Say:

Hello, my name is______

Do:
Introductions
Safety
Instructions and general information. There is Continuing Education Credit available for those who desire to 
receive it.  Please make sure you check the box on the Sign in sheet and make sure your e‐mail address is 
correct. The CEU Certificate will be e‐mailed to you from Bradley University

Say:
The presentation you are about to see represents an overview to Diesel Generator Sets Application and 
Installation.

Do: (next slide)

Updated April 10, 2017

1
Say:
Today we will be discussing engine room design, air intake and systems, exhaust systems, fuel systems, engine 
room ventilation, and wrapping up with foundations and isolation.  The goal of today is to have a general 
discussion on each of these topics and touch on some areas of high importance, we wont be able to make you 
an expert in all of this today.  Each of these subjects have dedicated Cat Application and Installation guides, 
which are available to you.

As we go through this presentation you will notice as that it focuses on indoor installations.  Keep in mind, 
though, that much of the content applies to outdoor installations as well. 

Do: (next slide)

2
Say:
We will start off by talking about Engine Room Design.

Do: (next slide)

3
Say:
There are many things to consider when designing an engine room.
- Is it single or multiple use? If multiple use, additions or changes may need to be made to allow the
space to be used for other requirements. Additional equipment in the room can have effects on air
flow and temperature rise, which we will discuss later.
- How many generators will occupy it? Does the site potentially need room for expansion?
- Will it be used to house Prime Power or Standby Power? With prime power sites, serviceability and
the capability to remove the generator set or portions of the generator set should be considered.
Large prime power facilities can include installed cranes or lifts to help with overhauls,
maintenance, and repair. With standby power, the need for overhaul space is lessened, but the
generator sets still need space for service. As the generator sets could serve for decades, space is
needed for equipment upgrades (controls, breakers, switchgear, etc). As standby power can be
critical to a site, a method of connecting a mobile generator set should also be evaluated.

Engine rooms must be properly designed for ventilation, cooling and the filtering of dirt and debris from
the air. In addition, heat and noise levels should be adequate for worker’s comfort and comply with
local or state codes. Space in these rooms must also be planned for auxiliary equipment. And finally,
considerations must be given to how the generator set is delivered to the site, i.e. by crane or other
methods and how it is to be serviced.

Do: (next slide)

4
Say:
A single use engine room is dedicated primarily to generators.

The multiple use facility would not only have gensets, but also auxiliary equipment such as boiler units,
compressors…there may even be switchgear in the room.

Do: (next slide)

5
Say:
As mentioned, engine room designs vary by application. In the case of prime power use, the engine
room should not be located close to the actual operation room because working conditions would not
be ideal for the operator. This is due to noise, vibration, heat, and other factors related to a generator
set that is running prime power. Storage of spare parts, makeup oil, additional coolant, and
maintenance equipment should be kept close at hand, but in areas or in ways to ensure cleanliness.

Since they will run less than a prime power unit, a standby set could remain close to the operation’s
area. Because of the potential limited run time, it can be tempting to reduce the amount of space
around a generator set, or to place more equipment in the same room. This will have to be done
carefully, as doing this can increase maintenance or repair costs, and can have an effect on the
performance or reliability of the generator set.

Do: (next slide)

6
Say:
Serviceability is going to be a major component of the engine room design.  In this figure, there are 13 different 
components that can come into play when servicing the genset.  Entry doors/openings and adequate space for 
maintenance are important for standby and prime generator sets.  There needs to be enough room to work on 
the generator set, as well as an entry or opening large enough to remove major components, such as a 
generator end or engine block, should they need to be repaired or replaced.

Considerations for serviceability reaches beyond the generator sets.  It includes: the lube system, fuel system, 
starting system, cooling system, and exhaust system.  If switchgear or electrical distribution is located in the 
room, considerations need to be made for that equipment as well. 

Do: (next slide)

7
Say:
Safety should always be the first priority when designing an engine room. Local codes may drive
additional requirements, but they are always a good idea:
- With hazardous materials present, such as battery acid, diesel fuel, engine coolant and solvents
present in an engine room, a wash station may be needed
- Addition of a fire suppression system or fire fighting equipment
- Its is best to consult the local AHJ to determine all local safety requirements are met.

