48-60CR IMO Tier II - Marine

All data provided in this document is non-binding.
This data serves informational
Four-stroke diesel engines compliant with IMO Tier II

Project Guide – Marine
48/60CR
purposes only and is especially 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. Copyright © MAN Diesel & Turbo.
D2366472EN Printed in Germany GKM-AUG-03130.5
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
www.mandieselturbo.com
48/60CR
Four-stroke diesel engines
compliant with IMO Tier II
MAN Diesel & Turbo – a member of the MAN Group
2366472_PRJ_48-60_CR.indd 4 06.03.2013 16:10:48

MAN Diesel & Turbo
48/60CR
Revision ............................................ 02.2014/3.6
48/60CR IMO Tier II Project Guide – Marine

2014-10-15 - 3.6
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
48/60CR IMO Tier II Project Guide – Marine MAN Diesel & Turbo
MAN Diesel & Turbo SE

2014-10-15 - 3.6
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
Copyright © 2014 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
EN
MAN Diesel & Turbo
Table of contents
Table of contents
1 Introduction ............................................................................................................................................ 9
1.1 Medium speed propulsion engine programme .......................................................................... 9
1.2 Engine description 48/60CR IMO Tier II ................................................................................... 10
1.3 Overview .................................................................................................................................... 12
2 Engine and operation ........................................................................................................................... 17

2.1 Approved applications and destination/suitability of the engine ........................................... 17
2.2 Engine design ............................................................................................................................ 19
2.2.1 Engine cross section .............................................................................................. 19
2.2.2 Engine designations – Design parameters .............................................................. 21
2.2.3 Turbocharger assignments ..................................................................................... 22
2.2.4 Engine main dimensions, weights and views .......................................................... 23
2.2.5 Engine inclination ................................................................................................... 24
2.2.6 Engine equipment for various applications ............................................................. 25
2.3 Ratings (output) and speeds .................................................................................................... 29
2.3.1 General remark ...................................................................................................... 29
2.3.2 Standard engine ratings ......................................................................................... 29
2.3.3 Engine ratings (output) for different applications ..................................................... 30
2.3.4 Derating, definition of P_Operating ......................................................................... 31
2.3.5 Engines speeds and related main data ................................................................... 32
2.3.6 Speed adjusting range ........................................................................................... 34
2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 34
2.5 Starting conditions .................................................................................................................... 37
2.6 Low load operation ................................................................................................................... 39
2.7 Start up and load application ................................................................................................... 41
2.7.1 General remarks .................................................................................................... 41
2.7.2 Start up time .......................................................................................................... 42
2.7.3 Load application – Cold engine (emergency case) .................................................. 44
2.7.4 Load application for electric propulsion/auxiliary GenSet ........................................ 45
2.7.5 Load application – Load steps (for electric propulsion/auxiliary GenSet) ................. 47
2.7.6 Load application for mechanical propulsion (CPP) .................................................. 49
2.8 Engine load reduction ............................................................................................................... 52
2.9 Engine load reduction as a protective safety measure ........................................................... 53
2.10 Engine operation under arctic conditions ................................................................................ 54
2.11 GenSet operation ....................................................................................................................... 57
2.11.1 Operating range for GenSets ................................................................................. 57
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2.11.2 Available outputs and permissible frequency deviations ......................................... 58

2.11.3 Operation of vessels with electric propulsion – Failure of one engine ...................... 59
2.11.4 Alternator – Reverse power protection ................................................................... 61
2.11.5 Earthing measures of diesel engines and bearing insulation on alternators ............. 62
2.12 Propeller operation, suction dredger (pump drive) ................................................................. 64
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MAN Diesel & Turbo
2.12.1 General remark for operating ranges ...................................................................... 64

Table of contents
2.12.2 Operating range for controllable pitch propeller (CPP) ............................................ 65

2.12.3 General requirements for propeller pitch control ..................................................... 66
2.12.4 Operating range for mechanical pump drive ........................................................... 69
2.13 Fuel oil; lube oil; starting air/control air consumption ............................................................ 70
2.13.1 Fuel oil consumption for emission standard: IMO Tier II .......................................... 70
2.13.2 Lube oil consumption ............................................................................................. 76
2.13.3 Starting air/control air consumption ........................................................................ 76
2.13.4 Recalculation of fuel consumption dependent on ambient conditions ..................... 77
2.13.5 Aging ..................................................................................................................... 78
2.14 Planning data for emission standard: IMO Tier II – Electric propulsion ................................. 78
2.14.1 Nominal values for cooler specification – L48/60CR IMO Tier II – Electric propulsion
................................................................................................................................ 78
2.14.2 Nominal values for cooler specification – V48/60CR IMO Tier II – Electric propulsion
................................................................................................................................ 80
2.14.3 Temperature basis, nominal air and exhaust gas data – L48/60CR IMO Tier II –
Electric propulsion .................................................................................................. 82
2.14.4 Temperature basis, nominal air and exhaust gas data – V48/60CR IMO Tier II –
Electric propulsion .................................................................................................. 83
2.14.5 Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Electric propul-
sion ........................................................................................................................ 84
2.14.6 Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Electric pro-
pulsion ................................................................................................................... 85
2.15 Planning data for emission standard: IMO Tier II – Mechanical propulsion with CPP ........... 87
2.15.1 Nominal values for cooler specification – L48/60CR IMO Tier II – Mechanical propul-
sion with CPP ........................................................................................................ 87
2.15.2 Nominal values for cooler specification – V48/60CR IMO Tier II – Mechanical propul-
sion with CPP ........................................................................................................ 88
Mechanical propulsion with CPP ............................................................................ 90
Mechanical propulsion with CPP ............................................................................ 91
2.15.5 Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Mechanical pro-
pulsion with CPP, constant speed .......................................................................... 93
2.15.6 Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Mechanical
propulsion with CPP, constant speed .................................................................... 94
2.16 Planning data for emission standard: IMO Tier II – Suction dredger/pumps (mechanical
drive) ......................................................................................................................................... 95
2.16.1 Nominal values for cooler specification – L48/60CR IMO Tier II – Suction dredger/
pumps (mechanical drive) ....................................................................................... 95
2.16.2 Nominal values for cooler specification – V48/60CR IMO Tier II – Suction dredger/
pumps (mechanical drive) ....................................................................................... 97
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2.16.3 Temperature basis, nominal air and exhaust gas data – L48/60CR IMO Tier II – Suc-
tion dredger/pumps (mechanical drive) ................................................................... 99
2.16.4 Temperature basis, nominal air and exhaust gas data – V48/60CR IMO Tier II – Suc-
tion dredger/pumps (mechanical drive) ................................................................. 100
2.16.5 Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Suction dredger/
pumps (mechanical drive) ..................................................................................... 101
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MAN Diesel & Turbo
2.16.6 Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Suction
Table of contents
dredger/pumps (mechanical drive) ....................................................................... 102
2.17 Operating/service temperatures and pressures .................................................................... 103
2.18 Filling volumes and flow resistances ..................................................................................... 105
2.19 Internal media systems – Exemplarily ................................................................................... 107
2.20 Venting amount of crankcase and turbocharger ................................................................... 109
2.21 Exhaust gas emission ............................................................................................................. 110
2.21.1 Maximum allowed emission value NOx IMO Tier II ................................................ 110
2.21.2 Smoke emission index (FSN) ................................................................................ 111
2.21.3 Exhaust gas components of medium speed four-stroke diesel engines ................ 111
2.22 Noise ........................................................................................................................................ 113
2.22.1 Airborne noise ...................................................................................................... 113
2.22.2 Intake noise ......................................................................................................... 116
2.22.3 Exhaust gas noise ................................................................................................ 118
2.22.4 Charge air blow-off noise ..................................................................................... 120
2.23 Vibration .................................................................................................................................. 120
2.23.1 Torsional vibrations .............................................................................................. 120
2.24 Requirements for power drive connection (static) ................................................................ 124
2.25 Requirements for power drive connection (dynamic) ........................................................... 126
2.25.1 Moments of inertia – Engine, damper, flywheel ..................................................... 126
2.25.2 Balancing of masses – Firing order ....................................................................... 128
2.25.3 Static torque fluctuation ....................................................................................... 131
2.26 Power transmission ................................................................................................................ 134
2.26.1 Flywheel arrangement .......................................................................................... 134
2.27 Arrangement of attached pumps ........................................................................................... 138
2.28 Foundation .............................................................................................................................. 139
2.28.1 General requirements for engine foundation ......................................................... 139
2.28.2 Rigid seating ........................................................................................................ 140
2.28.3 Chocking with synthetic resin ............................................................................... 147
2.28.4 Resilient seating ................................................................................................... 152
2.28.5 Recommended configuration of foundation .......................................................... 154
2.28.6 Engine alignment ................................................................................................. 163
3 Engine automation ............................................................................................................................. 165

3.1 SaCoSone system overview .................................................................................................... 165
3.2 Power supply and distribution ............................................................................................... 172
3.3 Operation ................................................................................................................................. 175
3.4 Functionality ............................................................................................................................ 176
3.5 Interfaces ................................................................................................................................ 179
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3.6 Technical data ......................................................................................................................... 180

3.7 Installation requirements ....................................................................................................... 181
3.8 Engine-located measuring and control devices .................................................................... 183
4 Specification for engine supplies ...................................................................................................... 193

4.1 Explanatory notes for operating supplies – Diesel engines .................................................. 193
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MAN Diesel & Turbo
4.1.1 Lubricating oil ....................................................................................................... 193

Table of contents
4.1.2 Fuel ...................................................................................................................... 193

4.1.3 Engine cooling water ............................................................................................ 195
4.1.4 Intake air .............................................................................................................. 195
4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and biofuels ........... 195
4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO) .............................. 199
4.4 Specification for gas oil/diesel oil (MGO) ............................................................................... 204
4.5 Specification for diesel oil (MDO) ........................................................................................... 206
4.6 Specification for heavy fuel oil (HFO) ..................................................................................... 208
4.7 Viscosity-temperature diagram (VT diagram) ....................................................................... 220
4.8 Specification for engine cooling water .................................................................................. 222
4.9 Cooling water inspecting ........................................................................................................ 228
4.10 Cooling water system cleaning .............................................................................................. 230
4.11 Specification for intake air (combustion air) ......................................................................... 232
4.12 Specification for compressed air ........................................................................................... 233
5 Engine supply systems ...................................................................................................................... 235

5.1 Basic principles for pipe selection ......................................................................................... 235
5.1.1 Engine pipe connections and dimensions ............................................................ 235
5.1.2 Specification of materials for piping ...................................................................... 235
5.1.3 Installation of flexible pipe connections for resiliently mounted engines ................. 236
5.1.4 Condensate amount in charge air pipes and air vessels ....................................... 242
5.2 Lube oil system ....................................................................................................................... 245
5.2.1 Lube oil system diagram ...................................................................................... 245
5.2.2 Lube oil system description .................................................................................. 248
5.2.3 Prelubrication/postlubrication ............................................................................... 256
5.2.4 Lube oil outlets ..................................................................................................... 256
5.2.5 Lube oil service tank ............................................................................................ 260
5.2.6 Pressure control valve .......................................................................................... 263
5.2.7 Lube oil filter ......................................................................................................... 264
5.2.8 Crankcase vent and tank vent .............................................................................. 265
5.3 Water systems ......................................................................................................................... 266
5.3.1 Cooling water system diagram ............................................................................. 266
5.3.2 Cooling water system description ........................................................................ 270
5.3.3 Advanced HT cooling water system for increased freshwater generation ............. 276
5.3.4 Cooling water collecting and supply system ......................................................... 279
5.3.5 Miscellaneous items ............................................................................................. 280
5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device ................. 280
5.3.7 Turbine washing device, HFO-operation ............................................................... 283
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5.3.8 Nozzle cooling system and diagram ..................................................................... 284

5.3.9 Nozzle cooling water module ............................................................................... 286
5.3.10 Preheating module ............................................................................................... 290
5.4 Fuel oil system ........................................................................................................................ 291
5.4.1 Marine diesel oil (MDO) treatment system ............................................................. 291
5.4.2 Marine diesel oil (MDO) supply system for diesel engines ..................................... 294
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MAN Diesel & Turbo
5.4.3 Heavy fuel oil (HFO) treatment system .................................................................. 303
Table of contents
5.4.4 Heavy fuel oil (HFO) supply system ....................................................................... 307
5.4.5 Fuel supply at blackout conditions ....................................................................... 320
5.5 Compressed air system .......................................................................................................... 321
5.5.1 Starting air system ............................................................................................... 321
5.5.2 Starting air vessels, compressors ......................................................................... 325
5.5.3 Jet Assist ............................................................................................................. 329
5.6 Engine room ventilation and combustion air ......................................................................... 330
5.7 Exhaust gas system ................................................................................................................ 331
5.7.1 General information .............................................................................................. 331
5.7.2 Components and assemblies ............................................................................... 332
5.8 Exhaust gas aftertreatment – Selective catalytic reduction ................................................. 332
5.8.1 SCR – Selective catalytic reduction ...................................................................... 332
5.8.2 System overview .................................................................................................. 333
5.8.3 System design data ............................................................................................. 337
6 Engine room planning ........................................................................................................................ 341

6.1 Installation and arrangement ................................................................................................. 341
6.1.1 General details ..................................................................................................... 341
6.1.2 Installation drawings ............................................................................................. 342
6.1.3 Removal dimensions of piston and cylinder liner ................................................... 350
6.1.4 3D Engine Viewer – A support programme to configure the engine room ............. 356
6.1.5 Engine arrangements ........................................................................................... 362
6.1.6 Lifting appliance ................................................................................................... 364
6.1.7 Major spare parts ................................................................................................. 367
6.2 Exhaust gas ducting ............................................................................................................... 372
6.2.1 Ducting arrangement ........................................................................................... 372
6.2.2 Position of the outlet casing of the turbocharger .................................................. 373
7 Propulsion packages ......................................................................................................................... 379

7.1 General .................................................................................................................................... 379
7.2 Dimensions .............................................................................................................................. 380
7.3 Propeller layout data ............................................................................................................... 384
7.4 Propeller clearance ................................................................................................................. 384
8 Electric propulsion plants .................................................................................................................. 387

8.1 Advantages of electric propulsion ......................................................................................... 387
8.2 Losses in diesel-electric plants .............................................................................................. 387
8.3 Components of an electric propulsion plant .......................................................................... 388
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8.4 Electric propulsion plant design ............................................................................................. 389

8.5 Engine selection ...................................................................................................................... 390
8.6 E-plant, switchboard and alternator design .......................................................................... 391
8.7 Over-torque capability ............................................................................................................ 394
8.8 Protection of the electric plant ............................................................................................... 395
8.9 Drive control ............................................................................................................................ 396
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MAN Diesel & Turbo
8.10 Power management ................................................................................................................ 396

Table of contents
8.11 Example configurations of electric propulsion plants ........................................................... 399
9 Annex .................................................................................................................................................. 405

9.1 Safety instructions and necessary safety measures ............................................................. 405
9.1.1 General ................................................................................................................ 405
9.1.2 Safety equipment/measures provided by plant-side ............................................. 405
9.2 Programme for Factory Acceptance Test (FAT) ..................................................................... 409
9.3 Engine running-in ................................................................................................................... 411
9.4 Definitions ............................................................................................................................... 414
9.5 Symbols ................................................................................................................................... 419
9.6 Preservation, packaging, storage .......................................................................................... 422
9.6.1 General information .............................................................................................. 422
9.6.2 Storage location and duration .............................................................................. 423
9.6.3 Follow-up preservation when preservation period is exceeded ............................. 424
9.6.4 Removal of corrosion protection .......................................................................... 424
9.7 Engine colour .......................................................................................................................... 424
Index ................................................................................................................................................... 425
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MAN Diesel & Turbo 1
1 Introduction
1.1 Medium speed propulsion engine programme

1.1 Medium speed propulsion engine programme
IMO Tier II compliant engine programme
Figure 1: MAN Diesel & Turbo engine programme
1 Introduction
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48/60CR, Project Guide – Marine, EN 9 (431)

1 MAN Diesel & Turbo
1.2 Engine description 48/60CR IMO Tier II
General
The actual 48/60CR engine represents the newest technologies in the area
of medium speed operated industrial sized diesel engines. By the use of
electronic injection, high efficiency turbochargers, electronic hardware and
variable valve timing the 48/60CR is a synthesis of the most advanced large
engine technologies available.
Common rail injection

The 48/60CR injection system uses the latest MAN Diesel & Turbo common
rail technology which allows flexible setting of injection timing, duration and
pressure for each cylinder. This flexibility allows the fuel consumption and
emissions of the 48/60CR to be optimised on its operating profile. Due to
constant development of our safety concept the redundant high pressure
pumps guarantee further operation of the engine even in the event of high
pressure pump malfunction.
Safety concept
The common rail system comprises an intelligent designed safety concept:
▪ All high pressure pipes are screened or have a double wall design.
▪ Flow limiting valves at each cylinder prevent uncontrolled injection.
▪ Redundant high pressure pumps guarantee further operation of the
engine even in the event of high pressure pump malfunction.
▪ Redundant twin type pressure sensors and speed sensors assure that
the engine stays operational even in the event of failure of one of these
elements. In case of single engine plants the ECUs (Electronic Control
Units) are in double type as well.
Boost injection
A special, patented feature for common rail engines, called boost Injection,
was introduced parallel with release of the IMO Tier II engines. SaCoSone is
able to detect a load increase at the engine at early stage and to improve the
load response of the engine significantly by activation of a boost Injection in
the common rail control.
Electronics
The 48/60CR is equipped with the latest generation of proven MAN Diesel &
Turbo engine management system. SaCoSone combines all functions of mod-
ern engine management into one complete system. Through integration on
1 Introduction
the engine, it forms one unit with the drive assembly. SaCoSone offers:
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▪ Integrated self-diagnosis functions

▪ Maximum reliability and availability
▪ Simple use and diagnosis
▪ Quick exchange of modules (plug in)
▪ Trouble-free and time-saving commissioning
10 (431) 48/60CR, Project Guide – Marine, EN

▪ CCM plus OMD

As a standard for all our 4-stroke medium speed engines manufactured
in Augsburg, these engines will be equipped with a Crankcase Monitor-
ing System (CCM = Splash oil & Main bearing temperature) plus OMD
(Oil mist detection). OMD and CCM are integral part of the MAN safety
philosophy and the combination of both will increase the possibility to
early detect a possible engine failure and prevent subsequent compo-
nent damage.
Fuels
The common rail injection system of the 48/60CR was designed for opera-
tion with heavy fuel oil (HFO) in accordance with specification DIN ISO 8217
(viscosities up to 700 cSt at 50 °C) and fuel temperatures up to 150 °C. Of
course it can also be operated with marine diesel oil (MDO) and marine gas
oil (MGO).
High efficiency turbochargers

The use of MAN Diesel & Turbo turbochargers equipped with the latest high
efficiency compressor wheels can alleviate the NOx-SFOC trade off. The
higher pressure ratio increases the efficiency of the engine and thus compen-
sates the increase in SFOC normally associated with lower NOx emissions.
The higher pressure ratio also increases the scope for Miller valve timing.
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.
VVT - Variable valve timing

Variable valve timing enables variations in the opening and closing of the inlet
valves. It can be used to compensate the increase in SFOC associated with
lower NOx emissions. VVT is an enabling technology of variable Miller valve
timing. A strong Miller effect under high load operation results in an improve-
ment in the NOx-SFOC trade-off. At low load the Miller valve timings are
reduced to attain higher combustion temperatures and thus lower soot emis-
sions.
Committed to the future

Technologies which promise compliance with the IMO Tier III emission limits
valid from 2016 combined with further optimised fuel consumption and new
levels of power and flexibility are already under development at MAN Diesel &
1 Introduction
Turbo. With this level of commitment MAN Diesel & Turbo customers can
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plan with confidence.
Core technologies in-house

As well as its expertise in engine design, development and manufacture MAN
Diesel & Turbo is also a leading manufacturer of the key technologies which
determine the economic and ecological performance of a diesel engine:

▪ High-efficiency exhaust gas turbochargers

1.3 Overview
▪ Advanced electronic fuel injection equipment

▪ Electronic hardware and software for engine control,monitoring and diag-
nosis
Our impressive array of computer-aided design tools and one of the engine
industry’s largest, best-equipped foundries allow us decisively to shorten
product development, and application engineering processes. Our mastery
of these engine technologies – and, the best brains in the large engine indus-
try – are the firm foundation for
▪ Low emissions
▪ Low operating costs
▪ Low life cycle costs
▪ Long service life
1.3 Overview
1 Fuel inlet 2 LT cooling water pump (optional)

1 Introduction
3 Lube oil pumps 4 HT cooling water pump

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5 HT water outlet 6 Exhaust heat shield
Figure 2: Overview L48-60 view on CCS

1.3 Overview
1 Turbocharger exhaust outlet 2 Silencer
3 Charge air cooler
Figure 3: Overview L48-60 view on CS
1 Introduction
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1.3 Overview
1 Exhaust head shield 2 LT cooling water pump (optional)

3 Lube oil pumps 4 HT cooling water pump
5 Camshaft cover
Figure 4: Overview V48-60 view on CCS

1 Introduction
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1.3 Overview
1 HT water outlet 2 LT water outlet
3 Turbocharger exhaust outlet 4 Charge air cooler
5 Silencer 6 Camshaft cover
Figure 5: Overview V48/60 view on CS
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
The 48/60CR is designed as multi-purpose drive. It has been approved by
type approval as marine main engine by all main classification societies (ABS,
BV, LR, DNV, CCS, GL, RINA).
As marine main engine1) it may be applied for mechanical or diesel-electric
propulsion drive2) for applications as:
▪ Bulker, container vessel and general cargo vessel
▪ Ferry and cruise liner
▪ Tanker
▪ Fishing vessel
▪ Dredger and salvage tugs in line with project requirements regarding
needed high-torque performance engine will be adapted
▪ Others – to fulfill all customers needs the project requirements have to be
defined at an early stage
Hereby it can be applied for single- and for multi engine plants.
Offshore
For offshore applications it may be applied as diesel-electric drive2) for:
▪ FPSO (Floating Production Storage and Offloading Unit)
Hereby it can be applied for single- and for multi engine plants.
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.
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 30.
Destination/suitability of the engine

Note!
Please note that 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
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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-
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

2.1 Approved applications and destination/suitability of
the engine
of the intended use a thorough check of the engine and its components
needs to be performed by supervision of the MAN Diesel & Turbo service
department. These events, the checks and measures need to be documen-
ted.
Electric and electronic components attached to the engine – Required

engine room/powerhouse 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 powerhouse/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.
Remark: Condensation of the air at engine components must be prevented.
Please be aware:
It can be assumed that the air temperature in the area of the engine and
attached components will be 5-10K above the ambient air temperature out-
side the engine room/power house. 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 tempera-
tures at the engine > 55 °C are not allowed.
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2.2 Engine design

2.2 Engine design
2.2.1 Engine cross section

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Figure 6: Cross section – L engine; view on counter coupling side

2.2 Engine design
Figure 7: Cross section – V engine

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2.2 Engine design

2.2.2 Engine designations – Design parameters
Figure 8: Example to declare engine designations
Parameter Value Unit

Number of cylinders 6, 7, 8, 9 -
12, 14, 16, 18
Cylinder bore 480 mm
Piston stroke 600
Swept volume of each cylinder 108.6 dm3
Compression ratio 1,200 kW/cyl. 16.0 -

marine plants
Distance between cylinder centres, 820 mm

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

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
48/60CR IMO Tier II

No. of cylinders Mechanical propulsion with CPP/electric propulsion
1,200 kW/cyl., 500 rpm 1,200 kW/cyl., 514 rpm
6L TCA55-42 TCA55-42
7L TCA55-42 TCA55-42
8L TCA66-42 TCA66-42
9L TCA66-42 TCA66-42
12V TCA77-42 TCA77-42
14V TCA77-42 TCA77-42
16V TCA77-42 TCA77-42
18V TCA88-42 TCA88-42

Table 2: Turbocharger assignments
Please consider the relevant turbocharger project guide according to this

table. Above mentioned turbocharger assignments are only for guidance and
may vary due to projectspecific reasons.
2014-10-15 - 3.6

2.2 Engine design

2.2.4 Engine main dimensions, weights and views
L engine
Figure 9: Main dimensions – L engine
No. of L L1 W Weight without

cylinders flywheel
mm t
6L 8,760 7,455 3,165 106
7L 9,580 8,275 119
8L 10,540 9,095 3,280 135
9L 11,360 9,915 148
The dimensions and weights are given for guidance only.
Minimum centerline distance for multi engine installation, see section Installa-
tion drawings, Page 342.
Flywheel data, see Moments of inertia – Engine, damper, flywheel, Page
126.
V engine
2014-10-15 - 3.6
Figure 10: Main dimensions and weights – V engine

No. of cylinders L L1 Weight without flywheel

2.2 Engine design
mm t
12V 10,790 9,088 189
14V 11,790 10,088 213
16V 13,140 11,088 240
18V 14,140 12,088 265
The dimensions and weights are given for guidance only.
Minimum centerline distance for multi engine installation, see section Installa-
tion drawings, Page 342.
Flywheel data, see Moments of inertia – Engine, damper, flywheel, Page
126.
2.2.5 Engine inclination

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α Athwartships
β Fore and aft
Figure 11: Angle of inclination

Max. permissible angle of inclination [°]1)
2.2 Engine design

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 Diesel & Turbo. Arrange engines
always lengthwise of the ship!
2.2.6 Engine equipment for various applications
Device/measure, (figure pos.) Ship

Propeller
Diesel-mechanic Diesel-electric
Charge air blow-off for ignition pressure limitation (flap 2) O O
Charge air by-pass (flap 6) X O (X1))
Waste gate (flap 7) - continuously adjustable O O
Two-stage charge air cooler X X
Charge air preheating by HT-LT switching O O
Charge air preheating by LT shut-off O O
CHATCO (charge air temperature control) X X
Jet Assist (accelerating the turbocharger) O O
VVT (Variable Valve Timing) X X
Slow turn O O
Oil mist detector X X
Splash oil monitoring X X
Main bearing temperature monitoring X X
Valve seat lubrication O O

Compressor wheel cooling X X
Attached HT cooling water pump X X
Attached LT cooling water pump O O

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Attached lubrication oil pump X X
X = required, O = optional, – = not required

1)
Required for engine version 48/60CR enviro.
Table 4: Engine equipment

Charge air blow-off for If engines are operated at full load at low intake temperature, the high air
2.2 Engine design
ignition pressure limitation density leads to the danger of excessive charge air pressure and, conse-
(see flap 2 in figure quently, much too high ignition pressure. In order to avoid such conditions,
Overview flaps, Page part of the charge air is withdrawn downstream (flap 2, cold blow-off) of the
27 in this section) charge air cooler and blown-off.
Charge air by-pass (see flap The charge air pipe is connected to the exhaust pipe via a reduced diameter
6 in figure Overview flaps, pipe and a by-pass flap. The flap is closed in normal operation.
Page 27 in this section) At engine load between 20 % and 60 % and at nominal or reduced speed
this charge air by-pass flap is opened to withdraw a part of the charge air
and leads it into the exhaust gas pipe upstream the turbine. The increased
air flow at the turbine results in a higher charge air pressure of the compres-
sor, which leads to an improved operational behavior of the engine. Addi-
tional this flap may be used to avoid surging of the turbocharger.
Waste gate (see flap 7 in The waste gate is used to bypass the turbine of the turbocharger with a part
figure Overview flaps, of the exhaust gas. This leads to a charge air pressure reduction and/or a
Page 27 in this section) drop in turbine speed and reduces the ignition pressure. Additionally the
temperature after turbine is increased.
Two types of the waste gate are possible:
1. "Binary" (completely open or closed)
Especially for engines equipped with part-load optimized turbo-
chargers this will be opened at full load aiming for a charge air
pressure reduction and/or a drop in turbine speed and therefore
an ignition pressure reduction.
2. Continuously adjustable
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.
This minimum exhaust gas temperature depends on the type and design of
the SCR catalyst and is fixed by its manufacturer. In case the temperature
downstream the turbine falls below the set minimum exhaust gas tempera-
ture value, the waste gate is opened gradually in order to blow-off exhaust
gas upstream of the turbine until the exhaust gas temperature downstream
of the turbine (and thus upstream of the SCR catalyst) has reached the
required level.
2014-10-15 - 3.6

2.2 Engine design

Figure 12: Overview flaps
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 HT Charge air preheating by HT - LT switching is used in the load range from
– LT switching 0 % up to 20 % to achieve high charge air temperatures during part-load
operation. It contributes to improved combustion and, consequently,
reduced exhaust gas discoloration. Unlike the charge air preheating by
means of the CHATCO control valve, there is no time delay in this case. The
charge air is preheated immediately after the switching process by HT cool-
ing water, which is routed through both stages of the two-stage charge air
cooler.
Charge air preheating by LT Charge air preheating by LT shut-off (by means of the CHATCO control
shut-off (integrated in valve) is as well used in the load range from 0 % up to 20 % to reduce
CHATCO) exhaust gas discoloration. Higher charge air temperatures are achieved by
shut-off the LT-stage of the two stage charge air cooler. Depending on
engine type there is a delay in time of about 15 to 25 minutes, till the positive
effect can be noticed, because previously remaining LT-water in the LT-
stage needs to be heated up by the charge air.
CHATCO (Charge Air The charge air temperature control CHATCO serves to prevent accumulation
Temperature Control) of condensed water in the charge air pipe. In this connection, the charge air
2014-10-15 - 3.6
temperature is, depending on the intake air temperature, controlled in such a

way that, assuming a constant relative air humidity of 80 %, the temperature
in the charge air pipe does not fall below the condensation temperature.
Integrated in the functionality of CHATCO is charge air preheating by LT
shut-off.

Jet Assist (acceleration of This equipment is used where special demands exist regarding fast accelera-
2.2 Engine design
the turbocharger) tion and/or load application. In such cases, compressed air from the starting
air vessels is reduced to a pressure of approx. 4 bar before being passed
into the compressor casing of the turbocharger to be admitted to the com-
pressor wheel via inclined bored passages. In this way, additional air is sup-
plied 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.
VVT (Variable Valve Timing) Variable valve timing enables variations in the opening and closing of the inlet
valves. At low load operation it is used to attain higher combustion tempera-
tures 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 manoeuvre
is completed successfully, the engine is started automatically.
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 system 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.
Valve seat lubrication For operation with MGO (Class DMA or Class DMZ) an additional lubrication
equipment is provided to lubricate the inlet valve seats. The oil supply is fed
dropwise into the inlet channels.
This is necessary due to reduced residue formation compared to HFO opera-
tion and thereby reduced damping effect between the sealing surfaces of the
inlet valves (as result of the low sulphur content of MGO).
Compressor wheel cooling The high-pressure version (as a rule of thumb pressure ratio approx. 1 : 4.5
and higher) of the turbochargers requires compressor wheel cooling. This
water cooling is integrated in the bearing casing and lowers the temperature
in the relevant areas of the compressor.
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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.
2.3.2 Standard engine ratings
PISO, Standard: ISO-Standard-Output (as specified in DIN ISO 3046-1)

1,200 kW/cyl., 500/514 rpm
No. of Engine rating, PISO, Standard1) 2)
cylinders
500 rpm 514 rpm
Available turning kW Available turning kW
direction direction
CW/CCW3) CW/CCW3)
6L Yes/Yes 7,200 Yes/Yes 7,200
12V Yes/Yes 14,400 Yes/Yes 14,400
14V Yes/Yes 16,800 Yes/Yes 16,800
16V Yes/Yes 19,200 Yes/Yes 19,200
18V Yes/Yes 21,600 Yes/Yes 21,600
Power take-off on engine free end up to 100 % of rated output.

PISO, Standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for
1)
engine rating, Page 29 in this section.

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

3)
CW clockwise; CCW counter clockwise.
Table 5: Engine ratings
Reference conditions for engine rating

According to ISO 15550: 2002; ISO 3046-1: 2002
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Air temperature before turbocharger tr K/°C 298/25
Total barometric pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature inlet charge air cooler (LT stage) K/°C 298/25
Table 6: Standard reference conditions

2.3.3 Engine ratings (output) for different applications
PApplication, ISO: Available rating (output) under ISO-conditions dependent on

application
P Application P Application Max. fuel Max. allowed Tropic condi- Notes Optional
admission speed reduc- tions (tr/tcr/ power take-
Available output Available (blocking) tion at maxi- pr=100kPa)2) off in per-
in percentage of output mum torque 1) centage of
ISO-standard- ISO-stand-
output ard-output
Kind of application % kW/cyl. % % °C - -
Marine main engines (with mechanical or Diesel-electric drive)
Main drive alternator 100 1,200 110 - 45/38 3)

Yes/up to
100 %
Main drive with control- 100 1,200 100 - 45/38 - Yes/up to

lable pitch propeller 100 %
Suction dredger/pumps (mechanical drive)
Main drive with speed 90 1,080 100 20 45/38 4) 5)

Yes/up to
reduction at maximum 100 %
torque
1)
Maximum torque given by available output and nominal speed.
2)
tr = Air temperature at compressor inlet of turbocharger.
tcr = Cooling water temperature before charge air cooler.
pr = Barometric pressure.
3)
According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to pro-
vide additional engine power for governing purpose only (e. g. transient load conditions and suddenly applied load).
This additional power shall not be used for the supply of electrical consumers.
4)
According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
listed in the column P Application.
5)
Special turbocharger matching required.
Table 7: Available outputs/related reference conditions
2014-10-15 - 3.6


2.3.4 Derating, definition of POperating
P Operating: Available rating (output) under local conditions and dependent on

application
Dependent on local conditions or special application demands a further load
reduction of P Application, ISO might be needed.
Note!
Operating pressure data without further specification are given below/above
atmospheric pressure.
1. No derating
No derating necessary, provided that the conditions listed in the respective
column (see table Derating – Limits of ambient conditions, Page 31 below)
are met:
No derating up to stated Derating needed according to formula, see 2. Derating needed

reference conditions accord. to special
(Tropic), see 1. calculation, see 3.
Air temperature before ≤ 318 K (45 °C) 318 K (45 °C) < Tx ≤ 333 K (60 °C) > 333 K (60 °C)
turbocharger Tx
Ambient pressure ≥ 100 kPa (1 bar) 100 kPa (1 bar) > pambient ≥ 90 kPa < 90 kPa
Cooling water temper- ≤ 311 K (38 °C) 311 K (38 °C) < Tcx ≤ 316 K (43 °C) > 316 K (43 °C)
ature inlet charge air
cooler (LT stage)
Intake pressure before ≥ –20 mbar1) –20 mbar > pair before compressor ≥ –40 mbar1) < –40 mbar1)
compressor
Exhaust gas back ≤ 30 mbar1) 30 mbar < pexhaust after turbine ≤ 60 mbar1) > 60 mbar1)
pressure after turbo-
charger
1)
Below/above atmospheric pressure.
Table 8: Derating – Limits of ambient conditions
2. Derating
Derating due to ambient conditions and negative intake pressure before

compressor or exhaust gas back pressure after turbocharger.
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a Correction factor for ambient conditions

Tx Air temperature before turbocharger [K] being considered
Tx = 273 + tx
U Increased negative intake pressure before compressor leads to an
derating, calculated as increased air temperature before turbo-
charger
U = (−20mbar − pAir before compressor [mbar]) × 0.25K/mbar with U ≥ 0
O Increased exhaust gas back pressure after turbocharger leads to a
derating, calculated as increased air temperature before turbo-
charger:
O = (PExhaust after turbine [mbar] − 30mbar) × 0.25K/mbar with O ≥ 0
Tcx Cooling water temperature inlet charge air cooler (LT stage) [K] being
considered TCX = 273 + tCX
T Temperature in Kelvin [K]
t Temperature in degree Celsius [°C]
3. Derating due to special conditions or demands.

Please contact MAN Diesel & Turbo:
▪ If limits of ambient conditions mentioned in the upper table Derating –
Limits of ambient conditions, Page 31 are exceeded. A special calcula-
tion is necessary.
▪ If higher requirements for the emission level exist. For the allowed
requirements see section Exhaust gas emission, Page 110.
▪ If special requirements of the plant for heat recovery exist.
▪ If special requirements on media temperatures of the engine exist.
▪ If any requirements of MAN Diesel & Turbo mentioned in the Project
Guide cannot be kept.
2.3.5 Engines speeds and related main data
Unit
Rated speed rpm 500 514
Mean piston speed m/s 10.0 10.3

Ignition speed rpm V engine: 65

(starting device deactivated) L engine: 65
Engine running rpm 200

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

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

pump
(engines with attached cooling water pump)

Unit

Minimum engine operating speed1) rpm
CPP (60 % of nominal speed) 500 514
Electric propulsion (100 % of nominal speed) 500 514
Clutch rpm
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 5002) 5142)
Highest engine operating speed rpm 520 535
Alarm overspeed (110 % of nominal speed) rpm 550 565
Auto shutdown overspeed (115 % of nominal speed) 5753) 5913)

via control module/alarm
Speed adjusting range See section Speed adjusting range, Page 34
Alternator frequency Hz 50 60
Number of pole pairs - 6 7

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)
Page 58.
Table 9: Engine speeds and related main data

2014-10-15 - 3.6

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 %
governors lable pitch propeller and
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/Diesel-electric
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 governors
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 103 cannot be kept due to
exhaust gas after treatment installations following items need to be consid-

ered.
Exhaust gas back pressure after turbocharger
Operating pressure Δpexh, standard 0 ... 30 mbar
2014-10-15 - 3.6
Operating pressure Δpexh, range with increase of fuel consumption 30 ... 60 mbar
Operating pressure Δpexh, where a customized engine matching is needed > 60 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 –20 ... –40 mbar
Operating pressure Δpintake, where a customized engine matching is needed < –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 ... 50 mbar
Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption 50 ... 100 mbar
Operating pressure Δpexh + Abs(Δpintake), where a customized engine matching is needed > 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

▪ Shipyard and 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.
▪ Hereby it is recommended to consider an additional 10 mbar for consid-
eration of aging and possible fouling/staining of the components over life-
time.
▪ Possible counter measures could be a proper dimensioning of the entire
flow path including all installed components 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.
▪ If either Δpexh or Δpintake exceeds the stated standard values and even the
stated values for an increased fuel oil consumption a customized engine
matching becomes mandatory which will likely result in increased sfoc.
For significant overruns in pressure losses even a reduction in the rated
power output may become necessary.
▪ In case the performance of the engine is claimed (e.g. for excessive sfoc
or exhaust gas temperature), it must be possible to install pressure sen-
sors directly after turbine outlet and directly before compressor inlet to
prove that the engine is not the root cause for poor performance.
Bypass for emergency operation

▪ It needs to be evaluated if the chosen exhaust gas after treatment instal-
lation demands a bypass for emergency operation.
▪ For scrubber a bypass is mandatory to ensure emergency operation of
the engine in case the scrubber is blocked or damaged in such a way
2014-10-15 - 3.6
that the exhaust path is physically blocked or the exhaust flow cannot be
directed through the scrubber for any other reason.
▪ The bypass needs to be dimensioned for the same pressure drop as the
main installation that is bypassed – otherwise the engine would operated
on a differing operating point with negative influence on the performance,
e.g. a lower value of the pressure drop may result in too high turbo-
charger 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 engines 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 realized (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
▪ A visible white exhaust plume must be avoided even if it is not harmful for
the environment. Especially for scrubber counter measures as a reheat-
ing of the exhaust gas after scrubber or/and a demister to catch any
condensed water droplets to be taken.
▪ 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 limiting
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.
Electronic data exchange between engine and exhaust gas after treatment
installation.
A specification is necessary about all engine and exhaust gas parameters
that have to be provided from the engine as input for exhaust gas after treat-
ment installation and vice versa.
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2.5 Starting conditions

Requirements on engine and plant installation for "Stand-by Operation"

capability
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)
Note!
Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to
80 °C.
▪ Preheating HT cooling water system (60 – 90 °C)
▪ Preheating lube oil system (> 40 °C)
▪ Power management system with supervision of stand-by times engines
Requirements on engine and plant installation for "Black-Start" capability

Engine ▪ Lube oil service pump (attached)
▪ HT CW service pump (attached) recommended
▪ LT CW service pump (attached) recommended
▪ Attached fuel oil supply pump recommended (if applicable)
Plant ▪ Prelubrication pump (free-standing) with low pressure before engine
(0.3 bar < pOil before engine < 0.6 bar)
Note!
Oil pressure > 0.3 bar to be ensured also for lube oil temperature up to
80 °C.
▪ Equipment to ensure fuel oil pressure of > 0.6 bar for engines with con-
ventional injection system and > 3.0 bar for common rail system
Note!
E. g. air driven fuel oil supply pump or fuel oil service tank at sufficient height
or pressurized fuel oil tank, if no fuel oil supply pump is attached at the
engine.
Note!
Statements are relevant for non arctic conditions.
For arctic conditions please consider relevant sections and clarify undefined
details with MAN Diesel & Turbo.
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Engine starting condi- After blackout or "Dead Ship" From stand-by mode After stand-still ("Normal
tions ("Black-Start") Start")

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 days -

after stop of engine that has Supervised by power manage-
been faultless in operation or ment system plant.
within 1 h after end of stand-by
mode. (For longer stand-by periods in
special cases contact
Note! MAN Diesel & Turbo.)
In case of "Dead Ship" condition
a main engine has to be put Stand-by mode only possible
back to service within max. after engine has been started
30 min. according to IACS UR with Normal Starting Procedure
M61. and has been faultless in opera-
tion.
Required engine conditions
Start-blocking active No No No
Start-blocking of engine leads to
withdraw of "Stand-by Opera-
tion".
Slow turn No No Yes1)
Preheated and pre No, if engine was previously in Yes Yes

lubricated operation or stand-by as per
general notes above.
For other engines see require-
ments in other columns.
Required engine conditions
Lube oil system
Prelubrication period No, if engine was previously in Permanent Yes, previous to engine
operation or stand-by as per start
general notes above.
For other engines see require-
ments in other columns.
Prelubrication pres- pOil before engine < 0.3 bar permissi- 0.3 bar < pOil before engine < 0.6 bar 0.3 bar < pOil before engine
sure before engine ble <0.6 bar
Preheating tempera- Less than 40 °C permissible > 40 °C > 40 °C

ture before engine
HT cooling water
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Preheating tempera- Less than 60 °C permissible 60 – 90 °C 60 – 90 °C

ture before engine
Fuel system
For MDO operation If fuel oil supply pump is not Supply pumps in operation or with starting command to
attached to the engine: engine.

