is used to purge
the gas distribution system and pipe with N2 in inverse direction.
A venting valve (4 FV-002) for purging the gas supply pipe in front of the GVU
can be supplied optional. This valve is not controlled by the engine control
system and has to be controlled by ship automation system or similar.
For safety reasons, the working principle of the quick-acting stop valves (1, 2
QSV-001) ensures that the valves are normally closed (closed in case there is
no signal) while the venting valves (2, 3, 5 FV-002) are normally open.
The gas valve unit includes pressure transmitters/gauges and a thermocou-

ple. The output of these sensors is transmitted to the engine management
system. The control logic meets MAN Energy Solutions requirements and
controls the opening and closing of the block and bleed valves as well as the
gas-control-line leak test.
See also section Internal media systems – Exemplary, Page 153 for details
2019-02-25 - 6.2
on gas system on engine.
Gas valve unit room/enclosure

The gas valve unit is to be installed in a separate room meeting the following
requirements:
▪ Gas tight compartment Installation of a fire detection and fire fighting sys-
tem
5.4 Fuel system

▪ Installed room ventilation system with exhaust air fan to outside area.
This ensures that there is always a lower pressure in this room in com-
parison to the engine room
▪ Installation of a gas detection system
▪ Installation of a fire detection and fire fighting system
As an alternative for an installation in a GVU room the GVU can be equipped
with a dedicated enclosure/housing. In this way the GVU can be installed
directly beside the engine in the machinery space. The safety and operation
principal is analog to the GVU room installation.
Figure 134: Gas valve unit with housing
Components
FIL-026 Gas filter MOD-052 Gas valve unit (GVU)
FQ-007 Gas flow meter (optional) PCV-014 Pressure control valve
2,3,5 FV-002 Automatic venting valve 1,2 QSV-001 Quick action stop valve
4 FV-002 Automatic venting valve (optional) V-003 Gas shut-off valve, manual
Connections
A Gas inlet D1.1/D1.2/D2 Gas venting
B Gas outlet F Inert gas
C Ventilation H1 Compressed air

Gas piping and ventilation

The GVU shall be located as close as possible to the engine to achieve opti-
mal control behaviour. Therefore the maximum length of the piping between
GVU and engine inlet is limited to 15 metres. The material for manufacturing
2019-02-25 - 6.2
the supply gas piping from the GVU to the engine inlet must be stainless
steel.
The inner diameter of the gas piping between GVU and engine shall be equal
to the piping diameter of the GVU outlet to minimise pressure losses.
The gas supply pipe between the gas valve unit and the engine gas inlet con-
nection is to be of double-wall design or a pipe in a separate duct. The inter-
space between the two pipes (or between pipe and duct) is to be connected
to the gas valve unit room/housing. A gas detection for the interspace is to
5.4 Fuel system
be installed, and a ventilation system ensuring that the air is exchanged at

least 30 times per hour is required.
If for integration reasons the double wall supply piping presents low points
(siphons), particular construction attention shall be paid for avoiding eventual
accumulation of condensation water between the internal and external piping
which might obstruct the ventilation.
To achieve a 30 times air exchange inside the GVU room/enclosure in gener-
ally a lower difference pressure is required compared to 30 times ventilation
of the double-walled piping. Therefore it is recommended to install a adjusta-
ble flow restrictor at the ventilation air inlet of the GVU housing. With this flow
restrictor the negative pressure inside the housing can be set for appropriate
ventilation of the double-walled piping. In case of a GVU room with a big vol-
ume it is recommended to install separate ventilation equipment for piping
and GVU compartment. Contact MAN Energy Solutions for support.
In the following it is shown how to determine the necessary air flow for a min.
30 times air exchange of the double walled piping and the GVU compart-
ment. Furthermore it is shown how to estimate the dedicated necessary neg-
ative pressure within the GVU compartment.
Necessary min. air flow through double walled piping and GVU compartment
Air flow through piping min.:
Vdw = 30 x (Vdw engine + Vdw plant)/h

Volume of annular space on engine piping Vdw engine in litres 72 80 88 96 171 191 211 231
Table 218: Volume of annular space on engine piping Vdw engine in litres
Volume of annular space on plant piping between GVU compartment and

engine Vdw plant has to be calculated by customer.
The volume of the air suction line has not be considered for the 30-times air
exchange rate.
Air flow through GVU compartment min.:
VGVU = 30 x VGVU/h
Necessary min. negative pressure at double walled piping on engine inlet
To generate the necessary min. 30 times air exchange, a certain negative
pressure has to be adjusted by the ventilation system inside the GVU com-
partment.
The pressure loss over the engine (incl. expansion bellow) is shown in figure
Relation of double walled space and pressure loss over the engine, Page
399. It is depending on the annular space volume of the plant piping Vdw plant.
2019-02-25 - 6.2
5.4 Fuel system

Figure 135: Relation of double walled space and pressure loss over the engine
For estimating the negative pressure to be set inside the GVU compartment
the pressure loss on the plant side piping has to be added. If the air is taken
from outside an additional pressure loss has to be considered for the air inlet
piping. The pressure losses can be calculated by the costumer with the air
flow through the piping Vdw.
With the air flow through GVU compartment and the necessary negative
pressure inside GVU compartment, the ventilation equipment can be
designed. (Ventilation of double walled inlet piping to GVU not considered).
To adjust the correct pressure inside the GVU compartment an additional
ventilation inlet piping for GVU compartment with an appropriate throttle
valve will be necessary.
Appropriate equipment for monitoring the air exchange on the engine has to
be installed, e.g. pressure monitoring before and after engine in annular
space.
If not achieving the correct pressure and flow conditions within the annular
space and the GVU compartment an alarm shall occur and after a delay an
external QCO has to be initiated by the ventilation control or ship automation
2019-02-25 - 6.2
system.
If an air suction line is connected to the annular space on the engine, the line
has to be made of stainless steel to avoid intake of rusty particles into the
system. The line has to be steadily ascending to ensure free pass of the air
flow (no condensate trapped). For further requirements please refer to rele-
vant classification rules.
Safety concept
5.4 Fuel system
For further information on the installation of the gas supply system and the
gas valve unit refer to our brochure "Safety Concept – Marine dual fuel
engines".
Inert gas system

To secure the gas supply line on the DF engine from an explosive atmos-
phere up to the block valve 2 QSV-001 of the GVU, the piping will be auto-
matically purged with inert gas after each normal or quick change over from
gas mode to liquid fuel mode and each emergency shutdown from gas
mode. Therefore an inert gas purge valve is installed on the DF engine.
In common during purge mode, the purge valve on the engine and the vent-
ing valves 3- and 5 FV-001 will be opened and inert gas can purge the
remaining gas downstream out to the gas venting installation.
After the purge time (depending on the length of the gas piping from GVU to
DF engine manifold), 3 FV-001, 5 FV-001 and the inert gas purge valve will
be closed. During preparation to gas mode, the purge mode has to start
once again to secure an air-free gas piping.
In case depressurising of the gas pipe between GVU and engine is not possi-
ble due to a malfunction (e.g. sticking venting valve), the limited fuel gas vol-
ume trapped in the pipe could slowly pass through the not completely tight
gas admission valves and can so reach the charge air manifold and from
here, if the engine is not in operation, the engine room or, trough open cylin-
der inlet and outlet valves, the exhaust gas system. To minimise this risk,
redundant venting valves 3 FV-001 and in parallel 5 FV-001 are installed on
the GVU.
In case the nitrogen purging system fails, the gas pipe is once purged with
charge air and a gas blocking is set. Thus an explosive atmosphere can only
occur seldom and for short periods. Operation in gas mode is only possible if
Nitrogen pressure is available and gas blocking alarm has been reset by
operator.
The crankcase has to be also purged with nitrogen in case of doing mainte-
nance in this space. For further information check the dedicated working
sheet. If using nitrogen as inert gas the purity has to be minimum 95% nitro-
gen to ensure to be safely below the limiting oxygen concentration if mixed
with fuel gas.
The nitrogen supply pressure shall be min. 5.5 bar and max. 6.5 bar at
engine inlet. The nitrogen supply pressure shall be stable in any operating
condition. Also during purging, the nitrogen supply pressure shall not fall
below the required minimum value of 5.5 bar.

For supplying nitrogen to the engine either high-pressure bottle batteries or
nitrogen generators with buffer vessels can be used. The design of this
equipment is depending on the number of switch-overs from gas to diesel
mode and vice versa as the gas piping is purged with every switch-over. For
a guidance value of the necessary nitrogen amount which shall be held avail-
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able in a pressurised vessel before the engine following formula can be used:
VN2 = 2 x NSO x NEX x (Vengine + Vplant)
5.4 Fuel system

VN2 Nitrogen volume in Nm3 per engine Factor 2 Post- and pre-purging operation
NSO Number of switch-over operations to be NEX Number of volume exchanges in piping (3

operated without waiting time in between to 5 is recommended)
Vengine Volume of inner engine piping Vplant Volume of inner plant piping between GVU
and engine
The design of the nitrogen equipment e.g. a nitrogen generator is depending

on the required filling time of the pressurised nitrogen vessel in front of the
engine and other nitrogen consumers.
Volumes of inner engine 79 89 98 107 187 209 231 252
piping in litres
Table 219: Volumes of inner engine piping in litres

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Fuel gas supply system diagram

5.4 Fuel system
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Figure 136: Fuel gas supply system diagram – Engine room arrangement
Components
5.5 Compressed air system

MDO-052 Gas valve unit (details see figure Gas D1.1, D1.2, D2 Gas venting
valve unit (GVU), Page 395)
F Inter gas inlet GD Gas detector: Exact number, posi-

tion, type and set point of gas
detectors to be agreed with the
authority and according local sur-
rounding conditions.
P1 > P0 > P2 > P3 Ambient pressures
* Air inlet to annular space from areas which would be non-hazardous in absence of the air inlet. Air inlet inside or
outside according requirements of classification society. If inside gas detector has to be installed at air inlet opening.
MAN Energy Solutions recommends to install separate fans for the ventilation of GVU room and piping as the pres-
sure loss on the engine side double-walled space will be significantly higher than the required negative pressure to
achieve a 30-times air exchange inside the GVU room. Therefore double-walled space has to be closed after entry
into the GVU room.
The monitoring of the 30-times air exchange rate on the engine is done by dedicated pressure transmitters. For
design of the ventilation equipment please refer to the dedicated Project Guide or contact MAN Energy Solutions.
** Gas pipe between gas valve unit and engine to be made of stainless steel. Length of this pipe to be as short as
possible, maximum 15 m. The volume of the double wall space has to be designed as small as possible.
*** Hazardous area on open deck at venting pipe outlet as well as at outlets and inlets for ventilation pipes of GVU
room and annular space (spherical). Gas venting pipes shall not be merged according MAN Energy Solutions. In any
case a back flow or back-pressure in any venting pipe during a venting or purging process over a connected pipe is
not permitted. Therefore the collector pipe has to be sized sufficiently. Single non-return devices installed in venting
pipes are not allowed. Gas venting pipes can be merged if accepted by authority.
5.5.1 Compressed air system description
The compressed air supply to the engine plant requires starting air receivers
and starting air compressors of a capacity and air delivery rating which will
meet the requirements of the relevant classification society.
Piping
The main starting pipe (engine connection 7171), connected to both air
receivers, leads to the main starting valve (MSV-001) of the engine.
A second 30 bar pressure line (engine connection 7172) with separate con-
nections to both air receivers supplies the engine with control air. This does
not require larger air receivers.
A line branches from the aforementioned control air pipe to supply other air-
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consuming engine accessories (e.g. fuel oil automatic filter) with compressed
air.
A third 30 bar pipe is required for engines with jet assist (engine connection
7177). Depending on the air receiver arrangement, this pipe can be branched
off from the starting air pipe near engine or must be connected separately to
the air receiver for jet assist.
The pipes to be connected by the shipyard have to be supported immedi-

ately behind their connection to the engine. Further supports are required at
sufficiently short distance.
Flexible connections for starting air (steel tube type) have to be installed with
elastic fixation. The elastic mounting is intended to prevent the hose from
oscillating. For detail information please refer to planning and final documen-
tation and manufacturer manual.
Galvanised steel pipes must not be used for the piping of the system.
1 T-007, 2 T-007/Starting air receiver

The installation situation of the air receivers must ensure a good drainage of
condensed water. Air receiver must be installed with a downward slope suffi-
ciently to ensure a good drainage of accumulated condensate water.
The installation also has to ensure that during emergency discharging of the
safety 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 by
use of external supporting structures.
A max. service pressure of 30 bar is required. The standard design pressure
of the starting air receivers is 30 bar and the design temperature is 50 °C.
1 C-001, 2 C-001/Air compressor

These 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 low
pressure then switched off when maximum service pressure is attained.
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Starting air system diagram

