Handbook of Petroleum Product Analysis by JAMES SPEIGHT PDF

Quality requirements of operating supplies
3.5 Quality of Diesel Fuel (MGO, MDOj

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Other designations
MDO:
Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Ma-
rine Diesel Fuel.
Marine Diesel Oil (MDOj is offered as heavy dis-
tillate (designation lSO-F-DMBj. MDO is pro-
duced from crude oil and must be free from
organic acids.
MGO:
Gas oil, high speed Diesel oil.
Heating oil of the quality EL (DlN 51603j or fuel
oil No.1 or No.2 according ASTM D 396 can be
used as well, provided the characteristics in "Ta-
ble 3-20 Diesel Oil - key properties to be ad-
hered to, page 3-24" are met, especially
regarding ignition properties.
Specification
The usability of a fuel depends upon the engine
design and available cleaning facilities as well as
on the conformity of the key properties with
those listed in the table below which refer to the
condition on delivery.
The key properties have been established to a
great extent on the basis of lSO 8217-2005,
EN590 and ClMAC-2003. The key properties
are based on the test methods specified in "Ta-
ble 3-20 Diesel Oil - key properties to be ad-
hered to, page 3-24".
Supplementary information
MGO and MDO (DMBj are pure distillates of
crude oil and must not contain any residual
components and must be free from organic and
inorganic acids.
At transshipment facilities and in transit MDO is
handled like residual oil. Thus, there is the pos-
sibility of oil being mixed with high-viscosity fuel
oil or lnterfuel, for example with remainders of
such fuels in the bunkering boat, which may ad-
versely affect the key properties considerably.
The fuel shall be free of used lubricating oil
(ULOj. A fuel shall be considered to be free of
ULO if one or more of the elements Zn, P and Ca
are below the specified limits (Zn: 15 ppm;
P: 15 ppm; Ca: 30 ppmj.
The Pour Point indicates the temperature at
which the oil will refuse to flow. The lowest tem-
perature the fuel oil may assume in the system,
should lie approx. 10 C above the pour point so
as to ensure it can still be pumped.
The recommended fuel viscosity at the inlet of
the injection pump is 10 ... 14mm/s.
Sea water, in particular, tends to increase corro-
sion in the fuel oil system and hot corrosion of
exhaust valves and in the turbocharger. lt is also
the cause of insufficient atomization and thus
poor mixture formation and combustion with a
high proportion of combustion residues.
Solid foreign matter increase the mechanical
wear and formation of ash in the cylinder space.
Safety / environmental protection
Wrong handling of operating media may cause
harm to health, safety and environment. Re-
spective instruction of the manufacturer have to
be followed.
lnvestigations
Fuel analyses are carried out in our chemical
laboratory for our customers at cost price. For
examination a sample of approx. 0.5 litre is re-
quired.
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1j Determination of filter ability to DlN EN116 is comparable to Cloud Point as per lSO 3016
2j With good illumination and at room temperature, appearance of the fuel should be clear and transparent
Key properties for main - and pilot fuel
Property/feature
Unit Test method
Designation
Characteristic value
Specification lSO-F DMA DMB
Density at 15C kg/m
3
lSO 3675 820 - 890 900
Cinematic viscosity at 40C mm
2
/s cSt lSO 3104 1.5 - 6.0 2.5 - 11
Pour Point winter quality
C
lSO 3016
- < 0
Pour Point summer quality - < 6
Filter ability in summer
1j
DlN EN 116
0 -
Filter ability in winter
1j
-12 -
Flash point Pensky Martens lSO 2719 - > 60
Flash point Abel-Pensky in closed crucible lSO 1523 60 -
Distillation range up to 350 C
Vol. %
lSO 3405 85 -
Water content lSO 3733 0.05 < 0.3
Total content of sediments
weight %
lSO 10307-1 0.01 0.10
Sulphur content lSO 8754
lSO 14596
1.5 < 2.0
Ash content lSO 6245 0.01 0.01
Carbon residue (MCRj lSO 10370 0.10 < 0.30
Cetane index
-
lSO 4264 40 > 35
Copper-strip test lSO 2160 1 < 1
vanadium content
mg/kg
DlN 51790T2
lSO 14597
- 0
Content of aluminium and silicon lSO 10478 0
visual inspection - 2j
Other specifications:
British Standard BS MA 100 -1987 Class M1 Class M2
ASTM D 975 1D/2D 2D
ASTM D 396 No. 2
Table 3-20 Diesel Oil - key properties to be adhered to
3.8 Quality of Heavy Fuel Oil (HFOj
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Prerequisites
MAN Diesel four-stroke engines can be operat-
ed on any crude-oil based heavy fuel oil meeting
the requirements listed in "Table 3-21 Fuel oil
specifications and associated characteristic val-
ues, page 3-33", provided the engine and the
fuel treatment plant are designed accordingly. ln
order to ensure a well-balanced relation be-
tween the costs for fuel, spare parts and mainte-
nance and repair work, we recommend bearing
in mind the following points.
Heavy fuel oil (HFOj
Provenance/refining process
The quality of the heavy fuel oil is largely deter-
mined by the crude oil grade (provenancej and
the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may
differ considerably, depending on the bunker
places. Heavy fuel oil normally is a mixture of
residue oil and distillates. The components of
the mixture usually come from state-of-the-art
refining processes such as visbreaker or catalyt-
ic cracking plants. These processes may have a
negative effect on the stability of the fuel and on
its ignition and combustion properties. ln the es-
sence, these factors also influence the heavy
fuel oil treatment and the operating results of the
engine.
Bunker places where heavy fuel oil grades of
standardised quality are offered should be given
preference. lf fuels are supplied by independent
traders, it is to be made sure that these, too,
keep to the international specifications. The re-
sponsibility for the choice of appropriate fuels
rests with the engine operator.
Specifications
Fuels that can be used in an engine have to meet
specifications to ensure a suitable quality. The
limiting values for a heavy fuel oil are listed in
"Table 3-21 Fuel oil specifications and associat-
ed characteristic values, page 3-33".
Please note the entries in the last column of "Ta-
ble 3-21 Fuel oil specifications and associated
characteristic values, page 3-33", because they
provide important background information.
Several international specifications for heavy
fuel oils are existing. The most important speci-
fications are lSO 8217-2005 and ClMAC-2003.
These two specifications are more or less equiv-
alent. " 3j A sulphur limit of 1,5 % mm will apply
in SOx Emission Control Areas designated by
the lMO Tier l, when its relevant Protocol comes
into force. There may be local variations., page
3-34" shows the specifications ClMAC-2003. All
qualities of these specifications up to K700 can
be used provided the fuel treatment system is
designed for these fuel grades e.g. fuels with a
maximum density of 1,010 kg/m
3
can only be
used with modern separation.
lmportant
Fuel oil characteristics as stated in analysis re-
sults - even if they meet the above mentioned
requirements - may be not sufficient for estimat-
ing the combustion properties and the stability
of the fuel oil. This means that service results de-
pend on oil properties which cannot be known
beforehand. This especially applies to the ten-
dency of the oil to form deposits in the combus-
tion chamber injection system, gas passages
and turbines. lt may, therefore, be necessary to
rule out some oils that cause difficulties.
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Blends
The admixing of engine oils (ULO : used lube oilj,
of non-mineral oil constituents (such as coal oilj
and of residual products from chemical or other
processes (such as solvents, polymers or chem-
ical wastej is not permitted. The reasons are, for
example: the abrasive and corrosive effects, the
adverse combustion properties, a poor compat-
ibility with mineral oils and, last but not least, the
negative environmental effects. The order letter
for the fuel should expressly mention what is
prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel spec-
ifications.
The admixing of engine oils (ULO: used lube oilj
to the fuel involves a substantial danger be-
cause the lube oil additives have an emulsifying
effect and keep dirt, water and catfines finely
suspended. Therefore, they impede or preclude
the necessary cleaning of the fuel. We ourselves
and others have made the experience that se-
vere damage induced by wear may occur to the
engine and turbocharger components as a re-
sult.
A fuel shall be considered to be free of used lube
oil (ULOj if one or more of the elements Zn, P
and Zn are below the specific limits (Zn: 15 ppm;
P: 15 ppm; Ca: 30 ppmj.
The admixing of chemical waste materials (such
as solventsj to the fuel is for reasons of environ-
mental protection prohibited by resolution of the
lMO Tier l Marine Environment Protection Com-
mittee of 1st January 1992.
Leaked oil collectors
Leaked oil collectors into which leaked oil and
residue pipes as well as overflow pipes of the
lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors
should empty into sludge tanks.
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Fuel-system related characteristic values
viscosity
(at 50Cj
mm
2
/s
(cStj
max.
700
"viscosity/injection vis-
cosity, page 3-35"
viscosity
(at 100Cj
max.
55
"viscosity/injection vis-
cosity, page 3-35"
Density
(at 15Cj
g/ml max.
1.010
"Heavy fuel oil treatment,
page 3-35"
Flash point C min.
60
"Flash point (ASTM D 93j,
page 3-37"
Pour point
(summerj
max.
30
"Low temperature behav-
iour (ASTM D 97j, page
3-37", and "Pump ability,
page 3-38"
Pour point
(winterj
max.
30
"Low temperature behav-
iour (ASTM D 97j, page
3-37", and "Pump ability,
page 3-38"
Engine-related characteristic values
Carbon
residues
(Conradonj
% wt.
max.
22
"Combustion properties,
page 3-38"
Sulphur 5
4.5 in marine operation
"Sulphuric acid corrosion,
page 3-40"
Ash
0.20
page 3-35"
vanadium mg/kg
600
page 3-35"
Water % vol.
1
page 3-35"
Sediment
(potentialj
% wt.
0.1
Supplementary characteristic values
Aluminium
and silicon
mg/kg max.
80
page 3-35"
Asphalts % wt. 2/3 of carbon residues
(Conradsonj
"Combustion properties,
page 3-38"
Sodium mg/kg Sodium< 1/3 vanadium,
sodium< 100
page 3-35"
Cetane number of low-viscosity constituent minimum
35
"lgnition quality, page
3-38"
Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils;
free of tar oil and lubricating oil (used oilj, free of any chemical waste and of sol-
vents or polymers
Table 3-21 Fuel oil specifications and associated characteristic values
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1 mm
2
/s = 1 cSt
2j
Fuels with density close to the maximum, but with very low viscosity, may exhibit poor ignition quality.
3
j A sulphur limit of 1,5 % mm will apply in SOx Emission Control Areas designated by the lMO Tier l, when its relevant
Protocol comes into force. There may be local variations.
Table 3-22 ClMAC Recommendations for residual fuels for diesel engines (as bunkeredj
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Status 10/2008 Page 3 - 35
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Supplementary remarks
The following remarks are thought to outline the
relations between heavy fuel oil grade, heavy
fuel oil treatment, engine operation and operat-
ing results.
Selection of heavy fuel oil
Economic operation on heavy fuel oil with the
limit values specified in "Table 3-21 Fuel oil
specifications and associated characteristic val-
ues, page 3-33", is possible under normal serv-
ice conditions, with properly working systems
and regular maintenance. Otherwise, if these re-
quirements are not met, shorter TBO's (times
between overhaulj, higher wear rates and a
higher demand in spare parts must be expected.
Alternatively, the necessary maintenance inter-
vals and the operating results expected deter-
mine the decision as to which heavy fuel oil
grade should be used.
lt is known that as viscosity increases, the price
advantage decreases more and more. lt is there-
fore not always economical to use the highest
viscosity heavy fuel oil, which in numerous cas-
es means the lower quality grades.
Heavy fuel oils lSO-RM A/B 30 or ClMAC A/B 30
ensure reliable operation of older engines, which
were not designed for the heavy fuel oils that are
currently available on the market. lSO-RMA 30
or ClMAC A30 with a low pour point should be
preferred in cases where the bunker system
cannot be heated.
viscosity/injection viscosity
Heavy fuel oils if having a higher viscosity may
be of lower quality. The maximum permissible
viscosity depends on the existing preheating
equipment and the separator rating (through-
putj.
The specified injection viscosity of 12-14 mm
2
/s
(for GenSets 16/24, 21/31, 23/30H, 27/38 and
28/32H: 12 - 18 cStj and/or fuel oil temperature
upstream of the engine should be adhered to.
Only then will an appropriate atomisation and
proper mixing, and hence a low-residue com-
bustion be possible. Besides, mechanical over-
loading of the injection system will be prevented.
The specified injection viscosity and/or the nec-
essary fuel oil temperature upstream of the en-
gine can be seen from the viscosity/temperature
diagram.
Heavy fuel oil treatment
Trouble-free engine operation depends, to a
large extent, on the care which is given to heavy
fuel oil treatment. Particular care should be tak-
en that inorganic, foreign particles with their
strong abrasive effect (catalyst residues, rust,
sandj are effectively separated. lt has shown in
practice that with the aluminium and silicon
content > 15 mg/kg abrasive wear in the engine
strongly increases.
The viscosity and density will influence the
cleaning effect, which has to be taken into con-
sideration when designing and setting the clean-
ing equipment.
Settling tank
The heavy fuel oil is precleaned in the settling
tank. This precleaning is all the more effective
the longer the fuel remains in the tank and the
lower the viscosity of the heavy fuel oil is
(maximum preheating temperature 75 C to
prevent formation of asphalt in the heavy fuel
oilj. One settling tank will generally be suffi-
cient for heavy fuel oil viscosity below
380 mm
2
/s at 50 C. lf the concentration of
foreign matter in the heavy fuel oil is exces-
sive, or if a grade according to lSO-F-RM, G/
H/K380 or H/K700 is preferred, two settling
tanks will be required, each of which must be
adequately rated to ensure trouble-free set-
tling within a period of not less than 24 hours.
Prior to separating the content into the serv-
ice tank, the water and sludge have to be
drained from the settling tank.
Separators
A centrifugal separator is a suitable device for
extracting material of higher specific gravity,
such as water, foreign particles and sludge.
The separators must be of the self-cleaning
Page 3 - 36 Status 10/2008
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type (i.e. with automatically induced cleaning
intervalsj.
Separators of the new generation are to be
used exclusively; they are fully efficient over a
large density range without requiring any
switchover, and are capable of separating
water up to a heavy fuel oil density
of 1.01g/ml at 15C.
"Table 3-23 Obtainable contents of foreign
matter and water (after seperationj, page
3-36", shows the demands made on the sep-
arator. These limit values which the manufac-
turers of these separators take as a basis and
which they also guarantee.
The manufacturer' specifications have to be
adhered to in order to achieve an optimum
cleaning effect.
Layout of the separators is to be in accord-
ance with the latest recommendations of the
separator manufacturers, Alfa Laval and
Westfalia. ln particular, the density and vis-
cosity of the heavy fuel oil are to be taken into
consideration. Consulting MAN Diesel is re-
quired if other makes of separators come up
for discussion.
lf the cleaning treatment prescribed by MAN
Diesel is applied, and if the correct separa-
tors are selected, it can be expected that the
results given in "Table 3-23 Obtainable con-
tents of foreign matter and water (after seper-
ationj, page 3-36", for water and inorganic
foreign particles in the heavy fuel oil are
reached at the entry into the engine.
The results obtained in practical operation re-
veal that adherence to these values helps to
particularly keep abrasive wear in the injec-
tion system and in the engine within accept-
able limits. Besides, optimal lube oil
treatment must be ensured.
Marine and stationary appli-
cation: connected in parallel
1 separator for
100 % throughput
1 separator (standbyj for
100 % throughput
Figure 3-1 Heavy fuel oil cleaning/separator arrangement
Definition Particle size Quantity
lnorganic foreign particles
incl. catalyst residues
<5m
< 20mg/kg
Al+Si content < 15mg/kg
Water - <0.2% by volume
Table 3-23 Obtainable contents of foreign matter and water (after seperationj
Status 10/2008 Page 3 - 37
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Water
Attention is to be paid to very thorough water
separation, since the water is not a finely dis-
tributed emulsion but in the form of adversely
large droplets. Water in this form promotes
corrosion and sludge formation also in the
fuel system, which has an adverse effect on
the delivery and atomisation and thus also on
the combustion of the heavy fuel oil. lf the
water involved is sea water, harmful sodium
chloride and other salts dissolved in the wa-
ter will enter the engine.
The water-containing sludge must be re-
moved from the settling tank prior to each
separating process, and at regular intervals
from the service tank. The venting system of
the tanks must be designed in such a way
that condensate cannot flow back into the
tanks.
vanadium/sodium
Should the vanadium/sodium ratio be unfa-
vourable, the melting temperature of the
heavy fuel oil ash may drop into the range of
the exhaust valve temperature which will re-
sult in high-temperature corrosion. By pre-
cleaning the heavy fuel oil in the settling tank
and in the centrifugal separators, the water,
and with it the water-soluble sodium com-
pounds can be largely removed.
lf the sodium content is lower than 1/3 of the
vadium content, the risk of high-temperature
corrosion will be small. lt must also be pre-
vented that sodium in the form of sea water
enters the engine together with the intake air.
lf the sodium content is higher than 100 mg/
kg, an increase of salt deposits is to be ex-
pected in the combustion space and in the
exhaust system. This condition will have an
adverse effect on engine operation (among
others, due to surging of the turbochargerj.
Under certain conditions, high-temperature
corrosion may be prevented by a fuel additive
that raises the melting temperature of the
heavy fuel oil ash (also refer to "Additives to
heavy fuel oils, page 3-40"j.
Ash
Heavy fuel oils with a high ash content in the
form of foreign particles such as sand, corro-
sion and catalyst residues, promote the me-
chanical wear in the engine. There may be
catalyst fines (catfinesj in heavy fuel oils com-
ing from catalytic cracking processes. ln
most cases, these catfines will be aluminium
silicate, which causes high wear in the injec-
tion system and in the engine. The aluminium
content found multiplied by 5-8 (depending
on the catalyst compositionj will approxi-
mately correspond to the content of catalyst
materials in the heavy fuel oil.
Homogeniser
lf a homogeniser is used, it must not be in-
stalled between the settling tank and the sep-