Engine starting condi- After blackout or "Dead Ship" From stand-by mode After stand-still ("Normal
2.6 Low load operation

tions ("Black-Start") Start")
Start up time until load < 1 minute < 1 minute > 2 minutes
application
For HFO operation Air driven fuel oil supply pump Supply and booster pumps in operation, fuel preheated to
or fuel oils service tank at suffi- operating viscosity.
cient height or pressurized fuel
(In case of permanent stand-by of liquid fuel engines or
oil tank required.
during operation of an DF-engine in gas mode a periodical
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.)
1)
It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.
Table 14: Engine starting conditions
Definition
Generally the following load conditions are differentiated:
▪ Overload (for regulation): > 100 % of full load output
▪ Full load: 100 % of full load output
▪ Part load: < 100 % of full load output
▪ Low load: < 25 % of full load output
Correlations
The ideal operating conditions for the engine prevail under even loading at
60 % to 90 % of the full load output. Engine control and rating of all systems
are based on the full load output.
In the idling mode or during low load engine operation, combustion in the
cylinders is not ideal. Deposits may form in the combustion chamber, which
result in a higher soot emission and an increase of cylinder contamination.
Moreover, in low load operation and during manoeuvring of ships, the cool-
ing water temperatures cannot be regulated optimally high for all load condi-
tions which, however, is of particular importance during operation on heavy

fuel oil.
Better conditions
Optimization of low load operation is obtained by cutoff of the LT stage of the
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charge air cooler or perfusion of the LT stage with HT water if HT or LT

switching is available for this engine type.
For common rail engines mostly this is not necessary because optimized
combustion is realized by an electronically controlled fuel injection system.
HT: High temperature
LT: Low temperature

Operation with HFO (RM-grade fuel)

Because of the afore mentioned reasons, low load operation < 25 % of full
load output on heavy fuel oil is subjected to certain limitations. For further
information see figure Time limits for low load operation (on the left), duration
of “relieving operation“ (on the right), Page 41 in this section, the engine
must, after a phase of part load operation, either be switched over to diesel
operation or be operated at high load (> 70 % of full load output) for a certain
period of time in order to reduce the deposits in the cylinder and exhaust gas
turbocharger again.
In case the engine is to be operated at low load for a period exceeding (see
figure Time limits for low load operation (on the left), duration of “relieving
operation“ (on the right), Page 41 in this section), the engine is to be
switched over to diesel oil operation beforehand.
Be aware, that after 500 hours continuous heavy fuel oil operation at low
load in the range 20 % to 25 % of the full engine output a new running in of
the engine is needed (see section Engine running-in, Page 411). For contin-
uous heavy fuel oil operation at low load in the range < 25 % of the full
engine output, coordination with MAN Diesel & Turbo is absolutely neces-
sary.
Operation with diesel fuel MGO (DMA, DMZ) and MDO (DMB)
For low load operation on diesel fuel oil, the following rules apply:
▪ A continuous operation below 20 % of full load has to be avoided, if pos-
sible.
Note!
Should this be absolutely necessary, MAN Diesel & Turbo has to be con-
sulted for special arrangements.
▪ A no-load operation, especially at nominal speed (alternator operation) is
only permitted for a maximum period of one hour.
No limitations are required for loads above 20 % of full load, as long as the
specified operating data of the engine will not be exceeded.
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2.7 Start up and load application

* In general the time limits in HFO operation are valid for all HFO-qualities that are in accordance
to the stated specification. In rare cases using HFO-qualitiy with a high ignition delay in combi-
nation with a high content of coke residuals it may be needed to raise the complete limit curve
for HFO-operation from a load level from 20 % to 30 % load.
P Full load output [%]
t Operating period [h]
Figure 13: Time limits for low load operation (on the left), duration of “relieving operation“ (on the right)
Explanations New running in needed after > 500 hours low load operation (see section
Engine running-in, Page 411).
Note!
Acceleration time from present output to 70 % of full load output not less
than 15 minutes.
Example Line a (time limits for low load operation):
At 10 % of full load output, HFO operation is permissible for maximum 19
hours, MGO/MDO operation for maximum 40 hours, than output has to be
increased.
Line b (duration of relieving operation):
Operate the engine for approx. 1.2 hours at not less than 70 % of full load
output to burn away the deposits that have formed.

2.7.1 General remarks

In the case of highly supercharged engines, load application must be tuned
to the delayed charge air pressure build-up by the turbocharger run-up.
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Besides, an optimized load application promotes uniform heating of the

engine.
In general, requirements of the International Association of Classification
Societies (IACS) and of ISO 8528-5 according performance grade G2 con-
cerning dynamic speed drop, remaining speed variation and recovery time
during load application are valid.

▪ 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 sec
Any higher project specific requirements need to be clarified with MAN
Diesel & Turbo at early project stage and need to be a part of the contract.
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.
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 Diesel & Turbo 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 Oper-
ation of vessels with electric propulsion – Failure of one engine, Page
59.
2.7.2 Start up time

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 needed supply sys-
tems must be in operation or in standby operation.
Start up – Preheated engine For the start up of the engine it needs to be preheated:
▪ Lube oil temperature ≥ 40 °C
▪ Cooling water temperature ≥ 60 °C
The needed start up time in normal starting mode (preheated engine), with
the needed time for start up lube oil system and prelubrication of the engines
is shown in figure below.
▪ Distillate fuel must be used till warming up phase is completed.
Before further use of the engine a warming up phase is needed to reach at

least the level of the regular preheating temperatures (lube oil temperature
> 40 °C, cooling water temperature > 60 °C), see figure below.
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Figure 14: Start up time (not stand-by mode) for preheated engine and cold engine (emergency case)
Start up – Engine in stand-by For engines in stand-by mode the needed start up time is shortened accord-
mode ingly to figure below.

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Figure 15: Start up time from stand-by mode
Engines in stand-by mode can be started with normal starting procedure at

any time.

Emergency start up In case of emergency, the run up time of the engine may be shortened
according to following figure. Please be aware that this is near to the maxi-
mum capability of the engine.
Figure 16: Emergency start up (stand-by mode)
General remark Relevance of the specific starting phases depends on the application and on
layout of the specific plant.
2.7.3 Load application – Cold engine (emergency case)

Cold engine – Warming up If the cold engine has been started and runs at nominal speed as prescribed
following procedure is relevant:
▪ Distillate fuel must be used till warming up phase is completed.
▪ Loading the engine gradually up to 30 % engine load within 6 to 8
minutes.
▪ Keep the load at 30 % during the warming up phase untill oil temperature
> 40 °C and cooling water temperature > 60 °C are reached.
The necessary time span for this process depends on the actual media tem-
peratures and the specific design of the plant. After these prescribed media
temperatures are reached the engine can be loaded up according the dia-
gram for a preheated engine.
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Figure 17: Load application, emergency case; cold engines
2.7.4 Load application for electric propulsion/auxiliary GenSet

Load application – Preheated In general it is recommended to apply the load according to curve "Normal
engine loading" – see figure below. This ensures uniform heat input to the engine
and exhaust gas below the limit of visibility (opacity below 10 %). Jet Assist is
not needed in this case.
Load application – Engine at Even after the engine has reached normal engine operating temperatures it is
normal operating recommended to apply the load according to curve "Normal loading". Jet
temperatures Assist is not needed in this case. Even for "Short loading" no Jet Assist is
needed. Load application according the "Short loading" curve may be affec-
ted by visible exhaust gas (opacity up to 30 %).
Emergency loading – "Emergency loading" is the shortest possible load application time for contin-
Preheated engine uously loading, applicable only in emergency case (nominal speed is reached
and synchronization is done). For this purpose, the power management sys-
tem should have an own emergency operation program for quickest possible
load application. Please be aware that this is near to the maximum capability
of the engine, so exhaust gas will be visible . The shortest possible load
application time can only be achieved with Jet Assist.

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Figure 18: Load application
Load application – DP-mode For engines specified for DP-applications after these has reached normal
operating temperature the respective curves are relevant.
Please be aware that the typical load range of 15 % to 90 % is visualized.
The load application curves for DP-mode are near to the maximum capability
of the engine, so exhaust gas may be visible (Opacity up to 60 %). Recom-
mended to operate on DMA,DMZ or DMB-grade fuel. If low opacity values
are needed the time for load application needs to be increased.
Note!
Stated values are for engine plus standard generator.
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Figure 19: Load application – DP-mode
2.7.5 Load application – Load steps (for electric propulsion/auxiliary GenSet)

General remarks The specification of the IACS (Unified Requirement M3) contains first of all
guidelines for suddenly applied load steps. Originally two load steps, each
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 following diagram is used to define – based on the
mean effective pressure of the respective engine – the load steps for a load
application from 0 % load to 100 % load. Thereby this can be seen as guide-
line for four stroke engines and is reflected accordingly in the rules of the
classification societies.
Please be aware, that for marine engines load application requirements must
be clarified with the respective classification society as well as with the ship-
yard and the owner.

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1 1st Step
2 2nd Step
3 3rd Step
4 4th Step
Pe [%] Load application of continuous rating
pe Mean effective pressure (mep) of the continuous rating
[bar]
Figure 20: Load application in steps as per IACS and ISO 8528-5
Note!
Higher load steps than listed in general are not allowed.
Requirements of the classification societies

Minimum requirements concerning dynamic speed drop, remaining speed
variation and recovery time during load application are listed below.
Classification Society Dynamic speed drop in % Remaining speed varia- Recovery time until reaching the
of the nominal speed tion in % of the nominal tolerance band ±1 % of nominal
speed speed
Germanischer Lloyd ≤ 10 % ≤ 5% ≤ 5 sec.
RINA
Lloyd´s Register ≤ 5 sec., max 8 sec.

American Bureau of Shipping ≤ 5 sec.
Bureau Veritas
Det Norske Veritas

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ISO 8528-5
Table 15: Minimum requirements of the 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.

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 – please see sec-
tion Operation of vessels with electric propulsion – Failure of one engine,
Page 59.
Questions concerning the dynamic operational behaviour of the engine/s has
to be clarified with MAN Diesel & Turbo and should be a part of the contract.
Load steps – Normal If the engine has reached normal operating temperature load steps accord-
operating temperature ing the diagramm below can be applied. The load step has to be choosen
depending on the desired recovery time. The recovery time must be awaited
before a further load increase is initiated. These curves are for engine plus
standard generator – plant specific details and additional moments of inertia
need to be considered. If low opacity values (below 30 % opacity) are nee-
ded load steps should be maximum 20 % (without Jet Assist) / maximum 25
% (with Jet Assist).
Figure 21: Load application by load steps – Speed drop and recovery time
2.7.6 Load application for mechanical propulsion (CPP)

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Acceleration times for controllable pitch propeller plants

General remark Stated acceleration times in the following figure are valid for the engine itself.
Dependend on the propulsion train (moments of inertia, vibration calculation
etc.) project specific this may differ. Of course, the acceleration times are not

valid for the ship itself, due to the fact, that the time constants 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
specific operating range (CPP, water jet, etc.) 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 program 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 is observed during normal operation, to
achieve trouble-free engine operation on a long-term basis. An automatic
change-over to a shortened load programme is required for emergency
manoeuvres. The final design of the programme should be jointly determined
by all the parties involved, considering the demands for manoeuvring and the
actual service capacity.
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Figure 22: 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 % PNominal several require-
ments from the classification societies regarding the dynamic and permanent
change of engine speed have to be fulfilled.
A sudden load shedding represents a rather exceptional situation e. g. open-
ing of the diesel-electric plants alternator switch during high load.
Before final engine stop the engine has to be operated for a minimum of
1 min at idling speed.
After a sudden load shedding it has to be ensured that system circuits
remain in operation after final engine stop for a minimum of 15 min. to dissi-
pate the residual engine heat.
In case of a sudden load shedding and related compressor surging, please
check the proper function of the turbo charger silencer filter mat.
Recommended load reduction/stopping the engine

Figure Engine ramping down, generally, Page 53 in this section, shows the
shortest possible times for continuously ramping down the engine and a
sudden load shedding.
To limit the effort regarding regulating the media circuits, 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 min 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 min.
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2.9 Engine load reduction as a protective safety measure

Figure 23: 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 at least ramped down as
fast as possible to 60 %.
Therefore the power management system/propeller control has to meet fol-
lowing requirements:
▪ After a maximum of 5 seconds after occurrence of the load reduction
signal the load must be reduced for at least 5 %.
▪ Then, within a maximum period of 30 sec the load must be reduced for
at least 35 %.
▪ The “prohibited range” shown in figure Engine load reduction as a pro-
tective safety measure, Page 54 in this section has to be avoided.
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2.10 Engine operation under arctic conditions
Figure 24: 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 meet special design features
and requirements. They depend on the possible minimum air intake tempera-
ture of the engine and the specification of the fuel used.
Minimum air intake temperature of the engine, tx:
▪ Category A
+5 °C > tx ≥ −15 °C
▪ Category B
–15 °C > tx ≥ −35 °C

▪ Category C
tx < −35 °C
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Special engine design requirements

▪ Charge air blow-off according to categories A, B or C.
▪ If arctic fuel (with very low lubricating properties) is used, the following
actions are required:
– The maximum allowable fuel temperatures and the minimum permis-
sible viscosity before engine have to be kept.

– Fuel injection pump

Only in case of conventional fuel injection system, dependent on
engine type installation and activation of sealing oil system may be
necessary, because low viscosity of the fuel can cause an increased
leakage and the lube oil will possibly being contaminated.
– Fuel injection valve
Nozzle cooling has to be switched off to avoid corrosion caused by
temperatures below the dew point.
– Inlet valve lubrication
Has to be activated to avoid an increased wear of the inlet valves
(dependent of engine type).
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 display
– 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
Intake air conditioning ▪ Air intake of the engine and power house/engine room ventilation have to
be two different systems to ensure that the power house/engine room
temperature is not too low caused by the ambient air temperature.
▪ 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).
▪ Category A, B
No additional actions are necessary. The charge air before the cylinder is
preheated by the HT circuit of the charge air cooler (LT circuit closed).
▪ Category C
An air intake temperature ≥ –35 °C has to be ensured by preheating.
Additionally the charge air before the cylinder is preheated by the HT cir-
2014-10-15 - 3.6
cuit of the charge air cooler (LT circuit closed).

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-
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 are to be avoi-

ded, due to temporarily embrittlement of seals used in the engines fuel oil
system and as a result their possibly loss of function.

Minimum power house/ ▪ Ventilation of power house/engine room
engine room temperature The air of the power house/engine room ventilation must not be too cold
(preheating is necessary) to avoid the freezing of the liquids in the power
house/engine room systems.
▪ Minimum powerhouse/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 37.
▪ Design requirements for the preheater of HT systems:
– Category A
Standard preheater
– Category B
50 % increased capacity of the preheater
– Category C
100 % increased capacity of the preheater
▪ 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 worsened the heat dissipa-
tion from the engine and will lead to higher component temperatures.
The antifreeze concentration of the engine cooling water systems (HT
and NT) within the engine room respectively power house is therefore
limited to a maximum concentration of 40 % glycol. For systems that
require more than 40 % glycol in the cooling water an intermediate heat
exchanger with a low terminal temperature difference should be provi-
ded, which separates the external cooling water system from the internal
system (engine cooling water).
▪ If a concentration of anti-freezing agents of > 50 % in the cooling water
systems is needed, please contact MAN Diesel & Turbo for approval.
▪ For information regarding engine cooling water see section Specification
for engine supplies, Page 193.
Insulation The design of the insulation of the piping systems and other plant parts
(tanks, heat exchanger 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
survival mode during winter), it is recommended to install a heat tracing sys-
tem in the pipelines to the engine.
Note!
A preheating of the lube oil has to be ensured. If the plant is not equipped
with a lube oil separator (e. g. plants only operating on MGO) alternative
equipment for preheating of the lube oil must be provided.
For plants taken out of operation and cooled down below temperatures of
+5 °C additional special measures are needed – in this case please contact
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MAN Diesel & Turbo.

2.11 GenSet operation

2.11.1 Operating range for GenSets
Figure 25: Operating range for GenSets

▪ MCR
Maximum continuous rating

▪ Range I
Operating range for continuous service
▪ Range II
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No continuous operation allowed.

Maximum operating time less than 2 minutes.
▪ Range III

According to DIN ISO 8528-1 load > 100 % of the rated output is per-
missible only for a short time to provide additional engine power for gov-
erning purposes only (e.g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical
consumers.
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.
IMO certification for engines with operating range for auxiliary GenSet
Test cycle type D2 will be applied for the engine´s certification for compliance
2.11.2 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
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 allowed 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 3 %.
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.
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For engine-specific information see section Ratings (output) and speeds,

Page 29 of the specific engine.

Overload

According to DIN ISO 8528-1 load > 100 % of the rated engine output is
permissible only for a short time to provide additional engine power for gov-
erning purpose only (e. g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical con-
sumers.
Figure 26: Permissible frequency deviations and corresponding max. output
2.11.3 Operation of vessels with electric propulsion – Failure of one engine

Operation of vessels with electric propulsion is defined as parallel operation
of main engines with generators forming a closed system.
In the design/layout of the plant the 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
one unit fails the power management system reduces the propulsive output
or switches off less important energy consumers in order to avoid under fre-
quency.
According to the operating conditions it's 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 39).
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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 reserves that the particular engine still has available in the respective
moment. That depends on its base load.
Be aware that the following section only serves as an example and may not
be valid for this engine type. For the engine specific capability please see
section Load application – Load steps (for electric propulsion/auxiliary Gen-
Set).
Example: Figure Maximum load step depending on base load, Page 60
shows the maximum load step which can be applied as a function of the cur-
rently driven base load.
Figure 27: Maximum load step depending on base load [Example may not be valid for this engine type]
Based on the above stated Maximum load step depending on base load,
Page 60 and on the total number of engines in operation the recommended
maxium load of these engines can be derived. Observing this limit (see table
below Recommended maximum load in (%) of Pmax dependend on number
of engines in parallel operation, Page 60) 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 16: Recommended maximum load in (%) of Pmax dependend on number of engines in parallel
operation
Example The isolated network consists of 4 engines with 12,170 kW electrical output
each.
To achieve an uniform load sharing all engines must have the same speed
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droop.
The possible output of the multi-engine plant operating at 100 % load is:
Pmax = 4 x 12,170 kW = 48,680 kW = 100%
If the present system load is P0 = 39,000, each engine runs with:
100 % x P0/Pmax = 100 % x 39,000/48,680 = 80 % Load

In case one engine suddenly fails, according Maximum load step depending

on base load, Page 60 with 80 % base load an immediate transfer of 20 %
engine output is possible.
100 % engine output of the remaining
3 engines is calculated as follows:
P1 = 3 x 12,170 kW ≈ 36,500 kW
Consequently, in the network the total output demand needs to be
decreased from 39,000 kW to 36,500 kW, e. g. electrical consumers of a
total amount of 2,500 kW have to be switched off.
2.11.4 Alternator – Reverse power protection
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.
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.
Examples for possible reverse power

▪ 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
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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.
This facts are summarized in the table Adjusting the reverse power relay,
Page 62 below.

Admissible reverse power Pel [%] Time delay for tripping the alternator circuit
breaker [sec]
Pel < 3 30
3 ≤ Pel < 8 3 to 10
Pel ≥ 8 No delay
Table 17: Adjusting the reverse power relay
2.11.5 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 not only serve as shock protection but also for functional protection of
electric and electronic devices (EMC protection, device protection in case of
welding, etc.).
Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked with the earthing symbol have
been provided in the engine foot on both ends of the engines.
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 at the beginning.)
2014-10-15 - 3.6
Figure 28: Earthing connection on engine (are arranged diagonally opposite each other)
Measures to be taken on the alternator

Because of slight magnetic unbalances and ring excitations, shaft voltages,
i. e. voltages between the two shaft ends, are generated in electrical
machines. In the case of considerable values (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 on alternator
approx. > 1 MW. For verification, the voltage available at the shaft (shaft volt-
age) 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-circuit 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 machine 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 to raise the alternator rotor (insulated, in the
crane) on the coupling side, and to measure the insulation by means of the
Megger test against earth (in this connection, 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 1000 V) 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
On vessels, earthing must be done by the shipyard during assembly on
board.
Earthing strips are not included in the MAN Diesel & Turbo scope of supply.
2014-10-15 - 3.6
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.

2.12 Propeller operation, suction dredger (pump drive)
2.12.1 General remark for operating ranges

Please be advised that engines with several operational demands, always the
stricter limitations need to be applied and is valid for all operational tasks.
E.g. mechanical dredger applications need to be classified in following man-
ner:
▪ Engine only dredge pump drive
Operating range for pump drive valid
▪ Engine driving dredge pump and on counter side a fixed pitch propeller
Operating range for fixed pitch propeller valid
▪ Engine driving dredge pump and on counter side a controllable pitch
propeller
▪ Engine driving dredge pump and on counter side a controllable pitch
propeller and a small generator
2014-10-15 - 3.6


2.12.2 Operating range for controllable pitch propeller (CPP)
Figure 29: Operating range for controllable pitch propeller

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

have to be barred for continuous operation.
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,
2014-10-15 - 3.6
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 keep 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
2.12.3 General requirements for propeller pitch control
Pitch control of the propeller plant

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.
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.
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 65) has to be observed also during acceler-
ation/load increase and unloading.
Acceleration/load increase
The engine speed has to be increased prior increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 67 in this section).
Or if increasing both synchronic the speed has to be increased faster than
the propeller pitch. The area above the combinator curve should not be
reached.
Automatic limiting of the rate of load increase must also be implemented in
the propulsion control.
Deceleration/unloading the engine

The engine speed has to be reduced later than the propeller pitch (see figure
2014-10-15 - 3.6
Example to illustrate the change from one load step to another, Page 67 in
this section).
Or if decreasing both synchronic the propeller pitch has to be decreased
faster than the speed. The area above the combinator curve should not be
reached.

Example of illustration of the change from one load step to another
Figure 30: 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, due to poor lubrication at low propeller

speed, excessive wear of the engines bearings.
Single-screw ship The propeller control has to ensure that the windmilling time is less than
40 sec.
Multiple-screw ship The propeller control has to ensure that the windmilling time is less than
2014-10-15 - 3.6
40 sec. In case of plants without shifting clutch, it has to be ensured that a

stopped engine won't be turned by the propeller.
(Regarding 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 engines 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.
Operation close to the limit This contact is activated when the engine is operated close to a limit curve
curves (only for electronic (torque limiter, charge air pressure limiter...). When the contact is activated,
speed governors) the control system has to stop the increase of the propeller pitch. If this sig-
nal 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 53 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 Diesel & Turbo's guidelines concerning acceleration times and power
range have to be observed
The power range (see section Operating range for controllable-pitch propeller
(CPP), Page 65) and the acceleration times (see section Load application for
mechanical propulsion (CPP), Page 49) have to be observed. In section
Engine load reduction as a protective safety measure, Page 53 the require-
ments for the response time are stated.
2014-10-15 - 3.6


2.12.4 Operating range for mechanical pump drive
Figure 31: Operating range for mechanical pump drive

▪ MCR
Maximum continuous rating, fuel stop power
▪ Range I
Operating range for continuous operation
▪ For dredge applications with dredge pumps directly mechanically driven
by the engines there is a requirement for full constant torque operation
between 80 % and 100 % of nominal engine speed. This specific operat-
2014-10-15 - 3.6
ing range results in a reduced output of the engine according to table

Available outputs/related reference conditions, Page 30 in section Engine
ratings (output) for different applications, Page 30.

IMO certification for engines with operating range for mechanical pump
2.13 Fuel oil; lube oil; starting air/control air consump-
tion
drive
Test cycle type C1 for auxiliary engine application will be applied for the
engine´s certification for compliance with the NOx limits according to NOx
technical code.
2.13 Fuel oil; lube oil; starting air/control air consumption
2.13.1 Fuel oil consumption for emission standard: IMO Tier II
Engine 48/60CR – Electric propulsion (n = const.)

1,200 kW/cyl., 500 rpm or 514 rpm
L48/60CR V48/60CR
% Load 100 85 1)
75 50 25 100 85 1)
75 50 25
Spec. fuel consumption (g/kWh) 183 175 183 185 199.5 181 173 181 183 197.5
with HFO without attached pumps 2)
3) 4)
with MGO (DMA, DMZ) or MDO
(DMB) without attached pumps 2) 3) 4)
1)
Warranted fuel consumption at 85 % MCR.
2)
Tolerance +5 %.
Note!
The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
3)
Based on reference conditions, see table Reference conditions, Page 75.
4)
Relevant for engine´s certification for compliance with the NOx limits according E2 Test cycle.
Table 18: Fuel oil consumption 48/60CR – Electric propulsion (n = const.)

2014-10-15 - 3.6

Engine 48/60CR – Electric propulsion (n = const.), enviro version1)

tion
1,200 kW/cyl., 500 rpm or 514 rpm
L48/60CR V48/60CR
% Load 100 85 2)
75 50 25 100 85 2)
75 50 25
Spec. fuel consumption (g/kWh) 183 175 183 189 201 181 173 181 187 199
4) 5)
Spec. fuel consumption (g/kWh) 183 175 183 189 201 181 173 181 187 199
CR map adapted for minimum smoke emission at low load. See accordingly section Smoke emission index (FSN),
1)
Page 111.
2)
3)
Tolerance +5 %.
Note!
4)
5)
Relevant for engine´s certification for compliance with the NOx limits according E2 Test cycle.
Table 19: Fuel oil consumption 48/60CR – Electric propulsion (n = const.), enviro version

2014-10-15 - 3.6

Engine 48/60CR – Mechanical propulsion with CPP

tion
1,200 kW/cyl., 500 rpm or 514 rpm

L48/60CR V48/60CR
% Load 100 85 1)
75 50 25 100 85 1)
75 50 25
Speed constant = 500 rpm or 514 rpm
3) 4)
1)
2)
Tolerance +5 %.
Note!
3)
4)
Due to engine´s certification for compliance with the NOx limits according E2 (Test cycle for "constant-speed main
propulsion application" including diesel-electric drive and all controllable-pitch propeller installations) factory accept-
ance test will be done with constant speed only.
Table 20: Fuel oil consumption 48/60CR – Mechanical propulsion with controllable pitch propeller –
Constant speed
L48/60CR V48/60CR
% Load 100 85 1) 75 50 25 100 85 1) 75 50 25

Speeds (rpm) according recommended 514 514 501 462 402 514 514 501 462 402
combinator curve (+/-5 rpm) (500) (500) (488) (450) (391) (500) (500) (488) (450) (391)
Specific fuel consumption (g/kWh) 183 175 182 182 197 181 173 180 180 195
with HFO without attached pumps 2) (183) (175) (182) (182) (197) (181) (173) (180) (180) (195)
3) 4)
Specific fuel consumption (g/kWh) 183 175 182 182 197 181 173 180 180 195
with MGO (DMA, DMZ) or MDO (183) (175) (182) (182) (197) (181) (173) (180) (180) (195)
1)
2)
Tolerance +5 %.
Note!
3)
4)
Due to engine´s certification for compliance with the NOx limits according E2 (Test cycle for "constant-speed main
propulsion application" including diesel-electric drive and all controllable-pitch propeller installations) factory accept-
2014-10-15 - 3.6
ance test will be done with constant speed only.

Table 21: Fuel oil consumption 48/60CR – Mechanical propulsion with controllable pitch propeller –
Speeds according combinator curve

Engine 48/60CR – Suction dredge/pumps (mechanical drive)

tion
1,080 kW/cyl., 500 rpm or 514 rpm
L48/60CR V48/60CR
% Load 100 85 1)
75 50 25 100 85 1)
75 50 25
Speed constant = 500 rpm or 514 rpm
Spec. fuel consumption (g/kWh) 185 177.5 185 187 201.5 183 175.5 183 185 199.5
3) 4)
Spec. fuel consumption (g/kWh) 185 177.5 185 187 201.5 183 175.5 183 185 199.5
1)
2)
Tolerance +5 %.
Note!
3)
Clarification needed on early project stage if engine´s certification for compliance with the NOx limits needs to be
4)
done according C1, E2 or E3 Test cycle.

Table 22: Fuel oil consumption 48/60CR – Suction dredge/pumps (mechanical drive)
Additions to fuel consumption (g/kWh)

1. Engine driven pumps increase the fuel oil consumption by:
(A percentage addition to the load specific fuel consumption for the specific
load [%] and the specific speed nx has to be considered).
For HT CW service pump (attached)1)
For LT CW service pump (attached)

2014-10-15 - 3.6

tion
Figure 32: Derivation of factor a
Note!
Formula is relevant for centrifugal pumps and is valid for the nominal flow
rate. Due to linear influence of engine speed on flow capacity of engine
driven water pump and quadratic influence of engine speed on water pres-
sure of engine driven water pump, the needed drive power is influenced by
the engine speed in third potency.
For all lube oil service pumps (attached)1)
GenSet, electric propulsion:
Mechanical propulsion CPP/FPP:

2014-10-15 - 3.6
Suction dredger/pumps:
load %: Actual load in [%] referred to the nominal output "100 %".

Note!

tion
Due to pressure regulating valve and the different type of pump, the lube oil
service pump/s (attached) will be calculated by a different formula compared
to the water pumps.
load % Actual load in [%] referred to the nominal output “100 %”

nx To actual load corresponding actual speed in [rpm]
nn Nominal speed in [rpm]

1)
Note! For FPP application for the operating range up to 60 % nominal
speed a HT CW service support pump (free-standing) and a lube oil service
support pump (free-standing) has to be applied. The needed energy at plant
side must be considered.
2. For exhaust gas back pressure after turbine > 30 mbar
Every additional 1 mbar (0.1 kPa) backpressure addition of 0.05 g/kWh to be
calculated.
3. For charge air blow-off for exhaust gas temperature control (plants with
catalyst converter)
For every increase of the exhaust gas temperature by 1° C, due to activation
of charge air blow-off device, an addition of 0.1 g/kWh to be calculated.
Fuel oil consumption at idle running
Idle running fuel consumption (kg/h)

No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V
Speed 100 120 140 160 200 230 265 300
500/514 rpm
Table 23: Fuel oil consumption at idle running
Reference conditions
According to ISO 15550: 2002; ISO 3046-1: 2002
Air temperature before turbocharger tr K/°C 298/25
Total barometric pressure pr kPa 100
Relative humidity Φr % 30
Engine type specific reference charge air temper- K/°C 307/34

ature before cylinder tbar 1)
Net calorific value NCV kJ/kg 42,700

1)
Specified reference charge air temperature corresponds to a mean value for all
cylinder numbers that will be achieved with 25° C LT cooling water temperature
before charge air cooler (according to ISO).
2014-10-15 - 3.6
Table 24: Reference conditions 48/60CR
IMO Tier II Requirements:

For detailed information see section Cooling water system diagram, Page
266.
IMO: International Maritime Organization

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

tion
Tier II: NOx technical code on control of emission of nitrogen oxides from die-
sel engines.
2.13.2 Lube oil consumption

1,200 kW/cyl.; 500/514 rpm
Specific lube oil consumption 0.5 g/kWh
Total lube oil consumption [kg/h]1)
Speed 500/514 rpm 3.6 4.2 4.8 5.4 7.2 8.4 9.6 10.8
1)
Tolerance for warranty +20 %.
Table 25: Total lube oil consumption
Note!
As a matter of principle, the lubricating oil consumption is to be stated as
total lubricating oil consumption related to the tabulated ISO full load output
(see section Ratings (output) and speeds, Page 29).
2.13.3 Starting air/control air consumption

Swept volume of engine litre 651 760 868 977 1,303 1,520 1,737 1,955
Control air consumption Nm3 2) The control air consumption depends highly on the specific engine opera-
tion and is less than 1 % of the engine´s air consumption per start.
Air consumption per start1) Nm3 2) 4.2 4.2 4.4 4.4 5.0 5.0 6.0 6.0
Air consumption per Jet Assist Nm3 2) 4.0 4.0 5.5 5.5 7.9 7.9 7.9 11.3
activation3)
Air consumption per slow turn Nm3 2) 5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4
manoeuvre1) 4)
1)
The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The
stated air consumption refers only to the engine. For the electric propulsion an higher air consumption needs to be
considered due to the additional inertia moment of the generator (approx. 50 % increased).
2)
Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
3)
The above-mentioned 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 the needed air consump-
tion for the automically activated engine start after end of the slow turn manoeuvre.
2014-10-15 - 3.6
Table 26: Starting air consumption


tion
2.13.4 Recalculation of 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
lubricating oil consumptions, and test methods – Additional requirements for
engines for general use” MAN Diesel & Turbo has specified for fuel the
method for recalculation of fuel consumption 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 27: Limit values
β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions, Page 75 in section Fuel oil; lube oil;
starting air/control air consumption, Page 70.
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
Table 28: Recalculation fuel consumption – Units and References
Example
Reference values:
br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar
At Site:
2014-10-15 - 3.6
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

2.14 Planning data for emission standard: IMO Tier II –
Electric propulsion
2.13.5 Aging
Figure 33: Influence from total engine running time and service intervals on fuel oil consumption
The fuel oil consumption will increase over the running time of the engine.
Proper service can reduce or eliminate this increase. For dependencies see
figure Influence from total engine running time and service intervals on fuel oil
consumption, Page 78.
2.14 Planning data for emission standard: IMO Tier II – Electric propulsion
2.14.1 Nominal values for cooler specification – L48/60CR IMO Tier II – Electric propulsion
Note!
If an advanced HT cooling water system for increased freshwater generation

is to be applied, please contact MAN Diesel & Turbo for corresponding plan-
ning data.
Note!
2014-10-15 - 3.6
1,200 kW/cyl., 500 rpm or 514 rpm – Electric propulsion

Reference conditions: Tropics

Electric propulsion
Air temperature °C 45
Cooling water temp. before 38

charge air cooler (LT stage)
Total barometric pressure mbar 1,000
Relative humidity % 50
Table 29: Reference conditions: Tropics
No. of cylinders - 6L 7L 8L 9L
Engine output kW 7,200 8,400 9,600 10,800
Speed rpm 500/514
Heat to be dissipated1)
Charge air: kW
Charge air cooler (HT stage) 2,718 3,109 3,482 3,841
Charge air cooler (LT stage) 861 998 1,234 1,392
Lube oil cooler2) 676 791 903 1,017
Jacket cooling 723 845 965 1,087
Nozzle cooling 24 28 32 36
Heat radiation engine 244 285 325 366
Flow rates3)
HT circuit (Jacket cooling + charge air cooler HT) m3/h 70 80 90 100
LT circuit (lube oil cooler + charge air cooler LT) m /h

3
85 100 110 125
Lube oil (4 bar before engine) m3/h 140 165 190 215
Nozzle cooling water m /h

3
1.7 2.0 2.2 2.5
LT cooling water turbocharger compressor wheel m3/h 2.3 2.3 3.3 3.3
Pumps
a) Free-standing4)
HT CW stand-by pump (∆p 3.2 bar) m3/h 70 80 90 100
LT CW stand-by pump (∆p 3.2 bar) m3/h Depending on plant design
Lube oil stand-by pump (8.0 bar) m3/h 140 + z 165 + z 190 + z 215 + z
Nozzle CW pump (3.0 bar) m3/h 1.7 2.0 2.2 2.5
MGO/MDO supply pump (∆p 14.0 bar) m3/h 5.0 5.8 6.7 7.5
HFO supply pump (∆p 8.0 bar) m3/h 2.6 3.0 3.5 3.9
2014-10-15 - 3.6
HFO circulating pump (abs. 14.0 bar, ∆p 10.0 bar) m3/h 5.0 5.8 6.7 7.5
b) Attached
HT CW service pump (∆p 3.2 - 3.8 bar) m3/h 70 80 90 100
LT CW service pump (∆p 3.0 - 4.0 bar) 85 100 110 125

Electric propulsion
Lube oil service pump (8.0 bar) for application with con- 182 182 218 252
stant speed
1)
Tolerance: +10 % for rating coolers; –15 % for heat recovery.
2)
Addition required for separator heat (e.g. 30 kJ/kWh).
3)
Basic values for layout design of the coolers.
4)
Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.
z = flushing oil of the automatic filter.
Table 30: Nominal values for cooler specification – L48/60CR – Electric propulsion
Note!
You will find further planning datas for the listed subjects in the correspond-
ing chapters.
▪ Minimal heating power required for preheating HT cooling water see
paragraph H-001/Preheater, Page 273 in section Cooling water system
description, Page 270.
▪ Minimal heating power required for preheating lube oil see paragraph
H-002/Lube oil heater – Single main engine, Page 248 in section Lube
oil system description, Page 248.
▪ Capacities of prelubrication/postlubrication pumps see paragraph Prelu-
brication/postlubrication, Page 256 in section Lube oil system descrip-
tion, Page 248.
▪ Capacities of preheating pumps see paragraph H-001/Preheater, Page
273 in section Cooling water system description, Page 270.
2.14.2 Nominal values for cooler specification – V48/60CR IMO Tier II – Electric propulsion
Note!
ning data.
Note!
1,200 kW/cyl., 500 rpm or 514 rpm – Electric propulsion

2014-10-15 - 3.6
No. of cylinders - 12V 14V 16V 18V

Engine output kW 14,400 16,800 19,200 21,600
Speed rpm 500/514


Electric propulsion
Heat to be dissipated 1)
Charge air: kW
Charge air cooler (LT stage) 1,723 1,996 2,468 2,785
Lube oil cooler2) 1,353 1,581 1,806 2,035
Jacket cooling 1,446 1,690 1,930 2,175
Heat radiation (engine) 488 569 651 732
Flow rates3)
LT circuit (lube oil cooler + charge air cooler LT) 170 200 220 250
Lube oil (4 bar before engine) 325 370 415 460
Nozzle cooling water 3.5 4.1 4.8 5.4
LT cooling water turbocharger compressor wheel 4.6 4.6 4.6 6.4
Pumps
a) Free-standing4)
LT CW stand-by pump (∆p 3.0 bar) Depending on plant design
Lube oil stand-by pump (8.0 bar) 325 + z 370 + z 415 + z 460 + z
Nozzle CW pump (3.0 bar) 3.5 4.1 4.8 5.4
MGO/MDO supply pump (∆p 14.0 bar) 10.0 11.7 13.4 15.0
HFO supply pump (∆p 8.0 bar) 5.2 6.0 6.9 7.8
HFO circulating pump (abs. 14.0 bar, ∆p 10.0 bar) 10.0 11.7 13.4 15.0
b) Attached
stant speed
1)
2)
3)
4)
2014-10-15 - 3.6

Table 32: Nominal values for cooler specification – V48/60CR IMO Tier II – Electric propulsion
Note!
ing chapters.