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Figure 137: Starting air system diagram
Components
1 C-001 Air compressor (service) M-019 Valve for interlocking device
2 C-001 Air compressor (stand-by) 1,2 T-007 Starting air receiver
FIL-001 Lube oil automatic filter TR-005 Water trap, compressed air system
FIL-003 Fuel oil automatic filter, supply circuit 1,2 TR-006 Automatic condensate trap
7171 Air inlet on main starting valve 7451 Control air inlet from turning gear
7172 Control air inlet 7461 Control air outlet to turning gear
7177 Air inlet for jet assist 9771 Air pressure connection for turbo-
charger dry cleaning
5.5.2 Dimensioning starting air receivers, compressors
Starting air receivers

The starting air supply is to be split up into not less than two starting air
receivers of nominally the same size, which can be used independently of
each another.
The engine requires compressed air for starting, start-turning, for the jet
assist function as well as several pneumatic controls. The design of the pres-
sure air receiver directly depends on the air consumption and the require-
ments of the classification societies.
For air consumption see section Starting air and control air consumption,
Page 89.
The air consumption per starting manoeuvre and per Slow Turn activation
depends on the inertia moment of the unit. For alternator plants, 1.5 times
the air consumption per starting manoeuvre has to be expected.
In case of diesel-mechanical drive without shifting clutch but with shaft driven
alternator please consult MAN Energy Solutions.
For more information concerning jet assist see section Jet assist, Page 408.
Calculation for starting air receiver of engines without jet assist and Slow
Turn:
Calculation for starting air receiver of engines with jet assist and Slow
Turn:
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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)
Tabulated values see section Starting air and control air consumption, Page 89.
1)
The required number of jet manoeuvres has to be checked with yard or ship
2)
owner. To make a decision, consider the information in section Jet assist, Page
408.
If other consumers (i.e. auxiliary engines, ship air etc.) which are not listed in
the formula are connected to the starting air receiver, the capacity of starting
air receiver must be increased accordingly, or an additional separate air
receiver has to be installed.
Compressors
According to most classification societies, two or more air compressors must
be provided. At least one of the air compressors must be driven independ-
ently of the main engine and must supply at least 50 % of the required total
capacity.
The total capacity of the air compressors has to be capable to charge the
receivers from the atmospheric pressure to full pressure of 30 bar 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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5.5.3 Jet assist
General
Jet 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 new
load condition and improves the response of the engine. Jet assist is working
efficiently 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 consumption
The air consumption for jet assist is, to a great extent, dependent on the load
profile of the ship. In case of frequently and quickly changing load steps, jet
assist will be actuated more often than this will be the case during long
routes at largely constant load.
Layout of starting air vessels and compressor – Guiding values for

consideration of jet assist manoeuvres
For the layout of starting air vessels and compressor please add to the air
consumption of the considered starts and slow turns also the air consump-
tion of these jet assist manoeuvres.
The data in following table is not binding. The required number of jet
manoeuvrers has to be checked with yard or ship owner. For decision see
also section Start-up and load application, Page 48.
Values based on diesel oil mode
Application Recommended no. of jet assist with average duration
Per hour In rapid succession
General drive None 1)
None1)
Diesel-mechanical drive without shifting clutch None1) None1)
Diesel-mechanical drive with shifting clutch 3 x 5 sec. 2 x 5 sec.
Diesel-mechanical drive with shaft-driven alternator 5 x 5 sec. 3 x 5 sec.

(> 50 % MCR)
Electric propulsion 10 x 5 sec. 5 x 5 sec.

Electric propulsion offshore applications – Semisub (20 x 5 sec.) (10 x 5 sec.)

production/drilling applications and drillships2)
Ships with frequent load changes (e.g. ferries) 10 x 5 sec. 5 x 5 sec.

1)
According the necessity of the application "jet assist" please check figures Load application dependent on base
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load (engine condition hot), Page 53. If the curve "without jet assist" is sufficient, jet assist can be omitted.
2)
For these applications please contact MAN Energy Solutions for a project specific estimation.
Table 220: Guiding values for the number of jet assist manoeuvres dependent on application
Dynamic positioning for drilling vessels, cable-laying vessels, off-shore
5.6 Engine room ventilation and combustion air

applications
When applying dynamic positioning, pulsating load application of > 25 %
may occur frequently, up to 30 times per hour. In these cases, the possibility
of a specially adapted, separate compressed air system has always to be
checked.
Air supply
Generally, larger air receivers are to be provided for the air supply of the jet
assist.
For the design of the jet assist air supply the temporal distribution of events
needs to be considered, if there might be an accumulation of events.
In each case the delivery capacity of the compressors is to be adapted to the
expected jet assist requirement per unit of time.
5.6.1 General information
Engine room ventilation system

Its purpose is:
▪ Supplying the engines and auxiliary boilers with combustion air.
▪ Carrying off the radiant heat from all installed engines and auxiliaries.
Combustion air
The combustion air must be free from spray water, snow, dust and oil mist.
This is achieved by:
▪ Louvres, protected against the head wind, with baffles in the back and
optimally dimensioned suction space so as to reduce the air flow velocity
to 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 exhaust
air ducts from the engine and separator room as well as vent pipes from
lube oil and fuel oil tanks and the air intake louvres (the influence of winds
must be taken into consideration).
▪ Positioning of engine room doors on the ship's deck so that no oil-laden
air and warm engine room air will be drawn in when the doors are open.
▪ Arranging the separator station at a sufficiently large distance from the
turbochargers.
As a standard, the engines are equipped with turbochargers with air intake
silencers 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-
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charger(s) at outside air temperature. For this purpose there must be an air
duct installed for each turbocharger, with the outlet of the duct facing the
respective intake air silencer, separated from the latter by a space of approxi-
mately 1.5 m (see figure Example: Exhaust gas ducting arrangement, Page
447). No water of condensation from the air duct must be permissible to be
drawn in by the turbocharger. The air stream must not be directed onto the
exhaust manifold.
If the ship operates at arctic conditions, an air preheater must be applied to

maintain the engine room temperature above 5° C. In order to reduce power

for air preheating, the engines can be supplied by a separate system directly
from outside, see section External intake air supply system, Page 410.
Air fans are to be designed so as to maintain a positive air pressure of 50 Pa
(5 mm WC) in the engine room.
Radiant heat
The heat radiated from the main and auxiliary engines, from the exhaust
manifolds, waste heat boilers, silencers, alternators, compressors, electrical
equipment, steam and condensate pipes, heated tanks and other auxiliaries
is absorbed by the engine room air.
The amount of air V required to carry off this radiant heat can be calculated
as 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)
Ventilator capacity
The capacity of the air ventilators (without separator room) must be large
enough 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.
Moreover it is recommended to apply variable ventilator speed to regulate
the air flow. This prevents excessive energy consumption and cooling down
of engines in stand-by.
5.6.2 External intake air supply system

General recommendations for layout of intake air ducting

The design of the intake air system ducting is crucial for reliable operation of
the engine. The following points need to be considered:
▪ According to classification rules it may be required to install two air inlets
from the exterior, one at starboard and one at portside.
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▪ It must be prevented that exhaust gas and oil dust is sucked into the
intake air duct as fast filter blocking will be the consequence.
▪ Suitable corrosion resistant materials like stainless steel should be
applied especially for hot surfaces. For some surfaces a corrosion pro-
tection class of C5 (according to EN ISO 12944-2) might be sufficient.
▪ Due to the flow and load changes, especially with high air velocities, the
intake air pipe is subject to vibrations. This has to be considered within

the overall layout.
▪ Besides the air duct and its components need to be insulated properly.
Especially a vapor barrier has to be applied to prevent atmospheric mois-
ture freezing in the insulation material.
▪ The overall pressure drop of intake air system ducting and its compo-
nents is to be limited to 20 mbar. If this requirement cannot be met,
increased fuel consumption must be considered or customised engine
matching is required. Moreover the differential pressure of the intake air
filter should be monitored to keep this requirement.
▪ The turbocharger as a flow machine is dependent on a uniform inflow.
Therefore, the ducting must enable an air flow without disturbances or
constrictions. For this, multiple deflections with an angle > 45° have to be
avoided.
▪ For engines with two turbochargers it needs to be ensured, that both tur-
bochargers have identical conditions for the air supply, otherwise this
would result in increased exhaust gas temperature.
▪ The intake air must not flow against the direction of the compressor rota-
tion, otherwise stalling could be recognized.
▪ It is recommended to optimize the layout of the intake air piping by CFD
calculations up to the entry of the compressor of the turbocharger.
▪ The maximum specified air flow speed in connection pipes of 20 m/s
should not be exceeded at any location of the pipe.
Components of intake air ducting

The ambient air, which is led to engine by the intake air duct, needs to be
conditioned by several components as shown in figure External intake air
supply system for arctic conditions, Page 413. It needs to be cleaned
according to the requirements in section Specification of intake air (combus-
tion air), Page 299. This could be done by the following components:
▪ Section for cleaning of intake air (1 – 4 within figure External intake air
supply system for arctic conditions, Page 413)
Firstly a weather hood (1) and droplet separator (2) remove coarse dirt
ingress and water droplets. Subsequently an appropriate filter cleans the
intake air from particles (4). In case of arctic conditions, these compo-
nents might need to be heated as an anti-icing measure or for engine
operation (3). If more than one engine is to be supplied by external intake
air supply, redundancy should be considered.
▪ Combustion air silencer (5)
Noise emissions of engine inlet and charge air blow-off can be reduced
by a silencer in the intake air duct, see section Noise, Page 163 for data.
▪ Dirt and water separation
It is recommended to apply a mesh at the outlet of the silencer for pro-
tection of turbocharger against any loose parts (e.g. insulation material of
silencer, rust etc.) from the intake air duct. This mesh is to be applied
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even if the silencer will not be supplied. Additionally calming zones and
dead space should be provided to separate dirt particles. A drain in close
to the turbocharger might be required to separate condensate water.
▪ Shut-off flap/blind plate (6)
It is recommended to install a shut-off flap to prevent cooling down of the
engine during longer standstills under arctic conditions.
▪ Charge air blow-off or recirculation (11)
For arctic conditions (see section Engine operation under arctic condi-
tions), Page 60 an increased firing pressure, which is caused by higher
density of cold air, is prevented by an additional valve, that blows-off

charge air. A compensator (9 a/b) connects the engine with charge air
blow-off piping. Depending on engine type the blown-off air is taken in
front of (hot blow-off) or after (cold blow-off) the charge air cooler and
preferably circulated back in the intake air duct. A homogenous tempera-
ture profile and a correct measurement of intake air temperature in front
of compressor has to be achieved. For this a minimum distance of five
times the diameter of the intake air duct between inlet of blown-off air
and the measuring point should be kept. Alternatively blown-off air might
be led in the engine room or outside of the ship by an additional silencer
(13).
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Figure 138: External intake air supply system for arctic conditions
1 Weather hood 9a Expansion bellow – Cold blow-off
2 Droplet separator 030.120.010 9b Expansion bellow – Hot blow-off

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3 Preheater (if required) 10 Charge air blow-off valve
4 Air intake filter 030.120.010 11 Charge air blow-off pipe
5 Combustion air silencer 030.130.040 12 Charge air blow-off silencer
6 Blind plate/shut-off flap (for maintenance case) 13 Waste gate
7 Expansion bellow combustion air * Depending on engine type either cold or hot
5.7 Exhaust gas system
blow-off. Depending on application it can be

located in plant.
8 Transition piece ** Depending on engine type flap with add-on ori-

fice.
5.7.1 General
Layout The flow resistance in the exhaust system has a very large influence on the
fuel consumption and the thermal load of the engine. The values given in this
document are based on an exhaust gas system which flow resistance does
not exceed 50 mbar. If the flow resistance of the exhaust gas system is
higher than 50 mbar, please contact MAN Energy Solutions for project-spe-
cific engine data.
The pipe diameter selection depends on the engine output, the exhaust gas
volume and the system back pressure, including silencer and SCR (if fitted).
The back pressure also being dependent on the length and arrangement of
the piping as well as the number of bends. Sharp bends result in very high
flow resistance and should therefore be avoided. If necessary, pipe bends
must be provided with guide vanes.
It is recommended not to exceed a maximum exhaust gas velocity of
approximately 40 m/s.
For the installation of exhaust gas systems in dual fuel engines plants, in
ships and offshore applications, several rules and requirements from IMO
Tier II, classification societies, port and other authorities have to be applied.
For each individual plant the design of the exhaust gas system has to be
approved by one ore more of the above mentioned parties.
The design of the exhaust gas system of dual fuel engines has to ensure that
unburned gas fuel cannot gather anywhere in the system. This case may
occur, if the exhaust gas contains unburned gas fuel due to incomplete com-
bustion or other malfunctions.
The exhaust gas system shall be designed and build sloping upwards in
order to avoid formations of gas fuel pockets in the system. Only very short
horizontal lengths of exhaust gas pipe can be permissible.
In addition the design of other main components, like exhaust gas boiler and
silencer, has to ensure that no accumulation of gas fuel can occur inside. For
the exhaust gas system in particular this reflects to following design details:
▪ Design requirements for the exhaust system installation
▪ Installation of adequate purging device
▪ Installation of explosion venting devices (rupture discs, or similar)
Note:
2019-02-25 - 6.2
For further information refer to our brochure "Safety Concept – Marine dual
fuel engines".
Installation 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 be

able to expand. The expansion joints to be provided for this purpose are

to be mounted between fixed-point pipe supports installed in suitable
positions. One compensator is required just after the outlet casing of the
turbocharger (see section Position of the outlet casing of the turbo-
charger, Page 448) in order to prevent the transmission of forces to the
turbocharger itself. These forces include those resulting from the weight,
thermal expansion or lateral displacement of the exhaust piping. For this
compensator/expansion joint one sturdy fixed-point support must be
provided.
▪ The exhaust piping should be elastically hung or supported by means of
dampers in order to prevent the transmission of sound to other parts of
the vessel.
▪ The exhaust piping is to be provided with water drains, which are to be
regularly checked to drain any condensation water or possible leak water
from exhaust gas boilers if fitted.
▪ During commissioning and maintenance work, checking of the exhaust
gas system back pressure by means of a temporarily connected measur-
ing device may become necessary. For this purpose, a measuring socket
is 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 accessed
position. Standard pressure measuring devices usually require a measur-
ing socket size of 1/2". This measuring socket is to be provided to
ensure back pressure can be measured without any damage to the
exhaust gas pipe insulation.
5.7.2 Components and assemblies of the exhaust gas system
Exhaust gas silencer and exhaust gas boiler