When servicing within the engine room it is helpful to have added conveniences such as:
- For prime power sites, compressed air For use with air tools and an installed overhead crane make
overhauls and maintenance faster and safer
- Generator sets can run in ambient temperatures that can be uncomfortable, even dangerous, for
people. The engine room should have adequate ventilation to maintain safe and comfortable
working conditions for personnel. We will cover engine room ventilation in more detail later.
- Access to water, for cleaning of the room, equipment, and personnel

The output of a generator set is usually connected to a load through large insulated cables or leads. To
keep the cables protected from damage as well as protecting personnel servicing the equipment, the
cable routing needs to be considered. There are several ways to do this including:
- Under the generator set, using cable trays or conduit poured into the floor.
- Overhead routing using suspended cable trays
- Or through a wall, although this could potentially block walk-around access to the generator set, so
please keep this in mind.
- National, State or local codes will generally have requirements for cable routing.

Finally, provisions should be made for periodic load testing. Most standby sites do at least annual load
testing, as it is required by NFPA regulations, so provisions to help with this can save time and money.
These provisions could range from a small access door to facilitate hook up without leaving a door ajar,
to installation of permanent cabling. In any case, being prepared for load testing by designing it in will
save headaches in the future for the end user.

Do: (next slide)

8
Say:

As we mentioned earlier, clearance will have to be designed around entire genset or gensets, as well as around 
any other equipment in the room

With Generator Sets
‐ Overhead clearance: Generator sets or components may need to be lifted in order to do maintenance or 
repair work, so their needs to be adequate room for a crane (if one is not installed) and clearance for the 
part or generator set.  Overhead clearance is also required for items such as mufflers, exhaust stacks, cable 
racks and air and water lines.  Don’t forget to keep cables, lighting, and piping a safe distance from hot 
engine or exhaust surfaces.
‐ Side clearance: In both single and multiple generator set installations there should be sufficient space 
between engines for drain cars, tool carriages and other equipment.  As a rule, the space between engines 
should be equal to at least the width of the largest engine installation in the room.
‐ Front and Rear clearance: In the front of the engine you will need space for removing the radiator and 
camshaft from the block in case of major overhauls.  In a similar manner, there should be sufficient space at 
the rear of the generator set for removal of the rotor.
‐ Clearance Underneath: while not required, clearance under the engine or generator set to facilitate 
maintenance or cleaning may be considered for prime applications

If a room contains a generator set or other electrical generating equipment, local codes may require
specific clearances around conductors, or power cabinets. Breakers need appropriate clearance to be
pulled out, leads or bus bar may need to be accessed, all without putting personnel in harms way.
Please consult your local authorities for advice.

I’d like to point out here that many of the considerations I’ve already talked about apply to outdoor
installations as well. For both open and enclosed outdoor units you will find clearance requirements for
distances from buildings as well as needing the ability to do maintenance. With units in enclosures,
maintenance panels can be designed in, which can be removed for repair and maintenance of the
generator set.

Do: (next slide)

9
Say:
In order to provide periodic maintenance, the engine room must be accessible.

Access should be available to personnel through the service entrance and the entrance should also be
designed to handle the removal of generator sets, parts, fluids and tools. Maintenance personnel
should be able to pass through freely. Rooms should be able to handle major repairs, which may
involve weight and size constraints. And any service elevator should be designed to be capable of
handling these constraints.

Please do not design the engine room service entrance like this photo! There are actual cases of
backup generators being installed in basements as the building was built around them with insufficient
access. Not only are these machines never coming out, but if new equipment is needed an entirely
new space will need to be designed and constructed for it.

Do: (next slide)

10
Say:
And a last note on Engine Room design.  We didn’t cover everything, so there are several other considerations 
to keep in mind, including those on this list.  For example, do you have accessible connections for rental units?  
Will you need space for additional units in the future?  Etc.