arator on any account, since in that case,
harmful contaminants, and in particular sea-
water, cannot be separated out sufficiently.
Flash point (ASTM D 93j
National and international regulations for trans-
port, storage and application of fuels must be
adhered to in respect of the flash point. Gener-
ally, a flash point of above 60C is specified for
fuels used in Diesel engines.
Low temperature behaviour (ASTM D 97j
Pour point
The pour point is the temperature at which
the fuel is no longer fluid (pumplikej. Since
many of the low-viscosity heavy fuel oils have
a pour point greater than 0 C, too. The bun-
kering system has to be preheated unless
fuel in accordance with ClMAC A30 is used.
The entire bunkering system should be de-
signed so as to permit preheating of the
heavy fuel oil to approx. 10 C above the pour
point.
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Pump ability
Difficulties will be experienced with pumping if
the fuel oil has a viscosity higher than
1,000 mm
2
/s (cStj or a temperature less than
approx. 10 C above the pour point. Please also
refer to "Low temperature behaviour
(ASTM D 97j, page 3-37".
Combustion properties
An asphalt content higher than 2/3 of the carbon
residue (Conradsonj may lead to delayed com-
bustion, which involves increased residue for-
mation, such as deposits on and in the injection
nozzles, increased smoke formation, reduced
power and increased fuel consumption, as well
as a rapid rise of the ignition pressure and com-
bustion close to the cylinder wall (thermal over-
loading of the lube oil filmj. lf the ratio of
asphaltenes to carbon residues reaches the limit
value 0.66, and the asphaltene content also ex-
ceeds 8%, additional analyses of the heavy fuel
oil by means of thermogravimetric analysis
(TGAj must be performed by MAN Diesel to
evaluate the usability. This tendency will also be
promoted by the blend constituents of the heavy
fuel oil being incompatible, or by different and
incompatible bunkering being mixed together.
As a result, there is an increased separation of
asphalt (also see "Compatibility, page 3-40"j.
lgnition quality
Cracked products which nowadays are pre-
ferred as low-viscosity blend constituents of the
heavy fuel oil in order to achieve the specified
reference viscosity may have poor ignition qual-
ities. The cetane number of these constituents
should be > 35. An increased aromatics content
(above 35 %j also leads to a decrease in ignition
quality.
Fuel oils of insufficient ignition qualities will
show extended ignition lag and delayed com-
bustion, which may lead to thermal overloading
of the oil film on the cylinder liner and excessive
pressures in the cylinder. lgnition lag and the re-
sultant pressure rise in the cylinder are also influ-
enced by the final temperature and pressure of
compression, i.e. by the compression ratio, the
charge-air pressure and charge-air temperature.
Preheating of the charge-air in the part-load
range and output reduction for a limited period
of time are possible measures to reduce detri-
mental influences of fuel of poor ignition quali-
ties. More effective, however, are a high
compression ratio and the in-service matching
of the injection system to the ignition qualities of
the fuel oil used, as is the case in MAN Diesel
trunk piston engines.
The ignition quality is a key property of the fuel.
The reason why it does not appear in the inter-
national specifications is the absence of a
standardised testing method. Therefore, param-
eters such as the Calculated Carbon Aromaticity
lndex (CCAlj are resorted to as an aid, which are
derived from determinable fuel properties. We
have found this to be an appropriate method of
roughly assessing the ignition quality of the
heavy fuel oil used.
A test instrument utilising a constant-volume
combustion technology (FlA fuel ignition analys-
erj has been developed and is currently being
evaluated at a number of testing laboratories.
The ignition quality of a fuel is determined as an
ignition delay in the instrument that is converted
to an instrument-related cetan number (FlA-CN
or ECNj. lt has been observed that fuels with a
low FlA cetan number or ECN could, in some
cases, lead to operational problems.
As the fluid constituent in the heavy fuel oil is the
determining factor for its ignition quality and the
viscous constituent is decisive for the combus-
tion quality, it is the responsibility of the bunker-
ing company to supply a heavy fuel oil grade of
quality matched to the Diesel engine. Please re-
fer to "Figure 3-2, page 3-39".
Status 10/2008 Page 3 - 39
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v viscosity mm/s (cStj at 50 C
D Density [kg/m| at 15 C
CCAl Calculated Carbon Aromaticity lndex
A Normal operating conditions
B Difficulties may be encountered
C Problems encountered may increase up to engine damage after a short time of operation
1 Engine type
2 The combining straight line across density and viscosity of a heavy fuel oil results in CCAl.
CCAl can also be calculated with the aid of the following formula:
CCAl = D - 141 log log (v+0.85j - 81
Figure 3-2 Nomogram for the determination of CCAl - assignment of CCAl ranges to engine types
Page 3 - 40 Status 10/2008
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Sulphuric acid corrosion
The engine should be operated at the cooling
water temperatures specified in the operating
manual for the respective load. lf the tempera-
ture of the component surface exposed to the
acidic combustion gases is below the acid dew
point, acid corrosion can no longer be sufficient-
ly prevented even by an alcaline lubricating oil.
lf the lube oil quality and engine cooling meet
the respective requirements, the BN values (see
"Chapter 3.2 Quality of lube oil (SAE40j for
heavy fuel oil operation (HFOj, page 3-9"j will be
adequate, depending on the sulphur concentra-
tion in the heavy fuel oil.
Compatibility
The supplier has to guarantee that the heavy fuel
oil remains homogenous and stable even after
the usual period of storage. lf different bunker
oils are mixed, separation may occur which re-
sults in sludge formation in the fuel system, large
quantities of sludge in the separator, clogging of
filters, insufficient atomisation and high-residue
combustion.
ln such cases, one refers to incompatibility or in-
stability. The heavy fuel oil storage tanks should
therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
Blending heavy fuel oil
lf, for instance, heavy fuel for the main engine
and gas oil (MGOj are blended to achieve the
heavy fuel oil quality or viscosity specified for
the auxiliary engines, it is essential that the con-
stituents are compatible (refer to "Compatibility
abovej.
Additives to heavy fuel oils
MAN Diesel engines can be economically oper-
ated without additives. lt is up to the customer
to decide whether or not the use of an additive
would be advantageous. The additive supplier
must warrant that the product use will have no
harmful effects on engine operation.
The use of fuel additives during the guarantee
period is rejected as a matter of principle.
Additives currently in use for Diesel engines are
listed in "Table 3-24 Additives to heavy fuels -
Classification effects, page 3-40", together with
their supposed effect on engine operation.
Low sulphur HFO
From an engine manufacturer's point of view
there is no lower limit for the sulphur content of
HFO. We have not experienced any trouble with
the currently available low sulphur HFO, that are
related to the sulphur content or specific to low
sulphur HFO. This may change in the future if
new methods are applied for the production of
low sulphur HFO (desulphurization, uncommon
blending componentsj. MAN Diesel will monitor
developments and inform our customers if nec-
essary.
lf the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be
selected according to the highest sulphur con-
tent of the fuels in operation.
Safety / environmental protection
Wrong handling of operating media may cause
harm to health, safety and environment. Re-
spective instruction of the manufacturer have to
be followed.
Pre-combustion
additives
Dispersants/stabilisers
Emulsion breakers
Biocides
Combustion addi-
tives
Combustion catalysts (fuel econ-
omy, emissionsj
Post-combustion
additives
Ash modifier (hot corrosionj
Carbon remover (exhaust systemj
Table 3-24 Additives to heavy fuels - Classification
effects
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Examinations
Sampling
To be able to check as to whether the specifica-
tion indicated and/or the stipulated delivery con-
ditions have been complied with, we
recommend a minimum of one sample of each
bunker fuel to be retained, at least during the
guarantee period for the engine. ln order to en-
sure that the sample is representative for the oil
bunkered, a sample should be drawn from the
transfer pipe at the start, at half the time and at
the end of the bunkering period. Sample Tec",
supplied by Messrs Mar-Tec, Hamburg is an ap-
propriate testing kit for taking samples continu-
ously during the bunkering.
Analyse samples
The samples received from the bunkering com-
pany are frequently not identical with the heavy
fuel oil bunkered. lt is also appropriate to verify
the heavy fuel oil properties stated in the bunker
documents, such as density, viscosity. lf these
values should deviate from those of the heavy
fuel oil bunkered, one runs the risk that the
heavy fuel oil separator and the preheating tem-
perature are not set correctly for the given injec-
tion viscosity. The criteria for an economic
engine operation with regard to heavy fuel oil
and lubricating oil may be determined with the
help of the MAN Diesel Fuel and Lube Analysis
Set.
Our department for fuels and lube oils (Augsburg
Works, Department GQCj will be glad to furnish
further information if required.
Analysis of fuel oils are carried out by our chem-
ical laboratory for customers. For examination a
sample of approx. 0.5 litre is required.
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Status 5/2003 Page 3 - 43
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3.9 Quality of intake air (combustion airj
PDS: 10, 30, 40
General
The quality and the condition of the intake air
(combustion airj exert great influence on the en-
gine output. ln this connection, not only the at-
mospherical condition is of great importance but
also the pollution by solid and gaseous matter.
Mineral dust particles in the intake air will result
in increased wear. Chemical/gaseous constitu-
ents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake
air (combustion airj and regular maintenance/
cleaning of the air filter are required.
When designing the intake air system, it has to
be kept in mind that the total pressure drop (fil-
ter, silencer, pipingj must not exceed 20mbar.
Requirements
The concentrations after the air filter and/or be-
fore the turbocharger inlet must not exceed the
limiting values given in "Table 3-25 lntake air
(combustion airj - characteristic values to be ob-
served, page 3-43".
1j
m
3
(STPj Cubic metre at standard temperature and pressure
Table 3-25 lntake air (combustion airj - characteristic values to be observed
Properties/feature Characteristic value Unit
1j
Particle size max. 5 m
Dust (sand, cement, CaO, Al
2
O
3
etc.j max. 5
mg/m
3
(STPj
Chlorine max. 1.5
Sulphur dioxide (SO
2
j max. 1.25
Hydrogen sulphide (H
2
Sj max. 15
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3.10 viscosity-Temperature (vTj diagram of fuel oil
Status 11/2008 Page 3 - 45
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Figure 3-3 viscosity-Temperature (vTj diagram
Page 3 - 46 Status 11/2008
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Explanations of the viscosity-temperature (vTj
diagram
The diagram shows the fuel temperatures on the
horizontal and the viscosity on the vertical
scales.
The diagonal lines correspond to the viscosity-
temperature curve of fuels with different refer-
ence viscosity. The vertical viscosity scales in
mm
2
/s = cSt apply to 40 C, 50 C or 100 C.
Determination of the viscosity-temperature
curve and the preheating temperature required
Example: Heavy fuel oil of 180 mm
2
/s at 50 C.
Table 3-26 Determination of the viscosity-temperature
curve and the preheating temperature
1j
The temperature drop from the final preheater to the
fuel injection pump is not covered by these figures.
A heavy fuel oil of 180 mm
2
/s at 50 C reaches a
viscosity of 1,000 mm
2
/s at 24 C (line ej, which
is the max. permissible viscosity with respect to
the pump ability of the fuel.
Using a state-of-the-art final preheater a heavy
fuel oil outlet temperature of 152 C will be ob-
tained for 8 bar saturated steam. Higher temper-
atures involve the risk of increased formation of
residues in the preheater, resulting in a reduction
of the heating power and a thermal overload of
the heavy fuel oil. This causes formation of as-
phaltenes, i.e. a deterioration of quality.
The fuel pipes from the final preheater outlet up
to the injection valve must be insulated ade-
quately to ensure that a temperature drop will be
limited to max. 4 C. Only then can the required
injection viscosity of max. 14 mm
2
/s be
achieved with a heavy fuel oil of a reference vis-
cosity of 700 mm
2
/s = cSt/50 C (representing
the maximum viscosity as referred to in interna-
tional specifications such as lSO, ClMAC or Brit-
ish Standardj. lf a heavy fuel oil of a lower
reference viscosity is used, an injection viscosity
of 12 mm
2
/s should be aimed at, ensuring im-
proved heavy fuel oil atomisation and thus fewer
residues from combustion.
The transfer pump is to be designed for a heavy-
fuel-oil viscosity of up to 1000 mm
2
/s. The pump
ability of the heavy fuel oil also depends on the
pour point. The design of the bunkering system
must permit heating up of the fuel oil to approx.
10 C above its pour point.
Caution!
Gas oil or Diesel oil (Marine Diesel Oilj must have
a viscosity of at least 2,5 mm
2
/s before engine.
With a too low viscosity, insufficient lubricity
may cause the seizure of the pump plungers or
the nozzle needles. This can be avoided if the
fuel temperature is controlled. The maximum al-
lowed temperature is dependent on the fuel vis-
cosity but must never exceed:
-max. 50 C for gas oil operation and
-max. 60 C for MDO operation.
Therefore a fuel oil cooler has to be installed.
ln case of fuel viscosities < 2,5 cSt, consultation
with the technical department of MAN Diesel SE
in Augsburg is required.
Specified injection
viscosity
Required heavy fuel oil
temperature before
engine inlet
1j
mm
2
/s = cSt C
12 126 (line cj
14 119 (line dj
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3.5 Quality requirements for natural gas
3.5.1 Types of gases, gas quality
There are natural gases of extremely differing or-
igins. They do not only vary with regard to their
composition and treatment but also concerning
their energy content and calorific value.
The combustion in engines makes very specific
demands on the quality of the gas composition.
The following section deals with the most impor-
tant gas characteristics.
Requirements of gases
The gas should:
correspond to the current regulations for nat-
ural gas.
be admitted to the engine free of dirt , in dry
(free of water, oil and hydrocarbon conden-
satej and cool condition.
For a dirt concentration higher than 0.05 g/m
(STPj, a gas filter is to be fitted upstream of
the supply system. (The tar content must not
exceed 0.5 g/m(STPj.
have a low sulphur content. Sulphur is
present in the gas in the form of hydrogen
sulphide (H
2
Sj. H
2
S has a density of 1.539 kg/
m (STPj. The H
2
S content in the gas is most-
ly expressed in mg/m (STPj and must not ex-
ceed 650 mg/m (STPj.
See "Table 3-15 Requirements for natural gas,
page 3-23"
Measures
e.g. controlling the gas quality using a gas anal-
ysis unit.
Methane number
The most important requirement to be met by
gases burnt in dual-fuel engines is a high anti-
knock rating. The antiknock properties of a gas
are rated in comparison with the highly knock-
resistant pure methane, after which the anti-
knock index is named:
Methane Number (MNj.
Pure methane has the methane number 100; hy-
drogen, which is highly prone to knocking, rep-
resents the zero point of the methane index. See
"Table 3-13 Antiknock rating and methane
number, page 3-20".
lt is, however, very seldom that pure gases are
used as engine fuels. Usually natural gases are
gas mixtures, which contain not only knock-re-
sistant methane, but also components of higher-
valence hydrocarbons. Higher-valence hydro-
carbons often have a significant effect on the
methane number. lt is evident that any propane
or butane present in the natural gas reduces the
resistance to knocking. On the other hand inert
components such as N
2
and CO
2
raise the anti-
knock rating, sometimes resulting in methane
numbers higher than 100.
When operated on a gas with a very low meth-
ane number, a dual-fuel engine may start knock-
ing. This means that the gas/air mixture is not
ignited the regular way by the pilot fuel injected
to burn uniformly but undergoes spontaneous or
autoignition in regions not yet reached by the
flame front. This uncontrolled combustion
(knockingj causes rising temperatures and pres-
sures with the consequence of engine damage.
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Antiknock rating of various gases expressed by
their methane number (MNj
Table 3-13 Antiknock rating and methane number
Determination of the methane number
Based on a gas analysis made available MAN
Diesel can determine the methane number (MNj
of gases with good exactness.
The gas analysis should include the following
data in per cent by mole:
Carbon dioxide . . . . . . . . . . . . . . . . . . . . . CO
2
Nitrogen . . . . . . . . . . . . . . . . . . . . . . . . . . . N
2
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O
2
Hydrogen . . . . . . . . . . . . . . . . . . . . . . . . . . H
2
Carbon monoxide . . . . . . . . . . . . . . . . . . . . . . . . . . . . CO
Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
2
O
Hydrogen sulfide . . . . . . . . . . . . . . . . . . . . H
2
S
Methane. . . . . . . . . . . . . . . . . . . . . . . . . . . CH
4
Ethane . . . . . . . . . . . . . . . . . . . . . . . . . . C
2
H
6
Propane . . . . . . . . . . . . . . . . . . . . . . . . . . C
3
H
8
l-butane . . . . . . . . . . . . . . . . . . . . . . . . i-C
4
H
10
N-butane . . . . . . . . . . . . . . . . . . . . . . . n-C
4
H
10
Higher Hydrocarbons
Ethylene. . . . . . . . . . . . . . . . . . . . . . . . . . C
2
H
4
Propylene. . . . . . . . . . . . . . . . . . . . . . . . . C
3
H
6
The total sum of the individual constituents must
amount to 100%.
Gas Methane No.
Hydrogen 0.0
N-butane 99% 2.0
Butane 10.5
Butadiene 11.5
Ethylene 15.5
-butylene 20.0
Propylene 20.0
lsobutylene 26.0
Propane 35.0
Ethane 43.5
Carbon oxide 73.0
Natural gas 70.0 - 96.0
Natural gas +8% N
2
92.0
Natural gas +15%N
2
94.0
Natural gas + 8% CO
2
95.0
Natural gas + 30% N
2
99.0
Pure methane 100.0
Natural gas +15% CO
2
104.4
Natural gas +40% N
2
105.5
Natural gas +20% CO
2
111.5
Natural gas +50% N
2
117.0
Natural gas +30% CO
2
130.0
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Types of gas available
Table 3-14 Available gases and their characteristic values
1j
Standard cubic metre (m3(STPjj equals 1 cubic metre of gas at 0 C and 101.32 kPa. STP= Standard Temp. Pressure
2j
Only the beginning of loaded voyages the nitrogen content is high ( 30 mol %j.