Mode of operation The silencer operates on the absorption and resonance principle so it is
effective in a wide frequency band. The flow path, which runs through the
silencer in a straight line, ensures optimum noise reduction with minimum
flow resistance.
The silencer must be equipped with a spark arrestor.
Installation If possible, the silencer should be installed towards the end of the exhaust
line. A vertical installation situation is to be preferred, but at least it has to
build steadily ascending to avoid any accumulation of explosive gas concen-
tration. The cleaning ports of the spark arrestor are to be easily accessible.
Note:
Water entry into the silencer and/or boiler must be avoided, as this can
cause damages of the components (e.g. forming of deposits) in the duct.
Exhaust gas boiler To utilise the thermal energy from the exhaust, an exhaust gas boiler produc-
ing steam or hot water may be installed.
Insulation The exhaust gas system (from outlet of turbocharger, boiler, silencer to the
outlet stack) is to be insulated to reduce the external surface temperature to
the required level.
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The relevant provisions concerning accident prevention and those of the

classification societies must be observed.
The insulation is also required to avoid temperatures below the dew point on
the interior side. In case of insufficient insulation intensified corrosion and
soot deposits on the interior surface are the consequence. During fast load
changes, such deposits might flake off and be entrained by exhaust in the
form of soot flakes.
Insulation and covering of the compensator must not restrict its free move-
ment.
Explosion venting devices/rupture disc

The external exhaust gas system of a dual fuel engine installation is to be
equipped with explosion venting devices (rupture discs, or similar) to relief the
excess pressure in case of explosion. The number and location of explosion
venting devices is to be approved by the classification societies.
Purging device/fan
The external exhaust gas system of dual fuel engine installations is to be
equipped with a purging device to ventilate the exhaust system after an
engine stop or emergency shut down. The design and the capacity of the
ventilation system is to be approved by the classification societies.
Safety concept
For further information refer to our brochure "Safety Concept – Marine dual
fuel engines".
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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 to
provide 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 and
subsequent cleaning of the strainer elements, and the emptying and cleaning
of tanks must be possible without any problem whenever required.
All of the openings for cleaning on the entire unit, including those of the
exhaust 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 is
required for the maintenance personnel. The panels on the engine sides for
inspection of the bearings and removal of components must be accessible
without taking up floor plates or disconnecting supply lines and piping. Free
space for installation of a torsional vibration meter should be provided at the
crankshaft end.
A very important point is that there should be enough room for storing and
handling vital spare parts so that replacements can be made without loss of
time.
In planning marine installations with two or more engines driving one propel-
ler shaft through a multi-engine transmission gear, provision must be made
for a minimum clearance between the engines because the crankcase pan-
els of each engine must be accessible. Moreover, there must be free space
on both sides of each engine for removing pistons or cylinder liners.
Note:
MAN Energy Solutions delivered scope of supply is to be arranged and fixed
by proven technical experiences as per state of the art. Therefore the techni-
cal requirements have to be taken in consideration as described in the fol-
lowing documents 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 Energy Solutions.

Any deviations from the principles specified in the aforementioned docu-
ments require a previous approval by MAN Energy Solutions.
Arrangements for fixation and/or supporting of plant related equipment devi-
ating from the scope of supply delivered by MAN Energy Solutions, not
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described in the aforementioned documents and not agreed with us are not
permissible.
For damages due to such arrangements we will not take over any responsi-
bility nor give any warranty.
6.1.2 Installation drawings

Note:
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.
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6L, 7L, 8L engine

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Figure 139: Installation drawing 6L, 7L, 8L engine – Turbocharger on coupling side
6L, 7L, 8L engine

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Figure 140: Installation drawing 6L, 7L, 8L engine – Turbocharger on counter coupling side
8L, 9L engine

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Figure 141: Installation drawing 8L, 9L engine – Turbocharger on coupling side
8L, 9L engine
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Figure 142: Installation drawing 8L, 9L engine – Turbocharger on counter coupling side
12V engine

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Figure 143: Installation drawing 12V engine – Turbocharger on coupling side
12V engine
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Figure 144: Installation drawing 12V engine – Turbocharger on counter coupling side
12V, 14V, 16V engine

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Figure 145: Installation drawing 12V, 14V, 16V engine - Turbocharger on coupling side
14V, 16V engine

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Figure 146: Installation drawing 14V, 16V engine – Turbocharger on counter coupling side
16V, 18V engine

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Figure 147: Installation drawing 16V, 18V engine – Turbocharger on coupling side
16V, 18V engine

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Figure 148: Installation drawing 16V, 18V engine – Turbocharger on counter coupling side

6.1.3 Removal dimensions of piston and cylinder liner

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Figure 149: Removal dimensions of piston and cylinder liner – MAN L51/60DF
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Figure 150: Removal dimensions of piston and cylinder liner – MAN V51/60DF

6.1.4 3D Engine Viewer – A support programme to configure the engine room
MAN Energy Solutions offers a free-of-charge online programme for the con-
figuration and provision of installation data required for installation examina-
tions and engine room planning: The 3D Engine Viewer and the GenSet
Viewer.
Easy-to-handle selection and navigation masks permit configuration of the
required engine type, as necessary for virtual installation in your engine room.
In order to be able to use the 3D Engine, respectively GenSet Viewer, please
register on our website under:
https://extranet.mandieselturbo.com/Pages/Dashboard.aspx
After successful registration, the 3D Engine and GenSet Viewer is available
under:
https://extranet.mandieselturbo.com/content/appengineviewer/Pages/
Default.aspx
by clicking onto the requested application.
In only three steps, you will obtain professional engine room data for your fur-
ther planning:
▪ Selection
Select the requested output, respectively the requested type.
▪ Configuration
Drop-down menus permit individual design of your engine according to
your requirements. Each of your configurations will be presented on the
basis of isometric models.
▪ View
The models of the 3D Engine Viewer and the GenSet Viewer include all
essential geometric and planning-relevant attributes (e.g. connection
points, interfering edges, exhaust gas outlets, etc.) required for the inte-
gration of the model into your project.
The configuration with the selected engines can now be easily downloaded.
For 2D representation as .pdf or .dxf, for 3D as .dgn, .sat, .igs or 3D-dxf.

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Figure 151: Selection of engine
Figure 152: Preselected standard configuration

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6.1.5 Engine arrangements
Figure 153: Example: Arrangement with engine 12V engine

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Figure 154: Charge air cooler removal upwards or sidewards; L engine

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Figure 155: Charge air cooler removal upwards or sidewards; V engine

6.1.6 Lifting device

Lifting gear with varying lifting capacities are to be provided for servicing and
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repair work on the engine, turbocharger and charge air cooler.
Engine
Component weights For servicing the engine an overhead traveling crane is required. The lifting
capacity shall be sufficient to handle the heaviest component that has to be
lifted during servicing of the engine and should foresee extra capacity e.g. to
overcome the break loose torque while lifting cylinder heads. The overhead
traveling crane can be chosen with the aid of the following table:
Components Unit Approximate weights
Cylinder head complete kg 1,250
Piston with piston pin and connecting rod 560

(for piston removal)
Cylinder liner 590
Charge air cooler 1,040

Table 221: Component weights
Crane arrangement
The rails for the crane are to be arranged in such a way that the crane can
cover the whole of the engine beginning at the exhaust pipe.
The hook position must reach along the engine axis, past the centreline of
the first and the last cylinder, so that valves can be dismantled and installed
without pulling at an angle. Similarly, the crane must be able to reach the tie
rod 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.
Crane design 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
Places of storage In planning the arrangement of the crane, a storage space must be provided
in the engine room for the dismantled engine components which can be
reached 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 is
to be carried out here, additional space for cleaning troughs and work surfa-
ces should be planned.

Transport to the workshop Grinding of valve cones and valve seats is carried out in the workshop or in a
neighbouring room.
Transport rails and appropriate lifting tackle are to be provided for the further
transport of the complete cylinder cover from the storage space to the work-
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shop. For the necessary deck openings, see following figures and tables.
Turbocharger dimensions

Figure 156: Exemplary illustration of TCA55
Turbocharger CS/CCS L1) W2) H F (casing foot)

type [mm] [mm] [mm] [mm]
TCA55 CS 2,193 1,651 1,469 850
TCA55 CCS 2,223 1,648 1,469 850
TCA66 CS 2,406 1,761 1,697 850
TCA66 CCS 2,406 1,823 1,697 850

1)
Valid for silencer. Values differ for suction pipe or casing.
2)
Valid for gas outlet casing 0°. For different mountig angles of the gas outlet casing
refer to section Position of the outlet casing of the turbocharger.
Table 222: Dimensions – TCA55, TCA66 on L engine
Figure 157: Exemplary illustration of TCA77
Turbocharger CS/CCS L1) W H F (casing foot)

type [mm] [mm] [mm] [mm]
TCA66 CCS 2,654 1,625 1,658 850
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TCA77 CCS 2,796 1,930 2,160 1,200
TCA88 CCS 3,173 2,270 2,385 1,200

1)
Valid for silencer. Values differ for suction pipe or casing.
Table 223: Dimensions – TCA66, TCA77, TCA88 on V engine
Turbocharger
Hoisting rail A hoisting rail with a mobile trolley is to be provided over the centre of the
turbocharger 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 in
the table(s) below, to carry out the operations according to the maintenance
schedule.
Turbocharger TCA55 TCA66 TCA77 TCA88
Turbine rotor kg 139.1 233.6 366.6 617.8
Bearing case 587.0 1001.0 1513.7 2670.9
Compressor casing single 506.7 819.8 1,389.1 2,134.0

socket
Compressor casing double 459.3 802.2 1,355.4 2,279.3

socket
Gas admission casing axial 194.5 344.2 453.0 683.6
Space for removal of silencer mm 70 + 100 80 + 100 80 + 100 90 + 100

Table 224: Hoisting rail of the axial turbocharger
Withdrawal space The withdrawal space shown in section Removal dimensions, Page 429 and
dimensions in the table(s) in paragraph Hoisting rail, Page 438 is required for separating
the silencer from the turbocharger. The silencer must be shifted axially by this
distance before it can be moved laterally.
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 or
laterally and set aside, to make the turbocharger accessible for further servic-
ing. Pipes must not be laid in these free spaces.
Fan shafts
The engine combustion air is to be supplied towards the intake silencer in a
duct ending at a point 1.5 m away from the silencer inlet. If this duct impedes
the maintenance operations, for instance the removal of the silencer, the end
section of the duct must be removable. Suitable suspension lugs are to be
provided on the deck and duct.
Gallery
If 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 cooler

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For 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 the
end. Similarly, transport onto land must be possible.
For lifting and transportation of the bundle, a lifting rail is to be provided

which runs in transverse or longitudinal direction to the engine (according to
the available storage place), over the centreline of the charge air cooler, from
which a trolley with hoisting tackle can be suspended.
Figure 158: Air direction
Engine type Weight Length (L) Width (B) Height (H)

kg mm mm mm
L engine 1,000 730 1,052 1,904
Table 225: Weight and dimensions of charge air cooler bundle

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6.1.7 Space requirement for maintenance

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Figure 159: Space requirement for maintenance MAN 51/60DF

6.1.8 Major spare parts

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6.1.9 Mechanical propulsion system arrangement

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Figure 160: Example: Propulsion system arrangement MAN 8L51/60DF
6.2 Exhaust gas ducting

6.2.1 Example: Ducting arrangement

Note:
Number and position of rupture discs or automatic valves have to be
designed according to real ducting geometrie. The shown arrangement is
only a principle example.