Electric propulsion

tion, Page 248.
Electric propulsion
Note!
1,200 kW/cyl.; 500 rpm or 514 rpm – Electric propulsion

Engine output kW 7,200 8,400 9,600 10,800
Speed rpm 500/514
Temperature basis
HT cooling water engine outlet1) °C 90
LT cooling water air cooler inlet 38 (setpoint 32°C)2)
Lube oil engine inlet 55
Nozzle cooling water engine inlet 60

Air data
Temperature of charge air at charge air cooler outlet °C 53 54 54 55
Air flow rate3) m3/h 45,150 52,680 60,240 67,730
Mass flow t/h 49.5 57.7 66.0 74.2

2014-10-15 - 3.6
Charge air pressure (absolute) bar 4.96
Air required to dissipate heat radiation (engine) m3/h 78,340 91,500 104,340 117,510
(t2 – t1 = 10 °C)
Exhaust gas data4)


Electric propulsion
Volume flow (temperature turbocharger outlet) 5)
m /h
3
91,030 106,230 121,250 136,450
Mass flow t/h 50.9 59.4 67.8 76.3
Temperature at turbine outlet °C 350
Heat content (190 °C) kW 2,426 2,845 3,247 3,668
Permissible exhaust gas back pressure after turbo- mbar ≤ 30

charger
1)
HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.
2)
For design see section Cooling water system diagram, Page 266.
3)
Under above mentioned reference conditions.
4)
All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.
5)
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
Table 34: Temperature basis, nominal air and exhaust gas data – L48/60CR IMO Tier II – Electric
propulsion
Electric propulsion
Note!
1,200 kW/cyl.; 500 rpm or 514 rpm – Electric propulsion


Engine output kW 14,400 16,800 19,200 21,600
Speed rpm 500/514
Temperature basis

2014-10-15 - 3.6
Air data


Electric propulsion
Air flow rate 3)

m /h
3
90,300 105,350 120,400 135,450
Mass flow t/h 98.3 115.4 131.9 148.4
(t2 – t1 = 10 °C)
Exhaust gas data4)
Volume flow (temperature turbocharger outlet)5) m3/h 181,870 212,270 242,490 272,890
Mass flow t/h 101.7 118.7 135.6 152.6
Heat content (190 °C) kW 4,849 5,686 6,490 7,331

charger
1)
2)
3)
4)
5)
tions.
Table 36: Temperature basis, nominal air and exhaust gas data – V48/60CR IMO Tier II – Electric
propulsion
2.14.5 Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Electric propulsion
Note!
1,200 kW/cyl.; 500 rpm or 514 rpm
Reference conditions: ISO
Cooling water temp. before charge air cooler (LT stage) 25

Table 37: Reference conditions: ISO
2014-10-15 - 3.6
Engine output % 100 85 75 50

Speed rpm 500/514
Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,146 943 926 457
Charge air cooler (LT stage)2) 364 353 377 374


Electric propulsion
Speed rpm 500/514
Lube oil cooler 3)
kJ/kWh 311 352 382 523
Jacket cooling kJ/kWh 327 335 359 439
Nozzle cooling kJ/kWh 12
Heat radiation (engine) kJ/kWh 158 164 171 222
Air data
Temperature of charge air °C

after compressor 239 210 200 142
at charge air cooler outlet 34 34 34 34
Air flow rate kg/kWh 7.18 7.19 7.67 7.55
Charge air pressure (absolute) bar 4.95 4.16 3.88 2.56
Exhaust gas data4)
Mass flow kg/kWh 7.37 7.37 7.86 7.74
Temperature at turbine outlet °C 313 297 298 341
Heat content (190 °C) kJ/kWh 971 842 906 1,255
Permissible exhaust gas back pressure after turbo- mbar ≤ 30 -

charger
Tolerances refer to 100 % load.

1)
Tolerance: +10 % for rating coolers, –15 % for heat recovery.
2)
The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These
figures are calculated for 7L.
3)
4)
Tolerances: Quantity ±5 %, temperature ±20 °C.
Table 38: Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Electric propulsion
2.14.6 Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Electric
propulsion
Note!
1,200 kW/cyl.; 500 rpm or 514 rpm
2014-10-15 - 3.6



Electric propulsion
Speed rpm 500/514

Charge air: kJ/kWh

Charge air cooler (HT stage) 2)
1,333 1,123 1,119 633
Lube oil cooler3) kJ/kWh 339 382 414 563
Air data
Temperature of charge air: °C

Exhaust gas data4)
Mass flow kg/kWh 7.07 7.07 7.53 7.42
Heat content (190 °C) kJ/kWh 1,219 1,073 1,147 1,472

charger

1)
2)
3)
4)
Table 40: Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Electric propulsion
2014-10-15 - 3.6


Mechanical propulsion with CPP
2.15 Planning data for emission standard: IMO Tier II – Mechanical propulsion with
CPP
2.15.1 Nominal values for cooler specification – L48/60CR IMO Tier II – Mechanical
propulsion with CPP
Note!
ning data.
Note!
1,200 kW/cyl., 500 rpm or 514 rpm – Mechanical propulsion with CPP

Engine output kW 7,200 8,400 9,600 10,800
Speed rpm 500/514
Charge air: kW
Charge air cooler (LT stage) 861 998 1,234 1,392
Lube oil cooler2) 676 791 903 1,017
Jacket cooling 723 845 965 1,087

Flow rates 3)
2014-10-15 - 3.6
Pumps
a) Free-standing4)

HT CW stand-by pump (∆p 3.2 bar) m /h

3
70 80 90 100
b) Attached
LT CW service pump (∆p 3.0 - 4.0 bar) m3/h 85 100 110 125
Lube oil service pump (8.0 bar) for application with con- m3/h 182 182 218 252
stant speed
1)
2)
3)
4)
Table 42: Nominal values for cooler specification – L48/60CR IMO Tier II – Mechanical propulsion with
CPP
Note!
ing chapters.
tion, Page 248.
2.15.2 Nominal values for cooler specification – V48/60CR IMO Tier II – Mechanical
propulsion with CPP
2014-10-15 - 3.6
Note!
ning data.
Note!

1,200 kW/cyl., 500 rpm or 514 rpm – Mechanical propulsion with CPP



Engine output kW 14,400 16,800 19,200 21,600
Speed rpm 500/514
Charge air: kW
Lube oil cooler2) 1,353 1,581 1,806 2,035
Jacket cooling 1,446 1,690 1,930 2,175
Flow rates3)
Pumps
a) Free-standing4)

2014-10-15 - 3.6
b) Attached


stant speed
1)
2)
3)
4)
Table 44: Nominal values for cooler specification – V48/60CR IMO Tier II – Mechanical propulsion with
CPP
Note!
ing chapters.
tion, Page 248.
Note!
1,200 kW/cyl.; 500 rpm or 514 rpm – Mechanical propulsion with CPP

2014-10-15 - 3.6
Engine output kW 7,200 8,400 9,600 10,800
Speed rpm 500/514
Temperature basis


LT cooling water air cooler inlet 38 (setpoint 32°C) 2)
Air data
Air flow rate3) m3/h 45,150 52,680 60,240 67,730
Mass flow t/h 49.5 57.7 66.0 74.2
(t2 – t1 = 10 °C)
Exhaust gas data4)
Mass flow t/h 50.9 59.4 67.8 76.3
Heat content (190 °C) kW 2,426 2,845 3,247 3,668

charger
1)
2)
3)
4)
5)
tions.
Table 46: Temperature basis, nominal air and exhaust gas data – L48/60CR IMO Tier II – Mechanical
propulsion with CPP
Note!

1,200 kW/cyl.; 500 rpm or 514 rpm – Mechanical propulsion with CPP
2014-10-15 - 3.6




Engine output kW 14,400 16,800 19,200 21,600
Speed rpm 500/514
Temperature basis
Air data
Air flow rate3) m3/h 90,300 105,350 120,400 135,450
Mass flow t/h 98.3 115.4 131.9 148.4
(t2 – t1 = 10 °C)
Exhaust gas data4)
Mass flow t/h 101.7 118.7 135.6 152.6
Heat content (190 °C) kW 4,849 5,686 6,490 7,331

charger
1)
2)
3)
4)
5)
tions.
Table 48: Temperature basis, nominal air and exhaust gas data – V48/60CR IMO Tier II – Mechanical
2014-10-15 - 3.6
propulsion with CPP


2.15.5 Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Mechanical
propulsion with CPP, constant speed
Note!
1,200 kW/cyl.; 500 rpm or 514 rpm

Speed rpm 500/514
Charge air: kJ/kWh

Charge air cooler (HT stage)2) 1,146 943 926 457
Lube oil cooler3) 311 352 382 523
Jacket cooling 327 335 359 439
Nozzle cooling 12
Air data

Exhaust gas data4)

Mass flow kg/kWh 7.37 7.37 7.86 7.74

2014-10-15 - 3.6

charger


Speed rpm 500/514

1)
2)
3)
4)
Table 50: Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Electric propulsion
2.15.6 Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Mechanical
propulsion with CPP, constant speed
Note!
1,200 kW/cyl.; 500 rpm or 514 rpm


Speed rpm 500/514
Charge air: kJ/kWh

1,333 1,123 1,119 633

Air data
2014-10-15 - 3.6



Speed rpm 500/514
Exhaust gas data 4)
Mass flow kg/kWh 7.07 7.07 7.53 7.42

charger

1)
2)
figures are calculated for 18V.
3)
4)
Table 52: Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Mechanical propulsion
with CPP, constant speed
2.16 Planning data for emission standard: IMO Tier II – Suction dredger/pumps
(mechanical drive)
2.16.1 Nominal values for cooler specification – L48/60CR IMO Tier II – Suction dredger/
pumps (mechanical drive)
Note!
ning data.
Note!
1,080 kW/cyl., 500 rpm or 514 rpm – Suction dredger/pumps (mechanical
drive)

2014-10-15 - 3.6
Engine output kW 6,480 7,560 8,640 9,720
Speed rpm 500/514

Charge air: kW
Lube oil cooler2) 1,568 1,832 2,093 2,357
Jacket cooling 1,300 1,519 1,735 1,954
Flow rates3)
Pumps
a) Free-standing4)
b) Attached
LT CW service pump (∆p 3.0 - 4.0 bar) m3/h 85 100 110 125
Lube oil service pump (8.0 bar) for application with con- m3/h 182 204 252 286
stant speed
1)
2)
3)
4)
2014-10-15 - 3.6

Table 54: Nominal values for cooler specification – L48/60CR IMO Tier II – Suction dredger/pumps
(mechanical drive)

Note!

ing chapters.
tion, Page 248.
2.16.2 Nominal values for cooler specification – V48/60CR IMO Tier II – Suction dredger/
Note!
ning data.
Note!
1,080 kW/cyl., 500 rpm or 514 rpm – Suction dredger/pumps (mechanical
drive)


Engine output kW 12,960 15,120 17,280 19,440
Speed rpm 500/514
Charge air: kW
2014-10-15 - 3.6
Lube oil cooler2) 1,568 1,832 2,093 2,357
Jacket cooling 1,300 1,519 1,735 1,954


Flow rates 3)
Pumps
a) Free-standing4)
b) Attached
stant speed
1)
2)
3)
4)
Table 56: Nominal values for cooler specification – V48/60CR IMO Tier II – Suction dredger/pumps
(mechanical drive)
Note!
ing chapters.
2014-10-15 - 3.6
tion, Page 248.



Note!
1,080 kW/cyl.; 500 rpm or 514 rpm – Suction dredger/pumps (mechanical
drive)

Engine output kW 6,480 7,560 8,640 9,720
Speed rpm 500/514
Temperature basis
Air data
Air flow rate3) m3/h 40,630 47,400 54,200 60,970
Mass flow t/h 44.5 51.9 59.4 66.8
(t2 – t1 = 10 °C)
Exhaust gas data4)
2014-10-15 - 3.6
Mass flow t/h 45.8 53.4 61.1 68.7
Heat content (190 °C) kW 2,175 2,550 2,909 3,286


charger
1)
2)
3)
4)
5)
tions.
Table 58: Temperature basis, nominal air and exhaust gas data – L48/60CR IMO Tier II – Suction dredger/
Note!
drive)


Engine output kW 12,960 15,120 17,280 19,440
Speed rpm 500/514
Temperature basis

Air data
2014-10-15 - 3.6
Air flow rate3) m3/h 81,300 94,810 108,350 121,910
Mass flow t/h 89.0 103.9 118.7 133.6


Air required to dissipate heat radiation (engine) m /h
3
140,940 164,380 188,140 211,570
(t2 – t1 = 10 °C)
Exhaust gas data4)
Mass flow t/h 91.6 106.8 122.1 137.4
Heat content (190 °C) kW 4,347 5,096 5,815 6,567

charger
1)
2)
3)
4)
5)
tions.
Table 60: Temperature basis, nominal air and exhaust gas data – V48/60CR IMO Tier II – Suction dredger/
2.16.5 Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Suction dredger/
Note!
drive)

Speed rpm 500/514
2014-10-15 - 3.6
Charge air: kJ/kWh

1,154 944 929 454


Speed rpm 500/514

Air data

Exhaust gas data4)
Mass flow kg/kWh 7.37 7.38 7.86 7.75

charger

1)
2)
3)
4)
Table 62: Load specific values at ISO conditions – L/V48/60CR IMO Tier II – Suction dredger/pumps
(mechanical drive)
2.16.6 Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Suction
dredger/pumps (mechanical drive)
Note!

drive)
2014-10-15 - 3.6


2.17 Operating/service temperatures and pressures

Speed rpm 500/514
Charge air: kJ/kWh

1,342 1,128 1,121 628
Lube oil cooler3) 436 456 492 738
Jacket cooling 362 369 395 480
Nozzle cooling 12
Air data

Exhaust gas data4)
Mass flow kg/kWh 7.07 7.07 7.53 7.42

charger

1)
2)
3)
4)
Table 64: Load specific values at tropical conditions – L/V48/60CR IMO Tier II – Suction dredger/pumps
(mechanical drive)
Note!
2014-10-15 - 3.6


Operating temperatures1
Air Air before compressor ≥ 5°C, max. 45 °C1)
Charge Air Charge air before cylinder 40...58 °C2)
Coolant Engine coolant after engine 90 °C3), max. 95 °C
Engine coolant preheated before start ≥ 60°C
Coolant before charge air cooler LT stage 32 °C , load reduction ≥ 38 °C1)

3)
Coolant nozzle cooling 55...60 °C
Lubricating oil Lubricating oil before engine/before turbocharger 55 °C , alarm/stop ≥ 60 °C

3)
Lubricating oil preheated before start ≥ 40 °C
Fuel MGO (DMA, DMZ) and MDO (DMB) according ISO ≤ 45°C and viscosity before engine:
8217-2010 minimum 1.9 cSt,
maximum 14 cSt4)
HFO according ISO 8217-2010 ≤ 150 °C and Viscosity before

engine: minimum 1.9 cSt, maximum
14 cSt, recommended: 12 – 14 cSt4)
Preheating (HFO in day tank) ≥ 75 °C

1)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (to reduce condensate amount).
3)
Regulated temperature.
4)
See section Viscosity-temperature diagram (VT diagram), Page 220.
Table 65: Operating temperatures
1
Valid for nominal output and nominal speed.
Operating pressures1
Operating pressures
Intake Air Air before turbocharger (negative pressure) max. -20 mbar
Starting air/Control air Control air min. approx. 15, max. 30 bar
Pilot air 8, min. 5.5 bar
Cylinder Nominal ignition pressure, combustion chamber 195 bar

Safety valve (opening pressure) 230 + 7 bar
Crankcase Crankcase pressure max. 3 mbar
Crankcase pressure (with suction) Vacuum, max. –2.5 mbar

2014-10-15 - 3.6
Safety valve (opening pressure) 50...70 mbar
Exhaust Exhaust gas back pressure after turbocharger (static) max. 30 mbar1)
Coolant HT cooling water before engine 3...4 bar
LT cooling water before engine 2...6 bar

Operating pressures
2.18 Filling volumes and flow resistances

Nozzle cooling water before engine
open system 2...3 bar
closed system 3...5 bar
Lubricating oil Lubrication oil – Prelubrication before engine 0.3...0.6 bar2)
Lubricating oil before engine L= 4...5 bar

V= 5...5.5 bar
Lubricating oil before turbocharger 1.2...2.2 bar
Fuel Fuel before high pressure pumps 11...12 bar
Fuel before high pressure pumps in case of blackout min. 3 bar
Differential pressure (engine feed/engine return) ≥5 bar
Fuel return, at engine outlet ≥5 bar
Maximum pressure fluctuation in front of engine ±0.5 bar
Fuel injection valve (Opening pressure) 350 + 10 bar
Fuel injection valve (Opening pressure for new springs) 370 bar
Safety valve/pressure limiting valve in common rail 1,850 + 100 bar

system (Opening pressure)
Shutoff valve (Opening pressure) 100 ± 3 bar
Note!
Variations of the mandatory values can affect the operation of the engine negative and may cause rating reduction of
the engine
At a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine
1)
performance needs to be recalculated.

2)
Note! Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C
Table 66: Operating pressures
1
Valid for nominal output and nominal speed.
Exhaust gas back pressure

An increased exhaust gas back pressure (static > 30 mbar) raises the tem-
perature level of the engine and will be considered when calculating a
required derating by adding 2.5 K to the ambient air temperature for every 10
mbar of the increased exhaust gas back pressure after turbine.

2014-10-15 - 3.6
Note!

Water and oil volume of engine

No. of cylinders 6 7 8 9 12 14 16 18
Cooling water approx. litres 470 540 615 685 1,250 1,400 1,550 1,700
Lube oil 170 190 220 240 325 380 435 490
Table 67: 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 cylin- 6 ... 9 1.0 1.5

der
Required diameter for - ≥DN50 2)

expansion pipeline
Cooling water fuel 5 ... 8 0.5 0.75

nozzles
Lube oil
in double bottom3) - 7.5 8.5 10.0 11.0 14.5 17.0 19.5 22.0
in double bottom4) - 11.0 12.5 14.5 16.0 19.5 22.5 25.5 29.0
Run-down lubrication min. 14 3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0
for engine5)
1)
Installation height refers to tank bottom and crankshaft centre line.
2)
Cross sectional area should correspond to that of the venting pipes.
3)
Marine engines with attached lube oil pump.
4)
Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.
5)
Required for marine main engine with free-standing lube oil pump only.
Table 68: Service tanks capacity
Flow resistance bar
Charge air cooler (HT stage) 0.35 per cooler
Charge air cooler (LT stage) 0.40 per cooler
Cylinder (HT cooling water, independent 1.0

from the cylinder number because of

parallel circuit)
Fuel nozzles (water) 1.5

Table 69: Flow resistance
2014-10-15 - 3.6

2.19 Internal media systems – Exemplarily

Internal cooling water system – Exemplarily

2014-10-15 - 3.6
Figure 34: Internal cooling water system – Exemplarily
Note!
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

Internal lube oil system – Exemplarily

2014-10-15 - 3.6
Figure 35: Internal lube oil system – Exemplarily
Note!
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

2.20 Venting amount of crankcase and turbocharger

2.20 Venting amount of crankcase and turbocharger
As described in section Crankcase vent and tank vent, Page 265, it is nee-
ded to ventilate the engine crankcase and the turbocharger.
For layout of the ventilation system following statement should serve as a
guide:
Due to normal blow by of the piston ring package small amounts of gases of
the combustion chamber get into the crankcase and carry along oil dust.
▪ The amount of crankcase vent gases is approx. 0.1 % of the engine´s air
flow rate.
▪ The temperature of the crankcase vent gases is approx. 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).
Sealing air of the turbocharger additionally needs to be vented.
▪ The amount of turbocharger sealing air is approx. 0.2 % of the engine´s
air flow rate.
▪ The temperature of turbocharger sealing air is approx. 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).

2014-10-15 - 3.6

2.21 Exhaust gas emission
2.21.1 Maximum allowed emission value NOx IMO Tier II
IMO Tier II: Engine in standard version1
Rated speed rpm 500 514

NOx1) 2) 3) g/kWh 10.54 4) 10.47 4)
IMO Tier II cycle
D2/E2/E3
Note!
The engine´s certification for compliance with the NOx limits will be carried out dur-
ing Factory Acceptance Test (FAT), as a single or a group certification.
1)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel
(marine distillate fuel: MGO or MDO).
2)
Calculated as NO2.
D2: Test cycle for "constant-speed auxiliary engine application".
E2: Test cycle for "constant-speed main propulsion application" including diesel-
electric drive and all controllable pitch propeller installations).
E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary
engine” application.
Contingent to a charge air cooling water temperature of. max. 32 °C at 25 °C sea
3)
water temperature.
4)
Maximum allowed NOx emissions for marine diesel engines according to
IMO Tier II:
130 ≤ n ≤ 2,000 → 44 * n–0.23 g/kWh (n = rated engine speed in rpm).
Table 70: Maximum allowed emission value NOx IMO Tier II
1
Marine engines are guaranteed to meet the revised International Convention
for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Reg-
ulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier
II)" as adopted by the International Maritime Organization (IMO).
2014-10-15 - 3.6


2.21.2 Smoke emission index (FSN)
Engine 48/60CR
Smoke emission index of FSN < 0.30 ± 0.10 is valid for engine loads ≥ 25 %
MCR. Valid for distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or
RM-grade fuel, fulfilling the stated quality requirements.
Engine 48/60CR – Electric propulsion, enviro version

With adapted CR map for minimum smoke emission and charge air by-pass,
smoke emission index of FSN < 0.20 ± 0.10 will be valid for engine loads ≥
25 % MCR. Valid for distillate according to ISO 8217 DMA/DMB/DMZ-grade
fuel or RM-grade fuel, fulfilling the stated quality requirements.
2.21.3 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 Exhaust gas constituents for liquid fuel
(only for guidance), Page 111 in this section. Only some of these are to be
considered as harmful substances.
For a typical composition of the exhaust gas of an MAN Diesel & Turbo four-
stroke diesel engine without any exhaust gas treatment devices see table
Exhaust gas constituents for liquid fuel (only for guidance), Page 111 in this
section.
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

2014-10-15 - 3.6
Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2
Total < 0.25 26
Additionally suspended exhaust gas approx. [mg/Nm3] approx. [g/kWh]

constituents, PM5)

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

operating on operating on
MGO6) HFO7) MGO6) HFO7)
Soot (elemental carbon)8) 50 50 0.3 0.3
Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
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 71: Exhaust gas constituents for liquid fuel (only for guidance)
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).
2014-10-15 - 3.6
Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete combustion.
In MAN Diesel & Turbo 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
2.22 Noise
The hydrocarbons (HC) contained in the exhaust gas are composed of a
multitude of various organic compounds as a result of incomplete combus-
tion.
Due to the efficient combustion process, the HC content of exhaust gas of
MAN Diesel & Turbo four-stroke diesel engines is at a very low level.
Particulate matter PM
Particulate matter (PM) consists of soot (elemental carbon) and ash.
2.22 Noise
2.22.1 Airborne noise
L engine
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 meter 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.

2014-10-15 - 3.6

2.22 Noise
Figure 36: Airborne noise – Sound pressure level Lp, octave level diagram
2014-10-15 - 3.6

V engine
2.22 Noise
Sound pressure level Lp
Measurements
Approximately 20 measuring points at 1 meter 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.
Figure 37: Airborne noise – Sound pressure level Lp, octave level diagram
2014-10-15 - 3.6

2.22 Noise
2.22.2 Intake noise
L 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.
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.
2014-10-15 - 3.6
Figure 38: Unsilenced intake noise - sound power level Lw, octave level diagram

V engine
2.22 Noise
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.
environment.
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.
Figure 39: Unsilenced intake noise – Sound power level Lw, octave level diagram
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2.22 Noise
2.22.3 Exhaust gas noise
L engine
Sound power level Lw at 100 % MCR
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
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.
Figure 40: Unsilenced exhaust gas noise – Sound power level Lw, octave level diagram
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V engine
2.22 Noise
Sound power level Lw at 100 % MCR
Measurements
The (unsilenced) exhaust gas noise is measured according to internal MAN
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.
Figure 41: Unsilenced exhaust gas noise – Sound power level Lw, octave level diagram
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2.23 Vibration
2.22.4 Charge air blow-off noise

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 (meas-
ured worst case)
The sound power level Lw of the unsilenced charge air blow-off noise is
approximately 141 dB for the measured operation point.
Figure 42: Unsilenced charge air blow-off noise – Sound power level Lw, octave level diagram
2.23 Vibration
2.23.1 Torsional vibrations

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Data required for torsional vibration calculation

MAN Diesel & Turbo 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-
2.23 Vibration
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.
Beyond that also further exciting sources such as propeller, pumps etc. can
be considered if the respective manufacturer is able to make the corre-
sponding data available to MAN Diesel & Turbo.
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 (GenSet, diesel-mechanic, diesel-electric)
▪ 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)
▪ 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-
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perature), if applicable
▪ 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

▪ Maximum permissible torque which can be transferred through a get-

you-home-device/torque limiter if foreseen
2.23 Vibration
Clutch coupling
▪ Make, size and type
▪ Rated torque (Nm)
▪ Permissible maximum torque (Nm)
▪ Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)
▪ Dynamic torsional stiffness (Nm/rad)
▪ Damping factor
▪ Moments of inertia for the operation conditions, clutched and declutched
▪ Course of torque versus time during clutching in
▪ Permissible slip time (s)
▪ Slip torque (Nm)
▪ Maximum permissible engagement speed (rpm)
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 needed
▪ 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)
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▪ Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
Pump
▪ Kind of pump (e. g. dredging pump)

▪ Drawing of the pump shaft with all lengths and diameters
2.23 Vibration
▪ Alternatively, torsional stiffness (Nm/rad)
▪ Moment of inertia in air (kgm2)
▪ Moment of inertia in operation (kgm2) under consideration of the con-
veyed medium
▪ Number of blades
▪ Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency
▪ Power consumption curve
Alternator for diesel-electric plants

▪ Drawing of the alternator shaft with all lengths and diameters
▪ 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
▪ Load profile (e. g. load steps)
▪ Frequency fluctuation of the net
Alternator for diesel-mechanical parts (e. g. PTO/PTH)

▪ Drawing of the alternator shaft with all lengths and diameters
▪ Torsional stiffness, if available
▪ 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
Secondary power take-off

▪ Kind of working machine
▪ Kind of drive
▪ Operational mode, operation speed range
▪ Power consumption
▪ Drawing of the shafts with all lengths and diameters
▪ Moments of inertia (kgm2)
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▪ Possible torsional excitation in size and frequency in dependence on load

and speed

2.24 Requirements for power drive connection (static)
Limit values of masses to be coupled after the engine

Evaluation of permissible
theoretical bearing loads
Figure 43: Case A: Overhung arrangement
Figure 44: 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
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
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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 72: 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 F1max) 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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2.25 Requirements for power drive connection (dynamic)
2.25.1 Moments of inertia – Engine, damper, flywheel
Propeller operation (CPP)
Marine main engines

Engine Plant
No. of Maximum Moment of Moment of Mass of fly- Needed minimum total Required minimum
cylinders continuous inertia engine inertia flywheel moment of inertia 1) additional moment of
rating + damper wheel inertia after flywheel 2)
[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]
n = 500 rpm
6L 7,200 2,633 3,102 5,324 3,290 -
7L 8,400 3,412 3,840 -
8L 9,600 3,737 1,259 2,308 4,390 -
9L 10,800 3,565 3,102 5,324 4,940 -
12V 14,400 4,624 2,935 4,309 6,580 -
14V 16,800 5,196 2,935 4,309 7,670 -
16V 19,200 5,768 2,935 4,309 8,770 67
18V 21,600 6,340 2,935 4,309 9,860 585

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 73: Moments of inertia for marine main engine 48/60CR – Engine, damper, flywheel
For flywheels dimensions see section Power transmission, Page 134.
Constant speed
Marine main engine

Engine Needed mini- Plant
mum total
No. of Maximum Moment of Moment of Mass of fly- Cyclic irregu- moment of Required minimum
cylinders continuous inertia engine inertia flywheel larity inertia 1) additional moment
rating + damper wheel of inertia after fly-
wheel 2)
[kW] [kgm2] [kgm2] [kg] - [kgm2] [kgm2]
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n = 500 rpm
6L 7,200 2,633 3,102 5,324 580 8,760 3,025
7L 8,400 3,412 320 10,220 3,706
8L 9,600 3,737 1,259 2,308 540 11,680 6,473
9L 10,800 3,565 3,102 5,324 760 13,140 6,548

Marine main engine

Engine Needed mini- Plant
mum total
No. of Maximum Moment of Moment of Mass of fly- Cyclic irregu- moment of Required minimum
cylinders continuous inertia engine inertia flywheel larity inertia 1) additional moment
rating + damper wheel of inertia after fly-
wheel 2)
[kW] [kgm2] [kgm2] [kg] - [kgm2] [kgm2]
12V 14,400 4,624 2,935 4,309 1,500 17,520 9,961
14V 16,800 5,196 2,935 4,309 4,100 20,430 12,299
16V 19,200 5,768 2,935 4,309 3,200 23,350 14,647
18V 21,600 6,340 2,935 4,309 2,000 26,270 16,995
n = 514 rpm
6L 7,200 2,633 3,102 5,324 610 8,290 2,555
7L 8,400 3,412 320 9,670 3,156
8L 9,600 3,737 1,259 2,308 550 11,050 6,054
9L 10,800 3,565 3,102 5,324 760 12,430 5,763
12V 14,400 4,624 2,935 4,309 1,600 16,570 9,011
14V 16,800 5,196 2,935 4,309 4,000 19,340 11,209
16V 19,200 5,768 2,935 4,309 3,200 22,100 13,397
18V 21,600 6,340 2,935 4,309 2,000 24,860 15,585

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 74: Moments of inertia for diesel-electric plants – Engine, damper, flywheel
For flywheels dimensions see section Power transmission, Page 134.

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2.25.2 Balancing of masses – Firing order
L engine
Rotating crank balance: 100 %
Engine speed 500/514 rpm
Static reduced rotating mass per crank including counterweights and rotating portion of +1.3 kg
connecting rod (for a crank radius r = 300 mm)
Oscillating mass per cylinder 679 kg
Connecting rod ratio 0.219
Distance between cylinder centerlines 820 mm
No. of Firing order Residual external couples

cylinders
Mrot (kNm) + Mosc 1st order (kNm) Mosc 2nd order (kNm)
Engine speed (rpm) 500
vertical horizontal
6L A 0 0
7L C 93.4
8L B 0
9L B 28.9 28.9 158.2

Table 75: Residual external couples – L engine 500 rpm

cylinders
vertical horizontal
6L A 0 0 0
7L C - - 98.7
8L B 0
9L B 167.1
Table 76: Residual external couples – L engine 514 rpm
For engines of type L48/60CR the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted
engines.
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Firing order: Counted from

coupling side
No. of Firing order Clockwise rotation Counter clockwise rotation
cylinders
6L A 1-3-5-6-4-2 1-2-4-6-5-3
7L C 1)
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.
Table 77: Firing order L engine
V Engine
Rotating crank balance: 99 %
Engine speed 500/514 rpm
Static reduced rotating mass per crank including counterweights and rotating portion of +15 kg
connecting rod (referred to crank radius r = 300 mm)
Oscillating mass per cylinder 679 kg
Connecting rod ratio 0.219
Distance between cylinder centerlines 1,000 mm
Vee angle 50°

cylinders
vertical horizontal vertical horizontal
12V A 0 0
14V C 132.8 73.8
16V B 0
18V A 69.5 69.5 78.0 43.4

Table 78: Residual external couples – V engine 500 rpm

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cylinders
vertical horizontal vertical horizontal
12V A 0 0
14V C 140.3 78.5
16V B 0
18V A 73.5 73.5 82.5 45.8

Table 79: Residual external couples – V engine 514 rpm
For engines of type V48/60CR the external mass forces are equal to zero.
Mrot is eliminated by means of balancing weights on resiliently mounted
engines.
Firing order: Counted from
coupling side
No. of Firing order Clockwise rotation Counter clockwise rotation
cylinders
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 80: Firing order V engine
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2.25.3 Static torque fluctuation
General
The static torque fluctuation is the summationtaking into account the correct
phase-angles of the torques acting at all cranks around the crankshaft axis.
These torques are created by the gas and mass forces acting at the crank-
pins, with the crank radius being used as the lever see paragraph Static tor-
que fluctuation and exciting frequencies, Page 131 in this section. An abso-
lutely rigid crankshaft is assumed. The values Tmax and Tmin listed in the fol-
lowing tables represent a measure for the reaction forces occurring at the
foundation of the engine see figure Static torque fluctuation in this section.
The static values listed in the tables below in each individual case a dynamic
magnification which is dependent upon the characteristics of the foundation
(design and material thicknesses in way of the foundation, type of chocking).
The reaction forces generated by the torque fluctuation are the most impor-
tant excitations transmitted into the foundation in the case of a rigidly or
semi-resiliently mounted engine. Their frequency is dependent upon speed
and cylinder number, and is also listed in the tables of the examples.
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 this main exci-
tation frequency.
Figure 45: Static torque fluctuation

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L Distance between foundation bolts

z Number of cylinders

Static torque fluctuation and exciting frequencies

L engine – Example to
declare abbreviations
Figure 46: Example to declare abbreviations – L engine
No. of Output Speed Tn Tmax Tmin Main exciting components1)

cylinders
Order Frequency ±T
kW rpm kNm kNm kNm rpm Hz kNm
6L 7,200 500 137.5 302.1 –13.9 3.0 25.0 130.9
6.0 50.0 67.9
7L 8,400 160.4 459.6 –88.6 3.5 29.2 277.7

7.0 58.3 40.5
8L 9,600 183.3 436.4 –32.2 4.0 33.3 238.3

8.0 66.7 20.6
9L 10,800 206.3 440.9 1.3 4.5 37.5 225.1

9.0 75.0 8.4
6L 7,200 514 133.8 282.0 –6.5 3.0 25.7 115.5

6.0 51.4 68.8
7L 8,400 156.1 445.1 –87.3 3.5 30.0 272.4

7.0 60.0 42.3
8L 9,600 178.4 421.0 –31.9 4.0 34.3 233.4

8.0 68.5 23.0
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9L 10,800 200.6 431.0 –0.9 4.5 38.5 228.8

9.0 77.1 10.5
1)
Exciting frequency of the main harmonic components.
Table 81: Static torque fluctuation and exciting frequency – L engine

V engine – Example to

declare abbreviations
Figure 47: Example to declare abbreviation – V engine
No. of Output Speed Tn Tmax Tmin Main exciting components

cylinders
Order Frequency1) ±T
kW rpm kNm kNm kNm rpm Hz kNm
12V 14,400 500 275.0 448.6 128.6 3.0 25.0 67.8
6.0 50.0 117.6
14V 16,800 320.9 431.5 206.6 3.5 29.2 24.2

7.0 58.3 80.7
16V 19,200 366.7 474.1 241.7 4.0 33.3 82.8

8.0 66.7 38.7
18V 21,600 412.5 553.8 230.8 4.5 37.5 172.3

9.0 75.0 11.8
12V 14,400 514 267.5 431.9 128.8 3.0 25.7 59.8

6.0 51.4 119.2
14V 16,800 312.1 424.3 196.6 3.5 30.0 23.8

7.0 60.0 84.3
16V 19,200 356.7 466.3 230.7 4.0 34.3 81.1

8.0 68.5 43.3
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18V 21,600 401.3 543.2 219.5 4.5 38.5 170.5

9.0 77.1 14.8
1)
Exciting frequency of the main harmonic components.
Table 82: Static torque fluctuation and exciting frequency – V engine

2.26 Power transmission
2.26.1 Flywheel arrangement
Flywheel with flexible coupling
Figure 48: Flywheel with flexible coupling
No. of A1) A2) E E Fmin Fmax No. of through bolts No. of fitted bolts
cylinders
mm
6L Dimensions will result from clarification of technical details 9 3
of propulsion drive
7L
8L
9L
1)
Without torsional limit device.
2)
With torsional limit device.
For mass of flywheel see section Moments of inertia – Engine, damper, flywheel, Page 126.
2014-10-15 - 3.6
Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
only! will produce a contract specific flywheel/coupling/driven machine arrange-
ment 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 calculation. Flywheel
diameter must not be changed!