Do: (next slide)

11
Say:
Now we’ll move on to talk about some generator set systems beginning with a very quick overview of Air Intake.

Do: (next slide)

12
Say:
Air cleanliness is critical to the durability of an engine.

Dirt and debris ingested into the engine are a major source of wear on moving engine 
parts.

This debris, which can come from the design and construction of an engine room, 
maintenance, leaks, or just the environment in outdoor installations, is going to 
enter the engine via the air intake.
Do: (next slide)

13
Say:
Here is a comparison of particle sizes and the impact on an engine.  You can see the range that starts to have a 
measurable effect on the engine is 0.001 to 0.01 mm or 1 to 10 microns.  Just one teaspoon of dust per hour 
with a diameter of 125 microns can destroy an engine in 24 hours.  Note, the average human hair has a 
diameter of 80 microns.  We think of this as a very small diameter, but particles this size have the potential to 
create severe wear on an engine

Do: (next slide)
.

14
Say:
To keep these particles out of the engine it is critically important to have the air intake filtered or even pre‐
cleaned. Pre‐cleaners are often used in outdoor or significantly dirty conditions in conjunction with intake filters.

Do: (next slide)

15
Say:
Air intake ducts may be a requirement of the site configuration.

Ducting is required it is best to maintain engine‐mounted air cleaners where possible to reduce the chance of 
contaminants entering the system.  This also can reduce the cost of the intake system, as it does not have to 
meet such stringent contamination requirements.   If they must remote‐mount the air cleaner, it is critical to 
ensure ducting from the origin to the engine is completely sealed.

Do: (next slide)

16
Say:

Air ducting and intakes need to be adequately sized for the generator set, and can vary depending on engine 
model, rating and fuel type.  Be sure to consult the generator set spec sheet or technical data for this 
information, and this data should also be referenced for restriction calculations.

Do: (next slide)

17
Say:
Next on the agenda is the Cooling System.

Do: (next slide)

18
Say:
Let’s start with a quick review of the basic engine heat balance.  Of the total fuel 
energy entering the system, whether it is diesel, gas or some other fuel that is 
burned…of this only 30 to 40% is turned into Mechanical Work.

The rest is released in the form of heat.  25‐35% is internal to the engine, 30‐35% is 
released through the exhaust, and around 5‐10% is radiated from the engine 
surface.

This heat needs to be removed from the engine as well as from the engine room 
through cooling and ventilation.
Do: (next slide)

19
Say:
Internal heat is normally removed in 3 ways, the jacket water, the oil cooler, and the 
after cooler. 

One thing to remember is that almost all engine manufacturers tie in their oil cooler 
heat load to either the jacket water or the after cooler heat load.  This is important 
because as heat loads are analyzed and the amount of heat that needs to removed 
is calculated, it is possible to end up double counting the oil cooler heat.  
Do: (next slide)

20
Say:
Cooling systems are often defined by the type of aftercooler utilized.  Older engines 
used a single water system to cool the entire engine and we call that a JWAC or 
jacket water after cooled.  

On a separate circuit after cooler, sometimes referred to as second circuit after 
cooler (or SCAC), one water circuit is used to cool the engine block while a 
completely separate water circuit is used to cool the intake air.  This is done because 
the engine and intake air have different cooling requirements and separate circuits 
are more efficient.

For an air to air after cooler (ATAAC), the air coming out of the compressor is sent 
through the radiator and cooled by forced air rather than water.  Instead of the heat 
having to travel from the intake air to water and then discharged from the water by 
the radiator, the heat is removed from the intake air directly by the radiator.  Having 
fewer heat exchange steps increases efficiency, however this type of system has 
challenges when the radiator needs to be located remotely. 

Finally, there is a two stage after cooler.  The two stages refer to the intake air 
aftercooler.  The intake air is first cooled to an intermediate temperature with a high 

21
temperature coolant, then cooled a second time to reach the engine rating requirement.  

The last two are the industry standard for diesel engines.
Do: (next slide)

21
Say:

There are two locations for radiators, installed (on‐engine) and remote.  

