MAN - 51/60DF - Four-stroke Dual-fuel Engines Compliant With IMO Tier II

MAN Diesel &

Turbo

MAN Diesel & Turbo86224 Augsburg, GermanyPhone +49 821 322-0Fax +49 821 322-3382marineengines-de@mandieselturbo.comwww.mandieselturbo.com

MAN Diesel & Turbo – a member of the MAN Group

All data provided in this document is non-binding. This data serves informational

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.

D2366416EN-N1 Printed in Germany GKM-AUG-06140.5

51/60DFProject Guide – MarineFour-stroke dual-fuel enginescompliant with IMO Tier II

51/60DFProject Guide – M

arine Four-stroke dual-fuel engines com

pliant with IM

O Tier II

2366416_PRJ_51-60_DF.indd 4 06.06.2014 15:31:12

51/60DFProject Guide – MarineFour-stroke dual-fuel engines compliant with IMO Tier II

Revision ............................................ 06.2013/3.19

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

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MAN Diesel & Turbo SE86224 AugsburgPhone +49 (0) 821 322-0Fax +49 (0) 821 322-3382www.mandieselturbo.com Copyright © 2014 MAN Diesel & TurboAll rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

http://www.mandieselturbo.com

Table of contents

1 Introduction ............................................................................................................................................ 9

1.1 Medium speed propulsion engine programme .......................................................................... 9 1.2 Engine description 51/60DF ...................................................................................................... 10 1.3 Overview .................................................................................................................................... 15 1.4 Safety concept of MAN Diesel & Turbo dual-fuel engine – Short overview ........................... 19

2 Engine and operation ........................................................................................................................... 21

2.1 Approved applications and destination/suitability of the engine ........................................... 21 2.2 Engine design ............................................................................................................................ 23 2.2.1 Engine cross section .............................................................................................. 23 2.2.2 Engine designations – Design parameters .............................................................. 25 2.2.3 Turbocharger assignments ..................................................................................... 25 2.2.4 Engine main dimensions, weights and views – Electric propulsion .......................... 26 2.2.5 Engine main dimensions, weights and views – Mechanical propulsion ................... 28 2.2.6 Engine inclination ................................................................................................... 30 2.2.7 Engine equipment for various applications ............................................................. 31

2.3 Ratings (output) and speeds .................................................................................................... 34 2.3.1 General remark ...................................................................................................... 34 2.3.2 Standard engine ratings ......................................................................................... 34 2.3.3 Engine ratings (output) for different applications ..................................................... 35 2.3.4 Derating, Definition of P_Operating ......................................................................... 35 2.3.5 Engines speeds and related main data ................................................................... 39 2.3.6 Speed adjusting range ........................................................................................... 40

2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 41 2.5 Starting conditions .................................................................................................................... 43 2.6 Low load operation ................................................................................................................... 46 2.7 Start up and load application ................................................................................................... 48 2.7.1 General remarks .................................................................................................... 48 2.7.2 Start up time .......................................................................................................... 49 2.7.3 Load application in liquid fuel mode in emergency case ......................................... 52 2.7.4 Load application – Cold engine (emergency case) .................................................. 52 2.7.5 Load application – Load steps (for electric propulsion) ........................................... 53 2.7.6 Load application for mechanical propulsion (CPP) .................................................. 61

2.8 Engine load reduction ............................................................................................................... 63 2.9 Engine load reduction as a protective safety measure ........................................................... 64 2.10 Engine operation under arctic conditions ................................................................................ 65 2.11 Fuel sharing mode – Optional feature for electric propulsion ................................................ 68 2.11.1 General information ................................................................................................ 68 2.11.2 Load dependent range of fuel sharing rate ............................................................. 69 2.11.3 Operating data (only for information – without guarantee) ....................................... 70

2.12 Generator operation .................................................................................................................. 72

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2.12.1 Operating range for generator operation ................................................................ 72 2.12.2 Available outputs and permissible frequency deviations ......................................... 73 2.12.3 Operation of vessels with electric propulsion – Failure of one engine ...................... 74 2.12.4 Alternator – Reverse power protection ................................................................... 76 2.12.5 Earthing measures of diesel engines and bearing insulation on alternators ............. 77

2.13 Propeller operation ................................................................................................................... 78 2.13.1 Operating range for controllable pitch propeller (CPP) ............................................ 78 2.13.2 General requirements for propeller pitch control (CPP) ........................................... 80 2.13.3 Torque measurement flange .................................................................................. 82

2.14 Fuel oil; lube oil; starting air/control air consumption ............................................................ 83 2.14.1 Fuel oil consumption for emission standard: IMO Tier II .......................................... 83 2.14.2 Lube oil consumption ............................................................................................. 88 2.14.3 Starting air/control air consumption ........................................................................ 88 2.14.4 Charge air blow off amount .................................................................................... 89 2.14.5 Recalculation of total gas consumption and NOx emission dependent on ambient

conditions .............................................................................................................. 89

2.14.6 Recalculation of liquid fuel consumption dependent on ambient conditions ............ 89 2.14.7 Aging ..................................................................................................................... 90

2.15 Planning data for emission standard: IMO Tier II – Electric propulsion ................................. 92 2.15.1 Nominal values for cooler specification – L51/60DF IMO Tier II Liquid fuel mode/gas

mode ..................................................................................................................... 92

2.15.2 Nominal values for cooler specification – V51/60DF IMO Tier II Liquid fuel mode/gasmode ..................................................................................................................... 94

2.15.3 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Liquidfuel mode ............................................................................................................... 96

2.15.4 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Gasmode ..................................................................................................................... 97

2.15.5 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Liquidfuel mode ............................................................................................................... 98

2.15.6 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Gasmode ..................................................................................................................... 99

2.15.7 Load specific values at ISO conditions – 51/60DF IMO Tier II Liquid fuel mode .... 100 2.15.8 Load specific values at ISO conditions – 51/60DF IMO Tier II Gas mode .............. 101 2.15.9 Load specific values at tropic conditions – 51/60DF IMO Tier II Liquid fuel mode . 102 2.15.10 Load specific values at tropic conditions – 51/60DF IMO Tier II Gas mode ........... 103

2.16 Planning data for emission standard: IMO Tier II – Mechanical propulsion with CPP ......... 105 2.16.1 Nominal values for cooler specification – L51/60DF IMO Tier II Liquid fuel mode/gas

mode ...................................................................................................................105

2.16.2 Nominal values for cooler specification – V51/60DF IMO Tier II Liquid fuel mode/gasmode ...................................................................................................................106

2.16.3 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Liquidfuel mode .............................................................................................................109

2.16.4 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Gasmode ...................................................................................................................110

2.16.5 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Liquidfuel mode .............................................................................................................111

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2.16.6 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Gasmode ...................................................................................................................112

2.16.7 Load specific values at ISO conditions – 51/60DF IMO Tier II Liquid fuel mode –Constant speed ...................................................................................................113

2.16.8 Load specific values at ISO conditions – 51/60DF IMO Tier II Liquid fuel mode –Recommended combinator curve ........................................................................114

2.16.9 Load specific values at ISO conditions – 51/60DF IMO Tier II Gas mode – Constantspeed ..................................................................................................................115

2.16.10 Load specific values at ISO conditions – 51/60DF IMO Tier II Gas mode – Recom-mended combinator curve ...................................................................................116

2.16.11 Load specific values at tropic conditions – 51/60DF IMO Tier II Liquid fuel mode –Constant speed ...................................................................................................117

2.16.12 Load specific values at tropic conditions – 51/60DF IMO Tier II Liquid fuel mode –Recommended combinator curve ........................................................................118

2.16.13 Load specific values at tropic conditions – 51/60DF IMO Tier II Gas mode – Con-stant speed ..........................................................................................................120

2.16.14 Load specific values at tropic conditions – 51/60DF IMO Tier II Gas mode – Recom-mended combinator curve ...................................................................................121

2.17 Operating/service temperatures and pressures .................................................................... 122 2.18 Filling volumes and flow resistances ..................................................................................... 124 2.19 Specifications and requirements for the gas supply of the engine ...................................... 125 2.20 Internal media system – Exemplary ....................................................................................... 128 2.21 Venting amount of crankcase and turbocharger ................................................................... 133 2.22 Admissible supply gas pressure variations ........................................................................... 134 2.23 Exhaust gas emission ............................................................................................................. 135 2.23.1 Maximum allowed emission value NOx IMO Tier II ................................................135 2.23.2 Smoke emission index (FSN) ................................................................................136 2.23.3 Exhaust gas components of medium speed four-stroke diesel engines ................ 136

2.24 Noise ........................................................................................................................................ 138 2.24.1 Airborne noise ......................................................................................................138 2.24.2 Intake noise .........................................................................................................141 2.24.3 Exhaust gas noise ................................................................................................142 2.24.4 Blow-off noise example ........................................................................................144

2.25 Vibration .................................................................................................................................. 144 2.25.1 Torsional vibrations ..............................................................................................144

2.26 Requirements for power drive connection (static) ................................................................ 146 2.27 Requirements for power drive connection (dynamic) ........................................................... 148 2.27.1 Moments of inertia – Engine, damper, flywheel .....................................................148 2.27.2 Balancing of masses – Firing order .......................................................................149 2.27.3 Static torque fluctuation .......................................................................................152

2.28 Power transmission ................................................................................................................ 155 2.28.1 Flywheel arrangement ..........................................................................................155

2.29 Arrangement of attached pumps ........................................................................................... 157 2.30 Foundation .............................................................................................................................. 158 2.30.1 General requirements for engine foundation .........................................................158 2.30.2 Rigid seating ........................................................................................................159

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2.30.3 Chocking with synthetic resin ...............................................................................166 2.30.4 Resilient seating ...................................................................................................171 2.30.5 Recommended configuration of foundation ..........................................................173 2.30.6 Engine alignment .................................................................................................182

3 Engine automation ............................................................................................................................. 183

3.1 SaCoSone system overview .................................................................................................... 183 3.2 Power supply and distribution ............................................................................................... 189 3.3 Operation ................................................................................................................................. 191 3.4 Functionality ............................................................................................................................ 192 3.5 Interfaces ................................................................................................................................ 196 3.6 Technical data ......................................................................................................................... 197 3.7 Installation requirements ....................................................................................................... 199 3.8 Engine-located measuring and control devices .................................................................... 202

4 Specification for engine supplies ...................................................................................................... 213

4.1 Explanatory notes for operating supplies – Dual-fuel engines ............................................. 213 4.1.1 Lubricating oil .......................................................................................................213 4.1.2 Operation with gaseous fuel .................................................................................213 4.1.3 Operation with liquid fuel ......................................................................................214 4.1.4 Pilot fuel ...............................................................................................................215 4.1.5 Engine cooling water ............................................................................................215 4.1.6 Intake air ..............................................................................................................216 4.1.7 Inert gas ...............................................................................................................216

4.2 Specification of lubricating oil (SAE 40) for dual-fuel engines 35/44DF, 51/60DF .............. 216 4.3 Specification of natural gas ................................................................................................... 223 4.4 Specification of gas oil/diesel oil (MGO) ................................................................................ 226 4.5 Specification of diesel oil (MGO, MDO) when used as pilot-fuel for DF engines .................. 228 4.6 Specification of diesel oil (MDO) ............................................................................................ 231 4.7 Specification of heavy fuel oil (HFO) ...................................................................................... 233 4.7.1 ISO 8217-2012 Specification of HFO ...................................................................243

4.8 Viscosity-temperature diagram (VT diagram) ....................................................................... 245 4.9 Specification of engine cooling water .................................................................................... 247 4.10 Cooling water inspecting ........................................................................................................ 254 4.11 Cooling water system cleaning .............................................................................................. 255 4.12 Specification of intake air (combustion air) .......................................................................... 257 4.13 Specification of compressed air ............................................................................................. 259

5 Engine supply systems ...................................................................................................................... 261

5.1 Basic principles for pipe selection ......................................................................................... 261 5.1.1 Engine pipe connections and dimensions ............................................................261 5.1.2 Specification of materials for piping ......................................................................261 5.1.3 Installation of flexible pipe connections for resiliently mounted engines ................. 262 5.1.4 Condensate amount in charge air pipes and air vessels .......................................268

5.2 Lube oil system ....................................................................................................................... 270

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5.2.1 Lube oil system diagram ......................................................................................270 5.2.2 Lube oil system description ..................................................................................273 5.2.3 Prelubrication/postlubrication ...............................................................................281 5.2.4 Lube oil outlets .....................................................................................................281 5.2.5 Lube oil service tank ............................................................................................285 5.2.6 Pressure control valve ..........................................................................................288 5.2.7 Lube oil filter .........................................................................................................289 5.2.8 Crankcase vent and tank vent ..............................................................................290

5.3 Water systems ......................................................................................................................... 292 5.3.1 Cooling water system diagram .............................................................................292 5.3.2 Cooling water system description ........................................................................296 5.3.3 Advanced HT cooling water system for increased freshwater generation ............. 303 5.3.4 Cooling water collecting and supply system .........................................................306 5.3.5 Miscellaneous items .............................................................................................307 5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device ................. 307 5.3.7 Turbine washing device, HFO-operation ...............................................................310 5.3.8 Nozzle cooling system and diagram .....................................................................311 5.3.9 Nozzle cooling water module ...............................................................................313 5.3.10 Preheating module ...............................................................................................318

5.4 Fuel oil system ........................................................................................................................ 319 5.4.1 Marine diesel oil (MDO) treatment system .............................................................319 5.4.2 Marine diesel oil (MDO) supply system for dual-fuel engines .................................322 5.4.3 Heavy fuel oil (HFO) treatment system ..................................................................328 5.4.4 Heavy fuel oil (HFO) supply system .......................................................................332 5.4.5 Fuel supply at blackout conditions .......................................................................342 5.4.6 Liquid fuel system (designed to burn HFO and MDO) ...........................................343 5.4.7 Fuel gas supply system ........................................................................................348

5.5 Compressed air system .......................................................................................................... 357 5.5.1 Starting air system ...............................................................................................357 5.5.2 Starting air vessels, compressors .........................................................................361 5.5.3 Jet Assist .............................................................................................................362

5.6 Engine room ventilation and combustion air ......................................................................... 363 5.7 Exhaust gas system ................................................................................................................ 366 5.7.1 General ................................................................................................................366 5.7.2 Components and assemblies ...............................................................................367

6 Engine room planning ........................................................................................................................ 369

6.1 Installation and arrangement ................................................................................................. 369 6.1.1 General details .....................................................................................................369 6.1.2 Installation drawings .............................................................................................370 6.1.3 Removal dimensions of piston and cylinder liner ...................................................373 6.1.4 3D Engine Viewer – A support programme to configure the engine room ............. 375 6.1.5 Engine arrangements ...........................................................................................377 6.1.6 Lifting appliance ...................................................................................................379 6.1.7 Space requirement for maintenance .....................................................................383

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6.1.8 Major spare parts .................................................................................................384 6.1.9 Mechanical propulsion system arrangement .........................................................389

6.2 Exhaust gas ducting ............................................................................................................... 390 6.2.1 Ducting arrangement ...........................................................................................390 6.2.2 Position of the outlet casing of the turbocharger ..................................................391

7 Propulsion packages ......................................................................................................................... 399

7.1 General .................................................................................................................................... 399 7.2 Propeller layout data ............................................................................................................... 399 7.3 Propeller clearance ................................................................................................................. 400

8 Electric propulsion plants .................................................................................................................. 403

8.1 Advantages of electric propulsion ......................................................................................... 403 8.2 Losses in diesel-electric plants .............................................................................................. 403 8.3 Components of an electric propulsion plant .......................................................................... 404 8.4 Electric propulsion plant design ............................................................................................. 405 8.5 Engine selection ...................................................................................................................... 406 8.6 E-plant, switchboard and alternator design .......................................................................... 407 8.7 Over-torque capability ............................................................................................................ 410 8.8 Protection of the electric plant ............................................................................................... 411 8.9 Drive control ............................................................................................................................ 412 8.10 Power management ................................................................................................................ 412 8.11 Example configurations of electric propulsion plants ........................................................... 415

9 Annex .................................................................................................................................................. 421

9.1 Safety instructions and necessary safety measures ............................................................. 421 9.1.1 General ................................................................................................................421 9.1.2 Safety equipment/measures provided by plant-side .............................................421 9.1.3 Provided by plant-side especially for gas-fueled engines ......................................425

9.2 Programme for Factory Acceptance Test (FAT) ..................................................................... 427 9.3 Engine running-in ................................................................................................................... 431 9.4 Definitions ............................................................................................................................... 434 9.5 Symbols ................................................................................................................................... 439 9.6 Preservation, packaging, storage .......................................................................................... 442 9.6.1 General ................................................................................................................442 9.6.2 Storage location and duration ..............................................................................443 9.6.3 Follow-up preservation when preservation period is exceeded .............................444 9.6.4 Removal of corrosion protection ..........................................................................444

9.7 Engine colour .......................................................................................................................... 444

Index ................................................................................................................................................... 445

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1 Introduction

1.1 Medium speed propulsion engine programme

IMO Tier II compliant engine programme

Figure 1: MAN Diesel & Turbo engine programme

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1.2 Engine description 51/60DF

General

The 51/60DF engine from MAN Diesel & Turbo is a dual-fuel marine enginethat converts diesel fuel or natural gas into electrical or mechanical propul-sion power efficiently and with low emissions. In combination with a safetyconcept designed by MAN Diesel & Turbo for applications on LNG carriers,the multi-fuel capability of the engine represents an appropriate drive solutionfor this type of vessel, as well as for other marine applications. The capabilityto changeover from gas to diesel operation without interruption rounds offthe flexible field of application of this engine.

51/60DF for electrical and mechanical propulsion

The first type approval for constant speed application was passed success-fully in year 2007. As a result of continuous development MAN Diesel &Turbo has opened the application range of the 51/60DF engine and passedsuccessfully the type approval for mechanical propulsion with ControllablePitch Propeller (CPP) in year 2012.

Fuels

The 51/60DF engine is designed for operation with liquid and gaseous fuels.The used gas must match the latest applicable MAN Diesel & Turbo direc-tives for natural gas.In liquid fuel mode, the 51/60DF engine can be operatedwith MGO (DMA, DMZ), MDO (DMB) and with HFO up to a viscosity of 700mm2/s (cSt) at 50 °C. It is designed for fuels up to and including the specifi-cation CIMAC 2003 H/K700/DIN ISO 8217.

Marine main propulsion engines

Engine output is limited to 100 % of rated output for engines driving CP-pro-pellers. Engine output is limited to 110 % of rated output for engines driving agenerator. Overload above 100% load is permitted briefly to prevent a fre-quency drop during sudden load imposition in generator applications.

Marine auxiliary engines

Fuel stop power is 110 % of rated output. Overload above 100 % may onlybe used briefly to balance out fluctuations in frequency during load accept-ance in diesel and gas modes.

Con-rods and con-rod bearings

Optimised marine head version with split joint in upper shaft area, thus norelease of the con-rod bearing necessary during piston extraction; low pistonextension height. Optimised shells for con-rod bearings increase operatingsafety.

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Cylinder head

With its combustion chamber geometry, the cylinder head assures optimumcombustion of gaseous and liquid fuels. Atomisation of the fuel spray in bothoperating modes is unimpeded – thus leading to very good air: fuel mixtureformation and an optimum combustion process, i.e. reduction in fuel con-sumption in both operating modes.

Engine frame

Rigid housing in monoblock design (cast) with full length tie-rods from sus-pended main bearing to upper surface of engine frame and tie-rods from cyl-inder head to intermediate bottom.

Cylinder liner

The cylinder liner, mounted in individual cylinder jacket, is free of deforma-tions arising from the engine frame and thus assures optimum piston run-ning, i.e. high service life and long service intervals.

Stepped pistons

Forged steel crown highly resistant to deformation (with shaker cooling)made from high grade material and nodular cast iron in lower section.

In combination with a flame ring, the stepped pistons prevent undesirable“bore polishing” on the cylinder liner – and assure permanently low lubricat-ing oil consumption, i.e. low operating costs. Chrome ceramic coating of firstpiston ring with wear resistant ceramic particles in ring surface results in lowwear, i.e. long service life and long service intervals.

Valves

The exhaust valves have water-cooled, armoured exhaust valve seat ringsand thereby low valve temperatures. Propellers on the exhaust valve shaftcause rotation of the valve due to the gas flow with resultant cleaning effectof the sealing surfaces. The inlet valves are equipped with Rotocaps. Thisresults in a low rate of wear, i.e. long service intervals.

Injection

High pressure injection in liquid fuel mode with improved atomisation forcombustion of fuels with the lowest quality still accepted. In gas mode, igni-tion is achieved via injection of a small quantity of pilot fuel by means of acommon rail system. Overall, a fuel injection system optimised for low con-sumption and low amount of harmful emissions.

Rocker housing

Modified, weight-reduced rocker arm casing allows quick replacement ofinjectors in gas and liquid fuel modes. The components required for gasoperation are completely integrated into the rocker housing. High designstrength, good heat dissipation and a configuration for the highest ignitionpressures ensure that the unit has a very high level of component safety, i.e.long service life.

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MAN Diesel & Turbo turbocharging system

Optimally adapted charging system (constant pressure) with modern MANDiesel & Turbo turbochargers from the TCA series having long bearing over-haul intervals and high efficiency. Good part load operation thanks to veryhigh turbocharger efficiency even under low pressure conditions. The51/60DF engines are charged by just one TCA turbocharger, which meansthat only one common exhaust gas collector pipe is required for all cylinders.

Advanced Miller Cycle

By applying the Advanced Miller Cycle in combination with a higher com-pression ratio the mean firing pressure could be increased by three percen-tages compared to a version without this feature.

Service-friendly design

Hydraulic tools for tightening and loosening cylinder head nuts; quick locksand/or clamp and stub connections on pipes/lines; generously sized crank-case cover; hydraulic tools for crankshaft bearings and lower connecting rodbearings; very low maintenance Geislinger sleeve spring vibration dampers.

SaCoSone

The 51/60DF is equipped with the Classification Society compliant safety andcontrol system SaCoSone. The SaCoSone control system allows safe engineoperation in liquid fuel and gas modes with optimum consumption and lowemissions. In gas mode, the SaCoSone control system guarantees safe oper-ation between the knock and misfire boundaries. All cylinders are controlledindividually in this instance. For operation with liquid fuel, control is based onthe standard SaCoSone control system for diesel engines. The complete sys-tem is subject to a test-run in the factory with the engine so that fine tuningand functional testing during commissioning in the vessel only involve a mini-mum of effort.

Special functionalities have been implemented to cover the requirements onthe LNG carrier business. Exemplary can be named:

Fuel quality manager

During a round trip of an LNG Carrier the fuel gas composition is chang-ing in a big range. After bunkering the Natural Boil off Gas (NBOG) con-tains a high amount of Nitrogen. Contents of 20 % and higher are quitecommon. This lowers the heat value of the fuel gas, and leads to longergas injection. In the SaCoSone system after comparison of an externalengine output signal with actual engine parameters an adjustment ofparameters in the control is done, to feed the engine with sufficient gasfuel amount according to the required load.

Adaptive air fuel control

Additionaly the air fuel ratio will be adjusted according to the change infuel gas and the corresponding changed heat value and knocking char-acteristic.

Cleaning cyle for change over

During HFO operation the combustion chamber will be contaminatedwith deposits formed by the combustion of HFO. The cleaning cyclefunction will be activated in case of recognized HFO operation and1

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knocking events during change over to gas operation. So for this clean-ing cycle no intermediate fuel like MDO is needed and heavy knockingevents will be avoided.

CCM plus OMD

As a standard for all our 4-stroke medium speed engines manufacturedin 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 safetyphilosophy and the combination of both will increase the possibility toearly detect a possible engine failure and prevent subsequent compo-nent damage.

Soot

Soot emissions during operation on liquid fuel are on very low level by meansof optimised combustion and turbocharging. For increased demands inrespect of invisible soot emissions also in the range of 20 % output down toidle, special auxiliary equipment is offered that prevents the formation of visi-ble smoke, even at this low load range. In gas mode soot emissions are inthe whole load range well below the limit of visibility.

Special functionalities have been implemented to cover the requirements onthe LNG carrier business. Exemplary can be named:

Fuel Sharing

The 51/60DF is optional available with the innovative Fuel Sharing feature.This means that mixtures of gas and HFO can be simultaneously burned in asingle engine. This feature offers total fuel flexibility e.g. to the operator of aLNGC.

NOx emission with gaseous fuels

On natural gas, the 51/60DF undercuts IMO Tier II levels by extremely widemargin – indeed, in gaseous fuel mode, the 51/60DF already fulfils the strictIMO Tier III NOx limitations prescribed for Emissions Control Zones (ECA’s).

NOx emission with liquid fuels

The 51/60DF complies with IMO Tier II NOx emissions limits.

Micropilot ignition by common rail pilot-fuel injection

The 51/60DF employs the latest “micropilot” gas ignition technology. Thegaseous fuel is ignited by injection of a distillate pilot fuel representing justapprox. 1 % of the quantity of liquid fuel needed to achieve the 51/60DF’sfull rated output in its liquid fuel mode.

The 51/60DF pilot injection system uses the recent MAN Diesel & Turbocommon rail technology which allows flexible setting of injection timing, dura-tion and pressure for each cylinder. This flexibility allows the fuel consump-tion and emissions of the 51/60DF to be optimised at any point on its operat-ing profile. In gaseous fuel mode MAN Diesel & Turbo common rail technol-ogy also allows the gas admission and pilot injection of the 51/60DF to bevery closely matched to power demand, even down to very low engine

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loads, e.g. when meeting only the vessel’s hotel load. Likewise, MANDiesel & Turbo common rail technology also allows the 51/60DF to respondrapidly to combustion knocking and misfiring on a cylinder-by-cylinder basis.

To ensure nozzle cooling pilot-fuel injection stays in operation during liquidfuel operation.

Knocking detection

The individual knocking levels from each cylinder are collected by the knock-ing detection unit. In combination with the cylinder individual control of thepilot injection, the SaCoSone control ensures a stable operation in gas modewith a sufficient margin to the knocking limit.

Additional notes/brief summary

Dual-fuel engines offers fuel flexibility. If the gas supply fails once, also a fullload running engine is automatically switched over to liquid fuel mode withoutinterruption in power supply. DF engines can run in:

Liquid fuel mode

Gas mode (for ignition a small amount of diesel oil is injected by separatepilot fuel injection nozzles)

Fuel sharing mode (mixtures of gas and HFO can be burned simultane-ously

Back up mode operation (in case the pilot fuel injection should fail, theengine can still be operated. For details see chapter Liquid fuel system(designed to burn HFO and MDO), Page 343)

Starting and stopping of the engine is always performed in liquid fuel mode.The engine power in gas mode is generally equal to the generated power inliquid fuel mode.

Pilot fuel injection is also activated during liquid fuel mode or fuel sharingmode (cooling of the nozzles). The injected pilot fuel quantity depends on theengine load.

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1.3 Overview

Figure 2: Overview V51/60DF

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1 Gas pipe 2 LT cooling water pump (optional)3 Lube oil pump 4 HT cooling water pump5 Exhaust heat shield

Figure 3: Overview L51/60DF counter coupling side

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1 HT, LT cooling water outlets 2 Turbocharger exhaust outlet3 Silencer 4 Charge air cooler5 Camshaft cover

Figure 4: Overview L51/60DF coupling side

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1 Exhaust heat shield 2 LT cooling water pump (optional)3 Lube oil pump 4 HT cooling water pump5 Camshaft cover 6 Gas pipe

Figure 5: Overview V51/60DF counter coupling side

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1 HT, LT cooling water outlets 2 Turbocharger exhaust outlet3 Silencer 4 Charge air cooler

Figure 6: Overview V51/60DF coupling side

1.4 Safety concept of MAN Diesel & Turbo dual-fuel engine – Short overviewThis chapter serves to describe in a short form the safety philosophy of MANDiesel & Turbo's dual-fuel engines and the necessary safety installations andengine room arrangements. The engines serve as diesel-mechanical primemovers as well as power generation unit in diesel electric applicationsonboard of LNG carriers or other gas fueled ships.

Possible operation modes are pure gas mode or pure diesel mode as well asfuel sharing mode (liquid and gaseous fuel burned together).

This safety concept deals only with the necessary gas related safety installa-tions.

The MAN Diesel & Turbo dual-fuel engines are four-stroke engines with eitherliquid fuel or gas as main fuel. The engines are started and stopped only inliquid fuel mode. The operating principle in gas-mode is the lean-burn con-cept. A lean-mixture of gas and air is provided to the combustion chamber ofeach cylinder by individually controlled gas admission valves. The mixture isignited by a small amount of pilot Diesel fuel. In liquid fuel mode the fuel isinjected in the combustion chamber by conventional fuel injection pumps.

In addition for certain applications fuel sharing mode is available.

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The safety concept of MAN Diesel & Turbo’s dual-fuel engines is designed tooperate in gas mode or fuel sharing mode with the same safety level aspresent in liquid fuel mode. The concept is based on an early detection ofcritical situations, which are related to different components of the gas sup-ply system, the combustion and the exhaust system. If necessary the safetysystem triggers different actions, leading to alarm or automatically switchingto liquid fuel mode, without interruption of shaft power or a shutdown ofengines and gas supply systems.

The safety philosophy is to create along the gas supply and gas reactionchain an atmosphere in the engine room, which under normal operation con-ditions is never loaded with gas. The gas supply piping is double walled.Negative pressure prevails in the interspace between the inner and the outerpipe. Engine rooms, gas valve unit room and additonal necessary rooms aremonitored and controlled, and are always sufficient ventilated, in the way thata (small) negative pressure is set. Gas detection is required in the gas valveunit compartment, in the interspace between the inner and the outer pipe ofthe double walled pipes and the engine rooms.

The exhaust system can be purged by an explosion proofed fan installed inthe exhaust gas system. The purged air is always led through the exhaustgas duct outside the engine room. Rupture discs or explosion relief valvesare installed in the exhaust gas duct.

All system requirements and descriptions have to be in accordance withinternational rules and normatives, the IMO (International Marine Organisa-tion) and the IGC (International Gas Carrier Code) and classification societiesrules. Note that all systems have to be built in accordance with the abovementioned requirements.

For further information, please refer to our separate brochures "Safety con-cept dual-fuel engines marine".

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2 Engine and operation

2.1 Approved applications and destination/suitability of the engineThe 51/60DF is designed as multi-purpose drive. It has been approved bytype approval as marine main engine and auxiliary engine by all main classifi-cation societies (ABS, BV, CCS, ClassNK, DNV, GL, KR, LR, RINA, RS).

As marine main engine1) it may be applied for mechanical or diesel-electricpropulsion drive2) for applications as:

Bulker, container vessel and general cargo vessel

Ferry and cruise liner

Tanker

Others – to fulfill all customers needs the project requirements have to bedefined at an early stage

Hereby it can be applied for single- and for multi engine plants.

The engine 51/60DF as marine auxiliary engine it may be applied for diesel-electric power generation2) for auxiliary duties for applications as:

Auxiliary GenSet3)

Note!The engine is not designed for operation in hazardous areas. It has to beensured by the ship's own systems, that the atmosphere of the engine roomis monitored and in case of detecting a gas-containing atmosphere theengine will be stopped immediately.1) In line with rules of classifications societies each engine whose driving forcemay be used for propulsion purpose is stated as main engine.2) See section Engine ratings (output) for different applications, Page 35.3) Not used for emergency case or fire fighting purposes.

Destination/suitability of the engine

Note!Please note that regardless of their technical capabilities, engines of ourdesign and the respective vessels in which they are installed must at all timesbe operated in line with the legal requirements, as applicable, including suchrequirements that may apply in the respective geographical areas in whichsuch engines are actually being operated.

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

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Electric and electronic components attached to the engine –

Required engine room/powerhouse temperature

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

Relevant design criteria for the 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.

Note: 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 andattached components will be 5-10 K 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 atthe 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

2.2.1 Engine cross section

Figure 7: Engine cross section L51/60DF

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Figure 8: Engine cross section V51/60DF

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2.2.2 Engine designations – Design parameters

Figure 9: Example to declare engine designations

Parameter Value Unit

Number of cylinders 6, 7, 8, 9,

12, 14, 16, 18

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Cylinder bore 510 mm

Piston stroke 600

Displacement per cylinder 122.5 litre

Compression ratio 13.3 -

Distance between cylinder centres, in-line engine

820 mm

Distance between cylinder centres, vee engine

1,000

Vee engine, vee angle 50 °

Crankshaft diameter at journal,in-line engine

415 mm

Crankshaft diameter at journal,vee engine

480

Crankshaft diameter at crank pin 415

Table 1: Design parameters

2.2.3 Turbocharger assignments

51/60DF IMO Tier II

No. of cylinders Mechanical propulsion with CPP/electric propulsion

975 kW/cyl. 500 rpm 1,000 kW/cyl. 514 rpm

6L TCA55-42 TCA55-42

7L TCA55-42 TCA55-42

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51/60DF IMO Tier II

No. of cylinders Mechanical propulsion with CPP/electric propulsion

975 kW/cyl. 500 rpm 1,000 kW/cyl. 514 rpm

8L TCA55-42 (TCA66-42) TCA55-42191 (TCA66-42)

9L TCA66-42 (TCA55-42) TCA66-42298 (TCA55-42)

12V TCA66-42 (TCA77-42) TCA66-42 (TCA77-42)

14V TCA77-42 TCA77-42

16V TCA77-42 TCA77-42 (TCA88-42)

18V TCA77-42(TCA88-42) TCA77-42 (TCA77-42)

Table 2: Turbocharger assignments

TC-type in brackets: variations in gas quality may cause the selection of adifferent TC specification or even another TC frame size.

Please consider the relevant turbocharger project guide according to thistable. Above mentioned turbocharger assignments are only for guidance andmay vary due to projectspecific reasons.

2.2.4 Engine main dimensions, weights and views – Electric propulsion

L engine – Electric propulsion

Figure 10: Main dimensions and weights – L engine

Numbers ofcylinders

A B C W H Weight withoutflywheel

mm tons

9L 10,545 4,805 15,350 2,970 6,030 225

All weights and dimensions are for guidance only and apply to dry engines without flywheel.

Minimum centreline distance for twin engine installation: In-line engine 3,200 mm.

More information available upon request.

Table 3: Main dimensions and weights – L engine

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V engine – Electric propulsion

Figure 11: Main dimensions and weights – V engine

Numbers ofcylinders

A B C W H Weight without flywheel

mm tons

12V 9,835 4,950 14,785 4,700 6,530 276

14V 10,835 5,150 15,985 318

18V 13,148 5,410 18,558 381


Minimum centreline distance for twin engine installation: V-type engine 4,800 mm.


Table 4: Main dimensions and weights – V engine

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2.2.5 Engine main dimensions, weights and views – Mechanical propulsion

L engine – Mechanical propulsion

Figure 12: Main dimensions and weights – L engine

No. ofcylinders

L L1 W H Weight without flywheel

mm tons

6L 8,494 7,455 3,165 5,340 106

7L 9,314 8,275 119

8L 10,134 9,095 135

9L 11,160 9,915 3,283 148


Minimum centreline distance for twin engine installation: In-line engine 3,200 mm.


Table 5: Main dimensions and weights – L engine

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V engine – Mechanical propulsion

Figure 13: Main dimensions and weights – V engine

No. ofcylinders

L L1 W H Weight without flywheel

mm tons

12V 10,254 9,088 4,713 5,517 187

14V 11,254 10,088 213

16V 12,254 11,088 240

18V 13,644 12,088 265


Minimum centreline distance for twin engine installation: V-type engine 4,800 mm.


Table 6: Main dimensions and weights – V engine

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2.2.6 Engine inclination

α Athwartshipsβ Fore and aft

Figure 14: Angle of inclination

Max. permissible angle of inclination [°]1)

Application Athwartships α Fore and aft β Heel to each side

(static)Rolling to each side

(dynamic)Trim (static)2) Pitching

(dynamic)L < 100 m L > 100 m

Main engines 15 22.5 5 500/L 7.5

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

Table 7: Inclinations

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

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2.2.7 Engine equipment for various applications

Device / measure, (figure pos.) Propeller Auxiliary engines

Diesel-mechanic Diesel-electric

Charge air by-pass ("hot compressor by-pass", flap 3) O O O

Charge air by-pass ("cold compressor by-pass", flap 4) X X X

Two-stage charge air cooler X X X

Charge air preheating by HT-LT switching O O –

Charge air preheating by LT shut-off X X X

CHATCO (charge air temperature control) X X X

Jet assist (acceleration of the turbocharger) O O O

VIT (Variable Injection Timing) X X X

Slow turn X X X

Oil mist detector X X X

Splash oil monitoring X X X

Main bearing temperature monitoring X X X

Sealing oil O O O

Compressor wheel cooling O O O

Attached HT cooling water pump X X X

Attached LT cooling water pump O O O

Attached lubrication oil pump X X X

Torque measurement flange X – –

X = required, O = optional, – = not required

Table 8: Engine equipment

For gas and DF engines it is used at cold ambient conditions to blow by apart of the hot charge air downstream of the compressor into the intake airduct. This serves for preheating the intake air and thereby expands theengine-specific “temperature compensation range”. This feature is only avail-able in connection with an external intake air system. It can not be applied toan engine with TC silencer.

This is the main control device for air volume ratio adjustment (lambda con-trol) of gas and DF engines. A part of the charge air is withdrawn down-stream of the charge air cooler and is blown off (silencer required). Optionallythe withdrawn charge air can be blown by into the intake air duct upstreamof the compressor (only at engines with external intake air system - not pos-sible at engines with TC silencer). A continuously adjustable flap is used toregulate this air-flow to optimize the air fuel ratio dependent on the presentengine operating conditions.

Charge air by-pass (“hotcompressor by-pass”, seefigure Overview flaps,Page 31 flap 3)

Charge air by-pass (“coldcompressor by-pass”, seefigure Overview flaps,Page 31 flap 4)

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Figure 15: Overview flaps

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

Charge air preheating by HT - LT switching is used in the load range from0 % up to 20 % to achieve high charge air temperatures during part-loadoperation. It contributes to improved combustion and, consequently,reduced exhaust gas discoloration. Unlike the charge air preheating bymeans of the CHATCO control valve, there is no time delay in this case. Thecharge air is preheated immediately after the switching process by HT cool-ing water, which is routed through both stages of the two-stage charge aircooler.

Charge air preheating by LT shut-off (by means of the CHATCO controlvalve) is as well used in the load range from 0 % up to 20 % to reduceexhaust gas discoloration. Higher charge air temperatures are achieved byshut-off the LT-stage of the two stage charge air cooler. Depending onengine type there is a delay in time of about 15 to 25 minutes, till the positiveeffect can be noticed, because previously remaining LT-water in the LT-stage needs to be heated up by the charge air.

The charge air temperature control CHATCO serves to prevent accumulationof condensed water in the charge air pipe. In this connection, the charge airtemperature is, depending on the intake air temperature, controlled in such away that, assuming a constant relative air humidity of 80 %, the temperaturein the charge air pipe does not fall below the condensation temperature.

Integrated in the functionality of CHATCO is charge air preheating by LTshut-off.

Two-stage charge air cooler

Charge air preheating by HT– LT switching

Charge air preheating by LTshut-off (integrated inCHATCO)

CHATCO (Charge AirTemperature Control)

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This equipment is used where special demands exist regarding fast accelera-tion and/or load application. In such cases, compressed air from the startingair vessels is reduced to a pressure of approx. 4 bar before being passedinto 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 thecharge air pressure. Operation of the accelerating system is initiated by acontrol, and limited to a fixed load range.

For some engine types with conventional injection a VIT is available allowinga shifting of injection start. A shifting in the direction of “advanced injection” issupposed to increase the ignition pressure and thus reduces fuel consump-tion. Shifting in the direction of “retarded injection” helps to reduce NOx emis-sions.

Engines, which are equipped with “slow turn”, are automatically turned priorto 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 errormessage is issued. This error message serves as an indication that there isliquid (oil, water, fuel) in the combustion chamber. If the slow-turn manoeuvreis completed successfully, the engine is started automatically.

Slow turn is always required for plants with power management system(PMS) demanding automatic engine start.

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

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

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

While longterm operation (more than 72 h within 14 days) with MGO (ClassDMA or Class DMZ) seal oil avoids effectively contamination of lube oil bymeans of separation of fuel and lube oil side within the conventional fuelinjection pumps (not needed for CR injection system).

The high-pressure version (as a rule of thumb pressure ratio approx. 1 : 4.5and higher) of the turbochargers requires compressor wheel cooling. Thiswater cooling is integrated in the bearing casing and lowers the temperaturein the relevant areas of the compressor.

For a mechanical CP (controllable pitch) propeller driven by a dual fuelengine, a torque measurement flange has to be provided. The torque meas-urement flange gives an accurate power output signal to the engine control,thus enabling exact Lambda control and rapid switchover operations (liquidfuel/gas and vice versa).

Jet Assist (acceleration ofthe turbocharger)

VIT (Variable InjectionTiming)

Slow turn

Oil mist detector

Splash oil monitoring system

Main bearing temperaturemonitoring

Sealing oil

Compressor wheel cooling

Torque measurement flange

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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 POperating, Page 36.

2.3.2 Standard engine ratings

PISO, Standard: ISO-Standard-Output (as specified in DIN ISO 3046-1)

No. ofcylinders

Engine rating, PISO, Standard1) 2)

500 rpm 514 rpm

Available turningdirectionCW/CCW3)

kW Available turningdirectionCW/CCW3)

kW

6L Yes/Yes 5,850 Yes/Yes 6,000




12V Yes/Yes 11,700 Yes/Yes 12,000

14V Yes/Yes 13,650 Yes/Yes 14,000

16V Yes/Yes 15,600 Yes/Yes 16,000

18V Yes/Yes 17,550 Yes/Yes 18,000

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

Note!Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.1) PISO, Standard as specified in DIN ISO 3046-1, see paragraph Reference conditions

for engine rating, Page 34 in this section.2) Engine fuel: Liquid fuel mode = Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality requirements. Gas mode =Natural gas with a methane number ≥ 80, NCV ≥ 28,000 kJ/Nm3 and fullfilling thestated quality requirements.3) CW = clockwise; CCW = counter clockwise.

Table 9: Engine ratings

Reference conditions for engine rating

According to ISO 15550: 2002; ISO 3046-1: 2002

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

Total barometric pressure pr kPa 100

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Relative humidity Φr % 30

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

Table 10: Reference conditions for engine rating

2.3.3 Engine ratings (output) for different applications

PApplication, ISO: Available rating (output) under ISO-conditions dependent on

application

P Application

Available out-put in per-centage of

ISO-standard-output

Max. fueladmission(blocking)

Max. allowedspeed reduc-tion at maxi-mum torque 1)

Tropic condi-tions (tr/tcr/pr=100kPa)2)

Notes Optional power take-off in percentage ofISO-standard-output

Kind of application % % % °C - -

Marine main engines (with mechanical or Diesel-electric drive)

Main drive alternator 100 110 - 45/38 3) Yes/up to 100 %

Main drive with controllablepitch propeller

100 100 - 45/38 4) Yes/up to 100 %

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) Only applicable with nominal speed of 514 rpm.

Table 11: Available outputs/related reference conditions

2.3.4 Derating, Definition of POperating

POperating – Liquid fuel mode relevant derating factors

Available rating (output) under local conditions and dependent on application.

Dependent on local conditions or special application demands a further loadreduction of P Application, ISO might be needed.

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

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1. No derating

No derating necessary, provided that the conditions listed (see table Derat-ing – Limits of ambient conditions, Page 36 below) are met:

No derating up to statedreference conditions

(Tropic), see 1.

Derating needed according to formula, see 2. Derating neededaccord. to specialcalculation, see 3.

Air temperature beforeturbocharger Tx

≤ 318 K (45 °C) 318 K (45 °C) < Tx ≤ 333 K (60 °C) > 333 K (60 °C)

Ambient pressure ≥ 100 kPa (1 bar) 100 kPa (1 bar) > pambient ≥ 90 kPa < 90 kPa

Cooling water temper-ature inlet charge aircooler (LT stage)

≤ 311 K (38 °C) 311 K (38 °C) < Tcx ≤ 316 K (43 °C) > 316 K (43 °C)

Intake pressure beforecompressor

≥ –20 mbar1) –20 mbar > pair before compressor ≥ –40 mbar1) < –40 mbar1)

Exhaust gas backpressure after turbo-charger

≤ 30 mbar1) 30 mbar < pexhaust after turbine ≤ 60 mbar1) > 60 mbar1)

1) Below/above atmospheric pressure.

Table 12: Derating – Limits of ambient conditions

2. Derating

Derating due to ambient conditions and negative intake pressure beforecompressor or exhaust gas back pressure after turbocharger.

a Correction factor for ambient conditions

Tx Air temperature before turbocharger [K] being consideredTx = 273 + tx

U Increased negative intake pressure before compressor leads to anderating, 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 aderating, 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] beingconsidered TCX = 273 + tCX

T Temperature in Kelvin [K]t Temperature in degree Celsius [°C]

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Note!

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

POperating – Gas mode relevant derating factors

Dependent on local conditions or special application a load reduction of PAppli-

cation, ISO might be needed. Accordingly the resulting output is called POperating.

Relevant for a derating in gas mode are the methane number, the charge airtemperature before cylinder, the N2-content of the fuel gas and the ambientair temperature range, that needs to be compensated.

1. Derating if methan number is below minimum value

Figure 16: Derating dMN as a function of methan number

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

Figure 17: Derating dtbax as a function of charge air temperature before cylinder

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3. Derating if minimum NCV due to high N2-content can not be kept

The NCV (Net caloric value) from the gas is influenced by the N2-content. Upto 22 % of N2-content no derating is necessary. Above 22 % to 30 % N2-content derating is required.

Figure 18: Derating dN2 as a function of N2-content in the fuel gas

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

The main control device for air volume ratio adjustment (lambda control) ofgas and DF engines is capable to compensate a wide range of changes ofthe ambient pressure and air temperature. For ambient air temperatures < 5°C the intake air must be preheated to a minimum temperature of 5 °Cbefore turbocharger. If the ambient air temperature exceeds the engine typerelevant limit, the fuel air ratio adjustment is outside its range and a deratingof the engine output is needed.

Figure 19: Derating dtx if range of ambient temperature compensation is exceeded

5. Calculation of the total derating factor and POperating

The derating due to methane number dMN and charge air temperature beforecylinder dtbax have to be considered additive (dMN + dtbax).

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Beside this the derating due ambient air temperature dtx and N2 content dN2

have to be considered separately.

The highest element of (dMN + dtbax) or dtx or dN2 has to be considered in theformula below.

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 36 are exceeded. A special calcula-tion is necessary.

If higher requirements for the emission level exist. For the allowedrequirements see section Exhaust gas emission, Page 135.

If special requirements of the plant for heat recovery exist.

If special requirements on media temperatures of the engine exist.

If any requirements of MAN Diesel & Turbo mentioned in the ProjectGuide cannot be 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(starting device deactivated)

rpm V engine: 65L engine: 65

Engine running(activation of alarm- and safety system)

200

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

250

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

350

Minimum engine operating speed1)

FPP (30 % of nominal speed)

CPP (60 % of nominal speed)

Electric propulsion (100 % of nominal speed)

not available

not available

500

not available

308

514

Clutch

Minimum engine speed for activation (FPP)

Minimum engine speed for activation (CPP)

Maximum engine speed for activation

not available

"Minimum engineoperating speed" x 1.1

5002)

not available

"Minimum engineoperating speed" x 1.1

5142)

Highest engine operating speed 515 529

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Unit

Alarm overspeed (110 % of nominal speed) 550 566

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

5753) 5913)

Speed adjusting range See section Speed adjusting range, Page 40

Alternator frequency for GenSet Hz 50 60

Number of pole pairs - 6 7

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

1) In rare occasions it might be necessary that certain engine speed intervals have to be barred for continuous opera-tion. For FPP applications as well as for applications using resilient mounted engines, the admissible engine speedrange has to be confirmed (preferably at an early project phase) by a torsional vibration calculation, by a dimensioningof the resilient mounting, and, if necessary, by an engine operational vibration calculation.2) May possibly be restricted by manufacturer of clutch.3) This concession may possibly be restricted, see section Available outputs and permissible frequency deviations,Page 73.