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Figure 161: Example: Exhaust gas ducting arrangement
6.2.2 Position of the outlet casing of the turbocharger
Rigidly mounted engine

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Figure 162: Design at low engine room height and standard design, part 1

Turbocharger/cyl. power (kW/cyl.) TCA 55/1,150 TCA 66/1,150
A mm 704 704 832 832
B* 302 302 302 302
C* 372 387 432 432
D DN 1,000 DN 1,000 DN 1,100 DN 1,200
E 1,431 1,431 1,535 1,723
F 850 850 850 990

Turbocharger/cyl. power (kW/cyl.) TCA 55/1,000 TCA 55/1,050 TCA 55/1,050 TCA 66/1,050
A mm 704 704 704 832
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B* 302 302 302 302
C* 372 387 387 432
D DN 900 DN 1,000 DN 1,000 DN 1,100

E 1,332 1,431 1,431 1,535
F 800 850 850 850

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A mm 808 960 960 1,140
+B 802 802 902 1,002
B* (devided) 1,585 1,433 1,433 1,585

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+C* 432 424 424 424
D DN 1,300 DN 1,400 DN 1,400 DN 1,500
D (devided) 2 x DN 1,000 2 x DN 1,000 2 x DN 1,000 2 x DN 1,100
E 1,300 1,400 1,400 1,500
F 720 720 720 750

A mm 960 960 1,140 1,140
+B 802 802 1,002 1,002
B* (devided) 1,433 1,433 1,585 1,685
+C* 432 424 424 424
D DN 1,300 DN 1,400 DN 1,500 DN 1,600
D (devided) 2 x DN 1,000 2 x DN 1,000 2 x DN 1,100 2 x DN 1,200
E 1,400 1,400 1,500 1,700
F 720 720 750 900

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Resiliently mounted engine

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Figure 166: Design at low engine room height and standard design

A mm 808 960 960 1,140
B* 2,389 2,237 2,237 2,318
C* 847 847 847 795
D 2 x DN 1,000 2 x DN 1,000 2 x DN 1,000 2 x DN 1,100
E 1,400 1,400 1,400 1,500
F 1,005 852 852 902

A mm 960 960 1,140 1,140
B* 2,237 2,237 2,318 2,739
C* 847 847 795 823
D 2 x DN 1,000 2 x DN 1,000 2 x DN 1,100 2 x DN 1,200
E 1,400 1,400 1,500 1,700
F 852 852 902 1,142

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Figure 167: Design at low engine room height – Resiliently mounted engine, part 1

Turbocharger/cyl. power (kW/cyl.) TCA 55/1,150 TCA 66/1,150
A mm 704 704 832 832
B* 302 302 302 302

C* 1,216 1,359 1,358 1,423
D DN 900 DN 1,000 DN 1,100 DN 1,200
E 2,340 2,564 2,650 3,160
F 762 802 842 1,140

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Figure 168: Design at low engine room height – Resiliently mounted engine, part 2

A mm 704 704 704 832
B* 302 302 302 302
C* 1,216 1,359 1,359 1,358
D DN 900 DN 1,000 DN 1,000 DN 1,100
E 2,340 2,564 2,564 2,650
F 762 802 802 842

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7 Propulsion packages
7.2 Propeller layout data

7.1 General
MAN Energy Solutions standard propulsion packages

The MAN Energy Solutions standard propulsion packages are optimised at
90 % MCR, 100 % rpm and 96.5 % of the ship speed. The propeller is cal-
culated with the class notation "No Ice" and high skew propeller blade
design. These propulsion packages are examples of different combinations
of engines, gearboxes, propellers and shaft lines according to the design
parameters above. Due to different and individual aft ship body designs and
operational profiles your inquiry and order will be carefully reviewed and all
given parameters will be considered in an individual calculation. The result of
this calculation can differ from the standard propulsion packages by the
assumption of e.g. a higher Ice Class or different design parameters.
Figure 169: MAN Energy Solutions standard propulsion package with engine MAN 7L32/40 (example)
7.2 Propeller layout data
To find out which of our propeller fits you, fill in the propeller layout data
sheet which you find here http://marine.man.eu/propeller-aft-ship/propeller-
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layout-data and send it via e-mail to our sales department. The e-mail
address is located under contacts on the web page.
7.3 Propeller clearance
7.3 Propeller clearance

To reduce the emitted pressure impulses and vibrations from the propeller to
the hull, MAN Energy Solutions recommends a minimum tip clearance see
section Recommended configuration of foundation, Page 204.
For ships with slender aft body and favourable inflow conditions the lower
values can be used whereas full after body and large variations in wake field
causes the upper values to be used.
In twin-screw ships the blade tip may protrude below the base line.
Figure 170: Recommended tip clearance
Hub Dismantling of hub cylinder High skew propeller Non-skew propeller Baseline clearance
X min. Y Y Z
Type [mm] [mm] [mm] [mm]
VBS1020 150
VBS1100 160
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VBS1180 170
15 – 20 % of D 20 – 25 % of D Minimum 50 – 100
VBS1260 175
VBS1350 190
VBS1450 200
Hub Dismantling of hub cylinder High skew propeller Non-skew propeller Baseline clearance
7.4 Alphatronic 3000 Propulsion Control System

X min. Y Y Z
Type [mm] [mm] [mm] [mm]
VBS1550 215
VBS1640 230
VBS1730 395 1)
VBS1810 405
1)
Dimension is not finally fixed.

Alphatronic 3000 is MAN Energy Solutions´ propulsion control system for
marine engines and propulsion system solutions. The following brief descrip-
tion is for controlling controllable pitch propeller (CPP) propulsion systems
powered by four-stroke medium-speed engines with a standardised interface
to the SaCoSone control and safety system.
Alphatronic 3000 provides:
▪ Safe control of the propulsion plant and reliable maneuvering of the ship.
▪ Economic operation thanks to optimised engine/propeller load control.
▪ Quick system response and efficient CPP maneuverability.
▪ User-friendly operator functions due to logic and ergonomic design of
control panels, handles and displays.
The system offers three levels of propulsion control:
▪ Normal control with automatic load control.
▪ Backup control from bridge and engine control room.
▪ Independent telegraph system for communication from bridge to machi-
nery space.
The Alphatronic 3000 system is based on a modular panel design concept to
elegantly fit any ship console layout. Configurable touch screens in the pro-
pulsion control panels meet a wide range of customer specific functions.
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Figure 171: Control station layout for a twin CP propeller plant

A number of tailored features and functions can be provided by Alphatronic
3000 – as for example the speed pilot. The optional speed pilot feature is
available with connection to the ship‘s GPS system for ‘speed over ground’
(SOG) input. The speed pilot optimises the voyage planning and operational
speeds e.g. for pulling, steaming and convoy sailing – with fuel saving poten-
tials of up to 4 %.
For a more extensive description of the Alphatronic 3000 Propulsion Control

System, functions, system architecture, interfaces, panels and displays,

please be referred to our 40-page ‘Product Information’ paper on this site –
under section brochures:
https://marine.man-es.com/propeller-aft-ship/product-range/man-alpha-
controlable-pitch-propeller---cpp
(Go to page, ‘right-click’ the link, and ‘Save target as…’ for downloading to
your PC)
Figure 172: Manoeuvre handle panels

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Figure 173: Simple control system architecture – Single CP propeller four-stroke
propulsion example
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8 Electric propulsion plants
8.2 Losses in electric propulsion plants

8.1 Advantages of electric propulsion
Due to different and individual types, purposes and operational profiles of
electric propulsion driven vessels the design of an electric propulsion plant
differs a lot and has to be evaluated case by case. All the following is for
information purpose only and without obligation.
In general the advantages of electric propulsion can be summarized as fol-
lows:
▪ Lower fuel consumption and emissions due to the possibility to optimise
the loading of diesel engines/GenSets. The GenSets in operation can run
on high loads with high efficiency. This applies especially to vessels
which have a large variation in power demand, for example for an off-
shore supply vessel.
▪ High reliability, due to multiple engine redundancy. Even if an engine/
GenSet malfunctions, there will be sufficient power to operate the vessel
safely. Reduced vulnerability to single point of failure providing the basis
to fulfill high redundancy requirements.
▪ Reduced life cycle cost, resulting from lower operational and mainte-
nance costs.
▪ Improved manoeuvrability and station-keeping ability, by deploying spe-
cial propulsors such as azimuth thrusters or pods. Precise control of the
electric propulsion motors controlled by frequency converters.
▪ Increased payload, as electric propulsion plants take less engine room
space.
▪ More flexibility in location of diesel engine/GenSets and propulsors. The
propulsors are supplied with electric power through cables. They do not
need to be adjacent to the diesel engines/GenSets.
▪ Low propulsion noise and reduced vibrations. For example, a slow speed
E-motor allows to avoid a gearbox and propulsors like pods keep most
of the structure bore noise outside of the hull.
▪ Efficient performance and high motor torques, as the system can provide
maximum torque also at slow propeller speeds, which gives advantages
for example in icy conditions.
8.2 Losses in electric propulsion plants

An electric propulsion plant consists of standard electrical components. The
following losses are typical:

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Figure 174: Typical losses of electric propulsion plants
8.4 Electric propulsion plant design
8.3 Components of an electric propulsion plant
Figure 175: Example: Electric propulsion plant
1 GenSets: Diesel engines and alternators 5 Electric propulsion motors
2 Main switchboards 6 Gearboxes (optional): Dependent on the speed of

the E-propulsion motor
3 Supply transformers: Dependent on the type of 7 Propellers/propulsion

the converter. Not required in case of the use of
frequency converters with six pulses, an active
front end or a sinusoidal drive.
4 Frequency converters

Generic workflow how to design an electric propulsion plant:
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The requirements of a project will be considered in an application specific

design, taking into account the technical and economical feasibility and later
operation of the vessel. In order to provide you with appropriate data, please
fill the form "DE-propulsion plant layout data" you find here http://
8.5 Engine selection
marine.man.eu/docs/librariesprovider6/marine-broschures/diesel-electric-
propulsion-plants-questionnaire.pdf?sfvrsn=0 and return it to your sales rep-
resentative.
8.5 Engine selection

The engines for an electric propulsion plant have to be selected accordingly
to the power demand at all the design points. For a concept evaluation the
rating, the capability and the loading of engines can be calculated like this:
Example: Offshore supply vessel (at operation mode with the highest expec-
ted total load)
▪ Total propulsion power demand (at E-motor shaft) 10,000 kW (incl. sea
margin)
▪ Max. electrical consumer load: 1,000 kW
No. Item Unit
1.1 Shaft power on propulsion motors PS [kW] 10,000
Electrical transmission efficiency 0.91
1.2 Engine brake power for propulsion PB1 [kW] 10,989
2.1 Electric power for ship (E-Load) [kW] 1,000

Alternator efficiency 0.965
2.2 Engine brake power for electric consumers PB2 [kW] 1,036
2.3 Total engine brake power demand (= 1.2 + 2.2) PB [kW] 12,025
3.1 Diesel engine selection Type MAN 6L32/44CR
3.2 Rated power (MCR) running on MDO [kW] 3,600
3.3 Number of engines - 4
3.4 Total engine brake power installed PB [kW] 14,400
4.1 Loading of engines (= 2.3/3.4) % of MCR 83.5
5.1 Check: Maximum permissible loading of engines % of MCR 90.0

Table 226: Selection of the engines for an electric propulsion plant
For the detailed selection of the type and number of engines furthermore the
operational profile of the vessel, the maintenance strategy of the engines and
the boundary conditions given by the general arrangement have to be con-

sidered. For the optimal cylinder configuration of the engines often the power
conditions in port are decisive.
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8.6 E-plant, switchboard and alternator design

The configuration and layout of an electric propulsion plant, the main switch-
board and the alternators follows some basic design principles. For a con-
cept evaluation the following items should be considered:
▪ A main switchboard which is divided in symmetrical sections is very relia-
ble and redundancy requirements are easy to be met.
▪ An even number of GenSets/alternators ensures the symmetrical loading
of the bus bar sections.
▪ Electric consumers should be arranged symmetrically on the bus bar
sections.
▪ The switchboard design is mainly determined by the level of the short cir-
cuit currents which have to be withstand and by the breaking capacity of
the circuit breakers (CB).
▪ The voltage choice for the main switchboard depends on several factors.
On board of a vessel it is usually handier to use low voltage. Due to short
circuit restrictions the following table can be used for voltage choice as a
rule of thumb:
Total installed alternator power Voltage Breaking capacity of CB
< 10 – 12 MW 440 V 100 kA
(and: Single propulsion motor < 3.5 MW)
< 13 – 15 MW 690 V 100 kA

(and: Single propulsion motor < 4.5 MW)
< 48 MW 6,600 V 30 kA
< 130 MW 11,000 V 50 kA

Table 227: Rule of thumb for the voltage choice
▪ The design of the alternators and the electric plant always has to be bal-
anced between voltage choice, availability of reactive power, short circuit
level and permissible total harmonic distortion (THD).
▪ On the one hand side a small xd” of an alternator increases the short cir-
cuit current Isc”, which also increases the forces the switchboard has to
withstand (F ~ Isc” ^ 2). This may lead to the need of a higher voltage. On
the other side a small xd” gives a lower THD but a higher weight and a
bigger size of the alternator. As a rule of thumb a xd”=16 % is a good

figure for low voltage alternators and a xd”=14 % is good for medium
voltage alternators.
▪ For a rough estimation of the short circuit currents the following formulas
can be used:
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Short circuit level [kA] (rough) Legend