Figure 49: Flywheel with flexible coupling
No. of A1) A2) E1) E2) Fmin Fmax No. of through bolts No. of fitted bolts
cylinders
mm
12V Dimensions will result from clarification of technical details 12 2
of propulsion drive
14V
16V
18V 14
1)
Without torsional limit device.
2)
With torsional limit device.
For mass of flywheel Moments of inertia – Engine, damper, flywheel, Page 126.
Use for project purposes The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
only! will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions of
2014-10-15 - 3.6
flywheel and flexible coupling will result from clarification of technical details
of drive and from the result of the torsional vibration calculation. Flywheel
diameter must not be changed!

Flywheel arrangement coupling and gearbox

Figure 50: Example for an arrangement of flywheel, coupling and gearbox

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Flywheel arrangement coupling and alternator

Figure 51: Example for an arrangement of flywheel, coupling and alternator

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2.27 Arrangement of attached pumps
2.27 Arrangement of attached pumps
Figure 52: Attached pumps L engine

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Figure 53: Attached pumps V engine
Note!
The final arrangement of the lube oil and cooling water pumps will be made
due to the inquiry or order.

2.28 Foundation
2.28 Foundation
2.28.1 General requirements for engine foundation
Plate thicknesses
The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these should not be allowed. 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.
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) also be observed.
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.
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2.28 Foundation
2.28.2 Rigid seating
L engine
Recommended configuration
of foundation
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Figure 54: Recommended configuration of foundation L engine

2.28 Foundation
of foundation

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Figure 55: Recommended configuration of foundation L engine - Number of bolts

Arrangement of foundation
2.28 Foundation
bolt holes
Figure 56: Arrangement of foundation bolt holes L engine

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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.

Engine 12V, 14V, 16V engine
2.28 Foundation
of foundation
Figure 57: Recommended configuration of foundation 12V, 14V, 16V engine

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Engine 18V engine

2.28 Foundation
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Figure 58: Recommended configuration of foundation 18V engine

V engine
2.28 Foundation
of foundation - number of
bolts

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Figure 59: Recommended configuration of foundation V engine - Number of bolts

Arrangement of foundation
2.28 Foundation
bolt holes
Figure 60: 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.
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2.28 Foundation
2.28.3 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 Diesel & Turbo 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 pre-tensioning 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.

2014-10-15 - 3.6

Lightening of foundation bolts

2.28 Foundation
Figure 61: Hydraulic tension device
Hydraulic tension device L engine V engine
Tool number - 009.062 009.010

- 055.125 021.089
Piston area cm² 130.18 78.5
Maximum pump pressure bar 1200 800

Table 83: Hydraulic tension tool
The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine
Pretensioning force L engine V engine
Pre-tensioning forcer kN 540 420
Pump pressure required bar 500 700

Setting allowance % 20 20
Calculated screw elongation mm 0.63 0.69
Utilisation of yield point % 60 63.5

Table 84: Pre-tension force
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2.28 Foundation
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Figure 62: Chocking with synthetic resin L engine

2.28 Foundation
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Figure 63: Chocking with synthetic resin 12V, 14V, 16V

2.28 Foundation
Figure 64: Chocking with synthetic resin 18V
2014-10-15 - 3.6

2.28 Foundation
2.28.4 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 fluctu-
ating torque. Additionally, in engines with certain cylinder numbers these
effects 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 keep the foundation practi-
cally free from the dynamic forces, which are generated by every reciprocat-
ing engine and may have harmful effects on the environment of the engines
under adverse conditions.
Therefore MAN Diesel & Turbo offers two different versions of the resilient
mounting to increase the comfort.
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 approx. 18 Hz, so that they are well below those of
the pulsating disturbing variables.
For lower demands of comfort, as e.g. for merchant ships, the conical
mounting system was created. Because of the stiffer design of the elements
the natural frequencies of the system are clearly higher than in case of the
inclined resilient mounting. The structure-borne-sound isolation is thus
decreased. It is, however still considerably better than in case of a rigid
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
2014-10-15 - 3.6
speed for mountings using inclined mounts and not lower than 85 % for
mountings using conical mounts. It must be pointed out that these per-
centages are only guide values. The speed interval being free from reso-
nances 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
2.28 Foundation
forces and large axial and radial displacement capacities must be provi-
ded.
▪ The pipes to and from the engine must be of highly flexible type.
▪ 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 structure-borne sound isolation, the lower
brackets used to connect the supporting elements with the ship's foun-
dation are to be fitted at sufficiently rigid points of the foundation. Influen-
ces of the foundation's stiffness on the natural frequencies of the resilient
support will not be considered.
▪ The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. When calculating the resilient mount-
ing system, it has to be checked whether the desired inclination can be
realised without special measures. Additional measures always result in
additional costs.

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2.28 Foundation
2.28.5 Recommended configuration of foundation
Engine mounting using inclined sandwich elements

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Figure 65: Recommended configuration of foundation L engine – Resilient seating 1

2.28 Foundation
Figure 66: Recommended configuration of foundation L engine – Resilient seating 2

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12V, 14V and 16V engine

2.28 Foundation
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Figure 67: Recommended configuration of foundation 12V, 14V and 16V engine – Resilient seating

18 V engine
2.28 Foundation
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Figure 68: Recommended configuration of foundation 18 V engine – Resilient seating

2.28 Foundation
Figure 69: Recommended configuration of foundation V engine – Resilient seating

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Engine mounting using conical mounts
2.28 Foundation
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Figure 70: Recommended configuration of foundation L engine – Resilient seating

2.28 Foundation
Figure 71: Recommended configuration of foundation L engine – Resilient seating

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2.28 Foundation
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2.28 Foundation

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2.28 Foundation
2.28.6 Engine alignment
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
▪ 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.

2014-10-15 - 3.6

3 Engine automation
3.1 SaCoSone system overview

1 Control Unit 2 Injection Unit (for common rail engines)

3 System Bus 4 Local Operating Panel
5 Interface Cabinet 6 Remote Operating Panel (Optional)
Figure 74: 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
3 Engine automation
done by means of an Interface Cabinet.

During engine installation, only the bus connections, the power supply and
safety-related signal cables between the Control Unit, Injection Unit and the
Interface/Auxiliary Cabinet are to be laid, as well as connections to external
2014-10-15 - 3.6
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 harmonized to an homogenous system.
The system has already been tested and parameterised in the factory.

SaCoSone 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 func-
tions and the other one for engine control and alarming.
The modules work independently of each other and collect engine measuring
data by means of separate sensors.
Figure 75: SaCoSone Control Unit
SaCoSone 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.
For engines supplied with two modules, the second one serves as backup
and takes over the speed control and the control of the injection valves with-
out interruption in case of an error in the first module.
3 Engine automation
2014-10-15 - 3.6


Figure 76: SaCoSone Injection Unit
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 the plant/ship automation, the Remote Operating
Panel and the online service.
3 Engine automation
2014-10-15 - 3.6

Figure 77: SaCoSone System Bus
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
engine can be fully operated. Additional hardwired switches are available for
relevant functions.
Propulsion engines are equipped with a backup display as shown on top of
the Local Operating Panel. Generator engines are not equipped with this
backup display.
3 Engine automation
2014-10-15 - 3.6


Figure 78: Local Operating Panel
Interface Cabinet
The Interface Cabinet is the interface between the engine electronics and the
plant control. It is the central connecting point for 24 V DC power supply to
the engine from the plant/vessel’s power distribution.
Besides, it connects the engine safety and control system with the power
management, the propulsion control system and other periphery parts.
The supply of the SaCoSone subsystems is done by the Interface Cabinet.
The Interface Cabinet also includes the starter for the engine-attached cylin-
der lube oil pump, the valve seat lube oil pump and the temperature control
valves.
3 Engine automation
2014-10-15 - 3.6

Figure 79: Interface Cabinet
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 superior automatic system (propulsion control system, power
management).
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
2014-10-15 - 3.6


Figure 80: Remote Operating Panel (optional)
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
2014-10-15 - 3.6

3.2 Power supply and distribution
Figure 81: Extension Unit

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 marine main engines, an uninterrupted power supply (UPS) is required
which must be provided by two individual supply networks. According to
classification requirements it must be designed to guarantee the power sup-
ply to the connected systems for a sufficiently long period if both supply net-
works fail.
3 Engine automation
2014-10-15 - 3.6


Figure 82: Supply diagram
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
3 Engine automation
engines. In this case there must be the possibility to disconnect the UPS
from each engine (e.g. via double-pole circuit breaker) for earth fault detec-
tion.
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Figure 83: Wrong installation of the 24 V DC power supplies

3 Engine automation
2014-10-15 - 3.6
Figure 84: Correct installation of the 24 V DC power supplies

Required power supplies
3.3 Operation
Voltage Consumer Notes
24 V DC SaCoSone All SaCoSone components in the Interface
Cabinet and on the engine
230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket, anticondensa-

tion heater
230 V 50/60 Hz SaCoSone Auxiliary Cabinet Cabinet illumination, socket, anticondensa-

tion heater
440 V 50/60 Hz SaCoSone Auxiliary Cabinet Power supply for consumers on engine (e.g.
cylinder lubricator)
Table 85: Required power supplies
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. The operating rights can be handed over from the Remote Operating
Panel to another Remote Operating Panel or to an external automatic sys-
tem. Therefore a handshake is necessary. For applications with Integrated
Automation Systems (IAS) also the functionality of the Remote Operating
Panel can be taken over by the IAS.
On the screen 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.
Speed setting
In case of operating with one of the SaCoSone panels, the engine speed set-
ting is carried out manually by a decrease/increase switch button. If the oper-
ation is controlled by an external system, the speed setting can be 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
defined in the project planning period.
Operating modes
3 Engine automation
For alternator applications:

▪ Droop (5-percent speed increase between nominal load and no load)
For propulsion engines:
▪ Isochronous
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▪ Master/Slave Operation for operation of two engines on one gear box

The operating mode is pre-selected via the SaCoSone interface and has to be
defined during the application period.
Details regarding special operating modes on request.

3.4 Functionality
Figure 85: Control station changeover
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 shut-down and the
speed control.
In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
3 Engine automation
functions by external systems.

Load reduction After the exceeding of certain parameters the classification societies demand
a load reduction to 60%. The safety system supervises these parameters
2014-10-15 - 3.6
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 above mentioned 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-
3.4 Functionality
gered, SaCoSone issues a signal resulting in the alternator switch to be
opened.
Emergency stop Emergency stop is an engine shutdown initiated by an operator's manual
action like pressing an emergency stop button.
Override During operation, safety actions can be suppressed by the override function
for the most parameters. The override has to be activated preventively. The
scope of parameters prepared for override are different and depend to the
chosen classification society. The 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
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 – Multi With electronic governors, the load distribution is carried out by speed
engine and master/slave droop, isochronously by load sharing lines or Master/Slave Operation.
plants
Shutdown With electronic governors, the shut-down is effected by an electrical contact.
Load limit curves: ▪ Start fuel limiter
▪ Charge air pressure dependent fuel limiter
▪ Torque limiter
▪ Jump-rate limiter
3 Engine automation
Note!
In the case of controllable pitch propeller (CPP) units with combinator mode,
the combinator curves must be sent to MAN Diesel & Turbo for assessment
2014-10-15 - 3.6
in the design stage. If load control systems of the CPP-supplier are used, the
load control curve is to be sent to MAN Diesel & Turbo in order to check
whether it is below the load limit curve of the engine.

Overspeed protection
3.4 Functionality
The engine speed is monitored in both Control Modules independently. In

case of overspeed each Control Module actuates the shutdown device by a
separate hardware channel.
Shutdown
The engine shutdown, initiated by safety functions and manual emergency
stops, is carried out via solenoid valves and a pneumatic fuel shut off for
common rail pilot fuel, the block and bleed gas valves and the conventional
jerk pumps.
Control
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.
Fuel changeover ▪ Control of the switch-over from one type of fuel to another.
▪ Fuel injection flow is controlled by the speed governor.
Control station switch-over Switch-over from local operation in the engine room to remote control from
the engine control room.
External functions: ▪ Electrical lubricating 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-
3 Engine automation
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 (please refer also section Cooling water sys-
2014-10-15 - 3.6
tem diagram, Page 266).

▪ The low temperature (LT) cooling water temperature control works simi-
larly to the HT cooling water temperature control and can be used if the
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.

This external controller must be mounted on the engine control room

desk and is to be wired to the temperature control valve (please refer
3.5 Interfaces
also section Cooling water system diagram, Page 266).
▪ 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 (please refer also sec-
tion Cooling water system diagram, Page 266).
▪ 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. Please refer also section Lube oil system descrip-
tion, Page 248.
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, Integrated
Automation Systems (IAS) or superior power plant operating systems.
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.
3 Engine automation
Power Management
Hardwired interface, for remote start/stop, load setting, etc.
2014-10-15 - 3.6
Propulsion Control System

Standardized hardwired interface including all signals for control and safety
actions between SaCoSone and the propulsion control system.

Others
3.6 Technical data
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
▪ 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 Diesel &
Turbo supply.
The control cables and power cables are not included in the scope of the
MAN Diesel & Turbo supply. This cabling has to be carried out by the cus-
tomer.
3.6 Technical data
Interface Cabinet
Design: ▪ Floor-standing cabinet
▪ Cable entries from below through cabinet base
▪ Accessible by front doors
▪ Doors with locks
▪ Opening angle: 90°
▪ MAN Diesel & Turbo standard color light grey (RAL7035)
▪ Weight: approx. 300 kg
▪ Ingress of protection: IP54
▪ Dimensions: 1,200 x 2,100 x 400 mm1) (preliminary)
1)
width x height x depth (including base)
Environmental Conditions ▪ Ambient air temperature: 0 °C to +55 °C
▪ Relative humidity: < 96 %
▪ Vibrations: < 0.7 g
3 Engine automation
Remote Operating Panel (optional)

Design ▪ Panel for control desk installation with 3 m cable to terminal bar for
installation inside control desk
2014-10-15 - 3.6
▪ Front color: White aluminium (RAL9006)

▪ Weight: 15 kg
▪ Ingress of protection: IP23
▪ Dimensions: 370 x 480 x 150 mm1)
1)
width x height x depth (including base)
Environmental Conditions ▪ Ambient air temperature: 0 °C to +55 °C

3.7 Installation requirements

▪ Vibrations: < 0.7 g
Electrical own consumption
Consumer Supply system Notes

Pn (kVA) Ub (V) F (Hz) Phase Fuse/
Starter by
yard
SaCoSone Interface Cabinet 0.54-0.661) 24 DC +/- 351) Power supply from ship
0.65-0.772) 402) battery distribution (two line
redundant power supply)
SaCoSone SaCoSone auxili- 0.25-1 400-480 50/60 3≈ 6A Power supply for consumers
ary cabinet on engine
SaCoSone Interface Cabinet 2.7 230 50/60 2≈ 16A Cabinet illumination, socket,
anticondensation heater,tem-
SaCoSone Auxiliary Cabinet
perature controller incl. regu-
lating valve drive, for each
temperature control system
1)
9L
2)
18V
Table 86: Electrical own consumption
Location
The Interface Cabinet is designed for installation in non-hazardous areas.
The maximum cable length between the engine and the Interface Cabinet is
60 meters.
The cabinet must be installed at a location suitable for service inspection.
Do not install the cabinet close to heat-generating devices.
In case of installation at walls, the distance between the cabinet and the wall
has to be at least 100 mm in order to allow air convection.
Regarding the installation in engine rooms, the cabinet should be supplied
with fresh air by the engine room ventilation through a dedicated ventilation
3 Engine automation
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.
2014-10-15 - 3.6
Ambient air conditions

For restrictions of ambient conditions, please refer to the section Technical
data, Page 180.

Cabling
The interconnection cables between the engine and the Interface Cabinet
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 Diesel & Turbo sup-
ply. Shielded cables have to be used for the cabling of sensors. For electrical
noise protection, an electric ground connection must be made from the cabi-
net to the hull of the ship.
All cabling between the Interface Cabinet and the controlled device is scope
of yard supply.
The cabinet is equipped with spring loaded terminal clamps. All wiring to
external systems should be carried out without conductor sleeves.
The redundant CAN cables are MAN Diesel & Turbo 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 Interface Cabinet 60 m
MODBUS cable between Interface Cabinet and ≤ 100 m

ship alarm system
Cable between Interface Cabinet and Remote ≤ 100 m

Operating Panel
Table 87: Maximum cable length
Installation works
During the installation period the yard has to protect the cabinet against
water, dust and fire. It is not allowed to do any welding near the cabinet. The
cabinet has to be fixed to the floor by screws.
If it is inevitable to do welding near the cabinet, the cabinet and panels have
to be protected against heat, electric current and electromagnetic influences.
To guarantee protection against current, all of the cabling must be discon-
nected from the affected components.
The installation of additional components inside the cabinet is only allowed
after approval by the responsible project manager of MAN Diesel & Turbo.
3 Engine automation
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
2014-10-15 - 3.6
typically differ from that in the engine room.

The sensor can be installed in the ventilation duct of the fan blowing the (out-
door) 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:

3.8 Engine-located measuring and control devices

1 Hole drilled into the duct of the engine 2 Self-designed holder in front of the duct.
room ventilation. Sensor measuring the
temperature of the airstream.
Figure 86: Possible locations for installing the sensor 1TE6000
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 1SE1004A/B1) speed pickup turbo- indication, - turbo- Control Module/ -

charger speed supervision charger Safety
3 Engine automation
2 1SE1005 speed pickup engine camshaft 0–900 rpm/ camshaft Control Module/ -
speed speed and 0–1,800 Hz drive wheel Alarm
position
input for
2014-10-15 - 3.6
CR
3 2SE1005 speed pickup engine camshaft 0–900 rpm/ camshaft Control Module/ -
speed speed and 0–1,800 Hz drive wheel Safety
position
input for
CR



Start and stop of engine
4 1SSV1011 solenoid valve engine actuated - engine Control Module/ -

start during Alarm
engine
start and
slowturn
5 1SSV1075 solenoid valve engine actuated - engine Control Module/ -

start during Alarm
engine
start and
slowturn
6 1HOZ1012 push button local emergency - Local Gateway Module -

emergency stop stop from Operating
local con- Panel
trol station
7 1SZV1012 solenoid valve engine manual - engine Control Module/ -

shutdown and auto- Safety
emergency
shutdown
8 1PS1012 pressure switch feedback 0–10 bar emergency Control Module/ -

emergency stop air emergency stop air Safety
stop, start- pipe on
blocking engine
active
Variable Valve Timing
3EM1024A/B1) electric motor Variable - engine Interface Cabinet VVT

VVT setting row A/B Valve Tim-
ing
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
2GOS1024A/ limit switch feedback - engine ccs Extension Unit VVT

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

B1) VVT part load posi- VVT part
tion row A/B, CCS load posi-
2014-10-15 - 3.6
tion
reached


B1) VVT full load position VVT full
row A/B, CCS load posi-
tion
reached
1GSV1024A/B solenoid valve activation - engine Extension Unit VVT

-11) for activation of of hydraulic
hydraulic valve VVT valve VVT
position "part load",
row A/B
1GSV1024A/B solenoid valve deactiva- - engine Extension Unit VVT

-21) for deactivation of tion of
hydraulic valve VVT hydraulic
position "part load", valve VVT
row A/B
2GSV1024A/B solenoid valve activation - engine Extension Unit VVT

-11) for activation of of hydraulic
hydraulic valve VVT valve VVT
position "full load",
row A/B
2GSV1024A/B solenoid valve deactiva- - engine Extension Unit VVT

-21) for deactivation of tion of
hydraulic valve VVT hydraulic
position "full load", valve VVT
row A/B
1PT1024A/B1) pressure transmitter monitoring, - engine Extension Unit VVT

VVT hydraulic system alarm
"part load", row A/B
2PT1024A/B1) pressure transmitter monitoring, - engine Extension Unit VVT

VVT hydraulic system alarm
"part load", row A/B
Charge air bypass
14 1XSV1030 solenoid valve charge blow by - engine Control Module/ charge air
air bypass flap while part- Alarm bypass
load or low
speed
Charge air blow-off

3 Engine automation
15 1XSV1031 solenoid valve charge charge air - engine Control Module/ charge air
air blow off flap A/B blow off at Alarm blow off
low suction
air temper-
2014-10-15 - 3.6
ature
Main bearings



16 xTE1064 double temp sensors, indication, 0–120 °C engine Control Modules main bear-
main bearings alarm, ing temp
engine pro- monitoring
tection
Turning gear
17 1GOS1070 limit switch turning indication - engine Control Module/ -

gear engaged and start Alarm
blocking
Slow turn
1SSV1075 solenoid valve turning - engine Control Module/

M329 for slow turn engine with Alarm
reduced
start air
pressure
2SSV1075 solenoid valve turning - engine Control Module/

M371/2 for slow turn engine with Alarm
reduced
start air
pressure
Jet Assist
18 1SSV1080 solenoid valve for Jet turbo- - engine Control Module/ Jet Assist
Assist charger Alarm
accelera-
tion by Jet
Assist
Lube oil system
19 1PT2170 pressure transmitter, alarm at 0–10 bar engine Control Module/ -

lube oil pressure low lube oil Alarm
engine inlet pressure
20 2PT2170 pressure transmitter, auto shut- 0–10 bar Local Control Module/ -
lube oil pressure down at Operating Safety
engine inlet low pres- Panel
sure
21 1TE2170 double temp sensor, alarm at 0–120 °C engine Control Modules -

lube oil temp engine high temp
inlet
3 Engine automation
22 1EM2470 electric motor cylin- cylinder - engine Auxiliary Cabinet -

der lubrication lubrication
23 1FE2470A/B1) limit switch cylinders function 0.1–1 Hz engine Control Module/ -

2014-10-15 - 3.6
lubricator line A/B control of Alarm

cylinder
lubricator
line A


24 1PT2570A/B1) pressure transmitter, alarm at 0–6 bar engine Control Module/ -
lube oil pressure tur- low lube oil Alarm
bocharger inlet pressure
25 2PT2570A/B1) pressure transmitter, auto shut- 0–6 bar engine Control Module/ -
lube oil pressure tur- down at Safety
bocharger inlet low lube oil
pressure
26 1TE2580A/B1) double temp sensor, alarm at 0–120 °C engine Control Modules -

lube oil temp turbo- high temp
charger drain
Oil mist detection
27 1QTIA2870 oilmist detector, oil- oilmist - engine - oil mist

mist concentration in supervision detection
crankcase
Splash oil
28 xTE2880 double temp sensors, splash oil 0–120 °C engine Control Modules -
splash oil temp rod supervision
bearings
Cooling water systems
29 1TE3168 double temp sensor for EDS 0–120 °C engine Control Module/ -
HT water temp visualisa- Alarm
charge air cooler inlet tion and
control of
preheater
valve

HT cooling water low pres- Alarm
pressure engine inlet sure
31 2PT3170 pressure transmitter, detection 0–6 bar engine Control Module/ -

HT cooling water of low Alarm
pressure engine inlet cooling
water pres-
sure
32 1TE3170 double temp sensor, alarm, indi- 0–120 °C engine Control Modules -
HTCW temp engine cation
inlet
3 Engine automation
33 1TE3180 temp sensor, HT - 0–120 °C engine Control Modules -

water temp engine
outlet
2014-10-15 - 3.6

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



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

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

LT water pressure low cooling Alarm
charge air cooler inlet water pres-
sure
38 2PT4170 pressure transmitter, alarm at 0–6 bar engine Control Unit -

LT water pressure low cooling
charge air cooler inlet water pres-
sure
39 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
40 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
43 xFCV5075A/B suction throttle valves volume - engine Injection Mod- -

1)
row A/B control of ule /CR
low pres-
sure fuel
44 1LS5076A/B1) level switch fuel pipe high pres- 0–2,000 bar engine Control Unit -
3 Engine automation
break leakage sure fuel

system
leakage
detection
2014-10-15 - 3.6
45 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment 1-5A/B detection


46 2PT5076A/B1) rail pressure sensors pressure of 0–2,000 bar engine Injection Mod- -
2 row A/B high pres- ule /CR
sure fuel
system
common
rail
47 xLS5077A/B1) level switch rail seg- rail leakage - engine Extension Unit -
ment detection
1–5A/B
48 xFSV5078A/B valve group for fuel fuel injec- - engine Injection Mod- -
1)
injection tion ule /CR
49 1FSV5080A/B flushing valve unloading - engine emergency stop -

1)
of common valve 1SZV1012
rail high
pressure
fuel system
A
50 1LS5080A/B1) level switch pump- alarm at - fuel leak- Control Module/ -

and nozzle leakage high level age moni- Alarm
row A/B toring tank
FSH-001
51 2LS5080A/B1) level switch dirty oil alarm at - pump bank Extension Unit -
leakage pump bank high level leakage
CS row A/B monitoring
CS
CCS row A/B monitoring
CCS
CCS row A/B monitoring
CCS
54 1TE5080A/B1) double temp sensor, remote 0–200 °C engine Extension Unit -

fuel temp after flush- indication
ing valve, row A/B and alarm
55 1TE5081A/B1) double temp sensor, remote 0–200 °C engine Extension Unit -

3 Engine automation
fuel temp after safety indication

valve, row A/B and alarm
56 1PZV5081 pressure relief valve mechanical - engine - -

limitation of
2014-10-15 - 3.6
rail pres-
sure
Charge air system



57 1PT6100 pressure transmitter, for EDS –20...+20 intake air Control Module/ -
intake air pressure visualisa- mbar duct after Alarm
tion filter
58 1TE6100 double temp sensor, temp input 0–120 °C intake air Control Module/ -
intake air temp for charge duct after Alarm
air blow-off filter
and EDS
visualisa-
tion
59 1TE6170A/B1) double temp sensor, for EDS 0–300 °C engine Control Modules -
charge air temp visualisa-
charge air cooler A/B tion
inlet
60 1PT6180A/B1) pressure transmitter, engine 0–6 bar engine Control Module/ -

charge air pressure control Alarm
before cylinders row
A/B
61 2PT6180A/B1) pressure transmitter, - 0–6 bar engine Control Module/ -

charge air pressure Safety
before cylinders row
A/B
62 1TE6180A/B1) double temp sensor, alarm at 0–120 °C engine Control Modules -

charge air temp after high temp
charge air cooler A/B
Exhaust gas system
63 xTE6570A/B1) double thermocou- indication, 0–800 °C engine Control Modules -

ples, exhaust gas alarm,
temp cylinders A/B engine pro-
tection
64 1TE6575A/B1) double thermocou- indication, 0–800 °C engine Control Modules -

ples, exhaust gas alarm,
temp before turbo- engine pro-
charger A/B tection
65 1TE6580A/B1) double thermocou- indication 0–800 °C engine Control Modules -

ples, exhaust gas
temp after turbo-
charger A/B
3 Engine automation
Control air, start air, stop air
66 1PT7170 pressure transmitter, engine 0–40 bar engine Control Module/ -

starting air pressure control, Alarm
2014-10-15 - 3.6
remote
indication
67 2PT7170 pressure transmitter, engine 0–40 bar engine Control Module/ -

starting air pressure control, Safety
remote
indication


emergency stop air low air Alarm
pressure pressure

emergency stop air low air Safety
pressure pressure

control air pressure indication Alarm

control air pressure indication Safety
1)
A-sensors: all engines; B-sensors: V-engines only.
Table 88: List of engine-located measuring and control devices
3 Engine automation
2014-10-15 - 3.6

4 Specification for engine supplies
4.1 Explanatory notes for operating supplies – Diesel

engines
4.1 Explanatory notes for operating supplies – Diesel engines
Temperatures and pressures stated in Planning data for emission standard:
IMO Tier II, Page 78 must be considered.
4.1.1 Lubricating oil
Main fuel Lube oil type Viscosity class Base No. (BN)
Gas (+MDO/MGO for ignition Doped (HD) + additives SAE 40 6 – 12 mg KOH/g Depends on sulphur
only) content
MGO (class DMA or MDZ) 12 – 20 mg KOH/g
MDO (ISO-F-DMB) 12 – 20 mg KOH/g
HFO Medium-alkaline + 30 – 40 mg KOH/g

additives
Table 89: Main fuel/lube oil type
Selection of the lubricating oil must be in accordance with the relevant chap-
ters.
The lubricating oil must always match the worst fuel oil quality.
A base number (BN) that is too low is critical due to the risk of corrosion.
A base number that is too high, could lead to deposits/sedimentation.
4.1.2 Fuel
The engine is designed for operation with HFO, MDO (DMB) and MGO (DMA,
DMZ) according to ISO8217-2010 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 MGO (DMA, DMZ) according to ISO 8217-2010,

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 MGO (DMA, DMZ) for short periods.
Boundary conditions:
2014-10-15 - 3.6
▪ Fuel in accordance with MGO (DMA, DMZ) and a viscosity of ≥ 2 cSt at

40 °C
▪ MGO-operation maximum 72 hours within a two week period (cumulative
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 (> 72h) or For long-term (> 72h) or continuous operation with MGO (DMA, DMZ), vis-
4.1 Explanatory notes for operating supplies – Diesel
engines
continuous operation cosity ≥ 2 cSt at 40 °C, special engine- and plant-related planning prerequi-
sites must be set and special actions are necessary during operation.
Following features are required on engine side:
▪ Inlet valve lubrication with possibility to be turned off and on manually
▪ In case of conventional injection system, injection pumps with sealing oil
system, which can be activated and cut off manually, are necessary
Following features are required on plant side:
▪ Layout of fuel system to be adapted for low-viscosity fuel (capacity 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!
▪ Inlet valve lubrication turned on
▪ In case of conventional injection system, sealing oil of injection pumps
activated
▪ Nozzle cooling system switched off
Continuous operation with MGO (DMA, DMZ):
▪ Lube oil for diesel operation (BN10-BN16) has to be used
Operation with heavy fuel oil of a sulphur content of < 1.5 %

Previous experience with stationary engines using heavy fuel of a low 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
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 needed, in spite of
experiences that engines have been proven to be very robust with regard to
the continuous usage of the standard lubrication 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-
2014-10-15 - 3.6
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.

4.2 Specification of lubricating oil (SAE 40) for operation

with MGO/MDO and biofuels
4.1.3 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 Fuel, Page 193
MDO (DMB) no
HFO yes
Table 90: Nozzle cooling system activation
4.1.4 Intake air

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 operation with MGO/MDO and
biofuels
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 Diesel & Turbo 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 following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
2014-10-15 - 3.6
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02


Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -

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

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

asphalt-like ageing products
must not be identifiable.
Table 91: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
(HD oils) must have the following properties:
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the 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.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
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.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection
Engine SAE class

2014-10-15 - 3.6
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40

51/60DF
Table 92: Viscosity (SAE class) of lubricating oils

Doped oil quality We recommend doped lubricating oils (HD oils) according to international

specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
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.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
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.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you 4 Specification for engine supplies
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analyzed. As long as the
oil properties are within the defined threshold values the oil may be used fur-
ther. See table Limit values for used lubricating oil, Page 203.
An oil sample must be analysed every 1-3 months (see maintenance sched-
ule). The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
2014-10-15 - 3.6
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).
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.
Approved lubricating oils SAE 40
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 Texaco 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
2014-10-15 - 3.6
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)

Approved lubricating oils SAE 40
4.3 Specification of lubricating oil (SAE 40) for heavy fuel

operation (HFO)
Manufacturer Base number 10 - 16 1) (mgKOH/g)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Caprano M40

Disola M4015
Table 93: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on
gas oil and diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up to 2.0
1)
weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur
when using these oils.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ 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
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
When operating with biofuels: max. 12 % FT-IR

biofuel fraction
Table 94: Limit values for used lubricating oil
4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)
2014-10-15 - 3.6
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.

Medium alkalinity lubricating oils have a proven track record as lubricants for
operation (HFO)
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralization reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. See table Approved lubricating oils for HFO-operated MAN Diesel &
Turbo four-stroke engines, Page 204.
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 below, particularly
in terms of its resistance to ageing:
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -

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

or DIN 51592
Evaporation loss Weight % - <2

Spot test (filter paper) - MAN Diesel test Precipitation of resins or

asphalt-like ageing products
must not be identifiable.
Table 95: Base oils - target values
* Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
2014-10-15 - 3.6
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

operation (HFO)
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
The lubricating oil must not absorb the deposits produced by the fuel.
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.
For tips on selecting the base number, refer to the table entitled Base num-
ber to be used for various operating conditions, Page 201.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lube oil selection
Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 96: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralization capabili-
(BN) ties (BN) are available on the market. At the present level of knowledge, an
interrelation between the expected operating conditions and the BN number
can be established. However, the operating results are still the overriding fac-
tor in determining which BN number provides the most efficient engine oper-
ation.
Table Base number to be used for various operating conditions, Page 201
indicates the relationship between the anticipated operating conditions and 4 Specification for engine supplies
the BN number.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
2014-10-15 - 3.6

Approx. BN Engines/Operating conditions

operation (HFO)
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 97: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a high-
sulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
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.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator

for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
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.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
2014-10-15 - 3.6
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. 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 Diesel & Turbo medium

operation (HFO)
speed engines. The oil properties must be regularly analyzed. As long as the
oil properties are within the defined threshold values the oil may be used fur-
ther. See table Limit values for used lubricating oil, Page 203.
An oil sample must be analysed every 1-3 months (see maintenance sched-
ule). The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ 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 4 Specification for engine supplies
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
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Table 98: Limit values for used lubricating oil
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

Base Number (mgKOH/g)

4.4 Specification for gas oil/diesel oil (MGO)
Manufacturer
20 30 40 50
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450
AGIP —— Cladium 300 Cladium 400 ——
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40

(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50

—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
PT Pertamina Medripal 420 Medripal 430 Medripal 440 Medripal 450

(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 XX 40
TOTAL LUBMAR- Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 99: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur
when using these oils.

Diesel oil
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 oils that satisfy specification F-75 or F-76 may be used.
2014-10-15 - 3.6
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 and ISO 8217-2010 (Class DMA or Class DMZ) standards
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 ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °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

(wear scar diameter)
Cetane index - ISO 4264 ≥ 40
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D

Table 100: Diesel fuel (MGO) – properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015
Additional information
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
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the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
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,
4.5 Specification for diesel oil (MDO)
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!
Analyses
Analysis of fuel samples is very important for safe engine operation. We can
analyse fuel for customers at our laboratory (PrimeServLab).
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 fuel depends on the design of the engine 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 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method 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 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60

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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

Properties Unit Testing method Designation

Coke residue (MCR) weight % ISO CD 10370 < 0.30
Cetane index - ISO 4264 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m 3

ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520

(wear scar diameter)
Other specifications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
ASTM D 396 No. 2

Table 101: Marine diesel oil (MDO) – characteristic values to be adhered to
* 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 transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
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.
2014-10-15 - 3.6
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
4.6 Specification for heavy fuel oil (HFO)
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
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!
Analyses
Analysis of fuel samples is very important for safe engine operation. We can
Prerequisites
MAN 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 209
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 following
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
2014-10-15 - 3.6
that these also comply with the international specifications. The engine oper-
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
209. The entries in the last column of this table provide important back-
ground information and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most impor-

tant specifications are ISO 8217-2010 and CIMAC-2003. These two specifi-
cations are more or less equivalent. Figure ISO 8217-2010 Specification for
heavy fuel oil indicates the ISO 8217 specifications. 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 with Technical Service of MAN
Diesel & Turbo in Augsburg is required. Heavy fuel oils with a maximum den-
sity 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 209 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 4 Specification for engine supplies
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 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
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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

legal requirements
Ash content 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing

content (total)
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil mg/kg The fuel must be free of lubri-

(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue Combustion properties

(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium < 100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 102: The fuel specification and corresponding characteristics for heavy fuel oil
2014-10-15 - 3.6


2014-10-15 - 3.6
Figure 87: ISO 8217-2010 specification for heavy fuel oil

2014-10-15 - 3.6
Figure 88: ISO 8217-2010 specification for heavy fuel oil (continued)


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 209 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
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, 23/30H
and 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of
the engine must be observed. This is the only way to ensure efficient atomi-
sation and mixture formation and therefore low-residue combustion. This
also prevents mechanical overloading of the injection system. For the prescri-
bed injection viscosity and/or the required fuel oil temperature 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 Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to 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
2014-10-15 - 3.6
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 Achievable proportion of foreign matter and water (following separa-

tion), Page 214 shows the prerequisites that must be met by the separator.
These limit values 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

1 Separator for 100 % flow rate 1 Separator (reserve) for 100 %
flow rate
Figure 89: Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the manufacturers' current
recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel should be consulted.
If the processing is in accordance with the MAN Diesel specifications and the
correct separators are chosen, it may be assumed that the results stated in
the table entitled Achievable proportion of foreign matter and water, Page
214 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
lubricating 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 % by vol. %

Table 103: Achievable proportion of foreign matter and water (after
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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
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).
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 218).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter 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 are aluminium silicate
particles that cause 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 pro-
portion 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 1,000 mm2/s (cST), or the tempera-
2014-10-15 - 3.6
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to Low-temperature behaviour (ASTM D 97),
Page 215.
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 Compatibility, Page 218).
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.
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 Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being

tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of fuel and this measurement is converted into an instrument-specific cetane
number (FIA-CN or EC). It has been established that in some cases, heavy
fuel oils with a low FIA cetane number or ECN number can cause operating
problems.
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
2014-10-15 - 3.6
the CCAI – assigning the CCAI ranges to engine types, Page 217.


V Viscosity in mm2/s (cSt) at A Normal operating conditions
50° C
D Density [in kg/m3] at 15° C B The ignition characteristics
can be poor and require
adapting the engine or the
operating conditions.
CCAI Calculated Carbon Aromatic- C Problems identified may lead 4 Specification for engine supplies
ity Index 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.
Figure 90: Nomogram for determining the CCAI – assigning the CCAI ranges to
engine types
The CCAI can be calculated using the following formula:
2014-10-15 - 3.6
CCAI = D - 141 log log (V+0.85) – 81

Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
components that are exposed to acidic combustion products is below the
acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.

The BN values specified in Section Specification of lubricating oil (SAE 40) for
heavy fuel operation (HFO), Page 199 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) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see Compatibility, Page 218).
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives 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 – classification/effects, Page 218.
Precombustion additives ▪ Dispersing agents/stabil-

isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 104: Additives for heavy fuel oils – Classification/effects
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 Diesel &
Turbo will monitor developments and inform its customers if required.
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If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must 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

2014-10-15 - 3.6

4.7 Viscosity-temperature diagram (VT diagram)
Explanations of viscosity-temperature diagram

Figure 91: 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.
2014-10-15 - 3.6

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 inlet* in °C
≥ 12 126 (line c)
≤ 14 119 (line d)
Table 105: Determining the viscosity-temperature curve and the required
preheating temperature
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
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) and
▪
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60 °C at the most with MDO (DMC).

A fuel cooler must therefore be installed.
If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.

4.8 Specification for engine cooling water
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact 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 cooling water must correspond to the following
limit values:
Properties/Characteris- Properties Unit
tic
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l**

Table 106: Cooling water - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel & Turbo water testing equipment incorporates devices that
determine the water properties referred to above in a straightforward man-

ner. The manufacturers of anticorrosive agents also supply user-friendly test-
ing equipment.
For information on monitoring cooling water, see section Cooling water
inspecting, Page 228.
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 cooling water. These waters are free of lime
2014-10-15 - 3.6
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
sion protection does not form on the walls. This is why distilled water must
be handled particularly carefully and the concentration of the additive must
be regularly 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 cooling water has not been treated correctly.
Processing of engine cooling water

Formation of a protective The purpose of treating the engine cooling water using anticorrosive agents
film is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticor-
rosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the Section Requirements, Page 222.
Protective films can be formed by treating the cooling water with anticorro- 4 Specification for engine supplies
sive chemical 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
2014-10-15 - 3.6
water first.
Additives for cooling water

Only the additives approved by MAN Diesel and listed in the tables under the
section entitled Approved cooling water additives, Page 228 may be used.