Table 13: Engine speeds and related main data

2.3.6 Speed adjusting range

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

Drive Speed droop Maximum speed atfull load

Maximum speed atidle running

Minimum speed

Electronicgovernors

1 main engine with control-lable pitch propeller andwithout PTO

0 % 100% (+0,5 %) 100% (+0,5 %) 60 %

1 main engine with control-lable pitch propeller andwith PTO

0 % 100% (+0,5 %) 100% (+0,5 %) 60 %

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Drive Speed droop Maximum speed atfull load

Maximum speed atidle running

Minimum speed

Parallel operation of 2engines driving 1 shaft with/without PTO:

Load sharing via speeddroop

or

Master/Slave operation

5 %

0 %

100 % (+0.5%)

100 % (+0.5%)

105 % (+0.5%)

100 % (+0.5%)

60 %

60 %

GenSets/Diesel-electricplants:

with load sharing via speeddroop

or

Isochronous operation

5 %

0 %

100 % (+0.5%)

100 % (+0.5%)

105 % (+0.5%)

100 % (+0.5%)

60 %

60 %

Table 14: Electronic governors

2.4 Increased exhaust gas pressure due to exhaust gas after treatmentinstallations

Resulting installation demands

If the recommended exhaust gas back pressure as stated in section Operat-ing/service temperatures and pressures, Page 122 cannot be kept due toexhaust gas after treatment installations following items need to be consid-ered.

Exhaust gas back pressure after turbocharger

Operating pressure Δpexh, standard 0 ... 30 mbar

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 15: 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 16: Intake air pressure before turbocharger

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

Operating pressure Δpexh + Abs(Δpintake), standard 0 ... 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 17: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake airpressure before turbocharger

Maximum exhaust gas pressure drop – Layout

Shipyard and supplier of equipment in exhaust gas line have to ensurethat pressure drop Δpexh over entire exhaust gas piping incl. pipe work,scrubber, boiler, silencer, etc. must stay below stated standard operatingpressure 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 entireflow path including all installed components or even the installation of anexhaust gas blower if necessary.

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

If either Δpexh or Δpintake exceeds the stated standard values and even thestated values for an increased fuel oil consumption a customized enginematching becomes mandatory which will likely result in increased sfoc.For significant overruns in pressure losses even a reduction in the ratedpower output may become necessary.

In case the performance of the engine is claimed (e.g. for excessive sfocor exhaust gas temperature), it must be possible to install pressure sen-sors directly after turbine outlet and directly before compressor inlet toprove that the engine is not the root cause for poor performance.

By-pass for emergency operation

It needs to be evaluated if the chosen exhaust gas after treatment instal-lation demands a by-pass for emergency operation.

For scrubber application, a by-pass is recommended to ensure emer-gency operation in case that

– the scrubber is blocked

– the scrubber is damaged in such a way that the exhaust path isphysically blocked

or

– the exhaust flow cannot be directed through the scrubber for anyother reason.

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

Single streaming per engine recommended/Multi streaming to be evaluatedproject specific

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In general each engine must be equipped with a separate exhaust gasline as single streaming installation. This will prevent reciprocal influencingof 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 dropover the cylinder can cause exhaust gas back flow into intake manifoldduring valve overlap).

In case a multi-streaming solution is realized (i.e. only one combinedscrubber for multiple engines) this needs to be stated on early projectstage. Hereby air/exhaust gas tight flaps need to be provided to safe-guard engines out of operation. A specific layout of e.g. sealing air massflow will be necessary and also a power management may become nec-essary in order to prevent operation of several engines at very high loadswhile others are running on extremely low load. A detailed analysis asHAZOP study and risk analysis by the yard becomes mandatory.

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

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

Turbine cleaning

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

White exhaust plume by water condensation

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

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

Vibrations

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

Electronic data exchange between engine and exhaust gas after treatmentinstallation.

A specification is necessary about all engine and exhaust gas parametersthat have to be provided from the engine as input for exhaust gas after treat-ment installation and vice versa.

2.5 Starting conditions

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

capability

Lube oil service pump (attached)

Engine

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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 to80 °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

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)

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 to80 °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 heightor pressurized fuel oil tank, if no fuel oil supply pump is attached at theengine.

Note!Statements are relevant for non arctic conditions.For arctic conditions please consider relevant sections and clarify undefineddetails with MAN Diesel & Turbo.

Engine starting condi-tions

After blackout or "Dead Ship"("Black-Start")

From stand-by mode After stand-still ("NormalStart")

Start up time until loadapplication

< 1 minute < 1 minute > 2 minutes

General notes

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

within 1 h after end of stand-bymode.

Note!In case of "Dead Ship" condition

a main engine has to be putback to service within max.

30 min. according to IACS URM61.

Maximum stand-by time 7 days

Supervised by power manage-ment system plant.

(For longer stand-by periods inspecial cases contactMAN Diesel & Turbo.)

Stand-by mode only possibleafter engine has been started

with Normal Starting Procedureand has been faultless in opera-

tion.

-

Required engine conditions

Plant

Engine

Plant

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Engine starting condi-tions

After blackout or "Dead Ship"("Black-Start")

From stand-by mode After stand-still ("NormalStart")

Start up time until loadapplication

< 1 minute < 1 minute > 2 minutes

Start-blocking active No No

Start-blocking of engine leads towithdraw of "Stand-by Opera-

tion".

No

Slow turn No No Yes1)

Preheated and prelubricated

No, if engine was previously inoperation or stand-by as per

general notes above.

For other engines see require-ments in other columns.

Yes Yes

Required engine conditions

Lube oil system

Prelubrication period No, if engine was previously inoperation or stand-by as per

general notes above.

For other engines see require-ments in other columns.

Permanent Yes, previous to enginestart

Prelubrication pres-sure before engine

pOil before engine < 0.3 bar permissi-

ble

0.3 bar < pOil before engine < 0.6 bar 0.3 bar < pOil before engine <

0.6 bar

Preheating tempera-ture before engine

Less than 40 °C permissible > 40 °C > 40 °C

HT cooling water

Preheating tempera-ture before engine

Less than 60 °C permissible 60 – 90 °C 60 – 90 °C

Fuel system

For MDO operation If fuel oil supply pump is notattached to the engine:

Air driven fuel oil supply pumpor fuel oils service tank at suffi-cient height or pressurized fuel

oil tank required.

Supply pumps in operation or with starting command toengine.

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

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

1) It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.

Table 18: Engine starting conditions

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2.6 Low load operation

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 at60 % to 90 % of the full load output. Engine control and rating of all systemsare based on the full load output.

In the idling mode or during low load engine operation, combustion in thecylinders is not ideal. Deposits may form in the combustion chamber, whichresult 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 heavyfuel oil.

Better conditions

Optimization of low load operation is obtained by cutoff of the LT stage of thecharge air cooler or perfusion of the LT stage with HT water if HT or LTswitching is available for this engine type.

For common rail engines mostly this is not necessary because optimizedcombustion 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 fullload output on heavy fuel oil is subjected to certain limitations. For furtherinformation see figure Time limits for low load operation (on the left), durationof “relieving operation“ (on the right), Page 47 in this section, the enginemust, after a phase of part load operation, either be switched over to dieseloperation or be operated at high load (> 70 % of full load output) for a certainperiod of time in order to reduce the deposits in the cylinder and exhaust gasturbocharger again.

In case the engine is to be operated at low load for a period exceeding (seefigure Time limits for low load operation (on the left), duration of “relievingoperation“ (on the right), Page 47 in this section), the engine is to beswitched over to diesel oil operation beforehand.

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Be aware, that after 500 hours continuous heavy fuel oil operation at lowload in the range 20 % to 25 % of the full engine output a new running in ofthe engine is needed (see section Engine running-in, Page 431). For contin-uous heavy fuel oil operation at low load in the range < 25 % of the fullengine 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) isonly permitted for a maximum period of one hour.

No limitations are required for loads above 20 % of full load, as long as thespecified operating data of the engine will not be exceeded.

Operation with gas

The 51/60DF engine always is started in liquid fuel mode. The switch over togas operation mode takes place at loads ≥ 15 % of engine full load. After-wards the engine can be operated in gas mode in the load range ≥ 10 %load without time limit. Operation at loads < 10 % is not allowed.

* In general the time limits in HFO operation are valid for all HFO-qualities that are in accordanceto 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 curvefor HFO-operation from a load level from 20 % to 30 % load.

P Full load output [%]t Operating period [h]

Figure 20: Time limits for low load operation (on the left), duration of “relieving operation“ (on the right)

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New running in needed after > 500 hours low load operation (see sectionEngine running-in, Page 431).

Note!Acceleration time from present output to 70 % of full load output not lessthan 15 minutes.

Line a (time limits for low load operation):

At 10 % of full load output, HFO operation is permissible for maximum 19hours, MGO/MDO operation for maximum 40 hours, than output has to beincreased.

Line b (duration of relieving operation):

Operate the engine for approx. 1.2 hours at not less than 70 % of full loadoutput to burn away the deposits that have formed.

2.7 Start up and load application

2.7.1 General remarks

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

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

In general, requirements of the International Association of ClassificationSocieties (IACS) and of ISO 8528-5 according performance grade G2 con-cerning dynamic speed drop, remaining speed variation and recovery timeduring 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 MANDiesel & 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 speedvariation must not exceed 10 % of the nominal speed and the remainingspeed variation must not surpass 5 % of the nominal speed.

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

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

Requirements for plant design:

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

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

Explanations

Example

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

The possible failure of one engine must be considered, see section Oper-ation of vessels with electric propulsion – Failure of one engine, Page74.

2.7.2 Start up time

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

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), withthe needed time for start up lube oil system and prelubrication of the enginesis shown in figure below.

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

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

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

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

The engine is started and accelerated up to 100 % engine speed within 1 – 3 minutes.

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

General remark

Start up – Preheated engine

Start up – Cold engine

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Figure 21: Start up time (not stand-by mode) for preheated engine and cold engine (emergency case)

For engines in stand-by mode the needed start up time is shortened accord-ingly to figure below.

Figure 22: Start up time from stand-by mode

Start up – Engine in stand-bymode

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Engines in stand-by mode can be started with normal starting procedure atany time.

In case of emergency, the run up time of the engine may be shortenedaccording to following figure. Please be aware that this is near to the maxi-mum capability of the engine.

Figure 23: Emergency start up (stand-by mode)

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

Specified minimum run up time is based on the value "Needed minimum totalmoment of inertia" in the table Moments of inertia/flywheels for diesel-electricplants. If the moment of inertia of the GenSet is higher as the stated value inthat table, then also the run-up time is extended accordingly.

Emergency start up

General remark

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2.7.3 Load application in liquid fuel mode in emergency case

Figure Load application - Only emergency case, Page 52 shows the short-est possible load application time for continuously loading, applicable only inemergency case and only in connection with liquid fuel mode (nominal speedis reached and synchronisation is done). For this purpose, the power man-agement system should have an own emergency operation program forquickest possible load application. MAN Diesel & Turbo cannot guaranteethe invisibility of the exhaust gas under these circumstances.

Figure 24: 51/60DF, Load application – only emergency case

2.7.4 Load application – Cold engine (emergency case)

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

For DF engines it is recommended to operate the engine in liquid fuelmode (using distillate fuel) during warming up.

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

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

Cold engine – Warming up

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

Figure 25: Load application, emergency case; cold engines

2.7.5 Load application – Load steps (for electric propulsion)

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

Please be aware, that for marine engines load application requirements mustbe clarified with the respective classification society as well as with the ship-yard and the owner.

General remarks

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1 1st Step2 2nd Step3 3rd Step4 4th Step

Pe [%] Load application of continuous ratingpe

[bar]Mean effective pressure (mep) of the continuous rating

Figure 26: 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 speedvariation and recovery time during load application are listed below.

Classification Society Dynamic speed drop in % ofthe nominal speed

Remaining speed variationin % of the nominal speed

Recovery time until reaching the tol-erance band ±1 % of nominal speed

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

RINA

Lloyd´s Register ≤ 5 sec., max 8 sec.

American Bureau ofShipping

≤ 5 sec.

Bureau Veritas

Det Norske Veritas

ISO 8528-5

Table 19: Minimum requirements of the classification societies plus ISO rule

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

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Requirements for plant design:

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

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

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

The possible failure of one engine must be considered – please see sec-tion Operation of vessels with electric propulsion – Failure of one engine,Page 74.

Questions concerning the dynamic operational behaviour of the engine/s hasto be clarified with MAN Diesel & Turbo and should be a part of the contract.

If the engine has reached normal operating temperature load steps accord-ing the diagramm below can be applied. The load step has to be choosendepending on the desired recovery time. The recovery time must be awaitedbefore a further load increase is initiated. These curves are for engine plusstandard generator – plant specific details and additional moments of inertianeed 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).

After nominal speed is reached and synchronisation is done, the load appli-cation process is visualized in the following diagrams.

Figure 27: L+V51/60DF – Liquid fuel mode, load application by load steps – Speed drop and recovery time

Load steps – Normaloperating temperature (liquidfuel operation)

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Figure 28: L51/60DF – Gas mode, load application by load steps – Speed drop and recovery time

Figure 29: V51/60DF – Gas mode, Load application by load steps – Speed drop and recovery time

Based on above stated figures, figure L engine, load application dependenton base load, Page 56 and figure V engine, load application dependent onbase load, Page 58 show the maximum load step which can be applied asa function of the currently driven base load.

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Note!The engine always is started in liquid fuel mode. The switch over to gas oper-ation mode takes place at loads ≥ 15 % of engine full load. Once in gasmode, the engine can be operated in the load range ≥ 10 % load withouttime limit. Operation at loads < 10 % is not allowed.

Figure 30: L engine, load application dependent on base load

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Figure 31: V engine, load application dependent on base load

Based on above figure L engine, load application dependent on base load,Page 56 and figure V engine, load application dependent on base load, Page58 the following figures L engine, load application – liquid fuel mode, Page59 to V engine, load application – gas mode, Page 60 show the loadapplication process dependent on the fuel mode.

Note!Time period for change over from liquid fuel mode to gas mode is not inclu-ded in figure L engine, load application – gas mode, Page 60 and figure Vengine, load application – gas mode, Page 60 , as this is dependent on theplant layout. As guidance for the change over process (leakage test on theGVU, internal checks for safety reasons etc.) a time period of 140 sec can bestated.

In each diagram the left both curves (limiting curves) represent the maximumallowed load application in load steps, or continuously applied load, as wellas the shortest possible loading times, that the engine is able to realize inboth cases.

Nevertheless generally it should be chosen a load curve within the area “Rec-ommended” to aim for reserves, to achieve a trouble-free operation of theengine and the plant.

Hereby in all sections of the load curve, the gradient has to be less, and theminimum time between load steps has to be longer in comparison to theaforementioned limiting curves, additionally load steps have always to com-ply with figure L engine, load application dependent on base load, Page 56respectively figure V engine, load application dependent on base load, Page58.

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Figure 32: L engine, load application – liquid fuel mode

Figure 33: V engine, load application – liquid fuel mode

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Figure 34: L engine, load application – gas mode

Figure 35: V engine, load application – gas mode

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2.7.6 Load application for mechanical propulsion (CPP)

Acceleration times for controllable pitch propeller plants

Stated acceleration times in the following figure are valid for the engine itself.Dependend on the propulsion train (moments of inertia, vibration calculationetc.) project specific this may differ. Of course, the acceleration times are notvalid for the ship itself, due to the fact, that the time constants for thedynamic behavior of the engine and the vessel may have a ratio of up to1:100, or even higher (dependent on the type of vessel). The effect on thevessel must be calculated separately.

For remote controlled propeller drives for ships with unmanned or centrallymonitored engine room operation in accordance to IACS “Requirementsconcerning MACHINERY INSTALLATIONS”, M43, a single control device foreach independent propeller has to be provided, with automatic performancepreventing overload and prolonged running in critical speed ranges of thepropelling machinery. Operation of the engine according to the relevant andspecific operating range (CPP, water jet, etc.) has to be ensured. In case of amanned engine room and manual operation of the propulsion drive, theengine room personnel are responsible for the soft loading sequence, beforecontrol is handed over to the bridge.

The lower time limits for normal and emergency manoeuvres are given in ourdiagrams for application and shedding of load. We strongly recommend thatthe limits for normal manoeuvring is observed during normal operation, toachieve trouble-free engine operation on a long-term basis. An automaticchange-over to a shortened load programme is required for emergencymanoeuvres. The final design of the programme should be jointly determinedby all the parties involved, considering the demands for manoeuvring and theactual service capacity.

General remark

Propeller control

Load control program

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Figure 36: Control lever setting and corresponding engine specific acceleration times(for guidance)

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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 permanentchange of enginespeed 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 of1 min at idling speed.

After a sudden load shedding it has to be ensured that system circuitsremain 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, pleasecheck the proper function of the turbo charger silencer filter mat.

Recommended load reduction/stopping the engine

Unloading the engine

In principle, there are no restrictions with regard to unloading the engine.However, a minimum of 1 min is recommended for unloading the enginefrom 100 % PNominal to approx. 25 % PNominal.

Engine stop

From 25 % PNominal further engine unloading is possible, without interrup-tion.

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

Load reduction according to figure Load reduction and time to change overto liquid fuel mode, Page 64.

Run-down cooling

In order to dissipate the residual engine heat, the system circuits should bekept in operation after final engine stop for a minimum of 15 min.

Liquid fuel mode

Gas mode

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Figure 37: Load reduction and time to change over to liquid fuel mode

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 engineparameter (e.g. high exhaust gas temperature, high turbine speed, high lubeoil temperature) the power output (load) must be at least ramped down asfast 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 reductionsignal the load must be reduced for at least 5 %.

Then, within a maximum period of 30 sec the load must be reduced forat least 35 %.

The “prohibited range” shown in figure Engine load reduction as a pro-tective safety measure, Page 65 in this section has to be avoided.

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Figure 38: Engine load reduction as a protective safety measure

2.10 Engine operation under arctic conditions

Arctic condition is defined as:

Air intake temperatures of the engine below +5 °C

If engines operate under arctic conditions (intermittently or permanently), theengine equipment and plant installation have to meet special design featuresand 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

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 followingactions are required:

– The maximum allowable fuel temperatures and the minimum permis-sible viscosity before engine have to be kept.

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– Fuel injection pump

Only in case of conventional fuel injection system, dependent onengine type installation and activation of sealing oil system may benecessary, because low viscosity of the fuel can cause an increasedleakage and the lube oil will possibly being contaminated.

– Fuel injection valve

Nozzle cooling has to be switched off to avoid corrosion caused bytemperatures 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 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 temperatureis above –15 °C.

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

Alternators

Alternator operation is possible according to suppliers specification.

Plant installation

Air intake of the engine and power house/engine room ventilation have tobe two different systems to ensure that the power house/engine roomtemperature is not too low caused by the ambient air temperature.

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

Category A, B

For operation in liquid fuel mode:

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

For operation in gas mode:

In special cases the change-over point for the change from liquid fuelmode to gas mode has to be shifted to a higher load. Project specificcalculation needed.

Category C

For operation in liquid fuel mode:

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

SaCoSone

Intake air conditioning

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

For operation in gas mode:

In special cases the change-over point for the change from liquid fuelmode to gas mode has to be shifted to a higher load. Project specificcalculation needed.

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

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

Fuel temperatures of approximately minus 10 °C and less are to be avoi-ded, due to temporarily embrittlement of seals used in the engines fuel oilsystem and as a result their possibly loss of function.

Please be aware that the gas needs to be heated up to the minimumtemperature before Gas Valve unit.

The GVU itself needs to be installed protected from the weather, at ambi-ent temperatures ≥ 5 °C. For lower ambient air temperatures designmodifications of the GVU are needed.

Ventilation of power house/engine room.

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 powerhouse/engine room systems.

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

Coolant and lube oil system have to be preheated for each individualengine, see section Starting conditions, Page 43.

Design requirements for the preheater of HT systems:

– Category AStandard preheater

– Category B50 % increased capacity of the preheater

– Category C100 % increased capacity of the preheater

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

An increasing proportion of antifreeze decreases the specific heatcapacity of the engine cooling water, which worsened the heat dissipa-tion from the engine and will lead to higher component temperatures.

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

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

For information regarding engine cooling water see section Specificationfor engine supplies, Page 213.

Instruction for minimumadmissible fuel temperature

Preheater before GVU (GasValve Unit)Place of installation of theGVU

Minimum power house/engine room temperature

Coolant and lube oil systems

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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 specialrequirements of arctic conditions.

To support the restart procedures in cold condition (e. g. after unmannedsurvival 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 equippedwith a lube oil separator (e. g. plants only operating on MGO) alternativeequipment for preheating of the lube oil must be provided.For plants taken out of operation and cooled down below temperatures of+5 °C additional special measures are needed – in this case please contactMAN Diesel & Turbo.

2.11 Fuel sharing mode – Optional feature for electric propulsion

2.11.1 General information

It is optional possible to run the engine, not only in gas or liquid fuel mode,but also on mixtures of fuel gas (natural gas) and liquid fuel (MGO, MDO orHFO) – hence the designation “Fuel Sharing mode”.

E.g. if applied for LNG carrier shortfalls or fluctuations in the availability ofnatural boil-off gas (NBOG) can be compensated by increasing liquid fuelinjection beyond the quantity used by the dedicated pilot fuel injection sys-tem. Either heavy fuel oil (HFO) or distillate fuel can be used for this purpose,injected via the main fuel pumps.

The vessel’s or the plant’s management system demands from the engine acertain engine power output, furthermore it supplies the SaCoSone systemwith information which energy share can be provided by natural gas. Thecomplete engine (all cylinders) will operate on fuel sharing mode at the sametime with the same ratio of gas and liquid fuel. The fuel sharing mode is con-trolled by the engine control system of the SaCoSone depending on the man-ual input from one of the SaCoSone displays or the input signals of the powermanagement system (PMS) or the vessel’s control system (compare to figureSchematic principle of fuel sharing mode, Page 68).

Figure 39: Schematic principle of fuel sharing mode

The implementation of the fuel sharing mode demands an extention of thesignal exchange between plant automation system and SaCoSone..

Signals from plant automation sytem to SaCoSone (only for information):

Gas rate setpoint [%]

Fuel sharing request

Additional binary/analog outputs or inputs

Insulation

Heat tracing

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Project specific additional outputs/inputs may be needed.

Signals from SaCoSone to plant automation system (only for information):

Fuel sharing mode active

Actual gas rate

Fuel sharing common alarm

Status: FSM blocked: min. load reached

Possible gas rate limit min. [%]

Possible gas rate limit max. [%]

Project specific all needed information regarding signlas and alarm messagesneed to be defined.

2.11.2 Load dependent range of fuel sharing rate

Figure Operating diagram of fuel sharing operation, Page 69 shows theoperating diagram for fuel sharing. On the axis of abscissae the gaseous(lower axis) and the liquid fuel oil rate [%] (higher axis) are plot against the rel-ative engine power [%]. The diagram shows the valid range of operation forfuel sharing and defines the boundary regions.

Figure 40: Operating diagram of fuel sharing operation

The DF engine will be started and stopped in liquid fuel mode only.

The A1-area is defined as operating range where fuel sharing mode ispossible. It should be aimed for high gas rates for an efficient total fuelconsumption.

In the A2-area (below A1) the fuel sharing mode is not possible due tounacceptable emissions.

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In the A3-area (left of A1) fuel sharing mode is not possible. In this areathe minimum opening duration of the fuel gas valves will be undershoot.

In the A4-area (right of A1) fuel sharing mode is not possible. In this areathe required liquid fuel amount of the main injection system will be belowthe minimum value.

In the A5-area (above A1) fuel sharing mode is not possible because ofunacceptable component temperatures.

Between Liquid fuel operation, gas operation and fuel sharing mode canbe switched without interruption of engine operation.

If for gas operation or for fuel sharing mode the permissible operatingrange or needed preconditions will be left, it will be switched to liquid fueloperation automatically.

2.11.3 Operating data (only for information – without guarantee)

Operating data (only for information – without guarantee)

For 100 % load NOx-emission and SFC (specific fuel consumption) valuesdependend on the gas rate can be seen in following graphs.

Figure 41: 100 % load – SFC values dependend on the gas rate

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Figure 42: 100 % load – NOx-emission dependend on the gas rate

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2.12 Generator operation

2.12.1 Operating range for generator operation

Figure 43: Operating range for generator operation

MCR

Maximum continuous rating.

Range I

Operating range for continuous service.

Range II

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 appliedload). This additional power shall not be used for the supply of electricalconsumers.

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IMO certification for engines with operating range for electric propulsion

Test cycle type E2 will be applied for the engine´s certification for compliancewith the NOx limits according to NOx technical code.

2.12.2 Available outputs and permissible frequency deviations

General

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

Frequency adjustment range

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

Operating range

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

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

Limiting parameters

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

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

For engine-specific information see section Ratings (output) and speeds,Page 34 of the specific engine.

Overload

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

Max. torque

Max. speed for continuousrating

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Figure 44: Permissible frequency deviations and corresponding max. output

2.12.3 Operation of vessels with electric propulsion – Failure of one engine

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

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

Therefore we recommend to install a power management system. Thisensures uninterrupted operation in the maximum output range and in caseone unit fails the power management system reduces the propulsive outputor 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'soperator to set priorities and to decide which energy consumer has to beswitched off.

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

The optimum operating range and the permissible part loads are to beobserved (see section Low load operation, Page 46).

Load application in case one engine fails

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

The immediate load transfer to one engine does not always correspond withthe load reserves that the particular engine still has available in the respectivemoment. That depends on its base load.

Be aware that the following section only serves as an example and may notbe valid for this engine type. For the engine specific capability please seesection Load application – Load steps, Page 53.

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Example: Figure Maximum load step depending on base load, Page 75shows the maximum load step which can be applied as a function of the cur-rently driven base load.

Figure 45: 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 75 and on the total number of engines in operation the recommendedmaxium load of these engines can be derived. Observing this limit (see tablebelow Recommended maximum load in (%) of Pmax dependend on numberof engines in parallel operation, Page 74) ensures that the load from onefailed engine can be transferred to the remaining engines in operation withoutpower 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 20: Recommended maximum load in (%) of Pmax dependend on number of engines in paralleloperation

The isolated network consists of 4 engines with 12,170 kW electrical outputeach.

To achieve an uniform load sharing all engines must have the same speeddroop.

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 figure Maximum load stepdepending on base load, Page 75 with 80 % base load an immediate trans-fer 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

Example

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Consequently, in the network the total output demand needs to bedecreased from 39,000 kW to 36,500 kW, e. g. electrical consumers of atotal amount of 2,500 kW have to be switched off.

2.12.4 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 (fueladmission at zero) is being turned it can cause, due to poor lubrication,excessive wear on the engine´s bearings. This is also a classifications’requirement.

Definition of reverse power

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

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 drivesthe connected combustion engine.

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

Adjusting the reverse power protection relay

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

This facts are summarized in the table Adjusting the reverse power relay,Page 76 below.

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

Pel < 3 30

3 ≤ Pel < 8 3 to 10

Pel ≥ 8 No delay

Table 21: Adjusting the reverse power relay

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2.12.5 Earthing measures of diesel engines and bearing insulation on alternators

General

The use of electrical equipment on diesel engines requires precautions to betaken for protection against shock current and for equipotential bonding.These not only serve as shock protection but also for functional protection ofelectric and electronic devices (EMC protection, device protection in case ofwelding, etc.).

Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked with the earthing symbol havebeen 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.)

1, 2 Connecting grounding terminal coupling side andfree end (stamped symbol) M12

Figure 46: Earthing connection on engine (are arranged diagonally opposite eachother)

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 electricalmachines. In the case of considerable values (e. g. > 0.3 V), there is the riskthat bearing damage occurs due to current transfers. For this reason, at leastthe bearing that is not located on the drive end is insulated on alternatorapprox. > 1 MW. For verification, the voltage available at the shaft (shaft volt-age) is measured while the alternator is running and excited. With properinsulation, a voltage can be measured. In order to protect the prime moverand to divert electrostatic charging, an earthing brush is often fitted on thecoupling side.

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

Consequences of inadequate bearing insulation on the alternator, and

insulation check

In case the bearing insulation is inadequate, e. g., if the bearing insulationwas 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 couplingthe 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 thecrane) on the coupling side, and to measure the insulation by means of theMegger test against earth (in this connection, the max. voltage permitted bythe alternator manufacturer is to be observed!).

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

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

Earthing conductor

The nominal cross section of the earthing conductor (equipotential bondingconductor) 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 tobe taken as a basis for sizing the cross sections of the equipotential bondingconductors.

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

Execution of earthing

The earthing must be executed by the shipyard respectively plant owner,since generally it is not scope of supply of MAN Diesel & Turbo.

Earthing strips are not included in the MAN Diesel & Turbo scope of supply.

Additional information regarding the use of welding equipment

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

2.13 Propeller operation

2.13.1 Operating range for controllable pitch propeller (CPP)

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Figure 47: Operating range for controllable pitch propeller

Remark:

In rare occasions it might be necessary that certain engine speed intervalshave to be barred for continuous operation.

For applications using resilient mounted engines, the admissible enginespeed range has to be confirmed (preferably at an early project phase) by atorsional vibration calculation, by a dimensioning of the resilient mounting,and, if necessary, by an engine operational vibration calculation.

MCR = Maximum continuous rating

Range I: Operating range for continuous operation.

Range II: Operating range which is temporarily admissible e. g. during accel-eration and manoeuvring.

The combinator curve must 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 additionalpower requirements (e. g. by PTO) must be taken into account.20

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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 compliancewith the NOx limits according to NOx technical code.

2.13.2 General requirements for propeller pitch control (CPP)

Pitch control of the propeller plant

As a load indication a 4 – 20 mA signal from the engine control is supplied tothe propeller control.

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 pitchcontrol 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 propellerpitch to the respective engine speed. The operation curve of engine speedand propeller pitch (for power range, see section Operating range for control-lable pitch propeller (CPP), Page 78) 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 81 in this section).

Or if increasing both synchronic the speed has to be increased faster thanthe propeller pitch. The area above the combinator curve should not bereached.

Automatic limiting of the rate of load increase must also be implemented inthe propulsion control.

Deceleration/unloading the engine

The engine speed has to be reduced later than the propeller pitch (see figureExample to illustrate the change from one load step to another, Page 81 inthis section).

Or if decreasing both synchronic the propeller pitch has to be decreasedfaster than the speed. The area above the combinator curve should not bereached.

4 – 20 mA load indicationfrom engine control

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Example of illustration of the change from one load step to another

Figure 48: 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 propellerspeed, excessive wear of the engines bearings.

The propeller control has to ensure that the windmilling time is less than40 sec.

The propeller control has to ensure that the windmilling time is less than40 sec. In case of plants without shifting clutch, it has to be ensured that astopped engine won't be turned by the propeller.

(Regarding maintenance work a shaft interlock has to be provided for eachpropeller shaft.)

Single-screw ship

Multiple-screw ship

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Binary signals from engine control

The overload contact will be activated when the engines fuel admission rea-ches the maximum position. At this position, the control system has to stopthe increase of the propeller pitch. If this signal remains longer than the pre-determined time limit, the propeller pitch has to be decreased.

This contact is activated when the engine is operated close to a limit curve(torque limiter, charge air pressure limiter...). When the contact is activated,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 hasto be decreased.

This contact is activated when disturbances in engine operation occur, forexample too high exhaust-gas mean-value deviation. When the contact isactivated, the propeller control system has to reduce the propeller pitch to60 % of the rated engine output, without change in engine speed.

In section Engine load reduction as a protective safety measure, Page 64 therequirements for the response time are stated.

Distinction between normal manoeuvre and emergency manoeuvre

The propeller control system has to be able to distinguish between normalmanoeuvre and emergency manoeuvre (i.e., two different acceleration curvesare 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 78) and the acceleration times (see section Load application formechanical propulsion (CPP), Page 61) have to be observed. In sectionEngine load reduction as a protective safety measure, Page 64 the require-ments for the response time are stated.

2.13.3 Torque measurement flange

As the fuel gas composition supplied to the dual-fuel engine may changeduring a voyage in a wide range, it is needed to adapt the engine controlaccordingly. This will be done in the SaCoSone system after comparison ofan external engine output signal with actual engine parameters. Therefore atorque measurement flange needs to be provided for each engine separately.

Note!Please be aware that this will influence the installation layout.

Requirements for torque measurement flange:

For each engine its own torque measurement flange needs to be provi-ded.

Torque measurement flange must be certified and must be calibratedaccording to recommendation of manufacturer.

Torque measurement flange must be proofed for reliability and durability.

Torque measurement flange must be capable of operation under thespecific condition of the application, e.g.:

– Vibration

Overload contact

Operation close to the limitcurves (only for electronicspeed governors)

Propeller pitch reductioncontact

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– Wide temperature range

– High humidity and spray water

– Oil vapors

Torque measurement flange must withstand torque fluctuations and tor-sional vibrations.

Torque measurement flange must be accessible for check.

Implementation of torque measurement flange between engine and gearbox.

Specific signal quality:

– Specified for highest possible torque according to engines operatingrange.

– High accuracy:

Total deviation (inclusive non linearity, drift, hysteresis) of < 5 % ofnominal (rated) signal in whole operating range of the engine.

– Signal 4-20 mA.

– Low pass filter 1 Hz to remove torque ripple.

2.14 Fuel oil; lube oil; starting air/control air consumption

2.14.1 Fuel oil consumption for emission standard: IMO Tier II

Engine 51/60DF, electric propulsion

975/1,000 kW/cyl., 500/514 rpm

% Load Spec. fuel consumption in gas mode without attached pumps1) 2)

100 85 75 50 25

a) Natural gas kJ/kWh 7,393 7,356 7,492 7,816 8,739

b) Pilot fuel g/kWh

kJ/kWh

2.0

86

2.4

101

2.7

114

4.1

172

12.6

540

c) Total = a + b3) kJ/kWh 7,479 7,457 4) 7,606 7,988 9,279

1) Based on reference conditions, see table Reference conditions.2) Tolerance for warranty +5 %.

Note!The additions to fuel consumption must be considered before the tolerance is taken into account.3) Gas operation (including pilot fuel).4) Warranted fuel consumption at 85 % MCR.

Table 22: Fuel consumption in gas mode

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% Load Spec. fuel oil consumption with HFO/MDO (DMB) without attached pumps1) 2)

100 85 75 50 25

a) Main fuel g/kWh 181.3 180.4 187.1 188.7 209.3

b) Pilot fuel g/kWh

kJ/kWh

2.2

95

2.6

109

2.9

124

4.3

186

8.7

371

c) Total = a + b3) g/kWh

kJ/kWh

183.5

7,835

183 4)

7,815

190

8,115

193

8,245

218

9,310


Note!The additions to fuel consumption must be considered before the tolerance is taken into account.3) Liqued fuel operation (including pilot fuel).4) Warranted fuel consumption at 85 % MCR.

Table 23: Fuel oil consumption in liquid fuel mode

Engine 51/60DF, mechanical propulsion with CPP

1,000 kW/cyl., 514 rpm


100 85 75 50 25

Speed [rpm] 514


b) Pilot fuel g/kWh

kJ/kWh

2.0

86

2.4

101

2.7

114

4.1

172

12.6

540

c) Total = a + b3) kJ/kWh 7,530 7,550 4) 7,550 8,070 10,050



Table 24: Fuel consumption in gas mode, constant speed

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100 85 75 50 25

Speed [rpm] 514 501 462 402


b) Pilot fuel g/kWh

kJ/kWh

2.0

86

2.4

101

2.7

114

4.1

172

12.6

540

c) Total = a + b3) kJ/kWh 7,530 7,550 4) 7,610 7,720 8,120



Table 25: Fuel consumption in gas mode, constant speed


100 85 75 50 25

Speed [rpm] 514

a) Main fuel g/kWh 181.3 179.4 183.1 185.7 197.3

b) Pilot fuel g/kWh

kJ/kWh

2.2

95

2.6

109

2.9

124

4.3

186

8.7

371


kJ/kWh

183.5

7,835

182.0 4)

7,775

186.0

7,945

190.0

8,115

206.0

8,800



Table 26: Fuel oil consumption in liquid fuel mode, constant speed

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100 85 75 50 25

Speed [rpm] 514 501 462 402

a) Main fuel g/kWh 181.3 179.4 181.6 183.2 179.3

b) Pilot fuel g/kWh

kJ/kWh

2.2

95

2.6

109

2.9

124

4.3

186

8.7

371


kJ/kWh

183.5

7,835

182.0 4)

7,775

184.5

7,880

187.5

8,010

188.0

8,030



Table 27: Fuel oil consumption in liquid fuel mode, recommended combinator curve

% Load Additions to fuel consumption

100 85 75 50 25

Speed 514

For one attached cooling waterpump

g/kWh +0.6 +0.7 +0.8 +1.2 +2.4

kJ/kWh +25.6 +29.9 +34.2 +51.2 +102.4

For all attached L.O. pumps g/kWh +1.9 +2.3 +2.6 +3.8 +7.7

kJ/kWh +81.1 +98.2 +111.0 +162.2 +328.8

Speed 514 501 462 402

For one attached cooling waterpump

g/kWh +0.6 +0.7 +0.8 +1.0 +1.8

kJ/kWh +25.6 +29.9 +34.2 +42.7 +76.9

For all attached L.O. pumps g/kWh +1.9 +2.3 +2.6 +3.4 +6.8

kJ/kWh +81.1 +98.2 +111.0 +145.2 +290.4

Speed Independent of the speed

For operation with MGO g/kWh +2.0

kJ/kWh +85.4

For exhaust gas back pressureafter turbine > 30 mbar

g/kWh every additional 1 mbar (0.1 kPa) + 0.025

kJ/kWh every additional 1 mbar (0.1 kPa) + 1.07

Table 28: Additions to fuel consumption

Fuel oil consumption at idle running (kg/h) with HFO/MDO (DMB)

No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V

Speed 500/514 rpm 100 120 140 160 200 230 265 300

Table 29: Fuel oil consumption at idle running2 En

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Reference conditions for fuel consumption

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 temperature before cylinder tbar1) K/°C 316/43

Methane no. - ≥ 80

Liquid fuel, pilot fuel2) NCV kJ/kg 42,700

1) Regulated temperature for dual-fuel and gas engines at engine loads ≥ 85 %.2) Only DMA, DMZ or DMB.

Table 30: Reference conditions for fuel consumption 51/60DF

IMO Tier II Requirements:

For detailed information see section Cooling water system diagram, Page292.

IMO: International Maritime Organization

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

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

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2.14.2 Lube oil consumption

975/1,000 kW/cyl.; 500/514 rpm

Specific lube oil consumption: 0.4 g/kWh + 20 %

Total lube oil consumption [kg/h]1)


Speed 500/514 rpm 2.4 2.8 3.2 3.6 4.8 5.6 6.4 7.2

1)Tolerance for warranty +20 %.

Table 31: Total lube oil consumption

Note! As a matter of principle, the lubricating oil consumption is to be stated astotal lubricating oil consumption related to the tabulated ISO full load output(see section Ratings (output) and speeds, Page 34).

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

2.14.3 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) 2.8 3.2 3.5 3.8 4.8 5.5 6.0 6.7

Air consumption per Jet Assistactivation3)

Nm3 2) 4.0 4.0 5.5 5.5 7.9 7.9 7.9 11.3

Air consumption per slow turnmanoeuvre1) 4)

Nm3 2) 5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4

1) The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. Thestated air consumption refers only to the engine. For the electric propulsion an higher air consumption needs to beconsidered 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 perslow 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.

Table 32: Starting air consumption

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2.14.4 Charge air blow off amount

Dependend on actual ambient conditions the amount of charge air thatneeds to be discharged by charge air blow off will vary in higher extent. Sta-ted figures therefore can be seen as information for a general layout of theneeded blow off line of the charge air by-pass ("cold compressor by-pass",flap 4), see figure Overview flaps, Page 31 in section Engine equipment forvarious applications, Page 31.

Load 100 85 75 50 25 [%]

Qair blow off1) 1,000 1,400 1,650 1,200 300 kg/h per cyl.

1) Values for ISO-conditions and per cyl. – only for information.

Table 33: Charge air blow off amount which has to be discharged

2.14.5 Recalculation of total gas consumption and NOx emission dependent on ambientconditions

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internalcombustion engines - Performance, Part 1: Declarations of power, fuel andlubricating oil consumptions, and test methods – Additional requirements forengines for general use” MAN Diesel & Turbo has specified for gas operationthe method for recalculation of total gas consumption and dependent onambient conditions. Accordingly a formula for a recalculation of the NOxemission for gas operation dependent on ambient conditions has beendefined.

Details will be clarified during project handling.

2.14.6 Recalculation of liquid fuel consumption dependent on ambient conditions

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internalcombustion engines – Performance, Part 1: Declarations of power, fuel andlubricating oil consumptions, and test methods – Additional requirements forengines for general use” MAN Diesel & Turbo has specified for liquid fuel themethod 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 34: Limit values

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β Fuel consumption factortbar Engine type specific reference charge air temperature before cylinder

see table Reference conditions.

Unit Reference At test run orat site

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

Table 35: 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:

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

2.14.7 Aging

The fuel oil consumption will increase over the running time of the engine.Proper service can reduce or eliminate this increase. For dependencies seefigure Influence from total engine running time and service intervals on fuelconsumption in gas mode, Page 91 and figure Influence from total enginerunning time and service intervals on fuel oil consumption in liquid fuel mode,Page 91.

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Figure 49: Influence from total engine running time and service intervals on fuel consumption in gas mode

Figure 50: Influence from total engine running time and service intervals on fuel oil consumption in liquidfuel mode

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2.15 Planning data for emission standard: IMO Tier II – Electric propulsion

2.15.1 Nominal values for cooler specification – L51/60DF IMO Tier II Liquid fuel mode/gasmode

Note!If an advanced HT cooling water system for increased freshwater generationis to be applied, please contact MAN Diesel & Turbo for corresponding plan-ning data.


975 kW/cyl., 500 rpm or 1,000 kW/cyl., 514 rpm – Electric propulsion

Reference conditions: Tropics

Air temperature °C 45

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

Total barometric pressure mbar 1,000

Relative humidity % 50

Table 36: Reference conditions: Tropics

No. of cylinders - 6L 7L 8L 9L

Engine output kW 5,850/6,000 6,825/7,000 7,800/8,000 8,775/9,000

Speed rpm 500/514

Heat to be dissipated1) liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

Charge air:

Charge air cooler (HT stage)Charge air cooler (LT stage)

kW

1,920750

1,490675

2,235875

1,740790

2,5551,000

1,990900

2,8751,125

2,2401,015

Lube oil cooler2) 585 460 680 535 780 610 875 685

Jacket cooling 640 535 750 625 855 715 965 800

Water for fuel valves 13 13 16 16 18 18 20 02

Heat radiation (engine) 165 165 195 195 225 225 250 250

Flow rates3)

HT circuit (Jacket cooling +charge air cooler HT stage)

m3/h 70 80 90 100

LT circuit (Lube oil cooler +charge air cooler LT stage)

85 100 110 125

Lube oil (4 bar at engine inlet) 140 165 190 215

Cooling water fuel nozzles 1.7 2.0 2.2 2.5

Pumps

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a) Attached

HT circuit cooling water (4.3 bar) m3/h 140

LT circuit cooling water (3.0 bar) 140 (225 alternative available)

Lube oil (8.0 bar) for applicationwith constant speed

199 199 233 270

Lube oil (8.0 bar) for applicationwith variable speed

199 199 233 270

b) Free-standing4)

HT circuit cooling water (4.3 bar) m3/h 70 80 90 100

LT circuit cooling water (3.0 bar) Depending on plant design

Lube oil (8.0 bar) 140+z 165+z 190+z 215+z

Cooling water fuel nozzles (3.0 bar)

1.7 2.0 2.2 2.5

MGO/MDO supply pump (∆7.0 bar)

4.3 5.0 5.7 6.4

HFO supply pump (∆ 7.0 bar) 2.2 2.6 3.0 3.3

HFO circulation pump (∆7.0 bar)

4.3 5.0 5.7 6.4

Pilot fuel supply (5.0 bar) 0.03 0.035 0.04 0.045

1) Tolerance: +10 % for rating coolers, - 15 % for heat recovery.2) Addition required for separator heat (30 kJ/kWh).3) Basic values for layout design of the coolers.4) Tolerances of the pumps delivery capacities must be considered by the manufacturer.

z = Flushing oil of automatic filter.

Table 37: Nominal values for cooler specification – L51/60DF – Electric propulsion, liquid fuel mode/gasmode

Note!You will find further planning datas for the listed subjects in the correspond-ing sections.

Minimal heating power required for preheating HT cooling water seeparagraph H-001/Preheater, Page 299.

Minimal heating power required for preheating lube oil see paragraphH-002/Lube oil heater – Single main engine, Page 273.

Capacities of prelubrication/postlubrication pumps see section Prelubri-cation/postlubrication, Page 281.

Capacities of preheating pumps see paragraph H-001/Preheater, Page299.

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2.15.2 Nominal values for cooler specification – V51/60DF IMO Tier II Liquid fuel mode/gasmode










No. of cylinders - 12V 14V 16V 18V

Engine output kW 11,700/12,000 13,650/14,000 15,600/16,000 17,550/18,000

Speed rpm 500/514


mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

Charge air:


kW

3,8351,500

2,8851,350

4,4751,750

3,4801,575

5,1102,000

3,9801,800

5,7502,250

4,4752,025

Lube oil cooler2) 1,170 920 1,360 1,070 1,555 1,225 1,750 1,375

Jacket cooling 1,285 1,070 1,500 1,245 1,715 1,425 1,925 1,600



Flow rates3)

HT circuit (Jacket cooling + charge aircooler HT stage)

m3/h 140 160 180 200

LT circuit (Lube oil cooler + charge aircooler LT stage)

170 200 220 250



Pumps

a) Attached


2 En

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and

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ratio

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data

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LT circuit cooling water (3.0 bar) 225 (550 m3/h at 3.4 bar alternative available)


398 438 466 540


398 438 466 540

b) Free-standing4)



Lube oil (8.0 bar) 325+z 370+z 415+z 460+z

Cooling water fuel nozzles (3.0 bar) 3.5 4.1 4.8 5.4

MGO/MDO supply pump (∆ 7.0 bar) 8.6 10.0 11.4 12.9


HFO circulation pump (∆ 7.0 bar) 8.6 10.0 11.4 12.9




Table 39: Nominal values for cooler specification – V51/60DF – Electric propulsion, liquid fuel mode/gasmode






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2.15.3 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Liquidfuel mode










Engine output kW 5,850/6,000

6,825/7,000

7,800/8,000

8,775/9,000

Speed rpm 500/514

Temperature basis

HT cooling water outlet °C 90

LT cooling water charge air cooler inlet 38 1)

Lube oil engine inlet 55

Cooling water fuel nozzels inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 49

Air flow rate m3/h 37,350 43,550 49,750 55,950

t/h 40.9 47.7 54.5 61.3

Charge air pressure (absolute) bar 4.44

Air required to dissipate heat radiation (engine)(t2 - t1 = 10 °C)

m3/h 53,000 62,700 72,300 80,300

Heat radiation (engine) kW 165 195 225 250

Exhaust gas data2)

Volume flow (temperature turbine outlet) m3/h 75,500 88,000 100,500 113,000

Mass flow t/h 42.1 49.1 56.1 63.1

Temperature at turbine outlet °C 352

Heat content (190 °C) kW 2,030 2,370 2,710 3,050

2 En

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Permissible exhaust gas back pressure mbar ≤ 30

1) For design, see section Cooling water system diagram, Page 292.2) Tolerance: quantity ±5 %, temperature ±20 °C.

Table 41: Temperature basis, nominal air and exhaust gas data – L51/60DF – Electric propulsion, liquidfuel mode

2.15.4 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Gasmode











6,825/7,000

7,800/8,000

8,775/9,000

Speed rpm 500/514

Temperature basis





Air data


Air flow rate m3/h 34,300 40,000 45,700 51,500

t/h 37.6 43.8 50.1 56.4


Air required to dissipate heat radiation (engine)(t2 - t1 = 10 °C)

m3/h 53,000 62,700 72,300 80,300


Exhaust gas data2)


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Mass flow t/h 38.8 45.2 51.6 58.1


Heat content (190 °C) kW 1,850 2,150 2,450 2,800



Table 43: Temperature basis, nominal air and exhaust gas data – L51/60DF – Electric propulsion, gasmode

2.15.5 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Liquidfuel mode











13,650/14,000

15,600/16,000

17,550/18,000

Speed rpm 500/514

Temperature basis





Air data


Air flow rate m3/h 74,600 87,000 99,500 112,000

t/h 81.7 95.3 109.0 122.6


Air required to dissipate heat radiation (engine)(t2-t1=10 °C)

m3/h 106,000 125,200 142,900 160,500

2 En

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Exhaust gas data2)


Mass flow t/h 84.1 98.1 112.2 126.2


Heat content (190 °C) kW 4,050 4,700 5,400 6,100


1) For design, see section Cooling water system, Page 292.2) Tolerance: quantity ±5 %, temperature ±20 °C.