Most installed radiators will have a vertical core with horizontal air flow, and most 
remote radiators are setup with a horizontal core and vertical air flow.

Remote radiators normally have multiple fans with smaller motors as opposed to 
installed radiators with one large fan.  An advantage of the remote system is that 
vertical airflow matches natural convective air flow so you end up with less 
restriction. 

On occasion you will find a remote radiator with a vertical core.  In this setup the 
system would be the same as installed except it would be driven by an electric 
motor rather than the mechanical drive of the engine.
Do: (next slide)

22
Say:

If an installation calls for the radiator to be installed above the genset the additional 
height will create pressure on the pump seals.  To prevent seal failure, a device such 
as a hot well or heat exchanger to reduce the static head pressure.  

Each manufacturer will have their own height limits for this requirement.  
Caterpillar uses a limit of 57 feet from the jacket water pump to the highest point in 
the cooling circuit.  
Do: (next slide)

23
Say:
One of the most common design concerns for engine/generator rooms is designing for radiator air flow.  

Typically engine rooms are designed to run at a half inch water restriction.  Two things that impact air flow 
restrictions are: the air inlet design and the location of the radiator

Most engine rooms and even genset enclosures for outdoor use will have louvers at the inlet.  These louvers 
add more restriction than screens and obviously more than uncovered openings.  As a general estimate louvers 
can add around 25% additional restriction, but all designs are different so please consult the louver curves to 
determine the correct amount. 

Also, one aspect that many do not consider is the placement of the radiator with respect to walls.  The closest a 
wall should be to the radiator is two fan diameters away.  Less than this and the air has the ability to swirl and 
push back towards the radiator, which significantly increases restriction.  This same concept applies outdoors as 
well.

Finally, there are often unknown restrictions that make it challenging to design accurately so even with the 
room designed to a half inch water restriction.  To be safe in preliminary calculations, plan the cooling system as 
if you only have three quarters of an inch. 

Also remember when designing for sufficient air flow you do not want so much restriction that the fan is pushed 
to its stall point.  When you get to a fan stall point the cooling doesn’t just taper, it drops off completely.  

Do: (next slide)

24
Say:
Here is a reminder list of the important things to know when sizing a radiator.  

Information needed includes: heat rejection to the cooling system as well as the heat radiated to the room.  Air 
restrictions in the case of installed radiators and line loss and pump flow rate for remote radiators.  And finally, 
site altitude and max ambient temperature

Higher altitudes have lower air densities which can lower the cooling performance of the radiator.  As can higher 
max ambient temperatures.

Do: (next slide)

25
Say:
Now let’s talk about Heat Rise.

When a genset is running it produces heat that convects into the room.  The air that flows across the engine will 

increase in temperature as it is drawn through the radiator.  This temperature increase is call the Heat Rise and 
each manufacturer has their own standards.  The heat rise will vary depending on the engine, room size, airflow 
etc.   

At Caterpillar for example, there are 3 different starting points for heat rise.  In an open room with sufficient 
airflow, we assume a 4 degree C heat rise across the engine.  In the same room for Tier 4 product we assume a 6 
degree C rise, with the additional heat being produced by the Emissions Module.  Finally, if a unit is put into a 
skin tight enclosure Cat assumes a 7 degree C heat rise. 

Keep in mind these are a minimum starting point. The amount of heat being released into the room will have to 
be determined to make sure that the selected radiator can handle the heat load. 

When specifying, it is important to be specific about what is meant by ambient, as manufacturers define this 
differently.  Specify the location of the ambient, whether outside, inside the room, or at the radiator core.  You 
can also specify cooling system capability, but if you do that make sure you include the heat rise.  Not specifying 
the location of ambient, or not including the heat rise, can cause the radiator to be undersized and not capable 
of adequately cooling the generator set.  If this occurs, the generator set would have to derate and reduce load.

Do: (next slide)

26
Say:
An important aspect to pay attention to when designing a remote radiator system is line restriction.  Each 
additional length of line increases the restriction.  It needs to be kept within the limits shown in the technical 
data for that pump.  