Sulphur and corrosive attack
The following installations are more or less af-
fected by sulphur or sulphur compounds:
the gas supply system of the engine
the engine and
the exhaust gas system if the exhaust gas
temperature is permitted to drop below the
acid dewpoint.
The corrosive attack to which the system mate-
rials are exposed depends, inter alia, on the hu-
midity of the gas. lf the gas is humid, such as
sewage gas, H
2
S dissolves even when there are
only minor amounts of oxidising substances to
form sulphites and sulphates, i.e. sulphurous or
sulphuric acids. These acids are extremely ag-
gressive. Effective condensate and water sepa-
ration is therefore of prime importance for the
gas supply system, the more so since the pres-
ence of water also promotes corrosion by other
gases such as CO
2
, O
2
and NH
3
.
Because of the negative effects on materials and
environmental pollution as well as due to subse-
quent devices for exhaust gas treatment natural
gas is substantially desulphurised. The sulphur
concentration in the form of H
2
S in the Federal
Republic of Germany is max. 5 mg/m(STPj. The
gas is dry or has a low humidity.
lf the exhaust gases are to be cooled in an econ-
omiser (boilerj, the material quality for the ex-
haust gas system cannot be fixed until the boiler
specification and plant operating conditions
have been examined.
Type of gas Main constit-
uents
Lower Heat
value
Theoretical air
requirement
lgnition limits Specific weight
kJ/m (STPj
1j
m (STPj air/m
(STPj gas
1j
% by volume
(gas constituentsj
kg/m (STPj
1j
Hydrogen H
2
10,760 2.38 4 - 80 0.0899
Carbonic oxide CO 12,650 2.38 12 - 80 1.25
Methane CH
4
35,800 9.5 5 - 15 0.717
Ethane C
2
H
6
64,350 16.9 4 - 14 1.36
Propane C
3
H
8
93,370 23.8 2.1 - 9.5 1.96
Butane C
4
H
10
123,500 32.0 1.5 - 8.5 2.6
Natural gas CH
4
; C
2
H
6
; N
2
;
C
3
H
8
; C
4
H
10
29,300 - 39,800 8 - 10.7 5 - 15 0.58
LNG
Bunker terminals
CH
4
; C
2
H
6
;
C
3
H
8
; C
4
H
10
;
C
n
H
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, N
2