Alternators n * Pr / (√3 * Ur * xd” * cos φGrid) n: No. of alternators connected

Pr: Rated power of alternator [kWe]
Ur: Rated voltage [V]
xd”: Subtransient reactance [%]
cos φ: Power factor of the vessel´s network
(typically = 0.9)
Motors n * 6 * Pr / (√3 * Ur * xd” * cos φMotor) n: No. of motors (directly) connected

Pr: Rated power of motor [kWe]
xd”: Subtransient reactance [%]
cos φ: Power factor of the motor
(typically = 0.85 – 0.90 for an induction motor)
Converters Frequency converters do not contribute -

to the Isc”
Table 228: Formulas for a rough estimation of the short circuit currents
▪ The dimensioning of the cubicles in the main switchboard is usually done

accordingly to the rated current for each incoming and outgoing panel.
For a concept evaluation the following formulas can be used:
Type of switchboard cubicle Rated current [kA] Legend
Alternator incoming Pr / (√3 * Ur * cos φGrid) Pr: Rated power of alternator [kWe]
cos φ: Power factor of the network
(typically = 0.9)
Transformer outgoing Sr / (√3 * Ur) Sr: Apparent power of transformer

[kVA]
Motor outgoing (Induction Pr / (√3 * Ur * cos φConverter * ηMotor * ηConverter) Pr: Rated power of motor [kWe]
motor controlled by a
PWM-converter)
cos φ: Power factor converter
(typically = 0.95)
ηMotor: Typically = 0.96
ηConverterr: Typically = 0.97
Motor outgoing (Induction Pr / (√3 * Ur * cos φMotor * ηMotor) Pr: Rated power of motor [kWe]
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motor started: DoL, Y/∆,

Soft-Starter)
cos φ: Power factor motor
(typically = 0.85 – 0.90)
ηMotor: Typically = 0.96
Table 229: Formulas to calculate the rated currents of switchboard panel
▪ The choice of the type of the E-motor depends on the application. Usu-
ally induction motors are used up to a power of 7 MW (ηMotor: Typically =

0.96). If it comes to applications above 7 MW per E-motor often synchro-
nous machines are used. Also in applications with slow speed E-motors
(without a reduction gearbox), for ice going or pod-driven vessels often
synchronous E-motors (ηMotor: Typically = 0.97) are used.
▪ In plants with frequency converters based on VSI-technology (PWM type)
the converter itself can deliver reactive power to the E-motor. So often a
power factor cos φ = 0.9 is a good figure to design the alternator rating.
Nevertheless there has to be sufficient reactive power for the ship con-
sumers, so that a lack in reactive power does not lead to unnecessary
starts of (stand-by) alternators.
▪ The harmonics can be improved (if necessary) by using supply trans-
formers for the frequency converters with a 30 ° phase shift between the
two secondary windings, which cancel the dominant 5th and 7th harmonic
currents. Also an increase in the pulse number leads to lower THD. Using
a 12-pulse configuration with a PWM type of converter the resulting har-
monic distortion will normally be below the limits defined by the classifi-
cation societies. When using a transformer less solution with a converter
with an Active Front End (Sinusoidal input rectifier) or in a 6-pulse config-
uration usually THD-filters are necessary to mitigate the THD on the sub-
distributions.
The final layout of the electrical plant and the components has always to be
based on a detailed analysis and a calculation of the short circuit levels, the
load flows and the THD levels as well as on an economical evaluation.

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8.8 Power management
8.7 Over-torque capability

In electric propulsion plants, which are operating with a fix pitch propeller, the
dimensioning of the electric propulsion motor has to be done accurately, in
order to have sufficient propulsion power available. For dimensioning the
electric motor it has to be investigated what amount of over-torque, which
directly defines the motor´s cost, weight and space demand, is required to
operate the propeller with sufficient power also in situations, where additional
power is required (for example because of heavy weather or icy conditions).
Usually a constant power range of 5 % – 10 % is applied on the propulsion
(Field weakening range), where constant E-motor power is available.
Figure 176: Example: Over-torque capability of an E-propulsion train for a FPP-driven vessel
Power management system

The following main functions are typical for a power management system
(PMS):
▪ Automatic load dependent start/stop of GenSets/alternators
▪ Manual starting/stopping of GenSets/alternators
▪ Fault dependent start/stop of stand-by GenSets/alternators in cases of
under-frequency and/or under-voltage
▪ Start of GenSets/alternators in case of a blackout (black-start capability)
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▪ Determining and selection of the starting/stopping sequence of GenSets/

alternators
▪ Start and supervise the automatic synchronization of alternators and bus
tie breakers
▪ Balanced and unbalanced load application and sharing between

GenSets/alternators. Often an emergency programme for quickest possi-

ble load acceptance is necessary
▪ Regulation of the network frequency (with static droop or constant fre-
quency)
▪ Distribution of active load between alternators
▪ Distribution of reactive load between alternators
▪ Handling and blocking of heavy consumers
▪ Automatic load shedding
▪ Tripping of non-essential consumers
▪ Bus tie and breaker monitoring and control
All questions regarding the interfaces from/to the power management sys-
tem have to be clarified with MAN Energy Solutions at an early project stage.

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8.9 Example configurations of electric propulsion plants
Offshore Support Vessels

The term “Offshore Service & Supply Vessel” includes a large class of vessel
types, such as Platform Supply Vessels (PSV), Anchor Handling/Tug/Supply
(AHTS), Offshore Construction Vessel (OCV), Diving Support Vessel (DSV),
Multipurpose Vessel (MPV), etc.
Electric propulsion is the norm in ships which frequently require dynamic
positioning and station keeping capability. Initially these vessels mainly used
variable speed motor drives and fixed pitch propellers. Now they mostly
deploy variable speed thrusters and they are also often equipped with hybrid
propulsion systems.
Figure 177: Example: Electric propulsion configuration of a PSV
In offshore applications often frequency converters with a 6-pulse configura-

tion or with an Active Front End are used, which give specific benefits in the
space consumption of the electric plant, as it is possible to get rid of the
heavy and bulky supply transformers.

Type of converter/drive Supply transformer Type of E-motor Pros & cons
6 pulse drive or - Induction + Transformer less solution
Active Front End + Less space and weight
– THD filters to be considered
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Table 230: Main DE-components for offshore applications
LNG Carriers

A propulsion configuration with two E-motors (e.g. 600 rpm or 720 rpm) and
a reduction gearbox (twin-in-single-out) is a typical configuration, which is
used at LNG carriers where the installed alternator power is in the range of
about 40 MW. The electric plant fulfils high redundancy requirements. Due to
the high propulsion power, which is required and higher efficiencies, mainly
synchronous E-motors are used.
Figure 178: Example: Electric propulsion configuration of a LNG carrier with geared transmission, single
screw and fixed pitch propeller

VSI with PWM 24 pulse Synchronous + High propulsion power
+ High drive & motor efficiency
+ Low harmonics
– Complex E-plant configuration
Table 231: Main DE-components for a LNG carrier
For ice going carriers and tankers also podded propulsion is a robust solu-
tion, which has been applied in several vessels.
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Cruise ships and ferries

Passenger vessels – cruise ships and ferries – are an important application

field for electric propulsion. Safety and comfort are paramount. New regula-
tions, as “Safe Return to Port”, require a high reliable and redundant electric
propulsion plant and also onboard comfort is of high priority, allowing only
low levels of noise and vibration from the ship´s machinery.
A typical electric propulsion plant is shown in the example below.
Figure 179: Example: Electric propulsion configuration of a cruise liner, twin screw, gear less

VSI with PWM 24 pulse Synchronous + Highly redundant & reliable
(e.g. slow speed 150 rpm) + High drive & motor efficiency
+ Low noise & vibration

– Complex E-plant configuration
Table 232: Main DE-components for a cruise liner
For cruise liners often also geared transmission is applied as well as pods.
For a RoPax ferry almost the same requirements are valid as for a cruise
liner.
The figure below shows an electric propulsion plant with a “classical” config-
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uration, consisting of E-motors (e.g. 1,200 rpm), geared transmission, fre-

quency converters and supply transformers.

Figure 180: Example: Electric propulsion configuration of a RoPax ferry, twin screw, geared transmission

VSI-type 12 pulse, Induction + Robust & reliable technology
(with PWM technology) two secondary windings, + No seperate THD filters
30° phase shift
– More space & weight (com-
pared to transformer less solu-
tion)
Table 233: Main DE-components for a RoPax ferry

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Low loss applications

As MAN Energy Solutions works together with different suppliers for electric
propulsion plants an optimal matched solution can be designed for each
application, using the most efficient components from the market. The fol-
lowing example shows a low loss solution, patented by STADT AS (Norway).
In many cases a combination of an E-propulsion motor, running on two con-
stants speeds (medium, high) and a controllable pitch propeller (CPP) gives a
high reliable and compact solution.
Figure 181: Example: Electric propulsion configuration of a RoRo, twin screw, geared transmission

Sinusoidal drive - Induction (two speeds) + Highly reliable & compact
(patented by STADT AS) + Very low losses
+ Transformer less solution
+ Low THD (no THD filters
required)
– Only applicable with a CP
propeller
Table 234: Main DE-components of a low loss application (patented by STADT AS)
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8.10 High-efficient electric propulsion plants with varia-

ble speed GenSets (EPROX-AC)
8.10 High-efficient electric propulsion plants with variable speed GenSets (EPROX-
AC)
Variable speed power generation can provide significant fuel savings with
electric propulsion when the operational profile of the vessel has a lot of var-
iation in speed and power demand. Recent developments in the electric
plant show solutions for adjusting the rotational speed of the main diesel
engines, which allow the system frequency to vary within a range of 48 – 60
Hz. The main power system of the ship is specially engineered for variable
frequency. Distribution for the auxiliary and hotel loads is provided by fre-
quency convert especially when the total power demand is in range, where a
medium voltage solution is required such a system concept can be applied.
The shift from constant speed to variable speed diesel engine operation
results in a high fuel-oil efficiency at each system load. Such a solution ena-
bles a decoupled operation of diesel engines, propulsion drives and the con-
sumers, as the power sources and hotel loads can be controlled and opti-
mised independently.
Figure 182: Example: High-efficient electric propulsion plant based on a main switchboard operated with
variable frequency
Constant speed operation for the GenSets is no longer a constraint. When

the main engines run at constant rpm, fuel efficiency is compromised. Utilis-
ing an enlarged engine operation map with a speed range of 80 % to 100 %
paves the way to a high potential in fuel oil saving. According to the total sys-
tem load all diesel engines can operate at a common floating speed set
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point.
8.10 High-efficient electric propulsion plants with varia-
ble speed GenSets (EPROX-AC)
Figure 183: Typical SFOC map for a four-stroke medium-speed diesel engine (for
illustration purpose only)
The efficiency of the system can be even increased when energy storage
devices, like batteries, are integrated. They can reduce the transient loads on
the engines, improve the dynamic system response and the maneuverability
of the propulsion system and absorb rapid power fluctuations from the ves-
sel´s grid. Fast load applications are removed from the engines and peak
loads are shaved.
It is also beneficial to run the engines always on high loads, where their spe-
cific fuel oil consumption is lowest. This degree of freedom can be utilised
and surplus power can charge the batteries. If less power is required, one
engine can be shut down, with the remaining ones running still with a high
loading, supported by power of the batteries.
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8.11 Fuel-saving hybrid propulsion system (HyProp ECO)

Figure 184: Batteries enable the diesel engines to operate at a high loading
respectively with low specific fuel oil consumption

For many applications a hybrid propulsion system is a good choice, espe-
cially when flexibility, performance and efficiency are required. With HyProp
ECO a system solution has been developed, which combines a diesel engine
and an electric machine in a smart manner.