Too much restriction can cause overheating due to the engine not getting enough water flow.  In the case of 
extreme restrictions, this can cause the pump to cavitate.  Cavitation can cause damage to the cooling system, 
increasing maintenance costs or, in the worst case scenario, cause unexpected downtime.

Too little restriction and high velocity coolant flow can cause the cooling system to erode.  

{Note: 3516C 2000 kW example in figures}

Do: (next slide)

27
Say:
And finally, cooling system venting needs to be considered.

There will naturally be air in the water lines when the engine cooling system is first charged.  The system will 
have to be vented to get that air out of the system.  If it is not, the trapped air can reduce the cooling capability 
and also cause pump cavitation.  

There are two ways to can vent your system, with vent lines or air release valves.  Vent lines need to reach the 
highest point of the system and need to be routed in a smooth path to that point.   If the lines can’t be routed 
smoothly to the highest point, air release valves can be installed at every trap point.  

Cooling systems are a complex topic, this section was designed as a basic overview.  If you are interested in 
learning more, a dedicated lunch and learn to cooling systems is available.

Do: (next slide)

28
Say:
Now we will discuss Ambient conditions and their effect on generator sets
Do: (next slide)

29
Say:
Operating generator sets at altitude can effect performance
‐ Cooling: lower air density reduces cooling capability, larger radiators/fans or more airflow needed.
‐ Combustion: intake air is less dense, resulting in lower power or or higher volume of air needed for the 
same amount of power.

In general, generator sets operating over 1000M (3281 ft) may require a derate.  Information specific to each 
generator set is available (example below)
‐ The example chart below shows how the engines output capability drops as the altitude increases
‐ You will note that ambient temperature has an effect as well, which we will discuss on the next slide

Do: (next slide)

30
Say:
Where the temperature of the ventilating air to the generator exceeds 40 C (104 F), derating of the generator 
set may be necessary
‐ This is the temperature of the air when it reaches the air intake, not the outside ambient air temperature.  
Remember in the cooling section, we discussed that the radiated heat from the generator set can account 
for 4 to 7 degrees C of air temperature rise before the air reaches the radiator.
‐ Temperature derate information is available for all products (example below).
‐ This is the same chart as previous
‐ You will note as the temperature increases, the engine output capability increases
‐ Also note, this is referring to engine combustion air temperature.  The radiator or cooling 
package for the generator set has to be appropriately sized for the cooling requirements of the 
generator set as well.

Do: (next slide)

31
Say:
Condensation from humidity can cause performance and maintenance related issues for generator sets
‐ Engine: corrosion, air filter damage
‐ Generator End: Insulation damage
Generator ends that have been exposed to moisture and not properly dried can experience catastrophic failures.
For High humidity areas, space heaters should be used to raise the temperature to 5 C above the ambient 
temperature, to prevent condensation

Do: (next slide)

32
Say:
A further note on ambient derates.  Caterpillars generator set sizing tool is Specsizer.  Based on the user ambient 
conditions, it will calculate if there is a derate associated with unit as well.  In this example, the 3516 will derate
from 1750kW to just over 1500kW at the ambient conditions.

If you are interested in learning more about Specsizer or trying the tool out, please visit specsizer.cat.com.  We 
also have a lunch and learn presentation for first time users.

Do: (next slide)

33
Say:
Now we will move on to Exhaust Systems

Do: (next slide)

34
Say:
Well‐designed exhaust systems collect exhaust gases from engine cylinders and discharge them as quickly and 
silently as possible. Primary system design considerations include:
‐ Minimizing resistance to gas flow (back pressure) and keeping it within the limits specified for the particular 
engine model and rating to provide maximum efficiency.
‐ Reducing exhaust noise emission to meet local regulations and application requirements.
‐ Providing adequate clearance between exhaust system components and engine components, machine 
structures, engine bays, enclosures and building structures to reduce the impact of high exhaust
temperatures on such items.
‐ Ensuring the system does not overstress engine components such as turbochargers and manifolds with 
excess weight. Overstressing can shorten the life of engine components.