36,000 - 50,000
-- - -
LNG
2j
Loaded voyages
25,000 - 36,000
Petroleum gas
(Associated gasj
CH
4
; C
2
H
6
;
C
3
H
8
; C
4
H
10;
C
n
H
m
33,500 - 65,000 - - -
Refinery gas H
2;
CH
4;
CO
2;
C
n
H
m
22,800 - 120,000 - -
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Figure 3-1 Acid dew point as a function of sulphur content in exhaust gas
A disadvantage of sulphur and sulphur com-
pounds is the resulting higher acid dewpoint in
the exhaust gas. The higher the sulphur content,
the higher the acid dewpoint.
The acid dew point as a function of sulphur con-
tent is shown in the diagram, "Figure 3-1, page
3-22". The SO
2
-content in the exhaust gas de-
pends on the gas composition concerned and
can be ascertained by MBD-Augsburg.
Quality requirements for gas are compiled in
tabular form in "Table 3-15 Requirements for
natural gas, page 3-23"
Conversion factors
1 g H
2
S/m(STPj corresponds to 0.065 % by vol.
of H
2
S
1 g H
2
S/m(STPj corresponds to 0.078 % by wt
(depend. on compositionj
1 mg H
2
S/m(STPj corresponds to 0.65 ppm of
H
2
S
1 ppm H
2
S corresponds to 1.54 mg
H
2
S m(STPj
1 m(STPj H
2
S contains 1.45 kg sulphur
1 kg H
2
S contains 0.941 kg sulphur
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3.5.2 Fuel specification of natural gas
The following fuel specification must be met at
the intake of the gas valve unit of the
DF- engine.
Table 3-15 Requirements for natural gas
Standard cubic metre (m(STPjj equals 1 cubic
metre of gas at 0 C and 101.32 kPa.
STP = Standard Temperature Pressure
barg = bar gauge = gauge pressure
lf the methane number is below 80, the engine
output has to be reduced and the ignition-/injec-
tion has to be adjusted. A gas with a methan
number (MNj < 60 is not useable.
Fuel Natural gas
32/40 DF 32/40 PGl 51/60 DF 51/60 G
Net calorific value (NCvj min. kJ/m (STPj 32,400 32,400 28,000 28,000
Methane number min. - 80 80 80 80
Dust content max. g/m(STPj 0.05 0.05 0.05 0.05
Hydrogen sulphide content
(H
2
Sj
max.
mg/m(STPj
650 650 650 650
Tar content max. g/m(STPj 0.5 0.5 0.5 0.5
Fluorine content max. mg/m/(STPj 25 25 25 25
Chlorine content max. mg/m(STPj 50 50 50 50
Relative humidity max. % 80 80 80 80
Temperature min. C 5 5 5 5
Temperature max. C 50 50 50 50
Gas pressure min. barg 4.0 4.0 5.0 5.0
Gas pressure max. barg 5.0 5.0 6.0 6.0
Fluctuation in gas pressure max. bar 1.5 % from max. gas pressure
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4 Dual-fuel electric set
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Dual-fuel electric set
4.1 Arrangement of Diesel-electric propulsion plants
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Figure 4-1 Example: arrangement with engine 12 V51/60DF
Dual-fuel electric set
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5 Propeller Operation
This chapter is not taken into consideration, because this project guide does only refer to the electric
drive.
ln case of diesel-mechanic drive (controllable pitch propellerj application, please, contact MAN Die-
sel marine sales department.
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6 Engine related service systems
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Engine related service systems
6.1.1 Pipe dimensioning
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6.1 Basic principles for pipe selection
The external piping systems are to be installed
and connected to the engine by the shipyard.
Piping systems are to be designed in order to
maintain the pressure losses at a reasonable
level. To achieve this with justifiable costs, it is
recommended to maintain the flow rates as indi-
cated below. Nevertheless, depending on spe-
cific conditions of piping systems, it may be
necessary in some cases to adopt even lower
flow rates. Generally it is not recommended to
adopt higher flow rates.

Table 6-1 Recommended flow rates
Recommended flow rates (m/sj
Suction side Delivery side Kind of system
Fresh water (cooling waterj 1.5 - 2.5 1.5 - 2.5 closed
Lube oil 0.5 - 1.0 1.5 - 2.5 open
Diesel fuel oil 0.5 - 1.0 1.5 - 2.0 open
Heavy fuel oil
0.3 - 0.8 0.8 - 1.2
open / closed
(pressurised systemj
Exhaust gas 40 open
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6.2.1 Lube oil system description
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6.2 Lube oil system
The diagrams represent the standard design of
external lube oil service systems, with engine
mounted and detached, freestanding, lube oil
pump(sj.
The internal lubrication of the engine and the tur-
bocharger is provided with a forcedfeed lubrica-
tion system.
The lubrication of the cylinder liners is designed
as a separate system attached to the engine but
served by the inner lubrication system.
For each engine a separate lube-oil system is re-
quired.
For dual-fuel engines (gas-Diesel enginesj a
supplement will explain additional specific re-
quirements.
Lube oil viscosity/quality
The lube oil specified for the Diesel engine oper-
ation has to be carefully selected.
The selection is mainly affected by the used fuel
grade.
Table 6-4 Main fuel/Lube oil type
For details see "Chapter 3.1 Quality of lube oil
(SAE40j for operation on gas oil and Diesel oil
(MGO/MDOj and Biofuel, page 3-3", "Chapter
3.2 Quality of lube oil (SAE40j for heavy fuel oil
operation (HFOj, page 3-9" and when exist
"Chapter 3.1 Quality requirements for lube oil
(Otto-gas and dual-fuel operationj, page 3-3"
T-001/ Service tank
For the design of the service tank the class re-
quirements have to be taken in consideration.
For design requirements of MAN Diesel see
chapter "Lube oil system - Lube oil service
tank".
Lube oil heating
The lube oil in the service tank and the system
shall be heated up to 40 C prior to the engine
start. A constant circulation of the lube oil with
the stand-by pump is not recommended. For
priming the engine, it is sufficient to start the
stand-by pump 15 min prior to engine start.
Suction pipes
Suction pipes must be installed with a steady
slope and dimensioned for the total resistance
(incl. pressure drop for suction filterj not exceed-
ing the pump suction head. A non-return flap
must be installed close to the lube oil tank in or-
der to prevent the lube oil backflow when the en-
gine has been shut off. For engine mounted
pumps this non-return flap must be by-passed
Main fuel Lube oil type
viscosity
class
Base No. (BNj
Gas (+MDO/MGO for ignition
onlyj
doped (HDj + additives
SAE 40
6-12 mg KOH/g
depends on
sulphur con-
tent
MGO 12-20 mg KOH/g
MDO 12-20 mg KOH/g
HFO medium-alkaline + addi-
tives
30-40 mg KOH/g
Page 6 - 10 Status 08/2006
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by a relief valve (PSv-004, DN50j to protect the
pump seals against high pressure because of
counter rotation (during shut downj.
FlL- 004 / Suction filter
The suction filters protect the lube oil pumps
against larger dirt particals that may have accu-
mulated in the tank. lt is recommended to use fil-
ters with a mesh size of 540 m with magnetic
inserts. A differential pressure gauge connected
to the filter indicates when manual cleaning of
filter becomes necessary, which should prefera-
bly be done in port.
P-001/P-074 / Lube oil pumps
For ships with a single main engine drive it is
preferable to design the lube oil system with a
combination of an engine driven lube oil pump
(P-001j and an electrically driven stand-by
pump (P-074j (100 % capacityj.
For ships with more than one main engine the
electrically driven pump can be dimensioned
smaller, to be used as a priming pump only.
As long as the installed stand-by pump is pro-
viding 100 % capacity of the operating pump,
the class requirement to have an operating
pump in spare on board, is fulfilled.
The main advantages for an engine-driven lube
oil pump are
reduced power demand for genset / PTO for
normal operation
continous lube oil supply during black-out
and emergency stop for engine run-out.
ln general additional installations acc. to "Table
6-5 Lube oil pumps, possible combinations.,
page 6-10" are to be considered for different
pump arrangements
to comply with the rules of classification so-
cieties
to ensure continous lube oil supply during
black out and emergency stop for engine run-
out.
Table 6-5 Lube oil pumps, possible combinations.
Please select one "main lube oil pump" and one "second lube oil pump" and evaluate the consequences.
Main lube oil pump (operating pumpj
Attached on engine (engine drivenj
P-001
Electrically driven pump
100% capacity P-074
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p
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m
p
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100 % capacity
P-074
Lube oil system diagram (figure 6-1j
no additional installation required
Lube oil run down tank for engine is
required (T-050j
Lube oil run -down tank for T.C. is re-
quired (T-073j
priming capacity
P-074
Main lube-oil pump as spare is re-
quested to be on bord acc. to class
society.
Only for ships with more than one
main engine
Lube oil run down tank for engine is
required (T-050j
Lube oil run -down tank for T.C. is re-
quired (T-073j
Main lube oil pump as spare is re-
quested to be on bord acc. to class
society
Only for ships with more than one
main engine
No second pump Not permitted
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For required pump capacities see "Chapter
2.1.5 Planning data for emission standard: lMO
Tier l, page 2-13" and chapter "Engine charac-
teristic data - Planning data".
ln case of black out with engine stop the post lu-
brication must be started within 50 min after the
engine has stopped and must persist for mini-
mum 10 min.
This is required to cool down the bearings of T.C.
and hot inner engine components.
HE-002 / Lube oil cooler
Dimensioning
Heat data, flow rates and tolerances are indicat-
ed in chapter "Engine characteristic data - Plan-
ning data".
Additional contamination margin in terms of a
10 % heat transfer coefficient redundancy is to
be considered.
On the lube oil side the pressure drop shall not
exceed 1.1 bar.
Design / Outfitting
The cooler installation must be designed for
easy venting and draining.
TCv-001 / Temperature control valve
The valve is to regulate the inlet oil temperature
of the engine. The control valve can be executed
with wax-type thermostats.
Table 6-6 Temperature control valve
Lube oil cleaning
The cleaning of the circulating lube oil can be di-
vided in two major function
Remove of contaminations to keep the lube
oil performance
Retention of dirt to safe the engine
The removal of combustion residues, water and
other mechanical contaminations is the major
task of separators / centrifuges (CF-001j in-
stalled in bypass to the main lube oil service sys-
tem of the engine. The installation of a separator
per engine is recommended to ensure a contin-
uous separation during engine operation.
The system integrated filters protect the Diesel
engine in the main circuit retaining all residues
that will harm the engine. Depending on the filter
design, the collected residues are to be removed
from the filter mesh by automatic backflushing,
manual cleaning or changing the filter cartridge.
The retention capacity of the installed filter
should be as high as possible.
For selection of an applicable filter arrangement,
the customer request for operation and mainte-
nance, as well as the class requirements, have
to be taken in consideration.
Arrangement principles for L.O. filters FlL-001 /
FlL-002
Depending on the number of installed main en-
gines in one plant and of engine type, different
arrangement principles for the filters FlL-001 /
FlL-002 are possible:
Type of Engine Set point
L.O. inlet temperature
Type of temperature con-
trol valve
Control range
L.O. inlet temperature
32/40
65 C
Wax thermostat
(recommendedj
Set point minus 10K
32/44CR
40/54
55 C
48/60B, 48/60CR
51/60 DF
58/64
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Table 6-7 Arrangement principles for L.O. filters
FlL-001 / Automatic filter
The automatic backwashing filter is to be in-
stalled as a main filter. The backwashing / flush-
ing of the filter elements has to be arranged in a
way that lube oil flow and pressure will not be af-
fected. The flushing discharge (oil/sludge mix-
turej is led to the separator suction pipe in a
divided compartment of the service tank, which
provides an efficient final removal of deposits by
the separator (see "Chapter 6.2.4 Lube oil serv-
ice tank, page 6-31"j.
Table 6-8 Automatic filter
As far as the automatic filter is installed without
any additional filters downstream, before the en-
gine inlet, the filter has to be installed as close as
possible to the engine (see "Table 6-7 Arrange-
ment principles for L.O. filters, page 6-12"j. ln
that case the pipe section between filter and en-
gine inlet must be closely inspected before in-
stallation. This pipe section must be devided
and flanges have to be fitted that all bends and
welding seams can be inspected and cleaned
prior to final installation.
Number of main engines
installed in one plant
Engine types
lndicator filter (duplex filterj
FlL-002
Automatic filter FlL-001
Plants with one ore more
main engines
32/40,
40/54,
48/60B,48/60CR
51/60DF,
58/64
Required
lnstalled close to the engine
Automatic filter with bypass
Plants with more than one
main engine
32/40 only Not required Automatic filter without by-
pass
Filter design has to be ap-
proved by MAN Diesel
lnstalled close to the engine
Plants with more than one
main engine
32/44CR only Not required Automatic filter without by-
pass mounted on the engine
Lube oil automatic filter FlL-001
Type of Engine 32/44CR 32/40
32/40, 40/54,
48/60B, 48/60CR
51/60DF, 58/64
Application Single-main-engine-
plant
Multi-main-engine-plant
Multi-main-engine-plant Single-main-engine-
plant
Location of the filter Mounted on the engine To be installed in the
external piping system
close to the engine
To be installed in the
Max. mesh width (absolute,
sphere-passing meshj
0.034 mm
Filter surface load According filter manufacturer
Supply lncluded Optional Optional
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Differential pressure gauges have to be installed,
to protect the filter cartridges and to indicate
clocking condition of the filter. A high differential
pressure has to be indicated as an alarm.
Filter mesh sizes and surface loads see "Table 6-
8 Automatic filter, page 6-12".
v-001 / Lead-sealed shut-off cock
This shut-off cock is only to be provided for sin-
gle-engine propulsion plants. The cock is closed
during normal operation. ln case the lube oil au-
tomatic filter FlL-001 has to be taken out of op-
eration, the cock can be opened and the
automatic filter shut off. Consequently, the auto-
matic filter is by-passed. The lube oil indicator
filter FlL-002 adopts temporarily the task of the
automatic filter. This measure ensures that dis-
turbances in backwashing do not result in a
complete failure of filtering and that the main
stream filter can be cleaned without interrupting
filtering.
FlL-002 / lndicator filter
The indicator filter is a duplex filter, which must
be cleaned manually. lt must be installed down-
stream of the automatic filter, as close as possi-
ble to the engine. The pipe section between filter
and engine inlet must be closely inspected be-
fore installation. This pipe section must be divid-
ed and flanges have to be fitted that all bends
and welding seams can be inspected and
cleaned prior to final installation.
Table 6-9 lndicator filter
Lube oil indicator filter FlL-002
Type of Engine 32/44CR 32/40
32/40, 40/54,
48/60B, 48/60CR
51/60DF, 58/64
Application Single-main-engine-
plant
Multi-main-engine-plant Single-main-engine-
plant
Location of the filter
lndicator filter not
required
lndicator filter not
required
To be installed in the
close to the engine
Max. mesh width (absolute,
sphere-passing meshj
0.06 mm
Filter surface load According filter manu-
facturer
Supply - - Optional
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The indicator filter protects the engine also in
case of malfunctions of the automatic filter. The
monitoring system of the automatic filter gener-
ates an alarm signal to alert the operating per-
sonnel. A maintenance of the automatic filter
becomes necessary. For this propose the lube
oil flow thought the automatic filter has to be
stopped. Single-main-engine-plants can contin-
ue to stay in operation by bypassing the auto-
matic filter. Lube oil can still be filtrated
sufficiently in this situation by only using the in-
dicator filter.
ln multi-engine-plants, were it is not possible to
bypass the automatic filter without loss of lube
oil filtration, the affected engine has to be
stopped in this situation.
The design of the indicator filter must ensure
that no parts of the filter can be loosed and enter
the engine.
The drain connections provided with shut-off fit-
tings in the two chambers of the indicator filter
return in the leak oil tank (T-006j. Draining will re-
move the dirt accumulated in the casing and
prevents contamination of the clean oil side of
filter.
Filter mesh sizes and surface loads see "Table 6-
9 lndicator filter, page 6-13".
lndication and alarm of filters
The automatic filter FlL-001 and the indicator /
duplex filter FlL-002 are equipped with local,
visual, differential pressure indicators and differ-
antial pressure switches. The switches are used
for the control of the filter (only intermittent flush-
ing automatic filterj and to generate alarms. The
alarms of the automatic filter and indicator / du-
plex filter are processed in the engine control
and safety system and are available for the ship
alarm system.
Table 6-10 lndication and alarm of filters
Suction filters FlL-004 are equipped with a local,
visual, differential pressure indicator.
Differential pressure between filter inlet and outlet (dpj
dp switch with lower set point is
active
dp switch with higher set point is
active
Automatic filter
FlL-001
lntermittent flush-
ing type
(e.g. B&K 6.61j
This dp switch has to be installed twice
if an intermittent flushing filter is used.
The first switch is used for the filter con-
trol; it will start the 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 of approx. 3 min, the dp pre-
alarm "filter is polluted" is generated.
The time delay becomes necessary to
effect the automatic flushing procedure
before and to evaluate its effect.
The dp main alarm "filter failure" is gen-
erated immediately. lf the main alarm is
still active after 30 min, the engine out-
put power will be reduced automati-
cally.
Continuous flush-
ing type
(e.g. B&K 6.46j
The dp pre-alarm: "filter is polluted" is
generated immediately
Duplex / lndica-
tor filter
FlL-002
(e.g. B&K 2.05j
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CF-001 / Separator
The lube oil is intensively cleaned by separation
in the by-pass thus relieving the filters and al-
lowing an economical design.
The separator (clarifierj should be of the self-
cleaning type. The design is to be based on a
lube oil quantity of 1.0 l/kW. This lube oil quanti-
ty should be cleaned within 24 hours at:
HFO-operation 6 - 7 times,
MDO-operation 4 - 5 times,
DF-engines operating on gas (+MDO/MGO
for ignition onlyj 4 - 5 times,
The formula for determining the separator flow
rate Q is:
Q Separator flow rate.....................................l/h
P Total engine output................................... kW
n HFO=7, MDO=5, MGO=5, Gas(+MDO/MGO
for ignition onlyj =5 ........................................... -
With the evaluated flow rate the size of separator
has to be selected acc. to the evaluation table of
the manufacturer. MAN Diesel strictly recom-
mend to use evaluation tables according to a
"Certified flow rate" (CFRj. The separator rating
stated by the manufacturer should be higher
than the flow rate Q calculated according to the
above formula.
Separator equipment
The preheater H-002 must be able to heat the oil
to 95 C and the size is to be selected accord-
ingly. ln addition to a Pl-temperature control,
which avoids a thermal overloading of the oil,
silting of the preheater must be prevented by
high turbulence of the oil in the preheater.
Control accuracy 1 C.
Cruise ships in arctic waters require larger pre-
heaters. ln this case the size of the preheater
must be calculated with a t of 60 K.
The freshwater supplied must be treated as
specified by the separator supplier.
The supply pumps shall be of the free-standing
type, i.e. not mounted on the separator and are
to be installed in the immediate vicinity of the
lube oil service tank.
This arrangement has three advantages:
suction of lube oil without causing cavitation
the lube oil separator need not be installed in
the vicinity of the service tank but can be
mounted in the separator room together with
the fuel oil separators
better matching of the capacity to the re-
quired separator throughput.
As a reserve for the lube oil separator, the use of
the MDO separator is admissible. For reserve
operation the MDO separator must be convert-
ed accordingly. This includes the pipe connec-
tion to the lube oil system which must not be
implemented with valves or spectacle flanges.
The connection is to be executed by removable
change-over joints that will definitely prevent
MDO from getting into the lube oil circuit.
See also rules and regulations of classification
societies.
PCv-007 / Pressure control valve
By use of the pressure control valve, a constant
lube oil pressure before the engine is adjusted.
The pressure control valve is installed upstream
of the lube oil cooler. The installation position is
to be observed. By spilling off exceeding lube oil
quantities upstream of the major components
these components can be sized smaller. The re-
turn pipe (spilling pipej from the pressure control
valve returns into the lube oil service tank.
The measurement point of the pressure control
pipe is connected directly to the engine in order
to measure the lube oil pressure at the engine. ln
this way the pressure losses of filters, pipes and
cooler are compensated automatically (see also
chapter "Lube oil system - Pressure control
valve"j.
Q
1 0 P n ,
24
---------------------------- =
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T-050 / Lube oil run-down tank for engine
lf the lube oil system is designed for two electri-
cally driven lube oil pumps (see "Table 6-5 Lube
oil pumps, possible combinations., page 6-10"j,
a lube oil run-down tank for the engine must be
installed (delivery and installation by the ship-
yardj in the engine room. The tank is filled when
the lube oil system is put into operation and the
tank content will then be available for emergen-
cy lubrication.
Only with filled tank the engine can be started.
To accelerate the filling time, the valve LOv-001
remains open till the lube oil level in the run-
down tank is sufficient to start the engine. Then
valve LOv-001 is closed and the engine can be
started. During normal engine operation a small
heating lube oil flow, through an orifice installed
parallel to valve LOv-001, ensures that the lube
oil content of the run-down tank will preserve a
sufficient temperature. lt is recommended to ad-
just the heating lube oil flow in order to ex-
change the complete oil content of the run-
down tank in 2-3 hours. An overflow will dis-
charge the heating lube oil flow into the service
lube oil tank T-001. ln case the lube oil pump is
stopped, e.g. by black-out, the non return valve
NRv-002 will open automatically and the tank
content is used to lubricate the engine during
run-out for a few minutes with low oil pressure.
Also by a normal stop of the lube oil pump the
run-down tank is discharged automatically.
For tank capacity and installation height of the
lube oil run-down tank, see chapter "Engine
characteristic data - Planning data - Filling vol-
umes and flow resistances".
The capacity of the service tank (T-001j must be
increased by the capacity of the run-down tank
(T-050j as its content returns into the service
tank when the lube oil pump is stopped.
The diameter of the connecting pipe from the
main lube oil pipe to the run-down tank and the
installed valves are to be designed with min.
0,75 x diameter of the main lube oil pipe. ln case
of cold ambient conditions it could be necessary
to insulate the run-down tank and the connect-
ing pipe.
T-073 / Lube oil run-down tank for turbocharger
lf the lube oil system is designed for two electri-
cally driven lube oil pumps (see "Table 6-5 Lube
oil pumps, possible combinations., page 6-10"j,
a lube oil run-down tank for the turbocharger
must be installed (attached on the turbocharger,
delivery by MAN Dieselj. ln case of an unexpect-
ed stop of the oil pump (black-outj, the oil con-
tent of the tank is used to lubricate the bearings
of the turbocharger during run-out.
Status 08/2006 Page 6 - 17
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TR-001 / Condensate trap
The condensate traps required for the vent pipes
of the turbocharger, the engine crankcase and
the service tank must be installed as close as
possible to the vent connections. This will pre-
vent condensate water, which has formed on the
cold venting pipes, to enter the engine or service
tank.
See also "Chapter 6.2.6 Crankcase vent and
tank vent, page 6-29".
T-006 / Leakage oil tank
Leaked fuel and the dirty oil drained from the
lube oil filter casings is collected in this tank. lt is
to be emptied into the sludge tank. The content
must not be added to the fuel. lt is not permitted
to add lube oil to the fuel.
Alternatively, separate leakage oil tanks for fuel
and lube oil can be installed.
P-012 Transfer pump
The transfer pump supplies fresh oil from the
lube oil storage tank to the operating tank. Start-
ing and stopping of the pump should preferably
be done automatically by float switches fitted in
the tank.
P-075 / Cylinder lube oil pump
The pump fitted to the engine is driven by an
electric motor (asynchronous motor 380-420 v /
50 Hz or 380-460 v / 60 Hz three-phase AC with
pole changingj.
For the cylinder lubrication MAN Diesel will sup-
ply a control unit inclusive a pump contactor,
with a power consumption of about 0.5 kW for
pump, control and heating.
This value must be doubled for v-engines, as
two control units (one for each rowj are supplied
in one cabinet.
Withdrawal points for samples
Points for drawing lube oil samples are to be
provided upstream and downstream of the fil-
ters and the separator, to verify the effectiveness
of these system components.
Piping system
lt is recommended to use pipes according to the
pressure class PN 10.
Page 6 - 18 Status 08/2006
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6.2.2 Prelubrication / postlubrication
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Prelubrication is on principle required before en-
gine start.
For main engines the stand-by pump is to be
put into operation 5 minutes before engine start.
A prelubrication pump is required for:
Emergency power generating sets
Generator plants in cases where the lube oil
pump is mounted on the engine
Prelubrication in cases where the lube oil pump
is mounted on the engine
The prelubrication pump is switched on before
the engine is started, and serves to assist the
mounted lube oil pump until the engine attains
its rated speed.
Pressure before engine . . . . . . . . 0.6 - 0.8 bar
Oil temperature . . . . . . . . . . . . . . . .min. 40 C
Postlubrication
The prelubrication oil pumps are also to be used
for postlubrication when the engine is stopped.
Postlubrication is effected for a period of
15 min.
Table 6-9 Delivery rates of prelubrication / postlubrication pumps
Engine type Prelubrication / postlubrication pumps
Minimum delivery rates (m
3
/hj
No. of cylinders
6 L 7 L 8 L 9 L 10 L 12 v 14 v 16 v 18 v 20 v
32/40 18 20 23 25 - 30 35 40 45
32/44CR 18 20 23 25 28 30 35 40 45 50
40/54 25 30 33 38 - - - - - -
48/60B,
48/60CR
35 41 47 53 - 70 82 93 105 -
51/60 DF 35 41 47 53 - 70 82 93 105 -
58/64 41 48 55 61 - - - - - -
Page 6 - 16 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Status 07/2006
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Status 08/2008 51/60DF Page 6 - 17
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Lube oil diagrams - engine 51/60DF
Lube oil diagrams please see overleaf!
Page 6 - 18 51/60DF Status 08/2008
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Figure 6-1 Lube oil system - service pump attached
Status 08/2008 51/60DF Page 6 - 19
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Page 6 - 20 51/60DF Status 08/2008
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Figure 6-2 Lube oil system - service pump electrically driven
Status 08/2008 51/60DF Page 6 - 21
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Page 6 - 22 51/60DF Status 08/2008
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6.2.3 Lube oil outlets - general
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Lube oil drain
Two connections for oil drain pipes are located
on both ends of the engine oil sump, except for
L48/60 and L40/54 - with flexible engine mount-
ing - with one drain arranged in the middle of
each side.
lf the engine is installed in the horizontal posi-
tion, two oil drain pipes are required, one at the
coupling end and one at the free end.
lf the engine is installed in an inclined position,
three oil drain pipes are required, two at the low-
er end and one at the higher end of the engine
oil sump.
The drain pipes must be kept short. The slanted
pipe ends must be immersed in the oil, so as to
create a liquid seal between crank case and
tank.
Expansion joints
At the connection of the oil drain pipes to the
service tank, expansion joints are required.
Shut-off butterfly valves
lf for lack of space, no cofferdam can be provid-
ed underneath the service tank, it is necessary
to install shut-off butterfly valves in the drain
pipes. lf the ship should touch ground, these
butterfly valves can be shut via linkages to pre-
vent the ingress of seawater through the engine.
Drain pipes, shut-off butterfly valves with linkag-
es, expansion joints, etc. are not supplied by the
engine builder.
Page 6 - 28 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 04/2005
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Status 05/2009 48/60B, 48/60CR, 51/60 DF Page 6 - 25
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Lube oil outlets
Figure 6-3 Lube oil outlets in-line engine
Page 6 - 26 48/60B, 48/60CR, 51/60 DF Status 05/2009
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Lube oil outlets
Figure 6-4 Lube oil outlets v-type engine
6.2.4 Lube oil service tank
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The lube oil service tank is to be arranged over
the entire area below the engine, in order to en-
sure uniform vertical thermal expansion of the
whole engine foundation.
To provide for adequate degasing, a minimum
distance is required between tank top and the
highest operating level. The low oil level should
still permit the lube oil to be drawn in free of air
if the ship is pitching severly
5 longitudinal inclination for ship's lengths
100m
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 theoretical factor for per-
manent lube-oil-quality control and the decisive
factor for the design of the by-pass cleaning.
The lube oil quantity, which is actually required
during operation, depends on the tank geometry
and the volume of the system (piping, system
componentsj, and may exceed the theoretical
minimum quantity to be topped up.
The low-level alarm in the service tank is to be
adjusted to a height, which ensures that the
pumps can draw in oil, free of air, at the longitu-
dinal inclinations given above. The position of
the oil drain pipes extending from the engine oil
sump and the oil flow in the tank are to be se-
lected so as to ensure that the oil will remain in
the service tank for the longest possible time for
degasing.
Draining oil must not be sucked in at once.
The man holes in the floor plates inside the serv-
ice tank are to be arranged so as to ensure suf-
ficient flow to the suction pipe of the pump also
at low lube oil service level.
The tank has to be vented at the ends.
Lube oil preheating
Preheating the lube oil to 40 C is effected by the
preheater of the separator via the free-standing
pump. The preheater must be enlarged in size if
necessary, so that it can heat the content of the
service tank to 40 C, within 4 hours.
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Figure 6-5 Lube oil service tank_1
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Figure 6-6 Lube oil service tank_2
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6.2.5 Pressure control valve
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Figure 6-5 Pressure control valve
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6.2.6 Crankcase vent and tank vent
Status 05/2009 51/60 DF Page 6 - 33
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6.2.6 Crankcase vent and tank vent
vent pipes
The vent pipes from the
Lube oil service tank
Engine crankcase
Turbocharger
are to be arranged according to the following di-
agram. The required nominal pipe diameters ND
of the vent pipes are to be found in the table "Ta-
ble 6-12, page 6-33".
Note:
ln the case of multi-engine plants, the venting
pipes are to be kept separate
Specific requirements of the classification so-
cieties are to be observed