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Figure 185: Principal layout of a HyProp ECO propulsion system

Beside the main diesel engine, the auxiliary GenSets, a 2-step reduction
gearbox and the CP propeller a reversible electric machine, a frequency con-
verter and a by-pass are the key components of the system. With this many
operation modes can be achieved. When operating the system via the by-
pass the normal PTO and PTI-boosting modes can be applied without any
losses in the transmission line to/from the main switchboard. Utilising the fre-
quency converter is done for two different purposes. Either it is used for
starting-up the electric machine as emergency propulsion motor (PTH) in
case the main engine is off. Usually the 2nd step in the gearbox is then used.
Or the converter is of a bi-directional type and the propeller can be operated
very efficiently at combinator mode with the PTO running in parallel with the
auxiliary GenSets with a constant voltage and frequency towards the main
switchboard. In this mode the converter can also be used for electric propul-
sion as variable speed drive for the propeller.
The major advantage of HyProp ECO is that costly components, like the fre-
quency converter can be designed small. A typical figure for its size is 30 %
of the installed alternator/motor power as for almost all modes, where the
converter is involved, the required power is much lower compared to a
design for pure PTO/PTI purposes. Therefore HyProp ECO combines lowest
investment with optimised performance.
2019-02-25 - 6.2
9 Annex
9.1 Safety instructions and necessary safety measures

The following list of basic safety instructions, in combination with further
engine documentation like user manual and working instructions, should
ensure a safe handling of the engine. Due to variations between specific
plants, this list does not claim to be complete and may vary with regard to
project-specific requirements.
9.1.1 General
There are risks at the interfaces of the engine, which have to be eliminated or
minimised 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 of
the 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 Energy Solutions regarding the
engine and its connection to the plant are implemented.
▪ In principle, the more stringent requirements of a specific document is
applied if its relevance is given for the plant.
9.1.2 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 accesible
and 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, it
has to be ensured that a faulty feeding of media, electric voltage and
electric currents will be avoided.
▪ Fire protection
A fire protection concept for the plant needs to be executed. All from
safety considerations resulting necessary measures must be implemen-
ted. The specific remaining risks, e.g. the escape of flammable media
from 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 installed
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and in operation.
▪ Electrical safety
9 Annex
Standards and legislations for electrical safety have to be followed. Suita-

ble measures must be taken to avoid electrical short circuit, lethal electric
shocks and plant specific topics as static charging of the piping through
the media flow itself.
▪ 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 be
necessary. The foundation must be suitable to withstand the engine
vibration and torque fluctuations. The engine vibration may also have an
impact on installations in the surrounding of the engine, as galleries for
maintenance next to the engine. Vibrations act on the human body and
may 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 have
to be designed according to the physical and chemical characteristics of
the 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 by
plant-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 provided
and further safety precautions must be taken into consideration. Among
other 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 for
stabling of components and tools.
It is important to ensure stability, carrying capacity and accessibility. The
quality 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 to
avoid endangering by contact or by inhalation of fluids, gases, vapours
and dusts which could have harmful, toxic, corrosive and/or acid effects.
▪ Venting of crankcase and turbocharger
The gases/vapours originating from crankcase and turbocharger are
ignitable. It must be ensured that the gases/vapours will not be ignited by
external sources. For multi-engine plants, each engine has to be ventila-
ted separately. The engine ventilation of different engines must not be
connected.
In case of an installed suction system, it has to be ensured that it will not
be stopped until at least 20 minutes after engine shutdown.
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▪ Intake air filtering

In case air intake is realised through piping and not by means of the tur-
9 Annex
bocharger´s intake silencer, appropriate measures for air filtering must be

provided. It must be ensured that particles exceeding 5 µm will be
restrained by an air filtration system.
▪ Quality of the intake air

It has to be ensured that combustible media will not be sucked in by the
engine.
Intake air quality according to the section Specification of intake air (com-
bustion air), Page 299 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 operating
conditions. The assessment of the effects on other system components
caused by an emergency stop of the engine must be carried out by
plant-side.
▪ Fail-safe 24 V power supply
Because engine control, alarm system and safety system are connected
to a 24 V power supply this part of the plant has to be designed fail-safe
to ensure a regular engine operation.
▪ Hazards by rotating parts/shafts
Contact with rotating parts must be excluded by plant-side (e.g. free
shaft 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 the
start of the turning gear. The gear wheel of the turning gear has to be
covered. The turning gear should be equipped with a remote control,
allowing optimal positioning of the operator, overlooking the entire hazard
area (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 must
be provided in the starting air pipe to the engine.
▪ Securing of the turbocharger rotor
To secure against unintentional turning of the turbocharger rotor while
maintenance work, it must be possible to prevent draught in the exhaust
gas duct and, if necessary, to secure the rotor against rotation.
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▪ Consideration of the blow-off zone of the crankcase cover´s relief valves

During crankcase explosions, the resulting hot gases will be blown out of
9 Annex
the crankcase through the relief valves. This must be considered in the
overall planning.
▪ Installation of flexible connections

For installation of flexible connections follow strictly the information given

in the planning and final documentation and the manufacturer manual.
Flexible connections may be sensitive to corrosive media. For cleaning
only 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 any
damage 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 the
exhaust gas system of the plant has to be executed gas tight and must
be 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 be
provided whose surface temperature must not exceed 60 °C.
The connection has to be equipped with compensators for longitudinal
expansion and axis displacement in consideration of the occurring vibra-
tions (the flange of the turbocharger reaches temperatures of up to
450 °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 to
depressurise these closed off pipings at the engine. Safety devices in
case of system over pressure must be provided.
▪ Drainable supplies and excipients
Supply system and excipient system must be drainable and must be
secured 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 and
disposed of properly.
▪ Spray guard has to be ensured for liquids possibly leaking from the
flanges of the plant´s piping system. The emerging media must be
drained 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 to
be provided whose surface temperature must not exceed 60 °C.
The compressed air is blown-off either outside the vessel or into the
engine room. In both cases, installing a silencer after blow-off valve is
recommended. If the blow-off valve is located upstream of the charge air
cooler, air temperature can rise up to 200 °C. It is recommended to
blow-off hot air outside the plant.
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9 Annex
▪ 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 as
well as at all entrances to the engine room.
Figure 186: Warning sign E11.48991-1108

– Prohibited area signs.
Depending on the application, it is possible that specific operating
ranges 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 engine
which allow intervention of the engine operation.
▪ Optical and acoustic warning device
Communication in the engine room may be impaired by noise. Acoustic
warning signals might not be heard. Therefore it is necessary to check
where at the plant optical warning signals (e.g. flash lamp) should be pro-
vided.
In any case, optical and acoustic warning devices are necessary while
using the turning gear and while starting/stopping the engine.
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9 Annex
9.1.3 Provided by plant-side especially for gas-fueled engines
General
Definition of explosion zones within the plant must be provided by plant-side.
Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.
Following safety equipment respectively safety measures must be provided

by plant-side especially for gas-fueled engines
▪ Gas detectors in the engine room
In the engine room gas detectors for detection of gas leakages have to be
installed. In case of a gas alarm triggered at a gas concentration widely
below the lower explosion limit the engine has to be stopped and the power
supply to the engines has to be switched off. The gas supply to the engine
room must be immediately interrupted. Additionally it is necessary to switch
off the power supply to all plant equipment, except the emergency equip-
ment like engine room ventilation, gas alarm system, emergency lighting and
devices etc. The emergency equipment has to be certified for application in
explosion hazardous areas. It is necessary to connect the emergency equip-
ment to an independent power supply in order to keep it in operation in case
of a gas alarm.
To increase the availability of engine operation for dual fuel engines, it could
be possible to switch the engine into the diesel mode at a very low gas con-
centration level. Dependent on the plant design it might be necessary to
apply the same procedure for adjacent engines. In this case it is obligatory to
shut off the gas supply to the engine room and to vent the gas piping in the
engine room pressureless.
The leakage source shall be located and repaired by qualified staff using
mobile gas detectors and special tools certified for using in explosion endan-
gered areas.
▪ Earthing
– Gas piping must be earthed in an appropriate manner.
– The engine must be earthed in an appropriate manner.
▪ Explosion protection equipment at large volume exhaust system parts,
e.g. exhaust silencer, exhaust gas boiler
Due to the possibility that unburned gas penetrates the plant-side
exhaust system parts, these must be equipped with explosion relief
valves with integrated flame-arresters. The rupture discs must be moni-
tored for example via wire break sensor. In case of bursting the engine
has to be switched off.
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▪ Deflagration protection of HT cooling water system, crankcase ventila-

tion, gas valve unit
Only in case of malfunctions in the engine´s combustion chamber area
9 Annex
gas could be carry off to the high temperature cooling water circuit and
would accumulate in the expansion tank. Therefore it is recommended to
provide the high temperature cooling water system with deflagration pro-
tection.
The crankcase ventilation pipe shall lead to a safe location outside the
engine room, remote from any source of ignition. The end of the vent

pipe has to be equipped with a flame arrester. The crankcase ventilation
pipe may not be connected with any other ventilation pipes.
Note:
– In case of multi-engine plants the venting pipework has to be kept
separately.
– All venting openings as well as open pipe ends are to be equipped
with flame breakers and shall lead to a safe location outside the
engine room remote from any source of ignition.
– Condensate trap overflows are to be connected via siphon to drain
pipe.
– Specific requirements of the classification societies are to be strictly
observed.
▪ The crankcase vent line must lead to the outside and must keep always
sufficient distance to hot surfaces. The equipment installed in the crank-
case venting line has to be classified for application in explosion hazard-
ous areas.
For more details see also project related documentation.
▪ Blower for venting the exhaust gas duct
The exhaust system of gas/dual fuel engine installations needs to be ven-
tilated after an engine stop or emergency shut down or prior to the
engine start as well as maintenance. The exhaust system of gas engine
installations in addition must also be ventilated during engine start.
Therefore a suitable blower has to be provided, which blows in fresh air
into the exhaust gas duct after turbocharger and compensator. The
blower has to be classified for application in explosion hazardous areas
(For more details see also project related documentation). Air demand
(project-specific) for purging > 3 x exhaust system volume. The engine
automation system provides an interface for the control of the exhaust
blower.
▪ Absolutely safe and reliable gas shut-off device (gas blocking valve with
automatic leak testing system and leakage line leading to the outside).
▪ Scavenging line with flame arrestors leading to the outside, so for main-
tenance the gas system can be kept free of gas, during commissioning
the system can be vented and in case of emergency stop or switching to
diesel-mode (dual fuel engine) existing gas can be blown out.
▪ Engine room ventilation
An effective ventilation system has to be provided. The minimum air
exchange rate shall be defined according to state of the art as required
by European and/or local regulations. It might be necessary to design the
engine room ventilation system explosion proof and to connect it to an
independent power supply in order to keep it in operation in case of a
gas alarm. To avoid the returning of exhaust air out of the ventilation out-
lets to the engine room, the ventilation outlets shall not be located near
to the inlet/outlet openings of suction lines, exhaust gas ducts, gas vent-
ing lines or crankcase vent lines.
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Engine operation in a room without an effective ventilation or during the

ventilation system is not available is strictly forbidden. This must be real-
9 Annex
ised by the plant-side control systems or by other suitable measures

(engine auto shut down respectively engine start blocking).
▪ Intake air
The air intakes must be connected to ducts leading out of the engine
room, if possible leading to the open air.
9.2 Programme for Factory Acceptance Test (FAT)
The intakes of combustion air and the outlets of exhaust gas, crankcase
and gas vent must be arranged in a way that a suction of exhaust gas,
gas leakage as well as any other explosion endangered atmospheres will
be avoided. The intake lines of different engines must not be connected
together. Each engine must have its own intake ducts, completely sepa-
rated from other engines.
▪ Lube oil system engine
The lube oil can carry off gas into the lube oil system. Required measures
must be taken according to Machinery Directive 2006/42/EG.
▪ HT cooling water system
Only in case of malfunctions in the engine´s combustion chamber area
gas could be carry off to the HT cooling water system and forms an
explosion endangered atmosphere in the plant system.
Additional note:
All safety equipment has to be checked after installation/reinstallation and
maintenance to ensure proper operation. This includes leakage tests, which
shall be carried out according to the needs of each facility.

According to quality guide line: Q10.09053-0013
Please see overleaf!
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9 Annex

2019-02-25 - 6.2
9 Annex
Figure 187: Shop test of four-stroke marine diesel and dual fuel engines – Part 1
2019-02-25 - 6.2
9 Annex
Figure 188: Shop test of four-stroke marine diesel and dual fuel engines – Part 2
9.3 Engine running-in

Prerequisites
Engines require a running-in period in case one of the following conditions
applies:
▪ When put into operation on site, if
– after test run the pistons or bearings were dismantled for inspection
or
– 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 information
Operating Instructions During the running-in procedure the unevenness of the piston-ring surfaces
and cylinder contact surfaces is removed. The running-in period is comple-
ted once the first piston ring perfectly seals the combustion chamber. i.e. the
first piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been running-in, then the hot
exhaust gases will pass between the piston rings and the contact surfaces of
the cylinder. The oil film will be destroyed in such locations. The result is
material damage (e.g. burn marks) on the contact surface of the piston rings
and the cylinder liner. Later, this may result in increased engine wear and
high lube oil consumption.
The time until the running-in procedure is completed is determined by the
properties and quality of the surfaces of the cylinder liner, the quality of the
fuel 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 regarded
as approximate values.
Operating media
The 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 for
engine supplies, Page 255 and the design of the fuel system.
For the running-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation.
Dual fuel engines are run in using liquid fuel mode with the fuel intended as
the pilot fuel.
Lube oil The running-in lube oil must match the quality standards, with regard to the
2019-02-25 - 6.2
fuel quality.
9 Annex
Engine running-in
Checks Inspections of the bearing temperature and crankcase must be conducted
during 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 respectively

after 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 purpose
an 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 air pressures, etc.)
must be measured and compared with the acceptance report.
Standard running-in Dependent on the application the running-in programme can be derived from
programme the figures in paragraph Diagram(s) of standard running-in, Page 495. During
the entire running-in period, the engine output has to be within the marked
output range. Critical speed ranges are thus avoided.
Running-in during Most four-stroke engines are subjected to a test run at the manufacturer´s
commissioning on site premises. As such, the engine has usually been run in. Nonetheless, after
installation 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 the
engine was partially or fully disassembled for transport.
Running-in after fitting new If during revision work the cylinder liners, pistons, or piston rings are
drive train components replaced, a new running-in period is required. A running-in period is also
required if the piston rings are replaced in only one piston. The running-in
period must be conducted according to following figures or according to the
associated explanations.
The cylinder liner may be re-honed according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one of
our Service and Support Locations.
Running-in after refitting When used bearing shells are reused, or when new bearing shells are instal-
used or new bearing shells led, these bearings have to be run in. The running-in period should be 3 to 5
(crankshaft, connecting rod hours under progressive loads, applied in stages. The instructions in the pre-
and piston pin bearings) ceding text segments, particularly the ones regarding the "Inspections", and
following figures must be observed.
Idling at higher speeds for long periods of operation should be avoided if at
all possible.
Running-in after low-load Continuous operation in the low-load range may result in substantial internal
operation pollution of the engine. Residue from fuel and lube oil combustion may cause
deposits on the top-land ring of the piston exposed to combustion, in the
piston ring channels as well as in the inlet channels. Moreover, it is possible
that the charge air and exhaust pipes, the charge air cooler, the turbocharger
and 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 and
possibly with other engine trouble (leaking piston rings, piston wear) should
be expected.
2019-02-25 - 6.2
Therefore, after a longer period of low-load operation (≥ 500 hours of opera-

tion) a running-in period should be performed again, depending on the
power, according to following figures.
9 Annex
Also for instruction see section Low-load operation, Page 44.