Table 45: Temperature basis, nominal air and exhaust gas data – V51/60DF – Electric propulsion, liquidfuel mode

2.15.6 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Gasmode











13,650/14,000

15,600/16,000

17,550/18,000

Speed rpm 500/514

Temperature basis





Air data


Air flow rate m3/h 68,550 80,000 91,500 102,900

t/h 75.1 87.6 100.2 112.7

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Air required to dissipate heat radiation (engine)(t2-t1=10 °C)

m3/h 106,000 125,200 142,900 160,500


Exhaust gas data2)


Mass flow t/h 77.5 90.4 103.4 116.2


Heat content (190 °C) kW 3,700 4,350 4,950 5,600



Table 47: Temperature basis, nominal air and exhaust gas data – V51/60DF – Electric propulsion, gasmode

2.15.7 Load specific values at ISO conditions – 51/60DF IMO Tier II Liquid fuel mode



Reference conditions: ISO





Table 48: Reference conditions: ISO

Engine output % 100 85 75 50

rpm 500/514

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)

Charge air cooler (LT stage)2)

kJ/kWh

985465

920430

920430

640310

Lube oil cooler3) 320 340 380 530

Jacket cooling 350 375 390 460

Water for fuel valves 8 8 8 8

Heat radiation (engine) 130 130 150 180

Air data

2 En

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and

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rpm 500/514

Temperature of charge air:

After compressor At charge air cooler outlet

°C

23543

21243

20543

15243

Air flow rate kg/kWh 7.19 7.59 8.28 8.48

Charge air pressure (absolute) bar 4.42 3.90 3.73 2.57

Exhaust gas data4)

Mass flow kg/kWh 7.39 7.79 8.48 8.68

Temperature at turbine outlet °C 330 316 314 335

Heat content (190 °C) kJ/kWh 1,110 1,050 1,125 1,346

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

mbar 30 -

1) Tolerance: +10 % for rating coolers, -15 % for heat recovery.2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.These figures are calculated for 7L51/60DF.3) Addition required for separator heat (30 kJ/kWh).4) Tolerance: Quantity ±5 %, temperature ±20 °C.

Table 49: Load specific values at ISO conditions – L51/60DF IMO Tier II – Electric propulsion, liquid fuelmode

2.15.8 Load specific values at ISO conditions – 51/60DF IMO Tier II Gas mode










rpm 500/514


Charge air:



kJ/kWh

771347

575319

613314

290250

Lube oil cooler3) 270 300 320 450

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and

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data

for e

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rpm 500/514




Air data



°C

20843

17743

16543

11543



Exhaust gas data4)

Mass flow kg/kWh 6.43 6.16 6.30 6.36


Heat content (190 °C) kJ/kWh 980 1,205 1,260 1,622


mbar 30 -

1) Tolerance: +10 % for rating coolers, - 15 % for heat recovery.2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.These figures are calculated for 7L51/60DF.3) Addition required for separator heat (30 kJ/kWh).4) Tolerance: Quantity ±5 %, temperature ±20 °C.

Table 51: Load specific values at ISO conditions – L51/60DF IMO Tier II – Electric propulsion, gas mode

2.15.9 Load specific values at tropic conditions – 51/60DF IMO Tier II Liquid fuel mode









2 En

gine

and

ope

ratio

n2.

15 P

lann

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data

for e

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rpm 500/514


Charge air:



kJ/kWh

1,150450

1,105 405

1,115410

870300

Lube oil cooler3) 350 370 415 570




Air data



°C

25749

23347

22447

16744



Exhaust gas data4)

Mass flow kg/kWh 7.01 7.29 7.95 8.23




mbar 30 -


Table 53: Load specific values at tropic conditions – L51/60DF IMO Tier II – Electric propulsion, liquid fuelmode

2.15.10 Load specific values at tropic conditions – 51/60DF IMO Tier II Gas mode






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rpm 500/514


Charge air:

Charge air cooler (HT stage)2) Charge air cooler (LT stage)2)

kJ/kWh

895405

700400

613314

300280

Lube oil cooler3) 275 290 320 450


Water for fuel valves 8


Air data



°C

24349

21546

19345

13543



Exhaust gas data4)

Mass flow kg/kWh 6.46 6.45 6.31 3.28




mbar 30 -


Table 55: Load specific values at tropic conditions – L51/60DF IMO Tier II – Electric propulsion, gas mode

2 En

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ratio

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2.16 Planning data for emission standard: IMO Tier II – Mechanical propulsion withCPP

2.16.1 Nominal values for cooler specification – L51/60DF IMO Tier II Liquid fuel mode/gasmode



1,000 kW/cyl., 514 rpm – Mechanical propulsion with CPP








Engine output kW 6,000 7,000 8,000 9,000

Speed rpm 514


mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

Charge air:


kW

2,070800

1,695810

2,410935

1,975945

2,7551,070

2,2551,080

3,1001,200

2,5401,210

Lube oil cooler2) 585 460 680 535 780 610 875 685

Jacket cooling 640 535 750 625 855 715 965 800



Flow rates3)

HT circuit (Jacket cooling + charge aircooler HT stage)

m3/h 70 80 90 100

LT circuit (Lube oil cooler + charge aircooler LT stage)

85 100 110 125



Pumps

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data

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–M

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ion

with

CPP




a) Attached


LT circuit cooling water (3.0 bar) 140 (225 alternative available)


199 199 233 270


199 199 233 270

b) Free-standing4)



Lube oil (8.0 bar) 140+z 165+z 190+z 215+z

Cooling water fuel nozzles (3.0 bar) 1.7 2.0 2.2 2.5

MGO/MDO supply pump (∆ 7.0 bar) 4.3 5.0 5.7 6.4


HFO circulation pump (∆ 7.0 bar) 4.3 5.0 5.7 6.4




Table 57: Nominal values for cooler specification – L51/60DF – CPP, liquid fuel mode/gas mode






2.16.2 Nominal values for cooler specification – V51/60DF IMO Tier II Liquid fuel mode/gasmode


2 En

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ratio

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16 P

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with

CPP

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Engine output kW 12,000 14,000 16,000 18,000

Speed rpm 514


mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

liquidfuel

mode

gasmode

Charge air:

Charge air cooler (HTstage)Charge air cooler (LTstage)

kW

4,1351,600

3,3851,615

4,8251,870

3,9501,885

5,5152,135

4,5152,155

6,2002,400

5,0752,420

Lube oil cooler2) 1,170 920 1,360 1,070 1,555 1,225 1,750 1,375

Jacket cooling 1,285 1,070 1,500 1,245 1,715 1,425 1,925 1,600



Flow rates3)

HT circuit (Jacket cooling +charge air cooler HT stage)

m3/h 140 160 180 200

LT circuit (Lube oil cooler +charge air cooler LT stage)

170 200 220 250

Lube oil (4 bar at engineinlet)

325 370 415 460


Pumps

a) Attached

HT circuit cooling water(4.3 bar)

m3/h 225

LT circuit cooling water(3.0 bar)

225 (550 m3/h at 3.4 bar alternative available)2015

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CPP




Lube oil (8.0 bar) for appli-cationwith constant speed

398 438 466 540

Lube oil (8.0 bar) for appli-cationwith variable speed

398 438 466 540

b) Free-standing4)

HT circuit cooling water(4.3 bar)

m3/h 140 160 180 200

LT circuit cooling water(3.0 bar)

Depending on plant design

Lube oil (8.0 bar) 325+z 370+z 415+z 460+z

Cooling water fuel nozzles(3.0 bar)

3.5 4.1 4.8 5.4

MGO/MDO supply pump(∆ 7.0 bar)

8.6 10.0 11.4 12.9

HFO supply pump (∆7.0 bar)

4.4 5.2 5.9 6.7

HFO circulation pump (∆7.0 bar)

8.6 10.0 11.4 12.9




Table 59: Nominal values for cooler specification – V51/60DF – CCP, liquid fuel mode/gas mode






2 En

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16 P

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2.16.3 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Liquidfuel mode










Engine output kW 6,000 7,000 8,000 9,000

Speed rpm 514

Temperature basis





Air data


Air flow rate m3/h 38,350 44,750 51,150 57,550

t/h 42.0 49.0 56.0 63.0


Air required to dissipate heat radiation (engine) (t2-t1=10

°C)

m3/h 53,000 62,700 72,300 80,300


Exhaust gas data2)


Mass flow t/h 43.2 50.4 57.6 64.8


Heat content (190 °C) kW 1,690 1,970 2,250 2,530



Table 61: Temperature basis, nominal air and exhaust gas data – L51/60DF – CPP, liquid fuel mode

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2 En

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ratio

n2.

16 P

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data

for e

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with

CPP



2.16.4 Temperature basis, nominal air and exhaust gas data – L51/60DF IMO Tier II Gasmode










Engine output kW 6,000 7,000 8,000 9,000

Speed rpm 514

Temperature basis





Air data


Air flow rate m3/h 35,600 41,500 47,500 53,500

t/h 38.5 44.9 51.3 57.8



°C)

m3/h 53,000 62,700 72,300 80,300


Exhaust gas data2)


Mass flow t/h 39.7 46.3 52.9 59.5


Heat content (190 °C) kW 1,750 2,050 2,350 2,650



Table 63: Temperature basis, nominal air and exhaust gas data – L51/60DF – CPP, gas mode

2 En

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and

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ratio

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16 P

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data

for e

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CPP

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2.16.5 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Liquidfuel mode










Engine output kW 12,000 14,000 16,000 18,000

Speed rpm 514

Temperature basis





Air data


Air flow rate m3/h 76,700 89,500 102,300 115,100

t/h 84.0 98.0 112.0 126.0



°C)

m3/h 106,000 125,200 142,900 160,500


Exhaust gas data2)


Mass flow t/h 86.4 100.8 115,2 129.6


Heat content (190 °C) kW 3,380 3,940 4,500 5,070


1) For design, see paragraph H-001/Preheater, Page 0 .2) Tolerance: quantity ±5 %, temperature ±20 °C.

Table 65: Temperature basis, nominal air and exhaust gas data – V51/60DF – CPP, liquid fuel mode

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2 En

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and

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ratio

n2.

16 P

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data

for e

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O Ti

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ion

with

CPP



2.16.6 Temperature basis, nominal air and exhaust gas data – V51/60DF IMO Tier II Gasmode










Engine output kW 12,000 14,000 16,000 18,000

Speed rpm 514

Temperature basis





Air data


Air flow rate m3/h 71,300 83,100 95,000 106,900

t/h 77.1 89.9 102.7 115.6



°C)

m3/h 106,000 125,200 142,900 160,500


Exhaust gas data2)


Mass flow t/h 79.4 92.6 105.9 119.1


Heat content (190 °C) kW 3,550 4,150 4,750 5,350


1) For design, see paragraph H-001/Preheater, Page 0 .2) Tolerance: quantity ±5 %, temperature ±20 °C.

Table 67: Temperature basis, nominal air and exhaust gas data – V51/60DF – CPP, gas mode

2 En

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and

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16 P

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data

for e

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2.16.7 Load specific values at ISO conditions – 51/60DF IMO Tier II Liquid fuel mode –Constant speed


1,000 kW/cyl., 514 rpm – Mechanical propulsion with CPP, constant speed








rpm 514


Charge air:



kJ/kWh

1,055495

985465

950450

680320

Lube oil cooler3) 320 340 380 530




Air data


After compressorAt charge air cooler outlet

°C

24343

21843

22343

14443



Exhaust gas data4)

Mass flow kg/kWh 7.53 7.90 8.48 8.68


Heat content (190 °C) kJ/kWh 870 785 765 1,300

2015

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2 En

gine

and

ope

ratio

n2.

16 P

lann

ing

data

for e

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O Ti

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echa

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ion

with

CPP




rpm 514


mbar 30 -


Table 69: Load specific values at ISO conditions – 51/60DF IMO Tier II – CPP constant speed, liquid fuelmode

2.16.8 Load specific values at ISO conditions – 51/60DF IMO Tier II Liquid fuel mode –Recommended combinator curve


1,000 kW/cyl., 514 rpm – Mechanical propulsion with CPP, recommendedcombinator curve








rpm 514 514 501 462


Charge air:



kJ/kWh

1,055495

985465

885415

540260

Lube oil cooler3) 320 340 365 475




Air data



°C

24343

21843

22343

14443


2 En

gine

and

ope

ratio

n2.

16 P

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data

for e

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with

CPP

2015

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rpm 514 514 501 462


Exhaust gas data4)

Mass flow kg/kWh 7.53 7.90 8.41 7.88


Heat content (190 °C) kJ/kWh 870 785 880 1,320


mbar 30 -


Table 71: Load specific values at ISO conditions – 51/60DF IMO Tier II – CPP recommended combinatorcurve, liquid fuel mode

2.16.9 Load specific values at ISO conditions – 51/60DF IMO Tier II Gas mode – Constantspeed










rpm 514


Charge air:



kJ/kWh

875415

710340

685325

400350

Lube oil cooler3) 270 300 320 450




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2 En

gine

and

ope

ratio

n2.

16 P

lann

ing

data

for e

mis

sion

sta

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d: IM

O Ti

er II

–M

echa

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l pro

puls

ion

with

CPP




rpm 514

Air data



°C

22643

19043

17643

13143



Exhaust gas data4)

Mass flow kg/kWh 6.58 6.53 6.87 7.49




mbar 30 -


Table 73: Load specific values at ISO conditions – 51/60DF IMO Tier II – CPP constant speed, gas mode

2.16.10 Load specific values at ISO conditions – 51/60DF IMO Tier II Gas mode –Recommended combinator curve









2 En

gine

and

ope

ratio

n2.

16 P

lann

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data

for e

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O Ti

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with

CPP

2015

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3.1

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rpm 514 514 501 462


Charge air:



kJ/kWh

875415

710340

635305

290260

Lube oil cooler3) 270 300 305 415




Air data



°C

22643

19043

17243

12543



Exhaust gas data4)

Mass flow kg/kWh 6.58 6.53 6.42 6.48




mbar 30 -


Table 75: Load specific values at ISO conditions – 51/60DF IMO Tier II – CPP recommended combinatorcurve, gas mode

2.16.11 Load specific values at tropic conditions – 51/60DF IMO Tier II Liquid fuel mode –Constant speed






2015

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9

2 En

gine

and

ope

ratio

n2.

16 P

lann

ing

data

for e

mis

sion

sta

ndar

d: IM

O Ti

er II

–M

echa

nica

l pro

puls

ion

with

CPP








rpm 514


Charge air:



kJ/kWh

1,240480

1,180440

1,150430

925305

Lube oil cooler3) 350 370 415 570




Air data



°C

26449

23547

24047

15944



Exhaust gas data4)

Mass flow kg/kWh 7.20 7.38 7.97 8.23


Heat content (190 °C) kJ/kWh 1,015 910 975 1,540


mbar 30 -


Table 77: Load specific values at tropic conditions – 51/60DF IMO Tier II – CPP constant speed, liquid fuelmode

2.16.12 Load specific values at tropic conditions – 51/60DF IMO Tier II Liquid fuel mode –Recommended combinator curve


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rpm 514 514 501 462


Charge air:



kJ/kWh

1,240480

1,180440

1,070395

730250

Lube oil cooler3) 350 370 395 510




Air data



°C

26449

23547

23547

16844



Exhaust gas data4)

Mass flow kg/kWh 7.20 7.38 8.04 7.49


Heat content (190 °C) kJ/kWh 1,015 910 1,140 1,490


mbar 30 -


Table 79: Load specific values at tropic conditions – 51/60DF IMO Tier II – CPP recommended combinatorcurve, liquid fuel mode20

15-0

3-16

- 3

.19

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gine

and

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ratio

n2.

16 P

lann

ing

data

for e

mis

sion

sta

ndar

d: IM

O Ti

er II

–M

echa

nica

l pro

puls

ion

with

CPP



2.16.13 Load specific values at tropic conditions – 51/60DF IMO Tier II Gas mode – Constantspeed










rpm 514


Charge air:



kJ/kWh

1,015484

860425

685325

410390

Lube oil cooler3) 275 290 320 450




Air data



°C

26049

22846

20445

15043



Exhaust gas data4)

Mass flow kg/kWh 6.62 6.82 6.88 7.41



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O Ti

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rpm 514


mbar 30 -


Table 81: Load specific values at tropic conditions – 51/60DF IMO Tier II – CPP constant speed, liquid fuelmode

2.16.14 Load specific values at tropic conditions – 51/60DF IMO Tier II Gas mode –Recommended combinator curve










rpm 514 514 501 462


Charge air:



kJ/kWh

1,015484

860425

635305

300280

Lube oil cooler3) 275 290 305 415




Air data



°C

26049

22846

20045

14543


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16 P

lann

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data

for e

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sion

sta

ndar

d: IM

O Ti

er II

–M

echa

nica

l pro

puls

ion

with

CPP




rpm 514 514 501 462


Exhaust gas data4)

Mass flow kg/kWh 6.62 6.82 6.43 6.40




mbar 30 -


Table 83: Load specific values at tropic conditions – 51/60DF IMO Tier II – CPP recommended combinatorcurve, liquid fuel mode

2.17 Operating/service temperatures and pressures


Operating temperatures1

Operating temperatures

Air Air before compressor ≥ 5 °C, max. 45 °C1)

Charge Air Charge air before cylinder 43...49 °C2)

Coolant Engine coolant after engine 90 3), max. 95 °C

Engine coolant preheater before start ≥ 60 °C

Coolant before charge air cooler LTstage

32, load reduction at ≥ 38 °C1)

Coolant nozzle cooling 55...60 °C

Lubricating oil Lubricating oil before engine/before tur-bocharger

50...55, alarm/stop at ≥ 60 °C

Lubricating oil preheater before start ≥ 40 °C

Fuel MGO (DMA, DMZ) and MDO (DMB)according ISO 8217-2010

≤ 45 °C and viscosity before engine: 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 cSt

Preheating (HFO in day tank) ≥ 75 °C

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Operating temperatures

Pilot fuel MGO (DMA,DMZ) and MDO (DMB)according to ISO 8217-2010

≤ 70 °C and viscosity before engine: min. 1.9 cSt, max.11 cSt

Natural Gas Natural Gas before GVU inlet 5 5)....50°C

1) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.2) Relevant for load ≥ 85 %3) Regulated temperature.4) See section Viscosity-temperature diagram (VT diagram), Page 245.5) The temperature- and pressure-dependent dew point of natural gas must always be exceeded to prevent conden-sation.

Table 84: 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 Starting air 15...max. 30 bar

Control air 5.5 bar...8 bar

Crankcase Crankcase pressure max. 3 mbar

Safety valve (opening pressure) 50 mbar

Exhaust Exhaust gas back pressure after turbocharger (static) max. 30 mbar1)

Coolant Engine coolant and charge air cooler HT 3...4 bar

Charge air cooler LT 2...4 bar

Nozzle cooling water before fuel valves

open systemclosed system

2...3 bar3...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 1.5...1.7 bar

Fuel Fuel before engine 6...8 bar

Fuel before engine in case of black out min. 0.6 bar

Differential pressure (engine feed/engine return) ≥ 1 bar

Fuel return, at engine outlet ≥ 2 bar

Maximum pressure variation in front of engine ± 0.5 bar

Pilot fuel Pilot fuel before engine 7 ± 2 bar

Pilot fuel after engine 0.2...0.4 bar

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Operating pressures

Natural gas Natural gas befor GVU inlet min. 5.0 bar, max. 6.0 bar

Note!Variations of the mandatory values can affect the operation of the engine negative and may cause rating reduction ofthe engine.

1) At a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engineperformance needs to be recalculated.2) Note!Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C

Table 85: 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 arequired derating by adding 2.5 K to the ambient air temperature for every 10 mbar of the increased exhaust gas back pressure after turbine.

2.18 Filling volumes and flow resistances


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 86: Water and oil volume of engine

Service tanks Installationheight1)

Minimum effective capacity

m m3

No. of cylinders - 6 7 8 9 12 14 16 18

Cooling water cylin-der

6 ... 9 1.0 1.5

Required diameter forexpansion pipeline

- ≥DN50 2)

Cooling water fuelnozzles

5 ... 8 0.5 0.75

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nd fl

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ance

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Service tanks Installationheight1)

Minimum effective capacity

m m3

No. of cylinders - 6 7 8 9 12 14 16 18

Lube oil

in lube oil servicetank

-

7.5

8.5

10.0

11.0

14.5

17.0

19.5

22.0

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

Table 87: Service tanks capacity

Flow resistance bar

Charge air cooler (HT stage) 0.35 per cooler¹⁾Charge air cooler (LT stage) 0.40 per cooler¹⁾Cylinder (HT cooling water) 1.0

Fuel nozzles (HT cooling water) 1.5

¹⁾ Total flow resistance: charge air cooler (HT stage) and cylinder (HT cooling water)need to be added.

Table 88: Flow resistance

2.19 Specifications and requirements for the gas supply of the engineGeneral items regarding the GVU, see also section Fuel gas supply system.

For perfect dynamic engine performance, the following has to be ensured:

Natural gas

Permitted temperature range °C +5 °C1) up to 50 °C before GVUand

+0 °C1) up to 50 °C before engine

Calorific value (LHV) KJ/Nm3 ≥ 28,000

Methan number (for nominal engine output) - ≥ 80

Gas supply at inlet engine

Minimum gas pressure at inlet engine bar see figure Gas feed pressure before engineinlet dependent on LHV, Page 126

Maximum allowable fluctuaction at inlet engine bar/s ≤ ±0.2

Maximum gas pressure at inlet engine (SAFETY-issue!) bar 6.5

Gas supply at inlet GVU

Maximum admissible supply gas pressure at inlet GVU bar 9

Minimum supply gas pressure at inlet GVU (recommended) bar 5.5 2)

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engi

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Minimum supply gas pressure at inlet GVU with pre-filter atengine (recommended)

bar 6.0 2) 3)

1) The temperature- and pressure-dependent dew point of natural gas must always be exceeded to prevent conden-sation.2) Considering: LHV 28.0 MJ/Nm3, pressure losses and reserve for governing purposes.3) Pre-filter before engine is needed if gas line between GVU and engine is not made of stainless steel (contrary to therequirements in section Specification of materials for piping, Page 261).

Table 89: Specifications and requirements for the gas supply of the engine

Note!Operating pressures without further specification are below/above atmos-pheric pressure.Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.

As the required supply gas pressure is not only dependent on engine relatedconditions like the charge air pressure and accordingly needed gas pressureat the gas valves, but is also influenced by the difference pressure of the gasvalve unit, the piping of the plant and the caloric value of the fuel gas, aproject specific layout is needed. Therefore details must be clarified withMAN Diesel & Turbo in an early project stage.

Additional note:To clarify the relevance of the dependencies, figure Gas feed pressure beforeengine inlet dependent on LHV, Page 126 illustrates that the lower the calo-ric value of the fuel gas, the higher the gas pressure must be in order to ach-ieve the same engine performance.

Figure 51: Gas feed pressure before engine inlet dependent on LHV

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Load range overload

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

1 GVU is needed per engine.

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and

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2.20 Internal media system – Exemplary

Internal fuel system – Exemplary

Figure 52: Internal fuel system – Exemplary

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

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tern

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Internal cooling water system – Exemplary

Figure 53: Internal cooling water system – Exemplary


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Internal lube oil system – Exemplary

Figure 54: Internal lube oil system – Exemplary


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tern

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Internal starting air system – Exemplary

Figure 55: Internal starting air system – Exemplary


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tern

al m

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Internal gas system – Exemplary

Figure 56: Internal gas system – Exemplary


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2.21 Venting amount of crankcase and turbochargerAs described in section Crankcase vent and tank vent, Page 290, it is nee-ded to ventilate the engine crankcase and the turbocharger.

For layout of the ventilation system following statement should serve as aguide:

Due to normal blow by of the piston ring package small amounts of gases ofthe 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 airflow rate.

The temperature of the crankcase vent gases is approx. 5 K higher thanthe 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´sair flow rate.

The temperature of turbocharger sealing air is approx. 5 K higher thanthe oil temperature at the engine´s oil inlet.

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

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entin

g am

ount

of c

rank

case

and

turb

ocha

rger



2.22 Admissible supply gas pressure variations

Figure 57: Maximum allowable supply gas pressure variations (peak to peak)

Figure 58: Short-time allowable supply gas pressure variations (dynamic)

Note!As a standard value the supply gas pressure at GVU inlet must not exceed apressure variation of ± 0,4 bar/5 sec. Depending on the design of the supplygas system the given guideline value must be reduced.

The supply gas pressure and the included pressure deviations must be keptin the operating range of 5 to 6 bar.

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22 A

dmis

sibl

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gas

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2.23 Exhaust gas emission

2.23.1 Maximum allowed emission value NOx IMO Tier II

Engine 51/60DF IMO Tier II 1

Rated output

Rated speed

kW/cyl.

rpm

975

500

1,000

514

NOx 1) 2)

IMO Tier II cycleD2/E2/E3

g/kWh 10.54 3) 10.47 3)

Note!The engine´s certification for compliance with the NOx limits will be carried out whilefactory acceptance test as a single or a group certification.

1) Cycle values as per ISO 8178-4, operating on ISO 8217 DM grade fuel (marinedistillate fuel: MGO or MDO), contingent to a charge air cooling water temperatureof max. 32 °C at 25 °C reference sea water temperature.2) Calculated as NO2.

D2: Test cycle for constant speed aux. engine application.

E2: Test cycle for "constant speed main propulsion application" (including diesel-

electric drive and all controllable pitch propeller installations).3) Maximum allowable NOx emissions for marine diesel engines according to

IMO Tier II:

130 ≤ n ≤ 2000 → 44 * n-0.23 g/kWh (n = rated engine speed in rpm).

Table 90: Maximum allowable emission value NOx

1 Marine engines are warranted to meet the emission limits given by the“International Convention for the Prevention of Pollution from Ships (MARPOL73/78), Revised Annex VI, revised 2008.

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2.23.2 Smoke emission index (FSN)

Valid for normal engine operation.

975 kW/cyl., 500 rpm or 1,000 kW/cyl., 514 rpm

Engine load Smoke emission index (FSN)

Fuel MDO HFO Gas

100 % 0.1 + 0.05 0.2 + 0.1 < 0.1

75 % 0.1 + 0.05 0.2 + 0.1 < 0.1

50 % 0.2 + 0.1 0.3 + 0.2 < 0.1

25 % 0.4 + 0.1 0.55 + 0.2 < 0.1

Table 91: Smoke emission index (FSN)

Limit of visibility is 0.4 FSN.

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

The exhaust gas of a medium speed four-stroke diesel engine is composedof numerous constituents. These are derived from either the combustion airand fuel oil and lube oil used, or they are reaction products, formed duringthe combustion process see table Exhaust gas constituents for liquid fuel(only for guidance), Page 136 in this section. Only some of these are to beconsidered 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 tableExhaust gas constituents for liquid fuel (only for guidance), Page 136 in thissection.

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

Nitrogen N2 74.0 – 76.0 5,020 – 5,160

Oxygen O2 11.6 – 13.2 900 – 1,030

Carbon dioxide CO2 5.2 – 5.8 560 – 620

Steam H2O 5.9 – 8.6 260 – 370

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

Total > 99.75 7,000

Additional gaseous exhaust gas con-stituents considered as pollutants

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

Sulphur oxides SOx1) 0.07 10.0

Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0

Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8

Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2

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

Total < 0.25 26

Additionally suspended exhaust gasconstituents, PM5)

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

operating on operating on

MGO6) HFO7) MGO6) HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

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 92: Exhaust gas constituents of the engine (before an exhaust gas aftertreatment installation) forliquid 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 containedin the fuel.

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

Nitrogen oxides NOx (NO + NO2)

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

Carbon monoxide CO

Carbon monoxide (CO) is formed during incomplete combustion.

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

Hydrocarbons HC

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

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

Particulate matter PM

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

2.24 Noise

2.24.1 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. Thenoise at the exhaust outlet is not included, but provided separately in the fol-lowing sections.

Octave level diagram

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

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

Blow-off noise

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

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oise

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Figure 59: Airborne noise – Sound pressure level Lp – Octave level diagram

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V 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. Thenoise 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.

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

Blow-off noise

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

Figure 60: Airborne noise – Sound pressure level Lp – Octave level diagram

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2.24.2 Intake noise

L/V engine

Sound power level Lw

Measurements

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


The expected sound power level Lw of the unsilenced intake noise in theintake duct is below 150 dB at 100 % MCR.

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

Charge air blow-off noise

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

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

Figure 61: Unsilenced intake noise – Sound power level Lw – Octave level diagram

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2.24.3 Exhaust gas noise

L engine

Sound power level Lw at 100 % MCR

Measurements

The (unsilenced) exhaust gas noise is measured according to internal MANguidelines at several positions in the exhaust duct.


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


Acoustic design

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

Waste gate blow-off noise

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

Figure 62: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram

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V engine

Sound power level Lw at 100 % MCR

Measurements

The (unsilenced) exhaust gas noise is measured according to internal MANguidelines at several positions in the exhaust duct.


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


Acoustic design

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

Waste gate blow-off noise

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

Figure 63: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram

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2.24.4 Blow-off noise example

Sound power level Lw

Measurements

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

Throttle body with bore size 135 mm

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


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

Figure 64: Unsilenced charge air blow-off noise – Sound power level Lw – Octave level diagram

2.25 Vibration

2.25.1 Torsional vibrations

Data required for torsional vibration calculation

MAN Diesel & Turbo calculates the torsional vibrations behaviour for eachindividual engine plant of their supply to determine the location and severityof resonance points. If necessary, appropriate measures will be taken toavoid excessive stresses due to torsional vibration. These investigationscover the ideal normal operation of the engine (all cylinders are firing equally)as well as the simulated emergency operation (misfiring of the cylinder exert-

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ing the greatest influence on vibrations, acting against compression). Besidesthe natural frequencies and the modes also the dynamic response will becalculated, normally under consideration of the 1st to 24th harmonic of thegas and mass forces of the engine.

If necessary, a torsional vibration calculation will be worked out which can besubmitted for approval to a classification society or a legal authority.

To carry out the torsional vibration calculation following particulars and/ordocuments are required.

General

Type of propulsion (GenSet)

Maximum power consumption of the driven 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 theflexible coupling)

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 influencingfactors (frequency, temperature, mean torque)

Permanently permissible power loss (W) including influencing factors (fre-quency, temperature)

Dynamic torsional stiffness (Nm/rad) including influencing factors (load,frequency, temperature), if applicable

Relative damping (ψ) including influencing factors (load, frequency, tem-perature), if applicable

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

Alternator

Drawing of the alternator shaft with all lengths and diameters

Alternatively, torsional stiffness (Nm/rad)

Moment of inertia of the parts mounted to the shaft (kgm2)

Electrical output (kVA) including power factor cos φ and efficiency

Or mechanical output (kW)

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Complex synchronizing coefficients for idling and full load in dependenceon frequency, reference torque

Island or parallel mode

Load profile (e. g. load steps)

Frequency fluctuation of the net

2.26 Requirements for power drive connection (static)

Limit values of masses to be coupled after the engine

Figure 65: Case A: Overhung arrangement

Figure 66: 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

l Distance between centre of outer crankshaft bearing and alternator bearing

Evaluation of permissibletheoretical bearing loads

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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 93: 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 calculationor special service conditions.

Note!Masses which are connected downstream of the engine in the case of anoverhung or rigidly coupled, arrangement result in additional crankshaftbending stress, which is mirrored in a measured web deflection duringengine installation. Provided the limit values for the masses to be coupled downstream of theengine (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 arealignment of the crankshaft has to be carried out.

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2.27 Requirements for power drive connection (dynamic)

2.27.1 Moments of inertia – Engine, damper, flywheel

Engine 51/60DF

975/1,000 kW/cyl.; 500/514 rpm

Constant speed

Marine main engines

Engine Needed mini-mum totalmoment of

inertia1)

Plant

No. ofcylinders

Maximumcontinuous

rating

Moment ofinertia

engine +damper

Moment ofinertia fly-

wheel

Mass of fly-wheel

Cyclic irregu-larity

Requiredminimumadditionalmoment ofinertia afterflywheel2)

- [kW] [kgm2] [kgm2] [kg] - [kgm2] [kgm2]

n = 500 rpm

6L 5,850 2,633 3,102 5,324 580 8,210 2,475

7L 6,825 3,412 320 9,580 3,066

8L 7,800 3,737 540 10,950 4,111

9L 8,775 3,565 760 12,310 5,643

12V 11,700 4,624 2,935 4,308 1,500 16,420 8,861

14V 13,650 5,196 4,100 19,150 11,019

16V 15,600 5,768 3,200 21,890 13,187

18V 17,550 6,340 2,000 24,620 15,345

n = 514 rpm

6L 6,000 2,633 3,102 5,324 610 7,970 2,235

7L 7,000 3,412 320 9,300 2,786

8L 8,000 3,737 550 10,620 3,781

9L 9,000 3,565 760 11,950 5,283

12V 12,000 4,624 2,935 4,308 1,600 15,930 8,371

14V 14,000 5,196 4,000 18,590 10,459

16V 16,000 5,768 3,200 21,240 12,537

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Marine main engines

Engine Needed mini-mum totalmoment of

inertia1)

Plant

No. ofcylinders

Maximumcontinuous

rating

Moment ofinertia

engine +damper

Moment ofinertia fly-

wheel

Mass of fly-wheel

Cyclic irregu-larity

Requiredminimumadditionalmoment ofinertia afterflywheel2)

- [kW] [kgm2] [kgm2] [kg] - [kgm2] [kgm2]

18V 18,000 6,340 2,000 23,900 14,625

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 94: Moments of inertia/flywheels for diesel-electric plants – Engine 51/60DF

For flywheels dimensions see section Power transmission, Page 155.

2.27.2 Balancing of masses – Firing order

Engine L51/60DF

Rotating crank balance: 100 %

Static reduced rotating mass per crank including counterweights and rotating portion ofconnecting rod (for a crank radius r = 300 mm)

+1.3 kg

Oscillating mass per cylinder 635.5 kg

Connecting rod ratio 0.219

Distance between cylinder centerlines 820 mm

No. ofcylinders

Firing order Residual external couples

Mrot (kNm) + Mosc 1st order (kNm) Mosc 2nd order (kNm)

Engine speed (rpm) 500

vertical horizontal


vertical horizontal

6L A 0 0

7L C 92.4

8L B 0

9L B 28.6 28.6 156.4

For engines of type 51/60DF the external mass forces are equal to zero.

Mrot is eliminated by means of balancing weights on resiliently mounted engines.

Table 95: Residual external couples – Engine L51/60DF

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No. ofcylinders

Firing order Clockwise rotation Counter clockwise rotation

6L A 1-3-5-6-4-2 1-2-4-6-5-3

7L C1) 1-2-4-6-7-5-3 1-3-5-7-6-4-2

8L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4

9L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6

1) Irregular firing order.

Table 96: Firing order L engine

Engine V51/60DF

Rotating crank balance: 99 %

Static reduced rotating mass per crank including counterweights and rotating portion ofconnecting rod (for a crank radius r = 300 mm)

+15 kg

Oscillating mass per cylinder 635.5 kg

Connecting rod ratio 0.219

Distance between cylinder centerlines 1,000 mm

Vee angle 50°

No. ofcylinders

Firingorder

Residual external couples

Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)


vertical horizontal vertical horizontal

12V A 0 0 0 0 0

14V C 0 0 0 124.3 69.1

18V B 0 0 0 0 0

18V A 2.4 166.3 36.2 73.0 40.6


12V A 0 0 0 0 0

14V C 0 0 0 131.3 73.0

18V B 0 0 0 0 0

18V A 2.5 175.7 38.2 77.2 42.9

Table 97: Residual external couples – Engine V51/60DF

For engines of type 51/60DF the external mass forces are equal to zero.

Mrot is eliminated by means of balancing weights on resiliently mountedengines.

Firing order: Counted fromcoupling side

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No. ofcylinders

Firing order Clockwise rotation Counter clockwise rotation

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 C1)

A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-B5-A3-B3

A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-B2-A2-B1

16V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-B5-A2-B2-A3-B3

A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-B7-A7-B4-A4-B1

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

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

1) Irregular firing order.

Table 98: Firing order V engine

Firing order: Counted fromcoupling side

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2.27.3 Static torque fluctuation

General

The static torque fluctuation is the summationtaking into account the correctphase-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 153 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 thefoundation of the engine see figure Static torque fluctuation, Page 152. Thestatic values listed in the tables below in each individual case a dynamicmagnification 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 orsemi-resiliently mounted engine. Their frequency is dependent upon speedand 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 ensuredthat 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 67: Static torque fluctuation

L Distance between foundation boltsz Number of cylinders

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Static torque fluctuation and exciting frequencies

Figure 68: Example to declare abbreviations – L engine

No. ofcylinders

Output Speed Tn Tmax Tmin Main exciting components

Order Frequency1) ± T

kW rpm kNm kNm kNm - Hz kNm

6L 5,850 500 111.7 284.2 22.2 3.06.0

25.050.0

67.661.7

7L 6,825 130.3 425.3 -46.6 3.57.0

29.258.3

211.745.5

8L 7,800 149.0 406.9 -3.6 4.08.0

33.366.7

180.034.9

9L 8,775 167.6 416.7 15.9 4.59.0

37.575.0

176.826.4

6L 6,000 514 111.5 271.9 23.7 3.06.0

25.751.4

58.361.7

7L 7,000 130.0 421.0 -46.9 3.57.0

30.060.0

211.345.5

8L 8,000 148.6 401.7 -3.3 4.08.0

34.368.5

178.734.9

9L 9,000 167.2 412.3 15.3 4.59.0

38.577.1

176.526.4

1)Exciting frequency of the main harmonic components.

Table 99: Static torque fluctuation and exciting frequencies – L engine

L engine – Example todeclare abbreviations

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Figure 69: Example to declare abbreviation – V engine

No. ofcylinders

Output Speed Tn Tmax Tmin Main exciting components

Order Frequency1) ±T

kW rpm kNm kNm kNm rpm Hz kNm

12V 11,700 500 223.5 406.3 100.0 3.06.0

25.050.0

35.0106.9

14V 13,650 260.7 418.9 148.0 3.57.0

29.258.3

18.590.6

16V 15,600 297.9 452.4 167.1 4.08.0

33.366.7

62.565.5

18V 17,550 335.2 504.5 161.0 4.59.0

37.575.0

135.337.3

12V 12,000 514 222.9 399.4 94.7 3.06.0

25.751.4

30.2106.8

14V 14,000 260.1 415.0 146.6 3.57.0

30.060.0

18.490.6

16V 16,000 297.3 449.8 165.8 4.08.0

34.368.5

62.165.6

18V 18,000 334.4 501.7 159.3 4.59.0

38.577.1

135.137.3

1)Exciting frequency of the main harmonic components.

Table 100: Static torque fluctuation and exciting frequencies – V engine

V engine – Example todeclare abbreviations

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2.28 Power transmission

2.28.1 Flywheel arrangement

Flywheel with flexible coupling

Figure 70: Flywheel with flexible coupling

No. ofcylinders

A1) A2) E1) E2) Fmin Fmax No. of through bolts No. of fitted bolts

mm

12V Dimensions will result from clarification of technical detailsof propulsion drive

12 2

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 148.

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The flexible coupling will be part of MAN Diesel & Turbo supply and thus wewill produce a contract specific flywheel/coupling/driven machine arrange-ment drawing giving all necessary installation dimensions. Final dimensions offlywheel and flexible coupling will result from clarification of technical detailsof drive and from the result of the torsional vibration calculation. Flywheeldiameter must not be changed!

Arrangement of flywheel, coupling and alternator

Figure 71: Example for an arrangement of flywheel, coupling and alternator

Use for project purposesonly!

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2.29 Arrangement of attached pumps

Figure 72: Attached pumps L engine

Figure 73: Attached pumps V engine

Note!The final arrangement of the lube oil and cooling water pumps will be madedue to the inquiry or order.

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2.30 Foundation

2.30.1 General requirements for engine foundation

Plate thicknesses

The stated material dimensions are recommendations, calculated for steelplates. Thicknesses smaller than these should not be allowed. When usingother 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 bemachined and freed from rolling scale. Surface finish corresponding to Ra3.2 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 thatmay have formed: After the drilling of the foundation bolt holes, spotface thelower contact face normal to the bolt hole.

Foundation girders

The distance of the inner girders must be observed. We recommend that thedistance 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-shapedfoundation. Welding is to be carried out through the manholes in the outergirders.

Top plate supporting

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

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2.30.2 Rigid seating

Engine L engine

Figure 74: Recommended configuration of foundation L engine

Recommended configurationof foundation

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Figure 75: Recommended configuration of foundation L engine - number of bolts


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Figure 76: Arrangement of foundation bolt holes L 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 thefigure above.

Arrangement of foundationbolt holes

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Engine 12V, 14V, 16V engine

Figure 77: Recommended configuration of foundation 12V, 14V, 16V engine


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Engine 18V engine

Figure 78: Recommended configuration of foundation 18V engine

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Engine V engine

Figure 79: Recommended configuration of foundation V engine - number of bolts

Recommended configurationof foundation - number ofbolts

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Figure 80: 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 thefigure above.

Arrangement of foundationbolt holes

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2.30.3 Chocking with synthetic resin

Most classification societies permit the use of the following synthetic resinsfor 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 resinprovided:

If processing is done by authorised agents of the above companies.

If the classification society responsible has approved the synthetic resinto 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 willensure that the horizontal thrust resulting from the mass forces is safelytransmitted 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 tensioningdevice. The point of application of force is the end of the thread with a lengthof 173 mm. Nuts definitely must not be tightened with hook spanner andhammer, even for later inspections.

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Tightening of foundation bolts

Figure 81: Hydraulic tension device

Hydraulic tensiondevice

Unit L engine V engine

Tool number -

-

009.062

055.125

009.010

021.089

Piston area cm2 130.18 72.72

Table 101: Hydraulic tension tool 51/60DF

The tensioning tools with tensioning nut and pressure sleeve are included inthe standard scope of supply of tools for the engine

Pretensioning force Unit L engine V engine

Pre-tensioningforcer

kN 540 420

Pump pressurerequired

bar 500 700

Setting allowance % 20 20

Calculated screwelongation

mm 0.63 0.69

Utilisation of yieldpoint

% 60 63.5

Table 102: Pre-tension force 51/60DF

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Figure 82: Chocking with synthetic resin L51/60DF

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Figure 83: Chocking with synthetic resin 12V, 14V, 16V51/60DF

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Figure 84: Chocking with synthetic resin 18V51/60DF

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2.30.4 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 theseeffects are increased by unbalanced forces and couples brought about byrotating or reciprocating masses which – Considering their vector sum – Donot 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 enginesunder adverse conditions.

Therefore MAN Diesel & Turbo offers two different versions of the resilientmounting to increase the comfort.

The inclined resilient mounting was developed especially for ships with highcomfort demands, e.g. passenger ferries and cruise vessels. This mountingsystem is characterised by natural frequencies of the resiliently supportedengine being lower than approx. 18 Hz, so that they are well below those ofthe pulsating disturbing variables.

For lower demands of comfort, as e.g. for merchant ships, the conicalmounting system was created. Because of the stiffer design of the elementsthe natural frequencies of the system are clearly higher than in case of theinclined resilient mounting. The structure-borne-sound isolation is thusdecreased. It is, however still considerably better than in case of a rigidengine support.

The appropriate design of the resilient support will be selected in accordancewith the demands of the customer, i.e. it will be adjusted to the specialrequirements of each plant.

In both versions the supporting elements will be connected directly to theengine feet by special brackets.

The number, rubber hardness and distribution of the supporting elementsdepend 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 thenatural mounting frequencies. In spite of the endeavour to keep resonan-ces as far as possible from nominal speed the lower bound of the speedrange free from resonances will rarely be lower than 70 % of nominalspeed for mountings using inclined mounts and not lower than 85 % formountings 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 mostlyrequire the deployment of a controllable pitch propeller.

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Between the resiliently mounted engine and the rigidly mounted gearboxor alternator, a flexible coupling with minimum axial and radial elasticforces 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 tobe made because of the sea-state-related movement of the vessel. Inthe case of conical mounting, these stoppers are integrated in the ele-ment.

In order to achieve a good structure-borne sound isolation, the lowerbrackets 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 resilientsupport will not be considered.

The yard must specify with which inclination related to the plane keel theengine will be installed in the ship. When calculating the resilient mount-ing system, it has to be checked whether the desired inclination can berealised without special measures. Additional measures always result inadditional costs.

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2.30.5 Recommended configuration of foundation

Engine mounting using inclined sandwich elements

Figure 85: Recommended configuration of foundation L engine – Resilient seating 1

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Figure 86: Recommended configuration of foundation L engine – Resilient seating 2

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12V, 14V and 16V engine

Figure 87: Recommended configuration of foundation 12V, 14V and 16V engine – Resilient seating

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18 V engine

Figure 88: Recommended configuration of foundation 18 V engine – Resilient seating

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Figure 89: Recommended configuration of foundation V engine – Resilient seating

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Engine mounting using conical mounts

Figure 90: Recommended configuration of foundation L engine – Resilient seating

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Figure 91: Recommended configuration of foundation L engine – Resilient seating

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2.30.6 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 mightbe:

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.

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3 Engine automation

3.1 SaCoSone system overview

1 Control Unit 2 Injection Unit3 System Bus 4 Local Operating Panel5 Interface Cabinet 6 Auxiliary Cabinet7 Remote Operating Panel (optional)

Figure 94: SaCoSone system overview

The monitoring and safety system SaCoSone is responsible for completeengine operation, control, alarming and safety. All sensors and operatingdevices are wired to the engine-attached units. The interface to the plant isdone by means of an Interface Cabinet.

During engine installation, only the bus connections, the power supply andsafety-related signal cables between the Control Unit, Injection Unit and theInterface/Auxiliary Cabinet are to be laid, as well as connections to externalmodules, electrical motors on the engine and parts on site.

The SaCoSone design is based on highly reliable and approved componentsas well as modules specially designed for installation on medium speedengines. 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. Itincludes two identical, highly integrated Control Modules: one for safety func-tions and the other one for engine control and alarming.

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The modules work independently of each other and collect engine measuringdata by means of separate sensors.

Figure 95: 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 two identical, highly inte-grated Injection Modules.

The Injection Module is used for speed control and for the actuation of theinjection valves.

Injection Module I is used for L-engines. At V-engines it is used for bank A.

Injection Module II is used for bank B (only used for V-engines).

Figure 96: SaCoSone Injection unit

SaCoSone system Bus

The SaCoSone system bus connects all system modules. This redundant fieldbus system provides the basis of data exchange between the modules andallows the takeover of redundant measuring values from other modules incase of a sensor failure.3

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SaCoSone is connected to the plant by the Gateway Module. This module isequipped with decentral input and output channels as well as with differentinterfaces for connection to the plant/ship automation, the Remote OperatingPanel and the online service.

Figure 97: SaCoSone System Bus

Local Operating Panel

The engine is equipped with a Local Operating Panel cushioned againstvibration. This panel is equipped with a TFT display for visualisation of allengine operating and measuring data. At the Local Operating Panel theengine can be fully operated. Additional hardwired switches are available forrelevant functions.

Propulsion engines are equipped with a backup display as shown on top ofthe Local Operating Panel. Generator engines are not equipped with thisbackup display.

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Figure 98: Local Operating Panel

Interface Cabinet

The Interface Cabinet is the interface between the engine electronics and theplant control. It is the central connecting point for 24 V DC power supply tothe engine from the plant/vessel’s power distribution.

Besides, it connects the engine safety and control system with the powermanagement, the propulsion control system and other periphery parts.

The supply of the SaCoSone subsystems is done by the Interface Cabinet.

Figure 99: Interface Cabinet

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Auxiliary Cabinet

The Auxiliary Cabinet is the central connection for the 400 V AC power sup-ply to the engine from the plant/vessel’s power distribution. It includes thestarters for the engine-attached cylinder lube oil pump(s), the temepraturecontrol valves and the electric high-pressure fuel pump for pilot injection, aswell as the driver unit for the fuel rack actuator.