Figure 6-8 Crankcase vent and tank vent
Table 6-12 Pipe diameters for tank - and crankcase vent
1 Connection crank case vent
2 Connection turbocharger vent
3 Lubricating oil service tank
4 Condensate trap, continuously open
Engine Nominal Diameter ND (mmj
A B C D
6 L, 7 L51/60DF 100 100 65 125
8 L, 9 L51/60DF 100 100 80 125
12 v, 14 v51/60DF 100 125 100 150
16 v, 18 v51/60DF 100 125 125 200
Lube oil system description
Page 6 - 34 51/60 DF Status 05/2009
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6.3.1 Cooling water system
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6.3 Water systems
The diagrams showing cooling water systems
for main engines comprising the possibility of
heat utilisation in a freshwater generator and
equipment for preheating of the charge air in a
two-stage charge air cooler during part-load op-
eration.
Note!
The arrangement of the cooling water system
shown here is only one of many possible solu-
tions. lt is recommended to inform MAN Diesel
in advance in case other arrangements should
be desired.
For special applications, e.g. 32/40 gensets or
dual-fuel engines, supplements will explain spe-
cific necessities and deviations.
The design data of the system components
shown in the diagram are indicated in chapter
"Engine characteristic data - Planning data".
The cooling water is to be conditioned using a
corrosion inhibitor according to "Chapter 3.3
Quality of engine cooling water, page 3-15".
LT = Low Temperature
HT = High Temperature
Cooler dimensioning, general
For coolers operated by seawater (not treated
waterj, lube oil or MDO/MGO on the primary
side and treated freshwater on the secondary
side, an additional safety margin of 10% related
to the heat transfer coefficient is to be consid-
ered. lf treated water is applied on both sides,
MAN Diesel does not insist on this margin.
ln case antifreeze is added to the cooling water,
the corresponding lower heat transfer is to be
taken into consideration.
The cooler arrangement has to ensure venting
and draining facilities for the cooler.
6.3.1.1 LT- cooling water system
ln general the LT cooling water passes through
the following components:
Stage 2 of the two-stage charge-air cooler
(HE-008j
Lube oil cooler (HE-002j
Nozzle cooling water cooler (HE-005j
Fuel oil cooler (HE-007j
Governor oil cooler (HE-022j
Gear lube oil cooler (HE-023j (or e.g. genera-
tor cooling in case of a Diesel-electric plantj
LT cooling water cooler (HE-024j
Other components such as, e.g., auxiliary en-
gines (gensetsj
The system components of the LT cooling water
circuit are designed for a max. LT cooling water
temperature of 38 C with a corresponding sea-
water temperature of 32 C (tropical conditionsj.
However, the capacity of the LT cooler (HE-024j
is determined by the temperature difference be-
tween seawater and LT cooling water. Due to
this correlation an LT freshwater temperature of
32 C can be ensured at a seawater temperature
of 25 C.
To meet the lMO Tier ll regulations the set point
of the temperature regulator valve (MOv-016j is
to be adjusted to 32 C. However this tempera-
ture will fluctuate and reach at least 38 C under
tropical conditions.
The charge air cooler stage 2 (HE-008j and the
lube oil cooler (HE-002j are installed in series to
obtain a low delivery rate of the LT cooling water
pump (P-076j.
Page 6 - 40 32/44 CR, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Status 10/2008
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P-076 / LT cooling water pump
The delivery rates of the service and standby
pump are mainly determined by the cooling wa-
ter required for the charge-air cooler stage 2 and
the other coolers.
For operating auxiliary engines (gensetsj in port,
the installation of an additional smaller pump is
recommendable.
MOv-003 / Temperature control valve for charge
air cooler
This three-way valve is to be installed as a mix-
ing valve.
lt serves two purposes:
1. ln engine part-load operation the charge air
cooler stage 2 (HE-008j is partially or com-
pletely bypassed, so that a higher charge air
temperature is maintained.
2. The valve reduces the accumulation of con-
densed water during engine operation un-
der tropical conditions by regulation of the
charge air temperature. Below a certain in-
take air temperature the charge air temper-
ature is kept constant. When the intake
temperature rises, the charge air tempera-
ture will be increased accordingly.
The three-way valve is to be designed for a pres-
sure loss of 0.3 - 0.6 bar and is to be equipped
with an actuator with high positioning speed.
The actuator must permit manual emergency
adjustment.
HE-002 / Lube oil cooler
See description in "Chapter 6.2.1 Lube oil sys-
tem description, page 6-9". Heat data, flow
rates and tolerances are indicated in chapter
"Engine characteristic data - Planning data".
The principal design criteria for coolers has been
described before in this chapter "Water systems
- Cooling water system - Cooler dimensioning,
general".
HE-024 / LT-cooling water cooler
Heat data, flow rates and tolerances of the heat
sources are indicated in chapter "Engine char-
acteristic data - Planning data". The principal
design criteria for coolers has been described
before in this chapter "Water systems - Cooling
water system - Cooler dimensioning, general".
MOv-016 / LT cooling water temperature regula-
tor
This is a motor-actuated three-way regulating
valve with a linear characteristic. lt is to be in-
stalled as a mixing valve. lt maintains the LT
cooling water at set-point temperature, which is
32 C.
The three-way valve is to be designed for a pres-
sure loss of 0.3 - 0.6 bar. lt is to be equipped with
an actuator with normal positioning speed (high
speed not requiredj. The actuator must permit
manual emergency adjustment.
Caution!
For engine operation with reduced NOx emis-
sion, according to lMO Tier ll requirement, at
100 % engine load and a seawater temperature
of 25 C (lMO Tier ll reference temperaturej, an
LT cooling water temperature of 32 C before
charge air cooler stage 2 (HE-008j is to be main-
tained.
Fil-021 / Strainer
ln order to protect the engine and system com-
ponents, several strainers are to be provided at
the places marked in the diagram before taking
the engine into operation for the first time. The
mesh size is 1 mm.
HE-005 / Nozzle cooling water cooler
The nozzle cooling water system is a separate
and closed cooling circuit. lt is cooled down by
LT-cooling water via the nozzle cooling water
cooler (HE-005j. Heat data, flow rates and toler-
ances are indicated in chapter "Engine charac-
teristic data - Planning data". The principal
design criteria for coolers has been described in
paragraph "cooler dimensioning, general". For
plants with two main engines only one nozzle
cooling water cooler (HE-005j is needed. See
also "Chapter 6.3.3 Nozzle cooling system,
page 6-53". As an option a compact nozzle-
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cooling module (MOD-005j can be delivered,
see "Chapter 7.1.1 Nozzle cooling water mod-
ule, page 7-3" . For plants with two main engines
only one nozzle-cooling module is required.
HE-007 / MDO/MGO cooler
This cooler is required to dissipate the heat of
the fuel injection pumps during MDO/MGO op-
eration. For dimensioning the cooler capacity
see "Chapter 6.4.4 Heavy Fuel Oil (HFOj supply
system, page 6-81" and the a.m. paragraph
"cooler dimensioning, general ". For plants with
more than one engine, connected to the same
fuel oil system, only one MDO/MGO cooler is re-
quired.
HE-022 / Oil cooler for speed governor
This cooler is required to dissipate the heat in
the hydraulic oil system of the engine speed
governor.
The cooler is attached to the governor (attached
on the enginej and is supplied by MAN Diesel.
Data for required LT-cooling water:
Cooling capacity 5.0 kW
LT cooling water flow rate 1.0 m/h
Note!
Not all types of speed governors need to be wa-
ter-cooled.
T-075 / LT cooling water expansion tank
The effective tank capacity should be high
enough to keep approx. 2/3 of the tank content
of T-002. ln case of twin-engine plants with a
common cooling water system, the tank capac-
ity should be by approx. 50 % higher. The tanks
T-075 and T-002 should be arranged side by side
to facilitate installation. ln any case the tank
must be installed above the highest point of the
LT system.
6.3.1.2 HT Cooling water circuit
General
The HT cooling water system consists of the fol-
lowing coolers and heat exchangers:
Charge air cooler stage 1 (HE-010j
Cylinder cooling
HT cooler (HE-003j
Heat utilisation, e.g. freshwater generator
(HE-026j
HT cooling water preheater (H-020j
The HT cooling water pumps can be either of en-
gine-driven or electrically-driven type. The outlet
temperature of the cylinder cooling water at the
engine is to be adjusted to 90 C.
For HT cooling water systems, where more than
one main engine is integrated, each engine
should be provided with an individual engine
driven HT cooling water pump. Alternatively
common electrically-driven HT cooling water
pumps may be used for all engines. However, an
individual HT temperature control valve is re-
quired for each engine. The total cooler and
pump capacities are to be adapted accordingly.
The shipyard is responsible for the correct cool-
ing water distribution, ensuring that each engine
will be supplied with cooling water at the flow
rates required by the individual engines, under
all operating conditions. To meet this require-
ment, e.g., orifices, flow regulation valves, by-
pass systems etc. are to be installed were
necessary.
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H-001 / Preheater
ln order to bring the cooling water temperature
up to 60 C, it is necessary to preheat the water
jacket of the cylinders before engine start-up.
The following table specifies the total heating
power required for preheating the HT cooling
water from 10 C to 60 C within 4 hours.
Table 6-15 Heating power
These values include the radiation heat losses
from the outer surface of the engine. Also a mar-
gin of 20 % for heat losses of the cooling system
has been considered.
A secondary function of the preheater is to pro-
vide heat capacity in the HT cooling water sys-
tem during engine part-load operation. This is
required for marine propulsion plants with a high
freshwater requirement, e.g. on passenger ves-
sels, where frequent load changes are common.
lt is also required for arrangements with an addi-
tional charge air preheating by deviation of HT-
cooling water to the charge air cooler stage 2
(HE-008j. ln this case the heat output of the pre-
heater is to be increased by approx. 50 %.
An electrically driven pump becomes necessary
to circulate the HT-cooling water during preheat-
ing. The required minimum flow rate is indicated
in "Table 6-16 Minimum flow rate during pre-
heating and postcooling, page 6-42".
Table 6-16 Minimum flow rate during preheating and
postcooling
The preheating of the main engine with cooling
water from the auxiliary engines is also possible,
provided that the cooling water is treated in the
same way. ln that case, the expansion tanks of
the two cooling systems have to be installed at
the same level. Furthermore, it must be checked
whether the available heat is sufficient for pre-
heating the main engine. This depends on the
number of auxiliary engines in operation and
their load. lt is recommended to install a sepa-
rate preheater for the main engine, as the avail-
able heat from the auxiliary engines may be
insufficient during operation in the port.
As an option MAN Diesel can supply a compact
preheating module (MOD-004j. One module for
each main engine is required.
HE-026 / Fresh water generator
The freshwater generator must be switched off
automatically when the cooling water tempera-
ture at the engine outlet drops below 88 C.
This will prevent operation of the engine at too
low temperatures.
Engine
type
32/40
32/44CR
40/54
48/60B
48/60CR
51/60DF
58/64
L/v L L/v L
Min. heat-
ing power
(kW/cylin-
derj
6 12 14 18
Minimum flow rate required during
preheating and postcooling
m
3
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No. of
cyl.
32/40
32/44CR
40/54
48/60B
48/60CR
51/60 DF
58/64
6 L 7.2 12 14 17
7 L 8.4 14 16 20
8 L 9.6 16 18 23
9 L 10.8 18 20 26
10 L 12.0 - - -
12 v 14.4 - 28 -
14 v 16.8 - 30 -
16 v 19.2 - 30 -
18 v 21.6 - 30 -
20 v 24.0 - - -
Minimum flow rate required during
preheating and postcooling
m
3
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No. of
cyl.
32/40
32/44CR
40/54
48/60B
48/60CR
51/60 DF
58/64
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HE-003 / HT cooling water cooler
Heat data, flow rates and tolerances of the heat
sources are indicated in chapter "Engine char-
acteristic data - Planning data". The principal
design criteria of coolers has been described
before in paragraph "cooler dimensioning, gen-
eral ".
HT temperature control
The HT temperature control system consists of:
1 electronic temperature controller (TCj with
proportional-integral control characteristics
and additional inputs for external signals
(supplied by the engine control systemj.
1 electrically activated three-way mixing
valve with linear characteristic curve (MOv-
002j.
1 temperature sensor (PT100j TE, directly
downstream of the three-way mixing valve in
the supply pipe to charge-air cooler stage 1
(refer to the explanations given beneathj.
1 temperature sensor (PT100j TE, directly
downstream of the engine outlet.
lt serves to maintain the cylinder cooling water
temperature constantly at 90 C at the engine
outlet - even in the case of frequent load chang-
es - and to protect the engine from excessive
thermal load.
For adjusting the outlet water temperature (con-
stantly to 90 Cj to engine load and speed, the
cooling water inlet temperature is controlled.
The electronic water temperature controller rec-
ognizes deviations by means of the sensor at the
engine outlet and afterwards corrects the refer-
ence value accordingly.
The electronic temperature controller is installed
in the switch cabinet of the engine room.
For a stable control mode, the following bound-
ary conditions must be observed when design-
ing the HT freshwater system:
The PT100 temperature sensor is to be in-
stalled in the supply pipe to stage 1 of the
charge-air cooler. To ensure instantaneous
measurement of the mixing temperature of
the three-way mixing valve, the distance to
the valve should be 5 to 10 times the pipe di-
ameter.
The three-way valve (MOv-002j is to be in-
stalled as a mixing valve. lt is to be designed
for a pressure loss of 0.3 - 0.6 bar. lt is to be
equipped with an actuator of high positioning
speed. The actuator must permit manual
emergency adjustment.
The pipes within the system are to be kept as
short as possible in order to reduce the dead
times of the system, especially the pipes be-
tween the three-way mixing valve and the in-
let of the charge-air cooler stage 1 which, are
critical for the control.
The same system is required for each engine,
also for multi-engine installations with a com-
mon HT freshwater system.
ln case of a deviating system layout, MAN Diesel
is to be consulted.
P-002 / HT cooling water pumps
As an option the engine is available with an at-
tached (engine drivenj HT cooling water pump.
Alternatively also electrically driven HT cooling
water pumps can be used.
The standby pump has to be of the electrically
driven type.
lt is required to cool down the engine for a peri-
od of 15 minutes after shut down. For this pur-
pose the standby pump can be used. ln the case
that neither an electrically driven HT cooling wa-
ter pump nor an electrically driven standby
pump is installed (e.g. multi-engine plants with
engine driven HT-cooling water pump without
electrically driven HT standby pump, if applica-
ble by the classification rulesj, it is possible to
cool down the engine by the separate small pre-
heating pump see "Table 6-16 Minimum flow
rate during preheating and postcooling, page
6-42", or if the optional preheating unit (MOD-
004j with integrated circulation pump is in-
stalled, it is also possible to cool down the en-
gine with this small pump. However, the pump
used to cool down the engine, has to be electri-
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cally driven and started automatically after en-
gine shut down.
None of the cooling water pumps is a self-prim-
ing centrifugal pump.
Design flow rates should not be exceeded by
more than 15 % to avoid cavitation in the engine
and its systems. A throttling orifice is to be fitted
for adjusting the specified operating point.
FSH-002 / Condensate monitoring tank
(not indicated in the diagramj
Only for acceptance by Bureau veritas:
The condensate deposition in the charge air
cooler is drained via the condensate monitoring
tank. A level switch releases an alarm when con-
densate is flooding the tank.
T-002 / HT cooling water expansion tank
The expansion tank compensates changes in
system volume and losses due to leakages. lt is
to be arranged in such a way, that the tank bot-
tom is situated above the highest point of the
system at any ship inclination. The expansion
pipe should empty into the suction pipe as close
to the pump as possible. The required volume of
the tank and the recommended installation
height is indicated in the chapter "Engine char-
acteristic data - Planning data" (see chapter
"Cooling water cylinder"j.
Tank equipment:
Sight glass for level monitoring
Low-level alarm switch
Overflow and filling connection
lnlet for corrosion inhibitor
6.3.1.3 Cooling water collecting and
supply system
T-074 / Cooling water collecting tank (not indi-
cated in the diagramj
The tank is to be dimensioned and arranged in
such a way that the cooling water content of the
circuits of the cylinder, turbocharger and nozzle
cooling systems can be drained into it for main-
tenance purposes.
This is necessary to meet the requirements with
regard to environmental protection (water has
been treated with chemicalsj and corrosion inhi-
bition (re-use of conditioned cooling waterj.
P-031 / Transfer pump (not indicated in the dia-
gramj
The content of the collecting tank can be dis-
charged into the expansion tanks by a freshwa-