Do: (next slide)

35
Say:
Excessive exhaust restriction can adversely affect performance, resulting in reduced power and increased fuel 
consumption, exhaust temperatures and emissions. It will also reduce exhaust valve and turbocharger life.

When designing an exhaust system, the design target for backpressure should be half the maximum allowable 
system backpressure.

Excessive backpressure is commonly caused by one or more of the following factors:
‐ Exhaust pipe diameter too small.
‐ Excessive number of sharp bends in the system.
‐ Exhaust pipe too long.
‐ Silencer resistance too high.

Back pressure obviously needs to be calculated during the design phase to ensure it is within the performance 
requirements of the engine.  Once installed and commissioned, however, it also needs to be measured.  
Confirming the back pressure is within acceptable limits will prevent time and money wasted on 
troubleshooting performance issues later.

Do: (next slide)

36
Say:
Exhaust noise is one of the principal noise sources of any engine installation. The purpose of the silencer is to 
reduce the noise of the exhaust before it is released to the atmosphere.

Silencers are typically rated according to their degree of silencing
‐ Level 1 Silencer System, also termed “Residential” — Suitable for industrial areas where background noise 
level is relatively high or for remote areas where partly muffled noise is permissible.  This is a 12 to 18 dB 
reduction
‐ Level 2 Silencer System is called “Critical” — Reduces exhaust noise to an acceptable level in localities where 
moderately effective silencing is required — such as semi‐residential areas where moderate background 
noise is always present.  This is a 18 to 25 dB reduction
‐ Level 3 Silencer System is “Supercritical” — Provides maximum silencing for residential, hospital, school, 
hotel, store, apartment building and other areas where background noise level is low and generator set 
noise must be kept to a minimum

The silencer is generally the largest single contributor to exhaust backpressure. Therefore, required noise 
reduction and permissible backpressure must be considered when selecting a silencer. Application type, 
available space, cost and appearance may also need to be taken into account.

Do: (next slide)

37
Say:

And finally, your exhaust systems should be designed with certain clearances and mounting.

Piping must be designed with engine service in mind. In many cases, an overhead crane will be used to service 
the heavier engine components on the larger engines.

All piping should be installed with a minimum clearance of 229 mm (9 in) from combustible materials such as 
fuel pumps, fuel lines, fuel filters and fuel tanks

Locate the exhaust pipe outlets away from the air intake system. As we’ve already discussed, engine air 
cleaners, turbochargers and aftercoolers contaminated with exhaust products can induce premature failures. 

The exhaust piping system must be isolated from the engine with flexible connections, designed for zero leakage 
and flexible in all directions. Two types of flexible connections that are normally used are a flexible metal hose 
type and a bellows type.

Flexible connections should be installed as close as possible to the engine exhaust outlet. A flexible exhaust 
connection has three primary functions.
‐ To isolate the weight of the exhaust piping from the engine. The amount of weight which the exhaust outlet 
for each engine model can withstand varies.
‐ To relieve exhaust components of excessive vibrational fatigue stresses.
‐ To allow relative shifting of exhaust components. This has numerous causes. It may result from expansion and 
contraction due to temperature changes, by creep processes that take place throughout the life of any 
structure, or by torque reactions.

The weight of the exhaust piping and supports should not be supported by the engine block or engine 
components. Never attach structures supporting the weight of the exhaust piping directly to the engine block or 
engine components. The engines are not designed to support this extra weight and engine vibrations will be 
transmitted to the structure and piping.

Do: (next slide)

38
Say:
The next section of the presentation is an overview on fuel systems

Do: (next slide)

39
Say:
The precision injectors on modern day diesel engines require an adequate supply of clean, stable fuel for proper 
operation. This requirement in turn demands careful attention to the fuel storage and handling systems
specified for each installation.

A diesel fuel supply system is comprised of three components.  
‐ The storage system
‐ Transfer system 
‐ Filtration system.