Figure 100: Auxiliary Cabinet

Gas Valve Unit Control Cabinet

The Gas Valve Unit Control Cabinet is a special extension for operation of thegas valve unit by SaCoSone. It is connected to the Interface Cabinet by onesupply and one field bus cable and prevents the yard from complicated cableworks on separated cable trays. The unit is to be installed in a non-hazard-ous area outside the gas valve unit room.

Remote Operating Panel (optional)

The Remote Operating Panel serves for engine operation from a controlroom. The Remote Operating Panel has the same functions as the LocalOperating Panel.

From this operating device it is possible to transfer the engine operationfunctions to a superior automatic system (propulsion control system, powermanagement).

In plants with integrated automation systems, this panel can be replaced byIAS.

The panel can be delivered as loose supply for installation in the control roomdesk or integrated in the front door of the Interface Cabinet.

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Figure 101: Remote Operating Panel (optional)

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

For the supply of the electronic backup fuel actuator an uninterrupted 230 VAC distribution must be provided.

Figure 102: Supply diagramm

Galvanic isolation

It is important that at least one of the two 24 V DC power supplies perengine is foreseen as isolated unit with earth fault monitoring to improve thelocalisation 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 offour engines. In this example the 24 V DC power supply without UPS is theisolated unit. The UPS-buffered 24 V DC power supply is used for several

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engines. In this case there must be the possibility to disconnect the UPSfrom each engine (e.g. via double-pole circuit breaker) for earth fault detec-tion.

Figure 103: Wrong installation of the 24 V DC power supplies

Figure 104: Correct installation of the 24 V DC power supplies

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Required power supplies

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

440 V 50/60 Hz SaCoSone Interface Cabinet Power supply for consumers on engine (e.g.cylinder lubricator)

Table 103: 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 OperatingPanel. On the screen displays, all the measuring points acquired by means ofSaCoSone can be shown in clearly arranged drawings and figures. It is notnecessary to install additional speed indicators separately.

The operating rights can be handed over from the Remote Operating Panelto another Remote Operating Panel or to an external automatic system.Therefore a handshake is necessary.

For applications with Integrated Automation Systems (IAS) also the function-ality of the Remote Operating Panel can be taken over by the IAS.

Figure 105: Control station changeover

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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 doneeither by means of binary contacts (e.g. for synchronisation) or by an active4 – 20 mA analogue signal alternatively. The signal type for this is to bedefined in the project planning period.

Operating modes

For alternator applications:

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

For propulsion engines:

Isochronous

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 bedefined during the application period.

Details regarding special operating modes on request.

3.4 Functionality

Safety functions

The safety system monitors all operating data of the engine and initiates therequired actions, i.e. load reduction or engine shutdown, in case any limit val-ues are exceeded. The safety system is separated into Control Module andGateway Module. The Control Module supervises the engine, while the Gate-way Module examines all functions relevant for the security of the connectedplant components.

The system is designed to ensure that all functions are achieved in accord-ance with the classification societies' requirements for marine main engines.

The safety system directly influences the emergency shutdown, the speedcontrol, the Gas Valve Unit Control Cabinet and the Auxiliary Cabinet.

It is possible to import additional shutdowns and blockings of external sys-tems in SaCoSone.

After the exceeding of certain parameters the classification societies demanda load reduction to 60%. The safety system supervises these parametersand requests a load reduction, if necessary. The load reduction has to becarried out by an external system (IAS, PMS, PCS). For safety reasons,SaCoSone will not reduce the load by itself.

Auto shutdown is an engine shutdown initiated by any automatic supervisionof 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 shutdowndevice, and the speed control. At the same time the emergency stop is trig-gered, SaCoSone issues a signal resulting in the alternator switch to beopened.

Emergency stop is an engine shutdown initiated by an operator's manualaction like pressing an emergency stop button.

Load reduction

Auto shutdown

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If an engine shutdown is triggered by the safety system, the shutdown signalis carried out by activating the emergency stop valve and by a pneumaticshut-off of the common rail pilot fuel, the block-and-bleed gas valves and theconventional fuel pumps.

At the same time the emergency stop is triggered, SaCoSone requests toopen the generator switch.

Only during operation in diesel mode safety actions can be suppressed bythe override function. In gas mode, if override is selected, an automaticchangeover to diesel mode will be performed. The override has to be selec-ted before a safety action is actuated. The scope of parameters prepared foroverride is different and depends on the chosen classification society. Theavailability of the override function depends on the application.

Alarming

The alarm function of SaCoSone supervises all necessary parameters andgenerates alarms to indicate discrepancies when required. The alarm func-tions are likewise separated into Control Module and Gateway Module. In theGateway Module the supervision of the connected external systems takesplace. The alarm functions are processed in an area completely independentof 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 wirebreak. In case of a fault SaCoSone reports the occurred malfunctions in singlesystem components via system alarms.

Speed control

The engine speed control is realised by software functions of the ControlModule/Alarm and the Injection Modules. Engine speed and crankshaft turnangle indication is carried out by means of redundant pick ups at the geardrive.

With electronic governors, the load distribution is carried out by speeddroop, isochronously by load sharing lines or Master/Slave Operation.

Start fuel limiter

Charge air pressure dependent fuel limiter

Torque limiter

Jump-rate limiter

Note!In the case of controllable pitch propeller (CPP) units with combinator mode,the combinator curves must be sent to MAN Diesel & Turbo for assessmentin the design stage. If load control systems of the CPP-supplier are used, theload control curve is to be sent to MAN Diesel & Turbo in order to checkwhether it is below the load limit curve of the engine.

Engine shutdown

Override

Load distribution – Multiengine and master/slaveplantsLoad limit curves

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Overspeed protection

The engine speed is monitored in both Control Modules independently. Incase of overspeed each Control Module actuates the shutdown device by aseparate hardware channel.

Shutdown

The engine shutdown, initiated by safety functions and manual emergencystops, is carried out solenoid valves and a penumatic fuel shut off for pilotfuel common rail, the block and bleed gas valves and the conventional jerkpumps.

Note!

The engine shutdown may have impact on the function of the plant. Theseeffects can be very diverse depending on the overall design of the plant andmust already be considered in early phase of the project planning.

Control

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

Requests of lube oil and cooling water pumps.

Monitoring of the prelubrication and post-cooling period.

Monitoring of the acceleration period.

Control of the switch-over from one type of fuel to another.

Fuel injection flow is controlled by the speed governor.

Release of the gas operating mode

Switch-over from local operation in the engine room to remote control fromthe engine control room.

For the purpose of knock recognition, a special evaluation unit is fitted to theengine and connected to the engine control via the CAN bus.

For air-fuel ratio control, part of the charge air is rerouted via a bypass flap.The exhaust gas temperature upstream of the turbine, as well as characteris-tic fields stored in the engine control, are used for control purposes. The air-fuel ratio control is only active in gas operating mode. In Diesel operatingmode, the flap remains closed.

The gas pressure at the engine inlet is specified by the engine control andregulated by the gas valve unit. The main gas valves are activated by theengine control system. Prior to every engine start and switch-over to the gasoperating mode respectively, the block-and-bleed valves are checked fortightness (see also section Marine diesel oil (MDO) treatment system, Page319).

Start/stop sequences

Fuel changeover

Control station switch-over

Knock control

Air-fuel ratio control

Control of the gas valve unit

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Figure 106: Schematic drawing of engine control

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 becoordinated 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 theGateway Module of SaCoSone. The temperature controllers are operated bythe displays at the operating panels as far as it is necessary. From the Inter-face Cabinet the relays actuate the control valves.

The cylinder cooling water (HT) temperature control is equipped with per-formance-related feed forward control, in order to guarantee the bestcontrol accuracy possible (please refer also section Cooling water sys-tem diagram, Page 292).

External functions:

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The low temperature (LT) cooling water temperature control works simi-larly to the HT cooling water temperature control and can be used if theLT 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 watersystem, it is necessary to use an external temperature controller.

This external controller must be mounted on the engine control roomdesk and is to be wired to the temperature control valve (please referalso section Cooling water system diagram, Page 292).

The charge air temperature control is designed identically with the HTcooling 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 292).

The design of the lube oil temperature control depends on the enginetype. It is designed either as a thermostatic valve (waxcartridge type) oras an electric driven control valve with electronic control similar to the HTtemperature controller. Please refer also to section Lube oil systemdescription, Page 273.

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 inthe 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, IntegratedAutomation 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 withelectrical isolation (cable length ≤ 100 m).

Only if the Ethernet interface is used, the transfer of data can be handled withtimestamps from SaCoSone.

The status messages, alarms and safety actions, which are generated in thesystem, can be transferred. All measuring values acquired by SaCoSone areavailable for transfer.

Alternator Control

Hardwired interface, used for example for synchronisation, load indication,etc.

Power Management

Hardwired interface, for remote start/stop, load setting, fuel mode selection,etc.

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Propulsion Control System

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

Others

In addition, interfaces to auxiliary systems are available, such as:

Nozzle cooling water module

HT preheating unit

Electric driven pumps for lube oil, HT and LT cooling water

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 theMAN Diesel & Turbo supply. This cabling has to be carried out by the cus-tomer.

3.6 Technical data

Interface Cabinet

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: IP55

Dimensions: 1,200 x 2,100 x 400 mm1) (preliminary) 1) width x height x depth (including base)

Ambient air temperature: 0 °C to +55 °C

Relative humidity: < 96 %

Vibrations: < 0.7 g

Auxiliary Cabinet

Floor-standing cabinet

Cable entries from below

Accessible by front doors

Design:

Environmental Conditions

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Doors with locks

Opening angle: 90°

Standard colour light grey (RAL7035)

Weight: app. 300 kg


Dimensions: 1,200 x 2,100 x 400 mm1)

1) width x height x depth (including base)



Vibrations: < 0.7 g

Door opening area of control cabinets

Figure 107: Door opening area at control cabinets

Gas Valve Unit Control Cabinet

Wall mounted cabinet

Cable entries from below

Accessible by front door

Door with locks

Opening angle: 90°

Standard colour light grey (RAL7035)

Weight: app. 40 kg

Dimensions: 500 x 500 x 300 mm*

* width x height x depth (including base)

Ingress of protection: IP54.



Vibrations: < 0.7 g


Design:


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Remote Operating Panel (optional)

Panel for control desk installation with 3 m cable to terminal bar forinstallation inside control desk

Front color: White aluminium (RAL9006)

Weight: 15 kg


Dimensions: 370 x 480 x 150 mm1)

1) width x height x depth (including base)



Vibrations: < 0.7 g

Electrical own consumption

Consumer Supply system Notes!

Pn (kVA) Ub (V) F (Hz) Phase Fuse/ Starter byyard

SaCoSone Interface Cabinet 0.91)

1.22)

24 DC +/- 50A1)

63A2)

Power supply from ship bat-tery distribution (two lineredundant power supply)

SaCoSone Interface Cabinet 2.3 230 50/60 AC 1 10A Cabinet illumination, socket,anticondensation heater

SaCoSone Auxiliary Cabinet 3.0 230 50/60 AC 1 16A Temperature regulating valvedrive for HT cooling water,lube oil, charge air. Cabinetillumination, socket, anticon-densation heater

SaCoSone Auxiliary Cabinet 1.5 230 50/60 AC 1 16A Battery buffered supplyaccording to class req. forelectronic speed governors.

SaCoSone Auxiliary Cabinet 201)

282)

400–480

50/60 AC 3 50A1)

63A2)

High pressure fuel pump,cylinder lubrication, fuel rackactuator, turning gear.

1) 9L51/60DF2) 18V51/60DF

Table 104: Electrical own consumption

3.7 Installation requirements

Location

The Interface Cabinet and the auxiliary cabinet are designed for installation innon-hazardous areas.

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

Do not install the cabinets close to heat-generating devices.

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

Regarding the installation in engine rooms, the cabinets should be suppliedwith fresh air by the engine room ventilation through a dedicated ventilationair pipe near the engine.

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

Ambient air conditions

For restrictions of ambient conditions, please refer to the section Technicaldata, Page 197.

Cabling

The interconnection cables between the engine and the Interface/AuxiliaryCabinet have to be installed according to the rules of electromagnetic com-patibility. Control cables and power cables have to be routed in separatecable ducts.

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

All cabling between the Interface/Auxiliary Cabinet and the controlled deviceis scope of yard supply.

The cabinets are equipped with spring loaded terminal clamps. All wiring toexternal systems should be carried out without conductor sleeves.

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

Connection max. cable length

Cables between engine and InterfaceCabinet

≤ 60 m

Cables between engine and auxiliarycabinet

≤ 100 m

MODBUS cable between Interface Cabi-net and ship alarm system (only forEthernet)

≤ 100 m

Cable between Interface Cabinet andRemote Operating Panel

≤ 100 m

Table 105: Maximum cable length

Installation works

During the installation period the yard has to protect the cabinets againstwater, dust and fire. It is not allowed to do any welding near the cabinets.The cabinets have to be fixed to the floor by screws.3

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If it is inevitable to do welding near the cabinets, the cabinets and panelshave to be protected against heat, electric current and electromagnetic influ-ences. To guarantee protection against current, all of the cabling must bedisconnected from the affected components.

The installation of additional components inside the cabinets is only allowedafter approval by the responsible project manager of MAN Diesel & Turbo.

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 willtypically 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 fromthe influence of heat sources or radiation. The image below shows twooptions of installing the sensors correctly:

1 Hole drilled into the duct of the engineroom ventilation. Sensor measuring thetemperature of the airstream.

2 Self-designed holder in front of the duct.

Figure 108: Possible locations for installing the sensor 1TE6000

The sensor 1TE6100 “Intake air temp” is not suitable for this purpose.

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3.8 Engine-located measuring and control devicesExemplary list for project planning

No. Measuringpoint

Description Function MeasuringRange

Location Connected to Dependingon option

Speed pickups

1 1SE1004A/B1) speed pickup turbo-charger speed

indication,supervision

- turbo-charger

Control Module/Safety

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2 1SE1005 speed pickup enginespeed

camshaftspeed andpositiondetection

0–600 rpm/0–1,200 Hz

camshaftdrive wheel

Control Module/Alarm

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0–600 rpm/0–1,200 Hz

camshaftdrive wheel


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0–600 rpm/0–1,200 Hz

camshaftdrive wheel

Knock ControlModule

-

5 1SV1010 actuator

engine fuel admission

speed andload gov-erning indieselmode

- engine Auxiliary Cabinet -

6 1SCS1010 electric motor

speed setpointadjustment

integratedin1SV1010,

for remotespeed set-ting inmech.mode

- engine Interface/AuxiliaryCabinet

-

7 1GOS1010 limit switch

mech speed setpointmin

integratedin1SV1010

- engine Control Module/Alarm

-


mech speed setpointmax

integratedin1SV1010


-

9 1SZ1010 solenoid in governor

for engine stop

integratedin1SV1010,for manualstop andauto shut-down


-

Start and stop of engine

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10 1PS1011 pressure switch

start air pressure afterstart valve

feedbackstart valveactivated

0-10 bar engine Control Module/Alarm

-

11 1SSV1011 solenoid valve enginestart

actuatedduringenginestart andslowturn


-

12 1HZ1012 push button localemergency stop

emergencystop fromlocal con-trol station

- LocalOperatingPanel

Gateway Module -

13 1SZV1012 solenoid valve engineshutdown

manualand auto-emergencyshutdown

- engine Control Module/Safety

-

14 1PS1012 pressure switchemergency stop air

feedbackemergencystop, start-blockingactive

0–10 bar emergencystop airpipe onengine


-

15 1SSV1017 solenoid valve

starting interlock

3/2-wayvalveM371/1,blocking ofmanualstart onengine


-

Variable Injection Timing

16 1EM1028 electric motor

VIT-setting

injectiontime setting

- engine auxiliary cabinet variableinjectiontiming

17 1UV1028 solenoid valve

VIT adjustment

energisevalvemeansremovehydraulicbrake forVIT-adjust-ment


variableinjectiontiming

18 2UV1028 solenoid valve

VIT adjustment

energisevalvemeansremovehydraulicbrake forVIT-adjust-ment



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No. Measuringpoint




hydraulic oil VIT-brake 1

releaseVIT-motorat sufficientpressure




hydraulic oil VIT-brake 2

releaseVIT-motorat sufficientpressure




VIT early position

VIT posi-tion feed-back




VIT late position

VIT posi-tion feed-back



Main bearings

23 xTE1064 double temp sensors,main bearings

indication,alarm,engine pro-tection

0–120 °C engine Control Modules main bear-ing tempmonitoring

Turning gear

24 1GOS1070 limit switch turninggear engaged

start block-ing whileturninggearengaged


-

25 1SSV1070 pneumatic valve

turning gear engaged

3/2-wayvalveM306,

start block-ing whileturninggearengaged

- engine - -

Slow turn


slow turn

3/2-wayvalveM329/3,

slow turn


-


slow turn

3/2-wayvalveM371/2,

start airblockingduring slowturn


-

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No. Measuringpoint



Jet Assist

28 1SSV1080 solenoid valve for JetAssist

turbo-chargeraccelera-tion by JetAssist


Jet Assist

Knock control

29 xXE1200A/B1) knock sensorcylinder x

knockeventdetection

0...100 engine Knock ControlModule

-

Lube oil system

30 1PT2170 pressure transmitter,lube oil pressureengine inlet

alarm atlow lube oilpressure

0–10 bar engine Control Module/Alarm

-

31 2PT2170 pressure transmitter,lube oil pressureengine inlet

auto shut-down atlow pres-sure

0–10 bar LocalOperatingPanel


-

32 1TE2170 double temp sensor,lube oil temp engineinlet

alarm athigh temp

0–120 °C engine Control Modules -

33 1EM2470A/B1) electric pump

cylinder lubricationrow A/B

cylinderlubricationline A/B

engine Auxiliary Cabinet -

34 1FE2470A/B1) proximity switch

cylinder lubricationrow A/B

proximityswitch

cylinderlubricationrow A

engine Auxiliary Cabinet -

35 1PT2570A/B1) pressure transmitter,lube oil pressure tur-bocharger inlet

alarm atlow lube oilpressure


-

36 2PT2570A/B1) pressure transmitter,lube oil pressure tur-bocharger inlet

auto shut-down atlow lube oilpressure

0–6 bar engine Control Module/Safety

-

37 1TE2580A/B1) double temp sensor,lube oil temp turbo-charger drain

alarm athigh temp


Crankcase ventilation

38 1PT2800 pressure transmitter

crankcase pressure

input foralarm sys-tem

-20..+20mbar

engine Control Module/Alarm

-

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No. Measuringpoint




crankcase pressure

input forsafety sys-tem

-20..+20mbar

engine Control Module/Safety

-

Oil mist detection

40 xQE2870 opacity sensor

crankcase compart-ment x

oil-mistdetection

engine OMD OMD=Tri-ton

41 1QTIA2870 oilmist detector, oil-mist concentration incrankcase

oilmistsupervision

- engine - oil mistdetection

42 1QS2870 opacity switch

oil-mist in crankcase

integratedin1QTIA2870


oil mistdetection

43 2QS2870 opacity switch

oil-mist in crankcase

integratedin1QTIA2870

engine Control Module/Safety

oil mistdetection

Splash oil

44 xTE2880 double temp sensors,splash oil temp rodbearings

splash oilsupervision


Cooling water systems

45 1TE3168 double temp sensorHT water tempcharge air cooler inlet

for EDSvisualisa-tion andcontrol ofpreheatervalve

0–120 °C turbo-charger


-

46 1PT3170 pressure transmitter,HT cooling waterpressure engine inlet

alarm atlow pres-sure


-

47 2PT3170 pressure transmitter,HT cooling waterpressure engine inlet

detectionof lowcoolingwater pres-sure


-

48 1TE3170 double temp sensor,HTCW temp engineinlet

alarm, indi-cation


49 1TE3180 temp sensor, HTwater temp engineoutlet

- 0–120 °C engine Control Modules -

50 1PT3470 pressure transmitter,nozzle cooling waterpressure engine inlet

alarm atlow coolingwater pres-sure


-

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51 2PT3470 pressure transmitter,nozzle cooling waterpressure engine inlet



-

52 1TE3470 double temp sensor,nozzle cooling watertemp engine inlet

alarm athigh cool-ing watertemp


53 1PT4170 pressure transmitter,LT water pressurecharge air cooler inlet



-

54 2PT4170 pressure transmitter,LT water pressurecharge air cooler inlet


0–6 bar engine Control Unit -

55 1TE4170 double temp sensor,LT water tempcharge air cooler inlet

alarm, indi-cation

0–120 °C LT pipecharge aircooler inlet

Control Modules -

Fuel system

56 1PT5070 pressure transmitter,fuel pressure engineinlet

remoteindicationand alarm


-

57 2PT5070 pressure transmitter,fuel pressure engineinlet

remoteindicationand alarm


-

58 1TE5070 double temp sensor,fuel temp engine inlet

alarm athigh tempin MDO-mode andfor EDSuse


59 1LS5076A/B1) level switch fuel pipebreak leakage

high pres-sure fuelsystemleakagedetection

0–2,000 bar engine Control Module/Alarm

-

60 1LS5080A/B1) level switch pump-and nozzle leakagerow A/B

alarm athigh level

- fuel leak-age moni-toring tankFSH-001


-

61 2LS5080A/B1) level switch dirty oilleakage pump bankCS row A/B

alarm athigh level

- pump bankleakagemonitoringCS


-

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No. Measuringpoint



62 3LS5080A/B1) level switch dirty oilleakage pump bankCCS row A/B

alarm athigh level

- pump bankleakagemonitoringCCS


-

Pilot fuel system

63 1FCV5275 suction throttle valve

pilot fuel high-pres-sure pump

pilot fuelquantitycontrol

- engine Injection Module1

-


pilot fuel supply pres-sure

pilot fuellow pres-sure sys-tem


-

65 1PDS5275 differential pressureswitch

pilot fuel fine filter

fine filtercontamina-tion moni-toring


-

66 1TE5275 temp sensor

pilot fuel temp engineinlet

- - engine Control Module/Alarm

-


pilot fuel rail

- 0-2000 bar engine Injection Module1

-


pilot fuel rail


-

69 1LS5276 level switch

pilot fuel leakagehigh-pressure pump

- - engine Control Module/Alarm

-

70 1EM5276 electric motor

pilot fuel high-pres-sure pump

- engine Auxiliary Cabinet


pilot fuel rail leakagesegment 1

pilot fuelleakagedetection

- engine Extension Unit -


pilot fuel rail leakagesegment 2

pilot fuelleakagedetection


73 xFSV5278A/B1)

solenoid valve

pilot fuel injector x

- - engine Injection Module1/2

-

74 1FSV5280 flushing valve

pilot fuel rail

unloadingof pilot fuelhigh pres-sure fuelsystem

- engine -

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No. Measuringpoint



75 1PZV5281 pressure limiting valve

pilot fuel rail

mechanicalpressurerelief pilotfuel rail

- engine -- -

76 1TE5282 temp sensor

temp after pilot fuelflushing- and pres-sure limiting valve

- - engine - -

Gas system


mantle gas pipe

jacketedgas pipeventilationmonitoring

-10..0 mbar engine GVUCC


main gas pressureengine inlet


-

79 xFSV5885A/B1)

solenoid valve

main gas injector x

- - engine Injection Module1/2

-

80 1PT5887A/B1) pressure transmitter

gas pressure inertgas purge valve A/Boutlet

- - engine CM/alarmModule1

81 1FSV5888A/B1)

purge valve

inert gas

purging ofgas systemwith inertgas

0-10 bar Control Module/Alarm

-


gas pressure inertgas purge valve inlet

for inertgas availa-bility moni-toring

0-10 bar Control Module/Alarm

-

Charge air system

83 1PT6100 pressure transmitter,intake air pressure

for EDSvisualisa-tion

–20...+20mbar

intake airduct afterfilter


-

84 1TE6100 double temp sensor,intake air temp

temp inputfor chargeair blow-offand EDSvisualisa-tion

0–120 °C intake airduct afterfilter


-

85 1TE6170 A/B1) double temp sensor,charge air tempcharge air cooler inlet

- 0–300 °C engine Control Modules -

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No. Measuringpoint



86 1PT6180A/B1) pressure transmitter,charge air pressurebefore cylinders

input foralarm sys-tem

0–6 bar engine Control Modules -

87 2PT6180 A/B1) pressure transmitter,charge air pressurebefore

input forsafety sys-

tem

0–6 bar engine Control Modules -

88 3PT6180 A/B1) pressure transmitter,charge air pressurebefore cylinders

input forinjectionmodule

0–6 bar engine Injection Module1

-

89 1TE6180A/B1) double temp sensor,charge air temp aftercharge air cooler

alarm athigh temp


90 1TCV6180 temp control valve

CA temp

control ofLTCWtemp forCA coolerstage 2

- engine Auxiliary Cabinet -


cooling air pressureTC inlet

monitoringof coolingair flow forturbinedisc cool-ing

turbo-charger


Turbinedisc cool-

ing

92 1PCV6185A/B1)

variable flap

compressor bypassAvariable flap

compressor bypassA/B

lambdacontrol, CApressurerelief

engine - -

93 1GT6185A/B1) position feedbacksignal

from compressorbypass A/B

actualvalue inputfrombypass flap


-

94 1ET6185A/B1) position setpoint

for compressorbypass A/B

desiredvalue out-put tobypass flap


-

Exhaust gas system

95 1XCV6570 variable flap

waste gate

exhaustgas blowoff andlambda-control


96 1ET6570 position setpoint

for waste gate

engine Extension Unit -

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No. Measuringpoint



97 1GT6570 position feedbacksignal

from waste gate

engine Extension Unit -

98 xTE6570A/B1) double thermocou-ples, exhaust gastemp cylinders A/B



99 1TE6575A/B1) double thermocou-ples, exhaust gastemp before turbo-charger A/B



100

1TE6580A/B1) double thermocou-ples, exhaust gastemp after turbo-charger A/B

indication 0–800 °C engine Control Modules -

Control air, start air, stop air

101

1PT7170 pressure transmitter,starting air pressure

enginecontrol,remoteindication


-

102

2PT7170 pressure transmitter,starting air pressure

enginecontrol,remoteindication


-

103

1PT7180 pressure transmitter,emergency stop airpressure

alarm atlow airpressure


-

104

2PT7180 pressure transmitter,emergency stop airpressure

alarm atlow airpressure


-

105

1PT7400 pressure transmitter,control air pressure

remoteindication


-

106

2PT7400 pressure transmitter,control air pressure

remoteindication


-

107

1PT7460 pressure transmittercontrol air pressurefor gas valve unit

- 0 – 10 bar GVU Control Module/safety

-

1) A-sensors: all engines; B-sensors: V-engines only.

Table 106: List of engine-located measuring and control devices

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4 Specification for engine supplies

4.1 Explanatory notes for operating supplies – Dual-fuel enginesTemperatures and pressures stated in section Planning data for emissionstandard: IMO Tier II, Page 92 must be considered.

4.1.1 Lubricating oil

The selection is mainly affected by the used fuelgrade.

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

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

MDO (ISO-F-DMB) 12 – 20 mg KOH/g

HFO Medium-alkaline +additives

20 – 55 mg KOH/g

Table 107: Main fuel/lube oil type

Selection of the lubricating oil must be in accordance with section Specifica-tion of lubricating oil (SAE 40) for dual-fuel engines 35/44DF, 51/60DF, Page216, where it distinguishes between following operation modes:

Pure gas operation

Pure diesel operation or alternating gas/diesel operation

Pure heavy fuel oil operation (> 2,000 h)

Alternating gas/heavy oil operation

A base number (BN) that is too low is critical due to the risk of corrosion. Abase number that is too high is, could lead to deposits/sedimentation andtakes the risk of self ignition/knocking in gas mode.

In general DF engines would be assigned to the operating mode "Alternatinggas/heavy oil operation". The aim of the lubricating oil concept for flexible fueloperation is to keep the BN of the lubricating oil between 20 and 30 mgKOH/g. The BN should not be less than 20 mg KOH/g with HFO operationand the BN should not be more then 30 mg KOH/g with gas operation.

Therefore it is recommended to use two lube oil storage tanks with BN20 (forgas mode) and BN40 (for HFO operation). First filling on lube oil servcie tankto be done with BN30 (mixture of both lube oils). During gas operation thespecific lube oil consumption is replenished with BN20. During HFO opera-tion the specific lube oil consumption is replenished with BN40.

The oils used (BN20 and BN40) must be of the same brand without fail(same supplier). This ensures that the oils are fully compatible with eachother.

Please be aware that a change from HFO to MDO/MGO as main fuel for anextended period will demand a change of the lube oil accordindly.

4.1.2 Operation with gaseous fuel

In gas mode, natural gas is to be used according to the qualities mentionedin the relevant section. If the engine is operated with liquid fuel, the gasvalves and gas supply pipes are to be purged and vented.

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4.1.3 Operation with liquid 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

Engines that are normally operated with heavy fuel, can also be operatedwith MGO (DMA, DMZ) for short periods.

Boundary conditions:

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

MGO-operation maximum 72 hours within a two week period (cumulativewith distribution as required)

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

For long-term (> 72h) or continuous operation with MGO (DMA, DMZ), vis-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:

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

Following features are required on plant side:

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

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

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

Boundary conditions for operation:

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

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

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

Nozzle cooling system switched off

Continuous operation with MGO (DMA, DMZ):

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

A) Short-term operation,max. 72 hours

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

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Operation with heavy fuel oil of a sulphur content of < 1.5 %

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

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

If it is intended to run continuously with low sulphur-containing heavy fuel,lube oil with a low BN (BN30) has to be used. This is needed, in spite ofexperiences that engines have been proven to be very robust with regard tothe 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 beundershoot.

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

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

4.1.4 Pilot fuel

For ignition in gas mode, a small amount of Pilot fuel is required. MGO(DMA, DMZ) and MDO (DMB) are approved as Pilot fuel at the engine51/60DF. Only MGO (DMA, DMZ) is approved as Pilot fuel at the engine35/44DF. Quality as mentioned in section Specification for diesel oil(MGO, MDO) as pilot fuel, if available, Page 228. Pilot fuel is to be usedduring operation with liquid fuel too, for cooling the injector needles.

The main injection system of the 51/60DF is operated with "sealing oil" (=lube oil) at the main injection pumps (while DMA, DMZ or DMB opera-tion), the leakage fuel will be contaminated by lube oil. This leakage mustnot be used in the pilot fuel system and has to be disposed, due toalready small amounts of lube oil will destroy the main components of thepilot fuel injection system!

A filtering of the pilot fuel has to be provided to achieve cleanliness level12/9/7 according to ISO 4406.

4.1.5 Engine cooling water

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

Nozzle cooling system activation

Kind of fuel activated

MGO (DMA, DMZ) no, see section Operation with liquid fuel,Page 214 in this section

MDO (DMB) no

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Nozzle cooling system activation

Kind of fuel activated

HFO yes

Gas yes

Table 108: Nozzle cooling system activation

4.1.6 Intake air

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

4.1.7 Inert gas

After ending gas mode, all relevant gas installions are to be purged and ven-ted to ensure gas free, non-explosive conditions in the pipes and valves. Thequality of inert gases required for purging has to be ensured as mentioned inthe relevant section.

4.2 Specification of lubricating oil (SAE 40) for dual-fuel engines 35/44DF, 51/60DF

General

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

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

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

Specifications

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

The base oil must comply with the limit values in the table entitled Base oils –target values, Page 217 , particularly in terms of its resistance to ageing.

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

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

Base oil

Evaporation tendency

Additives

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

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

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

Properties/Characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

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

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

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

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

Ageing tendency following 100 hours of heatingup to 135 °C

- MAN ageing oven * -

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

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 109: Base oils - target values

* Works' own method

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

The military specification for these oils is O-236.

The oil quality prescribed by the manufacturer must be used for the remain-ing engine system components.

Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.

Lubricating oil additives

Speed governor

Selection of lubricating oils/warranty

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There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused for as long as the oil properties remain within the defined limit values(see tables entitled Limit values ). An oil sample must be analysed every 1-3months (see maintenance schedule).

If operating fluids are not handled correctly, this can pose a risk to health,safety and the environment. The corresponding manufacturer's instructionsmust be followed.

Regular analysis of lube oil samples is very important for safe engine opera-tion. We can analyse fuel for customers at MAN Diesel & Turbo laboratory(PrimeServLab).

Operating modes

The 51/60DF engine is characterised by extremely high flexibility as it can runon gas, diesel and heavy fuel oil (HFO).

Every fuel places different demands on the lubricating oil. To ensure that theright lubricating oil is found for the application concerned, four different oper-ating modes have been identified:

1. Gas-only operation

2. Diesel-only operation or alternating gas/diesel operation

3. Heavy fuel oil-only operation (> 2000 h)

4. Alternating gas/heavy oil operation

Lubricating oil for gas-only operation

A special lubricating oil with a low ash content must be used in enginesexclusively operated on gas. The sulphate ash content must not exceed 1 %.

Only lubricating oils approved by MAN Diesel & Turbo may be used. Theseare specified in the table entitled Approved lubricating oils for gas-operatedMAN Diesel & Turbo four-stroke engines, Page 218 .

Manufacturer Base number approx. 6 [mgKOH/g]

FINA Gas engine oil 405

MOBIL Pegasus 710Pegasus 805

SHELL Mysella LA 40, Mysella S3 N

CHEVRON(TEXACO, CALTEX))

Geotex LA 40HDAX 5200 Low Ash

Table 110: Approved lubricating oils for gas-operated MAN Diesel & Turbofour-stroke engines

Limit value Method

Viscosity at 40 100 – 190 mm2/s ISO 3104 or ASTM D 445

Base number (BN) min. 3 mg KOH/g ISO 3771

Water content max. 0.2 % ISO 3733 or ASTM D 144

Oil during operation

Safety/environmentalprotection

Analyses

Operating modes

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Limit value Method

Total acid number (TAN) max. 2.5 mg KOH/ghigher than fresh oil TAN

ASTM D 664

Oxidation max. 20 Abs/cm DIN 51453

Table 111: Limit values for lubricating oils during operation (pure gasoperation)

Lubricating oil for diesel operation or alternating gas/diesel operation

A lubricating oil with a higher BN (10 –16 mg KOH/g) is recommended dueto the sulphur content of the fuel in dual-fuel engines that are exclusivelyoperated with diesel oil, are operated more than 40 % of the time with dieseloil or are operated for more than 500 hours a year using diesel with anextremely high sulphur content (S > 0.5 %).

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

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, Caltex)

Taro 12 XD 40

Delo 1000 Marine SAE 40

Delo SHP40

EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC

Mobilgard ADL 40

Delvac 1640

PETROBRAS Marbrax CCD-410

Marbrax CCD-415

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40

Gadinia AL40

Sirius X40 2)

Rimula R3+40 2)

Neutralisation capability

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Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)

STATOIL MarWay 1540

MarWay 1040 2)

TOTAL LUBMARINE Caprano M40

Disola M4015

Table 112: Lubricating oils approved for gas oil and diesel oil-operated MANDiesel & Turbo four-stroke engines

1) If marine diesel fuel with a very high sulphur content of 1.5 to 2.0 % byweight is used, a base number (BN) of approx. 20 must be selected.2) With a sulphur content of less than 1 %

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-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

Table 113: Limit values for lubricating oils during operation (diesel oil/gas oil)

Lubricating oil for heavy fuel oil-only operation (HFO)

Lubricating oils of medium alkalinity must be used for engines that run onHFO. HFO engines must not be operated with lubricating oil for gas engines.Oils of medium alkalinity contain additives that, among other things, increasethe neutralisation capacity of the oil and facilitate high solubility of fuel con-stituents.

The cleaning efficiency must be high enough to prevent formation of com-bustion-related carbon deposits and tarry residues. The lubricating oil mustprevent fuel-related deposits.

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.

Cleaning efficiency

Dispersion capability

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

Information on selecting a suitable BN is provided in the table below.

Approximate BN (mg KOH/g oil)

Engines/Operating conditions

20 Marine diesel oil (MDO) with a poor quality (ISO-F-DMC) or heavy fuel oil with a sulphur content ofless than 0.5 %.

30 For pure HFO operation only with a sulphur content < 1.5 %.

40 For pure HFO operation in general, providing the sulphur content is > 1.5 %.

50 If BN 40 is not sufficient in terms of the oil service life or maintaining engine cleanliness (high sul-phur content in fuel, extremely low lubricating oil consumption).

Table 114: Selecting the base number (BN)

ManufacturerBase Number (mgKOH/g)

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 (Texaco, Caltex)

Taro 20DP40Taro 20DP40X

Taro 30DP40Taro 30DP40X

Taro 40XL40Taro 40XL40X

Taro 50XL40Taro 50XL40X

EXXON MOBIL — —— —

Mobilgard M430Exxmar 30 TP 40

Mobilgard M440Exxmar 40 TP 40

Mobilgard M50

LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40Navigo TPEO 55/40

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 — —

PT Pertamina(PERSERO)

Medripal 420 Medripal 430 Medripal 440 Medripal 450

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 — —

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40Argina XX 40

TOTAL LUBMAR-INE

Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

Table 115: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.


Viscosity at 40 110 - 220 mm²/s ISO 3104 or ASTM D445

Base number (BN) BN with at least 50% fresh oil ISO 3771


Neutralisation capability

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ISO 3733 or ASTM D1744



Guide value only

FeCrCuPbSnAl

.


Table 116: Limit values for lubricating oil during operation (pure heavy fuel oil operation)

Alternating gas/heavy oil operation

As already explained above, when operating with heavy fuel oil (HFO) a lubri-cating oil with a high base number (BN) is required so as to ensure the neu-tralization of acidic combustion products and also a strong cleaning action tocounter the effects of the fuel components (prevention of deposits). This highneutralisation capacity (BN) is accompanied by a high ash content of thelubricating oil.

Ash from the lubricating oil can accumulate in the combustion chamber andexhaust-gas system. Ash from unburned BN additives in particular can accu-mulate in the combustion chamber. In gas engines, these kinds of depositscan act as "hot spots" at which the gas-air mixture ignites at the wrong timethus causing knocking.

The 51/60DF engine has been proven to have an exceptionally low sensitivityto lubricating oils with high ash content. Long-term gas operation using lubri-cating oil with BN 30 has given no cause for concern.

The aim of the lubricating oil concept for flexible fuel operation is to keep theBN of the lubricating oil between 20 and 30 mg KOH/g. The BN should notbe less than 20 with HFO operation and the BN should not be more then 30with gas operation. This can be achieved by using two oils when refilling. Oilwith BN 40 is refilled during HFO operation, and oil with BN 20 is refilled dur-ing gas operation. Initial filling is carried out using oil with BN 30, which canbe produced by blending oils with BN 20 and BN 40 in the engine. The oilsused (BN 20 and BN 40) must be of the same brand without fail (same sup-plier). This ensures that the oils are fully compatible with one another.

If only fuel with low-sulphur content (< 1.5 %) is used for HFO operation, theBN 30 lubricating oil may be used for both HFO operation and gas operation.


20 30 40

BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404

CHEVRON (Texaco, Caltex)

Taro 20DP40 Taro 30DP40 Taro 40XL40

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20 30 40

LUKOIL NavigoTPEO 20/40

NavigoTPEO 30/40

NavigoTPEO 40/40

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440

PT Pertamina(PERSERO)

Medripal 420 Medripal 430 Medripal 440

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040

SHELL Argina S 40 Argina T 40 Argina X 40

TOTAL LUBMARINE Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040

Table 117: Lubricating oils approved for MAN Diesel & Turbo four-stroke engines (alternating gas/heavyfuel oil operation).


Viscosity at 40 110 - 220 mm²/s ISO 3104 or ASTM D445

Base number (BN) 20-30 mgKOH/g ISO 3771



ISO 3733 or ASTM D1744



Guide value only

FeCrCuPbSnAl

.


Table 118: Limit values for lubricating oil during operation (alternating gas/heavy fuel oil operation)

4.3 Specification of natural gas

Gas types and gas quality

Natural gas is obtained from a wide range of sources. They can be differenti-ated not only in terms of their composition and processing, but also theirenergy content and calorific value.

Combustion in engines places special demands on the quality of the gascomposition.

The following section explains the most important gas properties.

The gas should:

Requirements for natural gas

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comply with the general applicable specifications for natural gas, as wellas with specific requirements indicated in the table Requirements for nat-ural gas, Page 226.

be free of dirt, dry and cooled (free of water, hydrocarbon condensateand oil) when fed to the engine. If the dirt concentration is higher than 50mg/Nm3, a gas filter must be installed upstream of the supply system.

You can check the gas quality using a gas analyser.

In the gas distribution systems of different cities that are supplied by a centralnatural gas pipeline, if not enough natural gas is available at peak times, amixture of propane, butane and air is added to the natural gas in order tokeep the calorific value of Wobbe index constant. Although this does notactually change the combustion characteristics for gas burners in relation tonatural gas, the methane number is decisive in the case of turbocharged gasengines. It falls drastically when these kind of additions are made.

To protect the engine against damage in such cases, the MAN Diesel &Turbo gas engines are provided with antiknock control.

The most important prerequisite that must be met by the gas used for com-bustion in the gas engine is knock resistance. The reference for this evalua-tion is pure methane which is extremely knock-resistant and is therefore thename used for the evaluation basis:

Methane number (MN)

Pure methane contains the methane number 100; hydrogen was chosen asthe zero reference point for the methane number series as it is extremelyprone to knocking. See the table titled Anti-knocking characteristic andmethane number, Page 224.

However, pure gases are very rarely used as fuel in engines. These are nor-mally natural gases that also contain components that are made up of high-quality hydrocarbons in addition to knock-resistant methane and often signifi-cantly affect the methane number. It is clearly evident that the propane andbutane components of natural gas reduce the anti-knock characteristic. Incontrast, inert components, such as N2 and CO2, increase the anti-knockcharacteristic. This means that methane numbers higher than 100 are alsopossible.

Anti-knock characteristic of different gases expressed as methane number

(MN)

Gas Methane number (MN)

Hydrogen 0.0

N-butane 99 % 2.0

Butane 10.5

Butadiene 11.5

Ethylene 15.5

β-butylene 20.0

Propylene 20.0

Isobutylene 26.0

Propane 35.0

Measures

Methane number

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Gas Methane number (MN)

Ethane 43.5

Carbon monoxide 73.0

Natural gas 70.0 – 96.0

Natural gas + 8% N2 92.0

Natural gas + 8% CO2 95.0

Pure methane 100.0

Natural gas + 15% CO2 104.4

Natural gas + 40% N2 105.5

Table 119: Anti-knock characteristic and methane number

MAN Diesel & Turbo can determine the gas methane number with high preci-sion by analyzing the gas chemistry.

The gas analysis should contain the following components in vol. % or mol%:

Carbon dioxide CO2

Nitrogen N2

Oxygen O2

Hydrogen H2

Carbon monoxide CO

Water H2O

Hydrogen sulphide H2S

Methane CH4

Ethane C2H6

Propane C3H8

I-butane I-C4H10

N-butane n-C4H10

Higher hydrocarbons

Ethylene C2H4

Propylene C3H6

The sum of the individual components must be 100 %.

Gas mol %

CH4 94.80

C2H6 1.03

C3H8 3.15

Determining the methanenumber

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Gas mol %

C4H10 0.16

C5H12 0.02

CO2 0.06

N2 0.78

Table 120: Exemplary composition natural gas MN 80

Fuel specification for natural gas.

The fuel at the inlet of the gas engine's gas valve unit must match the follow-ing specification.

Fuel Natural gas

Unit Value

Hydrogen sulphide content (H2S) max. mg/Nm3 5

Total sulphur content max. mg/Nm3 8

Hydrocarbon condensate mg/Nm3 not allowed at engine inlet

Humidity mg/Nm3

mg/Nm3

200 (max. operating pres-sure

≤ 10 bar)

50 (max. operating pressure > 10 bar)

Condensate not allowed

Particle concentration max. mg/Nm3 50

Particle size max. μm 10

Total fluorine content max. mg/Nm3 5

Total chlorine content max. mg/Nm3 10

Table 121: Requirements for natural gas

One Nm3 is the equivalent to one cubic metre of gas at 0 °C and 101.32kPa.

4.4 Specification of gas oil/diesel oil (MGO)

Diesel oil

Gas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain anyresidual materials.

Military specification

Diesel oils that satisfy specification NATO F-75 or F-76 may be used.

Other designations

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Specification

The suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).

The DIN EN 590 and ISO 8217-2012 (Class DMA or Class DMZ) standardshave been extensively used as the basis when defining these properties. Theproperties correspond to the test procedures stated.

Properties Unit Test procedure Typical value

Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity 40 °Cmm2/s (cSt) ISO 3104

≥ 2≤ 6.0

Filterability*

in summer and in winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -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

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Biodiesel content (FAME) % (v/v) EN 14078 not permissible

Cetane index - ISO 4264 ≥ 40

Other specifications:

British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D

Table 122: 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 determiningthe cloud point in accordance with ISO 3015

Additional information

If distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.

Use of diesel oil

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To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 °C.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.

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

Analyses

Analysis of fuel samples is very important for safe engine operation. We cananalyse fuel for customers at MAN Diesel & Turbo laboratory (PrimeServLab).

4.5 Specification of diesel oil (MGO, MDO) when used as pilot-fuel for DF engines

Marine diesel oil (MDO)

Diesel fuel oil, diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB). MDO is manufactured from mineral oil and must be free of organicacids.

MDO can only be used as pilot fuel for 51/60DF engines, whereas it must notbe used as pilot fuel for 35/44DF engines.

Marine gas oil (MGO)

Gas oil, high speed diesel, diesel oil

Heating oil with quality E11 (DIN 51603) or fuel No. 1 or No. 2 in accordancewith ASTM D 396 can also be used providing the properties in the followingtable, especially the ignition properties, are complied with.

MGO can be used as pilot fuel for 51/60DF engines as well as for 35/44DFengines.

However, the maximum admissible non dissolved water content for the35/44DF engine is 0.02 Vol.% (ISO 3733).

Viscosity

Lubricity

Other designations

Origin

Application

Other designations

Origin

Application

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Specification

The suitability of a fuel depends on the engine design and the availablecleaning options as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

These properties are essentially defined in the standards ISO 8217-2010 andEN590. These properties were ascertained using the testing procedures lis-ted in the following table.

When fuel according to EN 590 is used, it has to be assured that it does notcontain any form of biodiesel.


MGO and MDO (DMB) are pure distillates of crude oil and must not containresidual materials and organic or inorganic acids.

During transshipment and transfer, MDO is handled in the same manner asresidual 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 inthe bunker ship, for example – that could significantly impair the properties ofthe oil.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

Solid foreign matters increase mechanical wear and formation of ash in thecylinder space.

Analyses



Specification for pilot fuel


Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity 40 °Cmm2/s (cSt) ISO 3104

≥ 2≤ 6.0

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Filterability*

in summer and in winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -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

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10



Oxidation stability g/m3 ISO 12205 < 25


μm ISO 12156-1 < 520

Biodiesel content (FAME) % (v/v) EN 14078 not permissible

Cetane index - ISO 4264 ≥ 40


British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D

Table 123: 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 determiningthe cloud point in accordance with ISO 3015

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

Total sediment content weight % ISO CD 10307 0.10

Water content vol. % ISO 3733 < 0.3

Sulphur content weight % ISO 8754 < 2.0

Ash content weight % ISO 6245 < 0.01

Coke residue (MCR) weight % ISO CD 10370 < 0.30

Cetane index - ISO 4264 > 354 Sp

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Oxidation resistance g/m3 ISO 12205 < 25


μm ISO 12156-1 < 520


British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 No. 2

Table 124: Marine diesel oil (MDO) – characteristic values to be adhered to

4.6 Specification of diesel oil (MDO)

Marine diesel oil

Marine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.

Specification

The suitability of a fuel depends on the engine design and the availablecleaning options as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2012 standard asthe basis. The properties have been specified using the stated test proce-dures.


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

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

Other designations

Origin

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Coke residue (MCR) weight % ISO CD 10370 < 0.30

Cetane index - ISO 4264 > 35



Oxidation resistance g/m3 ISO 12205 < 25


μm ISO 12156-1 < 520


British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 No. 2

Table 125: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed6 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 asresidual 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 inthe bunker ship, for example – that could significantly impair the properties ofthe oil.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.

Lubricity

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Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

Solid foreign matters increase mechanical wear and formation of ash in thecylinder space.

We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.


Analyses


4.7 Specification of heavy fuel oil (HFO)

Prerequisites

MAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table The fuelspecification and corresponding characteristics for heavy fuel oil, Page 234providing the engine and fuel processing system have been designedaccordingly. To ensure that the relationship between the fuel, spare partsand repair / maintenance costs remains favourable at all times, the followingpoints should be observed.