ter transfer pump.
6.3.1.4 Miscellaneous items
Piping
For piping, black steel pipe should be used.
Treatment of the cooling water as specified by
MAN Diesel will safely protect the inner pipe
walls against corrosion.
Galvanised steel pipe must not be used for the
piping of the system as all additives contained in
the engine cooling water attack zinc.
Moreover, there is the risk of the formation of lo-
cal electrolytic element couples where the zinc
layer has been worn off, and the risk of aeration
corrosion where the zinc layer is not properly
bonded to the substrate.
Please see the instructions in our Work card
6682 000.16 - 01E for cleaning of steel pipes
before fitting.
Pipe branches must be fitted to discharge in the
direction of flow in a flow-conducive manner.
venting is to be provided at the highest points of
the pipe system and drain openings at the low-
est points.
Cooling water pipes are to be designed accord-
ing to pressure class PN 6, flanges and engine
connections are often designed according to
PN 10.
Turbocharger washing equipment
The turbochargers of engines operating on
heavy fuel oil must be washed at regular inter-
vals. This requires the installation of a freshwater
supply line from the sanitary system to the tur-
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bine washing equipment and two dirty-water
drain pipes via a funnel (for visual inspectionj to
the sludge tank.
The lance must be removed after every washing
process. This is a precautionary measure, which
serves to prevent an inadvertent admission of
water to the turbocharger.
The compressor washing equipment is com-
pletely mounted on the turbocharger and is sup-
plied with freshwater from a small tank.
Sea water pump
A self-priming service and standby pump, and a
harbour pump for the Diesel gensets must be in-
stalled. For calculating the delivery rate, the heat
to be dissipated in the LT and HT circuit is to be
taken in consideration.
Delivery volume v:
v Delivery volume . . . . . . . . . . . . . . . . . . m/h
Q Total heat to be dissipated . . . . . . . . . . kJ/h
t2-t1 Temperature difference . . . . . . . . . . . C
(between seawater temperature at inlet/outlet of LT cool-
ing water cooler.j
cp specific heat = . . . . . . . . . . .4.2 kJ/kg. K
The maximum permissible seawater tempera-
ture also depends on the type (plates or tubesj
and the corrosion resistance of the coolers and
has to be specified by the cooler manufacturer.
We recommend that a seawater outlet tempera-
ture of 48 C is not exceeded.
Sea water filter
lt protects the system against rough dirt. For
vessels with only one seawater box a reversible
duplex filter is recommended. The mesh size
should be in a range of 2-4 mm. For dredgers
operating predominantly in sandy waters, a
mesh size of 0.3-0.5 mm is recommended.
v
Q
t2 t1 ( ) cp 1000
----------------------------------------------------- =
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Status 05/2009 51/60 DF Page 6 - 43
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6.3.1.5 Cooling water diagrams
Cooling water diagrams please see overleaf!
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Figure 6-9 Cooling water system - single engine plant
Status 05/2009 51/60 DF Page 6 - 45
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Figure 6-10 Legend to cooling water system - single engine plant
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Figure 6-11 Cooling water system - twin engine plant (part 1)
Status 05/2009 51/60 DF Page 6 - 47
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Figure 6-12 Cooling water system - twin engine plant (part 2)
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Figure 6-13 Legend to cooling water system - twin engine plant
6.3.2 Nozzle cooling system
Status 05/2009 51/60 DF Page 6 - 33
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General
The nozzles of the fuel injection valves are
cooled by fresh water circulation, therefore a
nozzle cooling water system is required. lt is a
separate and closed system recooled by the LT-
cooling water system, but not directly in contact
with the LT-cooling water. The nozzle cooling
water is to be treated with corrosion inhibitor ac-
cording to MAN Diesel specification see "Chap-
ter 3.3 Quality of engine cooling water, page
3-15".
Note:
ln Diesel engines designed to operate preva-
lently on HFO the injection valves are to be
cooled during operation on HFO. ln the case
of MGO or MDO operation exceeding 72 hrs,
the nozzle cooling is to be switched off and
the supply line is to be closed. The return
pipe, however, has to remain open.
ln Diesel engines designed to operate exclu-
sively on MGO or MDO (no HFO operation
possiblej, nozzle cooling is not required. The
nozzle cooling system is omitted.
ln dual fuel engines (liquid fuel and gasj the
nozzles are to be cooled.
P-005 / Cooling water pump
The centrifugal (non self-primingj pump dis-
charges the cooling water via cooler HE-005 and
the strainer FlL-021 to the header pipe on the
engine and then to the individual injection
valves. From here, it is pumped through a man-
ifold into the expansion tank from where it re-
turns to the pump.
One system can be installed for two engines
T-076 / Expansion tank
The installation height above the crankshaft
centerline is shown in chapter "Engine charac-
teristic data - Planning data".
lf there is not enough room to install the tank at
the prescribed height, an alternative pressure
system of modular design is available, permit-
ting installation at the engine room floor level
next to the engine (see system drawing over-
leafj.
The system is to be closed with an over-/under-
pressure valve on tank top to prevent flashing to
steam.
HE-005 / Cooler
The cooler is to be connected in the LT cooling
water circuit according to schematic diagram.
Cooling of the nozzle cooling water is effected
by the LT cooling water.
lf an antifreeze is added to the cooling water, the
resulting lower heat transfer rate must be taken
into consideration. The cooler is to be provided
with venting and draining facilities.
TCv-005 / Temperature control valve
The temperature control valve with thermal-ex-
pansion elements regulates the flow through the
cooler to reach the required inlet temperature of
the nozzle cooling water. lt has a regulating
range from approx. 50 C (valve begins to open
the pipe from the coolerj to 60 C (pipe from the
cooler completely openj.
FlL-021 / Strainer
To protect the nozzles for the first commission-
ing of the engine a strainer has to be provided.
The mesh size is 0.4 mm.
TE / Temperature sensor
The sensor is mounted upstream of the engine
and is delivered loose by MAN Diesel. Wiring to
the common engine terminal box is present
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Nozzle cooling system
Figure 6-9 Nozzle cooling water system
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Nozzle cooling module
Figure 6-10 Nozzle cooling water module
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6.4.1 Fuel oil treatment (MDOj
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6.4 Fuel system
A prerequisite for safe and reliable engine oper-
ation with a minimum of servicing is a properly
designed and well-functioning fuel oil treatment
system.
The schematic diagram shows the system com-
ponents required for fuel treatment for Marine
Diesel Oil (MDOj.
T-015 / MDO storage tank
The minimum effective capacity of the tank
should be sufficient for the operation of the pro-
pulsion plant, as well as for the operation of the
auxiliary Diesels for the maximum duration of
voyage including the resulting sediments and
water.
Regarding the tank design, the requirements of
the respective classification society are to be
observed.
Tank heating
The tank heater must be designed so that the
MDO in it is at a temperature of at least 10 C
minimum above the pour point.
The supply of the heating medium must be au-
tomatically controlled as a function of the MDO
temperature.
T-021 / Sludge tank
lf disposal by an incinerator plant is not planned,
the tank has to be dimensioned so that it is ca-
pable to absorb all residues which accumulate
during the operation in the course of a maximum
duration of voyage. ln order to render emptying
of the tank possible, it has to be heated. The
heating is to be dimensioned so that the content
of the tank can be heated to approx. 40 C
P-073 / MDO supply pump
The supply pumps should always be electrically
driven, i.e. not mounted on the separator, as the
delivery volume can be matched better to the re-
quired throughput.
H-019 / MDO preheater
ln order to achieve the separating temperature,
a separator adapted to suit the fuel viscosity
should be fitted.
CF-003 / MDO separator
A self-cleaning separator must be provided. The
separator is dimensioned in accordance with the
separator manufacturers' guidelines.
The required flow rate Q can be roughly deter-
mined by the following equation:
Q Separator flow rate . . . . . . . . . . . . . . . . . l/h
P Total engine output. . . . . . . . . . . . . . . . . kW
of Diesel gensets (without stand-by setsj
b
e
Fuel consumption (see belowj . . . . . g/kWh
Density at separating temp. approx. 0.87 kg/l
With the evaluated flow rate the size of separator
has to be selected acc. to the evaluation table of
the manufacturer. MAN Diesel strictly recom-
mend to use evaluation tables according to a
"Certified flow rate" (CFRj. The separator rating
stated by the manufacturer should be higher
than the flow rate Q calculated according to the
above formula.
For determining the maximum fuel consumption
(bej, increase the specific table value by 15 %.
This increase takes into consideration:
Q
P b
e
---------------- =
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tropical conditions
the engine-mounted pumps
fluctuations of the calorific value
the consumption tolerance
The freshwater supplied has to be treated as
specified by the separator supplier.
Points for drawing fuel oil samples are to be pro-
vided upstream and downstream of each sepa-
rator, to verify the effectiveness of these system
components.
T-003 / MDO service tank
See description in chapter "Engine-related mod-
ules and components - Fuel system".
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Figure 6-11 Fuel treatment system (MDOj
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6.4.2 MDO supply system for dual-fuel engines
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General
The MDO supply system is an open system with
open deaeration service tank. Normally one or
two main engines are connected to one fuel sys-
tem. lf required auxiliary engines can be con-
nected to the same fuel system as well (not indi-
cated in the diagramj.
MDO fuel viscosity
MDO-DMB with a max. nominal viscosity of
11 cSt (at 40 Cj, or ligther MDO-qualities, can
be used.
At engine inlet the fuel viscosity should be
11 cSt or less. The fuel temperature has to be
adapted accordingly. lt is also to make sure, that
the MDO-fuel temperature of max. 45 C in en-
gine inlet (for all MDO qualitiesj is not exceeded.
Therefore a tank heating and a cooler in the fuel
return pipe are required.
T-003/ MDO service tank
The classification societies specify that at least
two service tanks are to be installed on board.
The minimum tank capacity of each tank should,
in addition to the MDO consumption of other
consumers, enable a full-load operation of min.
8 operating hours for all engines under all condi-
tions.
The tank should be provided with a sludge
space with a tank bottom inclination of prefera-
bly 10 and sludge drain valves at the lowest
point, with heating coils and insulation.
lf DMB fuel with 11 cSt (at 40 Cj is used, the
tank heating is to be designed to keep the tank
temperature at min. 40 C.
For ligther types of MDO it is recommended to
heat the tank in order to reach a fuel viscosity of
11 cSt or less. Rules and regulations for tanks,
issued by the classification societies, must be
observed.
The required minimum MDO capacity of each
service tank is:
ln case more than one engine, or different en-
gines are connected to the same fuel system,
the service tank capacity has to be increased
accordingly.
STR-010/ Suction strainer
To protect the fuel supply pumps, a suction
strainer with a mesh size of approx. 0.5 mm is to
be installed on the suction side of each supply
pumps.
P-008/ Supply pump
The supply pump shall keep sufficient fuel pres-
sure before the engine.
The volumetric capacity must be at least 300 %
of the maximum fuel consumption of the en-
gines, including margins for:
tropical conditions
realistic heating value and
tolerance.
v
MDOST
= ( Q
p
x t
o
x M
s
j / (3000 m
3
/lj
Required min. voume of one
MDO service tank
v
MDOST
m
Required supply pump capac-
ity, MDO 45 C
See supply pump P-008
Q
p
l/h
Operating time
t
o
= 8 h
t
o
h
Margin for sludge
MS = 1.05
M
S
-
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To reach this, the supply pump has to be de-
signed according to the following formula:
ln case more than one engine or different en-
the pump capacity has to be increased accord-
ingly.
The delivery height shall be selected with refer-
ence to the system losses and the pressure re-
quired before the engine (see "Chapter 2.1.5
Planning data for emission standard lMO Tier ll,
page 2-15"j. Normally the required delivery
height is 7 bar.
FlL-003/ Automatic filter (and FlL-011/ Stand-by
filterj
The automatic filter should be a type that causes
no pressure drop in the system during flushing
sequence.The filter mesh size shall be
0.010 mm (absolutej.
The automatic filter must be equipped with dif-
ferential pressure indication and switches.
The design criterion relies on the filter surface
load, specified by the filter manufacturer.
MDO supply systems for only one main engine:
The duplex filter FlL-013 can be omitted. ln this
case the automaticfilter FlL-003 is to be in-
stalled directly upstream and as close as possi-
ble to the engine inlet. See also "Chapter Gen-
eral notes, page 6-60"
A single stand-by filter FlL-011 is to be installed
with a mesh size of 0.025 mm (absolutej in par-
allel to the automatic filter. The stand-by filter is
to be used in case of maintenance on the auto-
matic filter.
MDO supply systems for more than one main
engine:
A by-pass pipe in parallel to the automatic filter
is required. A stand-by filter in the by-pass is not
required. ln case of maintenance on the auto-
matic filter, the by-pass is to be opened; the fuel
is then filtered by the duplex filter FlL-013.
FlL-013/ Dupex filter
MDO supply systems for only one main engine:
The duplex filter FlL-013 can be omitted (see
also description of automatic filter FlL-003j.
engine:
This duplex filter is to be installed upstream and
as close as possible to the engine.
The filter mesh size shall be 0.025 mm (abso-
lutej.
The filter is to be equipped with a visual differen-
tial pressure indication and with two differential
pressure contacts. See also "Chapter General
notes, page 6-60".
The drain connection of each filter chamber is to
be fitted with a ball valve and a pipe to the
sludge tank. When removing the filter inserts for
cleaning, the filter chamber is to be emptied be-
fore. This prevents a contamination with dirt fuel
on the clean filter side.
The design criterion relies on the filter surface
load, specified by the filter manufacturer
FBv-010/ Flow balancing valve
MDO supply systems for only one main engine
and without auxiliary engines:
The flow balancing valve FBv-010 is not re-
quired.
Q
p
= P
1
x br
lSO1
x f
3
Required supply pump capacity
with MDO 45 C
Q
p
l/h
Engine output power at 100 %
MCR
P
1
kW
Specific engine fuel consumption
(lSOj at 100 % MCR:
br
lSO1
g/kWh
Factor for pump dimensioning:
for dual-fuel engines
f
3
= 3.75 x 10
-3
f
3
l/g
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engine or/and additional auxiliary engines:
A flow balancing valve (1,2FBv-010j is required
at the fuel outlet of each engine. lt is used to ad-
just the individual fuel flow for each engine. lt will
compensate the influence (flow distribution due
to pressure lossesj of the piping system as well.
Once these valves are adjusted, they have to be
blocked and must not be manipulated later.
PCv-011/ Spill valve
MDO supply systems for only one main engine
and without auxiliary engines:
Spill valve PCv-011 is not required.
engine or/and additional auxiliary engines:
ln case of several engines are operated in a
common fuel system, a possibility for separating
one engine from the fuel system circuit for main-
tenance or overhaul purposes has to be provid-
ed for. This can be managed by a by-pass line
with a spill valve, simulating the pressure drop of
the shut-off engine. This will avoid a fuel pres-
sure increase on the engines in operation.
The spill valve PCv-011 is to be adjusted so that
the by-pass is only effected when the pressure
is exceeded in comparison to normal (all en-
ginesj operation. Once this valve is adjusted, it
has to be blocked and it must not be manipulat-
ed later.
HE-007/ MDO cooler
The MDO-cooler is required to cool down the fu-
el, which was heated up while circulating
through the injection pumps. The MDO cooler is
normally connected to the LT cooling water sys-
tem and should be dimensioned so that the
MDO does not exceed a temperature of max.
45 C.
The thermal design of the cooler is based on the
following data:
ln case more than one engine, or different en-
the dimensioning of the MDO-cooler has to be
increased accordingly.
The recommended pressure class of the MDO
cooler is PN16.
Please note that the max. possible MDO flow
through the cooler is identical to the delivery
quantity of the supply pump P-008.
PCv-008/ Pressure retaining valve
ln open fuel supply systems (fuel loop with circu-
lation through the service tank; service tank un-
der atmospheric pressurej this pressure-
retaining valve is required to keep the system
pressure to a certain value against the service
tank. lt is to be adjusted so that the pressure be-
fore engine inlet can be maintained in the re-
quired range (see "Chapter 2.1.5.14 Permissible
operating pressure, page 2-28"j.
Calculation of cooler design
T
out
= 45 C
P
c
= P
1
x br
lSO1
x f
1