Required approval A cooling water 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 cooling water additive has been tested by the FVV, the engine
must be tested in the 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 cooling water con-
taining 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 cooling water treatment and electrochemical potential reversal that may
occur due to the cooling water temperatures which are usual in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution 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 Anti-freeze solutions with slushing properties, Page 228
(Military specification: Sy-7025) while observing the prescribed minimum
concentration. This concentration prevents freezing at temperatures down to
-22 °C and provides sufficient corrosion protection. However, the quantity of
anti-freeze solution actually required always depends on the lowest tempera-
tures that are to be expected at the place of use.
2014-10-15 - 3.6
Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-

corrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that the anti-freeze agents listed in the table Anti-freeze solutions with slush-

ing properties, Page 228 also contain corrosion inhibitors and their compati-

bility with other anticorrosive agents is generally not given, only pure glycol
may be used as anti-freeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Chemical additives –
nitrite free, Page 228 together with glycol is not permitted, because monitor-
ing the anticorrosive agent concentration in this mixture is no more possible.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must 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 cooling water has been con-
taminated 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
cooling water 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 cooling water 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. 4 Specification for engine supplies
The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see section Cooling water system cleaning,
Page 230).
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 cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
2014-10-15 - 3.6
vide 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 cooling system must be flushed thoroughly after cleaning. Once
this has been done, the engine cooling water must be immediately treated
with anticorrosive agent. Once the engine has been brought back into opera-
tion, the cleaned system must be checked for leaks.

Regular checks of the cooling water condition and cooling water system
Treated cooling water 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 cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating 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 227.
Excessively low concentrations can promote corrosion and must be avoided.
If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water 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-
ing water or the break up of emulsion, 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 cooling water 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 section Requirements, Page
222. The concentration of anticorrosive agent must subsequently be
checked and adjusted if necessary.
Subsequent checks of the cooling water are especially required if the cooling
water had to be drained off in order to carry out repairs or maintenance.
2014-10-15 - 3.6
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
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 Diesel & Turbo 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
Testing Regular analysis of cooling water is very important for safe engine operation.
We can analyse fuel for customers at our laboratory (PrimeServLab).
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

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Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 107: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

4.9 Cooling water inspecting
Manufacturer Product designation Initial dosing Minimum concentration

for 1,000 litres
Arteco Havoline XLI 75 l 7.5 %
Total WT Supra 75 l 7.5 %
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %

Long-Life
Table 108: Chemical additives - nitrite free
Emulsifiable slushing oils
Manufacturer Product
(designation)
BP Diatsol M
Fedaro M
Castrol Solvex WT 3
Shell Oil 9156

Table 109: Emulsifiable slushing oils
Anti-freeze solutions with slushing properties
Manufacturer Product designation Minimum concentration

BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell 35%
Mobil Frostschutz 500
Arteco Havoline XLC

Total Glacelf Auto Supra

Total Organifreeze
Table 110: Anti-freeze solutions with slushing properties
Summary
Acquire and check typical values of the operating media to prevent or limit
2014-10-15 - 3.6
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 Diesel & Turbo 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 Diesel & Turbo or
Mar-Tec Marine, Hamburg)
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

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 cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 111: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
Testing the concentration of anticorrosive agents 4 Specification for engine supplies

Short specification
Anticorrosive agent Concentration
Chemical additives According to the quality specification, see section: Specification for engine cooling water,
Page 222.
Anti-freeze agents According to the quality specification, see section: Specification for engine cooling water,
Page 222.
Table 112: Concentration of the cooling water additive
2014-10-15 - 3.6
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 Diesel & Turbo (quality specifications in Specification for engine

cooling water, Page 222) must be complied with in all cases. These recom-
4.10 Cooling water system cleaning
mended concentrations may be other than those specified by the manufac-

turer.
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 Diesel & Turbo.
Regular water samplings Small quantities of lubricating oil in cooling water can be found by visual
check during regular water sampling from the expansion tank.
Testing Regular analysis of cooling water is very important for safe engine operation.
We can analyse fuel for customers at our laboratory (PrimeServLab).
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 cooling water 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 cleaning 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 230 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
2014-10-15 - 3.6
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 113: 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 lime scale and rust deposits., Page 231 Prod-
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 lime scale and rust deposits, Page 231 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 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C

Table 114: Cleaning agents for removing limescale 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 4 Specification for engine supplies
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.
2014-10-15 - 3.6
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
lime scale and rust deposits, Page 231.

Following cleaning The cooling system must be flushed several times once it has been cleaned
4.11 Specification for intake air (combustion air)
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!
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.
4.11 Specification for 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 G3 quality in accordance with EN 779.
Requirements Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion 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 con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional 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 M5 according to EN
779.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
2014-10-15 - 3.6
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 permissi-
ble 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 surroundings of cement plants) addi-

tional measures must be taken. This includes the use of pre-separators,
4.12 Specification for compressed air

pulse filter systems and a higher grade of filter efficiency class at least up to
M5 according to EN 779.
In general, the following applies:
The inlet air path from air filter to engine shall be designed and implemented
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.
Properties Limit Unit *
Particle size < 5 µm: minimum 90% of the particle number
Particle size < 10 µm: minimum 98% of the particle number
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
* One Nm3 corresponds to one cubic meter of

gas at 0 °C and 101.32 kPa.
Table 115: Intake air (combustion air) - typical values to be observed
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.
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 in the 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
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Purity regarding oil Quality class X
Additional requirements are:

▪ 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-

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

▪ 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 duct

Compressed control air Compressed air for the gas duct control must meet at least the following
quality for the gas duct quality requirements according to ISO 8573-1:2010.
control
2014-10-15 - 3.6

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 2.0 – 3.5
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) - 20 – 30
Pressurized air for control air system - 2 – 10
Pressurized air for starting air system - 25 – 30
Intake air 20 – 25
Exhaust gas 40
Table 116: 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 need to be primed and painted according to the
specification – for stationary power plants consider Q10.09028-5013.
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▪ 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 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
Natural gas pipes

Galvanised steel pipe must not be used for the piping of the system.
Remark: 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.
Starting air/control air pipes

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
5.1.3 Installation of flexible pipe connections for resiliently mounted engines

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Arrangement of hoses on resiliently mounted engine

Flexible pipe connections become necessary to connect resilient mounted
engines with external 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 the L engines, Page
237 and table Excursions of the V engines, Page 237.
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) Cntrl. Side) Cntrl. 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 117: Excursions of the 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°.

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 ±0.066 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)
Vibration (±0.004) ~0.0 ~0.0 0.0 ±0.1 0.0 ±0.04 ±0.11 ±0.1
during normal
operation
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Run out ±0.052 0.0 0.0 0.0 ±0.64 0.0 ±0.1 ±3.6 ±1.0
resonance
Table 118: 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 utilized
by the above loading cases.
Figure 92: 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-
ded.
Flange and screw connections

Flexible pipes delivered loosely by MAN Diesel & Turbo 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

2014-10-15 - 3.6
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 93: 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 approx. 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.
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
2014-10-15 - 3.6
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
The flexible pipe must be installed as near as possible to the engine connec-
tion.
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 94: Installation of hoses

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5.1.4 Condensate amount in charge air pipes and air vessels
Figure 95: Diagram condensate amount
The amount of condensate precipitated from the air can be quite large, par-
ticularly in the tropics. It depends on the condition of the intake air (tempera-
ture, relative air humidity) in comparison to the charge air after charge air
cooler (pressure, temperature).
In addition the condensed water quantity in the engine needs to be mini-
mized. This is achieved by controlling the charge air temperature.
Determining the amount of condensate:
First determine the point I of intersection in the left side of the diagram (intake
air) between the corresponding relative air humidity curve and the ambient air
temperature.
Secondly determine the point II of intersection in the right side of the diagram
(charge air) between the corresponding charge air pressure curve and the
2014-10-15 - 3.6
charge air temperature. Note that charge air pressure as mentioned in sec-
tion Planning data for emission standard, Page 78 and the following 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 242 in this
section. 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 vessel
just use the 30 bar curve in a similar procedure.
Example 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 cooler °C 56

Charge air pressure (overpressure) bar 3.0
Solution acc. to above diagram: Unit Value
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
Table 119: Determining the condensate amount in the charge air pipe
Example to determine the condensate amount in the compressed air vessel

Volumetric capacity of tank (V) Litre 3,500
m3 3.5
Temperature of air in starting air ves- °C 40

sel (T) K 313
Air pressure in starting air vessel bar 30

2014-10-15 - 3.6
(p above atmosphere) bar 31

Air pressure in starting air vessel 31 x 105
(p absolute)


Gas constant for air (R)

287
Ambient air temperature °C 35
Ambient air temperature °C 35
Weight of air in the starting air vessel is calculated as follows:
Solution acc. to above diagram:
Water content of air according to kg of water/kg of air 0.030

point of intersection (I)
Maximum water content of air kg of water/kg of air 0.002

according to point of intersection (III)
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 120: Determining the condensate amount in the compressed air vessel
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5.2 Lube oil system

5.2 Lube oil system
5.2.1 Lube oil system diagram

2014-10-15 - 3.6

CF-001 Separator T-021 Sludge tank

5.2 Lube oil system
CF-003 MDO separator TCV-001 Temperature control valve

FIL-001 Automatic filter 1,2,3 Condensate trap
TR-001
FIL-002 Indicator filter V-001 By-pass valve
1,2 Suction strainer, cone type 2171 Engine inlet
FIL-004
H-002 Preheater 2173 Oil pump inlet
HE-002 Lube oil cooler 2175 Oil pump outlet
NRF-001 Non return flap 2197 Drain from oil pan
P-001 Service pump engine driven 2199 Drain from oil pan
P-012 Transfer pump 2598 Ventilation from turbocharger
P-074 Stand by pump electrical driven 2599 Drain from turbocharger
P-075 Cylinder lube oil pump 2898 Crankcase venting
PCV-007 Pressure control valve 7772 Control line to pressure control valve
PSV-004 Safety valve 9197 Dirty oil drain from covering
T-001 Service tank 9199 Dirt oil drain
T-006 Leakage oil collecting tank
Figure 96: Lube oil system diagram – Inclusive indicator filter
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Lube oil system diagram – Two-stage automatic filter, without indicator
5.2 Lube oil system

filter

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CF-001 Separator T-006 Leakage oil collecting tank

5.2 Lube oil system
CF-003 MDO separator T-021 Sludge tank

FIL-001 Two stage automatic filter TCV-001 Temperature control valve
FIL-002 Indicator filter, optional 1,2,3 Condensate trap
TR-001
1,2 Suction strainer, cone type 2171 Engine inlet
FIL-004
H-002 Preheater 2173 Oil pump inlet
HE-002 Lube oil cooler 2175 Oil pump outlet
NRF-001 Non return flap 2197 Drain from oil pan
P-001 Service pump engine driven 2199 Drain from oil pan
P-012 Transfer pump 2598 Ventilation from turbocharger
P-074 Stand by pump electrical driven 2599 Drain from turbocharger
P-075 Cylinder lube oil pump 2898 Crankcase venting
PCV-007 Pressure control valve 7772 Control line to pressure control valve
PSV-004 Safety valve 9197 Dirty oil drain from covering
T-001 Service tank 9199 Dirt oil drain
Figure 97: Lube oil system diagram – Two-stage automatic filter, without indicator filter
5.2.2 Lube oil system description
The diagrams represent the standard design of external lube oil service sys-
tems, with a combination of engine mounted and detached, freestanding,
lube oil pump(s). According to the needed lube oil quality, see section Lubri-
cating oil, Page 193
The internal lubrication of the engine and the turbocharger is provided with a
force-feed lubrication system.
The lubrication of the cylinder liners is designed as a separate system
attached to the engine but served by the inner lubrication system.
In multi-engine plants, for each engine a separate lube oil system is required.
T-001/Service tank
The main purpose of the service tank is to separate air and particles from the
lube oil, before being pumped back to the engine. For the design of the serv-
ice tank the class requirements have to be taken in consideration. For design
requirements of MAN Diesel & Turbo see section Lube oil service tank, Page
260.
H-002/Lube oil heater – Single main engine

The lube oil in the service tank and the system shall be heated up to ≥ 40 °C
prior to the engine start. A constant circulation of the lube oil with the stand-
by pump is not recommended.
2014-10-15 - 3.6
H-002/Lube oil heating – Multi-engine plant

The lube oil in the tank and the system shall be heated up to ≥ 40 °C during
stand-by mode of one engine. A constant circulation through the separate
heater is recommended with a small priming pump.

Suction pipes
5.2 Lube oil system

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. A non-return flap must be installed close to the lube oil tank in
order to prevent the lube oil backflow when the engine has been shut off.
PSV-004 Safety valve

For engine mounted pumps the non-return flap which is mentioned in the
paragraph Suction pipes, Page 249 above, needs to be by-passed by a relief
valve to protect the pump seals against high pressure because of counter
rotation (during shut-down).
FIL-004/Suction strainer
The suction strainer protect 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 manometer installed before
and after the strainer indicate when manual cleaning of filter becomes neces-
sary, which should preferably be done in port.
P-001/P-074/Lube oil pumps

For ships with more than one main engine additionaly to the service pump a
Prelubrication pump for pre- and postlurbrication is necessary. For needed
capacity of this pump see section Prelubrication/postlubrication, Page 256.
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 pump (P-001) and an
electrically driven stand-by pump (100 % capacity).
Additionally a Prelubrication pump is recommended (not mentioned in the
diagram). If nevertheless the stand-by pump is used for pre- and postlubrica-
tion MAN Diesel & Turbo has to be consulted as there are necessary modifi-
cations in the engine automation.
Using the stand-by pump (100%) for continuous prelubrication is not
allowed.
As long as the installed stand-by pump is providing 100 % capacity of the
operating pump, the class requirement to have an operating pump in spare
on board, is fulfilled.
The main advantages for an engine-driven lube oil pump are:

▪ Reduced power demand for GenSet/PTO for normal operation.
▪ Continuous lube oil supply during blackout and emergency stop for
engine run-out.
In general additional installations are to be considered for different pump
2014-10-15 - 3.6
arrangements:
▪ To comply with the rules of classification societies.
▪ To ensure continuous lube oil supply during blackout and emergency
stop for engine run-out.
For required pump capacities see section Planning data for emission stand-
ard, Page 78 and the following.

In case of unintended engine stop (e.g. blackout) the post lubrication must
5.2 Lube oil system
be started as soon as possible (latest within 20 min) after the engine has
stopped and must persist for 15 min.
This is required to cool down the bearings of T.C. and hot inner engine com-
ponents.
HE-002/Lube oil cooler

Dimensioning Heat data, flow rates and tolerances are indicated in section Planning data
for emission standard, Page 78 and the following.
On the lube oil side the pressure drop shall not exceed 1.1 bar.
TCV-001/Temperature control valve

The valve is to regulate the inlet oil temperature of the engine. The control
valve can be executed with wax-type thermostats.
Set point lube oil inlet Type of temperature control valve1)
temperature
55 °C Thermostatic control valve (wax/copper elements) or elec-
trically actuated control valve (interface to engine control)
1)
Full open temperature of wax/copper elements must be = set point.
Control range lube oil inlet temperature : Set point minus 10K.
Table 121: 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.
▪ 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
separator per engine is recommended to ensure a continuous separation
during engine operation.
The system integrated filters protect the diesel engine in the 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.
For selection of an applicable filter arrangement, the customer request for
operation and maintenance, as well as the class requirements, have to be
2014-10-15 - 3.6
taken in consideration.

Arrangement principles for lube oil filters
5.2 Lube oil system

FIL-001/FIL-002
Depending on engine type, the number of installed main engines in one plant
and on the safety standard wanted by the customer, different arrangement
principles for the filters FIL-001/FIL-002 are possible:
FIL 001 FIL 001 FIL 002
automatic filter automatic filter duplex filter
continuous flushing intermittent flushing as indicator filter
▪ incl. 2. filter stage - ▪ not required
▪ installed close to the
engine
- ▪ possible with or ▪ required
without bypass ▪ mounted down-
▪ mounted close to stream FIL 001
the engine
It is always recommended to install one separator in partial flow of each engine. Fil-
ter design has to be approved by MAN Diesel & Turbo.
Table 122: Arrangement principles for lube oil filters
FIL-001/Automatic filter
The automatic back washing filter is to be 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 service tank. Via suction line into a separator the oil will
be permanently bypass cleaned. This provides an efficient final removal of
deposits. (See section Lube oil service tank, Page 260).
Application Location of FIL001 Type of lube oil automatic filter FIL001
Continuous flushing Intermittent flushing
type type
Single-main- ▪ Engine room 34 µm 1st filter 34 µm
engine-plant ▪ Close to stage (Without 2nd filter
Multi-main-engine- engine 80 µm 2nd filter stage, double filter
plant stage 60 µm required)

Table 123: Automatic filter
As state-of-the-art, automatic filter types are recommended to be equipped

2014-10-15 - 3.6
with an integrated second filtration stage. This second stage protects 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 auto-
matic filter, additional indicator filter FIL-002 can be avoided. As far as the
automatic filter is installed without any additional filters downstream, before
the engine inlet, the filter has to be installed as close as possible to the
engine (see table Arrangement principles for lube oil filters, Page 251). In that

case the pipe section between filter and engine inlet must be closely inspec-
5.2 Lube oil system
ted 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.
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.
For filter mesh sizes see table Automatic filter, Page 251.
In case filter stage 1 is not working sufficiently, engine can run for max. 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
filtering.
FIL-002/Indicator filter
The indicator filter is a duplex filter, which must be cleaned manually. It must
be installed downstream of the 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 an indicator filter can be avoided. Customers who want to fulfil
a higher safety level, are free to mount an additional duplex filter close to the
engine.
Lube oil indicator filter FIL-002
Application ▪ Single- main engine ▪ Single- main engine

plant plant
▪ Multi- main engine ▪ Multi- main engine
plant plant
Requirement for indicator Indicator filter not required To be installed in the
filter external piping system
close to the engine
Explanation of requirement If the installed automatic If the installed automatic

filter FIL 001 is of continu- filter FIL 001 is of intermit-
ous flushing type incl. 2nd tent flushing type if the
filter stage 2nd filter stage is missed
Max. mesh width (abso- 60 µm

lute)
Table 124: Indicator filter
The indicator filter protects the engine also in case of malfunctions of the
automatic filter. The monitoring system of the automatic filter generates an
2014-10-15 - 3.6
alarm signal to alert the operating personnel. A maintenance of the automatic

filter becomes necessary. For this purpose the lube oil flow thought the auto-
matic filter has to be stopped. Single- main engine plants can continue to
stay in operation by by-passing the automatic filter. Lube oil can still be filtra-
ted sufficiently in this situation by only using the indicator filter.

In multi-engine-plants, where it is not possible to by-pass the automatic filter
5.2 Lube oil system

without loss of lube oil filtration, the affected engine has to be stopped in this
situation.
The design of the indicator 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 indicator filter returns into the leak oil tank (T-006). Draining will remove
the dirt accumulated in the casing and prevents contamination of the clean
oil side of the filter. For filter mesh sizes see table Indicator filter, Page 252.
Indication and alarm of filters

The automatic filter FIL-001 and the indicator duplex filter FIL-002 are equip-
ped with local visual differential pressure indicators and additionally with dif-
ferential pressure swiches. The switches are used for pre-alarm and main
alarm.
Differential Automatic filter FIL-001 Duplex/Indi-
pressure cator filter
between fil- Continuous flushing Intermittent FIL-002
ter inlet and flushing
outlet (dp)
dp switch This dp switch has to be installed twice if The dp pre-alarm: "Filter is
with lower an intermittent flushing filter is used. The polluted" is generated
set point is first switch is used for the filter control; it immediately
active will start the automatic flushing proce-
dure.
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 approx. 3 min, the dp pre-
alarm "filter is polluted" is generated. The
time delay becomes necessary to effect
the automatic flushing procedure before
and to evaluate its effect.
dp switch The dp main alarm "filter failure" is generated immediately. If the main
with higher alarm is still active after 30 min, the engine output power will be
set point is reduced automatically.
active
Table 125: Indication and alarm of filters
CF-001/Separator
The lube oil is intensively cleaned by separation in the by-pass thus relieving
the filters and allowing an economical design.
The separator should be of the self-cleaning type. The design is to be based
2014-10-15 - 3.6
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
The formula for determining the separator flow rate (Q) is:

5.2 Lube oil system
Q [l/h] Separator flow rate

P [kW] Total engine output
n HFO= 7, MDO= 5, 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 above formula.
Separator equipment
The 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 pre-
vented by high turbulence of the oil in the preheater.
Control accuracy ± 1 °C.
Cruise ships in arctic waters require larger 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 need not 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 MDO separator is
admissible. For reserve operation the MDO separator must be converted
accordingly. This includes the pipe connection to the lube oil system which
must not be implemented with valves or spectacle flanges. The connection 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 regulations of
classification societies.
PCV-007/Pressure control valve

By use of the pressure control valve, a constant lube oil pressure before the
engine is adjusted.
2014-10-15 - 3.6
The pressure control valve is installed upstream of the lube oil cooler. The
installation position is to be observed. By spilling off exceeding lube oil quan-
tities upstream of the major components these components can be sized
smaller. The return pipe (spilling pipe) from the pressure control valve returns
into the lube oil service tank.

The measurement point of the pressure control pipe is connected directly to
5.2 Lube oil system

the engine in order to measure the lube oil pressure at the engine. In this way
the pressure losses of filters, pipes and cooler are compensated automati-
cally (see section Pressure control valve, Page 263).
TR-001/Condensate trap
The condensate traps required for the vent pipes of the turbocharger, the
engine crankcase and the service tank must be installed as close as possible
to the vent connections. This will prevent condensate water, which has
formed on the cold venting pipes, to enter the engine or service tank.
See section Crankcase vent and tank vent, Page 265.
T-006/Leakage oil tank

Leaked fuel and the dirty oil drained from the lube oil filter casings is collected
in this tank. It is to be emptied into the sludge tank. The content must not be
added to the fuel. It is not permitted to add lube oil to the fuel.
Alternatively, separate leakage oil tanks for fuel and lube oil can be installed.
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 PN 10.
P-012 Transfer pump

The transfer pump supplies fresh oil from the lube oil storage tank to the
operating tank. Starting and stopping of the pump should preferably be done
automatically by float switches fitted in the tank.
P-075/Cylinder lube oil pump

The pump fitted to the engine is driven by an electric motor (asynchronous
motor 380 – 420 V/50 Hz or 380 – 460 V/60 Hz three-phase AC with pole
changing). For the cylinder lubrication MAN Diesel & Turbo will supply a Con-
trol Unit inclusive a pump contactor, with a power consumption of about

0.5 kW for pump, control and heating.
This value must be doubled for V engines, as two Control Units (one for each
row) are supplied in one cabinet.
2014-10-15 - 3.6

5.2 Lube oil system
5.2.3 Prelubrication/postlubrication
Prelubrication
The prelubrication oil pump must be switched on at least 5 minutes before
engine start. The prelubrication oil pump serves to assist the engine attached
main lube oil pump, until this can provide a sufficient flow rate.
Pressure before engine: 0.3 – 0.6 barg
Oil temperature min.: 40 °C
Note!
Above mentioned pressure must be ensured also up to the highest possible
lube oil temperature before the engine.
Prelubrication/postlubrication pumps – Minimum needed delivery rates (m3/h)
Note!
Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C. Please
consider additional external automatic lube oil filter by adding to minimum delivery rates
1/2 of its nominal flushing amount.
No. of cylinders
6L 7L 8L 9L 12V 14V 16V 18V
35 41 47 53 70 82 93 105
Table 126: Delivery rates of prelubrication/postlubrication pumps
Postlubrication
The prelubrication oil pumps are also to be used for postlubrication when the
engine is stopped.
Postlubrication is effected for a period of 15 min.
5.2.4 Lube oil outlets
Lube oil drain

Two connections for oil drain pipes are located on both ends of the engine oil
sump, except for L48/60 – 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
2014-10-15 - 3.6
tank.
Expansion joints
At the connection of the oil drain pipes to the service tank, expansion joints
are required.

Shut-off butterfly valves
5.2 Lube oil system

If for lack of space, no cofferdam can be provided underneath the 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.

2014-10-15 - 3.6

Lube oil outlets – Drawings

5.2 Lube oil system
2014-10-15 - 3.6
Figure 98: Example: Lube oil outlets in-line engine

5.2 Lube oil system

2014-10-15 - 3.6
Figure 99: Example: Lube oil outlets V-type engine

5.2 Lube oil system
5.2.5 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 265.
Lube oil preheating

Preheating the lube oil to 40 °C is effected by the preheater of the separator
via the free-standing pump. The preheater must be enlarged in size if neces-
sary, so that it can heat the content of the service tank to 40 °C, within 4
hours.
2014-10-15 - 3.6

5.2 Lube oil system

2014-10-15 - 3.6
Figure 100: Example: Lube oil service tank

5.2 Lube oil system
2014-10-15 - 3.6
Figure 101: Example: Details lube oil service tank

5.2 Lube oil system

5.2.6 Pressure control valve
PCV-007 Pressure control valve 1,2P-001 Service pump engine driven

2173A Oil pump inlet 2173B Oil pump inlet
2175 Oil pump outlet 2161 Oil drain from pressure control valve
2171 Oil inlet on the engine 7772 Control oil for pressure control valve
Figure 102: Pressure control valve installation

2014-10-15 - 3.6

5.2 Lube oil system
5.2.7 Lube oil filter
Lube oil automatic filter
N1 Inlet N2 Outlet
N3 Flushing oil outlet
Figure 103: Example – Lube oil automatic filter

2014-10-15 - 3.6

Lube oil double filter
5.2 Lube oil system

N1 Inlet N2 Outlet
Figure 104: Example: Lube oil double filter
5.2.8 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 required nominal diameters
ND are stated in the chart following the diagram.

Notes!
▪ 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
2014-10-15 - 3.6
flame breakers.
▪ Condensate trap overflows are to be connected via siphone to drain
pipe.
▪ Specific requirements of the classification societies are to be strictly
observed.

5.3 Water systems
1 Connection crankcase vent 2 Connection turbocharger

vent
3 Lubricating oil service tank 4 Condensate trap, continu-
ously open
Figure 105: Crankcase vent and tank vent
Engine Nominal diameter ND (mm)

A B C D
6L, 7L 100 100 65 125
8L, 9L 100 100 80 125
12V, 14V 100 125 100 150
16V, 18V 100 125 125 200

Table 127: Nominal Diameter ND (mm)
5.3 Water systems
5.3.1 Cooling water system diagram

2014-10-15 - 3.6
Please see overleaf!

Cooling water system diagram – Single engine plant
5.3 Water systems

2014-10-15 - 3.6

Components:
5.3 Water systems
1,2 Sea water filter HE-034 Cooler for compressor wheel casing
FIL-019
1,2 Strainer of commissioning MOV-002 HT cooling water temperature control
FIL-021 valve
HE-002 Lube oil cooler MOV-003 Charge air temperature (CHATCO)
HE-003 Cooler for HT cooling water MOV-016 LT cooling water temperature control
valve
HE-005 Nozzle cooling water cooler MOD-004 Preheating module
HE-007 Diesel oil cooler MOD-005 Nozzle cooling module
HE-008 Charge air cooler (stage 2) 1P-002 Attached HT cooling water pump
HE-010 Charge air cooler (stage 1) 2P-002 HT cooling water standby pump, free
standing
HE-023 Gearbox lube oil cooler 1,2P-062 Sea water pump
HE-024 Cooler for LT cooling water 1,2P-076 Pump for LT cooling water
HE-026 Freshwater generator
Major cooling water engine connec-
tions:
3171 HT cooling water inlet 3471 Nozzle cooling water inlet
3199 HT cooling water outlet 3499 Nozzle cooling water outlet
3172 HT cooling water inlet T-002 HT cooling water expansion tank
4171 LT cooling water inlet T-075 LT cooling water expansion tank
4199 LT cooling water outlet 1,2 Shut off flap charge air cooler I
POF-001
4184 Compressor cooling water outlet POF-002 Shut off flap charge air cooler II
Connections to the nozzle cooling mod-
ule:
N1, N2 Return/feeding of engine nozzle cooling
water
N3, N4 Inlet/outlet LT cooling water
Figure 106: Cooling water system diagram – Single engine plant
2014-10-15 - 3.6

Cooling water system diagram – Twin engine plant
5.3 Water systems

2014-10-15 - 3.6

Components:
5.3 Water systems
1,2 Sea water filter 1,2 HT cooling water temperature control

FIL-019 MOV-002 valve
1,3 Strainer for commissioning 1,2 Charge air temperature (CHATCO)
FIL-021 MOV-003
1,2 Lube oil cooler MOV-016 LT cooling water temperature control
HE-002 valve
HE-003 Cooler for HT cooling water 1,2 Preheating module
MOD-004
HE-005 Nozzle cooling water cooler MOD-005 Nozzle cooling module
HE-007 Diesel oil cooler 1,3P-002 Attached HT cooling water pump
1,2 Charge air cooler (stage 2) 2,4P-002 HT cooling water standby pump, free
HE-008 standing
1,2 Charge air cooler (stage 1) 1,2P-062 Sea water pump
HE-010
HE-023 Gearbox lube oil cooler 1,2P-076 Pump for LT cooling water
HE-024 Cooler for LT cooling water 1-4 Shut off flap charge air cooler I
POF-001
1,2 Freshwater generator 1,2 Shut off flap charge air cooler II
HE-026 POF002
1,2 Cooler for compressor wheel casing
HE-034
tions:
3171 HT cooling water inlet 4184 Compressor cooling water outlet
3199 HT cooling water outlet 3471 Nozzle cooling water inlet
3172 HT cooling water inlet 3499 Nozzle cooling water outlet
4171 LT cooling water inlet T-002 HT cooling water expansion tank
4199 LT cooling water outlet T-075 LT cooling water expansion tank
ule:
N1,N2,N1 Return/feeding of engine nozzle cooling
1 water
N3, N4 Inlet/outlet LT cooling water
Figure 107: Cooling water system diagram – Twin engine plant
5.3.2 Cooling water system description
The diagrams showing cooling water systems for main engines comprising
the possibility of heat utilisation in a freshwater 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 Diesel & Turbo in
2014-10-15 - 3.6
advance in case other arrangements should be desired.

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 for emission standard: IMO Tier II, Page 78 and follow-
ing sections.

The cooling water is to be conditioned using a corrosion inhibitor, see sec-
5.3 Water systems

tion Specification for engine cooling water, Page 222.
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 Diesel & Turbo
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.
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 (HE-002)
▪ Nozzle cooling water cooler (HE-005)
▪ Fuel oil cooler (HE-007)
▪ Gear lube oil cooler (HE-023) (or e. g. alternator cooling in case of a die-
sel-electric plant)
▪ LT cooling water cooler (HE-024)
▪ Other components such as, e. g., auxiliary engines (GenSets)
LT cooling water pumps can be either of enginedriven or electrically-driven
type.
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 LT cooler (HE-024) is determined by the tem-
perature difference between seawater and LT cooling water. Due to this cor-
relation an LT freshwater temperature of 32 °C can be ensured at a seawater
temperature of 25 °C.
To meet the IMO Tier I/IMO Tier II regulations the set point of the temperature
regulator valve (MOV-016) is to be adjusted to 32 °C. However this tempera-
ture will fluctuate and reach at most 38 °C with a seawater temperature of 32
°C (tropical conditions).
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-076).
High performing turbochargers lead to a high temperature at the compressor
2014-10-15 - 3.6
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-076/LT cooling water The delivery rates of the service and standby pump are mainly determined by
pump 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-

5.3 Water systems
tional smaller pump is recommendable.

MOV-003/Temperature This three-way valve is to be installed as a mixing valve.
control valve for charge air It serves two purposes:
cooler
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 tempera-
ture is maintained.
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
and is to be equipped with an actuator with high positioning speed. The
actuator must permit manual emergency adjustment.
HE-002/Lube oil cooler For the description see section Lube oil system description, Page 248. For
heat data, flow rates and tolerances see section Planning data for emission
standard, Page 78 and the following. For the description of the principal
design criteria see paragraph Cooler dimensioning, general, Page 271 in this
section.
HE-024/LT cooling water For heat data, flow rates and tolerances of the heat sources see section
cooler Planning data for emission standard, Page 78 and the following. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 271 in this section.
MOV-016/LT cooling water This is a motor-actuated three-way regulating valve with a linear characteris-
temperature regulator tic. It is to be installed as a mixing valve. It maintains the LT cooling water at
set-point temperature, which is 32 °C.
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 normal positioning speed (high speed
not required). The actuator must permit manual emergency adjustment.
Caution!
For engine operation with reduced NOx emission, according to IMO Tier
I/IMO Tier II requirement, at 100 % engine load and a seawater temperature
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.
Fil-021/Strainer In order to protect the engine and system components, several strainers are
to be provided at the places marked in the diagram before taking the engine
into operation for the first time. The mesh size is 1 mm.
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 watercooler
(HE-005).
Heat data, flow rates and tolerances are indicated in section Planning data
2014-10-15 - 3.6
for emission standard, Page 78 and the following. The principal design crite-
ria for coolers has been described before in paragraph Cooler dimensioning,
general, Page 271 in this section. For plants with two main engines only one
nozzle cooling water cooler (HE-005) is needed. As an option a compact
nozzle-cooling module (MOD-005) can be delivered, see section Nozzle
cooling water module, Page 286.

HE-007/MDO/MGO 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 271 in this sec-
tion. For plants with more than one engine, connected to the same fuel oil
system, only one MDO/MGO cooler is required.
T-075/LT cooling water The effective tank capacity should be high enough to keep approx. 2/3 of the
expansion tank tank content of T-002. In case of twin-engine plants with a common cooling
water system, the tank capacity should be by approx. 50 % higher. The
tanks T-075 and T-002 should be arranged side by side to facilitate installa-
tion. In any case the tank bottom must be installed above the highest point of
the LT 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
expansion tank, without any air pockets.
Minimum required diameter is DN 32 for L engines and DN 40 for V engines.
For the recommended installation height and the diameter of the connecting
pipe, see table Service tanks capacity, Page 105 in section Filling volumes
and flow resistances, Page 105.
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
▪ HT cooler (HE-003)
▪ Heat utilisation, e. g. freshwater generator (HE-026)
▪ HT cooling water preheater (H-020)
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, e. g., orifices, flow regulation valves, by-pass systems etc.
are to be installed where necessary. Check total pressure loss in HT cirquit.
The delivery height of the attached pump must not be exceeded.
H-001/Preheater Before starting a cold engine, it is necessary to preheat the waterjacket up to
2014-10-15 - 3.6
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 273 below.

Engine type L engine, V engine

5.3 Water systems
Min. heating power 14

(kW/cylinder)
Table 128: 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 pas-
senger 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 approx. 50 %.
An electrically driven pump becomes necessary to circulate the HT cooling
water during preheating. For the required minimum flow rate see table Mini-
mum flow rate during preheating and post-cooling, Page 274 below.
No. of cylinders Minimum flow rate required during preheat-

ing and post-cooling
m3/h
6L 14
7L 16
8L 18
9L 20
12V 28
14V 30
16V 30
18V 30
Table 129: Minimum flow rate during preheating and post-cooling
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
2014-10-15 - 3.6
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
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 Diesel & Turbo can supply a compact preheating module
(MOD-004). One module for each main engine is required.

HE-003/HT cooling water For heat data, flow rates and tolerances of the heat sources see section
5.3 Water systems

cooler Planning data for emission standard, Page 78 and following sections. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 271 in this section.
HE-026/Fresh water The freshwater generator must be switched off automatically when the cool-
generator ing water temperature at the engine outlet drops below 88 °C continuously.
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).
▪ 1 temperature sensor TE, directly downstream of the engine outlet.
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 recognizes deviations by means of the
sensor at the engine outlet and afterwards corrects the reference value
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-
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. 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.
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In case of a deviating system layout, MAN Diesel & Turbo is to be consulted.

P-002/HT cooling water The engine is normally equipped with an attached HT pump (default solu-
pumps tion).
The standby pump has to be of the electrically driven type.

It is required to cool down the engine for a period of 15 minutes after shut-
5.3 Water systems
down. For this purpose the standby pump can be used. In case that neither
an electrically driven HT cooling water pump nor an electrically driven
standby pump is installed (e. g. multi-engine plants with engine driven HT
cooling water pump without electrically driven HT standby pump, if applica-
ble by the classification rules), it is possible to cool down the engine by a
separate small preheating pump, see table Minimum flow rate during pre-
heating and post-cooling, Page 274. Or if the optional preheating unit
(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 to be fitted for
adjusting the specified operating point.
T-002/HT cooling water The expansion tank compensates changes in system volume and losses due
expansion tank to leakages. It is to be arranged in such a way, that the tank bottom is situ-
ated above the highest point of the system at any ship inclination.
The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the
expansion tank, without any air pockets. Minimum required diameter is
DN 32 for L engines and DN 40 for V engines.
For the required volume of the tank, the recommended installation height and
the diameter of the connection pipe, see table Service tanks capacity, Page
105.
Tank equipment:
▪ Sight glass for level monitoring
▪ Low-level alarm switch
▪ Overflow and filling connection
▪ Inlet for corrosion inhibitor
5.3.3 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,
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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, especially at part load conditions.

Advanced systems
5.3 Water 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
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,
especially at part load conditions.
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 Diesel & Turbo 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 for emission stand-
ard: IMO Tier II – Electric propulsion, Page 78 and have to be cleared in

advance with MAN Diesel & Turbo.
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Advanced HT cooling water system for increased fresh water generation

5.3 Water systems
2014-10-15 - 3.6

Components:
5.3 Water systems

1,2D-003 Auxiliary engine MOV-001 HT CW main temperature control valve
1,2 Sea water filter MOV-002 Cylinder cooling water temperature
FIL-019 control valve
1,2 Strainer for commisioning MOV-003 Charge air temperature control
FIL-021 (CHATCO)
H-020 Preheater main engine MOD-004 Preheating module
H-027 Preheater aux. engine MOD-005 Nozzle cooling module
HE-002 Lube oil cooler MOV-016 LT cooling water temperature control
valve
HE-003 Cooler for HT cooling water 1P-002 Pump for HT charge air cooling water
HE-005 Nozzle cooling water cooler 2P-002 Pump for HT cylinder cooling water
HE-007 Diesel oil cooler 1,2P-062 Sea water pump
HE-008 Charge air cooler (stage 2) 1,2P-076 Pump for LT cooling water
HE-010 Charge air cooler (stage 1) 1,2 Shut-off flap for charge air preheating
POF-001 (depending on plant)
HE-023 Gearbox lube oil cooler POF-002 Shut-off flap for charge air preheating
(depending on plant)
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
tions:
3171 Inlet cylinder cooling pump 4177 Stand-by pump charge air cooler
3177 Stand-by pump cylinder cooling 4171, Inlet/outlet charge air cooler (Stage 2)
4199
3199 Outlet HT cylinder cooling water 3179, Inlet preheating
4179
3471, Inlet/outlet nozzle cooling 4184 Outlet for compressor wheel cooling
3499
4173 Inlet charge air cooler pump (stage 1) 4197 Inlet charge air cooler (Stage 1)
ule:
N1, N2 Return/feeding of engine nozzle cooling N3, N4 Inlet/outlet LT cooling water
water
Figure 108: Advanced HT cooling water system for increased fresh water generation
5.3.4 Cooling water collecting and supply system
T-074/Cooling water collecting tank (not indicated in the diagram)

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).
2014-10-15 - 3.6
P-031/Transfer pump (not indicated in the diagram)

The content of the collecting tank can be discharged into the expansion
tanks by a freshwater transfer pump.