Heavy fuel oil (HFO)

The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table Thefuel specification and corresponding characteristics for heavy fuel oil, Page234. The entries in the last column of this Table provide important back-ground information and must therefore be observed

Origin/Refinery process

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Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2012 and CIMAC-2003. These two specifi-cations are more or less equivalent. Figure ISO 8217-2012 Specification forheavy fuel oil indicates the ISO 8217 specifications. All qualities in thesespecifications up to K700 can be used, provided the fuel system has beendesigned for these fuels. To use any fuels, which do not comply with thesespecifications (e.g. crude oil), consultation with Technical Service of MANDiesel & 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.

Even though the fuel properties specified in the table entitled The fuel specifi-cation and corresponding properties for heavy fuel oil, Page 234 satisfy theabove requirements, they probably do not adequately define the ignition andcombustion properties and the stability of the fuel. This means that the oper-ating behaviour of the engine can depend on properties that are not definedin the specification. This particularly applies to the oil property that causesformation of deposits in the combustion chamber, injection system, gasducts and exhaust gas system. A number of fuels have a tendency towardsincompatibility with lubricating oil which leads to deposits being formed in thefuel delivery pump that can block the pumps. It may therefore be necessaryto exclude specific fuels that could cause problems.

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (and this has also been the experience of other manufacturers),this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.

Leak oil collectors that act as receptacles for leak oil, and also return andoverflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 ) 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

Flash point °C min. 60 Flash point(ASTM D 93)

Pour point (summer) max. 30 Low-temperature behaviour (ASTM D 97)

Important

Blends

Leak oil collector

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Pour point (winter) max. 30 Low-temperature behaviour (ASTM D 97)

Coke residue (Conrad-son)

Weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric acid corrosion

Ash content 0.15 Heavy fuel oil 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 siliciumcontent (total)

mg/kg max. 60 Heavy fuel oil processing

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Used lubricating oil(ULO)

mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:

Ca > 30 ppm and Zn > 15ppm or Ca > 30 ppm and P >15 ppm.

Asphaltene content Weight % 2/3 of coke residue(according to Conradson)

Combustion properties

Sodium content mg/kg Sodium < 1/3 Vanadium,Sodium < 100

Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. Itmust also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

Table 126: The fuel specification and corresponding characteristics for heavy fuel oil

Please see section ISO 8217-2012 Specification of HFO, Page 243


The purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.

Economical operation with heavy fuel oil within the limit values specified inthe table entitled The fuel specification and corresponding properties forheavy fuel oil, Page 234 is possible under normal operating conditions, provi-ded the system is working properly and regular maintenance is carried out. Ifthese requirements are not satisfied, shorter maintenance intervals, higherwear and a greater need for spare parts is to be expected. The requiredmaintenance intervals and operating results determine which quality of heavyfuel oil should be used.

Selection of heavy fuel oil

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It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, 23/30Hand 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream ofthe engine must be observed. This is the only way to ensure efficient atomi-sation and mixture formation and therefore low-residue combustion. Thisalso prevents mechanical overloading of the injection system. For the prescri-bed injection viscosity and/or the required fuel oil temperature upstream ofthe engine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect. This must be taken intoaccount when designing and making adjustments to the cleaning system.

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If theheavy 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 tankswill be required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.

A separator is particularly suitable for separating material with a higher spe-cific density – such as water, foreign matter and sludge. The separators mustbe self-cleaning (i.e. the cleaning intervals must be triggered automatically).

Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Table Achievable proportion of foreign matter and water (following separa-tion), Page 237 shows the prerequisites that must be met by the separator.These limit values are used by manufacturers as the basis for dimensioningthe separator and ensure compliance.

The manufacturer's specifications must be complied with to maximize thecleaning effect.

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

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Application in ships and stationary use: parallel installationOne separator for 100% flow rate One separator (reserve) for 100%

flow rate

Figure 109: Arrangement of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' currentrecommendations (Alfa Laval and Westphalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel should be consulted.

If the treatment is in accordance with the MAN Diesel specifications and thecorrect separators are chosen, it may be assumed that the results stated inthe table entitled Achievable Contents of Foreign Matter and Water, Page237 for inorganic foreign matter and water in heavy fuel oil will be achieved atthe engine inlet.

Results obtained during operation in practice show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlube oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 µm < 20 mg/kg

Al+Si content -- < 15 mg/kg

Water content -- < 0.2 vol.%

Table 127: Achievable contents of foreign matter and water (after separation)

It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.

Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.

Water

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If the vanadium/sodium ratio is unfavourable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of heavy fuel oil ash (alsosee Additives for heavy fuel oils, Page 241).

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above section for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these catalyst particles arealuminium silicates causing a high degree of wear in the injection system andthe engine. The aluminium content determined, multiplied by a factor ofbetween 5 and 8 (depending on the catalytic bond), is roughly the same asthe proportion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

The pour point is the temperature at which the fuel is no longer flowable(pumpable). As the pour point of many low-viscosity heavy fuel oils is higherthan 0 °C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 °C abovethe pour point.

If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperatureis not at least 10 °C above the pour point, pump problems will occur. Formore information, also refer to Low-temperature behaviour (ASTM D 97),Page 238.

If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injectionsystem is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see Compatibility, Page 241).

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

Combustion properties

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Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be > 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel & Turbopiston engines.

The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished 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 volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof fuel and this measurement is converted into an instrument-specific cetanenumber (FIA-CN or EC). It has been established that in some cases, heavyfuel oils with a low FIA cetane number or ECN number can cause operatingproblems.

As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. Also see illustration entitled Nomogram for determiningthe CCAI – assigning the CCAI ranges to engine types, Page 240.

Ignition quality

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V Viscosity in mm2/s (cSt) at50° C

A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristicscan be poor and requireadapting the engine or theoperating conditions.

CCAI Calculated Carbon Aromatic-ity Index

C Problems identified may leadto engine damage, even aftera short period of operation.

1 Engine type 2 The CCAI is obtained fromthe straight line through thedensity and viscosity of theheavy fuel oils.

Figure 110: Nomogram for determining the CCAI – assigning the CCAI ranges toengine types

The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) – 81

The engine should be operated at the coolant temperatures prescribed in theoperating handbook for the relevant load. If the temperature of the compo-nents that are exposed to acidic combustion products is below the acid dewpoint, acid corrosion can no longer be effectively prevented, even if alkalinelube oil is used.

Sulphuric acid corrosion

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The BN values specified in Section Specification of lubricating oil (SAE 40) forheavy fuel operation (HFO) are sufficient, providing the quality of lubricatingoil and the engine's cooling system satisfy the requirements.

The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtainthe required quality or viscosity of heavy fuel oil, it is extremely important thatthe components are compatible (see Compatibility, Page 241).

MAN Diesel & Turbo SE engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.

The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.

Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below Addi-tives for heavy fuel oils – classification/effects, Page 241.

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 128: Additives for heavy fuel oils – Classification/effects

From the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.

If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.


Compatibility

Blending the heavy fuel oil

Additives for heavy fuel oils

Heavy fuel oils with lowsulphur content

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Tests

To check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. "Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.

To ensure sufficient cleaning of the fuel via the separator, perform regularfunctional check by sampling up- and downstream of the separator.

Analysis of HFO samples is very important for safe engine operation. We cananalyse fuel for customers at MAN Diesel & Turbo laboratory (PrimeServLab).

Sampling

Analysis of samples

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4.7.1 ISO 8217-2012 Specification of HFO

Characteristic Unit Limit Category ISO-F- Test method

RMA RMB RMD RME RMG RMK

10a 30 80 180 180 380 500 700 380 500 700

Kinematicviscosityat 50 °Cb

mm2/s Max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104

Density at 15 °C kg/m3 Max. 920.0 960.0 975.0 991.0 991.0 1010.0 See 7.1ISO 3675 orISO 12185

CCAI -- Max. 850 860 860 860 870 870 See 6.3 a)

Sulfurc % (m/m) Max. Statutory requirements See 7.2ISO 8754 ISO 14596

Flash point °C Min. 60.0 60.0 60.0 60.0 60.0 60.0 See 7.3ISO 2719

Hydrogen sulfide mg/kg Max. 2.00 2.00 2.00 2.00 2.00 2.00 See 7.11IP 570

Acid numberd mgKOH/g

Max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664

Total sedimentaged

% (m/m) Max. 0.10 0.10 0.10 0.10 0.10 0.10 See 7.5ISO 10307-2

Carbon residue:

micro method

% (m/m) Max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370

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4.7.1 ISO 8217-2012 Specification of HFO

Characteristic Unit Limit Category ISO-F- Test method

RMA RMB RMD RME RMG RMK

10a 30 80 180 180 380 500 700 380 500 700

Pour point(upper)e

Winter qualitySummer quality

°C

°C

Max.

Max.

0

6

0

6

30

30

30

30

30

30

30

30

ISO 3016

ISO 3016

Water % (V/V) Max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733

Ash % (m/m) Max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245

Vanadium mg/kg Max. 50 150 150 150 350 450 see 7.7IP 501, IP 470or ISO 14597

Sodium mg/kg Max. 50 100 100 50 100 100 see 7.8IP 501, IP 470

Aluminium plussilicon

mg/kg Max. 25 40 40 50 60 60 see 7.9IP 501, IP 470or ISO 10478

Used lubricatingoils (ULO):calcium and zincorcalcium andphosphorus

mg/kg

mg/kg

--. The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following condi-tions is met:

calcium > 30 and zinc > 15

orcalcium > 30 and phosphorus > 15

(see 7.10) IP501 or

IP 470

IP 500

a This category is based on a previously defined distillate DMC category that was described in ISO 8217:2005, Table 1. ISO 8217:2005 has been withdrawn.

b 1mm2/s = 1 cSt

c The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations. See 0.3 and Annex C.

d See Annex H.

e Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

244 (451)51/60D

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4.8 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 111: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis andthe viscosity is shown on the vertical axis.

The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 °C.

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Determining the viscosity-temperature curve and the required preheating

temperature

Prescribed injection viscosityin mm²/s

Required temperature of heavy fuel oilat engine inlet* in °C

≥ 12 126 (line c)

≤ 14 119 (line d)

Table 129: Determining the viscosity-temperature curve and the requiredpreheating temperature

* With these figures, the temperature drop between the last preheatingdevice 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 viscosityof 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosityof fuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using arecent state-of-the-art preheating device with 8 bar saturated steam. Athigher temperatures there is a risk of residues forming in the preheating sys-tem – this leads to a reduction in heating output and thermal overloading ofthe heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.

The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 °C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.

The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1,000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil. The bunker facility must be designed soas to allow the heavy fuel oil to be heated to roughly 10 °C above the pourpoint.

Note!

The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the enginemust be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizingof the pump plunger or nozzle needle valves as a result of insufficient lubrica-tion.

This can be avoided by monitoring the temperature of the fuel. Although themaximum permissible temperature depends on the viscosity of the fuel, itmust never exceed the following values:

45 °C at the most with MGO (DMA) and MDO (DMB)

A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service ofMAN Diesel & Turbo SE in Augsburg.

Example: Heavy fuel oil with180 mm2/s at 50 °C

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4.9 Specification of engine cooling water

Preliminary remarks

An engine coolant is composed as follows: water for heat removal and cool-ant additive for corrosion protection, and antifreeze agent if necessary.

As is also the case with the fuel and lubricating oil, the engine coolant mustbe carefully selected, handled and checked. If this is not the case, corrosion,erosion and cavitation may occur at the walls of the cooling system in con-tact with water and deposits may form. Deposits obstruct the transfer of heatand can cause thermal overloading of the cooled parts. The system must betreated with an anticorrosive agent before bringing it into operation for thefirst time. The concentrations prescribed by the engine manufacturer mustalways be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

Requirements

The properties of untreated coolant must correspond to the following limitvalues:

Properties/Characteris-tic

Properties Unit

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 130: Coolant - properties to be observed

*) 1°dH (German hard-ness)

≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

**) 1 mg/l ≙ 1 ppm

The MAN Diesel & Turbo water testing equipment incorporates devices thatdetermine the water properties directly related to the above. The manufactur-ers of anticorrosive agents also supply user-friendly testing equipment.

For information on monitoring cooling water, see section Cooling waterinspecting, Page 254.


If distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine coolant. These waters are free of lime andsalts, which means that deposits that could interfere with the transfer of heatto the coolant, and therefore also reduce the cooling effect, cannot form.However, these waters are more corrosive than normal hard water as thethin film of lime scale that would otherwise provide temporary corrosion pro-

Limit values

Testing equipment

Distillate

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tection does not form on the walls. This is why distilled water must be han-dled particularly carefully and the concentration of the additive must be regu-larly checked.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardnessis determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water system

Corrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe coolant has not been treated correctly.

Processing of engine cooling water

The purpose of treating the engine coolant using anticorrosive agents is toproduce a continuous protective film on the walls of cooling surfaces andtherefore prevent the damage referred to above. In order for an anticorrosiveagent to be 100 % effective, it is extremely important that untreated watersatisfies the requirements in the Section Requirements, Page 247.

Protective films can be formed by treating the coolant with anticorrosivechemicals or emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

Note!

The engine must not be brought into operation without treating the coolingwater first.

Hardness

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

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Additives for cooling water

Only the additives approved by MAN Diesel & Turbo and listed in the tablesunder the section entitled Approved Coolant Additives may be used.

A coolant additive may only be permitted for use if tested and approved asper the latest directives of the ICE Research Association (FVV) "Suitability testof internal combustion engine cooling fluid additives.” The test report mustbe obtainable on request. The relevant tests can be carried out on request inGermany at the staatliche Materialprüfanstalt (Federal Institute for MaterialsResearch and Testing), Abteilung Oberflächentechnik (Surface TechnologyDivision), Grafenstraße 2 in D-64283 Darmstadt.

Once the coolant additive has been tested by the FVV, the engine must betested in the second step before the final approval is granted.

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses. Observe the applicableenvironmental protection regulations when disposing of coolant containingadditives. For more information, consult the additive supplier.

Chemical additives

Sodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed coolant treatment and electrochemical potential reversal that may occurdue to the coolant temperatures which are usual in engines nowadays. Ifnecessary, the pipes must be deplated.

Slushing oil

This additive is an emulsifiable mineral oil with added slushing ingredients. Athin 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-basedemulsions are rarely used nowadays for environmental protection reasonsand 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 beexcluded, an antifreeze agent that also prevents corrosion must be added tothe cooling system or corresponding parts. Otherwise, the entire systemmust be heated.

Sufficient corrosion protection can be provided by adding the products listedin the table entitled Antifreeze Agent with Slushing Properties, Page 253(Military specification: Federal Armed Forces Sy-7025), while observing theprescribed minimum concentration. This concentration prevents freezing attemperatures down to -22 °C and provides sufficient corrosion protection.However, the quantity of antifreeze agent actually required always dependson the lowest temperatures that are to be expected at the place of use.

Antifreeze agents are generally based on ethylene glycol. A suitable chemicalanticorrosive agent must be added if the concentration of the antifreezeagent prescribed by the user for a specific application does not provide an

Required approval

In closed circuits only

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appropriate level of corrosion protection, or if the concentration of antifreezeagent used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. Consideringthat the antifreeze agents listed in the table Antifreeze Agents with SlushingProperties, Page 253 also contain corrosion inhibitors and their compatibilitywith other anticorrosive agents is generally not given, only pure glycol may beused as antifreeze agent in such cases.

Simultaneous use of anticorrosive agent from the table Chemical additives –nitrite free, Page 253 together with glycol is not permitted, because monitor-ing the anticorrosive agent concentration in this mixture is no more possible.

Antifreeze agents may only be mixed with one another with the consent ofthe manufacturer, even if these agents have the same composition.

Before an antifreeze agent is used, the cooling system must be thoroughlycleaned.

If the coolant contains emulsifiable slushing oil, antifreeze agent may not beadded as otherwise the emulsion would break up and oil sludge would formin the cooling system.

Biocides

If you cannot avoid using a biocide because the coolant has been contami-nated by bacteria, observe the following steps:

You must ensure that the biocide to be used is suitable for the specificapplication.

The biocide must be compatible with the sealing materials used in thecoolant system and must not react with these.

The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

Biocides that cause foaming of coolant are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling system

As contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs of the pipe system.

The entire system must therefore be cleaned with the engine switched offusing a suitable cleaning agent (see section Cooling water system cleaning,Page 255).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the coolant additive will be able tocarry out this work and, if this is not possible, will at least be able to providesuitable products to do this. If this work is carried out by the engine operator,he should use the services of a specialist supplier of cleaning agents. Thecooling system must be flushed thoroughly after cleaning. Once this has4.

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been done, the engine coolant must be immediately treated with anticorro-sive agent. Once the engine has been brought back into operation, thecleaned system must be checked for leaks.

Regular checks of the coolant condition and coolant system

Treated coolant may become contaminated when the engine is in operation,which causes the additive to loose some of its effectiveness. It is thereforeadvisable to regularly check the cooling system and the coolant condition. Todetermine leakages in the lube oil system, it is advisable to carry out regularchecks of water in the expansion tank. Indications of oil content in water are,e.g. discoloration or a visible oil film on the surface of the water sample.

The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.

Note!

The chemical additive concentrations shall not be less than the minimumconcentrations indicated in the table Nitrite-containing chemical additives,Page 252.

Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.

Every 2 to 6 months, a coolant sample must be sent to an independent labo-ratory or to the engine manufacturer for an integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.

If chemical additives or antifreeze agents are used, coolant should bereplaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-ant or by emulsion break-up, corrosion in the system, and limescale depositsif the water is very hard. If the concentration of chloride ions has increased,this generally indicates that seawater has entered the system. The maximumspecified concentration of 50 mg chloride ions per kg must not be exceededas otherwise the risk of corrosion is too high. If exhaust gas enters the cool-ant, this can lead to a sudden drop in the pH value or to an increase in thesulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements, Page247. The concentration of anticorrosive agent must subsequently bechecked and adjusted if necessary.

Subsequent checks of the coolant are especially required if the coolant hadto be drained off in order to carry out repairs or maintenance.

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Protective measures

Anticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

Auxiliary engines

If the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.

Analyses

Regular analysis of coolant is very important for safe engine operation. Wecan analyse fuel for customers at MAN Diesel & Turbo laboratory (PrimeServ-Lab).

Permissible cooling water additives

Manufacturer Product designation Initial dosingfor 1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew Marine LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor) Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet Marine Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

TRAC 118

30 l

30 l

3 l

30,000

30,000

3,000

1,000

1,000

1,000

1,500

1,500

1,500

Maritech AB Marisol CW 12 l 12,000 2,000 3,000

Uniservice, Italy N.C.L.T.Colorcooling

12 l24 l

12,00024,000

2,0002,000

3,0003,000

Marichem – Marigases D.C.W.T. - Non-Chromate

48 l 48,000 2,400 -

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Manufacturer Product designation Initial dosingfor 1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Marine Care Caretreat 2 16 l 16,000 4,000 6,000

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

Table 131: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing for 1,000 litres

Minimum concentration

Arteco Havoline XLI 75 l 7.5 %

Total WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion InhibitorLong-Life

75 l 7.5 %

Table 132: Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product(designation)

BP Diatsol MFedaro M

Castrol Solvex WT 3

Shell Oil 9156

Table 133: Emulsifiable slushing oils

Anti-freeze solutions with slushing properties

Manufacturer Product designation Concentration range Antifreeze agent range *

BASF Glysantin G 48Glysantin 9313Glysantin G 05

Min. 35 vol. %Max. 60 vol. % **

Min. -20 °CMax. -50 °C

Castrol Radicool NF, SF

Shell Glycoshell

Mobil Antifreeze agent 500

Arteco Havoline XLC

Total Glacelf Auto SupraTotal Organifreeze

Table 134: Antifreeze agents with slushing properties

* Antifreeze agent acc. to ASTMD1177. 35 vol. % corresponds to ca. -20°C // 55 vol. % corresponds to ca. -45 °C // 60 vol. % corresponds to ca.-50 °C (manufacturer's instructions)

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** Antifreeze agent concentrations higher than 55 vol. % are only permitted, ifsafe heat removal is ensured by a sufficient cooling rate.

4.10 Cooling water inspecting

Summary

Acquire and check typical values of the operating media to prevent or limitdamage.

The freshwater used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance with the maintenance schedule.

The following work/steps is/are necessary:

Acquisition of typical values for the operating fluid, evaluation of the operatingfluid and checking the concentration of the anticorrosive agent.

Tools/equipment required

The following equipment can be used:

The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)

When using chemical additives:

Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

Typical value/property Water for filling and refilling (without additive)

Circulating water(with additive)

Water type Fresh water, free of foreign matter Treated coolant

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 135: Quality specifications for coolants (short version)

1) dGH German hardness

1 dGH = 10 mg/l CaO= 17.9 mg/l CaCO3

= 0.179 mmol/l

2) 1mg/l = 1 ppm

Testing the concentration of anticorrosive agents

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

Short specification

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Anticorrosive agent Concentration

Chemical additives According to the quality specification, see section: Specification of engine cooling water,Page 247.

Anti-freeze agents According to the quality specification, see section: Specification of engine cooling water,Page 247.

Table 136: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Specification of enginecooling water, Page 247) must be complied with in all cases. These recom-mended concentrations may be other than those specified by the manufac-turer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

Small quantities of lube oil in coolant can be found by visual check duringregular water sampling from the expansion tank.

Regular analysis of coolant is very important for safe engine operation. Wecan analyse fuel for customers at MAN Diesel & Turbo laboratory (PrimeServ-Lab).

4.11 Cooling water system cleaning

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, flushingthe system.

Cleaning

The coolant system must be checked for contamination at regular intervals.Cleaning is required if the degree of contamination is high. This work shouldideally be carried out by a specialist who can provide the right cleaningagents for the type of deposits and materials in the cooling circuit. The clean-ing should only be carried out by the engine operator if this cannot be doneby a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitable

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

Regular water samplings

Oil sludge

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cleaning agents are listed alphabetically in the table entitled Cleaning agentsfor removing oil sludge., Page 256 Products by other manufacturers can beused providing they have similar properties. The manufacturer's instructionsfor use must be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom Ultrasonic Multi Cleaner

4% 12 h at 50 – 60 °C

Table 137: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitledCleaning agents for removing lime scale and rust deposits., Page 256 Prod-ucts by other manufacturers can be used providing they have similar proper-ties. The manufacturer's instructions for use must be strictly observed. Priorto cleaning, check whether the cleaning agent is suitable for the materials tobe cleaned. The products listed in the table entitled Cleaning agents forremoving lime scale and rust deposits, Page 256 are also suitable for stain-less steel.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 24 h at 60 - 70 °C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75

Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C

Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C

Table 138: Cleaning agents for removing limescale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

Lime and rust deposits

In emergencies only

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Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.

Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled Cleaning agents for removinglime scale and rust deposits, Page 256.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Note!

Start the cleaning operation only when the engine has cooled down. Hotengine components must not come into contact with cold water. Open theventing pipes before refilling the cooling water system. Blocked venting pipesprevent air from escaping which can lead to thermal overloading of theengine.

Note!

The products to be used can endanger health and may be harmful to theenvironment. Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

4.12 Specification of intake air (combustion air)

General

The quality and condition of intake air (combustion air) have a significanteffect on the engine output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

Exhaust turbochargers for marine engines are equipped with silencersenclosed by a filter mat as a standard. The quality class (filter class) of thefilter mat corresponds to the G3 quality in accordance with EN 779.

Following cleaning

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Requirements

Liquid fuel engines: As minimum, inlet air (combustion air) must be cleanedby a G3 class filter as per EN779, if the combustion air is drawn in frominside (e.g. from the machine room/engine room). If the combustion air isdrawn in from outside, in the environment with a risk of higher inlet air con-tamination (e.g. due to sand storms, due to loading and unloading graincargo vessels or in the surroundings of cement plants), additional measuresmust be taken. This includes the use of pre-separators, pulse filter systemsand a higher grade of filter efficiency class at least up to M5 according to EN779.

Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)must be cleaned by a G3 class filter as per EN779, if the combustion air isdrawn in from inside (e.g. from machine room/engine room). Gas engines ordual-fuel engines must be equipped with a dry filter. Oil bath filters are notpermitted because they enrich the inlet air with oil mist. This is not permissi-ble for gas operated engines because this may result in engine knocking. Ifthe combustion air is drawn in from outside, in the environment with a risk ofhigher inlet air contamination (e.g. due to sand storms, due to loading andunloading grain cargo vessels or in the surroundings of cement plants) addi-tional measures must be taken. This includes the use of pre-separators,pulse filter systems and a higher grade of filter efficiency class at least up toM5 according to EN 779.

In general, the following applies:

The inlet air path from air filter to engine shall be designed and implementedairtight so that no false air may be drawn in from the outdoor.

The concentration downstream of the air filter and/or upstream of the turbo-charger inlet must not exceed the following limit values.

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 ofgas at 0 °C and 101.32 kPa.

Table 139: 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.

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4.13 Specification of compressed air

General

For compressed air quality observe the ISO 8573-1:2010. Compressed airmust be free of solid particles and oil (acc. to the specification).

Requirements

The starting air must fulfil at least the following quality requirements accord-ing to ISO 8573-1:2010.

Purity regarding solid particles

Particle size > 40µm

Quality class 6

max. concentration < 5 mg/m3

Purity regarding moisture

Residual water content

Quality class 7

< 0.5 g/m3

Purity regarding oil Quality class X

Additional requirements are:

The layout of the starting air system must ensure that no corrosion mayoccur.

The starting air system and the starting air receiver must be equippedwith condensate drain devices.

By means of devices provided in the starting air system and via mainte-nance of the system components, it must be ensured that any hazard-ous formation of an explosive compressed air/lube oil mixture is preven-ted in a safe manner.

Please note that control air will be used for the activation of some safetyfunctions on the engine – therefore, the compressed air quality in this systemis very important.

Control air must meet at least the following quality requirements according toISO 8573-1:2010.

Purity regarding solid particles Quality class 5

Purity regarding moisture Quality class 4

Purity regarding oil Quality class 3

For catalysts

The following specifications are valid unless otherwise defined by any otherrelevant sources:

Compressed air for soot blowing must meet at least the following qualityrequirements according to ISO 8573-1:2010.




Compressed air for atomisation of the reducing agent must fulfil at least thefollowing quality requirements according to ISO 8573-1:2010.

Compressed air quality in thestarting air system

Compressed air quality in thecontrol air system

Compressed air quality forsoot blowing

Compressed air quality forreducing agent atomisation

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Note!

To prevent clogging of catalyst and catalyst lifetime shortening, the com-pressed air specification must always be observed.

For gas duct

Compressed air for the gas duct control must meet at least the followingquality requirements according to ISO 8573-1:2010.




Compressed control airquality for the gas ductcontrol

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5 Engine supply systems

5.1 Basic principles for pipe selection

5.1.1 Engine pipe connections and dimensions

The external piping systems are to be installed and connected to the engineby the shipyard. Piping systems are to be designed in order to maintain thepressure losses at a reasonable level. To achieve this with justifiable costs, itis recommended to maintain the flow rates as indicated below. Nevertheless,depending on specific conditions of piping systems, it may be necessary insome cases to adopt even lower flow rates. Generally it is not recommendedto adopt higher flow rates.

Recommended flow rates (m/s)

Suction side Delivery side

Fresh water (cooling water) 1.0 – 2.0 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 140: Recommended flow rates

5.1.2 Specification of materials for piping

General

The properties of the piping shall conform to international standards, e.g.DIN EN 10208, DIN EN 10216, DIN EN 10217 or DIN EN 10305, DIN EN13480-3.

For piping, black steel pipe should be used; stainless steel shall be usedwhere necessary.

Outer surface of pipes need to be primed and painted according to thespecification – for stationary power plants consider Q10.09028-5013.

The pipes are to be sound, clean and free from all imperfections. Theinternal surfaces must be thoroughly cleaned and all scale, grit, dirt andsand used in casting or bending removed. No sand is to be used aspacking during bending operations. For further instructions regardingstationary power plants also consider Q10.09028-2104.

In the case of pipes with forged bends care is to be taken that internalsurfaces are smooth and no stray weld metal left after joining.

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See also the instructions in our Work card 6682000.16-01E for cleaningof steel pipes before fitting together with the Q10.09028-2104 for sta-tionary power plants.

LT-, HT- and nozzle cooling water pipes

Galvanised steel pipe must not be used for the piping of the system as alladditives contained in the engine cooling water attack zinc. Moreover, thereis the risk of the formation of local electrolytic element couples where the zinclayer has been worn off, and the risk of aeration corrosion where the zinclayer is not properly bonded to the substrate.

Proposed material (EN)

P235GH, E235, X6CrNiMoTi17-12-2

Fuel oil pipes, Lube oil pipes

Galvanised steel pipe must not be used for the piping of the system as acidcomponents of the fuel may attack zinc.


E235, P235GH, X6CrNiMoTi17-12-2

Urea pipes (for SCR only)

Galvanised steel pipe, brass and copper components must not be used forthe piping of the system.


X6CrNiMoTi17-12-2

Starting air/control air pipes

Galvanised steel pipe must not be used for the piping of the system.



Natural gas pipes




Note!The material for manufacturing the supply gas piping from the GVU to theengine inlet must be stainless steel. Recommended material is X6CrNi-MoTi17-12-2.

5.1.3 Installation of flexible pipe connections for resiliently mounted engines

Arrangement of hoses on resiliently mounted engine

Flexible pipe connections become necessary to connect resilient mountedengines with external piping systems. They are used to compensate thedynamic movements of the engine in relation to the external piping system.

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For information about the origin of the dynamic engine movements, theirdirection and identity in principle see table Excursions of the L engines, Page263 and table Excursions of the V engines, Page 263.

Origin of static/dynamicmovements

Engine rotations unit Coupling displacements unit Exhaust flange(at the turbocharger)

° mm mm

Axial

Rx

Cross

direction

Ry

Vertical

Rz

Axial

X

Cross

direction

Y

Vertical

Z

Axial

X

Cross

direction

Y

Vertical

Z

Pitching 0.0 ±0.026 0.0 ±0.95 0.0 ±1.13 ±2.4 0.0 ±1.1

Rolling ±0.22 0.0 0.0 0.0 ±3.2 ±0.35 ±0.3 ±16.2 ±4.25

Engine torque –0.045(CCW)

0.0 0.0 0.0 0.35 (toCntrl. Side)

0.0 0.0 2.9 (toCntrl. Side)

0.9

Vibrationduring normaloperation

(±0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 ±0.12 ±0.08

Run outresonance

±0.053 0.0 0.0 0.0 ±0.64 0.0 0.0 ±3.9 ±1.1

Table 141: Excursions of the L engines

Note!The above entries are approximate values (±10 %); they are valid for thestandard design of the mounting.

Assumed sea way movements: Pitching ±7.5°/ rolling ±22.5°.

Origin of static/dynamicmovements

Engine rotations unit Coupling displacements unit Exhaust flange(at the turbocharger)

° mm mm

Axial

Rx

Cross

direction

Ry

Vertical

Rz

Axial

X

Cross

direction

Y

Vertical

Z

Axial

X

Cross

direction

Y

Vertical

Z

Pitching 0.0 ±0.066 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 (to A bank)

0.0 0.0 +4.2 (to A bank)

–1.37(A-TC)

Vibrationduring normaloperation

(±0.004) ~0.0 ~0.0 0.0 ±0.1 0.0 ±0.04 ±0.11 ±0.1

Run outresonance

±0.052 0.0 0.0 0.0 ±0.64 0.0 ±0.1 ±3.6 ±1.0

Table 142: Excursions of the V engines

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Note!The above entries are approximate values (±10 %); they are valid for thestandard design of the mounting.

Assumed sea way movements: Pitching ±7.5°/ rolling ±22.5°.

The conical mounts (RD214B/X) are fitted with internal stoppers (clearances:Δlat = ±3 mm, Δvert = ±4 mm); these clearances will not be completely utilizedby the above loading cases.

Figure 112: Coordinate system

Generally flexible pipes (rubber hoses with steel inlet, metal hoses, PTFE-cor-rugated hose-lines, rubber bellows with steel inlet, steel bellows, steel com-pensators) are nearly unable to compensate twisting movements. Thereforethe installation direction of flexible pipes must be vertically (in Z-direction) ifever possible. An installation in horizontal-axial direction (in X-direction) is notpermitted; 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 flangeconnections, for sizes with DN32 upwards. Smaller sizes are fitted withscrew connections. Each flexible pipe is delivered complete with counter-flanges or, those smaller than DN32, with weld-on sockets.

Arrangement of the external piping system

Shipyard's pipe system must be exactly arranged so that the flanges orscrew connections do fit without lateral or angular offset. Therefore it is rec-ommended to adjust the final position of the pipe connections after enginealignment is completed.

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Figure 113: Arrangement of pipes in system

Installation of hoses

In the case of straight-line-vertical installation, a suitable distance betweenthe hose connections has to be chosen, so that the hose is installed with asag. The hose must not be in tension during operation. To satisfy a correctsag in a straight-line-vertically installed hose, the distance between the hoseconnections (hose installed, engine stopped) has to be approx. 5 % shorterthan the same distance of the unconnected hose (without sag).

In case it is unavoidable (this is not recommended) to connect the hose inlateral-horizontal direction (Y-direction) the hose must be installed preferablywith a 90° arc. The minimum bending radii, specified in our drawings, are tobe observed.

Never twist the hoses during installation. Turnable lapped flanges on thehoses avoid this.

Where screw connections are used, steady the hexagon on the hose with awrench while fitting the nut.

Comply with all installation instructions of the hose manufacturer.

Depending on the required application rubber hoses with steel inlet, metalhoses or PTFE-corrugated hose lines are used.

Installation of steel compensators

Steel compensators are used for hot media, e. g. exhaust gas. They cancompensate movements in line and transversal to their centre line, but theyare absolutely unable to compensate twisting movements. Compensatorsare very stiff against torsion. For this reason all kind of steel compensatorsinstalled on resilient mounted engines are to be installed in vertical direction.

Note!Exhaust gas compensators are also used to compensate thermal expansion.Therefore exhaust gas compensators are required for all type of enginemountings, also for semi-resilient or rigid mounted engines. But in thesecases the compensators are quite shorter, they are designed only to com-pensate the thermal expansions and vibrations, but not other dynamicengine movements.20

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Angular compensator for fuel oil

The fuel oil compensator, to be used for resilient mounted engines, can bean angular system composed of three compensators with different charac-teristics. Please observe the installation instruction indicated on the specificdrawing.

Supports of 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 asturdy pipe anchor of higher than normal quality. This anchor must be capa-ble to absorb the reaction forces of the flexible pipe, the hydraulic force ofthe fluid and the dynamic force.

Example of the axial force of a compensator to be absorbed by the pipeanchor:

Hydraulic force

= (Cross section area of the compensator) x (Pressure of the fluid inside)

Reaction force

= (Spring rate of the compensator) x (Displacement of the comp.)

Axial force

= (Hydraulic force) + (Reaction force)

Additionally a sufficient margin has to be included to account for pressurepeaks and vibrations.

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Figure 114: Installation of hoses

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5.1.4 Condensate amount in charge air pipes and air vessels

Figure 115: 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 aircooler (pressure, temperature).

It is important, that no condensed water of the intake air/charge air will be ledto the compressor of the turbocharger, as this may cause damages. In addi-tion the condensed water quantity in the engine needs to be minimized. Thisis achieved by controlling the charge air 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 (intakeair) between the corresponding relative air humidity curve and the ambient airtemperature.

Secondly determine the point II of intersection in the right side of the diagram(charge air) between the corresponding charge air pressure curve and thecharge air temperature. Note that charge air pressure as mentioned in sec-tion Planning data for emission standard, Page 92 and the following is shownin absolute pressure.

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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 thecondensate amount A which will precipitate. If the calculations result is nega-tive no condensate will occur.

For an example see figure Diagram condensate amount, Page 268 in thissection. Intake air water content 30 g/kg minus 26 g/kg = 4 g of water/kg ofair will precipitate.

To calculate the condensate amount during filling of the starting air vesseljust 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

Relative air humidity

°C

%

35

80

Charge air condition (II): Charge air temperature after cooler1)

Charge air pressure (overpressure)1)

°C

bar

56

3.0

Solution 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

1) In case of two-stage turbocharging choose the values of the high pressure TC and cooler (second stage of turbo-charging system) accordingly.

Table 143: Determining the condensate amount in the charge air pipe

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Example to determine the condensate amount in the compressed air vessel


Volumetric capacity of tank (V) Litre

m3

3,500

3.5

Temperature of air in starting air vessel (T) °C

K

40

313

Air pressure in starting air vessel(p above atmosphere)

Air pressure in starting air vessel(p absolute)

bar

bar

30

31

31 x 105

Gas constant for air (R)

287

Ambient air temperature °C 35

Relative air humidity % 80

Weight of air in the starting air vessel is calculated as follows:

Solution acc. to above diagram:

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002

The difference between (I) and (III) is the condensed water amount (B)

B = I – III

B= 0.030 – 0.002 = 0.028 kg of water/kg of air

Total amount of condensate in the vessel QB:

QB = m x B

QB = 121 x 0.028 = 3.39 kg

Table 144: Determining the condensate amount in the compressed air vessel

5.2 Lube oil system

5.2.1 Lube oil system diagram

Lube oil diagrams please see overleaf!

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Lube oil system – Service pump attached

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B-007 Ventigfan T-006 Leakage oil collecting tankCF-001 Separator T-021 Sludge tankCF-003 MDO separator TCV-001 Temperature control valveFIL-001 Aautomatic filter 1,2,3

TR-001Condensate trap

FIL-002 Indicator filter V-001 By-pass valve1,2

FIL-004Suction strainer, cone type 2171 Engine inlet

H-002 Preheater 2173 Oil pump inletHE-002 Cooler 2175 Oil pump outlet

NRF-001 Non return flap 2197 Drain from oil panP-001 Service pump engine driven 2199 Drain from oil panP-012 Transfer pump 2598 VentP-074 Stand by pump electrical driven 2599 Oil return from turbochargerP-075 Cylinder lube oil pump 2898 Oil mist pipe from engine

PCV-007 Pressure control valve 7772 Control line to pressure regulating valvePSV-004 Safety valve 9197 Dirty oil drain from covering

T-001 Service tank 9199 Dirt oil drain

Figure 116: Lube oil system – Service pump attached

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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 required lube oil quality, see table Mainfuel/lube oil type, Page 213.

The internal lubrication of the engine and the turbocharger is provided with aforce-feed lubrication system.

The lubrication of the cylinder liners is designed as a separate systemattached to the engine but served by the inner lubrication system.

In multi-engine plants, for each engine a separate lube oil system is required.

For dual-fuel engines (gas-diesel engines) the brochure "Safety concept dual-fuel engines marine" will explain additional specific requirements.

Requirements before commissioning of engine

The flushing of the lube oil system in accordance to the MAN specification(see the relevant working cards) demands before commissioning of theengine, that all installations within the system are in proper operation. Pleasebe aware that special installations for commissioning are needed and theseparator must be in operation from the very first phase of commissioning.

Please contact MAN Diesel & Turbo or licensee for any uncertainties.

T-001/Service tank

The main purpose of the service tank is to separate air and particles from thelube oil, before pumping the lube oil to the engine. For the design of the serv-ice tank the class requirements have to be taken in consideration. For designrequirements of MAN Diesel & Turbo see section Lube oil service tank.

H-002/Lube oil heater – Single main engine

The lube oil in the service tank and the system shall be heated up to ≥ 40 °Cprior to the engine start. A constant circulation of the lube oil with the stand-by pump is not recommended.

H-002/Lube oil heating – Multi-engine plant

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

Suction pipes

Suction pipes must be installed with a steady slope and dimensioned for thetotal resistance (incl. pressure drop for suction filter) not exceeding the pumpsuction head. A non-return flap must be installed close to the lube oil tank inorder to prevent the lube oil backflow when the engine has been shut off.

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PSV-004 Safety valve

For engine mounted pumps the non-return flap which is mentioned in theparagraph Suction pipes, Page 273 above, needs to be by-passed by a reliefvalve to protect the pump seals against high pressure caused by counterrotation (during shut-down).

FIL-004/Suction strainer

The suction strainer protects the lube oil pumps against larger dirt particlesthat may have accumulated in the tank. It is recommended to use a conetype strainer with a mesh size of 1.5 mm. Two manometer installed beforeand after the strainer indicates when manual cleaning of filter becomes nec-essary, 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 aPrelubrication pump for pre- and postlurbrication is necessary. For neededcapacity of this pump see section Prelubrication/postlubrication, Page 281.A main lube oil pump as spare is required to be on board according to classsociety.

For ships with a single main engine drive it is preferable to design the lube oilsystem with a combination of an engine driven lube oil pump (P-001) and anelectrically driven stand-by pump (100 % capacity).

Additionally a Prelubrication pump is recommended (not mentioned in thediagram). 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 notallowed.

As long as the installed stand-by pump provides 100 % capacity of the oper-ating pump, the class requirement to have a spare part operating pump onboard, 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 forengine run-out.

In general additional installations are to be considered for different pumparrangements:

To comply with the rules of classification societies.

To ensure continuous lube oil supply during blackout and emergencystop for engine run-out.

For required pump capacities see section Planning data for emission stand-ard, Page 92 and the following.

In case of unintended engine stop (e.g. blackout) the post lubrication mustbe started as soon as possible (latest within 20 min) after the engine hasstopped and must persist for 15 min.

This is required to cool down the bearings of T.C. and hot inner engine com-ponents.5

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HE-002/Lube oil cooler

Heat data, flow rates and tolerances are indicated in section Planning datafor emission standard, Page 92 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 controlvalve can be executed with wax-type thermostats.

Set point lube oil inlet temperature Type of temperature control valve1)

55 °C Thermostatic control valve (wax/copper elements) or electrically actuated controlvalve (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 145: 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 aseparator per engine is recommended to ensure a continuous separationduring engine operation.

The system integrated filters protect the diesel engine in the main circuitretaining all residues which may cause a harm to the engine.

Depending on the filter design, the collected residues are to be removedfrom the filter mesh by automatic back flushing, manual cleaning or changingthe filter cartridge. The retention capacity of the installed filter should be ashigh as possible.

For selection of an applicable filter arrangement, the customer request foroperation and maintenance, as well as the class requirements, have to betaken in consideration.

Arrangement principles for lube oil filters

FIL-001/FIL-002

Depending on engine type, the number of installed main engines in one plantand on the safety standard wanted by the customer, different arrangementprinciples for the filters FIL-001/FIL-002 are possible:

Dimensioning

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FIL 001

automatic filter

continuous flushing

FIL 001

automatic filter

intermittent flushing

FIL 002

duplex filter

as indicator filter

incl. 2. filter stage

installed close to the engine

- not required

- possible with or withoutbypass

mounted close to the engine

required

mounted downstream FIL001

It is always recommended to install one separator in partial flow of each engine. Filter design has to be approved byMAN Diesel & Turbo.

Table 146: Arrangement principles for lube oil filters

FIL-001/Automatic filter

The automatic back washing filter is to be installed as a main filter. The backwashing/flushing of the filter elements has to be arranged in a way that lubeoil flow and pressure will not be affected. The flushing discharge (oil/sludgemixture) is led to the service tank. Via suction line into a separator the oil willbe permanently bypass cleaned. This provides an efficient final removal ofdeposits. (See section Lube oil service tank).

Application Location of FIL001 Type of lube oil automatic filter FIL001

Continuous flushing type Intermittent flushing type

Single-main-engine-plant

Multi-main-engine-plant

Engine room

Close to engine

34 µm 1st filter stage

80 µm 2nd filter stage

34 µm

(Without 2nd filter stage,double filter 60 µmrequired)

Table 147: Automatic filter

As state-of-the-art, automatic filter types are recommended to be equippedwith an integrated second filtration stage. This second stage protects theengine from particles which may pass the first stage filter elements in case ofany 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 theautomatic filter is installed without any additional filters downstream, beforethe engine inlet, the filter has to be installed as close as possible to theengine (see table Arrangement principles for lube oil filters, Page 276). In thatcase the pipe section between filter and engine inlet must be closely inspec-ted before installation. This pipe section must be divided and flanges have tobe fitted so that all bends and welding seams can be inspected and cleanedprior 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 276.

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In case filter stage 1 is not working sufficiently, engine can run for max. 72hours with the second filter stage, but has to be stopped after. This measureensures that disturbances in backwashing do not result in a complete failureof filtering and that the main stream filter can be cleaned without interruptingfiltration.

FIL-002/Indicator filter

The indicator filter is a duplex filter, which must be cleaned manually. It mustbe installed downstream of the automatic filter, as close as possible to theengine. The pipe section between filter and engine inlet must be closelyinspected before installation. This pipe section must be divided and flangeshave to be fitted so that all bends and welding seams can be inspected andcleaned prior to final installation. In case of a two-stage automatic filter, theinstallation of an indicator filter can be avoided. Customers who want to fulfila higher safety level, are free to mount an additional duplex filter close to theengine.

Lube oil indicator filter FIL-002

Application Single- main engine plant

Multi- main engine plant

Single- main engine plant

Multi- main engine plant

Requirement for indicator filter Indicator filter not required To be installed in the external pipingsystem close to the engine

Explanation of requirement If the installed automatic filter FIL001 is of continuous flushing typeincl. 2nd filter stage

If the installed automatic filter FIL001 is of intermittent flushing type ifthe 2nd filter stage is missed

Max. mesh width (absolute) 60 µm

Table 148: Indicator filter

The indicator filter protects the engine also in case of malfunctions of theautomatic filter. The monitoring system of the automatic filter generates analarm signal to alert the operating personnel. A maintenance of the automaticfilter becomes necessary. For this purpose the lube oil flow thought the auto-matic filter has to be stopped. Single- main engine plants can continue tostay 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 filterwithout loss of lube oil filtration, the affected engine has to be stopped in thissituation.

The design of the indicator filter must ensure that no parts of the filter canbecome loose and enter the engine.

The drain connections equipped with shut-off fittings in the two chambers ofthe indicator filter returns into the leak oil tank (T-006). Draining will removethe dirt accumulated in the casing and prevents contamination of the cleanoil side of the filter. For filter mesh sizes see table Indicator filter, Page 277.

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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 mainalarm.

Differential pressurebetween filter inletand outlet (dp)

Automatic filter FIL-001 Duplex/Indi-cator filterFIL-002Intermittent flushing Continuous

flushing

dp switch withlower set point isactive

This dp switch has to be installed twice if an intermittent flushing fil-ter is used. The first switch is used for the filter control; it will startthe automatic flushing procedure.

The second switch is adjusted at the identical set point as the first.Once the second switch is activated, and after a time delay ofapprox. 3 min, the dp pre-alarm "filter is polluted" is generated. Thetime delay becomes necessary to effect the automatic flushing pro-cedure before and to evaluate its effect.

The dp pre-alarm: "Filteris polluted" is generatedimmediately

dp switch withhigher set point isactive

The dp main alarm "filter failure" is generated immediately. If the main alarm is still active after30 min, the engine output power will be reduced automatically.

Table 149: Indication and alarm of filters

B-007/Venting fan

To dilute the crankcase atmosphere to a safe level it is necessary to producea small quantity of additional airflow to the crankcase. This will be achievedby producing a vacuum in the crankcase using a speed controlled ventingfan placed within the engine ventilation pipe and regulated via a pressuretransmitter placed on the crankcase. Distance between engine and ventingfan shall be minimum 7 meters.

Engine operation in gas mode is coupled to a functional check of the ventingfan device. If the venting fan is malfunctioning, the engine will be forced tochange over to diesel mode via engine control. Quick changeover is not nec-essary because the volume of the crankcase is large compared to the blow-by amount and accumulation of gases is delayed.

CF-001/Separator

The lube oil is intensively cleaned by separation in the by-pass thus relievingthe filters and allowing an economical design.

The separator should be of the self-cleaning type. The design is to be basedon a lube oil quantity of 1.0 l/kW. This lube oil quantity should be cleanedwithin 24 hours at:

HFO-operation 6 – 7 times

MDO-operation 4 – 5 times

Dual-fuel engines operating on gas (+MDO/MGO for ignition only) 4 – 5times

The formula for determining the separator flow rate (Q) is:

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Q [l/h] Separator flow rateP [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 statedby the manufacturer should be higher than the flow rate (Q) calculatedaccording to the above formula.

Separator equipment

The preheater H-002 must be able to heat the oil to 95 °C and the size is tobe selected accordingly. In addition to a PI-temperature control, whichavoids 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 ofthe preheater must be calculated with a Δt of 60 K.