Note:
For further information, you may contact the MAN Energy Solutions cus-
tomer service or the customer service of the licensee.
Diagrams of standard running-in

Figure 189: Standard running-in programme for engines operated with constant speed
2019-02-25 - 6.2
9 Annex
Figure 190: Standard running-in programme for marine engines (variable speed)
2019-02-25 - 6.2
9 Annex
9.4 Definitions
9.4 Definitions
Auxiliary GenSet/auxiliary generator operation

A generator is driven by the engine, hereby the engine is operated at con-
stant speed. The generator supplies the electrical power not for the main
drive, but for supply systems of the vessel.
Load profile with focus between 40 % and 80 % load. Average load: Up to
50 %.
Engine´s certification for compliance with the NOx limits according D2 Test
cycle. See within section Engine ratings (output) for different applications,
Page 32 if the engine is released for this kind of application and the corre-
sponding available output PApplication.
Blackout
The classification societies define blackout on board ships as a loss of the
main source of electrical power resulting in the main and auxiliary machinery
to 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 condition

The classification societies define dead ship condition as follows:
▪ The main propulsion plant, boilers and auxiliary machinery are not in
operation due to the loss of the main source of electrical power.
▪ In restoring propulsion, the stored energy for starting the propulsion
plant, the main source of electrical power and other essential auxiliary
machinery is assumed not to be available.
▪ It is assumed that means are available to start the emergency generators
at 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 which
the 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 coupling
side.
Designation of cylinders
The 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 is
designated 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.
2019-02-25 - 6.2
9 Annex
9.4 Definitions
Figure 191: Designation of cylinders
Direction of rotation
2019-02-25 - 6.2
9 Annex
Figure 192: Designation: Direction of rotation seen from flywheel end
Electric propulsion
9.4 Definitions
The generator being driven by the engine supplies electrical power to drive
an electric motor. The power of the electric motor is used to drive a control-
lable pitch or fixed pitch propeller, pods, thrusters, etc.
85 %.
Engine´s certification for compliance with the NOx limits according E2 Test
GenSet
The term "GenSet" is used, if engine and electrical alternator are mounted
together 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 and
that 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 is
capable of producing at nearly any rotational speed.
85 %.
Mechanical propulsion with fixed pitch propeller (FPP)

A fixed pitch propeller is driven by the engine. The FPP is always working
very 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.
85 %.
Multi-engine propulsion plant

2019-02-25 - 6.2
In a multi-engine propulsion plant at least two or more engines are available

for propulsion.
9 Annex
Net calorific value (NCV)

This value supposes that the products of combustion contain the water
vapor and that the heat in the water vapor is not recovered.
Offshore application
9.4 Definitions
Offshore construction and offshore drilling place high requirements regarding

the 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 positioning
modes 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 under
ISO 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 in
account the kind of application and the local ambient conditions, provi-
ded that maintenance is carried out as specified. For marine applications
this 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 theoretical
possible, 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 defined
ambient conditions, provided that maintenances carried out as specified.
▪ 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 is
increased.
▪ Nominal output
= rated power.
▪ MCR
Maximum continuous rating.
▪ ECR
Economic continuous rating = output of the engine with the lowest fuel
consumption.
Overload power (at FAT or SAT/sea trial)

Only if required by rules of classification societies, it is admitted to operate
the engine at 110 % of rated power for a maximum of 1 h in total as part of
the FAT or SAT/sea trial and in addition a maximum of 1 h in total as part of
the comissioning of the plant. Engine operation has to be done under super-
vision of trained MAN Energy Solutions personal.
2019-02-25 - 6.2
Single-engine propulsion plant

9 Annex
In a single-engine propulsion plant only one single-engine is available for pro-

pulsion.
Suction dredger application (mechanical drive of pumps)
9.4 Definitions
For direct drive of a suction dredger pump by the engine via gear box the
engine speed is directly influenced by the load on the suction pump.
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 with
focus between 80 % and 100 % load. Average load: Up to 85 %.
Engine´s certification for compliance with the NOx limits according C1 Test
Water jet application

A 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 jet
propulsion is identical to the mechanical propulsion with FPP.
85 %.
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 layer
of catalyst and the second layer empty – as reserve.
▪ Maximum weight structurally:
This is relevant for the static planning purposes maximum weight, that is
equipped with two layers catalysts.
2019-02-25 - 6.2
9 Annex
9.5 Abbreviations
9.5 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
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
SAT Site acceptance test
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

2019-02-25 - 6.2
9 Annex
9.6 Symbols
9.6 Symbols
Note:
The symbols shown should only be seen as examples and can differ from
the symbols in the diagrams.
Figure 193: Symbols used in functional and pipeline diagrams 1

2019-02-25 - 6.2
9 Annex
9.6 Symbols

2019-02-25 - 6.2
9 Annex
9.6 Symbols

2019-02-25 - 6.2
9 Annex
9.7 Preservation, packaging, storage
9.7.1 General
Introduction
Engines are internally and externally treated with preservation agent before
delivery. The type of preservation and packaging must be adjusted to the
means of transport and to the type and period of storage. Improper storage
may cause severe damage to the product.
Packaging and preservation of engine

2019-02-25 - 6.2
The type of packaging depends on the requirements imposed by means of

transport and storage period, climatic and environmental effects during
9 Annex
transport and storage conditions as well as on the preservative agents used.

As standard, the preservation and packaging of an engine is designed for a
storage period of 12 month and for sea transport.
Note:

The packaging must be protected against damage. It must only be removed
when a follow-up preservation is required or when the packaged material is
to be used. The condition of the packaging must be checked regularly and
repaired in case of damage. Especially a VCI packaging can only provide a
proper corrosion protection if it is intact and completely closed.
In addition, the engine interiors are protected by vapor phase corrosion pro-
tection. Inner compartments must not be opened while transportation and
storage. Otherwise, a re-preservation of the opened compartment will be
required.
If bare metal surfaces get exposed e.g. by disassembly of the coupling
device, the unprotected metal must be treated with agent f according to the
list of recommended anti-corrosion agents (https://corporate.man-es.com/
preservation).
Preservation and packaging of assemblies and engine parts

Unless stated otherwise in the order text, the preservation and packaging of
assemblies and engine parts must be carried out such that the parts will not
be damaged during transport and that the corrosion protection remains fully
intact for a period of at least 12 months when stored in a roofed dry room.
Transport
Transport and packaging of the engine, assemblies and engine parts must
be coordinated.
After transportation, any damage to the corrosion protection and packaging
must be rectified, and/or MAN Energy Solutions must be notified immedi-
ately.
9.7.2 Storage location and duration
Storage location
Storage location of engine As 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.
Storage location of Assemblies and engine parts must always be stored in a roofed dry room.
assemblies and engine parts 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.
2019-02-25 - 6.2
▪ Packaging material does not absorb any moisture from the ground.
▪ Parts cannot be damaged.
9 Annex
▪ Parts are accessible for visual inspection.

▪ An allocation of assemblies and engine parts to the order or requisition
must be possible at all times.
Note:
9.8 Engine colour
Packaging made of or including VCI paper or VCI film must not be opened or
must be closed immediately after opening.
Storage conditions
In 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 Energy Solutions for
clarification.
Storage period
The 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 their
intended location.
9.7.3 Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed before the maximum storage
period has elapsed, i.e. generally after 12 months.
Request assistance by authorised personnel of MAN Energy Solutions.
Note:
During storage and in case of a follow-up preservation the crankshaft must
not be turned. If the crankshaft is turned, usually for the first time after pres-
ervation this will be done during commissioning, the preservation is partially
removed. If the engine is to be stored again for a period thereafter, then ade-
quate re-preservation is required.
9.7.4 Removal of corrosion protection

Packaging and corrosion protection must only be removed from the engine
immediately 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 special
attention. They will be washed off by engine oil during subsequent engine
operation.
Contact MAN Energy Solutions if you have any questions.
2019-02-25 - 6.2
9.8 Engine colour

Engine standard colour according RAL colour table is RAL 7040 Window
9 Annex
grey. Other colours on request.
Index
A Definition 497
By-pass 28
Abbreviations 502
Acceleration times 55
C
56
Additions to fuel consumption 86 Capacities
Aging (Increase of S.F.C.) 91 Attached pumps 92
Air Pumps 92
Consumption (jet assist) 408 Charge air
Flow rates 92 Blow-off noise 168
Starting air consumption 76 By-pass 28
Preheating 28
89
Temperature 92 29
Air vessels Charge air cooler
Capacities 312 Condensate amount 310
Condensate amount 310 310
Airborne noise 163 Flow rates 92
Alignment Heat to be dissipated 92
Engine 212 Colour of the engine 508
Alphatronic 3000 Propulsion Con- 461 Combustion air
trol System Flow rate 92
Alternator Specification 255
Reverse power protection 69 Common rail injection system 378
Ambient conditions causes derat- 33 Componentes
ing Exhaust gas system 415
Angle of inclination 27 Components of an electric propul- 466
Approved applications 19 sion plant
Arctic conditions 60 Composition of exhaust gas 161
Arrangement Compressed air
Attached pumps 188 Specification 255
Engine arrangements 433 300
Flywheel 186 Compressed air system 403
186 Condensate amount
Attached pumps Air vessels 310
Arrangement 188 Charge air cooler 310
Capacities 92 310
Auxiliary generator operation Consumption
Definiton 497 Control air 89
Auxiliary GenSet operation Fuel oil 76
Definition 497 Jet assist 408
Auxiliary power generation 19 Lube oil 88
Available outputs Control air
Permissible frequency devia- 66 Consumption 76
tions
89
Related reference conditions 33
2019-02-25 - 6.2
Controllable pitch propeller

Definition 499
B
Cooler
Balancing of masses 179 Flow rates 92
Index
180 Heat radiation 92

Bearing, permissible loads 173 Heat to be dissipated 92
Blackout Specification, nominal values 92
Temperature 92 Efficiencies 465

Cooler dimensioning, general ° 333 Engine selection 468
Cooling water Example of configuration 474
Inspecting 255 Over-torque capability 472
295 Planning data 92
Specification 255 105
289 Plant components 466
Specification for cleaning 255 Plant design 466
Switchboard and alternator 469
295
design
296 Emissions
System description 333 Exhaust gas – IMO standard 159
System diagram 333 Static torque fluctuation 181
342 Torsional vibrations 171
Crankcase vent and tank vent 331 Engine
Crankshaft 3D Engine viewer 431
Moments of inertia – Damper, 175 Alignment 212
flywheel Colour 508
Cross section, engine 21 Cross section 21
Cylinder Definition of engine rating 32
Designation 497 Description 11
Cylinder liner, removal of 429 Designation 23
497
D Equipment for various applica- 28
Damper tions
Moments of inertia – Crank- 175 Inclinations 27
shaft, flywheel Main dimensions 25
Dead ship condition Operation under arctic condi- 60
Definition 497 tions
Required starting conditions 43 Outputs 31
44 Programme 11
Definition of engine rating 32 Ratings 31
Definitions 497 Ratings for different applications 33
Derating Room layout 417
As a function of water tempera- 33 Running-in 493
ture Single-engine propulsion plant 500
Due to ambient conditions 33 (Definition)
Due to special conditions or 33 Speeds 31
demands Weights 25
Design parameters 23 Engine automation
Diagram condensate amount 310 Functionality 233
Diesel fuel see Fuel oil 88 Interfaces 236
Operation 232
E Supply and distribution 228
Technical data 237
Earthing Engine cooling water specifications 289
Bearing insulation 70 °
Measures 70 Engine equipment for various appli- 28
2019-02-25 - 6.2
Welding 71 cations
ECR Engine pipe connections and 303
Definition 500 dimensions
Electric operation 52 Engine ratings
Index
Electric propulsion Power, outputs, speeds 31