5.3 Water systems
5.3.5 Miscellaneous items
Piping
Coolant additives may attack a zinc layer. It is therefore imperative to avoid to
use galvanised steel pipes. Treatment of cooling water as specified by MAN
Diesel & Turbo will safely protect the inner pipe walls against corrosion.
Moreover, there is the risk of the formation of local electrolytic element cou-
ples where the zinc layer has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to the substrate.
Please see the instructions in our Work card 6682 000.16-01E for cleaning
of steel pipes before fitting.
Pipe branches must be fitted to discharge in the direction of flow in a flow-
conducive manner. Venting is to be provided at the highest points of the pipe
system and drain openings at the lowest points.
Cooling water pipes are to be designed according to pressure values and
flow rates stated in section Planning data for emission standard, Page 78
and the following sections. The engine cooling water connections are mostly
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 two dirty-water
drain pipes via a funnel (for visual inspection) to the sludge tank.
The lance must be removed after every washing process. This is a precau-
tionary 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 http://www.mandieselturbo.com/
0000089/Products/Turbocharger.html
5.3.6 Cleaning of charge air cooler (built-in condition) by a 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.
▪ The casing must be filled and drained with a big firehose with shut-off
valve (see P & I). 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.
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▪ Insert the ultrasonic cleaning device after addition of the cleaning agent in
default dosing portion.
▪ Flush with freshwater (Quantity: approx. 2x to fill in and to drain).
The contaminated water must be cleaned after every sequence and must be
drained into the dirty water collecting tank.
Recommended cleaning medium:

"PrimeServ Clean MAN C 0186"
5.3 Water systems

Increase in differential pressure1) Degree of fouling Cleaning period (guide value)
< 100 mm WC Hardly 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 130: 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.

2014-10-15 - 3.6

5.3 Water systems
1 Installation ultrasonic cleaning 2 Firehose with sprag nozzle

3 Firehose 4 Dirty water collecting tank.
Required size of dirty water collecting tank:
Volume at the least 4-multiple charge air
cooler volume.
5 Ventilation A Isolation with blind flanges
Figure 109: Principle layout

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5.3 Water systems

5.3.7 Turbine washing device, HFO-operation

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Figure 110: Cleaning turbine

5.3 Water systems
5.3.8 Nozzle cooling system and diagram
Nozzle cooling system description

General In HFO operation, the nozzles of the fuel injection valves are cooled by fresh-
water circulation, therefore a nozzle cooling water system is required. It is a
separate and closed system re-cooled by the LT cooling water system, but
not directly in contact with the LT cooling water. The nozzle cooling water is
to be treated with corrosion inhibitor according to MAN Diesel & Turbo speci-
fication see section Specification for engine cooling water, Page 222.
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.
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Nozzle cooling system
5.3 Water systems

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D-001 Diesel engine T-076 Nozzle cooling water expansion tank

5.3 Water systems
FIL-021 Strainer, cooling water system, for com- TCV-005 Temperature control valve for nozzle
missioning cooling water
HE-005 Nozzle cooling water cooler FBV-020 Flow balancing valve
P-005 Nozzle cooling water pump 3471 Nozzle cooling water inlet
P-031 Filling pump 3495 Nozzle cooling water drain
T-039 Cooling water storage tank 3499 Nozzle cooling water outlet
Figure 111: Nozzle cooling system
P-005/Cooling water pump The centrifugal (non self-priming) pump discharges the cooling water via
cooler HE-005 and the strainer 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 expansion tank from
where it returns to the pump.
One system can be installed for up to three engines.
T-076/Expansion tank For the installation height above the crankshaft centreline see section Plan-
ning data for emission standard, Page 78 and the following.
If there is not enough room to install the tank at the prescribed height, an
alternative pressure system of modular design is available, permitting installa-
tion at the engine room floor level next to the engine (see system drawing
overleaf).
The system is to be closed with an over-/underpressure valve on tank top to
prevent flashing to steam.
HE-005/Cooler The cooler is to be connected in the LT cooling water 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/Temperature The temperature control valve with thermal-expansion elements regulates the
control valve flow through the cooler to reach the required inlet temperature of the nozzle
cooling water. It has a regulating range from approx. 50 °C (valve begins to
open the pipe from the cooler) to 60 °C (pipe from the cooler completely
open).
FIL-021/Strainer To protect the nozzles for the first commissioning of the engine a strainer 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 Diesel & Turbo. Wiring to the common engine terminal box is present.
5.3.9 Nozzle cooling water module
Purpose
The nozzle cooling water module serves for cooling the fuel injection nozzles
2014-10-15 - 3.6
on the engine in a closed nozzle cooling water circuit.
Design
The nozzle cooling water module consists of a storage tank, on which all
components required for nozzle cooling are mounted.

Description
5.3 Water systems

By means of a circulating pump, the nozzle cooling water is pumped from
the service tank through a heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank, via a sight glass. Through
the sight glass, the nozzle cooling water can be checked for contamination.
The heat exchanger is integrated in the LT cooling water system. By means
of a temperature control valve, the nozzle cooling water temperature
upstream of the nozzles is kept constant. The performance of the service
pump is monitored within the module by means of a flow switch. If required,
the optional standby pump integrated in the module, is started. Throughput
0.8 – 10.0 m³/h nozzle cooling water, suitable for cooling of all number of cyl-
inders of the current engine types and for single or double engine plants.
Required flow rates for the respective engine types and number of cylinders
see section Planning data for emission standard, Page 78 and the following.

2014-10-15 - 3.6

5.3 Water systems
Part list
1 Tank 2 Circulating pump
3 Plate heat exchanger 4 Inspection hatch
5 Safety valve 6 Automatic-venting
7 Pressure gauge 8 Valve
9 Thermometer 10 Thermometer
11 Sight glass 12 Flow switch set point

13 Valve with non-return 14 Temperature regulating valve
15 Expansion pot 16 Ball-type cock
17 Ball-type cock 18 Ball-type cock
19 Ball-type cock 20 Switch cabinet
21 Flexible hose
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Connection
N1 Nozzle cooling water return from engine N2 Nozzle cooling water outlet to engine
N3 Cooling water inlet N4 Cooling water outlet
N5 Check for "oil in water" N6 Filling connection
N7 Discharge
Figure 112: Example: Compact nozzle cooling water module

5.3 Water systems

D-001 Diesel engine T-076 Nozzle cooling water expansion tank

FIL-021 Strainer for commissioning TCV-005 Temperature control valve for nozzle
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cooling water
HE-005 Nozzle cooling water cooler 3471 Nozzle cooling water inlet
MOD-005 Nozzle cooling water module 3495 Nozzle cooling water drain
P-005 Nozzle cooling water pump 3499 Nozzle cooling water outlet
T-039 Cooling water storage tank
Figure 113: Nozzle cooling water module

5.3 Water systems
5.3.10 Preheating module

1 Preheater 2 Circulating pump

3 Valve 4 Safety valve
5 Flow switch 6 Temp. limiter
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7 Temp. sensor 8 Solenoid valve

9 Condensat water discharger 10 Automatic ventilation
11 Switch cabinet
A Cooling water inlet, PN16/40 B Cooling water outlet, PN16/40
C Steam inlet, PN40 D Condensat outlet PN40
E Pneumatic control 1/4" internal thread
Figure 114: Example – Compact preheating cooling water module

5.4 Fuel oil system

5.4 Fuel oil system
5.4.1 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 shows the system components required for fuel
treatment for marine diesel oil (MDO).
T-015/MDO 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.
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 to absorb all residues which accumulate during
the operation in the course of a maximum duration of voyage. In order to
render emptying of the tank possible, it has to be heated.
The heating is to be dimensioned so that the content of the tank can be
heated to approx. 40 °C.
P-073/MDO supply pump

The supply pumps 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/MDO preheater
In order to achieve the separating temperature, a separator adapted to suit
the fuel viscosity should be fitted.
CF-003/MDO separator
A self-cleaning separator must be provided. The separator is dimensioned in
accordance with the separator manufacturers' guidelines.
2014-10-15 - 3.6
The required flow rate (Q) can be roughly determined by the following equa-
tion:

5.4 Fuel oil system

P [kW] Total engine output of diesel gensets (without stand-by sets)
be Fuel consumption
[kg/kWh]
ρ Density at separating temp approx. 0.87 kg/l
By means of the separator flow rate which was determined in this way, the
separator type, depending on the fuel viscosity, is selected from the lists of
the separator manufacturers.
For determining the maximum fuel consumption (be), increase the specific
table value by 15 %.
This increase takes into consideration:
▪ Tropical conditions
▪ The engine-mounted pumps
▪ Fluctuations of the calorific value
▪ The consumption tolerance

Points for drawing fuel oil samples are to be provided upstream and down-
stream of each separator, to verify the effectiveness of these system compo-
nents.
T-003/MDO service tank

See description in section Heavy fuel oil (HFO) supply system, Page 307.
T-071/Clean leakage fuel oil tank

See description in section Marine diesel oil (MDO) supply system for diesel
engines, Page 294.
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MDO treatment system
5.4 Fuel oil system

2014-10-15 - 3.6

CF-003 MDO separator P-073 MDO supply pump

5.4 Fuel oil system
H-019 MDO preheater T-015 MDO storage tank

T-021 Sludge tank 1,2T-003 MDO service tank
P-057 Diesel oil filling pump T-071 Clean leakage fuel tank
Figure 115: MDO treatment system
5.4.2 Marine diesel oil (MDO) supply system for diesel engines
General
The MDO supply system is an open system with open deaeration service
tank. 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).
MDO fuel 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 viscosity should be 11 cSt or less. The fuel tempera-
ture has to be adapted accordingly. It is also to make sure, that the MDO fuel
temperature of max. 45 °C in engine inlet (for all MDO qualities) is not excee-
ded. Therefore a tank heating and a cooler in the fuel return pipe are
required.
T-003/MDO service tank

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 MDO/MGO service tank T-003 to the MDO/MGO storage tank
T-015, with heating coils and insulation.
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 MDO it is recommended to heat the tank in order to

reach a fuel 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 = (Qp x to x Ms )/(3 x 1000 l/m3)

2014-10-15 - 3.6
Required min. volume of one MDO service tank VMDOST m3
Required supply pump capacity, MDO 45 °C Qp l/h

See supply pump P-008

Operating time to h
5.4 Fuel oil system

to = 8 h
Margin for sludge MS -

MS = 1.05
Table 131: Required minimum MDO capacity
In case more than one engine, or different engines are connected to the
same fuel system, the service tank capacity has to be increased accordingly.
STR-010/Y-type strainer
To protect the fuel supply pumps, an approx. 0.5 mm gauge (sphere-pass-
ing mesh) strainer is to be installed at the suction side of each supply pump.
P-008/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 con-
sumption of the engines, including margins for:
▪ Realistic heating value and
▪ Tolerance
To reach this, the supply pump has to be designed according to the follow-
ing formula:
Qp = P1 x brISO1 x f3
Required supply pump capacity with MDO 45 °C Qp l/h
Engine output power at 100 % MCR P1 kW
Specific engine fuel consumption (ISO) at 100 % brISO1 g/kWh

MCR:
Factor for pump dimensioning: f3 = 3.75 x 10-3 f3 l/g
Table 132: Formula to design the supply pump
In case more than one engine or different engines are connected to the same
fuel 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 for emis-
sion standard, Page 78 and the following). Normally the required delivery
height is 10 bar.
2014-10-15 - 3.6
The automatic filter should be a type that causes no pressure drop in the
system during flushing sequence. 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 oil system
manufacturer.
MDO supply systems for A by-pass pipe in parallel to the automatic filter is required. A stand-by filter
more than one main engine: 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 duplex filter
FIL-013.
FIL-013/Duplex filter
See description in section Heavy fuel oil (HFO) supply system.
FBV-010/Flow balancing valve

MDO supply system for only one main engine and without auxiliary engines:
The flow balancing valve FBV-010 is not required.
MDO supply system for more than one main engine or/and additional auxili-
ary engines:
The flow balancing valve (1,2FBV-010) is required at the fuel outlet of each
engine. It is used to adjust the individual fuel flow for each engine. It will com-
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/Spill valve
MDO supply systems for only one main engine and without auxiliary engines:
Spill valve PCV-011 is not required.
MDO supply systems for more than one main engine or/and additional auxili-
ary engines:
In case two engines are operated with one fuel module, it has to be possible
to separate one engine at a time from the fuel circuit for maintenance purpo-
ses. In order to avoid a pressure increase in the pressurised system, the fuel,
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.
one main engine and without
auxiliary engines:
MDO supply systems for The stop cock is closed during normal operation (multi-engine operation).
2014-10-15 - 3.6
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/MDO cooler
5.4 Fuel oil system

The MDO cooler is required to cool down the fuel, which was heated up
while circulating through the injection pumps. The MDO cooler is normally
connected to the LT cooling water system and should be dimensioned so
that the MDO does not exceed a temperature of max. 45 °C.
The thermal design of the cooler is based on the following data:
Pc = P1 x brISO1 x f1
Qc = P1 x brISO1 x f2
Cooler outlet temperature MDO1) Tout °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
Specific engine fuel consumption (ISO) at 100 % brISO1 g/kWh

MCR
Factor for heat dissipation: f1 -

f1= 2.68 x 10 -5
Factor for MDO 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 max. 45 °C. Only for very light MGO fuel
types this temperature has to be even lower in order to preserve the min. admissible
fuel viscosity in engine inlet (see section Viscosity-temperature diagram (VT dia-
gram), Page 220).
2)
The max. MDO/MGO throughput is identical to the delivery quantity of the installed
supply pump P-008.
Table 133: Calculation of cooler design
The recommended pressure class of the MDO cooler is PN16.

PCV-008/Pressure retaining valve

In open fuel supply systems (fuel loop with circulation through the service
tank; service tank under atmospheric pressure) this pressure-retaining valve
is required to keep the system pressure to a certain value against the service
tank. It is to be adjusted so that the pressure before engine inlet can be
2014-10-15 - 3.6
maintained in the required range (see section Operating/service temperatures

and pressures, Page 103).

FSH-001/Leakage fuel monitoring tank

5.4 Fuel oil system
High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the leakage oil
collecting tank. The float switch mounted in the tanks must be connected to
the alarm system. The classification societies require the installation of moni-
toring tanks for unmanned engine rooms. Lloyd's Register specify monitoring
tanks for manned engine rooms as well.
T-006/Leakage oil collecting tank

Leakage fuel from the injection pipes, leakage lubrication oil and dirt fuel oil
from the filters (to be discharged by gravity) are collected in the leakage oil
collecting tank (1T-006). The content of this tank has to be discharged into
the sludge tank (T-021), or it can be burned for instance in a waste oil boiler.
It is not allowed to add the content of the tank to the fuel treatment system
again, because of contamination with lubrication oil.

stream of each filter, to verify the effectiveness of these system components.
T-071/Clean leakage fuel oil tank

When only MDO is used, the high pressure pump overflow and other, clean
fuel oil that escapes from the common rail injection system is lead to an extra
clean leakage fuel oil collecting tank. From there it can be emptied into the
MDO storage tank. Clean leackage fuel form T-071 can be used again after
passing the separator. For additional information see description in section
Heavy fuel oil (HFO) supply system.
T-015/MDO storage tank

See description section Marine diesel oil (MDO) treatment system.
FQ-003/Fuel consumption meter

In case a fuel oil consumption measurement is required (not mentioned in the
diagram), a fuel oil consumption meter is to be installed upstream and down-
stream of each engine (differentiation measurement).
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 duplex filter
FIL-013 or the automatic filter FIL-003) has to ensure that no parts of the fil-
ter itself can be loosen.
2014-10-15 - 3.6
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 bands.

For the fuel piping system we recommend to maintain a MDO flow velocity
5.4 Fuel oil system

between 0.5 and 1.0 m/s in suction pipes and between 1.5 and 2 m/s in
pressure pipes. The recommended pressure class for the fuel pipes is PN16.

2014-10-15 - 3.6

Fuel supply (MDO) – Single engine plant

5.4 Fuel oil system
2014-10-15 - 3.6

CF-003 MDO Separator T-006 Leakage oil collecting tank
5.4 Fuel oil system

D-001 Diesel engine T-015 Diesel oil storage tank
FIL-003 Automatic filter, 10 µ ball passage T-021 Sludge tank
FIL-013 Fuel duplex filter T-071 Clean leakage fuel tank
FSH-001 Leakage fuel oil monitoring tank 5671 MDO inlet
HE-007 MDO cooler 5693 Leakage fuel pipe for supervising
PCV-008 Pressure retaining valve 5694 Clean leakage fuel drain for re-use
1,2 P-008 Supply pumps 5699 MDO outlet
1,2 Strainer 9197 Dirty oil drain from pump bank, coupling
STR-010 side
1,2 T-003 MDO service tank 9199 Dirty oil drain from pump bank, free end
Figure 116: Fuel supply (MDO) – Single engine plant

2014-10-15 - 3.6

Fuel supply (MDO) – Twin engine plant

5.4 Fuel oil system
2014-10-15 - 3.6

CF-003 MDO separator 1,2 T-003 MDO service tank
5.4 Fuel oil system

1,2 D-001 Diesel engine T-006 Leakage oil collecting tank
1,2 Flow balancing valve T-015 MDO storage tank
FBV-010
FIL-003 Automatic filter, 10 µ ball passage T-021 Sludge tank
1,20FIL-0 Fuel duplex filter T-071 Clean leakage fuel tank
13
1,2 Leakage fuel oil monitoring tank 5671 MDO inlet
FSH-001
HE-007 MDO cooler 5699 MDO outlet
PCV-008 Pressure retaining valve 5693 Leakage fuel pipe for supervising
PCV-011 Spill valve 5694 Clean leakage fuel drain for re-use
1,2 P-008 Supply pumps 9197 Dirty oil drain from pump bank, coupling
side
1,2 Strainer 9199 Dirty oil drain from pump bank, free end
STR-010
Figure 117: Fuel supply (MDO) – Twin engine plant
5.4.3 Heavy fuel oil (HFO) treatment system

A prerequisite for safe and reliable engine operation with a minimum of serv-
icing is a properly designed and well-functioning fuel oil treatment system.
The schematic diagram shows the system components required for fuel
treatment for heavy fuel oil (HFO).
Bunker
Fuel compatibility problems are avoidable if mixing of newly bunkered fuel
with remaining fuel can be prevented by a suitable number of bunkers. Heat-
ing coils in bunkers to be designed so that the HFO in it is at a temperature
of at least 10 °C minimum above the pour point.
P-038/Transfer pump
The transfer pump discharges fuel from the bunkers into the settling tanks.
Being a screw pump, it handles the fuel gently, thus prevent water being
emulsified in the fuel. Its capacity must be sized so that complete settling
tank can be filled in ≤ 2 hours.
T-016/Settling tank for HFO

Two settling tanks should be installed, in order to obtain thorough pre-clean-
ing and to allow fuels of different origin to be kept separate. When using RM-
fuels we recommend two 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
2014-10-15 - 3.6
given time to settle. The storage capacity of the settling tank should be
designed to hold at least a 24-hour supply of fuel at full load operation,
including sediments and water the fuel contains.
The minimum volume (V) to be provided is:

5.4 Fuel oil system
V [m3] Minimum volume

P [kW] Engine rating
Tank heating The heating surfaces should be so dimensioned that the tank content can be
evenly heated to 75 °C within 6 to 8 hours. The supply of heat should be
automatically controlled, depending upon 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
allowed 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 tank is to be fitted with baffle plates in longitudinal and transverse direc-
tion in order to reduce agitation of the fuel in the tank in rough seas as far as
possible. The suction pipe of the separator 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 provided at the lowest point. Tanks reach-
ing to the ship hull must be heat loss protected by a cofferdam. The settling
tank is to be insulated against thermal losses.
Sludge must be removed from the settling tank before the separators draw
fuel from it.
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 to absorb all residues which accumulate during
the operation in the course of a maximum duration of voyage. In order to
render emptying of the tank possible, it has to be heated.
The heating is to be dimensioned so that the content of the tank can be
heated to approx.
60 °C.
P-015/Heavy fuel supply pump

The supply pumps should preferably be of the free-standing type, i. e. not
mounted on the separator, as the delivery volume can be matched better to
the required throughput.
H-008/Preheater for HFO

To reach the separating temperature a preheater matched to the fuel viscos-
ity has to be installed.
2014-10-15 - 3.6
CF-002/Separator
As a rule, poor quality, high viscosity fuel is used. Two new generation sepa-
rators must therefore be installed.
Recommended separator manufacturers and types:
Alfa Laval: Alcap, type SU

Westfalia: Unitrol, type OSE
5.4 Fuel oil system

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 separators is to be arranged in accordance with the mak-
ers advice, preferably for both parallel and series operation.
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 required flow rate (Q) can be roughly determined by the following equa-
tion:

P [kW] Total engine output
be Fuel consumption
[kg/kWh]
ρ Density at separating temp approx. 0.93 kg/l
By means of the separator flow rate which was determined in this way, the
separator type, depending on the fuel viscosity, is selected from the lists of
the separator manufacturers.
For determining the maximum fuel consumption (be), increase the specific
table value by 15 %.
This increase takes into consideration:
▪ The engine-mounted pumps

▪ Fluctuations of the calorific value
▪ The consumption tolerance

2014-10-15 - 3.6
stream of each separator, to verify the effectiveness of these system compo-
nents.

HFO treatment system

5.4 Fuel oil system
2014-10-15 - 3.6

1,2 Heavy fuel separator (1 service, 1 1,2 T-016 Settling tank for heavy fuel oil
5.4 Fuel oil system

CF-002 stand-by)
1,2 H-008 Heavy fuel oil preheater T-021 Sludge tank
MDO-008 Fuel oil module 1,2 T-022 Service tank for heavy fuel oil
1,2 P-015 Heavy fuel supply pump T-071 Leakage fuel tank, clean fuel
1,2 P-038 Heavy fuel transfer pump
Figure 118: HFO treatment system
5.4.4 Heavy fuel oil (HFO) supply system

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 Required system
viscosity1) final preheater 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

1)
For fuel viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),
Page 220.
Table 134: Injection viscosity and temperature after final preheater
The indicated pressures are minimum requirements due to the fuel charac-
teristic. Nevertheless, to meet the required fuel pressure at the engine inlet
(see section Planning data for emission standard, Page 78 and the following),
the pressure in the mixing tank and booster circuit becomes significant
higher as indicated in this table.
T-022/Heavy fuel oil service tank

The heavy fuel oil cleaned in the 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
T-022 with overflow pipes, which are connected with the setting tanks
T-016. The tank capacity is to be designed for at least eight-hours' fuel sup-
2014-10-15 - 3.6
ply 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 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.

5.4 Fuel oil system
The rules and regulations for tanks issued by the classification societies must
be observed.
T-003/MDO/MGO service tank

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. The tank should be provided, like the heavy fuel oil service tank, with
a sludge space with sludge drain valve and with an overflow pipe from the
MDO/MGO service tank T-003 to the MDO/MGO storage tank T-015. For
more detailed information see section Marine diesel oil (MDO) supply system
for diesel engines, Page 294.
CK-002/Three way valve

This valve is used for changing over from MDO/MGO operation to heavy fuel
operation and vice versa. Normally it is operated manually, and it is equipped
with two limit switches for remote indication and suppression of alarms from
the viscosity measuring and control system during MDO/MGO operation.
STR-010/Y-type strainer
To protect the fuel supply pumps, an approx. 0.5 mm gauge (sphere-pass-
ing mesh) strainer is to be installed at the suction side of each supply pump.
2014-10-15 - 3.6

P-018/Supply pump
5.4 Fuel oil system

The volumetric capacity must be at least 160 % of max. fuel consumption.
QP1 = P1 x br ISO x f4
Required supply pump delivery capacity with HFO at 90 °C: QP1 l/h
Engine output at 100 % MCR: P1 kW
Specific engine fuel 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 f4 includes the following parameters:
▪ 160 % fuel flow
▪ Main fuel: HFO 380 mm2/50 °C
▪ Attached lube oil and cooling water pumps
▪ Realistic lower heating value
▪ Specific fuel weight at pumping temperature
▪ Tolerance
In case more than one engine is connected to the same fuel system, the pump capacity has to be increased
accordingly.
Table 135: Simplified supply pump dimensioning
The delivery height of the supply pump shall be selected according to the
required system pressure (see table Injection viscosity and temperature after
final preheater, Page 307 in this section) the required pressure in the mixing
tank and the resistance of the automatic filter, flow meter and piping system.
Injection system
bar
Positive pressure at the fuel module inlet due to tank level above fuel – 0.10
module level
Pressure loss of the pipes between fuel module inlet and mixing tank + 0.20
inlet
Pressure loss of the automatic filter + 0.80
Pressure loss of the fuel flow measuring device + 0.10
Pressure in the mixing tank + ≤ 6.70
Operating delivery height of the supply pump = 7.70

2014-10-15 - 3.6
Table 136: Example for the determination of the expected operating delivery height of the supply pump
It is recommended to install supply pumps designed for the following pres-

sures:
Engines with conventional fuel injection system: Design delivery height 7.0
bar, design output pressure 7.0 bar g.

Engines common rail injection system: Design delivery height 8.0 bar, design
5.4 Fuel oil system
output pressure 8.0 bar g.
HE-025/Cooler for circulation fuel oil feeding part

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 supply pump
back to the pump suction side.
Only filters have to be used, which cause no pressure drop in the system
during flushing.
Common rail injection system
Filter mesh width (mm) 0.010
Design pressure PN16

Table 137: Required filter mesh width (sphere passing mesh)
Design criterion is the filter area load specified by the filter manufacturer. The
automatic filter has to be installed in the plant (is not attached on the engine).
T-011/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-
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-
2014-10-15 - 3.6
ally approx. 10 bar and is to be accepted by the classification society in

question.
The expected operating pressure in the mixing tank depends on the required
fuel oil pressure at the inlet (see section Planning data for emission standard,
Page 78 and the following and the pressure losses of the installed compo-
nents and pipes).

Injection system
5.4 Fuel oil system

bar
Required max. fuel pressure at engine inlet + 12.00
Pressure difference between fuel inlet and outlet engine – ≥ 5.00
Pressure loss of the fuel 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 – 0.00
plants, pressure loss approx. 0,5 bar)
Operating pressure in the mixing tank = ≤ 6.70

Table 138: Example for the determination of the expected operating pressure of the mixing tank
This example demonstrates, that the calculated operating pressure in the

mixing tank is (for all HFO viscosities) higher than the min. required fuel pres-
sure (see table Injection viscosity and temperature after final preheater, Page
307 in this section).
P-003/Booster pumps
To cool the engine mounted high pressure injection pumps, the capacity of
the booster pumps has to be at least 300 % of maximum fuel oil consump-
tion at injection viscosity.
QP2 = P1 x br ISO x f5
Required booster pump delivery capacity with HFO at 145° C: QP2 l/h
Engine output at 100 % MCR: P1 kW
Specific engine fuel consumption (ISO) at 100 % MCR brISO g/kWh
Factor for pump dimensioning f5 l/g

▪ For diesel engines operating on main fuel HFO:
f5 = 3.90 x 10–3
Note!
The factor f5 includes the following parameters:
▪ 300 % fuel flow at 100 % MCR
▪ Main fuel: HFO 380 mm2/50 °C
▪ Attached lube oil and cooling water pumps
▪
Tropical conditions
▪ Realistic lower heating value
▪ Specific fuel weight at pumping temperature
▪ Tolerance
In case more than one engine is connected to the same fuel system, the pump capacity has to be increased
accordingly.
2014-10-15 - 3.6
Table 139: Simplified booster pump dimensioning
The delivery head of the booster pump is to be adjusted to the total resist-
ance of the booster system.

Injection system
5.4 Fuel oil system
bar
Pressure difference between fuel inlet and outlet engine + ≥ 5.00
Pressure loss of the flow balancing valve (to be installed only in multi-engine + 0.00
plants, pressure loss approx. 0.5 bar)
Pressure loss of the pipes, mixing tank – engine mixing tank, e. g. + 0.50
Pressure loss of the final preheater max. + 0.80
Pressure loss of the indicator filter + 0.80
Operating delivery height of the booster pump = ≥ 7.10

Table 140: Example for the determination of the expected operating delivery height of the booster pump
It is recommended to install booster pumps designed for the following pres-

sures:
Engines with conventional fuel injection system: Design delivery height 7.0
bar, design output pressure 7.0 bar g.
Engines common rail injection system: Design delivery height 10.0 bar,
design output pressure 14.0 bar g.
H-004/Final preheater
The capacity of the final-preheater shall be determined on the basis of the
injection temperature at the nozzle, to which 4 K must be added to compen-
sate for heat losses in the piping. The piping for both heaters shall be
arranged for separate and series operation.
Parallel operation with half the throughput must be avoided due to the risk of
sludge deposits.
VI-001/Viscosity measuring and control device

This device regulates automatically the heating of the final-preheater depend-
ing on the viscosity of the bunkered fuel oil, so that the fuel will reach the
nozzles with the viscosity required for injection.
Only filters have to be used, which cause no pressure drop in the system
during flushing.
Common rail injection system
Design temperature ≥ 150 °C

2014-10-15 - 3.6
FIL-013/Duplex filter
This filter is to be installed upstream of the engine and as close as possible
to the engine.

The emptying port of each filter chamber is to be fitted with a valve and a
5.4 Fuel oil system

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.
Injection system

FBV-010/Flow balancing valve (throttle valve)

The flow balancing valve at engine outlet is to be installed only (one per
engine) in multi-engine arrangements connected to the same fuel system. It
is used to balance the fuel flow through the engines. Each engine has to be
feed with its correct, individual fuel flow.
FSH-001/Leakage fuel monitoring tank

High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the leakage oil
collecting tank. The float switch mounted in the tanks must be connected to
the alarm system. The classification societies require the installation of moni-
toring tanks for unmanned engine rooms. Lloyd's Register specify monitoring
tanks for manned engine rooms as well.
The leakage fuel monitoring tanks have to be attached on the engine.
T-006/Leakage oil collecting tank for fuel and lube oil

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 T-006 must not be
added to the engine fuel. It can be burned for instance in a waste oil boiler.
T-071 clean leakage fuel oil tank

High pressure pump overflow and other, clean fuel oil that escapes from the
common rail injection system is lead to an extra clean leakage fuel oil collect-
ing tank.
From there it can be emptied into to HFO settling tank. When the fuel oil sys-
tem is running in MDO-mode, clean leakage can be pumped to the MDO

storage tank. The MOV-017 is switching between HFO settling tank and
MDO storage tank.
Note!
Get sure, that no more HFO is in the clean leackage fuel oil tank before
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pumping the leakage fuel to the MDO storage tank.

No. of cylin- Operating leakage Max. leakage, in case of pipe break (dirty) [l/min] for
ders (clean) [l/h] max. 1 min.
6L 5 – 60 80
7/8/9L 7 – 90 120

No. of cylin- Operating leakage Max. leakage, in case of pipe break (dirty) [l/min] for
5.4 Fuel oil system
ders (clean) [l/h] max. 1 min.

12V 10 – 120 160
14/16/18V 14 – 180 240

Table 143: Leakage rate 48/60CR engine
The amount of clean operation leakage differs in a broad range, depending

of the wear of the high pressure pumps, the type of fuel oil and the operating
temperatures.
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 from T-071 can be used again after passing the separa-
tor.
Leakage fuel flows pressure less (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 is well diluted with fresh fuel before
entering the engine again. Nevertheless, tank T-006 is still required to collect
lube oil leakages from lube oil drains (and other).
In case the described clean fuel oil leakage tank T-071 is installed, leakages
from the following engine connections are to be conducted into this tank:
Engine type Connection
L engine 5694
V engine 5694, 5691

Table 144: Connections fuel oil leakage tank

stream of each filter, to verify the effectiveness of these system components.
HE-007/CK-003
MDO/MGO cooler/three way cock
The propose of the MDO/MGO cooler is to ensure that the viscosity of
MDO/MGO will not become too fluid in engine inlet.

With CK-003, the MDO/MGO cooler HE- 007 has to be opened when the
engine is switched over 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 mixing tank T-011.
Switching on the MDO/MGO cooler may be effected only after flushing the
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pipes with MDO/MGO.

The MDO/MGO cooler is cooled by LT cooling water.

Engine type Cooler capacity
5.4 Fuel oil system

V engine, L engine 7.0 kW/cyl.
The max. MDO/MGO throughput is approx. identical to the engine inlet fuel flow
(=delivery quantity of the installed booster pump).
Table 145: Dimensioning of the MDO-cooler for common rail engines
The cooler has to be dimensioned for a MDO outlet temperature of 45 °C, for
very light MGO grades even lower outlet temperatures are required.
The recommended pressure class of the MDO cooler is PN16.
Please note that the max. possible MDO flow through the cooler is identical
to the delivery quantity of the booster pump P-003.

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PCV-011/Spill valve
5.4 Fuel oil system
HFO supply systems for only Spill valve PCV-011 is not required.
one main engine, without
auxiliary engines
HFO 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 pressure, in comparison to normal operation (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 systems for only Shut-off cock V-002 is not required.
one main engine, without
auxiliary engines
HFO 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
T-008/Fuel oil damper tank
The injection nozzles cause pressure peaks in the pressurised part of the fuel
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.
Piping
We recommend to use pipes according to PN16 for the fuel system (see
section Engine pipe connections and dimensions, Page 235).
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 – Single engine plant
5.4 Fuel oil system

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CF-002 Heavy fuel oil separator 1,2P-003 Booster pump

5.4 Fuel oil system
CF-003 Diesel fuel oil separator 1,2P-018 HFO supply pump

CK-002 Switching between MDO and HFO PCV-009 Pressure limiting valve
CK-003 Switching to MDO cooler 1,2STR-0 Strainer
10
D-001 Diesel engine 1,2T-003 Diesel oil service tank
FIL-003 Fuel oil automatic filter, 10 µ ball pas- T-006 Leak oil tank, dirty fuel
sage
FIL-030 Fuel oil automatic filter, 10 µ ball pas- T-008 Fuel oil damper tank
sage
FIL-013 Fuel duplex filter T-011Fuel oil mixing tank
FQ-003 Flowmeter fuel oil T-015Diesel oil storage tank
FSH-001 Leakage fuel oil monitoring tank T-016HFO settling tank
1,2H-004 Final heater HFO T-021Sludge tank
HE-007 Diesel oil/gas oil cooler 1,2T-022HFO service tank
HE-025 Cooler for circulation fuel oil feeding part VI-001
Viscosimeter
MOD-008 Fuel oil module T-071Leak oil tank, clean fuel
MOV-017 Leakage switch-over valve 5699HFO outlet
5671 HFO inlet 9197Dirty oil drain from pump bank, coupling
side
5693 Leakage fuel pipe for supervising for re- 9199 Dirty oil drain from pump bank, free end
use
5694 Clean leakage fuel drain for re-use
Figure 119: HFO supply system – Single engine plant
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HFO supply system – Twin engine plant
5.4 Fuel oil system

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CF-002 Heavy fuel oil separator 1,2 P-018 HFO supply pump
5.4 Fuel oil system
CF-003 Diesel fuel oil separator PCV-009 Pressure limiting valve

CK-002 Switching between MDO and HFO PCV-011 Spill valve
CK-003 Switching to MDO cooler 1,2 Strainer
STR-010
1,2 Flow balancing valve 1,2 T-003Diesel oil service tank
FBV-010
FIL-003 Fuel oil automatic filter, 10 µ ball pas- T-006 Leak oil tank
sage
FIL-030 Fuel oil automatic filter, 10 µ ball pas- T-008 Fuel oil damper tank
sage
1,2 Fuel duplex filter T-011 Fuel oil mixing tank
FIL-013
FQ-003 Flowmeter fuel oil T-015 Diesel oil storage tank
1,2 Leakage fuel oil monitoring tank T-016 HFO settling tank
FSH-001
1,2 H-004 Final heater HFO T-021 Sludge tank for HFO separator
HE-007 Diesel oil/gas oil cooler 1,2 T-022 HFO service tank
HE-025 Cooler for circulation fuel oil feeding part V-002 Shut-off cock
MOD-008 Fuel oil module VI-001 Viscosimeter
1,2 P-003 Booster pump T-071 Clean leakage fuel tank
MOV-017 Leakage switch-over valve 5699 HFO outlet
5671 HFO inlet 9197 Dirty oil drain from pump bank, coupling
side
5693 Leakage fuel pipe for supervising for re- 9199 Dirty oil drain from pump bank, free end
use
5694 Clean leakage fuel drain for re-use
Figure 120: HFO supply system – Twin engine plant
5.4.5 Fuel supply at blackout conditions
Engine operation during short blackout

Engines with conventional fuel injection system: The air pressure cushion in
the mixing tank is sufficient to press fuel from the mixing tank in the engine
for a short time.
Engines with common rail injection system: The feeder pump has to be con-
nected to a safe electrical grid, or an additional air driven booster pump is to
be installed in front of the mixing tank.
Starting during blackout

Engines with conventional fuel injection system: The engine can start by use
of a gravity fuel oil tank (MDO/MGO).
Engines with common rail injection system: Supply and booster pump are to
be connected to a save electrical grid, or both pumps are to be air driven. As
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an alternative it is also possible to install in parallel to the main fuel oil system
an MDO/MGO emergency pump. This pump shall be electrically driven and
connected to a save electrical grid, or it shall be air driven.
Note!
A fast filling of hot high pressure injection pumps 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.
5.5 Compressed air system

Blackout and/or black start procedures are to be designed in a way, that
emergency pumps will supply cold, low viscosity fuel to the engines only
after a sufficient blending with hot HFO, e.g. in the mixing tank.
5.5.1 Starting air system
Marine main engines

The compressed air supply to the engine plant requires air vessels and air
compressors of a capacity and air delivery rating which will meet the require-
ments of the relevant classification society (see section Starting air vessels,
compressors, Page 325).
1 C-001, 2 C-001/Air compressor

1 service compressor 1 C-001
1 auxiliary compressor 2 C-001
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.
A max. service pressure of 30 bar is required. The standard design pressure
of the starting air vessels is 30 bar and the design temperature is 50 °C.
The service compressor is electrically driven, the auxiliary compressor may
also be driven by a diesel engine. The capacity of both compressors (1
C-001 and 2 C-001) is identical.
The total capacity of the compressors has to be increased if the engine is
equipped with Jet Assist. This can be met either by providing a larger service
compressor, or by an additional compressor.
For special operating conditions such as, e. g., dredging service, the
capacity of the compressors has to be adjusted to the respective require-
ments of operation.
1 T-007, 2 T-007/Starting air vessels

The installation situation of the air vessels must ensure a good drainage of
condensed water. Air vessels 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 allowed to weld supports (or other) on the air vessels. The original
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design must not be altered. Air vessels are to be bedded and fixed by use of
external supporting structures.
Piping
The main starting pipe (engine connection 7171), connected to both air ves-
sels, 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 vessels supplies the engine with control air. This does
not require larger air vessels.
A line branches off the aforementioned control air pipe to supply other air-
consuming engine accessories (e. g. lube oil automatic filter, fuel oil filter) with
compressed air through a separate 30/8 bar pressure reducing station.
A third 30 bar pipe is required for engines with Jet Assist (engine connection
7177). Depending on the air vessel arrangement, this pipe can be branched
off from the starting air pipe near engine or must be connected separately to
the air vessel 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.
Other air consumers for low pressure, auxiliary application (e.g. filter cleaning,
TC cleaning, pneumatic drives) can be connected to the start air system after
a pressure reduction unit.
General requirements of classification societies

The equipment provided for starting the engines must enable the engines to
be started from the operating condition 'zero' with shipboard facilities, i. e.
without outside assistance.
Compressors Two or more starting air compressors must be provided. At least one of the
air compressors must be driven independently of the main engine and must
supply at least 50 % of the required total capacity.
The total capacity of the starting air compressors is to be calculated so that
the air volume necessary for the required number of starts is topped up from
atmospheric pressure within one hour.
The compressor capacities are calculated as follows:
P Total volumetric capacity of the compressors

[m3/h]
V Total volume of the starting air vessels at 30 bar or 40 bar
[litres] 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.
Starting air vessels The starting air supply is to be split up into not less than two starting air ves-
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sels of about the same size, which can be used independently of each other.
For the sizes of the starting air vessels for the respective engines see Starting
air vessels, compressors, Page 325.
Diesel-mechanical main engine

For each non-reversible main engine driving a controllable pitch propeller, or

where starting without counter torque is possible, the stored starting air must
be sufficient for a certain number of starting manoeuvres, normally 6 per
engine. The exact number of required starting manoeuvres depends on the
arrangement of the system and on the special requirements of the classifica-
tion society.
Diesel-electric auxiliary engine
For auxiliary marine engines, separate air tanks shall only be installed if the
auxiliary sets in engine-driven vessels are installed far away from the main
plant.
Electric propulsion main engine
For each main engine for electrical propulsion the stored starting air must be
sufficient for a certain number of starting manoeuvres, normally 6 per engine.
The exact number of required starting manoeuvres depends on the number
of engines and on the special requirements of the classification society.
Calculation formula for starting air vessels see below
V [litre] Required vessel 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 margi
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 litre
zsl Number of slow turn manoeuvres
pmax [bar] Maximum starting air pressure
pmin [bar] Minimum starting air pressure
1)
Tabulated values see section Starting air/control air consumption, Page 76.
2)
The required number of jet maneuvers has to be checked with yard or ship owner. For
decision see also section Start up and load application, Page 41. Guiding values see sec-
tion Starting air vessels, compressors, Page 325.
If other consumers (i. e. auxiliary engines, ship air etc.) which are not listed in
the formula are connected to the starting air vessel, the capacity of starting
air vessel must be increased accordingly, or an additional separate air vessel
has to be installed.
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Starting air system

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1 C-001 Starting air compressor (service) 1,2,3 Automatic condensate trap

TR-006
2 C-001 Starting air compressor (stand-by) 7171 Engine inlet (main starting valve)
FIL-001 Lube oil automatic filter 7172 Control air and emergency stop
FIL-003 Fuel automatic filter 7177 Jet Assist (optional)
M-019 Valve for interlocking device 7451 Control air from turning gear
MSV-001 Main starting valve 7461 Control air to turning gear
1,2T-007 Starting air vessel 9771 Turbocharger dry cleaning (optional)
TR-005 Water trap
Figure 121: Starting air system
5.5.2 Starting air vessels, compressors
General
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 vessel directly depends on the air consumption and the requirements
of the classification societies.
For air consumption see section Starting air/control air consumption, Page
76.
▪ The air consumption per starting manoeuvre depends on the inertia
moment of the unit. For alternator plants, 1.5 times the air consumption
per starting manoeuvre has to be expected.
▪ The air consumption per Jet Assist activation is substantially determined
by the respective turbocharger design. The special feature for common
rail engines, called Boost Injection, has reduced the Jet Assist events
that are relevant for the layout of starting air vessels and compressors
considerably. For more information concerning Jet Assist see section Jet
Assist, Page 329.
▪ The air consumption is substantially determined by the respective turbo-
charger design. For more information concerning Jet Assist see section
Jet Assist, Page 329.
▪ The air consumption per slow-turn activation depends on the inertia
moment of the unit.
Starting air vessels

Service pressure . . . . . . . . . . . . . . max. 30 bar
Minimum starting air pressure . . . . .min. 10 bar
Starting air compressors

The total capacity of the starting air compressors has to be capable to
charge the air receivers from the atmospheric pressure to full pressure of 30
bar within one hour.
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Propulsion plant with 1 main engine

The data in following table is not binding. The required number of jet maneu-
vers has to be checked with yard or ship owner. For deciscion see also sec-
tion Start up and load application, Page 41.