The freshwater supplied must be treated as specified by the separator sup-plier.

The supply pumps shall be of the free-standing type, i.e. not mounted on theseparator and are to be installed in the immediate vicinity of the lube oil serv-ice tank.

This arrangement has three advantages:

Suction of lube oil without causing cavitation.

The lube oil separator does not need to be installed in the vicinity of theservice tank but can be mounted in the separator room together with thefuel oil separators.

Better matching of the capacity to the required separator throughput.

As a reserve for the lube oil separator, the use of the MDO separator isadmissible. For reserve operation the MDO separator must be convertedaccordingly. This includes the pipe connection to the lube oil system whichmust not be implemented with valves or spectacle flanges. The connection isto be executed by removable change-over joints that will definitely preventMDO from getting into the lube oil circuit. See also rules and regulations ofclassification societies.

PCV-007/Pressure control valve

By use of the pressure control valve, a constant lube oil pressure before theengine is adjusted.

The pressure control valve is installed upstream of the lube oil cooler. Theinstallation position is to be observed. By spilling off exceeding lube oil quan-tities upstream of the major components these components can be sizedsmaller. The return pipe (spilling pipe) from the pressure control valve returnsinto the lube oil service tank.

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The measurement point of the pressure control pipe is connected directly tothe engine in order to measure the lube oil pressure at the engine. In this waythe pressure losses of filters, pipes and cooler are compensated automati-cally (see section Pressure control valve, Page 288).

TR-001/Condensate trap

The condensate traps required for the vent pipes of the turbocharger, theengine crankcase and the service tank must be installed as close as possibleto the vent connections. This will prevent condensate water, which hasformed on the cold venting pipes, to enter the engine or service tank.

See section Crankcase vent and tank vent, Page 290.

T-006/Leakage oil tank

Leaked fuel and the dirty oil drained from the lube oil filter casings is collectedin this tank. It is to be emptied into the sludge tank. The content must not beadded 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 thesesystem 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 theoperating tank. Starting and stopping of the pump should preferably be doneautomatically 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 (asynchronousmotor 380 – 420 V/50 Hz or 380 – 460 V/60 Hz three-phase AC with polechanging). For the cylinder lubrication MAN Diesel & Turbo will supply a con-trol unit inclusive a pump contactor, with a power consumption of about0.5 kW for pump, control and heating.

This value must be doubled for V engines, as two control units (one for eachrow) are supplied in one cabinet.

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5.2.3 Prelubrication/postlubrication

Prelubrication

The prelubrication oil pump must be switched on at least 5 minutes beforeengine start. The prelubrication oil pump serves to assist the engine attachedmain 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 possiblelube 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. Pleaseconsider additional external automatic lube oil filter by adding to minimum delivery rates1/2 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 150: Delivery rates of prelubrication/postlubrication pumps

During the starting process, the maximal temperature mentioned in sectionStarting conditions, Page 43 must not be exceeded at engine inlet. There-fore, a small LT cooling waterpump can be necessary if the lube oil cooler isserved only by the attached LT pump and the lube oil separator is runningduring stand-by mode.

Postlubrication

The prelubrication oil pumps are also to be used for postlubrication after theengine is turned off.

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 oilsump, except for L48/60 – with flexible engine mounting – with one drainarranged in the middle of each side.

For an engine installed in the horizontal position, two oil drain pipes arerequired, one at the coupling end and one at the free end.

If the engine is installed in an inclined position, three oil drain pipes arerequired, two at the lower end and one at the higher end of the engine oilsump.

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The drain pipes must be kept short. The slanted pipe ends must beimmersed in the oil, so as to create a liquid seal between crankcase andtank.

Expansion joints

At the connection of the oil drain pipes to the service tank, expansion jointsare required.

Shut-off butterfly valves

If for lack of space, no cofferdam can be provided underneath the servicetank, it is necessary to install shut-off butterfly valves in the drain pipes. If theship should touch ground, these butterfly valves can be shut via linkages toprevent the ingress of seawater through the engine.

Drain pipes, shut-off butterfly valves with linkages, expansion joints, etc. arenot supplied by the engine builder.

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Lube oil outlets – Drawings

Figure 117: Example: Lube oil outlets in-line engine

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Figure 118: Example: Lube oil outlets V engine

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5.2.5 Lube oil service tank

The lube oil service tank is to be arranged over the entire area below theengine, in order to ensure uniform vertical thermal expansion of the wholeengine foundation.

To provide for adequate degassing, a minimum distance is required betweentank top and the highest operating level. The low oil level should still permitthe 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 forthe design of the by-pass cleaning. The lube oil quantity, which is actuallyrequired during operation, depends on the tank geometry and the volume ofthe system (piping, system components), and may exceed the theoreticalminimum quantity to be topped up. The low-level alarm in the service tank isto 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 theoil flow in the tank are to be selected so as to ensure that the oil will remain inthe 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 arrangedso as to ensure sufficient flow to the suction pipe of the pump also at lowlube oil service level.

The tank has to be vented at both ends, according to section Crankcasevent and tank vent, Page 290.

Lube oil preheating

Preheating the lube oil to 40 °C is effected by the preheater of the separatorvia 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 4hours.

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Figure 119: Example: Lube oil service tank

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Figure 120: Example: Details lube oil service tank

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5.2.6 Pressure control valve

PCV-007 Pressure control valve 1,2P-001 Service pump engine driven2173A Oil pump inlet 2173B Oil pump inlet

2175 Oil pump outlet 2161 Oil drain from pressure control valve2171 Oil inlet on the engine 7772 Control oil for pressure control valve

Figure 121: Pressure control valve installation

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5.2.7 Lube oil filter

Lube oil automatic filter

N1 Inlet N2 OutletN3 Flushing oil outlet

Figure 122: Example – Lube oil automatic filter

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Lube oil double filter

N1 Inlet N2 Outlet

Figure 123: 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 tankare to be arranged according to the sketch. The required nominal diametersND are stated in the chart following the diagram.

Notes!

All venting openings as well as open pipe ends are to be equipped withflame breakers.

Condensate trap overflows are to be connected via siphone to drainpipe.

Specific requirements of the classification societies are to be strictlyobserved.

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1 Connection crankcase vent 2 Connection turbocharger vent3 Connection turbocharger drain 4 Lubricating oil service tank5 Condensate trap, continuously open 6 Venting fan

Figure 124: 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 151: Nominal Diameter ND (mm)

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5.3 Water systems

5.3.1 Cooling water system diagram

Please see overleaf!

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Cooling water system diagram – Single engine plant

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1,2FIL-019

Sea water filter Heat exchanger for heat recovery

1,3FIL-021

Strainer of commissioning MOD-004 Preheating module

H-020 Preheater main engine MOD-005 Nozzle cooling module1HE-002 Lube oil cooler 1

MOV-002HT cooling water temperature controlvalve

1,2HE-003

Cooler HT/sea water 1MOV-003

CATCO

HE-005 Nozzle cooling water cooler MOV-016 LT cooling water temperature controlvalve

HE-007 Diesel oil coolers (quantity according toplant)

1P-002 Pump for HT cooling water (enginedriven)

1HE-008 Charge air cooler (stage 2) 2P-002 Pump for for HT cooling water (freestanding)

1HE-010 Charge air cooler (stage 1) 1,2P-062 Sea water pumpHE-022 Governor oil cooler (depending on plant) 1P-076 Pump for LT cooling water (engine

driven)1,2

HE-024Cooler LT/sea water 2P-076 Pump for LT cooling water (free stand-

ing)HE-025 Diesel oil coolers (quantity according to

plant)T-002 Cooling water expansion tank HT

HE-029 Generator cooler (depending on plant) T-075 Cooling water expansion tank LTHE-032/HE-026

Fresh water generator TC Temperature control by SaCoSone

Major cooling water engine connections 3172 Reserve (for external HT pump) 4148 Compressor wheel cooling outlet

3171/3199

Inlet/outlet HT cooling water 4173/4190

Inlet/outlet LT pump

3471/3499

Inlet/outlet nozzle cooling 4171/4199

Inlet/outlet charge air cooler (stage 2)

3572/3587

Inlet/outlet governor cooler (dependingon plant)

Drains and ventings are not shown

Connections to the nozzle cooling watermodule

N1, N2 Return/feeding of engine nozzle coolingwater

N3, N4 Inlet/outlet LT cooling water

Figure 125: Cooling water system diagram – Single engine plant

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Cooling water system diagram – Twin engine plant

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1,2FIL-019

Sea water filter 1,2MOD-004

Preheating module

1,2,3FIL-021

Strainer of commissioning MOD-005 Nozzle cooling module

1,2H-020 Preheater main engine 1,2MOV-002

HT cooling water temperature controlvalve

1,2HE-002

Lube oil cooler 1,2MOV-003

CATCO

1,2HE-003

Cooler HT/sea water MOV-016 LT cooling water temperature controlvalve

HE-005 Nozzle cooling water cooler 1,3P-002 Pump for HT cooling water (enginedriven)


2,4P-002 Pump for for HT cooling water (freestanding)

1,2HE-008

Charge air cooler (stage 2) 1,2P-062 Sea water pump

1,2HE-010

Charge air cooler (stage 1) 1,3P-076 Pump for LT cooling water (enginedriven)

1,2HE-024

Cooler LT/sea water 2,4P-076 Pump for LT cooling water (free stand-ing)


T-002 Cooling water expansion tank HT

HE-029 Generator cooler (depending on plant) T-075 Cooling water expansion tank LT1,2

HE-032 orHE-026

Fresh water generator orheat exchanger for heat recovery

TC Temperature control by SaCoSone

Major cooling water engine connections 3172 Reserve (for external HT pump) 4173/

4190Inlet/outlet LT pump

3171/3199

Inlet/outlet HT cooling water 4171/4199

Inlet/outlet charge air cooler (stage 2)

3471/3499

Inlet/outlet nozzle cooling Drains and ventings are not shown

4148 Compressor wheel cooling outlet - Connections to the nozzle cooling water

module



Figure 126: Cooling water system diagram – Twin engine plant

5.3.2 Cooling water system description

The diagrams showing cooling water systems for main engines comprisingthe possibility of heat utilisation in a freshwater generator and equipment forpreheating of the charge air in a two-stage charge air cooler during part loadoperation.

Note!The arrangement of the cooling water system shown here is only one ofmany possible solutions. It is recommended to inform MAN Diesel & Turbo inadvance in case other arrangements should be desired.

For special applications, e. g. GenSets or dual-fuel engines, supplements willexplain specific necessities and deviations.

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For the design data of the system components shown in the diagram seesection Planning data for emission standard: IMO Tier II, Page 92 and follow-ing sections.

Dual-fuel engines may be operated on gas. In case gaskets at the cylinderhead are damaged, gas may be blown into the HT-cooling water circuit. Thegas may accumulate in some areas (e.g. expansion tank) and cause gasdangerous zones. Observe the information given in the "Safety concept dual-fuel engines marine" and the relevant P&ID. Check the system with classifica-tion surveyor and other authorities (if required). In case the HT-cooling wateris mixed with LT-cooling water, the LT-circuit has to be checked with regardto possible accumulation of gas too.

The cooling water is to be conditioned using a corrosion inhibitor, see sec-tion Specification of engine cooling water, Page 247.

LT = Low temperature

HT = High temperature

For coolers operated by seawater (not treated water), lube oil or MDO/MGOon the primary side and treated freshwater on the secondary side, an addi-tional safety margin of 10 % related to the heat transfer coefficient is to beconsidered. If treated water is applied on both sides, MAN Diesel & Turbodoes not insist on this margin.

In case antifreeze is added to the cooling water, the corresponding lowerheat transfer is to be taken into consideration.

The cooler piping arrangement should include venting and draining facilitiesfor the cooler.

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)

Cooler for circulation fuel oil feeding part (HE-025)

Other components such as, e. g., auxiliary engines (GenSets)

LT cooling water pumps can be either of enginedriven or electrically-driventype.

In case an engine driven LT-pump is used and no electric driven pump (LT-main pump) is installed in the LT-circuit, an LT-circulation pump has to beinstalled. We recommend an electric driven pump with a capacity of approx.5 m3/h at 2 bar pressure head. The pump has to be operated simultaneouslyto the prelubrication pump. In case a 100 % lube oil standby-pump is instal-led, the circulation pump has to be increased to the size of a 100 % LT-standby pump to ensure cooling down the lube oil in the cooler during prelu-brication before engine start. For details please contact MAN.

The system components of the LT cooling water circuit are designed for amax. LT cooling water temperature of 38 °C with a corresponding seawatertemperature of 32 °C (tropical conditions).

Cooler dimensioning, general

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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 fresh water temperature of 32 °C can be ensured at a seawa-ter temperature of 25 °C.

To meet the IMO Tier I/IMO Tier II regulations the set point of the temperatureregulator 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) areinstalled in series to obtain a low delivery rate of the LT cooling water pump(P-076).

The delivery rates of the service and standby pump are mainly determined bythe cooling water required for the charge-air cooler stage 2 and the othercoolers.

For operating auxiliary engines (GenSets) in port, the installation of an addi-tional smaller pump is recommendable.

This three-way valve is to be installed as a mixing valve.

It serves two purposes:

1. In engine part load operation the charge air cooler stage 2 (HE-008) ispartially or completely by-passed, so that a higher charge air temperatureis maintained.

2. The valve reduces the accumulation of condensed water during engineoperation 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 airtemperature will be increased accordingly.

The three-way valve is to be designed for a pressure loss of 0.3 – 0.6 barand is to be equipped with an actuator with high positioning speed. Theactuator must permit manual emergency adjustment.

For the description see section LO system description, Page 273. For heatdata, flow rates and tolerances see section Planning data for emission stand-ard, Page 92 and the following. For the description of the principal design cri-teria see paragraph Cooler dimensioning, general, Page 297 in this section.

For heat data, flow rates and tolerances of the heat sources see sectionPlanning data for emission standard, Page 92 and the following. For thedescription of the principal design criteria for coolers see paragraph Coolerdimensioning, general, Page 297 in this section.

This is a motor-actuated three-way regulating valve with a linear characteris-tic. It is to be installed as a mixing valve. It maintains the LT cooling water atset-point temperature, which is 32 °C.

The three-way valve is to be designed for a pressure loss of 0.3 – 0.6 bar. Itis to be equipped with an actuator with normal positioning speed (high speednot required). The actuator must permit manual emergency adjustment.

Caution!

For engine operation with reduced NOx emission, according to IMO TierI/IMO Tier II requirement, at 100 % engine load and a seawater temperatureof 25 °C (IMO Tier I/IMO Tier II reference temperature), an LT cooling watertemperature of 32 °C before charge air cooler stage 2 (HE-008) is to bemaintained.

P-076/LT cooling waterpump

MOV-003/Temperaturecontrol valve for charge aircooler

HE-002/Lube oil cooler

HE-024/LT cooling watercooler

MOV-016/LT cooling watertemperature regulator

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In order to protect the engine and system components, several strainers areto be provided at the places marked in the diagram before taking the engineinto operation for the first time. The mesh size is 1 mm.

The nozzle cooling water system is a separate and closed cooling circuit. It iscooled down by LT cooling water via the nozzle cooling watercooler(HE-005).

Heat data, flow rates and tolerances are indicated in section Planning datafor emission standard, Page 92 and the following. The principal design crite-ria for coolers has been described before in paragraph Cooler dimensioning,general, Page 297 in this section. For plants with two main engines only onenozzle cooling water cooler (HE-005) is needed. As an option a compactnozzle-cooling module (MOD-005) can be delivered, see section Nozzlecooling water module, Page 313.

This cooler is required to dissipate the heat of the fuel injection pumps duringMDO/MGO operation. For the description of the principal design criteria forcoolers see paragraph Cooler dimensioning, general, Page 297 in this sec-tion. For plants with more than one engine, connected to the same fuel oilsystem, only one MDO/MGO cooler is required.

See section Heavy fuel oil (HFO) supply system, Page 332

The effective tank capacity should be high enough to keep approx. 2/3 of thetank content of T-002. In case of twin-engine plants with a common coolingwater system, the tank capacity should be by approx. 50 % higher. Thetanks 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 ofthe LT system at any ship inclination.

For the recommended installation height and the diameter of the connectingpipe, see table Service tanks capacity, Page 124.

HT Cooling water circuit

The HT cooling water system consists of the following coolers and heatexchangers:

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 theengine 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 HTcooling water pump. Alternatively common electrically-driven HT coolingwater pumps may be used for all engines. However, an individual HT temper-ature control valve is required for each engine. The total cooler and pumpcapacities 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 ratesrequired by the individual engines, under all operating conditions. To meet

Fil-021/Strainer

HE-005/Nozzle cooling watercooler

HE-007/MDO/MGO cooler

HE-025/Cooler for circulationfuel oil feeding partT-075/LT cooling waterexpansion tank

General

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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.

Before starting a cold engine, it is necessary to preheat the waterjacket up to60°C.

For the total heating power required for preheating the HT cooling water from10 °C to 60 °C within 4 hours see table Heating power, Page 300 below.

Engine type L engine, V engine

Min. heating power

(kW/cylinder)

14

Table 152: Heating power

These values include the radiation heat losses from the outer surface of theengine. Also a margin of 20 % for heat losses of the cooling system has beenconsidered.

To prevent a too quick and uneven heating of the engine, the preheatingtemperature of the HT-cooling water must remain mandatory below 90 °C atengine inlet and the circulation amount may not exceed 30 % of the nominalflow. The maximum heating power has to be calculated accordingly.

A secondary function of the preheater is to provide heat capacity in the HTcooling water system during engine part load operation. This is required formarine propulsion plants with a high freshwater requirement, e. g. on pas-senger vessels, where frequent load changes are common. It is also requiredfor arrangements with an additional charge air preheating by deviation of HTcooling water to the charge air cooler stage 2 (HE-008). In this case the heatoutput of the preheater is to be increased by approx. 50 %.

Please avoid an installation of the preheater in parallel to the engine drivenHT-pump. In this case, the preheater may not be operated while the engineis running. Preheaters operated on steam or thermal oil may cause alarmssince a postcooling of the heat exchanger is not possible after engine start(preheater pump is blocked by counterpressure of the engine driven pump).

An electrically driven pump becomes necessary to circulate the HT coolingwater during preheating. For the required minimum flow rate see table Mini-mum flow rate during preheating and post-cooling, Page 300 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

H-001/Preheater

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No. of cylinders Minimum flow rate required during preheat-ing and post-cooling

m3/h

16V 30

18V 30

Table 153: Minimum flow rate during preheating and post-cooling

The preheating of the main engine with cooling water from auxiliary enginesis also possible, provided that the cooling water is treated in the same way.In that case, the expansion tanks of the two cooling systems have to beinstalled at the same level. Furthermore, it must be checked whether theavailable heat is sufficient to pre-heat the main engine. This depends on thenumber of auxiliary engines in operation and their load. It is recommended toinstall a separate preheater for the main engine, as the available heat fromthe 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 recommended. Dependingon the plant layout, also two engines can be heated by one module.

Please contact MAN to check the hydraulic cirquit and electric connections.

The preheater has to be designed to meet explosion protection require-ments, in case gas may accumulate in some components of the module.

For heat data, flow rates and tolerances of the heat sources see sectionPlanning data for emission standard, Page 92 and following sections. For thedescription of the principal design criteria for coolers see paragraph Coolerdimensioning, general, Page 297 in this section.

The freshwater generator must be switched off automatically when the cool-ing water temperature at the engine outlet drops below 88 °C continuously.

This will prevent operation of the engine at too low temperatures.

The HT temperature control system consists of the following components:

1 electrically activated three-way mixing valve with linear characteristiccurve (MOV-002).

1 temperature sensor TE, directly downstream of the three-way mixingvalve in the supply pipe to charge air cooler stage 1 (for EDS visualisationand control of preheater valve).

This sensor will be delivered by MAN and has to be installed by the ship-yard.

1 temperature sensor TE, directly downstream of the engine outlet.

This sensor is already installed at the engine by MAN.

The temperature controllers are available as software functions inside theGateway Module of SaCoSone . The temperature controllers are operated bythe 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.

HE-003/HT cooling watercooler

HE-026/Fresh watergenerator

HT temperature control

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For adjusting the outlet water temperature (constantly to 90 °C) to engineload and speed, the cooling water inlet temperature is controlled. The elec-tronic water temperature controller recognizes deviations by means of thesensor at the engine outlet and afterwards corrects the reference valueaccordingly.

The electronic temperature controller is installed in the switch cabinet ofthe engine room.

For a stable control mode, the following boundary conditions must beobserved when designing the HT freshwater system:

The temperature sensor is to be installed in the supply pipe to stage 1 ofthe charge air cooler. To ensure instantaneous measurement of the mix-ing temperature of the three-way mixing valve, the distance to the valveshould be 5 to 10 times the pipe diameter.

The three-way valve (MOV-002) is to be installed as a mixing valve. It isto be designed for a pressure loss of 0.3 – 0.6 bar. It is to be equippedwith an actuator of high positioning speed. The actuator must permitmanual emergency adjustment.

The pipes within the system are to be kept as short as possible in orderto reduce the dead times of the system, especially the pipes between thethree-way mixing valve and the inlet of the charge air cooler stage 1which are critical for the control.

The same system is required for each engine, also for multi-engine installa-tions with a common HT fresh water system.

In case of a deviating system layout, MAN Diesel & Turbo is to be consulted.

The engine is normally equipped with an attached HT pump (default solu-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-down. For this purpose the standby pump can be used. In case that neitheran electrically driven HT cooling water pump nor an electrically drivenstandby pump is installed (e. g. multi-engine plants with engine driven HTcooling water pump without electrically driven HT standby pump, if applica-ble by the classification rules), it is possible to cool down the engine by aseparate small preheating pump, see table Minimum flow rate during pre-heating and post-cooling, Page 300. If the optional preheating unit(MOD-004) with integrated circulation pump is installed, it is also possible tocool down the engine with this small pump. However, the pump used to cooldown the engine, has to be electrically driven and started automatically afterengine 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 foradjusting the specified operating point.

The expansion tank compensates changes in system volume and losses dueto leakages. It is to be arranged in such a way, that the tank bottom is situ-ated above the highest point of the system at any ship inclination.

The expansion pipe shall connect the tank with the suction side of thepump(s), as close as possible. It is to be installed in a steady rise to theexpansion tank, without any air pockets. Minimum required diameter isDN 40 for L engines and DN 50 for V engines.

P-002/HT cooling waterpumps

T-002/HT cooling waterexpansion tank

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For the required volume of the tank, the recommended installation height andthe diameter of the connection pipe, see table Service tanks capacity, Page124.

In case gaskets at the cylinder head are damaged, the cooling water maycontain gas. This gas will enter the tank via the venting pipe. Therefore thetank has to be protected acc. IGF and other applicable standards (see"Safety concept dual-fuel engines marine").

Tank equipment:

Sight glass for level monitoring

Low-level alarm switch (explosion proof design)

Overflow and filling connection

Inlet for corrosion inhibitor

Venting to safe area with flame trap

Inspection opening for manual gas detection device

Connection for inert gas (flushing with nitrogen gas)

The tank has to be marked as a gas dangerous zone!

Only for acceptance by Bureau Veritas:

The condensate deposition in the charge air cooler is drained via the con-densate monitoring tank. A level switch releases an alarm when condensateis flooding the tank.

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 wellproven way to cool down the engines internal heat load.

Traditionally, stage 1 charge air cooler and cylinder jackets are connected insequence, so the HT cooling water circle can work with one pump for bothpurposes.

Cooling water temperature is limited to 90 °C at the outlet oft the cylinderjackets, the inlet temperature at the charge air cooler is about 55 to 60 °C.

Cooling water flow passing engine block and charge air cooler is the same,defined by the internal design of the cylinder jacket.

As one result of this traditional set-up, the possible heat recovery for freshwater generation is limited.

Advanced systems

To improve the benefit of the HT cooling water circle, this set-up can bechanged to an advanced circuit, with two parallel HT pumps.

Cooling water flow through the cylinder jackets and outlet temperature at theengine block is limited as before, but the extra flow through the charge aircooler can be increased.

With two pumps in parallel, the combined cooling water flow can be morethan doubled.

Common inlet temperature for both circles is e.g. about 78 °C, the mixedoutlet temperature can reach up to 94 °C.

FSH-002/Condensatemonitoring tank (notindicated in the diagram)

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Following this design, the internal heat load of the engine stays the same, butwater flow and temperature level of systems in- and outlet will be higher.

This improves considerably the use of heat recovery components at hightemperature levels, like e.g. fresh water generators for cruise vessels or otherpassenger 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 ofmany possible solutions. It is recommended to inform MAN Diesel & Turbo inadvance in case other arrangements should be desired.

HT cooling water circuit

Following the advanced design, components for the cylinder cooling will notdiffer from the traditional set-up.

Due to the higher temperature level, the water flow passing the stage 1charge air cooler has to rise considerably and for some engine types a biggerHT charge air cooler as well as a more powerful HT charge air cooler pumpmay 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, Page 92 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

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1,2FIL-019

Sea water filter HE-032/HE-026

Fresh water generator

1,3FIL-021

Strainer for commisioning Heat exchanger for heat recovery

H-020 Preheater main engine MOV-004 Prreheating module1HE-002 Lube oil cooler MOV-005 Nozzle cooling module

1,2HE-003

Cooler HT/sea water 1,3MOV-002

HT-cooling water temperature conrolvalve

HE-005 Nozzle cooling water cooler 1MOV-003

CATCO

HE-007 Diesel oil cooler MOV-016 LT cooling water temperature controlvalve

1HE-008 Charge air cooler (stage 2) 1,2P-002 Pump for HT cooling water1HE-010 Charge air cooler (stage 1) 3,4P-002 Pump for HT cooling water (free stand-

ingHE-022 Governor oil cooler (depending on plant) 1,2P-062 Sea water pump

1,2HE-024

Cooler LT/sea water 1,2P-076 Pump for LT cooling water (free stand-ing)

HE-25 Diesel oil cooler T-003 Cooling water expansion tank HT1HE-029 Generator cooler (depending on plant) T-075 Cooling water expansion tank LT

Major cooling water engine connections 3171/3199

Inlet/outlet HT cooling water (cylinder) 4173/4197

Inlet/outlet HT cooling water (CAC1)

3177 Emergency and preheating cylindercooling

4177 Emergency and preheating (CAC1)

3471,3499

Inlet/outlet nozzle cooling 4171,4199

Inlet/outlet charge air cooler (Stage 2)

3572/3587

Inlet/outlet governor cooler (dependingon plant)

4184 Compressor wheel cooling outlet

Drains and ventings are not shown. Connection to the nozzle cooling mod-

ule



Figure 127: 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 coolingwater content of the circuits of the cylinder, turbocharger and nozzle coolingsystems can be drained into it for maintenance purposes.

This is necessary to meet the requirements with regard to environmental pro-tection (water has been treated with chemicals) and corrosion inhibition (re-use of conditioned cooling water).

P-031/Transfer pump (not indicated in the diagram)

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

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5.3.5 Miscellaneous items

Piping

Coolant additives may attack a zinc layer. It is therefore imperative to avoid touse galvanised steel pipes. Treatment of cooling water as specified by MANDiesel & Turbo will safely protect the inner pipe walls against corrosion.

Moreover, there is the risk of the formation of local electrolytic element cou-ples where the zinc layer has been worn off, and the risk of aeration corro-sion where the zinc layer is not properly bonded to the substrate.

Please see the instructions in our Work card 6682 000.16-01E for cleaningof 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 pipesystem and drain openings at the lowest points.

Cooling water pipes are to be designed according to pressure values andflow rates stated in section Planning data for emission standard, Page 92and the following sections. The engine cooling water connections are mostlydesigned according to PN10/PN16.

Turbocharger washing equipment

The turbocharger of engines operating on heavy fuel oil must be cleaned atregular intervals. This requires the installation of a freshwater supply line fromthe sanitary system to the turbine washing equipment and two dirty-waterdrain 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 waterto the turbocharger.

The compressor washing equipment is completely mounted on the turbo-charger and is supplied with freshwater from a small tank.

For further information see the turbocharger project guide. You can also findthe latest updates on our website http://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 withcleaning solvent, the charge air cooler and its adjacent housings must be iso-lated from the turbocharger and charge air pipe using blind flanges.

The casing must be filled and drained with a big firehose with shut-offvalve (see P&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.

Insert the ultrasonic cleaning device after addition of the cleaning agent indefault 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 bedrained into the dirty water collecting tank.

Recommended cleaning medium:

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http://www.mandieselturbo.com/0000089/Products/Turbocharger.html

http://www.mandieselturbo.com/0000089/Products/Turbocharger.html

"PrimeServ Clean MAN C 0186"

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 154: Degree of fouling of the charge air cooler

Note!When using cleaning agents:The instructions of the manufacturers must be observed. Particular the datasheets with safety relevance must be followed. The temperature of theseproducts has, (due to the fact that some of them are inflammable), to be at10 °C lower than the respective flash point. The waste disposal instructionsof the manufacturers must be observed. Follow all terms and conditions ofthe Classification Societies.

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1 Installation ultrasonic cleaning 2 Firehose with sprag nozzle3 Firehose 4 Dirty water collecting tank.

Required size of dirty water collecting tank:Volume at the least 4-multiple charge aircooler volume.

5 Ventilation A Isolation with blind flanges

Figure 128: Principle layout

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5.3.7 Turbine washing device, HFO-operation

Figure 129: Cleaning turbine5 En

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5.3.8 Nozzle cooling system and diagram

Nozzle cooling system description

In HFO operation, the nozzles of the fuel injection valves are cooled by fresh-water circulation, therefore a nozzle cooling water system is required. It is aseparate and closed system re-cooled by the LT cooling water system, butnot directly in contact with the LT cooling water. The nozzle cooling water isto be treated with corrosion inhibitor according to MAN Diesel & Turbo speci-fication see section Specification for engine cooling water, Page 247.

Note!In diesel engines designed to operate prevalently on HFO the injection valvesare to be cooled during operation on HFO. In the case of MGO or MDOoperation exceeding 72 h, the nozzle cooling is to be switched off and thesupply line is to be closed. The return pipe has to remain open.In diesel engines designed to operate exclusively on MGO or MDO (no HFOoperation possible), nozzle cooling is not required. The nozzle cooling systemis omitted.

For operation on HFO or gas, the nozzle cooling system has to be activated.

General

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Nozzle cooling system

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Components HE-005 Nozzle cooling water cooler MOD-005 Nozzle cooling module

1, 2P-005

Nozzle cooling water pump T-005 Nozzle cooling water expansion tank

T-039 Cooling water storage tank T-076 Nozzle cooling water tankTCV-005 Temperature control valve for nozzle

cooling water

Connections N1 Nozzle cooling water return from engine N2 Nozzle cooling water outlet to engineN3 Cooling water inlet N4 Cooling water outletN5 Check for "oil in water" N6 Filling conectionN7 Drain N8a From safety valve, gas phase

N8b From safety valve, liquid phase N9 Automatic ventN10 Inert gas inlet, max. pressure 6 bar

Figure 130: Nozzle cooling system diagram

The centrifugal (non self-priming) pump discharges the cooling water viacooler HE-005 and the strainer FIL-021 to the header pipe on the engine andthen to the individual injection valves.

From here, it is pumped through a manifold into the expansion tank fromwhere it returns to the pump.

One system can be installed for up to three engines.

The tank T-076 is used for deaeration of the nozzle cooling water. In case ofleakage at the nozzle gaskets, gas may be blown into the cooling water. Thisgas may accumulate in the tank and has to be vented via flame trap to a safearea. The tank is equipped with a sample connection that may be used alsofor manual gas detection. In case of gas accumulated in the tank, the tankmay be flushed by nitrogen gas at the connection N10.

The cooler is to be connected in the LT cooling water circuit according toschematic diagram. Cooling of the nozzle cooling water is effected by the LTcooling water.

If an antifreeze is added to the cooling water, the resulting lower heat transferrate must be taken into consideration. The cooler is to be provided with vent-ing and draining facilities.

The temperature control valve with thermal-expansion elements regulates theflow through the cooler to reach the required inlet temperature of the nozzlecooling water. It has a regulating range from approx. 50 °C (valve begins toopen the pipe from the cooler) to 60 °C (pipe from the cooler completelyopen).

To protect the nozzles for the first commissioning of the engine a strainer hasto be provided. The mesh size is 0.25 mm.

The sensor is mounted upstream of the engine and is delivered loose byMAN 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 nozzleson the engine in a closed nozzle cooling water circuit.

P-005/Cooling water pump

T-076/Expansion tank

HE-005/Cooler

TCV-005/Temperaturecontrol valve

FIL-021/Strainer

TE/Temperature sensor

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Design

The nozzle cooling water module consists of a storage tank, on which allcomponents required for nozzle cooling are mounted.

Description

By means of a circulating pump, the nozzle cooling water is pumped fromthe 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. Throughthe sight glass, the nozzle cooling water can be checked for contamination.The heat exchanger is integrated in the LT cooling water system. By meansof a temperature control valve, the nozzle cooling water temperatureupstream of the nozzles is kept constant. The performance of the servicepump is monitored within the module by means of a flow switch. If required,the optional standby pump integrated in the module, is started. Throughput0.8 – 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 cylinderssee section Planning data for emission standard, Page 92 and the following.

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Components 1 Tank 2 Circulation pump3 Plate heat – exchanger 4 Safety valve5 Automatic air vent 6 Manifold7 Pressure Indicator 8 Temperature Indicator9 Inspection glas 10 Flow switch

11 With no return valve 12 Temperature13 Expansion tank 14 Ball valve15 Ball valve 16 Ball valve17 Level switch

Connections N1 Nozzle cooling water return from engine N2 Nozzle cooling water outlet to engineN3 Cooling water inlet N4 Cooling water outletN5 Check for "oil in water" N6 Filling conectionN7 Discharge N8a, N8b From safety valveN9 Automatic vent with manual opening

valveN10 N2 nitrogen max. pressure 6 bar

Figure 131: Example: Compact nozzle cooling water module

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D-001 Diesel engine T-076 Nozzle cooling water expansion tankFIL-021 Strainer for commissioning TCV-005 Temperature control valve for nozzle

cooling waterHE-005 Nozzle cooling water cooler 3471 Nozzle cooling water inlet

MOD-005 Nozzle cooling water module 3495 Nozzle cooling water drainP-005 Nozzle cooling water pump 3499 Nozzle cooling water outletT-039 Cooling water storage tank

Figure 132: Nozzle cooling water module

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5.3.10 Preheating module

1 Preheater 2 Circulating pump3 Valve 4 Safety valve5 Flow switch 6 Temp. limiter7 Temp. sensor 8 Pneumatic valve9 Condensat water discharger 10 Automatic ventilation

11 Switch cabinet A Cooling water inlet, PN16/40 B Cooling water outlet, PN16/40C Steam inlet, PN40 D Condensat outlet PN40E Pilot solenoid valve

Figure 133: Example – Compact preheating cooling water module5 En

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5.4 Fuel oil system

5.4.1 Marine diesel oil (MDO) treatment system

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Figure 134: Fuel treatment system (MDO)

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 fueltreatment for marine diesel oil (MDO).

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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 sedimentsand water. Regarding the tank design, the requirements of the respectiveclassification society are to be observed.

The tank heater must be designed so that the MDO in it is at a temperatureof at least 10 °C minimum above the pour point. The supply of the heatingmedium 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 duringthe operation in the course of a maximum duration of voyage. In order torender emptying of the tank possible, it has to be heated.

The heating is to be dimensioned so that the content of the tank can beheated to approx. 40 °C.

P-073/MDO supply pump

The supply pumps should always be electrically driven, i.e. not mounted onthe separator, as the delivery volume can be matched better to the requiredthroughput.

H-019/MDO preheater

In order to achieve the separating temperature, a separator adapted to suitthe fuel viscosity should be fitted.

CF-003/MDO separator

A self-cleaning separator must be provided. The separator is dimensioned inaccordance with the separator manufacturers' guidelines.

The required flow rate (Q) can be roughly determined by the following equa-tion:


be [g/kWh] Fuel consumptionρ [g/l] Density at separating temp approx. 870 kg/m3 = g/dm3


By means of the separator flow rate which was determined in this way, theseparator type, depending on the fuel viscosity, is selected from the lists ofthe separator manufacturers.

Tank heating

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For determining the maximum fuel consumption (be), increase the specifictable 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 Marine diesel oil (MDO) supply system for dual fuelengines, Page 322.

5.4.2 Marine diesel oil (MDO) supply system for dual-fuel engines

General

The MDO supply system is an open system with open deaeration servicetank. Normally one or two main engines are connected to one fuel system. Ifrequired 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 MDOqualities, 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 fueltemperature 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 arerequired.

T-003/MDO service tank

The classification societies specify that at least two service tanks are to beinstalled 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 overflowpipe from the MDO/MGO service tank T-003 to the MDO/MGO storage tankT-015, with heating coils and insulation.

If DMB fuel with 11 cSt (at 40 °C) is used, the tank heating is to be designedto keep the tank temperature at min. 40 °C.

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For lighter types of MDO it is recommended to heat the tank in order toreach 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)

Required min. volume of one MDO service tank VMDOST m3

Required supply pump capacity, MDO 45 °C

See supply P-008/Supply pump, Page 323.

Qp l/h

Operating time

to = 8 h

to h

Margin for sludge

MS = 1.05

MS -

Table 155: Required minimum MDO capacity

In case more than one engine, or different engines are connected to thesame fuel system, the service tank capacity has to be increased accordingly.

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:

Tropical conditions

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 %MCR:

brISO1 g/kWh

Factor for pump dimensioning: f3 = 3.75 x 10-3 f3 l/g

Table 156: Formula to design the supply pump

In case more than one engine or different engines are connected to the samefuel system, the pump capacity has to be increased accordingly.20

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The delivery height shall be selected with reference to the system losses andthe pressure required before the engine (see section Planning data for emis-sion standard, Page 92 and the following). Normally the required deliveryheight is 10 bar.


The automatic filter should be a type that causes no pressure drop in thesystem during flushing sequence. The filter mesh size shall be 0.010 mm(absolute) for common rail injection and 0.034 mm (absolute) for conventionalinjection.

The automatic filter must be equipped with differential pressure indicationand switches.

The design criterion relies on the filter surface load, specified by the filtermanufacturer.

A by-pass pipe in parallel to the automatic filter is required. A stand-by filterin 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 filterFIL-013.

FIL-013/ Duplex filter

This duplex filter is to be installed upstream and as close as possible to theengine.

The filter mesh size shall be 0.025 mm (absolute) for common rail injectionand 0.034 mm (absolute) for conventional injection.

The filter is to be equipped with a visual differential pressure indication andwith two differential pressure contacts. See also paragraph General notes,Page 326 in this section.

The emptying port of each filter chamber is to be fitted with a valve and apipe to the sludge tank. If the filter elements are removed for cleaning, thefilter chamber must be emptied. This prevents the dirt particles remaining inthe filter casing from migrating to the clean oil side of the filter.

Design criterion is the filter area load specified by the filter manufacturer.

FBV-010/Flow balancing valve

The flow balancing valve FBV-010 is not required.

The flow balancing valve (1,2FBV-010) is required at the fuel outlet of eachengine. 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 pipingsystem. Once these valves are adjusted, they have to be blocked and mustnot be manipulated later.

PCV-011/Spill valve

Spill valve PCV-011 is not required.

MDO supply systems formore than one main engine

MDO supply systems formore than one main engine

MDO supply system for onlyone main engine and withoutauxiliary engines

MDO supply system for morethan one main engine or/andadditional auxiliary engines

MDO supply systems for onlyone main engine and withoutauxiliary engines5

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In case two engines are operated with one fuel module, it has to be possibleto 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 viathis 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 safetyvalve.

The thermal design of the cooler is based on the following data:

Pc = P1 x brISO1 x f1

Qc = P1 x brISO1 x f2

Cooler outlet temperature MDO1)

Tout = 45 °C

Tout °C

Dissipated heat of the cooler Pc kW

MDO flow for thermal dimensioning of the cooler2) Qc l/h

Engine output power at 100% MCR P1 kW

Specific engine fuel consumption (ISO) at 100 %MCR

brISO1 g/kWh

Factor for heat dissipation:

f1= 2.68 x 10-5

f1 -

Factor for MDO flow:

f2 = 2.80 x 10-3

f2 l/g

Note!In case more than one engine, or different engines are connected to the same fuelsystem, the cooler capacity has to be increased accordingly.

1) This temperature has to be normally max. 45 °C. Only for very light MGO fueltypes this temperature has to be even lower in order to preserve the min. admissiblefuel viscosity in engine inlet (see section Viscosity-temperature diagram (VT dia-gram), Page 245).2) The max. MDO/MGO throughput is identical to the delivery quantity of the installedsupply pump P-008.

Table 157: 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 servicetank; service tank under atmospheric pressure) this pressure-retaining valveis required to keep the system pressure to a certain value against the servicetank. It is to be adjusted so that the pressure before engine inlet can bemaintained in the required range (see section Operating/service temperaturesand pressures, Page 122).

MDO supply systems formore than one main engineor/and additional auxiliaryengines

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FSH-001/Leakage fuel monitoring tank

High pressure pump overflow and escaping fuel from burst control pipes iscarried to the monitoring tanks from which it is drained into the leakage oilcollecting tank. The float switch mounted in the tanks must be connected tothe alarm system. The classification societies require the installation of moni-toring tanks for unmanned engine rooms. Lloyd's Register specify monitoringtanks for manned engine rooms as well.

T-006/Leakage oil collecting tank

Leakage fuel from the injection pipes, leakage lubrication oil and dirt fuel oilfrom the filters (to be discharged by gravity) are collected in the leakage oilcollecting tank (1T-006). The content of this tank has to be discharged intothe 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 systemagain, because of contamination with lubrication oil.


Points for drawing fuel oil samples are to be provided upstream and down-stream of each filter, to verify the effectiveness of these system components.

T-015/MDO storage tank

See description in section Marine diesel oil (MDO) treatment system, Page319.

FQ-003/Fuel consumption meter

In case a fuel oil consumption measurement is required (not mentioned in thediagram), 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 filterFIL-013 or the automatic filter FIL-003) has to ensure that no parts of the fil-ter itself can be loosen.

The pipe between the final filter and the engine inlet has to be done as shortas possible and is to be cleaned and treated with particular care to preventdamages (loosen objects/parts) to the engine. Valves or components shallnot be installed in this pipe. It is required to dismantle this pipe completely inpresents of our commissioning personnel for a complete visual inspection ofall internal parts before the first engine start. Therefore flange pairs have tobe provided on eventually installed bands.

For the fuel piping system we recommend to maintain a MDO flow velocitybetween 0.5 and 1.0 m/s in suction pipes and between 1.5 and 2 m/s inpressure pipes. The recommended pressure class for the fuel pipes is PN16.

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Figure 135: Fuel supply (MDO) – Twin engine plant

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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 fueltreatment for heavy fuel oil (HFO).

Bunker

Fuel compatibility problems are avoidable if mixing of newly bunkered fuelwith remaining fuel can be prevented by a suitable number of bunkers. Heat-ing coils in bunkers to be designed so that the HFO in it is at a temperatureof 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 beingemulsified in the fuel. Its capacity must be sized so that complete settlingtank 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).

Pre-cleaning by settling is the more effective the longer the solid material isgiven time to settle. The storage capacity of the settling tank should bedesigned 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:

V [m3] Minimum volumeP [kW] Engine rating

The heating surfaces should be so dimensioned that the tank content can beevenly heated to 75 °C within 6 to 8 hours. The supply of heat should beautomatically controlled, depending upon the fuel oil temperature.

In order to avoid:

Agitation of the sludge due to heating, the heating coils should bearranged at a sufficient distance from the tank bottom.

The formation of asphaltene, the fuel oil temperature should not beallowed to exceed 75 °C.

The formation of carbon deposits on the heating surfaces, the heattransferred per unit surface must not exceed 1.1 W/cm2.

The 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 aspossible. The suction pipe of the separator must not reach into the sludge

Size

Tank heating

Design

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space. One or more sludge drain valves, depending on the slant of the tankbottom (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 settlingtank is to be insulated against thermal losses.

Sludge must be removed from the settling tank before the separators drawfuel 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 duringthe operation in the course of a maximum duration of voyage. In order torender emptying of the tank possible, it has to be heated.

The heating is to be dimensioned so that the content of the tank can beheated to approx.60 °C.

P-015/Heavy fuel supply pump

The supply pumps should preferably be of the free-standing type, i. e. notmounted on the separator, as the delivery volume can be matched better tothe required throughput.

H-008/Preheater for HFO

To reach the separating temperature a preheater matched to the fuel viscos-ity has to be installed.

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

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 automaticprogramme control for continuous desludging and monitoring.

The stand-by separator is always to be put into service, to achieve the bestpossible 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 equallybetween the two separators in parallel operation.

The freshwater supplied must be treated as specified by the separator sup-plier.

Mode of operation

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The required flow rate (Q) can be roughly determined by the following equa-tion:


be [g/kWh] Fuel consumptionρ [g/l] Density at separating temp approx. 930 kg/m3 = g/dm3


By means of the separator flow rate which was determined in this way, theseparator type, depending on the fuel viscosity, is selected from the lists ofthe separator manufacturers.

For determining the maximum fuel consumption (be), increase the specifictable 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.

Size

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HFO treatment system

1,2CF-002

Heavy fuel separator (1 service, 1standby)

1,2 P-038 Heavy fuel transfer pump

1,2 H-008 Heavy fuel oil preheater 1,2 T-016 Settling tank for heavy fuel oilMDO-008 Fuel oil module T-021 Sludge tank1,2 P-015 Heavy fuel supply pump 1,2 T-022 Service tank for heavy fuel oil

Figure 136: HFO treatment system

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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 requiredsystem pressure is 1 bar above the evaporation pressure of water.

Fuel Injectionviscosity1)

Temperature after final preheater

Evaporationpressure

Required systempressure

mm2/50 °C mm2/s °C bar bar

180 12 126 1.4 2.4

320 12 138 2.4 3.4

380 12 142 2.7 3.7

420 12 144 2.9 3.9

500 14 141 2.7 3.7

700 14 147 3.2 4.2

1) For fuel viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),Page 245.

Table 158: 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 92 and the following),the pressure in the mixing tank and booster circuit becomes significanthigher 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, andas 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 tankT-022 with overflow pipes, which are connected with the setting tanksT-016. The tank capacity is to be designed for at least eight-hours' fuel sup-ply at full load so as to provide for a sufficient period of time for separatormaintenance.

The tank should have a sludge space with a tank bottom inclination of pref-erably 10°, with sludge drain valves at the lowest point, and is to be equip-ped with heating coils.

The sludge must be drained from the service tank at regular intervals.

The heating coils are to be designed for a tank temperature of 75 °C.

The rules and regulations for tanks issued by the classification societies mustbe observed.

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T-003/MDO/MGO service tank

The classification societies specify that at least two service tanks are to beinstalled on board. The minimum volume of each tank should, in addition tothe MDO/MGO consumption of the generating sets, enable an eight-hour fullload operation of the main engine.

Cleaning of the MDO/MGO by an additional separator should, in the firstplace, be designed to meet the requirements of the diesel alternator sets onboard. The tank should be provided, like the heavy fuel oil service tank, witha sludge space with sludge drain valve and with an overflow pipe from theMDO/MGO service tank T-003 to the MDO/MGO storage tank T-015. Formore detailed information see section Marine diesel oil (MDO) supply systemfor diesel engines, Page 322.

CK-002/Three way valve

This valve is used for changing over from MDO/MGO operation to heavy fueloperation and vice versa. Normally it is operated manually, and it is equippedwith two limit switches for remote indication and suppression of alarms fromthe viscosity measuring and control system during MDO/MGO operation.

STR-010/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.

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P-018/Supply pump

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

For diesel engines operating on main fuel HFO:f4 = 2.00 x 10–3

f4 l/g

Note!The factor f4 includes the following parameters:

160 % fuel flow

Main fuel: HFO 380 mm2/50 °C

Attached lube oil and cooling water pumps

Tropical conditions

Realistic lower heating value

Specific fuel weight at pumping temperature

Tolerance

In case more than one engine is connected to the same fuel system, the pump capacity has to be increasedaccordingly.