Qc = P
1
x br
lSO1
x f
2
Cooler outlet temperature MDO
T
out
= 45 C
Tout C
Dissipated heat of the cooler P
c
kW
MDO flow for thermal dimensioning
of the cooler
Q
c
l/h
Engine output power at 100% MCR
P
1
kW
Specific engine fuel consumption
(lSOj at 100 % MCR
br
lSO1
g/kWh
Factor for heat dissipation:
for dual-fuel engines f
1
= 2.68 x 10
-5
f
1
-
Factor for MDO flow:
for dual-fuel engines f
2
= 3.77 x 10
-3

f
2
l/g
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FSH-001/ Leakage fuel oil monitoring tank
The leakage fuel oil monitoring tank is mounted
on the engine. lts purpose is to detect a fuel flow
from the injection pipes to the tank, which may
occur by a leakage. The fuel level in the leakage
fuel oil monitoring tank depends on the amount
of the leakage flow. ln case of a considerable
leakage flow an alarm is generated by a level
switch and transferred to the alarm system.
The classification societies require the installa-
tion of a monitoring tank for unmanned engine
room. Lloyd's Register specifies a monitoring
tank for manned engine rooms as well.
1T-006/ Leakage oil collecting tank
Leakage fuel from the injection pipes, leakage
lubrication oil and dirt fuel oil from the filters (to
be discharged by gravityj are collected in the
leakage oil collecting tank (1T-006j. The content
of this tank has to be discharged into the sludge
tank (T-021j. lt is not allowed to add the content
of the tank to the fuel treatment system again,
because of contamination with lubrication oil.
2T-006/ Leakage oil collecting tank for fuel oil
A second leakage oil tank (2T-006j for fuel oil is
to be installed and connected to the engine con-
nection 5294. ln this tank the fuel oil leakage
from the nozzles is collected. The content of this
tank can be discharged into the MDO-storage
tank (T-015j.
Points for withdrawing fuel oil samples are to be
provided upstream and downstream of each fil-
ter, to verify the effectiveness of the system
components.
T-015/ MDO storage tank
See description "Chapter 6.4.1 Fuel oil treat-
ment (MDOj, page 6-39".
FQ-003/ Fuel consumption meter
ln case a fuel oil consumption measurement is
required (not mentioned in the diagramj, a fuel
oil consumption meter is to be installed up-
stream and downstream of each engine (differ-
entiation measurementj.
General notes
The arrangement of the final fuel filter directly
upstream of the engine inlet (depending on the
plant design the final filter could be either the
duplex filter FlL-013 or the automatic filter FlL-
003 with parallel stand-by filter FlL-011j has to
ensure that no parts of the filter itself can be
loosen.
The pipe between the final filter and the engine
inlet has to be done as short as possible and is
to be cleaned and treated with particular care to
prevent damages (loosen objects/partsj to the
engine. valves or components shall not be in-
stalled in this pipe. lt is required to dismantle this
pipe completely in presents of our commission-
ing personnel for a complete visual inspection of
all internal parts before the first engine start.
Therefore flange pairs have to be provided on
eventually installed bands.
For the fuel piping system we recommend to
maintain a MDO flow velocity between 0.5 and
1.0 m/s in suction pipes and between 1.5 and
2 m/s in pressure pipes. The recommended
pressure class for the fuel pipes is PN16.
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Figure 6-17 Fuel supply (MDOj - single engine plant
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Figure 6-18 Fuel supply (MDOj - twin engine plant
Engine-related modules and components
6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO
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6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and
MDO
Each cylinder of the engine is equipped with two
injection nozzles, the pilot fuel nozzle and the
main fuel nozzle.
Pilot fuel
The pilot fuel nozzles are part of the pilot fuel
common rail system. ln gas mode this system is
used to ignite the gaseous fuel. For this propose
MDO (DMA or DMBj is used. Pilot fuel nozzles
are designed to operate with very small fuel
quantities in order to minimize the pilot fuel con-
sumption.
Also in liquid mode pilot fuel is injected to keep
the injection nozzles clean and ready for gas
mode operation.
As a safety function, in case of a failure on the pi-
lot fuel system, the engine can be operated in
liquid mode without pilot fuel (back up modej.
The engine has two pilot fuel connections, one
for pressurized pilot fuel inlet and one for pres-
sureless pilot fuel outlet. Non-burned fuel and
leakage fuel from the pilot fuel nozzles is circu-
lated via the pilot fuel outlet connection.
Main fuel oil
The main nozzles are designed to ensure full
load operation of the engine in liquid mode.
Main fuel nozzles are part of a conventional fuel
injection system, which is identical to the system
used in the parent engine (48/60Bj for HFO and
MDO operation.
Only if the engine is operated in liquid mode, fuel
is injected through the main nozzles and burned.
Nevertheless, to ensure the lubrication and cool-
ing of the injection pumps and to be prepared to
switch the engine automatically and immediate-
ly from gas mode to liquid mode for safety rea-
sons, main fuel oil has to be supplied to the
engine, also when operated in gas mode. ln gas
mode there is no main fuel oil consumption, the
complete main fuel oil quantity will circulate.
The engine is equipped with two main fuel oil
connections, one for inlet and one for outlet,
both under pressure. The required main fuel oil
flow at engine inlet is equal to 3 times the max.
fuel oil consumption of the engine. Non-burned
fuel will circulate via the main fuel oil outlet con-
nection back to the external fuel oil system.
As main fuel oil HFO or MDO (DMA or DMBj can
be used. ln case HFO is used, it must be heated
up to meet a viscosity of 11 cSt (max. 14 cSt for
very high fuel oil viscosityj at engine inlet.
When MDO is used, it is normally not necessary
to heat up the fuel. lt must be ensured that the
MDO temperature at engine inlet does not be-
come to warm. Therefore a MDO cooler must be
installed in the fuel return line from the engine.
External fuel system
The external fuel system has to feed the engine
with pilot fuel and with main fuel oil and it has to
ensure safety aspects in order to enable the en-
gine to be switched from gas mode to liquid
mode automatically and immediately within
approx. 1 sec. Also transient conditions, like
conditions during fuel changing from HFO to
MDO, must be considered.
Normally two or three engines (one engine
groupj are served by one fuel oil system in com-
mon. Depending on the required main fuel oil
flexibility of the plant different layouts of the ex-
ternal fuel oil system are possible.
High main fuel oil flexibility
High main fuel oil flexibility for the engine group
means the possibility to operate each single en-
gine of this group individually with HFO or MDO
as main fuel oil. For example, engine No. 1 can
operate on MDO as main fuel oil while at the
same time engine No. 2 can operate on HFO as
main fuel oil.
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Standard main fuel oil flexibility
Standard main fuel oil flexibility for the engine
group means that all engines connected to the
same external fuel oil system can operate con-
temporarily on the same main fuel oil only. For
example, engine No. 1 and No. 2 are operating
together and at the same time on HFO as main
fuel oil. lt is possible to switch the main fuel oil
from HFO to MDO, but this can be done for the
whole engine group only. lt is not possible to se-
lect for each single engine of the group a differ-
ent main fuel oil.
Systems designed for high main fuel oil flexibility
are more complicated compared to those for
standard main fuel oil flexibility.
Regardless of the chosen level of main fuel oil
flexibility, each engine can be operated in gas
mode or liquid mode individually and at any
time.
Dual fuel engines are operated frequently and
for long time periods in gas mode or in stand by
mode. ln these cases no main fuel oil is burned,
but it is circulated. HFO is subject to alteration if
circulated in the fuel oil system without being
consumed. lt becomes necessary to avoid cir-
culation of the same HFO content for a period
longer than 12 hours. Therefore the external
main fuel oil system must be designed to ensure
that the HFO content of the fuel system is com-
pletely exchanged with "fresh" HFO every
12 hours. This can be done by a return pipe from
the booster system in the HFO setting tank. Al-
ternatively HFO can be substituted by MDO,
which is not so sensitive to alterations if circulat-
ed for long time.
Other limitations for long term operation on gas,
MDO or HFO can be given by the selected lube
oil (base numberj and by the minimum admissi-
ble load.
External main fuel oil system
lf high main fuel oil flexibility is required, the ex-
ternal fuel oil system consists of the following
major components (see diagram DRW
11840280019j:
Supply pumps and supply circuit for MDO in-
cluding pilot fuel. Equipped with water cooled
MDO cooler and pressure control valves. ln-
stalled components are used by all connect-
ed engines in common.
Pilot fuel system branched off from the MDO
supply system including first stage of pilot
fuel filtration for 5 m at 99 % separation ef-
ficiency. lnstalled components are used by all
connected engines in common.
Supply pumps and supply circuit for HFO
with 34 m automatic filter. Equipped with air
cooled finned tube HFO cooler. lnstalled
components are used by all connected en-
gines in common.
Main fuel oil booster system including main
fuel oil selecting valve, mixing tank, booster
pumps, fuel heating, viscosity control, indica-
tor filter 34 m , water cooled MDO cooler
mounted in the main fuel oil return line and
HFO return pipe to the HFO setting tank.
These components are repeated for each en-
gine.
lf standard main fuel oil flexibility is required, the
external fuel oil system consists of the following
major components (see diagram DRW
11840280022j:
Supply pumps and supply circuit for main
fuel oil. Equipped with main fuel oil selecting
valve, water cooled MDO cooler and pressure
control valve. lnstalled components are used
by all connected engines in common.
Main fuel oil automatic filter 34 m. Used by
all connected engines in common.
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Main fuel oil booster system and circuit.
Equipped on the feeding line with mixing
tank, booster pumps, fuel heating, viscosity
control, water cooled MDO cooler on the fuel
oil return line, and return pipe to the HFO
service tank. lnstalled components are used
by all connected engines in common.
Main fuel oil indicator filter 34 m installed
before engine inlet and flow balancing valve
installed after engine outlet. These compo-
nents are to be installed 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, return pipe to the
MDO service tank, first stage of pilot fuel fil-
tration for 5 m at 99 % separation efficiency.
Pilot fuel return from the engines is collected
in a pilot fuel collecting tank and returned
from there to the MDO service tank by use of
transfer pumps. lnstalled components are
used by all connected engines in common.
Dimensioning of main components
All components installed in the supply circuit
are to be dimensioned for 1.6 times the max.
possible fuel oil consumption (under tropical
conditions, including all tolerances and cor-
rected to the real lower heating valuej of all
connected engines.
All components installed in the booster circuit
are to be dimensioned for 3 times the max.
possible fuel oil consumption (under tropical
conditions, including all tolerances and cor-
rected to the real lower heating valuej of all
connected engines.
The content of the mixing tank corresponds
to 2.5 min of the max. possible fuel oil con-
sumption of all connected engines. Design
pressure 10 bar g, design temperature min.
150 C.
Coolers in the supply circuit are to be de-
signed in order to not exceed a fuel oil tem-
perature of 98 C if HFO is used and 45 C if
MDO is used. The dissipated heat to be con-
sidered is equal to (or can not exceedj the in-
stalled power of the electric motor of the
supply pump.
MDO coolers installed in the main fuel oil re-
turn pipe are to be dimensioned for an MDO
outlet temperature of 45 C. The considered
MDO inlet temperature is 60 C. The MDO
flow for cooler designing is 3 times the max.
possible fuel oil consumption of all connect-
ed engines. Design pressure 16 barg.
A fuel oil return pipe from the booster circuit
to the HFO setting tank is required to substi-
tute every 12 hours the circulating content of
the main fuel 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 connected L-type en-
gine and 110 l/h for each connected v-type
engine. ln case that pilot fuel is branched off
from the supply system the flow quantity of
the supply system has to be increased ac-
cordingly.
The pilot fuel collecting tank, installed on the
pilot fuel return pipe, has to be designed for a
content of min. 100 l for each connected
L-type engine and min. 160 l for each con-
nected v-type engine. At the engine outlet the
pilot fuel is pressureless. Therefore the pilot
fuel return pipe between the engine and the
pilot fuel collecting tank has to be installed
with 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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Standard main fuel oil flexibility
Figure 6-14 Standard main fuel oil flexibility
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Figure 6-15 Description standard main fuel oil flexibility
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High fuel oil flexibility
Figure 6-16 High fuel oil flexibility
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Figure 6-17 Description high fuel oil flexibility
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6.4.4 Gas supply
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6.4.4 Gas supply
The external gas supply system is necessary to
feed the dual-fuel engine with fuel gas according
to the requirements of the engine.
lt 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 correct conditions at the
inlet of the gas valve unit.
Usually the main components of the gas treat-
ment system are:
Piping between the cargo system and the
components of gas treatment system
Gas compressor
Device for forced evaporation of LNG
Heat exchangers
Piping from the components of the gas treat-
ment system to the gas valve unit
The gas treatment system is in part a cryogen
system and has to be designed by a specialised
company.
MOD-052 / Gas valve unit
Figure 6-23 Gas valve unit (GvUj
The gas valve unit (MOD-052j is a regulating and
safety device permitting the engine to be safely
operated in the gas mode. The unit is equipped
with block and bleed valves (quick-acting stop
valves and venting valvesj and a gas pressure
regulating device.
6.4.4 Gas supply
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The gas valve unit fulfills 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 air after DF-operation
Purging with N
2
for maintenance reasons.
ln order to keep impurities away from the down-
stream control and safety equipment, a gas filter
(FlL-026j is installed after the hand-stop valve
(v-003j. The pressure loss at the filter is moni-
tored by a differential pressure gauge.
The gas pressure control device (PCv-014j ad-
justs the pressure of the gas fed into the engine.
The control devices include a regulating valve
with pressure regulator and an lP transducer.
ln accordance with the engine load, the pressure
control device maintains a differential gas over-
pressure to the charge air pressure. This ensures
that the gas feed pressure is correct at all oper-
ating points.
At the outlet of the gas control line, quick-acting
stop valves (1,2 QSv-001j and automatic vent-
ing valves (1,2,3 Fv-002j are mounted. The
quick-acting stop valves will interrupt the gas
supply to engine on request. The automatic
venting valve (2 Fv-002j relieves the pressurised
gas trapped between the two closed quick-act-
ing stop valves (1,2 QSv-001j. The automatic
venting valve (3 Fv-002j relieves the pressurised
gas trapped between the quick-acting stop
valves (2 QSv-001j and the engine and is used
to purge the gas distribution system and pipe
with air in inverse direction.
For safety reasons, the working principle of the
quick-acting stop valves (1,2 QSv-001j ensures
that the valves are normally closed (closed in
case there is no signalj while the venting valves
(2,3 Fv-002j are normally open. ln addition, a
safety stop device (SAvj (incorporated in PCv-
014j shuts off the gas flow automatically in case
the pressure downstream of the gas valve unit is
excessive.
The gas valve unit includes pressure transmit-
ters / gauges and a thermocouple. The output of
these sensors is transmitted to the engine man-
agement system.The control logic meets MAN
Diesel requirements and controls the opening
and closing of the block and bleed valves as well
as the gas-control-line leak test.
The gas valve unit is built according to the
DvGW regulation.
DvGW = Deutsche vereinigung des Gas- und
Wasserfaches (German association for the sec-
tors gas and waterj.
At the gas input connection (Aj of the gas valve
unit, all gas parameters as specified for the en-
gine are to be observed (see "Chapter 3.5.2 Fuel
specification of natural gas, page 3-23" j.
Gas valve unit room
The gas valve unit is to be installed in a separate
room meeting the following requirements:
Gas tight compartment
lnstalled room ventilation system with ex-
haust air fan to outside area. This ensures
that there is allways a lower pressure in this
room in comparison to the engine room
lnstallation of a gas detection system
lnstallation of a fire detection and fire fighting
system
Safety concept:
For further information for the installation of the
gas supply system and the gas valve unit please
refer to our brochure "Safety concept of MAN
Diesel dual-fuel engine"
Gas piping
To provide a good response on load dynamics of
the engine in gas operation the gas piping be-
tween GvU and engine inlet should not exceed
20 m.
6.4.4 Gas supply
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A loss of 0.1 bar from GvU outlet to the engine
inlet is included in the gas pressure require-
ments indicated in "Chapter 2.1.5.15 Theoretical
supply gas pressure required at inlet gas valve
unit, page 2-29".
The gas supply pipe of the engine (between the
gas valve unit and the engine gas inlet connec-
tionj is to be of double-wall design or a pipe in a
separate duct. The interspace between the two
pipes (or between pipe and ductj is to be con-
nected to the gas valve unit room. A gas detec-
tion for the interspace is to be installed, and a
ventilation system ensuring that the air is ex-
changed at least 30 times per hour is required.
The length of the gas supply section from outlet
of the gas valve unit (GvUj to the inlet of the DF-
engine has to be designed as short as possible.
The pressure loss has to be minimised.
Also the gas pipe leading to the gas valve unit is
to be designed similarly to the feed pipe (double
wall, gas detection, air exchange at least 30
times per hourj. ln addition, an external emer-
gency stop-valve has to be fitted in this pipe in
an appropriated place (outsidej.
The external gas pipe upstream of the gas input
connection of the gas valve unit (Aj has to be
equipped with a fuel gas pressure safety valve in
order to ensure that the gas pressure at the gas
valve unit does not exceed the 6 barg. lt is also
to be ensured that the fuel gas temperature re-
mains within the admissible range of 5 C to
50 C. For more details, see "Chapter 3.5.2 Fuel
specification of natural gas, page 3-23".
6.4.4 Gas supply
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Figure 6-24 Fuel gas supply system, engine room arrangement
6.4.4 Gas supply
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Figure 6-25 Gas feeding system - one common engine room
6.4.4 Gas supply
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Figure 6-26 Gas feeding system - two separate engine rooms
6.5.1 Starting air system
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6.5 Compressed air system
Marine main engines
The compressed air supply to the engine plant
requires air vessels and air compressors of a ca-
pacity and air delivery rating which will meet the
requirements of the relevant classification soci-
ety (see the following chapter "Starting air ves-
sels, compressors"j.
1 C-001, 2 C-001, 3 C-001 / Air compressor
1 service compressor . . . . . . . . . . . . 1 C-001
1 auxiliary compressor . . . . . . . . . . . 1 C-001
1 Jet Assist compressor . . . . . . . . . . 1 C-001
These are multi-stage compressor sets with
safety valves, cooler for compressed air and
condensate traps.
The operational compressor is switched on by
the pressure control at low pressure, respective-
ly switched off at max. service pressure.
A max. service pressure of 30 bar is required.
The standard design pressure of the starting air
vessels is 30 bar and the design temperature is
50 C.
The service compressor is electrically driven,
the auxiliary compressor may also be driven by
a Diesel engine. The capacity of both compres-
sors (1 C-001 and 2 C-001j is identical.
The total capacity of the compressors has to be
increased if the engine is equipped with Jet As-
sist. This can be met either by providing a larger
service compressor, or by an additional com-
pressor (3 C-001j.
For special operating conditions such as, e.g.,
dredging service, the capacity of the compres-
sors has to be adjusted to the respective re-
quirements of operation.
1 T-007, 2 T-007 / Starting air vessels
The installation situation of the air vessels must
ensure a good drainage of condensed water. Air
vessels, if supplied by MAN Diesel, must be in-
stalled with a downward slope of 10 towards
the bottom end.
The installation situation also has to ensure that
during emergency discharging of the safety
valve no persons can be compromised.
lt is not allowed to weld supports (or otherj on
the air vessels. The original design must not be
altered. Air vessels are to be bedded and fixed
by use of external supporting structures.
T-018 / Air vessel for Jet Assist
Technical notes identical to 1 T-007, 2 T-007 /
starting air vessels.
As an alternative it is possible to omit the sepa-
rate air vessel for Jet Assist (T-018j. ln this case,
the volume of the starting air vessels (1 T-007, 2
T-007j must be increased accordingly.
Piping
The main starting pipe (engine connection
7171j, connected to both air vessels, leads to
the main starting valve (MSv- 001j of the engine.
A second 30 bar pressure line (engine connec-
tion 7172j with separate connections to both air
vessels supplies the engine with control air. This
does not require larger air vessels.
A line branches off the aforementioned control
air pipe to supply other air-consuming engine
accessories (e.g. lube oil automatic filter, fuel oil
filterj with compressed air through a separate
30/8 bar pressure reducing station.
A third 30 bar pipe is required for engines with
Jet Assist (engine connection 7177j. Depending
on the air vessel arrangement, this pipe can be
branched off from the starting air pipe near en-
gine or must be connected separately to the air
vessel for Jet Assist.
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Additional connections on the air vessels are
provided for air requirements of the ship and for
the horn. The pipes to be connected by the ship-
yard have to be supported immediately behind
their connection to the engine. Further supports
are required at sufficiently short distance.
Galvanised steel pipe must not be used for the
piping of the system.
General requirements of classification societies
The equipment provided for starting the engines
must enable the engines to be started from the
operating condition 'zero' with shipboard facili-
ties, i.e. without outside assistance.
Compressors
Two or more starting air compressors must be
provided. At least one of the air compressors
must be driven independently of the main en-
gine and must supply at least 50 % of the re-
quired total capacity.
The total capacity of the starting air compres-
sors is to be calculated so that the air volume
necessary for the required number of starts is
topped up from atmospheric pressure within
one hour.
The compressor capacities stated in the table
are calculated as follows:
P Total volumetric capacity . . . . . . . . . . . . . . . . . . m/h
of the compressors
v Total volume of the starting air vessels. . . . . . . . . litre
at 30 bar service pressure
As a rule, compressors of identical ratings
should be provided. An emergency compressor,
if provided, is to be disregarded in this respect.
Starting air vessels
The starting air supply is to be split up into not
less than two starting air vessels of about the
same size, which can be used independently of
each another.
The sizes of the starting air vessels for the re-
spective engines are listed in the chapter "Start-
ing air vessels, compressors".
Diesel-mechanical main engine:
For each non-reversible main engine driving a
C.P.-propeller, or where starting without counter
torque is possible, the stored starting air must
be sufficient for a certain number of starting ma-
noeuvres, normally 6 per engine. The exact
number of required starting manoeuvres de-
pends on the arrangement of the propulsion
system and on the special requirements of the
classification society.
Diesel-electric auxiliary engine:
For auxiliary marine engines, separate air tanks
shall only be installed in case of turbine-driven
vessels, or if the auxiliary sets in engine-driven
vessels are installed far away from the main pro-
pulsion plant.
Diesel-electric main engine:
For each Diesel-electric main engine the stored
starting air must be sufficient for a certain
number of starting manoeuvres, normally 6 per
engine. The exact number of required starting
manoeuvres depends on the number of engines
and on the special requirements of the classifi-
cation society.
P
v 30
1000
--------------- =
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Calculation formula for starting air vessels see below:
v Required vessel capacity . . . . . . .litre
v
st
Air consumption per nominal start
1j
. . . . litre
f
drive
factor for drive type . . . . . . . . . . . . . . . . . . . . -
(1.0 = Diesel-mechanic,
1.5 = generator drivej
z
st
No. of starts required by the
classification society . . . . . . . . . . . . . . . . . . . -
z
safe
Number of starts as safety margin . . . . . . . . -
v
Jet
Assist Air consumption per Jet Assist
1j
. . litre
z
Jet
Number of Jet Assist procedures
2j
. . . . . . . -
t
Jet
Duration of Jet Assist procedures . . . . . . sec.
v
sl
Air consumption per slow turn . . . . . . . . . litre
z
sl
Number of slow turn manoeuvres . . . . . . . . . -
p
max
Maximum starting air pressure . . . . . . . . . bar
p
min
Minimum starting air pressure. . . . . . . . . . bar
1j 2j
Tabulated values see "Chapter 6.5.2 Starting air ves-
sels, compressors, page 6-81".
lf other consumers (i.e. auxiliary engines, ship air
etc.j which are not listed in the formula are con-
nected to the starting air vessel, the capacity of
starting air vessel must be increased according-
ly, or an additional separate air vessel has to be
installed.
V V
st
f
drive
z
st
z
safe
+ ( )
V
J et
5
sec
--------- z
J et
t
J et
V
sl
z
sl
f
drive
+ +