Application Recommended no. of jet assist with everage

duration, based on the quantity of maneu-

vers per hour
General drive none1)
Diesel-mechanical drive without shifting none1)

clutch
Diesel-mechanical drive with shifting 3 x 5 sec

clutch
Diesel-mechanical drive with shaft-driven 2 x 5 sec

alternator (> 50 % MCR)
Diesel-electric marine drive 3 x 5 sec.
Diesel-electric offshore applications – 10 x 5 sec.

Semisub production/drilling applications
and drillships
Ships with frequent load changes (e.g. 3 x 5 sec.

ferries)
Auxiliary GenSet 3 x 5 sec.
High torque applications 2 x 20 sec.
According the necessity of the application "Jet Assist" please check figure Load
1)
application, Page 46 in section Load application for electric propulsion/auxiliary

GenSet, Page 45. If the curve "without Jet Assist" is sufficient, Jet Assist can be
omitted.
Table 146: Guiding values for the number of Jet Assist manoeuvers
dependent on application
The values in following tables are based on calculation formulas of section

Starting air system, Page 321 and air consumption values of section Starting
air/control air consumption, Page 76. The values have to be seen as "guiding
values" as they are dependent on the number and duration of Jet Assist acti-
vation.
1. General drive
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
Engine 48/60CR 6L 7L 8L 9L 12V 14V 16V 18V
Min. required vessel capacity litre 1,470 1,470 1,540 1,540 1,750 1,750 2,100 2,100
Required vessels litre 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250 2x1,250
Min. required compressor m3/h 43 43 60 60 60 60 75 75

capacity
1)
Starting air vessels: At least two starting air vessels of approximately equal size are required.
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Table 147: Starting air vessels, compressors-single-shaft vessel

2. Diesel-mechanical drive without shifting clutch

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)
Required vessels litre 2x710 2x710 2x1,000 2x1,000 2x1,000 2x1,000 2x1,250 2x1,250
Min. required compressor m /h

3
43 43 60 60 60 60 75 75
capacity
1)
Table 148: Starting air vessels, compressors-single shaft vessel
3. Diesel-mechanical drive with shifting clutch
Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turn)
Required vessels litre 2x1,000 2x1,000 2x1,250 2x1,250 2x1,500 2x1,500 2x1,750 2x2,000
Min. required compressor m /h

3
60 60 75 75 90 90 105 120
capacity
1)
4. Diesel-mechanical drive with shaft-driven alternator (> 50 % Prated)

capacity
1)
5. Diesel-electrical drive
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capacity
1)

6. Diesel-electric offshore application – Semisub production/drilling

applications and drillships
capacity
1)
7. Diesel-mechanical drive with frequent load changes e.g. ferries etc.

capacity
1)
8. Dredger and high torque applications
capacity
1)
Multiple engine plants

In this case the number of required starts is generally reduced. Three con-
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secutive starts are required per engine. The total capacity must be sufficient
for not less than 12 starts and need not exceed 18 starts.


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.
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.
For air consumption (litre) see section Starting air vessels, compressors,
Page 325.
General data
Jet Assist air pressure (overpressure) 4 bar
At the engine connection the pressure is max. 30 bar. The air pressure will
reduced on the engine by an orifice to max. 4 bar (overpressure).
Jet Assist activating time:
3 sec to 10 sec (5 sec in average)
Dynamic positioning for drilling vessels, cable-laying vessels, off-shore

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 bottles 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.
If the planned load profile is expecting a high requirement of Jet Assist, it
should be checked whether an air supply from the working air circuit, a sepa-
rate air bottle or a specially adapted, separate compressed air system is nec-
essary or reasonable.
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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 Engine room ventilation and combustion air
5.6 Engine room ventilation and combustion air
General information
Engine room ventilation Its purpose is:
system ▪ 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.
The combustion air is normally drawn in from the engine room.
In tropical service a sufficient volume of air must be supplied to the turbo-
charger(s) at outside air temperature. For this purpose there must be an 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 1.5 m.
No water of condensation from the air duct must be allowed to be drawn in
by the turbocharger. The air stream must not be directed onto the exhaust
manifold.
In intermittently or permanently arctic service (defined as: air intake tempera-
ture of the engine below +5° C) special measures are necessary depending
on the possible minimum air intake temperature. For further information see
section Engine operation under arctic conditions, Page 54 and the following.
If necessary, steam heated air preheaters must be provided.
For the required combustion air quantity, see section Planning data for emis-
sion standard, Page 78. For the required combustion air quality, see section
Specification for intake air (combustion air), Page 232.

Cross sections of air supply ducts are to be designed to obtain the following
air flow velocities:
▪ Main ducts 8 – 12 m/s
▪ Secondary ducts max. 8 m/s
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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
5.7 Exhaust gas system

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/ Specific heat capacity of air (1.01)
kg*k]
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.
5.7 Exhaust gas system
5.7.1 General information

Layout As the flow resistance in the exhaust system has a very large influence on the
fuel consumption and the thermal load of the engine, the total resistance of
the exhaust gas system must not exceed 30 mbar.
For permissible values for special cases please contact MAN Diesel & Turbo.
The pipe diameter selection depends on the engine output, the exhaust gas
volume, and the system backpressure, including silencer and SCR (if fitted).
The backpressure 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 approx.
40 m/s.
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 sturdy fixed-point support must be provided for the
expansion joint directly after the turbocharger. It should be positioned, if
possible, immediately above the expansion joint in order to prevent the
transmission of forces to the turbocharger itself. These forces include
those resulting from the weight, thermal expansion or lateral displace-
2014-10-15 - 3.6
ment of the exhaust piping.

▪ 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-
5.8 Exhaust gas aftertreatment – Selective catalytic
reduction
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
Exhaust gas silencer

Mode of operation The silencer operates on the absorption 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 in order to avoid forma-
tions of gas fuel pockets in the silencer. The cleaning ports of the spark
arrestor are to be easily accessible.
Exhaust gas boiler To utilize the thermal energy from the exhaust, an exhaust gas boiler produc-
ing steam or hot water can 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. 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.
5.8 Exhaust gas aftertreatment – Selective catalytic reduction
5.8.1 SCR – Selective catalytic reduction

The selective catalytic reduction SCR uses ammonia (NH3) to convert nitro-
gen oxides in the exhaust gas to harmless nitrogen and water within a cata-
lyst. However, ammonia is a hazardous substance which has to be handled
carefully to avoid any dangers for crews, passengers and the environment.
Therefore urea as a possible ammonia source is used. Urea is harmless and,
solved in water, it is easy to transport and to handle. Today, aqueous urea
2014-10-15 - 3.6
solutions of 32.5 % or 40 % are the choice for SCR operation in mobile

applications on land and at sea.
Using urea, the reaction within the exhaust gas pipe and the catalyst consists
of two steps. In the beginning, the urea decomposes in the hot exhaust gas
to ammonia and carbon dioxide using the available water in the injected solu-
tion and the heat of the exhaust gas:

(NH2)2CO + H2O -> 2NH3 + CO2 [1]

reduction
The literal NOx-reduction takes place supported by the catalyst, where
ammonia reduces nitrogen oxides to nitrogen and water.
4NO + 4NH3 + O2 -> 4N2 + 6H2O [2]
5.8.2 System overview

The MAN Diesel & Turbo SCR system is available in fifteen different sizes to
cover the whole engine portfolio.
The start up and continuous operation of the SCR system runs in fully auto-
matic mode. During engine operation the engine control system sends
(start / stop) to the SCR control system for each individual engine. Further a
4 – 20 mA signal for the actual engine load is submitted to the SCR system.
Based on this information the system starts up the measuring system to the
reactor and activates the injection system.
Over a pump system urea reaches the dosing unit from the storage tank. The
dosing unit controls the flow of urea to the injection system based on the
operation of the engine and it furthermore regulates the compressed air flow
to the injector.
The reducing agent is sprayed into the exhaust gas duct by the urea injector.
After the injection of the reducing agent in way of the exhaust gas, it flows
through the mixing pipe to the reactor, where the catalytic reduction takes
place.
Each reactor is equipped with a soot blowing system to keep the catalyst
clean of soot, not for MGO operation.
The SCR system consists of the reactor containing a number of catalyst
cores, the mixing section with mixers, the urea supply system, comprising
pump station, dosing unit and a control unit.
Main components of SCR System in the standard scope of supply

▪ SCR reactor
▪ Catalyst elements
▪ Soot blowing system (not included for MGO operation)
▪ Urea dosing unit
▪ Mixing device
▪ Injection lance
▪ Control unit
▪ Urea pump module
Not included in MDT scope of supply:

▪ Urea storage tank
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▪ Piping
▪ Insulation

reduction
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Figure 122: P&ID SCR system
SCR reactor
Each engine is equipped with its own SCR reactor and it is fitted in the
exhaust gas piping.

The SCR reactor consists of three layers of honeycombs, an inlet and an

reduction
outlet flange and the soot blowing system (for HFO operation).
Downstream each catalyst layer there are soot blower valves. One after the
other in temporary intervals, the valves will be activated. All soot blower
valves are connected with the reactor and supplied with compressed air
(pressure level > 6 bar overpressure).
The reactor is equipped with a differential pressure transmitter to control the
condition of the catalyst elements and a temperature transmitter to control
the exhaust gas outlet temperature.
For maintenance reasons the reactor has different manholes. The back pres-
sure of the SCR system incl. mixing unit is < 15 mbar.

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Figure 123: SCR reactor

Installation of SCR system

reduction
The reactor is designed although for a vertical or horizontal arrangement. The

dimension of each reactor has to be taken from table SCR reactor sizes and
mixing pipe dimensions, Page 336 below, depending on specific engine
load. A service space of minimum 900 mm in front of the inspection doors of
the reactor for mounting and dismounting the catalyst modules has to be
foreseen. Although enough space for service and maintenance of the soot
blower equipment and the differential pressure device has to be cosidered.
The mixing pipe is designed for vertical or horizontal installation. It will be
delivered as one unit. It consists of one straight pipe, mixers and suitable
connecting flanges. Upstream and downstream of the mixing unit elbows
can be installed if needed. The Urea solution will be injected in in the same
direction as the exhaust gas flow direction. The regulation of the urea dosing
is based upon engine power. Depending on engine load the urea injection is
adapted automatically. The urea dosing panel has to be installed close to the
mixing element. The dimension of the mixing pipe length and the diameter
has to be taken from the table SCR reactor sizes and mixing pipe dimen-
sions, Page 336 below.
Clus- Engine power Reactor Width A Length Height L Total Mixing Mixing Consumption of press.
ter [kW] inlet/ [mm] B [mm] [mm] reactor pipe L pipe DN air at 6 bar for soot
outlet weight [mm] blowing + urea
[kg] injection1) [m3/h]
1 475–880 400 670 850 2,200 1,350 > 2,000 400 13
2 881–1,650 500 1,050 1,050 2,500 1,700 > 3,100 600 20
3 1,651–2,025 500 1,150 1,350 2,500 2,250 > 3,100 600 20
4 2,026–3,000 600 1,320 1,550 2,800 2,800 > 3,200 700 30
5 3,001–3,500 600 1,460 1,700 2,900 2,900 > 3,200 800 34
6 3,501–4,000 700 1,650 1,650 2,900 3,000 > 3,600 900 40
7 4,001–5,040 800 1,630 1,980 3,000 3,250 > 3,700 1,000 45
8 5,041–6,720 900 2,250 1,990 3,400 4,000 > 4,100 1,100 60
9 6,721–8,000 1,000 2,250 2,300 3,600 5,000 > 4,500 1,200 80
10 8,001–9,000 1,100 2,250 2,650 3,800 5,300 > 4,800 1,300 90
11 9,001–10,080 1,100 2,420 2,650 3,900 5,500 > 4,900 1,400 95

12 10,081–12,600 1,200 2,950 2,950 4,300 7,000 > 5,100 1,700 130
13 12,601–14,400 1,300 2,950 3,250 4,500 7,600 > 5,100 1,700 130
14 14,401–16,800 1,400 3,250 3,250 4,500 8,500 > 5,400 1,800 150
15 16,801–21,600 1,600 3,900 3,600 5,500 12,500 > 5,700 1,900 200
2014-10-15 - 3.6
1)
Compressed air acc. ISO 8573-1 class 2 (total oil content ≤ 0,1mg/m3).
Table 155: SCR reactor sizes and mixing pipe dimensions

Exhaust gas temperature

reduction
The fuel sulphur content impacts the working temperature of the SCR sys-
tem. The figure Required temperatures at SCR relating to sulphur content in
fuel oil, Page 337 in this section, shows the tradeoff between the minimum
recommended exhaust gas temperature and the sulphur content of the fuel
to reach a good efficiency and durability. The recommended temperatures
for an operation of the SCR system are between 300 and 400 degrees cel-
sius. During emergency operation exhaust gas temperature above 500 °C
can occur, therefore urea injection must be stopped as ammonia rather
burns than reducing NOx.
Figure 124: Required temperatures at SCR relating to sulphur content in fuel oil
5.8.3 System design data
NOx-Limits according to IMO

The IMO regulates the global emission limits for ocean going vessels. At 1st
Jan 2011 IMO Tier II limits are required for all new building vessels. Beginning
of 2016 IMO Tier III limits will be implemented. The IMO NOx limits are descri-
bed above and can be calculated as follows:
IMO regulation [gNOx/kWh]
Tier II 44 * nn(–0.23)
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Tier III 9 * nn(–0.2)
n = engine revolution (130 – 2,000 min-1)

Table 156: NOx-Limits according to IMO

Urea consumption
reduction
With the following equation the urea 40%-solution consumption from IMO
Tier II to Tier III is calculated. The following information is for indication only.
Δ cycle value of NOx[gNOx/kWh] = 44 * nn(–0.23) – 9*nn(–0.2)
As a rough rule of thumb a consumption of 1.7 g urea per reduced g NO2
can be used. This includes no reduction safety margin.
Urea consumption:
be[gUrea/kWh] = Δ cycle value of NOx [gNOx/kWh] * 1.7 [gUrea/gNOx]
Urea consumption per engine:
bd, Urea = P [kW] * avg. load * t * be, Urea
n Engine revoluition (130 – 2000 min –1

PENGINE Engine power output [kW]
be, Urea Specific urea consumption [gUrea/kWh]
bd, Urea Urea consumption [gUrea]
t Time [h]
Urea solution quality

Use of good quality urea is essential for the operation of a SCR catalyst.
Using urea not complying with the specification below e.g. agricultural urea,
can either cause direct operational problems or long term problems like
deactivation of the catalyst.
Urea concentration [%] 39–41 ISO 22241-2 Annex C
Density @ 20 °C [g/cm3] 1,105–1,115 DIN EN ISO 12185
Refractive index at 20 °C 1,3930–1,3962 ISO 22241-2 Annex C
Biuret [%] max. 0.5 ISO 22241-2 Annex E
Alkalinity as NH3[%] max. 0.5 ISO 22241-2 Annex D
Aldehydes [mg/kg] max. 10 ISO 22241-2 Annex F
Insolubles [mg/kg] max. 20 ISO 22241-2 Annex G
Phosphorus (as PO4) [mg/kg] max. 0.5 ISO 22241-2 Annex H

Calcium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Iron [mg/kg] max. 0.5 ISO 22241-2 Annex I
Magnesium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Sodium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Potassium [mg/kg] max. 0.5 ISO 22241-2 Annex I

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Copper [mg/kg] max. 0.2 ISO 22241-2 Annex I
Zinc [mg/kg] max. 0.2 ISO 22241-2 Annex I
Chromium [mg/kg] max. 0.2 ISO 22241-2 Annex I

Urea concentration [%] 39–41 ISO 22241-2 Annex C

reduction
Nickel [mg/kg] max. 0.2 ISO 22241-2 Annex I
Aluminium [mg/kg] max. 0.5 ISO 22241-2 Annex I

Table 157: Urea 40% solution specification
Urea concentration [%] 31.8–33.2 ISO 22241-2 Annex C

Density @ 20 °C [g/cm3] 1,087–1,093 DIN EN ISO 12185
Refractive index at 20 °C 1,3814–1,3843 ISO 22241-2 Annex C
Biuret [%] max. 0.3 ISO 22241-2 Annex E
Alkalinity as NH3[%] max. 0.2 ISO 22241-2 Annex D
Aldehydes [mg/kg] max. 5 ISO 22241-2 Annex F
Insolubles [mg/kg] max. 20 ISO 22241-2 Annex G
Phosphorus (as PO4) [mg/kg] max. 0.5 ISO 22241-2 Annex H
Calcium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Iron [mg/kg] max. 0.5 ISO 22241-2 Annex I
Magnesium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Sodium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Potassium [mg/kg] max. 0.5 ISO 22241-2 Annex I
Copper [mg/kg] max. 0.2 ISO 22241-2 Annex I
Zinc [mg/kg] max. 0.2 ISO 22241-2 Annex I
Chromium [mg/kg] max. 0.2 ISO 22241-2 Annex I
Nickel [mg/kg] max. 0.2 ISO 22241-2 Annex I
Aluminium [mg/kg] max. 0.5 ISO 22241-2 Annex I

Table 158: Urea 32.5% solution specification
Compressed air consumption

Compressed air is needed for the urea injection, the soot blowing system
and the urea injection valve cooling. The operational pressure has to be
between 7–8 bar.
The following compressed air specification for atomizing of reducing agent
and for the soot blowing should be considered.

For soot blowing the below listed compressed air quality according ISO
8573-1:2010 has to be provided.
▪ Solid matter particle quality class 2
▪ Humidity quality class 3
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▪ Oil quality class 2

For atomizing of reducing agent the following compressed air quality accord-
ing ISO 8573-1:2010 has to be provided.
▪ Solid matter particle quality class 2
▪ Humidity quality class 3
▪ Oil quality class 2

Recommendations
reduction
Urea tank The onboard storage of the aqueous urea solution marine vessels can be
accomplished through segmenting of the existing fuel tanks or fitment of a
separate steel or plastic urea tank with venting to the atmosphere. The walls
of the urea tank, excluded plastic storage reservoir should be painted with
epoxy painting. In order to guarantee the urea quality the following materials
for tank, pipes and fittings are compatible: austenitic stainless steel and
some plastics, like HDPE and HDPP. Unsuitable materials for tank, pipes and
fittings are unalloyed steel, galvanized steel, copper and brass. All materials
used for the construction of tanks and container including tubes, valves and
fittings for storage, transportation and handling must be compatible with urea
40 % solution to avoid any contamination of urea and corrosion of device
used. Store this material in cool, dry, well- ventilated areas. Do not store at
temperatures below 10°C.
The storage capacity of the urea tank should be designed depending on ship
load profile and bunker cycle.
The urea supply line should be provided with a strainer and a non-return
valve in order to assure a correct performance for the suction of the urea
pump, which is installed downstream the tank. A level switch will protect the
pump of a dry run.
A return line from the urea pump module over a pressure relief valve is enter-
ing the tank.
Piping for urea supply According to the urea tank recommendations the preferred material for pip-
ing is stainless steel (1,4301 or 1,4905) or polyamide (PA12) and for gaskets
EPDM or HNBR. To guarantee the urea supply the temperature should be
kept between 10°C to 55°C, accordingly for some installations insulation and
trace heating has to be foreseen.
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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, exhaust gas turbochargers etc. dismounted from the engine. Addi-
tional space is required for the maintenance personnel. The panels in 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 multiengine transmission gear, provision must be made
for a minimum clearance between the engines because the crankcase pan-
els of each must be accessible. Moreover, there must be free space on both
sides of each engine for removing pistons or cylinder liners.
Note!
MAN Diesel & Turbo supplied scope is to be arranged and fixed by proven
technical experiences as per state of the art. Therefore the technical require-
ments have to be taken in consideration as described in the following docu-
ments subsequential:
▪ Order related engineering documents
▪ Installation documents of our sub-suppliers for vendor specified equip-
ment
▪ Operating manuals for diesel engines and auxiliaries
▪ Project Guides of MAN Diesel & Turbo

Any deviations from the principles specified in the a. m. documents requires
a previous approval by us.
Arrangements for fixation and/or supporting of plant related equipment
attached to the scope supplied by us, not described in the a. m. documents
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and not agreed with us are not allowed.

For damages due to such arrangements we will not take over any responsi-
bility nor give any warranty.

6.1.2 Installation drawings
6L, 7L engine
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Figure 125: Installation drawing 6L, 7L engine - Turbocharger on coupling side
Note!
Specific requirements to the passageway e.g. of the classification societies
or flag state authority may result in a higher space demand.

6L, 7L engine

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Figure 126: Installation drawing 6L, 7L engine - Turbocharger on counter coupling side
Note!

8L, 9L engine
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Figure 127: Installation drawing 8L, 9L engine - Turbocharger on coupling side
Note!

8L, 9L engine

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Figure 128: Installation drawing 8L, 9L engine - Turbocharger on counter coupling side
Note!

12V, 14V, 16V engine

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Figure 129: Installation drawing 12V, 14V, 16V engine - Turbocharger on coupling side
Note!

12V, 14V, 16V engine

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Figure 130: Installation drawing 12V, 14V, 16V engine - Turbocharger on counter coupling side
Note!

18V engine
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Figure 131: Installation drawing 18V engine - Turbocharger on coupling side
Note!

18V engine

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Figure 132: Installation drawing 18V engine - Turbocharger on counter coupling side

6.1.3 Removal dimensions of piston and cylinder liner

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Figure 133: Piston removal L engine


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Figure 134: Cylinder liner removal L engine

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Figure 135: Vibration damper removal L engine


Figure 136: Piston removal V engine

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Figure 137: Cylinder liner removal V engine


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Figure 138: Vibration damper removal V engine

6.1.4 3D Engine Viewer – A support programme to configure the engine room

MAN Diesel & Turbo offers a free-of-charge online programme for the config-
uration and provision of installation data required for installation examinations
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://dieselport.mandiesel.com/_layouts/RequestForms/Open/Crea-
teUser.aspx
After successful registration, the 3D Engine and GenSet Viewer is available
under
http://dieselport/ProjectTools/3DViewer/display.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 139: Selection of engine

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Figure 140: Preselection for the configuration 1

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Figure 143: Isometric view of the engine
Figure 144: Dismantling view

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Figure 145: Dismantling areas

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6.1.5 Engine arrangements
Figure 146: Charge air cooler removal upwards or sidewards; L engine
Note!

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Figure 147: Charge air cooler removal upwards or sidewards; V engine
Note!
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6.1.6 Lifting appliance

Lifting gear with varying lifting capacities are to be provided for servicing and
repair work on the engine, turbocharger and charge air cooler.
Engine
Lifting capacity An overhead travelling crane is required which has a lifting power equal to
the heaviest component that has to be lifted during servicing of the engine.
The overhead travelling crane can be chosen with the aid of the following
table.

Cylinder head with valves kg 1,124
Piston with connecting shaft/head 707
Cylinder liner 663
Recommended lifting capacity of travelling crane1) L = 2,000 V = 2,500

1)
Without consideration of classification rules.
Table 159: Lifting capacity
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 there is
a seaway
▪ there is a two-stage lifting speed
Precision hoisting approx. = 0.5 m/min
Normal hoisting approx. = 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-
2014-10-15 - 3.6
ces should be planned for.

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-
shop. For the necessary deck openings, see turbocharger casing.

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 tables (see paragraph Lifting capacity, Page 364 in this section), to carry
out the operations according to the maintenance schedule.
Turbocharger TCA 55 TCA 66 TCA 77 TCA 88
Silencer kg 425 577 1,125 1,680
Compressor casing single socket: 459 single socket: 802 single socket: single socket:
double socket: double socket: 1,388.7 2,134
510 819 double socket: double socket:
1,437.1 2,279
Space for removal of mm 70 + 100 80 + 100 80 + 100 90 + 100

silencer
Table 160: Hoisting rail for TCA turbocharger
Withdrawal space The withdrawal space dimensions shown in our dimensioned sketch (see
dimensions section Removal dimensions of piston and cylinder liner, Page 350) and the
tables (see paragraph Hoisting rail, Page 365 in this section) are needed in
order to be able to separate 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 that the silencer must be from a bulkhead or a
tween-deck. We recommend that a further 300 – 400 mm be planned as for
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.
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Charge air cooler

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 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 148: Air direction
Engine type Weight Length (L) Width (B) Height (H)
kg mm mm mm
L/V engine HT-stage 488 364 1,040 1,959
L/V engine LT-stage 529.5 364 1,040 1,959

Table 161: Weights and dimensions of charge air cooler bundle
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6.1.7 Major spare parts
Major spare parts 1
Figure 149: Fire band 106 kg; cylinder liner 663 kg

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Figure 150: Piston 347 kg; piston pin 102 kg

Major spare parts 2

Figure 151: Connecting rod 637 kg

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Figure 152: Cylinder head 1,016 kg

Major spare parts 3

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Major spare parts 4

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Figure 153: Major spare parts 4

Major spare parts 5

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Figure 154: Major spare parts 5

6.2 Exhaust gas ducting
6.2.1 Ducting arrangement

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Figure 155: Example: Exhaust gas ducting arrangement


6.2.2 Position of the outlet casing of the turbocharger
Rigidly mounted engine

Design at low engine room
height
Figure 156: Design at low engine room height and standard design
No. of cylinders 6L 7L 8L 9L
Turbocharger TCA 55 TCA 66
A mm 704 704 832 832
B 302 302 302 302
C 372 387 432 432
D 914 1,016 1,120 1,120

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E 1,332 1,433 1,535 1,535
F 800 850 900 900

Table 162: Position of exhaust outlet casing L engine

Resiliently mounted engine

Exhaust gas pipe routing
Figure 157: Exhaust gas pipe routing
No. of cylinders 6L 7L 8L 9L
A mm 704 704 832 832
B 302 302 302 302
C 760 847 795 795
D 914 1,016 1,120 1,120

E 2,020 2,200 2,260 2,260
F 762 802 842 842

Table 163: Position of exhaust outlet casing L engine
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Standard design

Figure 158: Standard design V engine
No. of cylinders 12V 14V 16V 18V

A mm 960 960 960 1,140
B 802 902 1,002 1,002

C1) 372 387 432 432
C2) 1,627 1,702 1,776 1,849
D 1,320 1,420 1,520 1,620

1)
For rigidly mounted engines.
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2)
For resiliently mounted engines.
Table 164: Position of exhaust gas outlet casing V engine

Rigidly mounted engine


height
Figure 159: Design at low engine room height – Rigidly mounted engine

A mm 960 960 960 1,140
B 1,332 1,433 1,585 1,485

C 372 387 432 432
D 2 x 914 2 x 1,016 2 x 1,120 2 x 1,120
E 1,300 1,400 1,500 1,500
F 720 750 750 800

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Table 165: Position of exhaust outlet casing V engine

Resiliently mounted engine

height
Figure 160: Design at low engine room height – Resiliently mounted engine

A mm 960 960 960 1,140
B 2,060 2,240 2,320 2,270

C 760 847 795 795
D 2 x 914 2 x 1,016 2 x 1,120 2 x 1,120
E 1,300 1,400 1,500 1,500

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F 802 852 902 852

Table 166: Position of exhaust outlet casing V engine

7 Propulsion packages
7.1 General
7.1 General
MAN Diesel & Turbo standard propulsion packages

The MAN Diesel & Turbo 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 161: MAN Diesel & Turbo standard propulsion package with engine 8L48/60B (example)
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7.2 Dimensions
7.2 Dimensions
Figure 162: Propulsion package L engine

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7.2 Dimensions
Figure 163: MAN Diesel & Turbo four-stroke standard propulsion program L engine (1,200 kW/Cyl) single
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screw

7.2 Dimensions
Figure 164: Propulsion package V engine

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7.2 Dimensions
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Figure 165: MAN Diesel & Turbo four-stroke standard propulsion program V engine (1,200 kW/Cyl) single
screw

7.4 Propeller clearance
7.3 Propeller layout data
To find out which of our propeller fits you, fill in the propeller layout data
sheet which you find here http://www.mandieselturbo.com/0001349/Prod-
ucts/Marine-Engines-and-Systems/Propeller-and-Aft-Ship/Propeller-Layout-
Data.html and send it via e-mail to our sales department. The e-mail address
is located under contacts on the webside.

To reduce the emitted pressure impulses and vibrations from the propeller to
the hull, MAN Diesel & Turbo recommend a minimum tip clearance see sec-
tion Recommended configuration of foundation, Page 154.
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 166: Recommended tip clearance

Hub Dismantling of cap X High skew propeller Y Non-skew propeller Y Baseline clearance Z
mm mm mm mm
VBS 1180 365
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VBS 1280 395
VBS 1380 420

15 – 20 % of D 20 – 25 % of D Minimum 50 – 100
VBS 1460 450
VBS 1560 480
VBS 1680 515

Hub Dismantling of cap X High skew propeller Y Non-skew propeller Y Baseline clearance Z

mm mm mm mm
VBS 1800 555
VBS 1940 590
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8 Electric propulsion plants
8.2 Losses in diesel-electric plants

8.1 Advantages of electric propulsion
Due to different and individual types, purposes and operational profiles of
electric 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 pur-
pose 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, which divides its time between transit and station-
keeping (DP) operation.
▪ 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 fulfil 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 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 speeds, which gives advantages for exam-
ple in icy conditions.
8.2 Losses in diesel-electric plants

A diesel-electric propulsion plant consists of standard electrical components.
The following losses are typical:

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Figure 167: Typical losses of diesel-electric plants

8.3 Components of an electric propulsion plant
8.3 Components of an electric propulsion plant
1 GenSets: Diesel engines + alternators 2 Main switchboards

3 Supply transformers (optional): Dependent 4 Frequency converters
on the type of the converter. Not needed
in case of the use of frequency converters
with 6 pulses, an Active Front End or a
Sinusoidal Drive
5 Electric propulsion motors 6 Propellers/propulsors
Figure 168: Example: Electric propulsion plant

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8.4 Electric propulsion plant design

8.4 Electric propulsion plant design
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

8.5 Engine selection
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://
www.mandieselturbo.com/0000855/Products/Marine-Engines-and-Sys-
tems/GenSet-and-Diesel-Electric-Drives/Diesel-Electric-Plant.html and return
it to your sales representative.
8.5 Engine selection

The engines for a diesel-electric propulsion plant have to be selected accord-
ingly 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 Construction Vessel (at operation mode with highest
expected E-Load)
▪ Propulsion power demand (at E-motor shaft) 7,200 kW (incl. sea margin)
▪ Max. electrical consumer load: 1,800 kW
No. Item Unit
1.1 Shaft power on propulsion motors PS [kW] 7,200
Electrical transmission efficiency 0.91
1.2 Engine brake power for propulsion PB1 [kW] 7,912
2.1 Electric power for ship (E-Load) [kW] 1,800

Alternator efficiency 0.96
2.2 Engine brake power for electric consumers PB2 [kW] 1,875
2.3 Total engine brake power demand (= 1.2 + 2.2) PB [kW] 9,787
3.1 Diesel engine selection Type 8L27/38
3.2 Rated power (MCR) running on MDO [kW] 2,800
3.3 Number of engines - 4
3.4 Total engine brake power installed PB [kW] 11,200
4.1 Loading of engines (= 2.3/3.4) % of MCR 87.4
5.1 Check: Max. allowed loading of engines 90.0

Table 167: Selection of the engines for a diesel-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 load
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 use 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 168: 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 allowed 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 169: Formulas for a rough estimation of the short circuit currents
▪ The dimensioning of the panels 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 panel 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 170: 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 mainly
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 (standby) 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 electric 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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8.7 Over-torque capability
8.7 Over-torque capability

In diesel-electric propulsion plants, which are operating with a fix pitch pro-
peller, the dimensioning of the electric propulsion motor has to be done
accurately, in order to have sufficient propulsion power available. For dimen-
sioning the electric motor it has to be investigated, what amount of over-tor-
que, which directly defines the motor´s cost (amount of copper), weight and
space demand, is required to operate the propeller with sufficient power also
in situations, where additional power is needed (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 169: Example: Over-torque capability of an E-propulsion train for a FPP-driven vessel
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8.8 Protection of the electric plant

8.8 Protection of the electric plant
In an electric propulsion plant protection devices and relays are used to pro-
tect human life from injury caused by faults in the electric system and to
avoid/reduce damage of the electric equipment. The protection system and
its parameters always depend on the plant configuration and the operational
requirements. During the detailed engineering phase calculations like a short
circuit calculation, an earth fault calculation and a selectivity and protection
device coordination study have to be made, in order to get the correct
parameter settings and to decide, which event/fault should alarm only or trip
the circuit breaker.
A typical protection scheme may include the following functions (Example):
▪ Main switchboard:
– Over- and under-voltage
– Earth fault
▪ Alternator:
– Short circuit
– Over-current
– Stator earth fault
– Reverse power
– Phase unbalance, Negative phase sequence
– Differential protection
– Over- and under-frequency
– Over- and under-voltage
– Alternator windings and bearings over-temperature
– Alternator cooling air/water temperature
– Synchronizing check
– Over- and under-excitation (Loss of excitation)
▪ Bus tie feeder:
– Short circuit
– Earth fault
– Synchronizing check
– Differential protection (in ring networks)

▪ Transformer feeder:
– Short circuit
– Over-current
– Earth fault
– Thermal overload/image
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– Under-voltage
– Differential protection (for large transformers)
▪ Motor feeder:
– Short circuit
– Over-current

– Earth fault
8.10 Power management
– Under-voltage
– Thermal overload/image
– Motor start: Stalling I2t, number of starts
– Motor windings and bearings over-temperature
– Motor cooling air/water temperature
8.9 Drive control

The drive control system is a computer controlled system for the converters/
variable speed drives, providing network stability in case of sudden/dynami-
cal load changes. It ensures safe operation of the converters with constant
and stable power supply to the E-propulsion motors and avoids the loss of
power under all operational conditions. Usually the propulsion is speed con-
trolled. So the system keeps the reference speed constant as far as possible
within the speed and torque limitations and dynamic capability.
The drive control system normally interfaces with the propulsion control sys-
tem, the power management system, the dynamic position system and sev-
eral other ship control and automation systems. The functionality of the drive
control system depends on the plant configuration and the operational
requirements.
The main tasks of the drive control system can be summarized as follows:
▪ Control of the converters/drives, including the speed reference calcula-
tion
▪ Control of drive/propeller speed according to the alternator capability,
including anti-overload prevention
▪ Control of power and torque. It takes care of the limits
▪ Control of the converter cooling
For some applications (e.g. for ice going vessels, for rough sea conditions,
etc, where load torque varies much and fast) often a power control mode is
applied, which reduces the disturbances on the network and smoothens the
load application on the diesel engines.
Power reservation
The main function of a power management system is to start and stop

GenSets/alternators according to the current network load and the online
alternator capacity. The power management system takes care that the next
alternator will be started, if the available power (= "Installed power of all con-
nected alternators" minus "current load") becomes lower than a preset limit.
This triggers a timer and if the available power stays bellow the limit for a cer-
tain time period the next GenSet/alternator in sequence is started. It also
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blocks heavy consumers to be started or sheds (unnecessary) consumers, if

there is not enough power available, in order to avoid unstable situations.
Class rules require from GenSets/alternators 45 seconds for starting, syn-
chronizing and beginning of sharing load. So it is always a challenge for the
power management system to anticipate the situation in advance and to
start GenSets/alternators before consumers draw the network and overload
the engines. Overloading an engine will soon decrease the speed/frequency

with the danger of motoring the engine, as the flow of power will be altered

from network to alternator (Reverse power). The electric protection system
must disconnect such alternator from the network. An overload situation is
always a critical situation for the vessel and a blackout has to be avoided.
The detailed power management functionality always depends on the plant
configuration, the operational requirements but also on general philosophy
and preferred solution of the owner. The parameters when to stat or to stop
a GenSet/alternator have always to be evaluated individually. The following
figure shows that in principle:
Figure 170: GenSets/alternators start/stop
For example the load depending start/stop of GenSets/alternators is shown

in the next table. It can be seen that the available power depends on the sta-
tus of the GenSets/alternators when they get their starting command. As an
example a plant with 4 GenSets/alternators is shown:
No. of alternators connected Alternator load Available power (Power reserve) via load pick-up Time to accept load
by the running GenSets
2 85 % 2 x 15 % = 30 % 0...10 sec
3 87 % 3 x 13 % = 39 % 0...10 sec
4 90 % 4 x 10 % = 40 % 0...10 sec
Table 171: Load depending start/stop of GenSets/alternators
No. of alternators connected Alternator load Available power (Power reserve) by starting a Time to accept load
standby1) GenSet
2 70 % 2 x 30 % = 60 % < 1 min
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3 75 % 3 x 25 % = 75 % < 1 min
4 80 % 4 x 20 % = 80 % < 1 min
1)
Preheated, prelubricated, etc. see section Starting conditions, Page 37.
Table 172: Load depending start/stop of GenSets/alternators

The available power for this example could look like this:
Figure 171: PMS Power reserve
Power management system

Derived from the above mentioned main tasks of a power management sys-
tem the following functions are typical:
▪ Automatic load dependent start/stop of GenSets/alternators
▪ Manual starting/stopping of GenSets/alternators
▪ Fault dependent start/stop of standby GenSets/alternators in cases of
under-frequency and/or under-voltage
▪ Start of GenSets/alternators in case of a blackout (black-start capability)
▪ 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 program for quickest possible
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
▪
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Tripping of non-essential consumers

▪ Bus tie and breaker monitoring and control
All questions regarding the functionality of the power management system
have to be clarified with MAN Diesel & Turbo at an early project stage.