Table 159: Simplified supply pump dimensioning

The delivery height of the supply pump shall be selected according to therequired system pressure (see table Injection viscosity and temperature afterfinal preheater, Page 332 in this section) the required pressure in the mixingtank 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 fuelmodule level

– 0.10

Pressure loss of the pipes between fuel module inlet and mixing tankinlet

+ 0.20

Pressure loss of the automatic filter + 0.80

Pressure loss of the fuel flow measuring device + 0.10

Pressure in the mixing tank + 5.70

Operating delivery height of the supply pump = 6.70

Table 160: 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 7.0bar, design output pressure 7.0 bar g.

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Engines common rail injection system: Design delivery height 8.0 bar, designoutput pressure 8.0 barg.

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 surfacemust be adequate to dissipate the heat that is produced by the pump to theambient air.

In case of continuos MDO/MGO operation, a water cooled fuel oil cooler isrequired to keep the fuel oil temperature below 45 °C.

PCV-009/Pressure limiting valve

This valve is used for setting the required system pressure and keeping itconstant. It returns in the case of

engine shutdown 100 %, and of

engine full load 37.5 % of the quantity delivered by the supply pumpback to the pump suction side.


Only filters have to be used, which cause no pressure drop in the systemduring flushing.

Conventional fuel injection system

Filter mesh width (mm) 0.034

Design pressure PN10

Table 161: Required filter mesh width (sphere passing mesh)

Design criterion is the filter area load specified by the filter manufacturer. Theautomatic 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 berefilled via the control air connection from time to time.

Before prolonged shutdowns the system is changed over to MDO/MGOoperation.

The tank volume shall be designed to achieve gradual temperature equalisa-tion within 5 minutes in the case of half-load consumption.

The tank shall be designed for the maximum possible service pressure, usu-ally approx. 10 bar and is to be accepted by the classification society inquestion.

The expected operating pressure in the mixing tank depends on the requiredfuel oil pressure at the inlet (see section Planning data for emission standard,Page 92 and the following and the pressure losses of the installed compo-nents and pipes).

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Injection system

bar

Required max. fuel pressure at engine inlet + 8.00

Pressure difference between fuel inlet and outlet engine – - 2.00

Pressure loss of the fuel return pipe between engine outlet and mixing tank inlet,e.g.

– 0.30

Pressure loss of the flow balancing valve (to be installed only in multi-engineplants, pressure loss approx. 0.5 bar)

– 0.00

Operating pressure in the mixing tank = 5.70

Table 162: Example for the determination of the expected operating pressure of the mixing tank

This example demonstrates, that the calculated operating pressure in themixing tank is (for all HFO viscosities) higher than the min. required fuel pres-sure (see table Injection viscosity and temperature after final preheater, Page332 in this section).

P-003/Booster pumps

To cool the engine mounted high pressure injection pumps, the capacity ofthe 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

For diesel engines operating on main fuel HFO:f5 = 3.90 x 10–3

f5 l/g

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 increasedaccordingly.

Table 163: Simplified booster pump dimensioning

The delivery head of the booster pump is to be adjusted to the total resist-ance of the booster system.

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Injection system

bar

Pressure difference between fuel inlet and outlet engine + - 2.00

Pressure loss of the flow balancing valve (to be installed only in multi-engineplants, pressure loss approx. 0.5 bar)

+ 0.00

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 = 4.10

Table 164: 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 7.0bar, design output pressure 7.0 bar g.

Engines common rail injection system: Design delivery height 10.0 bar,design output pressure 14.0 barg.

H-004/Final preheater

The capacity of the final-preheater shall be determined on the basis of theinjection 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 bearranged for separate and series operation.

Parallel operation with half the throughput must be avoided due to the risk ofsludge 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 thenozzles with the viscosity required for injection.

FIL-013/Duplex filter

This filter is to be installed upstream of the engine and as close as possibleto the engine.

The emptying port of each filter chamber is to be fitted with a valve and apipe to the sludge tank. If the filter elements are removed for cleaning, thefilter chamber must be emptied. This prevents the dirt particles remaining inthe 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

Filter mesh width (mm) 0.034

Design pressure PN16

Table 165: Required filter mesh width (sphere passing mesh)

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FBV-010/Flow balancing valve (throttle valve)

The flow balancing valve at engine outlet is to be installed only (one perengine) in multi-engine arrangements connected to the same fuel system. Itis used to balance the fuel flow through the engines. Each engine has to befed with its correct, individual fuel flow.

FSH-001/Leakage fuel monitoring tank

High pressure pump overflow and escaping fuel from burst control pipes iscarried to the monitoring tanks from which it is drained into the leakage oilcollecting tank. The float switch mounted in the tanks must be connected tothe alarm system. The classification societies require the installation of moni-toring tanks for unmanned engine rooms. Lloyd's Register specify monitoringtanks for manned engine rooms as well.

The leakage fuel monitoring tanks have to be attached to 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. Itmust be emptied into the sludge tank. The content of T-006 must not beadded to the engine fuel. It can be burned for instance in a waste oil boiler.

Leak rate for HFO Leak rate for MGO,MDO

Burst leak rate

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

Main fuel (conventional) 0.2 – 0.5 0.6 – 1.5 2.0

Pilot fuel (CR injection) – 2.1 – 10.5 3.7 1)

1) Leak rate 51/60DF (fuel and lube oil together)

Table 166: Leak rate (fuel and lube oil together)

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

The content of T-006 must not be added to the engine fuel! It can be burnedfor instance in a waste oil boiler.


Points for drawing fuel oil samples are to be provided upstream and down-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 ofMDO/MGO will not become too fluid in engine inlet.

With CK-003, the MDO/MGO cooler HE- 007 has to be opened when theengine is switched from HFO to MDO/MGO operation.

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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 thepipes with MDO/MGO.

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

The thermal design of the cooler is based on the following data:

Pc = P1 x brISO x f1

Qc = P1 x brISO x f2

Cooler outlet temperature MDO/MGO1)

Tout = 45 °C

Tout °C

Dissipated heat of the cooler Pc kW

MDO flow for thermal dimensioning of the cooler2) Qc l/h

Engine output power at 100% MCR P1 kW

Specific engine fuel consumption (ISO) at 100 %MCR

brISO g/kWh

Factor for heat dissipation:

f1= 2.68 x 10-5

f1 kWh/g

Factor for MDO/MGO flow:

f2 = 2.80 x 10-3

f2 l/g

Note!In case more than one engine, or different engines are connected to the same fuelsystem, the cooler capacity has to be increased accordingly.

1) This temperature has to be normally max. 45 °C. Only for very light MGO fueltypes this temperature has to be even lower in order to preserve the min. admissiblefuel viscosity in engine inlet (see section Viscosity-temperature diagram (VT dia-gram), Page 245).2) The max. MDO/MGO throughput is identical to the delivery quantity of the installedbooster pump.

Table 167: Simplified MDO-cooler dimensioning for engines without commonrail (32/40, 48/60B)

The recommended pressure class of the MDO cooler is PN16.

The cooler has to be dimensioned for a MDO outlet temperature of 45 °C, forvery light MGO grades even lower outlet temperatures are required.

PCV-011/Spill valve

Spill valve PCV-011 is not required.

In case two engines are operated with one fuel module, it has to be possibleto 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 viathis valve into the return pipe. This valve is to be adjusted so that rerouting is

HFO supply systems for onlyone main engine, withoutauxiliary engines

HFO supply systems formore than one main engineor/and additional auxiliaryengines

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effected only when the pressure, in comparison to normal operation (multi-engine operation), is exceeded. This valve should be designed as a pressurerelief valve, not as a safety valve.

The cooler has to be dimensioned for a MDO outlet temperature of 45 °C, forvery light MGO grades even lower outlet temperatures are required.

V-002/Shut-off cock

Shut-off cock V-002 is not required.

The stop cock is closed during normal operation (multi-engine operation).When one engine is separated from the fuel circuit for maintenance purpo-ses, this cock has to be opened manually.

T-008/Fuel oil damper tank

The injection nozzles cause pressure peaks in the pressurised part of the fuelsystem. In order to protect the viscosity measuring and control unit, thesepressure peaks have to be equalised by a compensation tank. The volume ofthe pressure peaks compensation tank is 20 I.

Piping

We recommend to use pipes according to PN16 for the fuel system (seesection Engine pipe connections and dimensions, Page 261).

Material

The casing material of pumps and filters should be EN-GJS (nodular castiron), in accordance to the requirements of the classification societies.

HFO supply systems for onlyone main engine, withoutauxiliary engines

HFO supply systems formore than one main engineor/and additional auxiliaryengines

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HFO supply system – Twin engine plant

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CF-002 Heavy fuel oil separator 1PCV-009 Pressure limiting valveCF-003 Diesel fuel oil separator 10

PCV-009Pressure limiting valve pilot fuel

CK-002 Switching between MDO and HFO PCV-011 Spill in single engine operationCK-003 Switching to MDO cooler 1,2,10,11

STR-010Strainer

1,2FBV-010

Flow balancing valve 1,2T-003 Diesel oil service tank

FBV Min flow valve 1T-006 Leak oil tank1FIL-003 Automatic filter main fuel T-101 Pilot fuel circulation tank

10FIL-003

Automatic filter pilot fuel T-008 Fuel oil dumper tank

1,2FIL-013

Duplex filter main fuel T-011 Fuel oil mixing tank

10FIL-013

Duplex filter piot fuel 1,2T-015 Diesel oil storage tank

1,2FQ-003

Flowmeter fuel oil 1,2T-016 HFO settling tank

1,2FSH-001

Leakage fuel oil monitoring tank T-021 Sludge tank for HFO separator

1,2H-004 Final heater HFO 1,2T-022 HFO service tank1HE-007 Diesel oil/gas oil cooler main fuel V-002 Shut-off cock

10HE-007 Pilot fuel cooler 10V-004 Pilot fuel filling valve1HE-025 Cooler for circulation fuel oil feeding part VI-001 Viscosimeter

MOD-008 Fuel oil module main fuel 5671/5699

Main fuel inlet/outlet

1,2P-003 Booster pump 5271/5241

Pilot fuel inlet/outlet

10,11P-008

MDO pilot fuel pump 5693 Leckage fuel monitoring

1,2P-018 HFO supply pump 5694 Leckage fuel drain

Figure 137: HFO supply system

Note!Engines 58/64 and L48/60B: FSH-001 attached on the engine, 5693 down-stream of FSH-001.

5.4.5 Fuel supply at blackout conditions

Engine operation during short blackout

Engines with conventional fuel injection system: The air pressure cushion inthe mixing tank is sufficient to press fuel from the mixing tank in the enginefor a short time.

Note!A fast filling of hot high pressure injection pumps with cold MDO/MGOshortly after HFO-operation will lead to temperature shocks in the injectionsystem and has to be avoided under any circumstances.Blackout and/or black start procedures are to be designed in a way, thatemergency pumps will supply cold, low viscosity fuel to the engines onlyafter a sufficient blending with hot HFO, e.g. in the mixing tank.

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5.4.6 Liquid fuel system (designed to burn HFO and MDO)

Each cylinder of the engine is equipped with two injection nozzles, the pilotfuel nozzle and the main fuel nozzle.

Pilot fuel

The pilot fuel nozzles are part of the pilot fuel common rail system. In gasmode this system is used to ignite the gaseous fuel. For this purpose MGOor MDO (DMA or DMB) is used. Pilot fuel nozzles are designed to operatewith very small fuel quantities in order to minimize the pilot fuel consumption.

Also in liquid fuel mode pilot fuel is injected to keep the injection nozzlesclean and ready for gas mode operation.

As a safety function, in case of a failure on the pilot fuel system, the enginecan be operated in liquid fuel mode without pilot fuel (back up mode) for ashort time (< 15 h).

The engine has two pilot fuel connections, one for pressurized pilot fuel inletand one for pressureless pilot fuel outlet. Non-burned fuel and leakage fuelfrom the pilot fuel nozzles is circulated via the pilot fuel outlet connection.

Main fuel oil

The main nozzles are designed to ensure full load operation of the engine inliquid fuel mode. Main fuel nozzles are part of a conventional fuel injectionsystem, which is identical to the system used in the parent engine (48/60B)for HFO and MDO operation.

Only if the engine is operated in liquid fuel mode, fuel is injected through themain nozzles and burned. Nevertheless, to ensure the lubrication and coolingof the injection pumps and to be prepared to switch the engine automaticallyand immediately from gas mode to liquid fuel mode for safety reasons, mainfuel oil has to be supplied to the engine, also when operated in gas mode. Ingas mode there is no main fuel oil consumption, the complete main fuel oilquantity will circulate.

The engine is equipped with two main fuel oil connections, one for inlet andone for outlet, both under pressure. The required main fuel oil flow at engineinlet is equal to 3 times the max. fuel oil consumption of the engine. Non-burned fuel will circulate via the main fuel oil outlet connection back to theexternal fuel oil system.

As main fuel oil HFO or MDO (DMA or DMB) can be used. In case HFO isused, it must be heated up to meet a viscosity of 11 cSt (max. 14 cSt forvery high fuel oil viscosity) at engine inlet.

When MDO is used, it is normally not necessary to heat up the fuel. It mustbe ensured that the MDO temperature at engine inlet does not become towarm. Therefore a MDO cooler must be installed in the fuel return line fromthe engine.

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External fuel system

The external fuel system has to feed the engine with pilot fuel and with mainfuel oil and it has to ensure safety aspects in order to enable the engine to beswitched from gas mode to liquid fuel mode automatically and immediatelywithin approx. 1 sec. Also transient conditions, like conditions during fuelchanging from HFO to MDO, must be considered.

Normally two or three engines (one engine group) are served by one fuel oilsystem in common. Depending on the required main fuel oil flexibility of theplant different layouts of the external fuel oil system are possible.

High main fuel oil flexibility for the engine group means the possibility to oper-ate each single engine of this group individually with HFO or MDO as mainfuel oil. For example, engine No. 1 can operate on MDO as main fuel oil whileat the same time engine No. 2 can operate on HFO as main fuel oil.

Standard main fuel oil flexibility for the engine group means that all enginesconnected to the same external fuel oil system can operate contemporarilyon the same main fuel oil only. For example, engine No. 1 and No. 2 areoperating together and at the same time on HFO as main fuel oil. It is possi-ble to switch the main fuel oil from HFO to MDO, but this can be done for thewhole engine group only. It is not possible to select for each single engine ofthe group a different main fuel oil.

Systems designed for high main fuel oil flexibility are more complicated com-pared to those for standard main fuel oil flexibility.

Regardless of the chosen level of main fuel oil flexibility, each engine can beoperated in gas mode or liquid fuel mode individually and at any time. Dualfuel engines are operated frequently and for long time periods in gas mode orin stand by mode. In these cases no main fuel oil is burned, but it is circula-ted. HFO is subject to alteration if circulated in the fuel oil system withoutbeing consumed. It becomes necessary to avoid circulation of the same HFOcontent for a period longer than 12 hours. Therefore the external main fuel oilsystem must be designed to ensure that the HFO content of the fuel systemis completely exchanged with "fresh" HFO every 12 hours. This can be doneby a return pipe from the booster system in the HFO settling tank. Alterna-tively HFO can be substituted by MDO, which is not so sensitive to altera-tions if circulated for long time.

Other limitations for long term operation on gas, MDO or HFO can be givenby the selected lube oil (base number) and by the minimum admissible load.

External main fuel oil system

If standard main fuel oil flexibility is required, the external fuel oil system con-sists of the following major components (see figure High fuel oil flexibility,Page 347):

Supply pumps and supply circuit for main fuel oil. Equipped with mainfuel oil selecting valve, water cooled MDO cooler and pressure controlvalve. Installed components are used by all connected engines in com-mon.

Main fuel oil automatic filter 34 µm. Used by all connected engines incommon.

High main fuel oil flexibility

Standard main fuel oilflexibility

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Main fuel oil booster system and circuit. Equipped on the feeding linewith mixing tank, booster pumps, fuel heating, viscosity control, watercooled MDO cooler on the fuel oil return line, and return pipe to the HFOservice tank. Installed components are used by all connected engines incommon.

Main fuel oil indicator filter 34 µm installed before engine inlet and flowbalancing valve installed after engine outlet. These components are to beinstalled individually for each single engine.

One spilling valve and shut off valve installed in parallel to the engines.

Pilot fuel system including pilot fuel pumps, pressure control valve, returnpipe to the MDO service tank, first stage of pilot fuel filtration for 5 µm at99 % separation efficiency. Pilot fuel return from the engines is collectedin a pilot fuel collecting tank and returned from there to the MDO servicetank by use of transfer pumps. Installed components are used by all con-nected engines in common.

If high main fuel oil flexibility is required, the external fuel oil system consistsof the following major components (see figure HFO supply system, Page341):

Supply pumps and supply circuit for MDO including pilot fuel. Equippedwith water cooled MDO cooler and pressure control valves. Installedcomponents are used by all connected engines in common.

Pilot fuel system branched off from the MDO supply system including firststage of pilot fuel filtration for 5 µm at 99 % separation efficiency. Instal-led components are used by all connected engines in common.

Supply pumps and supply circuit for HFO with 34 µm automatic filter.Equipped with air cooled finned tube HFO cooler. Installed componentsare used by all connected engines in common.

Main fuel oil booster system including main fuel oil selecting valve, mixingtank, booster pumps, fuel heating, viscosity control, indicator filter 34µm, water cooled MDO cooler mounted in the main fuel oil return lineand HFO return pipe to the HFO setting tank. These components arerepeated for each engine.

Dimensioning of main components

All components installed in the supply circuit are to be dimensioned for1.6 times the max. possible fuel oil consumption (under tropical condi-tions, including all tolerances and corrected to the real lower heatingvalue) of all connected engines.

All components installed in the booster circuit are to be dimensioned for3 times the max. possible fuel oil consumption (under tropical conditions,including all tolerances and corrected to the real lower heating value) ofall connected engines.

The content of the mixing tank corresponds to 2.5 min of the max. possi-ble fuel oil consumption of all connected engines. Design pressure 10bar g, design temperature min. 150 °C.

Coolers in the supply circuit are to be designed in order to not exceed afuel oil temperature of 98 °C if HFO is used and 45 °C if MDO is used.The dissipated heat to be considered is equal to (or can not exceed) theinstalled power of the electric motor of the supply pump.

MDO coolers installed in the main fuel oil return pipe are to be dimen-sioned for an MDO outlet temperature of 45 °C. The considered MDOinlet temperature is 60 °C. The MDO flow for cooler designing is 3 timesthe max. possible fuel oil consumption of all connected engines. Designpressure 16 barg.

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A fuel oil return pipe from the booster circuit to the HFO setting tank isrequired to substitute every 12 hours the circulating content of the mainfuel oil system if HFO is used as main fuel.

The pilot fuel system has to be designed for a flow of 70 l/h for each con-nected L-type engine and 110 l/h for each connected V-type engine. Incase that pilot fuel is branched off from the supply system the flow quan-tity of the supply system has to be increased accordingly.

The pilot fuel collecting tank, installed on the pilot fuel return pipe, has tobe designed for a content of min. 100 l for each connected L-typeengine and min. 160 l for each connected V-type engine. At the engineoutlet the pilot fuel is pressureless. Therefore the pilot fuel return pipebetween the engine and the pilot fuel collecting tank has to be installedwith a downward slope.

Main fuel oil pressure at engine inlet has to be approx. 7 barg.

Pilot fuel oil pressure at engine inlet has to be approx. 6.5 barg.

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Figure 138: High fuel oil flexibility

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5.4.7 Fuel gas supply system

The external gas supply system is necessary to feed the dual-fuel engine withfuel gas according to the requirements of the engine. It consists of:

The engine related gas treatment system

The gas valve unit with connection pipes

The engine related gas treatment system serves to provide gas with the cor-rect conditions at the inlet of the gas valve unit.

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The pressure of the fuel gas supplied to the GVU shall be in the range asspecified in section Required supply gas pressure at inlet gas valve unit andmay have a maximum pressure fluctuation of 200 mbar/s. The temperatureof the fuel gas supplied to the GVU shall be in the range from 5 °C to 50 °C.The temperature- and pressure-dependent dew point of natural gas must beexceeded to prevent condensation.

If the pressure of the fuel gas supplied to the GVU exceeds the permissiblerange as stated in section Required supply gas pressure at inlet gas valveunit a pressure reducing station is required.

If the pressure of the fuel gas supplied to the GVU falls below the permissiblerange as stated in section Required supply gas pressure at inlet gas valveunit a gas compressor is required. In any case the gas supply line to the GVUmust be equipped with an approved overpressure protection device or sys-tem which assures that the maximum design pressure of the GVU system of10 bar(g) is not exceeded.

Usually the main components of the gas treatment system are:

Piping between the cargo system and the components of gas treatmentsystem

Gas compressor

Device for forced evaporation of LNG

Heat exchangers

Piping from the components of the gas treatment system to the gasvalve unit

The gas treatment system is in part a cryogen system and has to bedesigned by a specialised company.

MOD-052/Gas valve unit

FIL-026 Filter 1,2,3,4,5FV-002

Automatic venting valve

MOD-052 Gas valve unit (GVU) PCV-014 Pressure control device1,2

QSV-001Quick-acting stop valve V-003 Hand-stop valve

Figure 139: Gas valve unit (GVU)

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The gas valve unit (MOD-052) is a regulating and safety device permitting theengine to be safely operated in the gas mode. The unit is equipped withblock and bleed valves (quick-acting stop valves and venting valves) and agas pressure regulating device.

The gas valve unit fulfils the following functions:

Gas leakage test by engine control system before engine start

Control of the pressure of the gas fed into the dual-fuel engine

Quick stop of the gas supply at the end of the DF-operation mode

Quick stop of the gas supply in case of an emergency stop

Purging of the gas distribution system and the feed pipe with N2 after DF-operation

Purging with N2 for maintenance reasons

In order to keep impurities away from the downstream control and safetyequipment, a gas filter (FIL-026) is installed after the hand-stop valve (V003).The maximum mesh width (absolute, sphere-passing mesh) of the gas filter(FIL-026) must be 0.005 mm. The pressure loss at the filter is monitored by adifferential pressure gauge.

The gas pressure control device (PCV-014) adjusts the pressure of the gasfed into the engine. The control devices include a regulating valve with pres-sure regulator and an IP transducer.

In accordance with the engine load, the pressure control device maintains adifferential gas overpressure to the charge air pressure. This ensures that thegas feed pressure is correct at all operating points.

At the outlet of the gas control line, quick-acting stop valves (1,2 QSV-001)and automatic venting valves (1,2,3,4 FV-002) are mounted. The quick-act-ing stop valves will interrupt the gas supply to engine on request. The auto-matic venting valve (2 FV-002) relieves the pressurised gas trapped betweenthe two closed quick-acting stop valves (1,2 QSV-001). The automatic vent-ing valve (3 FV-002) relieves the pressurised gas trapped between the quick-acting stop valves (2 QSV-001) and the engine and is used to purge the gasdistribution system and pipe with N2 in inverse direction.

For safety reasons, the working principle of the quick-acting stop valves (1,2QSV-001) ensures that the valves are normally closed (closed in case there isno signal) while the venting valves (2,3 FV-002) are normally open. In addi-tion, a safety stop device (SAV) (incorporated in PCV-014) shuts off the gasflow automatically in case the pressure downstream of the gas valve unit isexcessive.

The gas valve unit includes pressure transmitters/gauges and a thermocou-ple. The output of these sensors is transmitted to the engine managementsystem. The control logic meets MAN Diesel & Turbo requirements and con-trols the opening and closing of the block and bleed valves as well as thegas-control-line leak test.

Gas valve unit room

The gas valve unit is to be installed in a separate room meeting the followingrequirements:

Gas tight compartment Installation of a fire detection and fire fighting sys-tem

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Installed room ventilation system with exhaust air fan to outside area.This ensures that there is always a lower pressure in this room in com-parison to the engine room

Installation of a gas detection system

Installation of a fire detection and fire fighting system

Safety concept:

For further information for the installation of the gas supply system and thegas valve unit please refer to our brochure "Safety concept dual-fuel enginesmarine".

Gas piping

The GVU shall be located as close as possible to the engine to achieve opti-mal control behavior. Therefore the maximum length of the piping betweenGVU and engine inlet is limited to 15 meters. The material for manufacturingthe supply gas piping from the GVU to the engine inlet must be stainlesssteel. Recommended material is X6CrNiMoTi17-12-2.

A loss of 0.1 bar from GVU outlet to the engine inlet is included in the gaspressure requirements indicated in section Required supply gas pressure atinlet gas valve unit.

The gas supply pipe of the engine (between the gas valve unit and the enginegas inlet connection) is to be of double-wall design or a pipe in a separateduct. The interspace between the two pipes (or between pipe and duct) is tobe connected to the gas valve unit room. A gas detection for the interspaceis to be installed, and a ventilation system ensuring that the air is exchangedat least 30 times per hour is required.

If for integration reasons the double wall supply piping presents low points(siphons), particular construction attention shall be paid for avoiding eventualaccumulation of condensation water between the internal and external pipingwhich might obstruct the ventilation.

Also the gas pipe leading to the gas valve unit is to be designed similarly tothe feed pipe (double wall, gas detection, air exchange at least 30 times perhour). In addition, an external emergency stop-valve has to be fitted in thispipe in an appropriated place (outside).

The external gas pipe upstream of the gas input connection of the gas valveunit (A) has to be equipped with a fuel gas pressure safety valve in order toensure that the gas pressure at the gas valve unit does not exceed the 6barg. It is also to be ensured that the fuel gas temperature remains within theadmissible range of 5 °C to 50 °C. For more details, see section Specifica-tion of natural gas, Page 223.

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MDO-052 Gas valve unit F, F10,F20

Inert gas inlet

D1.1,D1.2, D2,

D3

Gas venting Q-003 Gas detector: Exact number, position,type and set point of gas detectors tobe agreed with the authority andaccording local surrounding conditions.

Figure 140: Fuel gas supply system, engine room arrangement

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Inert gas

D1.1,D1.2, D2,

D3

Gas ventings Q-003 Gas detector: Exact number, position,type and set point of gas detectors tobe agreed with the authority andaccording local surrounding conditions.

Figure 141: Gas feeding system – One common engine room

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Inert gas

D1.1,D1.2, D2,

D3

Gas ventings Q-003 Gas detector: Exact number, position,type and set point of gas detectors tobe agreed with the authority andaccording local surrounding conditions.

Figure 142: Gas feeding system – Two separate engine rooms

5.5 Compressed air system

5.5.1 Starting air system

Marine main engines

The compressed air supply to the engine plant requires air vessels and aircompressors 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 361).

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 lowpressure then switched off when maximum service pressure is attained.

A max. service pressure of 30 bar is required. The standard design pressureof the starting air vessels is 30 bar and the design temperature is 50 °C.

The service compressor is electrically driven, the auxiliary compressor mayalso be driven by a diesel engine. The capacity of both compressors (1C-001 and 2 C-001) is identical.

The total capacity of the compressors has to be increased if the engine isequipped with Jet Assist. This can be met either by providing a larger servicecompressor, or by an additional compressor (3 C-001).

For special operating conditions such as, e. g., dredging service, thecapacity 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 ofcondensed 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 thesafety valve no persons can be compromised.

It is not allowed to weld supports (or other) on the air vessels. The originaldesign must not be altered. Air vessels are to be bedded and fixed by use ofexternal supporting structures.

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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 doesnot 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) withcompressed air through a separate 30/8 bar pressure reducing station.

A third 30 bar pipe is required for engines with Jet Assist (engine connection7177). Depending on the air vessel arrangement, this pipe can be branchedoff from the starting air pipe near engine or must be connected separately tothe 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 atsufficiently short distance.

Flexible connections for starting air (steel tube type) have to be installed withelastic fixation. The elastic mounting is intended to prevent the hose fromoscillating. For detail information please refer to planning and final documen-tation and manufacturer manual.

Other air consumers for low pressure, auxiliary application (e.g. filter cleaning,TC cleaning, pneumatic drives) can be connected to the start air system aftera pressure reduction unit.


General requirements of classification societies

The equipment provided for starting the engines must enable the engines tobe started from the operating condition 'zero' with shipboard facilities, i. e.without outside assistance.

Two or more starting air compressors must be provided. At least one of theair compressors must be driven independently of the main engine and mustsupply at least 50 % of the required total capacity.

The total capacity of the starting air compressors is to be calculated so thatthe air volume necessary for the required number of starts is topped up fromatmospheric pressure within one hour.

The compressor capacities are calculated as follows:

P[m3/h]

Total volumetric capacity of the compressors

V[litres]

Total volume of the starting air vessels at 30 bar or 40 barservice pressure

As a rule, compressors of identical ratings should be provided. An emer-gency compressor, if provided, is to be disregarded in this respect.

The starting air supply is to be split up into not less than two starting air ves-sels of about the same size, which can be used independently of each other.

Compressors

Starting air vessels

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For the sizes of the starting air vessels for the respective engines see Startingair vessels, compressors, Page 361.

Diesel-mechanical main engine

For each non-reversible main engine driving a controllable pitch propeller, orwhere starting without counter torque is possible, the stored starting air mustbe sufficient for a certain number of starting manoeuvres, normally 6 perengine. The exact number of required starting manoeuvres depends on thearrangement 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 theauxiliary sets in engine-driven vessels are installed far away from the mainplant.

Electric propulsion main engine

For each main engine for electrical propulsion the stored starting air must besufficient for a certain number of starting manoeuvres, normally 6 per engine.The exact number of required starting manoeuvres depends on the numberof engines and on the special requirements of the classification society.

Calculation formula for starting air vessels see below

V [litre] Required vessel capacityVst [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 margiVJet [litre] Assist air consumption per Jet Assist1)

zJet Number of Jet Assist procedures2)

tJet [sec.] Duration of Jet Assist proceduresVsl Air consumption per slow turn litrezsl Number of slow turn manoeuvres

pmax [bar] Maximum starting air pressurepmin [bar] Minimum starting air pressure

1) Tabulated values see section Starting air/control air consumption, Page 88.2) The required number of jet maneuvers has to be checked with yard or ship owner. Fordecision see also section Starting air vessels, compressors, Page 361. Guiding valuessee section Starting air vessels, compressors, Page 361.

If other consumers (i. e. auxiliary engines, ship air etc.) which are not listed inthe formula are connected to the starting air vessel, the capacity of startingair vessel must be increased accordingly, or an additional separate air vesselhas to be installed.

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Starting air system

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1 C-001 Starting air compressor (service) 1,2,3TR-006

Automatic condensate trap

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 stopFIL-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 gear1,2T-007 Starting air vessel 9771 Turbocharger dry cleaning (optional)

TR-005 Water trap

Figure 143: Starting air system

5.5.2 Starting air vessels, compressors

General

The engine requires compressed air for starting, start-turning, for the JetAssist function as well as several pneumatic controls. The design of the pres-sure air vessel directly depends on the air consumption and the requirementsof the classification societies.

For air consumption see section Starting air/control air consumption, Page88.

The air consumption per starting manoeuvre depends on the inertiamoment of the unit. For alternator plants, 1.5 times the air consumptionper starting manoeuvre has to be expected.

The air consumption per Jet Assist activation is substantially determinedby the respective turbocharger design. The special feature for commonrail engines, called Boost Injection, has reduced the Jet Assist eventsthat are relevant for the layout of starting air vessels and compressorsconsiderably. For more information concerning Jet Assist see section JetAssist, Page 362.

The air consumption per slow-turn activation depends on the inertiamoment 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 tocharge the air receivers from the atmospheric pressure to full pressure of 30bar within one hour.

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Propulsion plant with 1 main engine

1. Diesel-electrical drive with Jet Assist

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 10 x 5 sec. Jet Assist, 1 slow turn)

Engine 51/60DF 6L 7L 8L 9L 12V 14V 16V 18V

Min. required vessel capacity litre 3,890 4,160 5,110 5,320 7,190 7,660 8,000 10,170

Required vessels litre 2x2,000 2x2,250 2x2,750 2x2,750

2x3,750 2x4,000 2x4,000 2x5,250

Min. required compressorcapacity

Nm3

/h120 135 165 165 225 240 240 315

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 168: Starting air vessels, compressors-single-shaft vessel

2. Diesel electrical drive without Jet Assist

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, no Jet Assist, 1 slow turn)

Engine 51/60DF 6L 7L 8L 9L 12V 14V 16V 18V

Min. required vessel capacity litre 1,890 2,160 2,360 2,570 3,240 3,710 4,050 4,520

Required vessels litre 2x1,000 2x1,250 2x1,250 2x1,500 2x1,750 2x2,000 2x2,000 2x2,250

Min. required compressorcapacity

Nm3

/h60 75 75 90 105 120 120 135

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 169: Starting air vessels, compressors without Jet Assist-single shaft vessel

Multiple engine plants

In this case the number of required starts is generally reduced. Three con-secutive starts are required per engine. The total capacity must be sufficientfor 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 newload condition and improves the response of the engine.

Air consumption

The air consumption for Jet Assist is, to a great extent, dependent on theload 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 longroutes at largely constant load.

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For air consumption (litre) see section Starting air vessels, compressors,Page 361.

General data

Jet Assist air pressure (overpressure) 4 bar:

At the engine connection the pressure is max. 30 bar. The air pressure willreduced 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 possibilityof a specially adapted, separate compressed air system has always to bechecked.

Air supply

Generally, larger air bottles are to be provided for the air supply of the JetAssist.

For the design of the Jet Assist air supply the temporal distribution of eventsneeds to be considered, if there might be an accumulation of events.

If the planned load profile is expecting a high requirement of Jet Assist, itshould 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.

In each case the delivery capacity of the compressors is to be adapted to theexpected Jet Assist requirement per unit of time.

5.6 Engine room ventilation and combustion air

General information

Its purpose is:

Supplying the engines and auxiliary boilers with combustion air.

Carrying off the radiant heat from all installed engines and auxiliaries.

The combustion air must be free from spray water, snow, dust and oil mist.

This is achieved by:

Louvres, protected against the head wind, with baffles in the back andoptimally dimensioned suction space so as to reduce the air flow velocityto 1 – 1.5 m/s.

Self-cleaning air filter in the suction space (required for dust-laden air, e.g. cement, ore or grain carrier).

Sufficient space between the intake point and the openings of exhaustair ducts from the engine and separator room as well as vent pipes fromlube oil and fuel oil tanks and the air intake louvres. (The influence ofwinds must be taken into consideration).

Engine room ventilationsystem

Combustion air

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Positioning of engine room doors on the ship's deck so that no oil-ladenair and warm engine room air will be drawn in when the doors are open.

Arranging the separator station at a sufficiently large distance from theturbochargers.

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 airduct installed for each turbocharger, with the outlet of the duct facing therespective 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 inby the turbocharger. The air stream must not be directed onto the exhaustmanifold.

In intermittently or permanently arctic service (defined as: air intake tempera-ture of the engine below +5° C) special measures are necessary dependingon the possible minimum air intake temperature. For further information seesection Engine operation under arctic conditions, Page 65 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 92. For the required combustion air quality, see sectionSpecification of intake air (combustion air), Page 257.

Cross sections of air supply ducts are to be designed to obtain the followingair flow velocities:

Main ducts 8 – 12 m/s

Secondary ducts max. 8 m/s

Air fans are to be designed so as to maintain a positive air pressure of 50 Pa(5 mm WC) in the engine room.

The heat radiated from the main and auxiliary engines, from the exhaustmanifolds, waste heat boilers, silencers, alternators, compressors, electricalequipment, steam and condensate pipes, heated tanks and other auxiliariesis absorbed by the engine room air.

The amount of air V required to carry off this radiant heat can be calculatedas follows:

V [m3/h] Air requiredQ [kJ/h] Heat to be dissipatedΔt [°C] Air temperature rise in engine room (10 – 12.5)cp [kJ/

kg*k]Specific heat capacity of air (1.01)

ρt [kg/m3] Air density at 35 °C (1.15)

The capacity of the air ventilators (without separator room) must be largeenough to cover at least the sum of the following tasks:

The combustion air requirements of all consumers.

The air required for carrying off the radiant heat.

A rule-of-thumb applicable to plants operating on heavy fuel oil is 20 –24 m3/kWh.

Radiant heat

Ventilator capacity

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Figure 144: Engine room arrangement and ventilation systems

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5.7 Exhaust gas system

5.7.1 General

As the flow resistance in the exhaust system has a very large influence on thefuel consumption and the thermal load of the engine, the total resistance ofthe exhaust gas system must not exceed 30 mbar.

The pipe diameter selection depends on the engine output, the exhaust gasvolume, and the system backpressure, including silencer and SCR (if fitted).The backpressure also being dependent on the length and arrangement ofthe piping as well as the number of bends. Sharp bends result in very highflow resistance and should therefore be avoided. If necessary, pipe bendsmust be provided with guide vanes.

It is recommended not to exceed a maximum exhaust gas velocity of approx.40 m/s.

For the installation of exhaust gas systems in dual-fuel engines plants, inships and offshore applications, several rules and requirements from IMOTier II, classification societies, port and other authorities have to be applied.For each individual plant the design of the exhaust gas system has to beapproved by one ore more of the above mentioned parties.

The design of the exhaust gas system of dual-fuel engines has to ensure thatunburned gas fuel cannot gather anywhere in the system. This case mayoccur, if the exhaust gas contains unburned gas fuel due to incomplete com-bustion or other malfunctions.

The exhaust gas system shall be designed and build sloping upwards inorder to avoid formations of gas fuel pockets in the system. Only very shorthorizontal lengths of exhaust gas pipe can be allowed.

In addition the design of other main components, like exhaust gas boiler andsilencer, has to ensure that no accumulation of gas fuel can occur inside. Forthe exhaust gas system in particular this reflects to following design details:

Design requirements for the exhaust system installation

Installation of adequate purging device

Installation of explosion venting devices (rupture discs, or similar)

Note!For further information please refer to our brochure "Safety concept dual-fuelengines marine".

When installing the exhaust system, the following points must be observed:

The exhaust pipes of two or more engines must not be joined.

Because of the high temperatures involved, the exhaust pipes must beable to expand. The expansion joints to be provided for this purpose areto be mounted between fixed-point pipe supports installed in suitablepositions. One sturdy fixed-point support must be provided for theexpansion joint directly after the turbocharger. It should be positioned, ifpossible, immediately above the expansion joint in order to prevent thetransmission of forces to the turbocharger itself. These forces includethose resulting from the weight, thermal expansion or lateral displace-ment of the exhaust piping.

The exhaust piping should be elastically hung or supported by means ofdampers in order to prevent the transmission of sound to other parts ofthe vessel.

Layout

Installation

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The exhaust piping is to be provided with water drains, which are to beregularly checked to drain any condensation water or possible leak waterfrom exhaust gas boilers if fitted.

During commissioning and maintenance work, checking of the exhaustgas system back pressure by means of a temporarily connected measur-ing device may become necessary. For this purpose, a measuring socketis to be provided approximately 1 to 2 metres after the exhaust gas out-let of the turbocharger, in a straight length of pipe at an easily accessedposition. Standard pressure measuring devices usually require a measur-ing socket size of 1/2". This measuring socket is to be provided toensure back pressure can be measured without any damage to theexhaust gas pipe insulation.

5.7.2 Components and assemblies

Exhaust gas silencer

Exhaust gas silencer and exhaust gas boiler

The silencer operates on the absorption and resonance principle so it iseffective in a wide frequency band. The flow path, which runs through thesilencer in a straight line, ensures optimum noise reduction with minimumflow resistance. The silencer must be equipped with a spark arrestor.

If possible, the silencer should be installed towards the end of the exhaustline. A vertical installation situation is to be preferred, but at least it have tobuild steadily asceding to avoid any accumulation of explosive gas concen-tration. The cleaning ports of the spark arrestor are to be easily accessible.

To utilize the thermal energy from the exhaust, an exhaust gas boiler produc-ing steam or hot water can be installed.

The exhaust gas system (from outlet of turbocharger, boiler, silencer to theoutlet stack) is to be insulated to reduce the external surface temperature tothe required level. The relevant provisions concerning accident preventionand those of the classification societies must be observed.

The insulation is also required to avoid temperatures below the dew point onthe interior side. In case of insufficient insulation intensified corrosion andsoot deposits on the interior surface are the consequence. During fast loadchanges, such deposits might flake off and be entrained by exhaust in theform of soot flakes.

Insulation and covering of the compensator must not restrict its free move-ment.

Explosion venting devices/rupture disc

The external exhaust gas system of a dual-fuel engine installation is to beequipped with explosion venting devices (rupture discs, or similar) to relief theexcess pressure in case of explosion. The number and location of explosionventing devices is to be approved by the classification societies.

Mode of operation

Installation

Exhaust gas boiler

Insulation

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Purging device/fan

The external exhaust gas system of dual-fuel engine installations is to beequipped with a purging device to ventilate the exhaust system after anengine stop or emergency shut down. The design and the capacity of theventilation system is to be approved by the classification societies.

Safety concept

For further information please refer to our brochure "Safety concept dual-fuelengines marine".

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6 Engine room planning

6.1 Installation and arrangement

6.1.1 General details

Apart from a functional arrangement of the components, the shipyard is toprovide for an engine room layout ensuring good accessibility of the compo-nents for servicing.

The cleaning of the cooler tube bundle, the emptying of filter chambers andsubsequent cleaning of the strainer elements, and the emptying and cleaningof tanks must be possible without any problem whenever required.

All of the openings for cleaning on the entire unit, including those of theexhaust silencers, must be accessible.

There should be sufficient free space for temporary storage of pistons, cam-shafts, exhaust gas turbochargers etc. dismounted from the engine. Addi-tional space is required for the maintenance personnel. The panels in theengine sides for inspection of the bearings and removal of components mustbe accessible without taking up floor plates or disconnecting supply linesand piping. Free space for installation of a torsional vibration meter should beprovided at the crankshaft end.

A very important point is that there should be enough room for storing andhandling vital spare parts so that replacements can be made without loss oftime.

In planning marine installations with two or more engines driving one propel-ler shaft through a multiengine transmission gear, provision must be madefor a minimum clearance between the engines because the crankcase pan-els of each must be accessible. Moreover, there must be free space on bothsides of each engine for removing pistons or cylinder liners.

Note!MAN Diesel & Turbo supplied scope is to be arranged and fixed by proventechnical 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 requiresa previous approval by us.

Arrangements for fixation and/or supporting of plant related equipmentattached to the scope supplied by us, not described in the a. m. documentsand 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.

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6.1.2 Installation drawings

Engine 6+7+8 L51/60DF

Figure 145: Installation drawing 6+7+8 L51/60DF - turbocharger on counter coupling side

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Engine 9 L51/60DF

Figure 146: Installation drawing 9 L51/60DF - turbocharger on counter coupling side

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Engine 12, 14, 16, 18 V51/60DF

Figure 147: Installation drawing 12-18 V51/60DF - turbocharger on counter coupling side

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6.1.3 Removal dimensions of piston and cylinder liner

Figure 148: Removal dimensions of piston and cylinder liner – L51/60DF

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Figure 149: Removal dimensions of piston and cylinder liner – V51/60DF

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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 examinationsand engine room planning: The 3D Engine Viewer and the GenSet Viewer.

Easy-to-handle selection and navigation masks permit configuration of therequired engine type, as necessary for virtual installation in your engine room.

In order to be able to use the 3D Engine, respectively GenSet Viewer, pleaseregister on our website under:

https://nexus.mandieselturbo.com/_layouts/RequestForms/Open/Crea-teUser.aspx

After successful registration, the 3D Engine and GenSet Viewer is availableunder

http://nexus.md-extranet.local/projecttools/3dviewer/engineviewer/Pages/default.aspx

by clicking onto the requested application.

In only three steps, you will obtain professional engine room data for your fur-ther planning:

Selection

Select the requested output, respectively the requested type.

Configuration

Drop-down menus permit individual design of your engine according toyour requirements. Each of your configurations will be presented on thebasis of isometric models.

View

The models of the 3D Engine Viewer and the GenSet Viewer include allessential geometric and planning-relevant attributes (e. g. connectionpoints, 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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https://nexus.mandieselturbo.com/_layouts/RequestForms/Open/CreateUser.aspx

https://nexus.mandieselturbo.com/_layouts/RequestForms/Open/CreateUser.aspx



Figure 150: Selection of engine

Figure 151: Preselected standard configuration

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6.1.5 Engine arrangements

Figure 152: Example: arrangement with engine 12 V51/60DF

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Figure 153: Charge air cooler removal upwards or sidewards; L engine

Figure 154: Charge air cooler removal upwards or sidewards; L engine

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Figure 155: Charge air cooler removal upwards or sidewards; V engine

6.1.6 Lifting appliance

Lifting gear with varying lifting capacities are to be provided for servicing andrepair work on the engine, turbocharger and charge air cooler.

Engine

An overhead travelling crane is required which has a lifting power equal tothe heaviest component that has to be lifted during servicing of the engine.The overhead travelling crane can be chosen with the aid of the followingtable.

Lifting capacity

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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 170: Lifting capacity

Crane arrangement

The rails for the crane are to be arranged in such a way that the crane cancover the whole of the engine beginning at the exhaust pipe.

The hook position must reach along the engine axis, past the centreline ofthe first and the last cylinder, so that valves can be dismantled and installedwithout pulling at an angle. Similarly, the crane must be able to reach the tierod at the ends of the engine. In cramped conditions, eyelets must be wel-ded under the deck above, to accommodate a lifting pulley.

The required crane capacity is to be determined by the crane supplier.

It is necessary that:

there is an arresting device for securing the crane while hoisting if there isa seaway

there is a two-stage lifting speed

Precision hoisting approx. = 0.5 m/min

Normal hoisting approx. = 2 – 4 m/min

In planning the arrangement of the crane, a storage space must be providedin the engine room for the dismantled engine components which can bereached by the crane. It should be capable of holding two rocker arm cas-ings, two cylinder covers and two pistons. If the cleaning and service work isto be carried out here, additional space for cleaning troughs and work surfa-ces should be planned for.

Grinding of valve cones and valve seats is carried out in the workshop or in aneighbouring room.

Transport rails and appropriate lifting tackle are to be provided for the furthertransport of the complete cylinder cover from the storage space to the work-shop. For the necessary deck openings, see turbocharger casing.

Turbocharger

A hoisting rail with a mobile trolley is to be provided over the centre of theturbocharger running parallel to its axis, into which a lifting tackle is suspen-ded with the relevant lifting power for lifting the parts, which are mentioned inthe tables (see paragraph Lifting capacity, Page 379 in this section), to carryout the operations according to the maintenance schedule.

Crane design

Places of storage

Transport to the workshop

Hoisting rail

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Turbocharger TCA 55 TCA 66 TCA 77 TCA 88

Silencer kg 425 577 1,125 1,680

Compressor casing single socket: 459

double socket:510

single socket: 802

double socket:819

single socket:1,388.7

double socket:1,437.1

single socket:2,134

double socket:2,279

Space for removal ofsilencer

mm 70 + 100 80 + 100 80 + 100 90 + 100

Table 171: Hoisting rail for TCA turbocharger

The withdrawal space dimensions shown in our dimensioned sketch (seesection Removal dimensions of piston and cylinder liner, Page 373) and thetables (see paragraph Hoisting rail, Page 380 in this section) are needed inorder to be able to separate the silencer from the turbocharger. The silencermust 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 atween-deck. We recommend that a further 300 – 400 mm be planned as forworking space.

Make sure that the silencer can be removed either downwards or upwards orlaterally and set aside, to make the turbocharger accessible for further servic-ing. Pipes must not be laid in these free spaces.

Fan shafts

The engine combustion air is to be supplied towards the intake silencer in aduct ending at a point 1.5 m away from the silencer inlet. If this duct impedesthe maintenance operations, for instance the removal of the silencer, the endsection of the duct must be removable. Suitable suspension lugs are to beprovided on the deck and duct.

Gallery

If possible the ship deck should reach up to both sides of the turbocharger(clearance 50 mm) to obtain easy access for the maintenance personnel.Where deck levels are unfavourable, suspended galleries are to be provided.

Charge air cooler

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 providedwhich runs in transverse or longitudinal direction to the engine (according tothe available storage place), over the centreline of the charge air cooler, fromwhich a trolley with hoisting tackle can be suspended.