Advantages 465 Suction dredger 501
Definition 499
Excursions of resiliently mounted L 305 Fuel

engines Consumption 90
Excursions of the V engines 306 Dependent on ambient condi- 90
Exhaust gas tions
Back pressure 33 Diagram of HFO treatment sys- 375
Composition 161 tem 375
Ducting 447 Diagram of MDO treatment sys- 362
Emission 159 tem
Flow rates 92 HFO treatment 371
Pressure 33 MDO supply 363
Smoke emission index 160 MDO treatment 362
System description 414 Sharing mode 17
Temperature 92 Specification (HFO) 275
Exhaust gas noise 166 Specification (MDO) 273
Exhaust gas pressure Specification of gas oil (MGO) 268
Due to after treatment 38 Stop power, definition 500
Exhaust gas system Supply system (HFO) 376
Assemblies 415 Viscosity-diagram (VT) 287
Components 415 Fuel oil
Explanatory notes for operating 255 Consumption 76
supplies HFO system 376
Specification for gas oil (MGO) 255
F
Factory Acceptance Test (FAT) 490 G
Filling volumes 150 Gas
Firing order 179 Pressure before gas valve unit 150
180 Supply of 395
Fixed pitch propeller Types of gases 265
Definition 499 Gas oil
Flexible pipe connections Specification 255
Installation 305 268
Flow rates General requirements
Air 92 Fixed pitch propulsion control 73
Cooler 92 Propeller pitch control 73
Exhaust gas 92 General requirements for pitch con- 73
Lube oil 92 trol
Water 92 Generator operation/electric propulsion
Flow resistances 150 Operating range 64
Flywheel Power management 67
Arrangement 186 GenSet
186 Definition 499
Moments of inertia – Crank- 175 Grid parallel operation
shaft, damper Definition 500
Follow-up preservation 508 Gross calorific value (GCV)
Foundation Definition 499
Chocking with synthetic resin 197
Conical mountings 209 H
2019-02-25 - 6.2
General requirements 189

Heat radiation 92
Inclined sandwich elements 204
Heat to be dissipated 92
Resilient seating 201
Heavy fuel oil (HFO) supply system 376
Rigid seating 193
Heavy fuel oil see Fuel oil 88
Index
Four stroke diesel engine pro- 11

HFO (fuel oil)
gramme for marine
Supply system 376
Frequency deviations 66
HFO Operation 371
HFO see Fuel oil 88 Sudden load shedding 58

HT-switching 44 Low-load operation 44
LT-switching 44
I Lube oil
Consumption 88
IMO certification 65
Flow rates 92
73 Outlets 325
IMO Marpol Regulation 88 Specification (DF) 258
159 Specification (MGO) 255
IMO Tier II System description 313
Definition 88 System diagram 321
IMO Tier II, IMO Tier III Temperature 92
Exhaust gas emission 159 Lube oil service tank ° 328
Inclinations 27
Injection viscosity and temperature 376 M
after final heater heavy fuel oil
Main dimensions 25
Installation
Marine diesel oil (MDO) supply sys- 363
Flexible pipe connections 305
tem for diesel engines
Intake air (combustion air)
Marine diesel oil see Fuel oil 88
Specification 299
Marine gas oil
Intake noise 165
Specification 255
165 Marine gas oil see Fuel oil 88
ISO MARPOL Regulation 76
Reference conditions 32
88
Standard output 33
159
500
Materials
J Piping 303
MCR
Jet assist Definition 500
Air consumption 408 MDO
Diagram of treatment system 362
L MDO see Fuel oil 88
Layout of pipes 303 Measuring and control devices
Leakage rate 149 Engine-located 241
Lifting device 435 Mechanical propulsion
LNG Carriers 475 System arrangement 446
Load Mechanical propulsion with CPP
Low-load operation 44 Definition 499
Reduction 58 Planning data 118
Load application 130
Change of load steps 74 Mechanical propulsion with FPP
Cold engine (only emergency 43 Definiton 499
case) Methane number 265
Continuous loading 50 MGO (fuel oil)
Electric propulsion plants 43 Specification 255
General remarks 48 MGO see Fuel oil 88
Preheated engine 48 Moments of inertia 175
2019-02-25 - 6.2
56 Mounting 204
Ship electrical systems 52 Multi-engine propulsion plant
Start-up time 48 Definition 499
Load reduction
Index
As a protective safety measure 60 N

Recommended 59 Natural gas
Stopping the engine 59 Specification 265
Net calorific value (NCV) Permissible frequency deviations

Definition 499 Available outputs 66
Noise Pipe dimensioning 303
Airborne 163 Piping
Charge air blow-off 168 Materials 303
Exhaust gas 166 Pitch control
Intake 165 General requirements 73
165 Planning data
Nominal output Electric propulsion 92
Definition 500 105
NOx Flow rates of cooler 92
IMO Tier II, IMO Tier III 159 Heat to be dissipated 92
Nozzle cooling system 351 Mechanical propulsion with 118
Nozzle cooling water module 351 CPP 130
Temperature 92
O Postlubrication 324
Offshore application Power
Definition 500 Engine ratings, outputs, speeds 31
Oil mist detector 28 Power drive connection 173
30 175
Operating Power management 67
Pressures 144 Preheated engine
Load application 48
144
Preheating
Standard-output (definition) 500
At starting 42
Temperatures 144
42
144
Charge air 28
Operating range
Generator operation/electric 64 29
propulsion Preheating module 357
Operating/service temperatures 144 Prelubrication 324
and pressures Preservation 506
Operation Propeller
Acceleration times 55 Clearance 460
General requirements for pitch 73
56
control
Load application for ship electri- 52
Layout data 459
cal systems
Propulsion Control System 461
Load reduction 58
Pumps
Low load 44
Arrangement of attached 188
Propeller 55
pumps
Running-in of engine 493
Capacities 92
Output
Available outputs, related refer- 33
R
ence conditions
Definition 500 Rated power
Engine ratings, power, speeds 31 Definition 500
ISO Standard 32 Ratings (output) for different appli- 33
cations, engine
2019-02-25 - 6.2
33
Permissible frequency devia- 66 Reduction of load 58
tions Reference conditions (ISO) 32
Removal
Cylinder liner 429
Index
P
Piston 429
Packaging 506 Removal of corrosion protection 508
Part-load operation 44 Reverse power protection
Alternator 69 Splash oil monitoring 28

Room layout 417 30
Running-in 493 Standard propulsion packages 459
Stand-by operation capability 42
S
42
SaCoS one Starting 42
Injection Unit 217 42
SaCoSone Starting air
Control Unit 216 /control air consumption 89
Safety Compressors 406
Instructions 483 Consumption 76
Measures 483
89
Safety concept 17
Jet assist 408
Slow turn 28
receivers, compressors 406
30 System description 403
43 System diagram 405
43 Vessels 406
Starting air receivers, compressors 406
44
Starting air system 403
Smoke emission index 160
Start-up time 48
Space requirement for mainte- 440
Static torque fluctuation 181
nance
Stopping the engine 59
Specification
Storage 506
Cleaning agents for cooling 255
Storage location and duration 507
water 296 Suction dredger application
Combustion air 255 Definition 501
Compressed air 255 Sudden load shedding 58
Cooling water inspecting 255 Supply gas pressure at GVU 150
295 Supply system
Cooling water system cleaning 255 Blackout conditions 394
295 HFO 376
296 Switching: HT 44
Diesel oil (MDO) 273 Switching: LT 44
Engine cooling water 255 Symbols
For drawings 503
289
Fuel (Gas oil, Marine gas oil) 255 T
Fuel (HFO) 275
Fuel (MDO) 273 Table of ratings 31
Fuel (MGO) 268 Temperature
Gas oil 268 Air 92
Heavy fuel oil 275 Cooling water 92
Intake air (combustion air) 299 Exhaust gas 92
Lube oil (DF) 258 Lube oil 92
Lube oil (MGO) 255 Temperature control
Natural gas 265 Media 235
Viscosity-diagram 287 Time limitation for low-load opera- 44
Specification for intake air (com- 299 tion
2019-02-25 - 6.2
bustion air) Torque measurement flange 75

Speed Torsional vibration 171
Adjusting range 38 Turbocharger assignments 24
Droop 38 Two-stage charge air cooler 28
Index
Engine ratings, power, outputs 31 29

Idling 38
Mimimum engine speed 38
U Water jet application

Definition 501
Unloading the engine 58
Water systems
V Cooling water collecting and 348
supply system
Variable Injection Timing (VIT) 28 Engine cooling 333
30 342
Variable Valve Timing (VVT) 28 Miscellaneous items 349
30 Nozzle cooling 351
Venting Weights
Crankcase, turbocharger 159 Engine 25
Vibration, torsional 171 Lifting device 435
Viscosity-temperature-diagram 287 Welding
Earthing 71
W Windmilling protection 74
Works test 490
Water
Flow rates 92
Specification for engine cooling 255
water 289
2019-02-25 - 6.2
Index
Four-stroke dual fuel engine compliant with IMO Tier II / IMO Tier III
MAN 51/60DF Project Guide – Marine
86224 Augsburg
P + 49 821 322- 0
F + 49 821 322-3382
www.man-es.com
MAN
51/60DF
All data provided in this document is non-binding.

This data serves informational purposes only
and is not guaranteed in any way. Depending on
the subsequent specific individual projects, the
relevant data may be subject to changes and
will be assessed and determined individually for
each project. This will depend on the particular
characteristics of each individual project,
especially specific site and operational conditions. Project Guide – Marine
Copyright © MAN Energy Solutions. Four-stroke dual fuel engine compliant
D2366416EN-N4
Printed in Germany GGKMD-AUG-08180.5 with IMO Tier II / IMO Tier III

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MAN 51/60DF IMO Tier II / IMO Tier III

MAN Energy Solutions SE

Copyright © 2019 MAN Energy Solutions

2 Engine and operation ........................................................................................................................... 19

2.9 Engine load reduction as a protective safety measure ........................................................... 59

2.11.3 Operating range for EPROX-AC ............................................................................. 65

2.11.4 Available outputs and permissible frequency deviations ......................................... 66

cyl., gas mode – Mechanical propulsion with CPP ............................................... 140

3 Engine automation ............................................................................................................................. 215

3.5 Interfaces ................................................................................................................................ 236

4 Specification for engine supplies ...................................................................................................... 255

5 Engine supply systems ...................................................................................................................... 303

5.2.4 Lube oil service tank ............................................................................................ 328

5.3.4 Miscellaneous items ............................................................................................. 349

6 Engine room planning ........................................................................................................................ 417

6.2.2 Position of the outlet casing of the turbocharger .................................................. 448

7 Propulsion packages ......................................................................................................................... 459

7.4 Alphatronic 3000 Propulsion Control System ........................................................................ 461

9 Annex .................................................................................................................................................. 483

Index ................................................................................................................................................... 509

1.2 Engine description MAN 51/60DF IMO Tier II

Figure 1: MAN Energy Solutions engine programme

1.2 Engine description MAN 51/60DF IMO Tier II

carriers, the multi-fuel capability of the engine represents an appropriate drive

Gas start capability

▪ Engine start in liquid fuel mode.

▪ Engine start in gas mode.

MAN 51/60DF for electrical and mechanical propulsion

Con-rods and con-rod bearings

Forged steel crown highly resistant to deformation (with shaker cooling)

1.2 Engine description MAN 51/60DF IMO Tier II

Main injection by Sealed Plunger injection pumps (SP injection pumps)

Common rail pilot-fuel injection system

Modified, weight-reduced rocker arm casing allows quick replacement of

MAN Energy Solutions turbocharging system with VTA

Optimally adapted charging system (constant pressure) with modern MAN

▪ Cleaning cycle for change over

▪ Crankcase Monitoring System plus Oil Mist Detection

1.2 Engine description MAN 51/60DF IMO Tier II

Miller valve timing

NOx emission with gaseous fuels

NOx emission with liquid fuels

Adaptive combustion control (ACC)

Additional notes/brief summary

interruption in power supply. DF engines can run in:

1.3 Engine overview

Figure 2: Engine overview, MAN L51/60DF view on counter coupling side

1.4 Safety concept of MAN Energy Solutions dual fuel

On special demand fuel sharing mode is available as an optional feature.

actions, leading to alarm or automatically switching to liquid fuel mode, with-

2 Engine and operation

2.1 Approved applications and destination/suitability of

may be used for propulsion purpose is stated as main engine.

Destination/suitability of the engine

line with the legal requirements, as applicable, including such requirements

pressed load reduction or engine stop by active "Override", triggered fire-