p
max
p
min
( ) =
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Starting air system
Figure 6-27 Starting air system
6.5.2 Starting air vessels, compressors
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Purpose
The engine requires compressed air for starting,
start-turning, for the Jet Assist function as well
as several pneumatic controls. The design of the
pressure air vessel directly depends on the air
consumption and the requirements of the classi-
fication societies.

Table 6-15 Starting air consumption 51/60DF
1j The air consumption per starting manoeuvre depends on the inertia moment of the unit. For generator plants, 1.5 times
the air consumption per starting manoeuvre has to be expected.
2j The above-mentioned air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet duration
may vary between 3 sec and 10 sec, depending on the loading (average jet duration 5 secj. The air consumption is
substantially determined by the respective turbocharger design.
3j The air consumption per slow-turn activation depends on the inertia moment of the unit.
Starting air vessels:
Service pressure . . . . . . . . . . . . . . max. 30 bar
Minimum starting air pressure . . . min. 10 bar
Starting air compressors:
The total capacity of the starting air compres-
sors has to be capable to charge the air receiv-
ers from the atmospheric pressure to full
pressure of 30 bar within one hour.
Number of cylinders 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v
Swept volume of engine litre 651 760 868 977 1,303 1,520 1,737 1,955
Air consumption per start
1j
Nm
(20 Cj
2.8 3.2 3.5 3.8 4.8 5.5 6.0 6.7
Air consumption per Jet Assist
activation
2j
4.0 4.0 5.5 5.5 7.9 7.9 7.9 11.3
Air consumption per slow turn
manoevre
1j 3j
5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4
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6.5.2.1 Propulsion plant with 1 main engine
Diesel-electrical drive
with Jet Assist
Table 6-16 Starting air vessels , compressors with Jet Assist-single shaft vessel
Diesel electrical drive
without Jet Assist
Table 6-17 Starting air vessels, compressors without Jet Assist-single shaft vessel
6.5.2.2 Multiple engine plants
ln case of multi-engine plants, the required vol-
ume of the starting air supply is to be fixed in ag-
grement with the respective classification
society. ln this connection, the number of starts
required for each engine is generally reduced.
6.5.2.3 Jet Assist
Purpose
Jet Assist is a system for acceleration of the tur-
bocharger. By means of nozzles in the turbo-
charger, compressed air is directed to the
compressor wheel resulting in its acceleration.
This causes the turbocharger to adapt more rap-
idly to a new load condition and improves the re-
sponse of the engine.
Air consumption
The air consumption for Jet Assist is, to a great
extent, dependent on the load profile of the en-
gine. ln case of frequently and quickly changing
load steps, Jet Assist will be actuated more of-
ten than this will be the case during long routes
at largely constant load.
Starting air vessels and compressor capacities (6 starts + 1 safety start, 10 x 5 sec. Jet Assist, 1 slow turnj
Engine 51/60DF 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v
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 2x 2,750 2x3,750 2x4,000 2x4,000 2x5,250
Min. required compressor
capacity
Nm/h 120 135 165 165 225 240 240 315
Starting air vessels and compressor capacities (6 starts + 1 safety start, no Jet Assist, 1 slow turnj
Engine 51/60DF 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v
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 compressor
capacity
Nm/h 60 75 75 90 105 120 120 135
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General data
Jet Assist air pressure (overpress.j max. 4 bar
At the engine connection the pressure is max.
30 bar. The air pressure will reduced on the en-
gine by an orifice to max. 4 bar (overpressj.
Activation below 50% load:
at constant speed mode when speed drops
quickly and fuel admission rises
at combinator mode the power command le-
ver in the control room is changed quickly
Jet Assist activating time:
3 sec to 10 sec (5 sec in averagej
Deactivation of Jet Assist:
after 10 sec activating time or
charge air pressure >1 bar
(= engine load > approx. 50%j
Guiding values for the number of Jet Assist manoeuvres dependent on application
Table 6-18 Jet Assist manoeuvres and dependent on application
Application
No. of manoeuvres per hour /
Average duration
No. of manoeuvres,
which take place in
rapid succession, if
necessary
Diesel-electric marine drive approx. 10 times, 5 sec approx. 5 times
Auxiliary engines approx. 3 times, 5 sec approx. 3 times
Ships with frequent load changes (e.g. ferriesj
1j
approx. 10 times, 5 sec approx. 5 times
1j
Adaptation required in special cases
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6.6 Exhaust gas system
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6.6.1 General informations
Layout
As the flow resistance in the exhaust system has
a very large influence on the fuel consumption
and the thermal load of the engine, the total flow
resistance of the exhaust gas system must not
exceed 30 mbar.
The pipe diameter to be selected depends on
the engine output, the exhaust gas flow, the
length and arrangement of the piping as well as
the number of bends. Sharp bends result in very
high flow resistance and should therefore be
avoided. lf necessary, pipe bends must be pro-
vided with cascades.
We recommend a gas velocity not higher than 40
m/s in the exhaust pipes as guideline.
For the installation of exhaust gas systems in
dual-fuel engines plants, in ships and offshore
applications, several rules and requirements
from lMO Tier l, classification societies, port and
other authorities have to be applied. For each in-
dividual plant the design of the exhaust gas sys-
tem has to be approved by one ore more of the
above mentioned parties.
The design of the exhaust gas system of dual-
fuel engines has to ensure that unburned gas
fuel cannot gather anywhere in the system. This
case may occur, if the exhaust gas contains un-
burned gas fuel due to incomplete combustion
or other malfunctions.
The exhaust gas system shall be designed and
build sloping upwards in order to avoid forma-
tions of gas fuel pockets in the system. Only
very short horizontal lengths of exhaust gas pipe
can be allowed.
ln addition the design of other main compo-
nents, like exhaust gas boiler and silencer, has
to ensure that no accumulation of gas fuel can
occur inside.
For the exhaust gas system in particular this re-
flects to following design details:
Design requirements for the exhaust system
installation
lnstallation of adequate purging device
lnstallation of explosion venting devices (rup-
ture discs, or similarj
Note:
For further information please refer to our bro-
chure "Safety concept of MAN Diesel dual-fuel
engine"
lnstallation
When installing the exhaust system, the follow-
ing points must be observed:
The exhaust pipes of two or more engines
must not be joined.
The exhaust pipes must be able to expand.
According to the requirements of the exhaust
gas system a sufficient number of expansion
joints are to be installed.
The first expansion joint to be provided for
this purpose is to be mounted downstream of
the turbine outlet as near as possible to the
turbine outlet. Directly downstream of this
first expansion joint the exhaust gas pipe has
to be fixed with suitable sturdy supports.
Movements and forces from the exhaust gas
pipe must not be transferred to this first ex-
pansion joint and finally in the casing of the
turbine. Expansion joints for exhaust gas
(metal expansion jointsj are not able to com-
pensate twisting (torsionalj movements. For
resilient mounted engines the installation of
the compensator should be vertical or lateral
or in between, but not in parallel to the crank-
shaft center line.
The exhaust piping should be elastically hung
or supported by means of dampers in order
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to keep the transmission of sound to other
parts of the ship to a minimum.
The exhaust piping is to be provided with wa-
ter drains, which are to be kept constantly
open for draining the condensation water or
possible leak water from boilers.
During commissioning and maintenance
work, checking of the exhaust gas counter
pressure by means of a temporarily connect-
ed measuring device may become neces-
sary. For this purpose, a measuring socket is
to be provided approx. 1-2 m after the ex-
haust gas outlet of the turbocharger at an
easily acceptance place. Usual pressure
measuring devices require a measuring sock-
et size of 1/2". This measuring socket is to be
provided as to ensure utilization without any
damage to the exhaust gas pipe insulation.
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6.6.2 Components and assemblies
Exhaust gas silencer
Mode of operation
The silencer operates on the absorption princi-
ple so it is effective in a wide frequency band.
The flow path, which runs through the silencer in
a straight line, ensures optimum noise reduction
with minimum flow resistance. The silencer must
be equipped with a spark arrester.
lnstallation
lf possible, the silencer should be installed to-
wards the end of the exhaust line. A vertical in-
stallation situation is to be preferred in order to
avoid formations of gas fuel pockets in the si-
lencer. The cleaning ports of the spark arrestor
are to be easily accessible.
Exhaust gas boiler
lnstallation of a waste heat economiser to use
the waste heat for heating purpose to generate
steam.
lnsulation
The exhaust gas system (from outlet of turbo-
charger, boiler, silencer to the outlet stackj is to
be insulated to reduce the external surface tem-
perature to the required level. The relevant pro-
visions concerning accident prevention and
those of the classification societies must be ob-
served. Normally a surface temperature of not
more than 60 C is requested.
The insulation is also required to avoid tempera-
tures below the dew point on the interior side. ln
case of insufficient insulation intensified corro-
sion and soot deposits on the interior surface
are the consequence. During fast load changes,
such deposits might flake off and be entrained
by exhaust in the form of soot flakes.
The rectangular flange connection on the turbo-
charger outlet and the adjacent round flanges of
the adaptor shall be covered with insulating col-
lars as well.
lnsulation and covering of the compensator may
not restrict its free movement.
Explosion venting devices / rupture disc
The external exhaust gas system of a dual-fuel
engine installation is to be equipped with explo-
sion venting devices (rupture discs, or similarj to
relief the excess pressure in case of explosion.
The number and location of explosion venting
devices is to be approved by the classification
societies.
Purging device / fan
The external exhaust gas system of DF-engine
installations is to be equipped with a purging de-
vice to ventilate the exhaust system after an en-
gine stop or emergency shut down. The design
and the capacity of the ventilation system is to
be approved by the classification societies.
Safety concept
engine"
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6.6.3 Example for ducting arrangement
Figure 6-28 Example: Exhaust gas ducting arrangement
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7 Auxiliary modules and system components
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Auxiliary modules and system components
7.1.1 Nozzle cooling water module
Status 11/2008 32/40, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 7 - 3
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7.1 Auxiliary modules
7.1.1 Nozzle cooling water module
Figure 7-1 Example : Compact nozzle cooling water module
7.1.2 Preheating module
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7.1.2 Preheating module
Figure 7-2 Example : Compact preheating cooling water module
7.2.1 Lube oil automatic filter
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7.2 System components
7.2.1 Lube oil automatic filter
Figure 7-3 Example : Lube oil automatic filter
7.2.2 Lube oil double filter
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7.2.2 Lube oil double filter
Figure 7-4 Example : Lube oil double filter
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8 Plant service systems
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Plant service systems
8.1 Engine room ventilation
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Purpose
The engine room ventilation system serves to
supplying the engines and auxiliary boilers
with combustion air (if sucking from engine
roomj
carrying off the radiant heat from all installed
engines and auxiliaries
ensuring the required air exchange rate in the
engine room according to the requirements
of the classification societies for gas engine
applications (explosion preventionj. For fur-
ther information please refer to our brochure
"Safety concept of MAN Diesel dual-fuel en-
gine".
Combustion air
The combustion air must be free from spray wa-
ter, dust and oil mist.
This is achieved by:
Louvres, protected against the head wind,
with baffles in the back and optimally dimen-
sioned suction space so as to reduce the air
flow velocity to 1-1.5 m/s.
Self-cleaning air filter in the suction space (re-
quired for dust-laden air.
Sufficient space between the intake point and
the openings of exhaust air ducts from the
engine and separator room as well as vent
pipes from lube oil and fuel oil tanks and the
air intake louvres. (The influence of winds
must be taken into considerationj.
Positioning of engine room doors on the
ship's deck so that no oil-laden air and warm
engine room air will be drawn in when the
doors are open.
Arranging the separator station at a suffi-
ciently large distance from the turbochargers.
The combustion air is normally sucked in from
the engine room. The MAN Diesel turbochargers
are fitted with an air intake silencer and can ad-
ditionally be equipped with an air filter to meet
with special circumstances, in which case the
cleaning intervals for the compressor impeller of
the turbocharger and for the charge air cooler
can be extended. The air intake filter will retain
95 % of the particles larger than 10 m.
ln tropical service a sufficient volume of air must
be supplied to the turbocharger(sj at outside air
temperature. For this purpose there must be an
air duct installed for each turbocharger, with the
outlet of the duct facing the respective intake air
silencer, separated from the latter by a space of
1.5 m. No water of condensation from the air
duct must be allowed to be drawn in by the tur-
bocharger.The air stream must not be directed
onto the exhaust manifold.
ln arctic service the air must be heated to at
least 0 C. lf necessary, steam heated air pre-
heaters must be provided
For the required combustion air quantity,see
"Chapter 2.1.5 Planning data for emission
standard lMO Tier ll, page 2-15". Cross-sec-
tions of air supply ducts are to be designed to
obtain the following air flow velocities:
main ducts 8-12 m/s
secondary ducts max. 8 m/s.
Radiant heat
The heat radiated from the main and auxiliary
engines, from the exhaust manifolds, waste heat
boilers, silencers, generators, compressors,
electrical equipment, steam and condensate
pipes, heated tanks and other auxiliaries is ab-
sorbed by the engine room air.
The amount of air v required to carry off this ra-
diant heat can be calculated as follows:
v Air required . . . . . . . . . . . . . . . . . . . . . . . . . . . . .m/h
Q Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . kJ/h
v
Q
t cp t
------------------------------- =
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t Air temperature rise in engine room (10-12.5j . . . . C
cp Specific heat capacity of air (1.01j . . . . . . . . kJ/kgk
t Air density at 35 C (1.15j . . . . . . . . . . . . . . . . . kg/m
ventilator capacity
The capacity of the air ventilators (without sepa-
rator roomj must be large enough to cover:
the combustion air requirements of all con-
sumers
the air required for carrying off the radiant
heat
the required number of air changes for other
purposes
Safety Concept
engine"
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Figure 8-1 Engine room arrangement and ventilation systems
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9 Engine room planning
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Engine room planning
9.1.1 General details
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9.1 lnstallation and arrangement
Apart from a functional arrangement of the com-
ponents, the shipyard is to provide for an engine
room layout ensuring good accessibility of the
components for servicing.
The cleaning of the cooler tube bundle, the emp-
tying of filter chambers and subsequent clean-
ing of the strainer elements, and the emptying
and cleaning of tanks must be possible without
any problem whenever required.
All of the openings for cleaning on the entire unit,
including those of the exhaust silencers, must
be accessible.
There should be sufficient free space for tempo-
rary storage of pistons, camshafts, exhaust gas
turbochargers etc. dismounted from the engine.
Additional space is required for the maintenance
personnel. The panels in the engine sides for in-
spection of the bearings and removal of compo-
nents must be accessible without taking up floor
plates or disconnecting supply lines and piping.
Free space for installation of a torsional vibration
meter should be provided at the crankshaft end.
A very important point is that there should be
enough room for storing and handling vital spare
parts so that replacements can be made without
loss of time.
ln planning marine installations with two or more
engines driving one propeller shaft through a
multi-engine transmission gear, provision must
be made for a minimum clearance between the
engines because the crankcase panels of each
must be accessible. Moreover, there must be
free space on both sides of each engine for re-
moving pistons or cylinder liners.
Special note:
MAN Diesel supplied scope is to be arranged
and fixed by proven technical experiences as
per state of the art. Therefore the technical re-
quirements have to be taken in consideration as
described in the following documents subse-
quential:
Order related engineering documents.
lnstallation documents of our subsuppliers
for vendor specified equipment.
Operating manuals for Diesel engines and
auxiliaries.
Project Guides of MAN Diesel.
Any deviations from the principles specified in
the a.m. documents provides a previous ap-
proval by us.
Arrangements for fixitation and/or supporting of
plant related equipment attached to the scope
supplied by us, not described in the a.m. docu-
ments and not agreed with us are not allowed.
For damages due to such arrangements we will
not take over any responsibility.
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9.1.2 lnstallation drawings
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Engine 6+7+8 L51/60DF
Figure 9-1 lnstallation drawing 6+7+8 L51/60DF - turbocharger on counter coupling side
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Engine 9 L51/60DF
Figure 9-2 lnstallation drawing 9 L51/60DF - turbocharger on counter coupling side
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Engine 12, 14, 16, 18 v51/60DF
Figure 9-3 lnstallation drawing 12-18 v51/60DF - turbocharger on counter coupling side
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9.1.1 Removal dimensions of piston and cylinder liner
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Figure 9-2 Piston removal L51/60
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Figure 9-3 Cylinder liner removal L51/60
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Figure 9-4 Piston removal v51/60
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Figure 9-5 Cylinder liner removal v51/60
9.1.5 Lifting appliance
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Lifting gear with varying lifting capacities are to
be provided for servicing and repair work on the
engine, turbocharger and charge-air cooler.
Engine
Lifting capacity
An overhead travelling crane is required which
has a lifting power equal to the heaviest compo-
nent that has to be lifted during servicing of the
engine.
The overhead travelling crane can be chosen
with the aid of the following table.
Table 9-1 Lifting capacity
Crane arrangement
The rails for the crane are to be arranged in such
a way that the crane can cover the whole of the
engine beginning at the exhaust pipe. The hook
position must reach along the engine axis, past
the centreline of the first and the last cylinder, so
that valves can be dismantled and installed
without pulling at an angle. Similarly, the crane
must be able to reach the tie rod at the ends of
the engine. ln cramped conditions, eyelets must
be welded under the deck above, to accommo-
date a lifting pulley.
The required crane capacity is to be determined
by the crane supplier.
Crane design
lt is necessary that:
There is an arresting device for securing the
crane while hoisting if there is a seaway.
There is a two-stage lifting speed.
Precision hoisting = 0.5 m/min
Normal hoisting = 2 - 4 m/min
Places of storage
ln planning the arrangement of the crane, a stor-
age space must be provided in the engine room
for the dismantled engine components which
can be reached by the crane. lt should be capa-
ble of holding two rocker arm casings, two cyl-
inder covers and two pistons. lf the cleaning and
service work is to be carried out here, additional
space for cleaning troughs and work surfaces
should be planned for.
Transport to the workshop
Grinding of valve cones and valve seats is car-
ried out in the workshop or in a neighbouring
room.
Transport rails and appropriate lifting tackle are
to be provided for the further transport of the
complete cylinder cover from the storage space
to the workshop. For the necessary deck open-
ings, see turbocharger casing.
Engine type
32/44CR 32/40 40/54
48/60B
48/60CR
51/60DF
58/64
Cylinder head with valves
kg
568 566 785 1,124 2,200
Piston with connecting shaft/head 238 230 393 707 954
Cylinder liner 205 205 466 663 1,178
Recommended lifting capacity of
travelling crane
1,000 1,000 1,500
L=2,000
v=2,500
3,000
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Turbocharger
Hoisting rail
A hoisting rail with a mobile trolley is to be pro-
vided over the centre of the turbocharger run-
ning parallel to its axis, into which a lifting tackle
is suspended with the relevant lifting power for
lifting the above-mentioned parts (see tablej, to
carry out the operations according to the main-
tenance schedule.
Table 9-2 Hoisting rail for NR/NA turbocharger
Table 9-3 Hoisting rail for TCA turbocharger
Table 9-4 Hoisting rail for TCR turbocharger
Withdrawal space dimensions
The withdrawal space dimensions shown in our
dimensioned sketch of the engine at the begin-
ning of this chapter and in the above table are
needed in order to be able to separate the si-
lencer from the turbocharger. The silencer must
be shifted axially by this distance before it can
be moved laterally.
ln addition to this measure, another 100 mm are
required for assembly clearance.
This is the minimum distance that the silencer
must be from a bulkhead or a tween-deck. We
recommend that a further 300-400 mm be
planned for as working space.
Make sure that the silencer can be removed ei-
ther downwards or upwards or laterally and set
aside, to make the turbocharger accessible for
further servicing. Pipes must not be laid in these
free spaces.
Turbocharger NR 29/S NR 34/S NA 34/S NA 40/S NA 48/S NA 57/T9
Silencer
kg
85 300 300 480 750 1,015
Compressor casing 105 340 340 460 685 720
Rotor plus bearing casing 190 245 270 485 780 1,040
Space for removal of silencer mm 110 + 100 230 + 100 200 + 100 50 + 100 50 + 100 250 + 100
Turbocharger TCA 55 TCA 66 TCA 77 TCA 88
Silencer
kg
430 800 1,770 2,010
Compressor casing 550 830 1,450 2,500
Space for removal of silencer mm 110 + 100 120 + 100 150 + 100 200 + 100
Turbocharger TCR 20 TCR 22
Silencer
kg
76 156
Compressor casing 132 277
Rotor plus bearing casing 152 337
Space for removal of silencer mm 130 + 100 150 + 100
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Fan shafts
The engine combustion air is to be supplied to-
wards the intake silencer in a duct ending at a
point 1.5 m away from the silencer inlet. lf this
duct impedes the maintenance operations, for
instance the removal of the silencer, the end
section of the duct must be removable. Suitable
suspension lugs are to be provided on the deck
and duct.
Gallery
lf possible the ship deck should reach up to both
sides of the turbocharger (clearance 50 mmj to
obtain easy access for the maintenance person-
nel. Where deck levels are unfavourable, sus-
pended galleries are to be provided.
Charge-air cooler
For cleaning of the charge air cooler bundle, it
must be possible to lift it vertically out of the
cooler casing and lay it in a cleaning bath.
Exception 32/40: the cooler bundle of this en-
gine is drawn out at the end. Similarly, transport
onto land must be possible.
Table 9-5 Weights and dimensions of charge air cooler bundle
For lifting and transportation of the bundle, a lift-
ing rail is to be provided which runs in transverse
or longitudinal direction to the engine (according
to the available storage placej, over the cen-
treline of the charge air cooler, from which a trol-
ley with hoisting tackle can be suspended.
Figure 9-15 Air direction
Engine type Weight Length Width Height
kg mm mm mm
L32/40 650 430 1,705 830
L32/44CR 450 520 712 1,014
L40/54 550 484 786 1,680
L48/60 950 730 1,052 1,874
L48/60B, L48/60CR
L51/60DF
1,000 730 1,052 1,904
L58/64 1,250 785 1,116 1,862
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9.1.2 Major spare parts
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Fire band 108 kg; cylinder liner 515 kg Piston 297 kg; piston pin 102 kg
Connecting rod 637 kg Cylinder head 1,055 kg
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Major spare parts

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Major spare parts
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Major spare parts
9.1.6 Position of the outlet casing of the turbocharger
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Rigidly mounted engine - Desing at low engine room height and standard design
Figure 9-9 Design at low engine room height and standard design
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Table 9-6 Position of exhaust outlet casing L51/60DF
Number of cylinders 6 L 7 L 8 L 9 L
A
mm
704 704 704 832
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
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Resiliently mounted engine - Design at low engine room height
Figure 9-10 Design at low engine room height
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Table 9-7 Position of exhaust outlet casing L51/60DF
Number of cylinders 6 L 7 L 8 L 9 L
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
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Rigidly & resiliently mounted engine

Figure 9-11 Standard Design v51/60DF
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Table 9-8 Position of exhaust gas outlet casing v51/60DF
Number of cylinders 12 v 14 v 16 v 18 v
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
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Rigidly mounted engine

Figure 9-12 Design at low engine room height - rigidly mounted engine
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Figure 9-13 Design at low engine room height - rigidly mounted engine - exhaust gas pipes
Table 9-9 Position of exhaust outlet casing v51/60DF
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 9-14 Design at low engine room height - resiliently mounted engine
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Figure 9-15 Design at low engine room height - resiliently mounted engine - exhaus gas pipes
Table 9-10 Position of exhaust outlet casing v51/60DF
A
mm
960 960 960 960
B 2,060 2,060 2,240 2,320
C 760 760 847 795
D 2 x 914 2 x 914 2 x 1,016 2 x 1,120
E 1,300 1,300 1,400 1,500
F 802 802 852 902
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lndex
A
Air
Flow rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2
Starting air vessels, compressors . . . . . . . . . . . . . . . 6
B
Bearing, permissible loads . . . . . . . . . . . . . . . . . . . . . . . . 2
C
Combustion air
Quality requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cooler
Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2, 2, 2
Heat to be dissipated . . . . . . . . . . . . . . . . . . 2, 2, 2, 2
Temperature basis. . . . . . . . . . . . . . . . . . . . . 2, 2, 2, 2
Cooling water
Checking of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cooling water cleaning
Cylinder liner, removal of . . . . . . . . . . . . . . . . . . . . . . . . . 9
D
Dual-fuel operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
E
Engine
Definition of engine rating . . . . . . . . . . . . . . . . . . . . . 2
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Running-in. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Table of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine automation
System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Exhaust gas
Flow rate, temperature. . . . . . . . . . . . . . . . . . . . . . 2, 2
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
F
Flywheels
Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Mass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Foundation
Conical mounting. . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2
General requirements. . . . . . . . . . . . . . . . . . . . . . . . . 2
Resilient seating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel oil
Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MDO supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MDO supply diagram. . . . . . . . . . . . . . . . . . . . . . . . . 6
MDO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MDO treatment diagram . . . . . . . . . . . . . . . . . . . . . . 6
Quality requirement HFO . . . . . . . . . . . . . . . . . . . . . . 3
viscosity-diagram (vTj . . . . . . . . . . . . . . . . . . . . . . . . 3
G
Gas
Pressure before gas valve unit . . . . . . . . . . . . . . . . . . 2
Supply diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Supply of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Types of gases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Generator, reverse power protection . . . . . . . . . . . . . . . . 2
H
HFO-operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
l
lnstallation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Page l - ll 51/60DF
P
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Layout of pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Load
Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Part-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Lube oil
Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Quality requirement (MGO/MDOj . . . . . . . . . . . . . . . 3
System description . . . . . . . . . . . . . . . . . . . . . . . . . . 6
System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
M
Methane number . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 2, 3
Modes of operation
Backup mode operation . . . . . . . . . . . . . . . . . . . . . . 1
Diesel mode operation . . . . . . . . . . . . . . . . . . . . . . . 1
Gas mode operation . . . . . . . . . . . . . . . . . . . . . . . . . 1
Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
N
Noise
Exhaust gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
O
Operation
Failure of one engine. . . . . . . . . . . . . . . . . . . . . . . . . 2
Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Part-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Running-in of engine . . . . . . . . . . . . . . . . . . . . . . . . . 2
Output
As a function of methane no. . . . . . . . . . . . . . . . . . . 2
Table of ratings, speeds . . . . . . . . . . . . . . . . . . . . . . 2
Outputs
Dependent on frequency deviations . . . . . . . . . . . . . 2
P
Pilot oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 1
Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Pumps
Arrangement of attached pumps . . . . . . . . . . . . . . . . 2
capacities of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2
Delivery capacities . . . . . . . . . . . . . . . . . . . . . . . . . 2, 2
Q
Quality requirement
Cleaning cooling water. . . . . . . . . . . . . . . . . . . . . . . . 3
Combustion air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Diesel fuel (MGO,MDOj . . . . . . . . . . . . . . . . . . . . . . . 3
Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . . . 3
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Lube oil (MGO/MDOj . . . . . . . . . . . . . . . . . . . . . . . . . 3
viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
S
Sacos one Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sacos one lnjection unit . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sacos one system Overview. . . . . . . . . . . . . . . . . . . . . . . 2
Safety concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 1
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Sulphur and corrosive attack . . . . . . . . . . . . . . . . . . . . . . 3
v
viscosity diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
W
Water
Quality requirements for engine cooling water . . . . . 3
Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MAN Diesel
L+V51/60DF
Project Guide
Four-stroke Dual Fuel Engines
in compliance with IMO Tier II
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MAN Diesel
86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandiesel.com
www.mandiesel.com
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09-120PPG_5160DF_Marine_IMO_TII.indd U4 25.08.2009 14:28:30

Handbook of Petroleum Product Analysis by JAMES SPEIGHT PDF

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Quality requirements of operating supplies

3.5 Quality of Diesel Fuel (MGO, MDOj

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