Withdrawal spacedimensions

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Figure 156: Air direction

Engine type Weight Length (L) Width (B) Height (H)

kg mm mm mm

L engine 1,000 730 1,052 1,904

Table 172: Weights and dimensions of charge air cooler bundle

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6.1.7 Space requirement for maintenance

Figure 157: Space requirement for maintenance 51/60DF

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6.1.8 Major spare parts

1 Fire band 108 kg; cylinder liner 515 kg

1 Piston 297 kg; piston pin 102 kg

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1 Connecting rod 637 kg

1 Cylinder head 1,055 kg

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6.1.9 Mechanical propulsion system arrangement

Figure 158: Example: Propulsion system arrangement 8L51/60DF

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6.2 Exhaust gas ducting

6.2.1 Ducting arrangement

Figure 159: Example: Exhaust gas ducting arrangement

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6.2.2 Position of the outlet casing of the turbocharger

Rigidly mounted engine – Design at low engine room height and standard

design

Figure 160: 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 372 372 387 432

D 914 914 1,016 1,120

E 1,332 1,332 1,433 1,535

F 800 800 850 900

Table 173: Position of exhaust outlet casing L51/60DF

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Resiliently mounted engine – Design at low engine room height

Figure 161: Design at low engine room height

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

Turbocharger TCA 55 TCA 66

A mm 704 704 704 832

B 302 302 302 302

C 760 760 847 795

D 914 914 1,016 1,120

E 2,020 2,020 2,200 2,260

F 762 762 802 842

Table 174: Position of exhaust outlet casing L51/60DF

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Rigidly & resiliently mounted engine

Figure 162: Standard Design V51/60DF

No. of cylinders 12V 14V 16V 18V

Turbocharger TCA 77

A mm 960 960 960 960

B 802 802 902 1,002

C* 432 432 432 432

C** 1,423 1,627 1,702 1,702

D 1,220 1,320 1,420 1,420

* = for rigidly mounted engines

** = for resiliently mounted engines

Table 175: Position of exhaust outlet casing V51/60DF

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Rigidly mounted engine

Figure 163: Design at low engine room height – Rigidly mounted engine

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Figure 164: Design at low engine room height – Rigidly mounted engine – Exhaust gas pipes


Turbocharger TCA 77

A mm 960 960 960 960

B 1,332 1,332 1,433 1,585

C 372 372 387 432

D 2x 914 2x 914 2x 1,016 2x 1,120

E 1,300 1,300 1,400 1,500

F 720 720 720 750


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Resiliently mounted engine

Figure 165: Design at low engine room height – Resiliently mounted engine

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Figure 166: Design at low engine room height – Resiliently mounted engine – Exhaus gas pipes


Turbocharger TCA 77

A mm 960 960 960 960

B 2,060 2,060 2,240 2,320

C 760 760 847 795

D 2x 914 2x 914 2x 1,016 2x 1,120

E 1,300 1,300 1,400 1,500

F 802 802 852 902


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7 Propulsion packages

7.1 General

MAN Diesel & Turbo standard propulsion packages

The MAN Diesel & Turbo standard propulsion packages are optimised at90 % 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 bladedesign. These propulsion packages are examples of different combinationsof engines, gearboxes, propellers and shaft lines according to the designparameters above. Due to different and individual aft ship body designs andoperational profiles your inquiry and order will be carefully reviewed and allgiven parameters will be considered in an individual calculation. The result ofthis calculation can differ from the standard propulsion packages by theassumption of e.g. a higher Ice Class or different design parameters.

Figure 167: MAN Diesel & Turbo standard propulsion package with engine 7L32/40 (example)

7.2 Propeller layout data

To find out which of our propeller fits you, fill in the propeller layout datasheet 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 addressis located under contacts on the webside.

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7.3 Propeller clearanceTo reduce the emitted pressure impulses and vibrations from the propeller tothe hull, MAN Diesel & Turbo recommend a minimum tip clearance see sec-tion Recommended configuration of foundation, Page 173.

For ships with slender aft body and favourable inflow conditions the lowervalues can be used whereas full after body and large variations in wake fieldcauses the upper values to be used.

In twin-screw ships the blade tip may protrude below the base line.

Figure 168: Recommended tip clearance

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Hub Dismantling of cap Xmm

High skew propeller Ymm

Non-skew propeller Ymm

Baseline clearance Zmm

VBS 1180 365

15 – 20 % of D 20 – 25 % of D Minimum 50 – 100

VBS 1280 395

VBS 1380 420

VBS 1460 450

VBS 1560 480

VBS 1680 515

VBS 1800 555

VBS 1940 590

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8 Electric propulsion plants

8.1 Advantages of electric propulsionDue to different and individual types, purposes and operational profiles ofelectric driven vessels the design of an electric propulsion plant differs a lotand 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 optimisethe loading of diesel engines/GenSets. The GenSets in operation can runon high loads with high efficiency. This applies especially to vesselswhich 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 vesselsafely. Reduced vulnerability to single point of failure providing the basisto 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 theelectric 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. Thepropulsors are supplied with electric power through cables. They do notneed to be adjacent to the diesel engines/GenSets.

Low propulsion noise and reduced vibrations. For example a slow speedE-motor allows to avoid a gearbox and propulsors like pods keep mostof the structure bore noise outside of the hull.

Efficient performance and high motor torques, as the system can providemaximum torque also at slow speeds, which gives advantages for exam-ple in icy conditions.

8.2 Losses in diesel-electric plantsA diesel-electric propulsion plant consists of standard electrical components.The following losses are typical:

Figure 169: Typical losses of diesel-electric plants

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8.3 Components of an electric propulsion plant

1 GenSets: Diesel engines and alternators 2 Main switchboards3 Supply transformers (optional): Dependent

on the type of the converter. Not neededin case of the use of frequency converterswith six pulses, an active front end or asinusoidal drive

4 Frequency converters

5 Electric propulsion motors 6 Gearboxes (optional): Dependent on thespeed of the E-propulsion motor

7 Propellers/propulsors

Figure 170: Example: Electric propulsion plant

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8.4 Electric propulsion plant designGeneric workflow how to design an electric propulsion plant

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The requirements of a project will be considered in an application specificdesign, taking into account the technical and economical feasibility and lateroperation of the vessel. In order to provide you with appropriate data, pleasefill the form "DE-propulsion plant layout data" you find here http://cmsmdt.md-man.biz/web/viewers/news/template04.aspx?aid=11597&sid=855 and return it to your sales representative.

8.5 Engine selectionThe 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 evaluationthe rating, the capability and the loading of engines can be calculated likethis:

Example: Offshore Construction Vessel (at operation mode with highestexpected 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 Electrical transmission efficiency

PS [kW] 7,2000.91

1.2 Engine brake power for propulsion PB1 [kW] 7,912

2.1 Electric power for ship (E-Load)Alternator efficiency

[kW] 1,8000.96

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 178: Selection of the engines for a diesel-electric propulsion plant

For the detailed selection of the type and number of engines furthermore theoperational profile of the vessel, the maintenance strategy of the engines andthe boundary conditions given by the general arrangement have to be con-sidered. For the optimal cylinder configuration of the engines often the loadconditions in port are decisive.

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8.6 E-plant, switchboard and alternator designThe 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 loadingof the bus bar sections.

Electric consumers should be arranged symmetrically on the bus barsections.

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 ofthe 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 shortcircuit restrictions the following table can be use for voltage choice as arule of thumb:

Total installed alternator power Voltage Breaking capacity of CB

< 10 – 12 MW

(and: Single propulsion motor < 3.5 MW)

440 V 100 kA

< 13 – 15 MW

(and: Single propulsion motor < 4.5 MW)

690 V 100 kA

< 48 MW 6,600 V 30 kA

< 130 MW 11,000 V 50 kA

Table 179: 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 circuitlevel 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 towithstand (F ~ Isc” ^ 2). This may lead to the need of a higher voltage. Onthe other side a small xd” gives a lower THD but a higher weight and abigger size of the alternator. As a rule of thumb a xd”=16 % is a goodfigure for low voltage alternators and a xd”=14 % is good for mediumvoltage alternators.

For a rough estimation of the short circuit currents the following formulascan 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 contributeto the Isc”

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Table 180: Formulas for a rough estimation of the short circuit currents

The dimensioning of the panels in the main switchboard is usually doneaccordingly 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 (Inductionmotor controlled by aPWM-converter)

Pr / (√3 * Ur * cos φConverter * ηMotor * ηConverter) Pr: Rated power of motor [kWe]


cos φ: Power factor converter

(typically = 0.95)

ηMotor: typically = 0.96

ηConverterr: typically = 0.97

Motor outgoing (Inductionmotor started: DoL, Y/∆,Soft-Starter)

Pr / (√3 * Ur * cos φMotor * ηMotor) Pr: Rated power of motor [kWe]


cos φ: Power factor motor(typically = 0.85...0.90)

ηMotor: typically = 0.96

Table 181: Formulas to calculate the rated currents of switchboard panel

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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 mainlysynchronous 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 apower 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 unnecessarystarts 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 thetwo secondary windings, which cancel the dominant 5th and 7th harmoniccurrents. Also an increase in the pulse number leads to lower THD. Usinga 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 converterwith 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 bebased on a detailed analysis and a calculation of the short circuit levels, theload flows and the THD levels as well as on an economical evaluation.

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8.7 Over-torque capabilityIn diesel-electric propulsion plants, which are operating with a fix pitch pro-peller, the dimensioning of the electric propulsion motor has to be doneaccurately, 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 andspace demand, is required to operate the propeller with sufficient power alsoin situations, where additional power is needed (for example because ofheavy 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 171: Example: Over-torque capability of an E-propulsion train for a FPP-driven vessel

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8.8 Protection of the electric plantIn 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 toavoid/reduce damage of the electric equipment. The protection system andits parameters always depend on the plant configuration and the operationalrequirements. During the detailed engineering phase calculations like a shortcircuit calculation, an earth fault calculation and a selectivity and protectiondevice coordination study have to be made, in order to get the correctparameter settings and to decide, which event/fault should alarm only or tripthe 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

– Under-voltage

– Differential protection (for large transformers)

Motor feeder:

– Short circuit

– Over-current

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– Earth fault

– 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 controlThe 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 constantand stable power supply to the E-propulsion motors and avoids the loss ofpower under all operational conditions. Usually the propulsion is speed con-trolled. So the system keeps the reference speed constant as far as possiblewithin 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 drivecontrol system depends on the plant configuration and the operationalrequirements.

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 isapplied, which reduces the disturbances on the network and smoothens theload application on the diesel engines.

8.10 Power management

Power reservation

The main function of a power management system is to start and stopGenSets/alternators according to the current network load and the onlinealternator capacity. The power management system takes care that the nextalternator 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 alsoblocks heavy consumers to be started or sheds (unnecessary) consumers, ifthere 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 thepower management system to anticipate the situation in advance and tostart GenSets/alternators before consumers draw the network and overloadthe engines. Overloading an engine will soon decrease the speed/frequency

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with the danger of motoring the engine, as the flow of power will be alteredfrom network to alternator (Reverse power). The electric protection systemmust disconnect such alternator from the network. An overload situation isalways a critical situation for the vessel and a blackout has to be avoided.

The detailed power management functionality always depends on the plantconfiguration, the operational requirements but also on general philosophyand preferred solution of the owner. The parameters when to stat or to stopa GenSet/alternator have always to be evaluated individually. The followingfigure shows that in principle:

Figure 172: GenSets/alternators start/stop

For example the load depending start/stop of GenSets/alternators is shownin 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 anexample a plant with 4 GenSets/alternators is shown:

No. of alternators connected Alternator load Available power (Power reserve) via load pick-upby the running GenSets

Time to accept load

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 182: Load depending start/stop of GenSets/alternators

No. of alternators connected Alternator load Available power (Power reserve) by starting astandby1) GenSet

Time to accept load

2 70 % 2 x 30 % = 60 % < 1 min

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 43.

Table 183: Load depending start/stop of GenSets/alternators

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The available power for this example could look like this:

Figure 173: 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 ofunder-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 bustie breakers

Balanced and unbalanced load application and sharing betweenGenSets/alternators. Often an emergency program for quickest possibleload acceptance is necessary.

Regulation of the network frequency (with static droop or constant fre-quency)

Distribution of active load between alternators

Distribution of reactive load between alternators

Handling and blocking of heavy consumers

Automatic load shedding

Tripping of non-essential consumers

Bus tie and breaker monitoring and control

All questions regarding the functionality of the power management systemhave to be clarified with MAN Diesel & Turbo at an early project stage.

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8.11 Example configurations of electric propulsion plants

Offshore Support Vessels

The term “Offshore Service & Supply Vessel” includes a large class of vesseltypes, 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 dynamicpositioning and station keeping capability. Initially these vessels mainly usedvariable speed motor drives and fixed pitch propellers. Now they mostlydeploy variable speed thrusters and they are also equipped with hybrid pro-pulsion systems.

Figure 174: 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 thespace consumption of the electric plant, as it is possible to get rid of theheavy and bulky supply transformers.

Type of converter/drive Supply transformer Type of E-motor Pros & cons

6 pulse Drive or Active Front End

- Induction + Transformer less solution

+ Less space and weight

– THD filters to be considered

Table 184: Main DE-components for Offshore applications

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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, whichis used at LNG carriers where the installed alternator power is in the range ofabout 40 MW. The electric plant fulfils high redundancy requirements. Due tothe high propulsion power, which is required and higher efficiencies, usuallysynchronous E-motors are used.

Figure 175: Example: Electric propulsion configuration of a LNG carrier with geared transmission, singlescrew and fixed pitch propeller


VSI with PWM 24 pulse Synchronous + High propulsion power

+ High drive & motor efficiency

+ Low harmonics

– Complex E-plant configuration

Table 185: 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 applicationfield for diesel-electric propulsion. Safety and comfort are paramount. Newregulations, as “Safe Return to Port”, require a high reliable and redundantelectric propulsion plant and also onboard comfort is of high priority, allowingonly low levels of noise and vibration from the ship´s machinery.

A typical electric propulsion plant is shown in the example below.

Figure 176: Example: Electric propulsion configuration of a cruise liner, twin screw, gear less


VSI with PWM 24 pulse Synchronous

(e.g. slow speed 150RPM)

+ Highly redundant & reliable

+ High drive & motor efficiency

+ Low noise & vibration

– Complex E-plant configuration

Table 186: 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 cruiseliner.

The figure below shows an electric propulsion plant with a “classical” config-uration, consisting of E-motors (e.g. 1,200 RPM), geared transmission, fre-quency converters and supply transformers.

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Figure 177: Example: Electric propulsion configuration of a RoPax ferry, twin screw, geared transmission


VSI-type

(with PWM technology)

12 pulse,

two secondary windings,30° phase shift

Induction + Robust & reliable technology

+ No seperate THD filters

– More space & weight (com-pared to transformer less solu-tion)

Table 187: 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 foreach application, using the most efficient components from the market. Thefollowing 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 ahigh reliable and compact solution.

Figure 178: Example: Electric propulsion configuration of a RoRo, twin screw, geared transmission


Sinusoidal drive

(Patented by STADT AS)

- Induction

(Two speeds)

+ Highly reliable & compact

+ Very low losses

+ Transformer less solution

+ Low THD (No THD filters

needed)

– Only applicable with a CP pro-peller

Table 188: 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 ahuge potential in fuel saving.

The system uses GenSets operating in variable speed mode, where the rpmcan be adjusted for minimum fuel oil consumption according to the systemload. The electrical system is based on a common DC distribution, frequencycontrolled propulsion drives and normal AC sub-distributions. The DC distri-bution allows a decoupled operation of the GenSets and the consumers. Italso allows the integration of energy storage sources, like batteries.

The energy storage sources reduce the transient loads on the Diesel enginesand give much better dynamic response times of the propulsion system. Fastload acceptance is taken away from the Diesel engines and peaks areshaved. Also emission free propulsion can be realized when running on bat-teries. In addition to that the energy storage sources will have a positiveeffect on engine maintenance.

The footprint of such a propulsion plant is up to 30% smaller compared witha classical Diesel-electric propulsion plant described before.

Figure 179: Example: Electric propulsion configuration of a PSV, with an energy-saving electric propulsionsystem with variable speed GenSets and energy storage sources

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9 Annex

9.1 Safety instructions and necessary safety measuresThe following list of basic safety instructions, in connection with furtherengine documentation like user manual and working instructions, shouldensure a safe handling of the engine. Due to variations between specificplants, this list does not claim to be exhaustive and may vary with regard tothe real existing requirements.

9.1.1 General

There are risks at the interfaces of the engine, which have to be eliminated orminimized 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 thelatest 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 theengine and its connection to the plant will be implemented.

In principle, always apply the more stringent requirements of a specificdocument 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 thestart 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

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-ing air system must be possible. A lockable starting air stop valve mustbe provided in the starting air pipe to the engine.

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Securing of the turbocharger rotor

To secure against unintentional turning of the turbocharger rotor whilemaintenance work, it must be possible to prevent draught in the exhaustgas duct and, if necessary, to secure the rotor against rotation.

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 ofthe 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 forstabling 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 (slipresistance, 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 bepaid to the execution of the electrical equipment. By selection of suitablespecialized companies and personnel, it has to be ensured that a faultyfeeding 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 manufacturermanual.

Flexible connections may be sensitive to corrosive media. For cleaningonly adequate cleaning agents must be used (see manufacturer manual).Substances containing chlorine or other halogens are generally notallowed.

Flexible connections have to be checked regularly and replaced after anydamage or life time given in manufacturer manual.

Connection of exhaust port of the turbocharger at the engine to theexhaust gas system of the plant

The connection between the exhaust port of the turbocharger andexhaust gas system of the plant has to be executed gas tight and mustbe equipped with a fire proof insulation.

The surface temperature of the fire insulation must not exceed 220 °C.

In workspaces and traffic areas, a suitable contact protection has to beprovided whose surface temperature must not exceed 60 °C.

The connection has to be equipped with compensators for longitudinalexpansion and axis displacement in consideration of the occurring vibra-tions.

(The flange of the turbocharger reaches temperatures of up to 450 °C).

Generally, any ignition sources, smoking and open fire in the mainte-nance and protection area of the engine is prohibited.

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Signs

– Following figure exemplarily shows the declared risks in the area of acombustion engine. This may vary slightly for the specific engine.

This warning sign has to be mounted clearly visibly at the engine aswell as at all entrances to the engine room or to the power house.

Figure 180: 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 enginewhich allow intervention to the engine operation.

Optical and acoustic warning device

Due to noise-impared voice communication in the engine room/powerhouse, it is necessary to check where at the plant additionally to acousticwarning signals optical warning signals (e.g. flash lamp) should be provi-ded.

In any case, optical and acoustic warning devices are necessary whileusing the turning gear and while starting/stopping the engine.

Engine room ventilation

An effective ventilation system has to be provided in the engine room toavoid endangering by contact or by inhalation of fluids, gases, vapoursand dusts which could have harmful, toxic, corrosive and/or acid effects.

Venting of crankcase and turbocharger

The gases/vapours originating from crankcase and turbocharger areignitable. It must be ensured that the gases/vapours will not be ignited byexternal sources. For multi-engine plants, each engine has to be ventila-ted separately. The engine ventilation of different engines must not beconnected.

In case of an installed suction system, it has to be ensured that it will notbe stopped until at least 20 minutes after engine shutdown.

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Drainable supplies and excipients

Supply system and excipient system must be drainable and must besecured against unintentional recommissioning (EN 1037).

Sufficient ventilation at the filling, emptying and ventilation points must beensured.

The residual quantities which must be emptied have to be collected anddisposed of properly.

Spray guard has to be ensured for liquids possibly leaking from theflanges of the plant´s piping system. The emerging media must bedrained off and collected safely.

Composition of the ground

The ground, workspace, transport/traffic routes and storage areas haveto be designed according to the physical and chemical characteristics ofthe excipients and supplies used in the plant.

Safe work for maintenance and operational staff must always be possi-ble.

Adequate lighting

Light sources for an adequate and sufficient lighting must be provided byplant-side. The current guidelines should be followed.

(100 Lux is recommended, see also DIN EN 1679-1)

Working platforms/scaffolds

For work on the engine working platforms/scaffolds must be providedand further safety precautions must be taken into consideration. Amongother things, it must be possible to work secured by safety belts. Corre-sponding lifting points/devices have to be provided.

Fail-safe 24 V power supply

Because engine control, alarm system and safety system are connectedto a 24 V power supply this part of the plant has to be designed fail-safeto ensure a regular engine operation.

Intake air filtering

In case of air intake is realized through piping and not by means of theturbocharger´s intake silencer, appropriate measures for air filtering mustbe provided. It must be ensured that particles exceeding 5 µm will berestrained by an air filtration system.

Quality of the intake air

It has to be ensured that combustible media will not be sucked in by theengine.

Intake air quality according to the relevant section of the project guidehas 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 operatingconditions. The assessment of the effects on other system componentscaused by an emergency stop of the engine must be carried out byplant-side.

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9.1.3 Provided by plant-side especially for gas-fueled engines

General

Definition of explosion zones within the plant must be provided by plant-side.

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

Following safety equipment respectively safety measures must be provided

by plant-side especially for gas-fueled engines

Gas detectors in the engine room

In the engine room gas detectors for detection of gas leakages have to beinstalled. In case of a gas alarm triggered at a gas concentration widelybelow the lower explosion limit the engine has to be stopped and the powersupply to the engines has to be switched off. The gas supply to the engineroom must be immediately interrupted. Additionally it is necessary to switchoff the power supply to all plant equipment, except the emergency equip-ment like engine room ventilation, gas alarm system, emergency lighting anddevices etc. The emergency equipment has to be certified for application inexplosion hazardous areas. It is necessary to connect the emergency equip-ment to an independent power supply in order to keep it in operation in caseof a gas alarm.

To increase the availability of engine operation it could be possible to switchthe engine into the diesel mode at a very low gas concentration level.Dependent on the plant design it might be necessary to apply the same pro-cedure for adjacent engines. In this case it is obligatory to shut off the gassupply to the engine room and to vent the gas piping in the engine roompressureless.

The leakage source shall be located and repaired by qualified staff usingmobile gas detectors and special tools certified for using in explosion endan-gered areas.

Earthing

Gas piping must be earthed in an appropriate manner.

Explosion protection equipment at large volume exhaust system parts,e.g. exhaust silencer, exhaust gas boiler

Due to the possibility that unburned gas penetrates the plant-sideexhaust system parts, these must be equipped with explosion reliefvalves with integrated flame-arresters. The rupture discs must be moni-tored for example via wire break sensor. In case of bursting the enginehas to be switched off.

Deflagration protection of HT-cooling water system, crankcase ventila-tion, gas valve unit

Only in case of malfunctions in the engine´s combustion chamber areagas could be carry off to the high temperature cooling water circuit andwould accumulate in the expansion tank. Therefore it is recommended to

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provide the high temperature cooling water system with deflagration pro-tection. The same applies to the nozzle cooling system if it is equippedwith a tank where gas can be collected and vented.

The crankcase ventilation has to be equipped with a deflagration protec-tion at its end (except closed systems).

The venting lines of the gas valve unit shall end outside the building in asecured area which shall be classified as an explosion hazardous area. Itshall be clarified with the manufacturer of the gas valve unit if the gasventing lines must be equipped with a deflagration protection.

The lube oil can carry off gas into the lube oil system

Accordingly, measures must be taken to prevent accumulation of gas inthe lube oil tank and lube oil pipes.

Blower for venting the exhaust gas duct

The exhaust system of gas/dual-fuel engine installations needs to beventilated after an engine stop or emergency shut down or prior to theengine start as well as maintenance. The exhaust system of gas engineinstallations in addition must also be ventilated during engine start.Therefore a suitable blower has to be provided, which blows in fresh airinto the exhaust gas duct after turbo charger and compensator. Theblower has to be classified for application in explosion hazardous areas(For more details see also project related documentation). Air demand(project specific) for purging > 3 x exhaust system volume. The engineautomation system provides an interface for the control of the exhaustblower.

The crankcase vent line must lead to the outside and must keep alwayssufficient distance to hot surfaces. The equipemt installed in the crank-case venting line has to be classified for application in explosion hazard-ous areas.

(For more details see also project related documentation)

Absolutely safe and reliable gas shutoff device (gas blocking valve withautomatic leak testing system and leakage line leading to the outside).

Scavenging line with flame arrestors leading to the outside, so for main-tenance the gas system can be kept free of gas, during commissioningthe system can be vented and in case of emergency stop or switching todiesel-mode (dual-fuel engine) existing gas can be blown out.

Engine room ventilation

An effective ventilation system has to be provided. The minimum airexchange rate shall be defined according to state of the art as requiredby European and/or local regulations. It might be necessary to design theengine room ventilation system explosion proof and to connect it to anindependent power supply in order to keep it in operation in case of agas alarm. To avoid the returning of exhaust air out of the ventilation out-lets to the engine room, the ventilation outlets shall not be located nearto the inlet/outlet openings of suction lines, exhaust gas ducts, gas vent-ing lines or crankcase vent lines.

Engine operation in a room without an effective ventilation or during theventilation system is not available is strictly forbidden. This must be real-ized by the plant-side control systems or by other suitable measures(engine auto shut down respectively engine start blocking).

Intake air

The air intakes must be connected to ducts leading out of the engineroom, if possible leading to the open air.

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The intakes of combustion air and the outlets of exhaust gas, crankcaseand gas vent must be arranged in a way that a suction of exhaust gas,gas leakage as well as any other explosion endangered atmospheres willbe avoided. The intake lines of different engines must not be connectedtogether. Each engine must have its own intake ducts, completely sepa-rated from other engines.

Lubrication oil system engine

The lube oil can carry off gas into the lube oil system. Required measuresmust be taken according to Machinery Directive 2006/42/EG.

HT cooling water system

Only in case of malfunctions in the engine´s combustion chamber areagas could be carry off to the HT cooling water system and forms anexplosion endangered atmosphere in the plant system.

Nozzle cooling water system

Only in case of malfunctions in injection nozzles gas could be carry off tothe nozzle cooling water system and built an explosion endangeredatmosphere in the plant system.

Additional note.

All safety equipment has to be checked after installation/reinstallation andmaintenance to ensure proper operation. This includes leakage tests, whichshall be carried out according to the needs of each facility.

9.2 Programme for Factory Acceptance Test (FAT)According to quality guide line: Q10.09053-0013

See overleaf.

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Figure 181: Shop test of 4-stroke marine diesel and dual-fuel engines – Part 19 An

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Figure 182: Shop test of 4-stroke marine diesel and dual-fuel engines – Part 2

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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 bearingswere 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

During the run-in procedure the unevenness of the piston-ring surfaces andcylinder contact surfaces is removed. The run-in period is completed oncethe 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 gaseswill 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 cylinderliner. 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 fueland 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 forengine supplies, Page 213 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 tobe used later in operation.

Diesel-gas engines are run in using diesel operation with the fuel intended asthe ignition oil.

The run-in lube oil must match the quality standards, with regard to the fuelquality.

Engine run-in

The cylinder lubrication must be switched to "Running In" mode during com-pletion of the run-in procedure. This is done at the control cabinet or at thecontrol panel (under "Manual Operation"). This ensures that the cylinder lubri-cation is already activated over the whole load range when the engine starts.

Operating Instructions

Lube oil

Cylinder lubrication (optional)

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The run-in process of the piston rings and pistons benefits from theincreased supply of oil. Cylinder lubrication must be returned to "NormalMode" once the run-in period has been completed.

Inspections of the bearing temperature and crankcase must be conductedduring 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 respectivelyafter 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 purposean 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.) mustbe tested and compared with the acceptance report.

Dependent on the application the run-in programme can be derived from thefigures in paragraph Diagrams of standard running-in, Page 433 in this sec-tion. During the entire run-in period, the engine output has to be within themarked output range. Critical speed ranges are thus avoided.

Barring exceptions, four-stroke engines are always subjected to a test run inthe manufacturer´s premises. As such, the engine has usually been run in.Nonetheless, after installation in the final location, another run-in period isrequired if the pistons or bearings were disassembled for inspection after thetest run, or if the engine was partially or fully disassembled for transport.

If during revision work the cylinder liners, pistons, or piston rings arereplaced, then a new run-in period is required. A run-in period is alsorequired if the piston rings are replaced in only one piston. The run-in periodmust 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 isnot replaced. A transportable honing machine may be requested from one ofour Service and Support Locations.

When used bearing shells are reused, or when new bearing shells are instal-led, these bearings have to be run in. The run-in period should be 3 to 5hours under progressive loads, applied in stages. The instructions in the pre-ceding text segments, particularly the ones regarding the "Inspections", andfollowing figures must be observed.

Idling at higher speeds for long periods of operation should be avoided if atall possible.

Continuous operation in the low load range may result in substantial internalpollution of the engine. Residue from fuel and lube oil combustion may causedeposits on the top-land ring of the piston exposed to combustion, in thepiston ring channels as well as in the inlet channels. Moreover, it is possiblethat the charge air and exhaust pipe, the charge air cooler, the turbochargerand the exhaust gas tank may be polluted with oil.

Since the piston rings have adapted themselves to the cylinder liner accord-ing to the running load, increased wear resulting from quick acceleration andpossibly with other engine trouble (leaking piston rings, piston wear) shouldbe expected.

Checks

Standard running-inprogramme

Running-in duringcommissioning on site

Running-in after fitting newdrive train components

Running-in after refittingused or new bearing shells(crankshaft, connecting rodand piston pin bearings)

Running-in after low loadoperation

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Therefore, after a longer period of low load operation (≥ 500 hours of opera-tion) a run-in period should be performed again, depending on the power,according to following figures.

Also for instruction see section Low load operation, Page 46.

Note!For further information, you may contact the MAN Diesel & Turbo customerservice or the customer service of the licensee.

Diagrams of standard running-in

Figure 183: Standard running-in programme for engines operated with constant speed

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Figure 184: 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 maindrive, 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 onlyfor 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, batteryelectricity) for starting the engines are available.

Contrary to blackout dead ship condition is a loss of electrical power onboard a ship. The main and all other auxiliary GenSets are not in operation,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.

Controllable pitch propeller (CPP) application

A propeller with adjustable blades is driven by the engine.

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The CPP´s pitch can be adjusted to absorb all the power that the engine iscapable of producing at nearly any rotational speed.

Thereby the mean output range of the engine is between 80 to 95 % and thefuel 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 towhich 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 isdesignated 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.

Figure 185: Designation of cylinders

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Direction of rotation

Figure 186: Designation: Direction of rotation seen from flywheel end

Electric propulsion

A generator is driven by the engine, there the engine is operated at constantspeed. The generator supplies electrical power to drive an electric motor.The power of the electric motor is used to drive a controllable pitch or fixedpitch propeller.


GenSet

The term "GenSet" is used, if engine and electrical alternator are mountedtogether 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 ofequipment 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 onlyfor a short time to provide additional power for governing purpose only.

Gross calorific value (GCV)

This value suppose that the water of combustion is entirely condensed andthat the heat contained in the water vapor is recovered.

Mechanical propulsion with controllable pitch propeller (CPP)

A propeller with adjustable blades is driven by the engine.

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The CPP´s pitch can be adjusted to absorb all the power that the engine iscapable of producing at nearly any rotational speed.


Mechanical propulsion with fixed pitch propeller (FPP)

A fixed pitch propeller is driven by the engine. The FPP is always workingvery close to the theoretical propeller curve (power input ~ n3). A higher tor-que in comparison to the CPP even at low rotational speed is present.

To protect the engine against overloading its rated output is reduced up to90 %. The turbo charging system is adapted. Engine speed reduction of upto 10 % at maximum torque is allowed.

The mean output range of the engine is between 80 to 95 % of its availableoutput 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 availablefor propulsion.

Net calorific value (NCV)

This value suppose that the products of combustion contains the watervapor 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 %. Accelerationfrom 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 inaccount the kind of application and the local ambient conditions, provi-ded that maintenance is carried out as specified. For marine applicationsthis is stated on the type plate of the engine.

Fuel stop power (as specified in DIN ISO 3046-1)

Fuel stop power defines the maximum rating of the engine theoreticalpossible, if the maximum possible fuel amount is used (blocking limit).

Rated power (in accordance to rules of Germanischer Lloyd)

Maximum possible continuous power at rated speed and at definedambient conditions, provided that maintenances carried out as specified.

Overload power (in accordance to rules of Germanischer Lloyd)

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110 % of rated power, that can be demonstrated for marine engines foran uninterrupted period of one hour.

Output explanation

Power of the engine at distinct speed and distinct torque.

100 % Output

100 % Output is equal to the rated power only at rated speed. 100 %Output of the engine can be reached at lower speed also if the torque isincreased.

Nominal Output

= rated power.

MCR

Maximum continuous rating.

ECR

Economic continuous rating = output of the engine with the lowest fuelconsumption.

Single engine propulsion 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 theengine speed is directly influenced by the load on the suction pump.

To protect the engine against overloading its rated output is reduced up to90 %. The turbo charging system is adapted. Engine speed reduction of upto 20 % at maximum torque is released.

Possibly the permissible engine operating curve has to be adapted to thepump characteristics by means of a power output adaption respectively thepower demand of the pump has to be optimised particularly while start-upoperation.


Water-jet application

A marine system that creates a jet of water that propels the vessel. Also thewater-jet is always working close to the theoretical propeller curve (powerinput ~ n3).

To protect the engine against overloading its rated output is reduced up to90 %. The turbo charging system is adapted. Engine speed reduction of upto 10 % at maximum torque is allowed.


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9.5 SymbolsNote!The symbols shown should only be seen as examples and can differ fromthe symbols in the diagrams.

Figure 187: Symbols used in functional and pipeline diagrams 1

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9.6 Preservation, packaging, storage

9.6.1 General

Introduction

Engines are internally and externally treated with preservation agent beforedelivery. The type of preservation and packaging must be adjusted to themeans of transport and to the type and period of storage. Improper storagemay cause severe damage to the product.

Packaging and preservation of engine

The type of packaging depends on the requirements imposed by means oftransport and storage period, climatic and environmental effects duringtransport and storage conditions as well as on the preservative agent used.

As standard, engines are preserved for a storage period of 12 months andfor sea transport.

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Note!The packaging must be protected against damage. It must only be removedwhen a follow-up preservation is required or when the packaged material isto be used.

Preservation and packaging of assemblies and engine parts

Unless stated otherwise in the order text, the preservation and packaging ofassemblies and engine parts must be performed in such a way that the partswill not be damaged during transport and that the corrosion protectionremains fully intact for a period of at least 12 months when stored in a roofeddry room.

Transport

Transport and packaging of the engine, assemblies and engine parts mustbe coordinated.

After transportation, any damage to the corrosion protection and packagingmust be rectified, and/or MAN Diesel & Turbo must be notified immediately.

9.6.2 Storage location and duration

Storage location

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.

Assemblies and engine parts must always be stored in a roofed dry room.

The storage location must meet the following requirements:

Parts are protected against environmental effects and the elements.

The room must be well ventilated.

Parts are stored on firm and dry ground.

Packaging material does not absorb any moisture from the ground.

Parts are accessible.

Parts cannot be damaged.

Parts are accessible for visual inspection.

An allocation of assemblies and engine parts to the order or requisitionmust be possible at all times.

Note!Packaging made of or including VCI paper or VCI film must not be opened ormust be closed immediately after opening.

Storage conditions

In general the following requirements must be met:

Minimum ambient temperature: –10 °C

Storage location of engine

Storage location ofassemblies and engine parts

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Maximum ambient temperature: +60 °C


In case these conditions cannot be met, contact MAN Diesel & Turbo forclarification.

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 theirintended location.

9.6.3 Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed before the maximum storageperiod has elapsed, i.e. generally after 12 months.

Request assistance by authorised personnel of MAN Diesel & Turbo.

9.6.4 Removal of corrosion protection

Packaging and corrosion protection must only be removed from the engineimmediately before commissioning the engine in its installation location.

Remove outer protective layers, any foreign body from engine or component(VCI packs, blanking covers, etc.), check engine and components for dam-age and corrosion, perform corrective measures, if required.

The preservation agents sprayed inside the engine do not require any specialattention. They will be washed off by engine oil during subsequent engineoperation.

Contact MAN Diesel & Turbo if you have any questions.

9.7 Engine colourEngine standard colour according RAL colour table is RAL 9006.

Other colours on request.

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Index

A

Acceleration times 61

61Aging (Increase of S.F.C.) 91Air

Consumption (Jet Assist) 362Flow rates 92Starting air consumption 83

88Starting air vessels, compres-sors

361

Temperature 92Air vessels

Capacities 270Condensate amount 268

Airborne noise 138Alignment

Engine 182Alternator

Reverse power protection 76Ambient conditions causes derat-ing

36

Angle of inclination 30Approved applications 21Arctic conditions 65Arrangement

Attached pumps 157Engine arrangements 377Flywheel 155

155Attached pumps

Arrangement 157Capacities 92

Auxiliary generator operationDefiniton 434

Auxiliary GenSet operationDefinition 434

Auxiliary power generation 21Available outputs

Permissible frequency devia-tions

73

Related reference conditions 36

B

Balancing of masses 150

151Bearing, permissible loads 146Blackout

Definition 434

Black-Start capability 44By-pass 31

C

CapacitiesAttached pumps 92Pumps 92

Charge airBlow off amount 89Blow-off noise 144By-pass 31Control of charge air tempera-ture (CHATCO)

31

32

32Preheating 31

31

32

32

32Temperature control 31

32

32Charge air cooler

Condensate amount 268

268Flow rates 92Heat to be dissipated 92

ClearancePropeller 400

Colour of the engine 444Combustion air

Flow rate 92Specification 213

Common rail injection system 335Components of an electric propul-sion plant

404

Composition of exhaust gas 136Compressed air

Specification 213

259Compressed air system 357Condensate amount

Air vessels 268Charge air cooler 268

268Consumption

Control air 88Fuel oil 83Jet Assist 362

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Lube oil 88Control air

Consumption 83

88Controllable pitch propeller

Definition 434

436Cooler

Flow rates 92Heat radiation 92Heat to be dissipated 92Specification, nominal values 92Temperature 92

Cooler dimensioning, general ° 297Cooling water

Inspecting 213

254Specification 213

247Specification for cleaning 213

254

255System description 296System diagram 292

296Crankcase vent 290Cross section, engine 23Cylinder

Designation 435Cylinder liner, removal of 373

D

DamperMoments of inertia - Engine, fly-wheel

148

Dead ship conditionDefinition 434Required starting conditions 45

Definition of engine rating 34Definitions 434Derating

As a function of water tempera-ture

36

Due to ambient conditions 36Due to special conditions ordemands

39

Design parameters 25Diagram condensate amount ° 268Diesel fuel see Fuel oil 87

E

EarthingBearing insulation 77

Measures 77Welding 78

ECRDefinition 438

Electric operation 53Electric propulsion

Advantages 403Definition 436Drive control 412Efficiencies 403Engine selection 406Example of configuration 415Form for plant layout 399Over-torque capability 410Planning data 92Plant components 404Plant design 405Power management 412Protection of the electric plant 411Switchboard and alternatordesign

407

EmissionsEPA standard 135Exhaust gas - IMO standard 135

135Static torque fluctuation 152Torsional vibrations 144

Engine3D Engine viewer 375Alignment 182Colour 444Cross section 23Definition of engine rating 34Description 10Designation 25

435Inclinations 30Main dimensions, electric prolul-sion

26

Main dimensions, mechanicalprolulsion

28

Moments of inertia - Damper,flywheel;

148

Operation under arctic condi-tions

65

Outputs 34Overview 15Programme 9Ratings 34Ratings for different applications 35Room layout 369Room ventilation 363Running-in 431Single engine propulsion plant(Definition)

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Speeds 34Weights, electric prolulsion 26Weights, mechanical prolulsion 28

Engine automationFunctionality 192Interfaces 196Operation 191Supply and distribution 189Technical data 197

Engine cooling water specifications°

247

Engine equipment for various appli-cations

31

Engine pipe connections anddimensions

261

Engine ratingsPower, outputs, speeds 34Suction dredger 438

Excursions of the L engines ° 263Excursions of the V engines ° 263Exhaust gas

Back pressure 36Composition 136Ducting 390Emission 135

135Flow rates 92Pressure 36Smoke emission index 136System description 366Temperature 92

Exhaust gas emission 135Exhaust gas noise 142Exhaust gas pressure

Due to after treatment 41Exhaust gas system

Assemblies 367Components 367

Explanatory notes for operatingsupplies

213

F

Factory Acceptance Test (FAT) 427Failure of one engine 74Filling volumes 124Firing order 150

151Fixed pitch propeller

Definition 437Flexible pipe connections

Installation 262

264Flow rates

Air 92

Cooler 92Exhaust gas 92Lube oil 92Water 92

Flow resistances 124Flywheel

Arrangement 155

155Moments of inertia - Engine,damper

148

Follow-up preservation 444Foundation

Chocking with synthetic resin 166Conical mountings 178General requirements 158Inclined sandwich elements 173Resilient seating 171Rigid seating 159

Four stroke diesel engine pro-gramme for marine

9

Frequency deviations 73Fuel

Consumption 89Dependent on ambient condi-tions

89

Diagram of HFO treatment sys-tem

331

Diagram of MDO treatment sys-tem

320

HFO treatment 328MDO supply 322MDO treatment 320Sharing mode 19Specification (HFO) 233Specification (MDO) 228

231Specification of gas oil (MGO) 226Stop power, definition 437Supply system (HFO) 332Viscosity-diagram (VT) 245

Fuel oilConsumption 83HFO system 332Specification for gas oil (MGO) 213

G

GasPressure before gas valve unit 125Supply of 348Types of gases 223

Gas oilSpecification 213

226General requirements

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Fixed pitch propulsion control 80Propeller pitch control 80

General requirements for pitch con-trol

80

GenSetDefinition 436

GenSet applicationDefinition 436

Grid parallel operationDefinition 437

Gross calorific value (GCV)Definition 436

H

Heat radiation 92Heat to be dissipated 92Heavy fuel oil see Fuel oil 87HFO (fuel oil)

Supply system 332HFO Operation 328HFO see Fuel oil 87HT switching 46

I

Ignition oil for DF-enginesQuality requirements 228

IMO certification 73

80IMO Marpol Regulation 87

135IMO Tier II

Definition 87Exhaust gas emission 135

135Inclinations 30Injection viscosity and temperatureafter final preheater °

332

InstallationFlexible pipe connections 262

Installation drawings 370Intake air (combustion air)

Specification 257Intake noise 141

141Internal media system 128ISO

Reference conditions 34Standard output 36

437

J

Jet AssistAir consumption 362

L

Layout of pipes 261Lifting appliance 379LNG Carriers 416Load

Low load operation 46Part load operation 46Reduction 63

Load applicationChange of load steps 81Cold engine (only emergencycase)

43

52Diesel-electric plants 43General remarks 48Preheated engine 48

61Ship electrical systems 53Start up time 49

Load reductionAs a protective safety measure 65Recommended 64Stopping the engine 64Sudden load shedding 63

Low load operation 46LT switching 46Lube oil

Consumption 88Flow rates 92Outlets 281Specification (DF) 216Specification (MGO) 213System description 273System diagram 272Temperature 92

Lube oil filter 289Lube oil service tank ° 285

M

Main dimensions, electric prolulsion 26Main dimensions, mechanical pro-pulsion

28

Marine diesel oil (MDO) supply sys-tem for diesel engines

322

Marine diesel oil see Fuel oil 87Marine gas oil

Specification 213Marine gas oil see Fuel oil 87MARPOL Regulation 83

87

135Materials

Piping 261MCRIn

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Definition 438MDO

Diagram of treatment system 320MDO (fuel)

Specification 228MDO see Fuel oil 87Measuring and control devices

Engine-located 202Mechanical propulsion

System arrangement 389Mechanical propulsion with CPP

Definition 436Planning data 105

Mechanical propulsion with FPPDefiniton 437

Methane number 223MGO (fuel oil)

Specification 213MGO see Fuel oil 87MGO/MDO see Lube oil 88Moments of inertia 148Mounting 173Multi engine propulsion plant

Definition 437

N

Natural gasSpecification 223

Net calorific value (NCV)Definition 437

NoiseAirborne 138Charge air blow-off 144Exhaust gas 142Intake 141

141Nominal Output

Definition 438NOx

IMO Tier II 135

135Nozzle cooling system 311Nozzle cooling water module 311

O

Offshore applicationDefinition 437

Oil mist detector 31

33Operating

Pressures 122Standard-output (definition) 437Temperatures 122

Operating/service temperaturesand pressures

123

OperationAcceleration times 61

61Load application for ship electri-cal systems

53

Load reduction 63Low load 46Part load 46Propeller 61Running-in of engine 431Vessels (failure of one engine) 74

OutputAvailable outputs, related refer-ence conditions

36

Definition 437Engine ratings, power, speeds 34ISO Standard 35

36Permissible frequency devia-tions

73

Overload powerDefinition 437

P

Packaging 442Part load operation 46Permissible frequency deviations

Available outputs 73Pipe dimensioning 261Piping

Materials 261Propeller layout 399

Piston, removal of 373Pitch control

General requirements 80Planning data

Electric propulsion 92Flow rates of cooler 92Heat to be dissipated 92Mechanical propulsion withCPP

105

Temperature 92Position of the outlet casing of theturbocharger

391

Postlubrication 281Power

Engine ratings, outputs, speeds 34Power drive connection 146

148Preheated engine

Load application 48Preheating

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At starting condition 43Charge air 31

32

32

32Lube oil 285

Preheating module 318Prelubrication 281Preservation 442Pressure control valve 288Propeller

Clearance 400General requirements for pitchcontrol

80

Layout data 399Pumps

Arrangement of attachedpumps

157

Capacities 92

R

Rated powerDefinition 437

Ratings (output) for different appli-cations, engine

35

Reduction of load 63Reference conditions (ISO) 34Removal

Cylinder liner 373Piston 373

Removal of corrosion protection 444Reverse power protection

Alternator 76Room layout 369Running-in 431

S

SaCoS oneControl Unit 183Injection Unit 184

SafetyInstructions 421Measures 421

Safety concept 19Sealing oil 31Slow turn 31

33

43

45Smoke emission index 136Space requirement for mainte-nance

383

Spare parts 384

SpecificationCleaning agents for coolingwater

213

255Combustion air 213Compressed air 213Cooling water inspecting 213

254Cooling water system cleaning 213

254

255Diesel oil (MDO) 228

231Engine cooling water 213

247Fuel (Gas oil, Marine gas oil) 213Fuel (HFO) 233Fuel (MDO) 228

231Fuel (MGO) 226Gas oil 226Heavy fuel oil 233Intake air 213Intake air (combustion air) 257Lube oil (DF) 216Lube oil (MGO) 213Natural gas 223Viscosity-diagram 245

Specification for intake air (com-bustion air)

257

SpeedAdjusting range 40Droop 40Engine ratings, power, outputs 34

Splash oil monitoring 31Splash oil monitoring system 33Stand-by operation capability 43Start up time 49Starting air

/control air consumption ° 88Compressors 361Consumption 83

88Jet Assist 362System description 357System diagram 361Vessels 361

Starting air system 357Starting conditions 43Static torque fluctuation 152Stopping the engine 64Storage 442Storage location and duration 443Suction dredger applicationIn

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Definition 438Sudden load shedding 63Supply gas pressure at GVU 125Supply system

Blackout conditions 342HFO 332

Switching: HT 46Switching: LT 46Symbols

For drawings 439

T

Table of ratings 34Temperature

Air 92Cooling water 92Exhaust gas 92Lube oil 92

Temperature controlCharge air 31

32Media 195

Time limits for low load operationLiquid fuel mode 47

Torque measurement flange 82Torsional vibration 144Turbocharger assignments 26Two-stage charge air cooler 31

32

U

Unloading the engine 63

V

Variable Injection Timing (VIT) 31

33Venting

Crankcase, turbocharger 133Vibration, torsional 144Viscosity-temperature-diagram 245

W

WaterFlow rates 92Specification for engine coolingwater

213

247Water systems

Cooling water collecting andsupply system

306

Engine cooling 292

296Miscellaneous items 307Nozzle cooling 311Turbine washing device 310

Waterjet applicationDefinition 438

WeightsEngine, electric propulsion 26Engine, mechanical propulsion 28Lifting appliance 379

WeldingEarthing 78

Windmilling protection 81Works test 427

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MAN Diesel &

Turbo

MAN Diesel & Turbo86224 Augsburg, GermanyPhone +49 821 322-0Fax +49 821 322-3382marineengines-de@mandieselturbo.comwww.mandieselturbo.com

MAN Diesel & Turbo – a member of the MAN Group

All data provided in this document is non-binding. This data serves informational

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.

D2366416EN-N1 Printed in Germany GKM-AUG-06140.5

51/60DFProject Guide – MarineFour-stroke dual-fuel enginescompliant with IMO Tier II

51/60DFProject Guide – M

arine Four-stroke dual-fuel engines com

pliant with IM

O Tier II

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MAN - 51/60DF - Four-stroke Dual-fuel Engines Compliant With IMO Tier II

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