8.11 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, 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 equipped with hybrid pro-
pulsion systems.
Figure 172: 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 173: 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, usually
synchronous E-motors are used.
Figure 173: Example: Electric propulsion configuration of a LNG carrier with geared transmission, single
screw and FP propeller

VSI with PWM 24 pulse Synchronous + High propulsion power
+ High drive & motor efficiency
+ Low harmonics
– Complex E-plant configuration
Table 174: 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 and ferries

Passenger vessels – cruise ships and ferries – are an important application
field for diesel-electric propulsion. Safety and comfort are paramount. New
regulations, 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 174: 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 + High drive & motor efficiency
RPM) + Low noise & vibration
– Complex E-plant configuration

Table 175: 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 175: 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 176: Main DE-components for a RoPax ferry
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Low loss applications

As MAN Diesel & Turbo works together with different suppliers for diesel-
electric propulsion plants an optimal matched solution can be designed for
each application, using the most efficient components from the market. The
following example shows a low loss solution, patented by STADT AS (Nor-
way).
In many cases a combination of an E-propulsion motor, running on two con-
stants speeds (Medium, high) and a pitch controllable propeller (CPP) gives a
high reliable and compact solution.
Figure 176: Example: Electric propulsion configuration of a RoRo, twin screw, geared transmission

Sinusoidal drive - Induction + Highly reliable & compact
(Patented by STADT AS) (Two speeds) + Very low losses
+ Transformer less solution
+ Low THD (No THD filters
needed)
– Only applicable with a CP pro-

peller
Table 177: Main DE-components of a low loss application (Patented by STADT AS)
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Energy-saving electric propulsion systems (EPROX)

Recent developments in Diesel-electric propulsion plants show electrical sys-

tems, where the Diesel engine can operate on variable speed, which gives a
huge potential in fuel saving.
The system uses Gensets operating in variable speed mode, where the rpm
can be adjusted for minimum fuel oil consumption according to the system
load. The electrical system is based on a common DC distribution, frequency
controlled propulsion drives and normal AC sub-distributions. The DC distri-
bution allows a decoupled operation of the Gensets and the consumers. It
also allows the integration of energy storage sources, like batteries.
The energy storage sources reduce the transient loads on the Diesel engines
and give much better dynamic response times of the propulsion system. Fast
load acceptance is taken away from the Diesel engines and peaks are
shaved. Also emission free propulsion can be realized when running on bat-
teries. In addition to that the energy storage sources will have a positive
effect on engine maintenance.
The footprint of such a propulsion plant is up to 30% smaller compared with
a classical Diesel-electric propulsion plant described before.
Figure 177: Example: Electric propulsion configuration of a PSV, with an energy-saving electric propulsion
system with variable speed Gensets and energy storage sources
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9 Annex
9.1 Safety instructions and necessary safety measures

The following list of basic safety instructions, in connection 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 exhaustive and may vary with regard to
the real existing requirements.
9.1.1 General
There are risks at the interfaces of the engine, which have to be eliminated or
minimized in the context of integration 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 according to the
latest state of the art.
▪ All relevant classification rules, rules, regulations and laws are consid-
ered, evaluated and are included in the system planning.
▪ The project-specific requirements of MAN Diesel & Turbo regarding the
engine and its connection to the plant will be implemented.
▪ In principle, always apply the more stringent requirements of a specific
document if its relevance is given for the plant.
9.1.2 Safety equipment/measures provided by plant-side
Following safety equipment respectively safety measures must be provided

by plant-side
▪ 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 turning gear´s gear wheel has to be cov-
ered. The turning gear should be equipped with a remote control, allow-
ing optimal positioning of the operator, overlooking the entire hazard area
(a cable of approx. 20 m length is recommended).
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 unauthorized entry
– only trained personnel is allowed to operate the turning gear
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▪ Securing of the starting air pipe

To secure against unintentional restarting of the engine during mainte-
nance work, a disconnection and depressurization of the engine´s start-
9 Annex
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.
▪ 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.
▪ 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
the crankcase through the relief valves.
This must be considered in the overall planning.
▪ Setting up storage areas
Throughout the plant, suitable storage areas have to be determined for
stabling of components and tools.
Thereby it is important to ensure stability, carrying capacity and accessi-
bility. The quality structure of the ground has to be considered (slip
resistance, resistance against residual liquids of the stored components,
consideration of the transport and traffic routes).
▪ 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. Special attention must be
paid to the execution of the electrical equipment. By selection of suitable
specialized companies and personnel, it has to be ensured that a faulty
feeding of media, electric voltage and electric currents will be avoided.
▪ Installation of flexible connections
For installation of flexible connections please follow strictly the informa-
tion 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
allowed.
Flexible connections have to be checked regularly and replaced after any
damage or life time given in manufacturer manual.
▪ Connection of exhaust port of the turbocharger at the engine to the
exhaust gas system of the plant
The connection between the exhaust port of the turbocharger and
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-
2014-10-15 - 3.6
tions.
(The flange of the turbocharger reaches temperatures of up to 450 °C).
9 Annex
▪ Generally, any ignition sources, smoking and open fire in the mainte-
nance and protection area of the engine is prohibited.
▪ Smoke detection systems and fire alarm systems have to be provided.

▪ Signs

– Following figure exemplarily shows the declared risks in the area of a
combustion 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 or to the power house.
Figure 178: Warning sign E11.48991-1108

– Prohibited area signs
Dependending on the application, it is possible that specific operat-
ing 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 to the engine operation.
▪ Optical and acoustic warning device
Due to noise-impared voice communication in the engine room/power
house, it is necessary to check where at the plant additionally to acoustic
warning signals optical warning signals (e.g. flash lamp) should be provi-
ded.
In any case, optical and acoustic warning devices are necessary while
using the turning gear and while starting/stopping the engine.
▪ 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
2014-10-15 - 3.6
The gases/vapours originating from crankcase and turbocharger are

ignitable. It must be ensured that the gases/vapours will not be ignited by
9 Annex
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.

▪ Drainable supplies and excipients

Supply system and excipient system must be drainable and must be

secured against unintentional recommissioning (EN 1037).
Sufficient ventilation 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.
▪ 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 recommended, 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.
▪ 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.
▪ Intake air filtering
In case of air intake is realized through piping and not by means of the
turbocharger´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 relevant section of the project guide
has to be guaranteed.
▪ Emergency stop system
The emergency stop system requires special care during planning, reali-
zation, 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.
2014-10-15 - 3.6
9 Annex

9.2 Programme for Factory Acceptance Test (FAT)

The following table shows the operating points to be considered during
acceptance test run.
Operating points ABS1) BV2) DNV3) GL4) LR5) RINa6) JG7) IACS9) MAN Diesel &
(NK)8) Turbo programme
with acceptance
by classification
society
All engines Starting attempts X X - X X X X X X
Governor test X X X X X X X X X
Operational test X X X X X X X X X
of the attached
safety devices
Marine Maximum contin- Speed: According to propeller curve or constant

main uous rating
engines (MCR)
100 %10) 60’ 60’ 30’ 60’ 60’ 60’ 20’ (60‘) 60’ 60’
110 % 30’ 30’ 30’ 30’ 30’ 30’ 20’ (30‘) 30–45’ 30’
90 % M M M11) M M M - M 30’11)
85 % - - M12) - - - - - 30’12)
75 % M M M11) M M M 20’ (30‘) M 30’
50 % M M M M M M 20’ (30‘) M 30‘
25 % M M - M M M 20’ (30‘) M 30‘
Low speed
and/or idling M M - M M M - M 30’
Marine Maximum contin- Constant speed

aux. uous rating
engines (MCR)
2014-10-15 - 3.6
9 Annex

Operating points ABS1) BV2) DNV3) GL4) LR5) RINa6) JG7) IACS9) MAN Diesel &
(NK)8) Turbo programme

with acceptance
by classification
society
100 %10) 60’ 60’ 30’ 60’ 60’ 60’ 20‘(60’) 60’ 60’
110 % 30’ 30’ 30’ 30’ 30’ 30’ 20‘(30’) 30’ 30’
75 % M M M M M M 20‘(30’) M 30’
50 % M M M M M M 20‘(30’) M 30’
25 % M M - M M M 20‘(-) M 30’
idling = 0 % M M - M M M - M 30’
1)
ABS = American Bureau of Shipping.
2)
BV = Bureau Veritas.
3)
DNV = Det Norske Veritas.
4)
GL = Germanischer Lloyd.
5)
LR = Lloyd’s Register of Shipping.
6)
RINa = Registro Italiano Navale.
7)
JG = Japanese government.
8)
NK = Nippon Kaiji Kyoka.
9)
ACS = International Association of Classification Societies.
10)
Two service recordings at an interval of 30 min.
11)
Could be replaced by MCR load point 85 %.
12)
Replacement for11)
M = Measurement at a steady state
Table 178: Test conditions of four-stroke marine engines
The selection of the measuring points and the measuring method are fixed in
accordance with ISO Standard 3046-1 for engines with output according
ICN power definition and the specifications of the classification societies. The
execution of the test run according to this guideline will be confirmed in writ-
ing by the customer or his representative, by the authorised representative of
the classification society and by the person in charge of the tests. After the
test run, the components will be inspected, as far as this is possible without
disassembly. Only in exceptional cases (e. g. if required by the customer/the
classification society), will components be dismantled. The works test will be
accomplished with MGO or MDO. Heavy fuel oil is not available at the serial
test beds.
2014-10-15 - 3.6
9 Annex

9.3 Engine running-in

Prerequisites
Engines require a run-in period:
▪ When put into operation on site, if after test run the pistons or bearings
were dismantled for inspection or if the engine was partially or fully dis-
mantled 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 run-in procedure the unevenness of the piston-ring surfaces and
cylinder contact surfaces is removed. The run-in period is completed once
the first piston ring perfectly seals the combustion chamber. I.e. the first pis-
ton ring should show an evenly worn contact surface. If the engine is subjec-
ted to higher loads, prior to having been run-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 oil consump-
tion.
The time until the run-in procedure is completed is determined by the prop-
erties 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-in peri-
ods indicated in following figures may therefore only be regarded as approxi-
mate values.
Operating media
The run-in period may be carried out preferably using diesel fuel or gas oil.
The fuel used must meet the quality standards see section Specification for
engine supplies, Page 193 and the design of the fuel system.
For the run-in of gas four-stroke engines it is best to use the gas which is to
be used later in operation.
Diesel-gas engines are run in using diesel operation with the fuel intended as
the ignition oil.
Lube oil The run-in lube oil must match the quality standards, with regard to the fuel
quality.
2014-10-15 - 3.6
Engine run-in
Cylinder lubrication (optional) The cylinder lubrication must be switched to "Running In" mode during com-
9 Annex
pletion of the run-in procedure. This is done at the control cabinet or at the
control panel (under "Manual Operation"). This ensures that the cylinder lubri-
cation is already activated over the whole load range when the engine starts.

The run-in process of the piston rings and pistons benefits from the
increased supply of oil. Cylinder lubrication must be returned to "Normal

Mode" once the run-in period has been completed.
Checks Inspections of the bearing temperature and crankcase must be conducted
during the run-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 bearing. For this purpose
an electrical sensor thermometer may be used as a measuring device.
At 85 % load and on reaching operational output level, the operating data
(ignition pressures, exhaust gas temperatures, charge pressure, etc.) must
be tested and compared with the acceptance report.
Standard running-in Dependent on the application the run-in programme can be derived from the
programme figures in paragraph Diagrams of standard running-in, Page 413 in this sec-
tion. During the entire run-in period, the engine output has to be within the
marked output range. Critical speed ranges are thus avoided.
Running-in during Barring exceptions, four-stroke engines are always subjected to a test run in
commissioning on site the manufacturer´s premises. As such, the engine has usually been run in.
Nonetheless, after installation in the final location, another run-in period is
required if the pistons 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, then a new run-in period is required. A run-in period is also
required if the piston rings are replaced in only one piston. The run-in period
must be conducted according to following figures or according to the associ-
ated 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 run-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 pipe, the charge air cooler, the turbocharger
2014-10-15 - 3.6
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
9 Annex
possibly with other engine trouble (leaking piston rings, piston wear) should
be expected.

Therefore, after a longer period of low load operation (≥ 500 hours of opera-

tion) a run-in period should be performed again, depending on the power,
according to following figures.
Also for instruction see section Low load operation, Page 39.
Note!
For further information, you may contact the MAN Diesel & Turbo customer
service or the customer service of the licensee.
Diagrams of standard running-in
Figure 179: Standard running-in programme for engines operated with constant speed
2014-10-15 - 3.6
9 Annex

9.4 Definitions
Figure 180: Standard running-in programme for marine engines (variable speed)
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.
The mean output range of the engine is between 40 to 80 %.
Loads beyond 100 % up to 110 % of the rated output are permissible only
for a short time to provide additional power for governing purpose only.
Blackout – Dead ship condition

The classification societies define blackout on board ships as a loss of elec-
trical power, but still all necessary alternative energies (e.g. start air, battery
electricity) for starting the engines are available.
Contrary to blackout dead ship condition is a loss of electrical power on
board a ship. The main and all other auxiliary GenSets are not in operation,
2014-10-15 - 3.6
also all necessary alternative energies for starting the engines are not availa-
ble. But still it is assumed that the necessary energy for starting the engines
(e.g. emergency alternator) could be restored at any time.
9 Annex
Controllable pitch propeller (CPP) application

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
9.4 Definitions
capable of producing at nearly any rotational speed.
Thereby the mean output range of the engine is between 80 to 95 % and the
fuel consumption is optimised at 85 % load.
Designation
▪ Designation of engine sides
– Coupling side, CS (KS)
The coupling side is the main engine output side and is the side to
which the propeller, the alternator or other working machine is cou-
pled.
– Free engine end/counter coupling side, CCS (KGS)
The free engine end is the front face of the engine opposite the cou-
pling side.
Designation of cylinders
The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking from the coupling side, the left hand row of cylinders is
designated A, and the right hand row is designated B. Accordingly, the cylin-
ders are referred to as A1-A2-A3 or B1-B2-B3, etc.
2014-10-15 - 3.6
9 Annex
Figure 181: Designation of cylinders

Direction of rotation
9.4 Definitions
Figure 182: Designation: Direction of rotation
Electric propulsion
A generator is driven by the engine, there the engine is operated at constant
speed. The generator supplies electrical power to drive an electric motor.
The power of the electric motor is used to drive a controllable pitch or fixed
pitch propeller.
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.
GenSet application (also applies to auxiliary engines on board ships)

Engine and electrical alternator mounted together form a single piece of
equipment to supply electrical power in places where electrical power (cen-
tral power) is not available, or where power is needed only temporarily.
Standby GenSets are kept ready to supply power during temporary interrup-
tions of the main supply.
The mean output range of the engine is between 40 to 80 %.
Loads beyond 100 % up to 110 % of the rated output are permissible only
for a short time to provide additional power for governing purpose only.
Gross calorific value (GCV)

2014-10-15 - 3.6
This value suppose that the water of combustion is entirely condensed and
that the heat contained in the water vapor is recovered.
9 Annex
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
9.4 Definitions
capable of producing at nearly any rotational speed.
Mechanical propulsion with fixed pitch propeller (FPP)

A fixed pitch propeller is driven by the engine. The FPP is always 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.
To protect the engine against overloading its rated output is reduced up to
90 %. The turbo charging system is adapted. Engine speed reduction of up
to 10 % at maximum torque is allowed.
The mean output range of the engine is between 80 to 95 % of its available
output and the fuel consumption is optimised at 85 % load.
Multi engine propulsion plant

In a multi engine propulsion plant at least two or more engines are available
for propulsion.
Net calorific value (NCV)

This value suppose that the products of combustion contains the water
vapor and that the heat in the water vapor is not recovered.
Offshore application
Offshore construction and offshore drilling places high requirements regard-
ing the engine´s acceleration and load application behaviour. Higher require-
ments exist also regarding the permissible engine´s inclination.
The mean output range of the engine is between 15 to 60 %. Acceleration
from engine start up to 100 % load must be possible within a specified time.
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
2014-10-15 - 3.6
possible, if the maximum possible fuel amount is used (blocking limit).

▪ Rated power (in accordance to rules of Germanischer Lloyd)
9 Annex
Maximum possible continuous power at rated speed and at defined

ambient conditions, provided that maintenances carried out as specified.
▪ Overload power (in accordance to rules of Germanischer Lloyd)

110 % of rated power, that can be demonstrated for marine engines for
an uninterrupted period of one hour.
9.4 Definitions
▪ 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.
Single engine propulsion plant

In a single engine propulsion plant only one single engine is available for pro-
pulsion.
Suction dredger application (mechanical drive of pumps)

For direct drive of the suction dredger pump by the engine via gear box the
engine speed is directly influenced by the load on the suction pump.
to 20 % at maximum torque is released.
Possibly the permissible engine operating curve has to be adapted to the
pump characteristics by means of a power output adaption respectively the
power demand of the pump has to be optimised particularly while start-up
operation.
Water-jet application
A marine system that creates a jet of water that propels the vessel. Also the
water-jet is always working close to the theoretical propeller curve (power
input ~ n3).
to 10 % at maximum torque is allowed.
2014-10-15 - 3.6

9 Annex

9.5 Symbols
9.5 Symbols
Note!
The symbols shown should only be seen as examples and can differ from
the symbols in the diagrams.
Figure 183: Symbols used in functional and pipeline diagrams 1

2014-10-15 - 3.6
9 Annex

9.5 Symbols

2014-10-15 - 3.6
9 Annex

9.5 Symbols

2014-10-15 - 3.6
9 Annex

9.6 Preservation, packaging, storage
9.6.1 General information
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.
2014-10-15 - 3.6
Packaging and preservation of engine

The type of packaging depends on the requirements imposed by means of
9 Annex
transport and storage period, climatic and environmental effects during

transport and storage conditions as well as on the preservative agent used.
As standard, engines are preserved for a storage period of 12 months 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.
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 performed in such a way 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 Diesel & Turbo must be notified immediately.
9.6.2 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.
▪ Packaging material does not absorb any moisture from the ground.
▪ Parts are accessible.
▪ Parts cannot be damaged.
▪ 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!
Packaging made of or including VCI paper or VCI film must not be opened or
2014-10-15 - 3.6
must be closed immediately after opening.

9 Annex
Storage conditions
In general the following requirements must be met:
▪ Minimum ambient temperature: –10 °C

▪ Maximum ambient temperature: +60 °C

9.7 Engine colour

In case these conditions cannot be met, contact MAN Diesel & Turbo 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.
9.6.3 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 Diesel & Turbo.
9.6.4 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 Diesel & Turbo if you have any questions.
9.7 Engine colour

Engine standard colour according RAL colour table is RAL 9006.
Other colours on request.

2014-10-15 - 3.6
9 Annex

MAN Diesel & Turbo
Index
A Waste gate 26
By-pass 25
Acceleration times 49
26
50
Additions to fuel consumption 73
C
Air
Consumption (Jet Assist) 329 Capacities
Flow rates, temperature 78 Pumps 78
Starting air consumption 70 Charge air
76 Blow off 25
Starting air vessels, compres- 325 Blow-off device 25
sors 26
Air vessel Blow-off noise 120
Condensate amount 242 By-pass 25
Air vessels By-pass device 26
Capacities 244 Control of charge air tempera- 25
Condensate amount 242 ture (CHATCO) 27
Airborne noise 113
27
Alignment
Preheating 25
Engine 163
Alternator 25
Reverse power protection 61 27
Ambient conditions causes derat- 31 27
ing 27
Angle of inclination 25 Temperature control 25
Approved applications 17
Arctic conditions 54 27
Arrangement 27
Attached pumps 138 Charge air cooler
Flywheel 134 Condensate amount 242
136 242
Attached pumps Flow rates 78
Arrangement 138 Heat to be dissipated 78
Capacities 78 Clearance
Auxiliary generator operation Propeller 384
Definiton 414 Colour of the engine 424
Auxiliary GenSet operation Combustion air
Definition 414 Flow rate 78
Available outputs Specification 193
Permissible frequency devia- 58 Common rail injection system 310
tions Components of an electric propul- 388
Related reference conditions 31 sion plant
Composition of exhaust gas 111
B Compressed air
Specification 193
2014-10-15 - 3.6
Balancing of masses 129

233
130
Compressed air system 321
Bearing, permissible loads 124
Condensate amount
Blackout
Index
Air vessel 242

Definition 414
Air vessels 242
Black-Start capability 37
Blowing-off the exhaust gas

MAN Diesel & Turbo
Charge air cooler 242 Diagram condensate amount ° 242

242 Diesel fuel see Fuel oil 76
Consumption
Control air 76 E
Fuel oil 70 Earthing
70 Bearing insulation 62
Jet Assist 329 Measures 62
Lube oil 76 Welding 63
Control air ECR
Consumption 70 Definition 418
76 Electric operation 47
Controllable pitch propeller Electric propulsion
Definition 414 Advantages 387
Definition 416
416
Drive control 396
Operating range 65
Efficiencies 387
Cooler
Engine selection 390
Flow rates 78
Example of configuration 399
Heat to be dissipated 78
Form for plant layout 384
Specification, nominal values 78
Over-torque capability 394
Temperature 78
Plant components 388
Cooler dimensioning, general ° 271
Plant design 389
Cooling water
Power management 396
Inspecting 193
Protection of the electric plant 395
228 Switchboard and alternator 391
Specification 193 design
222 Emissions
Specification for cleaning 193 EPA standard 110
228 Exhaust gas - IMO standard 110
230 110
System description 270 Static torque fluctuation 131
System diagram 266 Torsional vibrations 120
Engine
270
3D Engine viewer 356
Crankcase vent and tank vent 265
Alignment 163
Cylinder
Colour 424
Designation 415
Cross section 19
Cylinder liner, removal of 350
Definition of engine rating 29
D Description 10
Designation 21
Damper 415
Moments of inertia - Engine, fly- 126 Equipment for various applica- 25
wheel tons
Dead ship condition Inclinations 25
Definition 414 Main dimensions 23
Required starting conditions 39 Moments of inertia - Damper, 126
Definition of engine rating 29 flywheel;
Definitions 414
2014-10-15 - 3.6
Operation under arctic condi- 54

Derating tions
As a function of water tempera- 31 Outputs 29
ture Overview 12
Due to ambient conditions 31
Index
Programme 9
Due to special conditions or 32 Ratings 29
demands Ratings for different applications 31
Design parameters 21

MAN Diesel & Turbo
Room layout 341 Firing order 129

Room ventilation 330 130
Running-in 411 Fixed pitch propeller
Single engine propulsion plant 418 Definition 417
(Definition) Flexible pipe connections
Speeds 29 Installation 236
Speeds, Related main data 33
238
Engine automation
Flow rates
Functionality 176
Air 78
Installation requirements 181
Exhaust gas 78
Interfaces 179
Lube oil 78
Operation 175
Water 78
Supply and distribution 172
Flow resistances 105
System overview 165
Flywheel
Technical data 180
Arrangement 134
Engine cooling water specifications 222
° 136
Engine pipe connections and 235 Moments of inertia - Engine, 126
dimensions damper
Engine ratings Follow-up preservation 424
Power, outputs, speeds 29 Foundation
Suction dredger 418 Chocking with synthetic resin 147
Excursions of the L engines ° 237 Conical mountings 159
Excursions of the V engines ° 237 General requirements 139
Exhaust gas Inclined sandwich elements 154
Back pressure 31 Resilient seating 152
Composition 111 Rigid seating 143
Emission 110 Four stroke diesel engine pro- 9
gramme for marine
110
Frequency deviations 58
Flow rates 78
Fuel
Pressure 31
Consumption 77
Smoke emission index 111
Dependent on ambient condi- 77
System description 331
tions
Temperature 78
Diagram of HFO supply system 318
Exhaust gas aftertreatment
Diagram of HFO treatment sys- 307
SCR 332
tem
System design data 337
Diagram of MDO treatment sys- 294
System overview 333
tem
Exhaust gas emission 110
HFO treatment 303
Exhaust gas noise 118
MDO supply 294
Exhaust gas pressure
MDO treatment 294
Due to after treatment 34
Recalculation of consumption 77
Exhaust gas system
Specification (HFO) 208
Assemblies 332
Specification (MDO) 206
Components 332
Specification of gas oil (MGO) 204
Explanatory notes for operating 193
Stop power, definition 417
supplies 193 Viscosity-diagram (VT) 220
Fuel oil
2014-10-15 - 3.6
F Consumption 70
Factory Acceptance Test (FAT) 409 70
Failure of one engine 59 Specification for gas oil (MGO) 193
Index
Filling volumes 105

Filling volumes and flow resistances 105
°

MAN Diesel & Turbo
G Reference conditions 29
Standard output 29
Gas oil
Specification 193 417
204
J
General requirements
Fixed pitch propulsion control 66 Jet Assist
Propeller pitch control 66 Air consumption 329
General requirements for pitch con- 66
trol L
GenSet Layout of pipes 235
Definition 416 Lifting appliance 364
GenSets LNG Carriers 400
Operating range 57 Load
Grid parallel operation Low load operation 39
Definition 417 Reduction 52
Gross calorific value (GCV) Load application
Definition 416 Auxiliary GenSet 45
Change of load steps 67
H
Cold engine (only emergency 37
Heat radiation 78 case) 44
Heat to be dissipated 78 Diesel-electric plants 37
Heavy fuel oil see Fuel oil 76 Electric propulsion 45
HFO (fuel oil) Preheated engine 50
Diagram of supply system 318 Ship electrical systems 47
HFO Operation 303 Load reduction
HFO see Fuel oil 76 As a protective safety measure 54
HT switching 39 Recommended 53
Stopping the engine 53
I Sudden load shedding 52
Idle speed 33 Low load operation 39
IMO certification 58 LT cooling water volume flow
Additons to fuel consumption 74
66
LT switching 39
IMO Marpol Regulation 76
Lube oil
110 Consumption 76
110 Outlets 256
IMO Tier II Specification (HFO) 199
Definition 75 Specification (MGO) 193
Exhaust gas emission 110 Specification (MGO/MDO) 195
110 System description 248
Inclinations 25 System diagram 246
Injection viscosity and temperature 307 248
after final preheater ° Temperature 78
Installation Lube oil filter 264
Flexible pipe connections 236 Lube oil service tank ° 260
Installation drawings 342 Lubricating oil 193
Intake air (combustion air)
2014-10-15 - 3.6
Specification 232 M
Intake noise 116
Marine diesel oil (MDO) supply sys- 294
116 tem for diesel engines
Index
117 Marine diesel oil see Fuel oil 76

ISO Marine gas oil
Specification 193

MAN Diesel & Turbo
Marine gas oil see Fuel oil 76 Standard-output (definition) 417

MARPOL Regulation 70 Temperatures 104
70 Operating range
CPP 65
76
GenSets 57
110 Mechanical pump drive 69
Materials Operating/service temperatures 104
Piping 235 and pressures
MCR Operation
Definition 418 Acceleration times 49
MDO
50
Diagram of treatment system 294
Load application for ship electri- 47
MDO see Fuel oil 76
cal systems
Measuring and control devices
Load reduction 52
Engine-located 183
Low load 39
Propeller 49
Definition 416
Mechanical propulsion with FPP 64
Definiton 417 Running-in of engine 411
Mechanical pump drive Vessels (failure of one engine) 59
Operating range 69 Output
MGO (fuel oil) Available outputs, related refer- 31
Specification 193 ence conditions
MGO see Fuel oil 76 Definition 417
Moments of inertia 126 Engine ratings, power, speeds 29
Mounting 154 ISO Standard 29
Multi engine propulsion plant 30
Definition 417 Permissible frequency devia- 58
tions
N Overload power
Definition 417
Net calorific value (NCV)
Definition 417
P
Noise
Airborne 113 Packaging 422
Charge air blow-off 120 Part load operation 39
Exhaust gas 118 Permissible frequency deviations
Intake 116 Available outputs 58
116 Pipe dimensioning 235
Piping
117
Materials 235
Nominal Output
Propeller layout 384
Definition 418
Piston, removal of 350
NOx
Pitch control
IMO Tier II 110
General requirements 66
110 Planning data
Nozzle cooling system 284 Flow rates of cooler 78
Nozzle cooling water module 284 For emission standard: IMO Tier 78
II – Auxiliary GenSet °
2014-10-15 - 3.6
O For emission standard: IMO Tier 78

Offshore application II - Electric propulsion °
Definition 417 For emission standard: IMO Tier 78
Oil mist detector 25 II - Mechanical propulsion with
Index
28 CPP °
Operating
Pressures 104

MAN Diesel & Turbo
For emission standard: IMO Tier 78 S

II - Mechanical propulsion with
SaCoS one
FPP °
Control Unit 166
For emission standard: IMO Tier 78
Injection Unit 166
II - Suction dredger/pumps
SaCosSone
(mechanical drive) °
System overview 165
Heat to be dissipated 78
Safety
Temperature 78
Instructions 405
Position of the outlet casing of the 373
Measures 405
turbocharger
Safety concept 10
Postlubrication 256
SCR reactor sizes and mixing pipe 336
Power
dimensions
Engine ratings, outputs, speeds 29
Selective catalytic reduction 332
Power drive connection 124
Slow turn 25
126
28
Preheating
At starting condition 37 37
Charge air 25 39
27 Smoke emission index 111
Spare parts 367
27
Specification
27 Cleaning agents for cooling 193
Lube oil 260 water 230
Preheating module 290
Combustion air 193
Prelubrication 256
Compressed air 193
Preservation 422
Cooling water inspecting 193
Pressure control valve 263
Propeller 228
Clearance 384 Cooling water system cleaning 193
General requirements for pitch 66 228
control 230
Layout data 384 Diesel oil (MDO) 206
Operating range CPP 65 Engine cooling water 193
Operation, suction dredger 65
222
(pump drive)
Fuel (Gas oil, Marine gas oil) 193
Pumps
Fuel (HFO) 208
Capacities 78
Fuel (MDO) 206
Fuel (MGO) 204
R
Gas oil 204
Rated power Heavy fuel oil 208
Definition 417 Intake air 193
Ratings (output) for different appli- 31 Intake air (combustion air) 232
cations, engine Lube oil (HFO) 199
Reduction of load 52 Lube oil (MGO) 193
Reference conditions (ISO) 29 Lube oil (MGO/MDO) 195
Removal Viscosity-diagram 220
Cylinder liner 350 Specification for intake air (com- 232
Piston 350 bustion air)
2014-10-15 - 3.6
Removal of corrosion protection 424 Speed

Required temperatures at SCR 337 Adjusting range 34
relating to sulphur content in fuel oil Droop 34
Reverse power protection Engine ratings 33
Index
Alternator 61 Engine ratings, power, outputs 29

Room layout 341 Main data 33
Running-in 411 Speeds

MAN Diesel & Turbo
Clutch activation 33 Media 178

Idling 33 Time limits for low load operation
Mimimum engine speed 33 Liquid fuel mode 41
Splash oil monitoring 25 Torsional vibration 120
Splash oil monitoring system 28 Turbocharger assignments 22
Standard engine ratings 29 Two-stage charge air cooler 25
Stand-by operation capability 37 27
Starting air
/control air consumption ° 76 U
Compressors 325
Consumption 70 Unloading the engine 52
76 V
Jet Assist 329
System description 321 Variable Valve Timing (VVT) 25
System diagram 325 28
Vessels 325 Venting
Starting air system 321 Crankcase, turbocharger 109
Starting conditions 37 Vibration, torsional 120
Static torque fluctuation 131 Viscosity-temperature-diagram 220
Stopping the engine 53
Storage 422 W
Storage location and duration 423
Waste gate 26
Suction dredger application
Wate gate 25
Definition 418
Water
Sudden load shedding 52
Specification for engine cooling 193
Supply system
water 222
Blackout conditions 320
Switching: HT 39 Water systems
Switching: LT 39 Cooling water collecting and 279
Symbols supply system
For drawings 419 Engine cooling 266
270
T Miscellaneous items 280
Nozzle cooling 284
Table of ratings 29
Turbine washing device 283
29 Waterjet application
Temperature Definition 418
Air 78 Weights
Cooling water 78 Engine 23
Exhaust gas 78 Lifting appliance 364
Lube oil 78 Welding
Temperature control Earthing 63
Charge air 25 Windmilling protection 67
27 Works test 409
2014-10-15 - 3.6
Index

All data provided in this document is non-binding. This data serves informational

48/60CR
purposes only and is especially 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. Copyright © MAN Diesel & Turbo.
D2366472EN Printed in Germany GKM-AUG-03130.5
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
48/60CR
Four-stroke diesel engines
compliant with IMO Tier II
MAN Diesel & Turbo – a member of the MAN Group
2366472_PRJ_48-60_CR.indd 4 06.03.2013 16:10:48

48-60CR IMO Tier II - Marine

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48-60CR IMO Tier II - Marine

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All data provided in this document is non-binding.

This data serves informational

Four-stroke diesel engines compliant with IMO Tier II

MAN Diesel & Turbo

MAN Diesel & Turbo – a member of the MAN Group

2366472_PRJ_48-60_CR.indd 4 06.03.2013 16:10:48

Revision ............................................ 02.2014/3.6

48/60CR IMO Tier II Project Guide – Marine

MAN Diesel & Turbo SE

Copyright © 2014 MAN Diesel & Turbo

2 Engine and operation ........................................................................................................................... 17

2.11.2 Available outputs and permissible frequency deviations ......................................... 58

2.12.1 General remark for operating ranges ...................................................................... 64

2.12.2 Operating range for controllable pitch propeller (CPP) ............................................ 65

3 Engine automation ............................................................................................................................. 165

3.6 Technical data ......................................................................................................................... 180

4 Specification for engine supplies ...................................................................................................... 193

4.1.1 Lubricating oil ....................................................................................................... 193

4.1.2 Fuel ...................................................................................................................... 193

5 Engine supply systems ...................................................................................................................... 235

5.3.8 Nozzle cooling system and diagram ..................................................................... 284

5.4.3 Heavy fuel oil (HFO) treatment system .................................................................. 303

6 Engine room planning ........................................................................................................................ 341

7 Propulsion packages ......................................................................................................................... 379

8 Electric propulsion plants .................................................................................................................. 387

8.4 Electric propulsion plant design ............................................................................................. 389

8.10 Power management ................................................................................................................ 396

8.11 Example configurations of electric propulsion plants ........................................................... 399

9 Annex .................................................................................................................................................. 405

Index ................................................................................................................................................... 425

1.1 Medium speed propulsion engine programme

IMO Tier II compliant engine programme

Figure 1: MAN Diesel & Turbo engine programme

48/60CR, Project Guide – Marine, EN 9 (431)

1.2 Engine description 48/60CR IMO Tier II

Common rail injection

▪ Integrated self-diagnosis functions

10 (431) 48/60CR, Project Guide – Marine, EN

▪ CCM plus OMD

1.2 Engine description 48/60CR IMO Tier II

High efficiency turbochargers

Miller valve timing

VVT - Variable valve timing

Committed to the future

plan with confidence.

Core technologies in-house

48/60CR, Project Guide – Marine, EN 11 (431)

▪ High-efficiency exhaust gas turbochargers

▪ Advanced electronic fuel injection equipment

1 Fuel inlet 2 LT cooling water pump (optional)

3 Lube oil pumps 4 HT cooling water pump

5 HT water outlet 6 Exhaust heat shield

Figure 2: Overview L48-60 view on CCS

12 (431) 48/60CR, Project Guide – Marine, EN

Figure 3: Overview L48-60 view on CS

48/60CR, Project Guide – Marine, EN 13 (431)

1 Exhaust head shield 2 LT cooling water pump (optional)

Figure 4: Overview V48-60 view on CCS

14 (431) 48/60CR, Project Guide – Marine, EN