Do: (next slide)

40
Say:
The main fuel tank represents the primary fuel reservoir in all applications, and must have adequate capacity for 
the intended application. Rule of thumb for tank size is to find the fuel consumption rate at 100% load factor 
(depending on application: Prime, stand‐by etc.) and multiply it with the number of hours between refills.

There is also the 660 rule, which is the maximum gallons allowed in one room in a building.  Fire zones may 
have different limits and require the tank to be at grade level or lower.  Verify with your local jurisdiction for 
requirements.  

Auxiliary fuel tanks…also called service tanks or day tanks… are secondary fuel tanks located between the main 
fuel tank and the engine. These tanks are required in the following situations.
‐ The main fuel tank is located on the same level but more than 15 m (50 ft) away.
‐ The main fuel tank is located 3.7 m (12 ft) or more below the engine.
‐ The main fuel tank is located above the engine fuel injectors.

Any of the above conditions can cause unsatisfactory engine starting and operation. The purpose of an auxiliary 
tank is to relieve the fuel pressure “head” from the fuel transfer pump and injection equipment for efficient fuel 
flow.  The picture to the right shows a typical auxiliary take design

An electric motor‐driver boost pump may allow operation under conditions more severe than those previously 
described; but where starting dependability is required, it is recommended to use an auxiliary fuel tank.

Do: (next slide)

41
Say:

Engine mounted transfer pumps lift the fuel by displacing air from the suction pipe to the discharge pipe.  
Because a perfect vacuum cannot be maintained, all transfer pumps have limitations on their lift capability.  
Also affecting the lift capability are the pipe size, routing and ambient temperature.  

The chart to the right shows an example available lift (please note this can vary between units).  The impact on 
lift capability based on elevation can be seen.

The following factors will need to be considered when designing the tank storage and transfer systems.  

The vertical distance from the tank to the pump. The distance should be measured from the inlet pump port of 
the pump to the bottom of the tank.
Internal piping system losses reduce the lifting capability. This is based primarily on the size and the total length 
of the pipes, but also includes the various fittings and valves. As the temperature goes down the resistance goes 
up. 
And finally, elevation has a big impact on the pump’s lifting capability. The atmospheric pressure is helping the 
fuel into the vacuum, but as the elevation increases, the atmospheric pressure decreases and the available lift 
will also decrease

Lines should be routed away from hot surfaces, like manifolds and turbochargers, to avoid fuel heating and 
potential hazard if a fuel line should fail.
Fuel lines should be routed to avoid formation of traps, which can catch sediments, or pockets of water, which 
will freeze in cold weather.
Whenever possible, route fuel lines down low, so any potential leakage will be confined to the fuel tank base or 
floor space.  
Additionally, do not route fuel lines over the injectors as on electronic unit injector fuel systems, static pressure 
on the fuel system will cause fuel to leak from the injectors leading to excessive fuel dilution of the engine oil.

Do: (next slide)

42
Say:
The third component of a diesel fuel supply system is the filtration system.  Clean fuel is necessary for 
dependable engine performance. Engine filters protect the fuel injection pumps and nozzles and should never 
be removed or bypassed.

Primary filters will extend engine filter and transfer pump life. Water and sediment traps can be included 
upstream of the transfer pump, but pump flow must not be restricted.  For both prime and standby applications, 
duplex fuel filters on an option.  These are routed in parallel so that filters can be swapped out without having 
to stop the unit. 

Several methods can be used to remove excess water and sediment from the fuel system:
‐ A water and sediment separator can be installed in the supply line ahead of the transfer pump. The 
separator must be sized to the handle the fuel being consumed by the engine as well as fuel being returned 
to the tank.
‐ Coalescing filter systems work effectively to remove sediment and water. If the level in the day tank is not 
maintained at a consistent level, install them between the main tank and the day tank. If proper day tank 
levels are maintained, a smaller system can be used between the main tank and the day tank to clean only 
the fuel being burned. These filters can plug and careful attention must be given to fuel pressure levels at 
the injectors to guard against misfiring.
‐ A centrifuge system can be used, particularly if the fuel quality consistently falls below defined limits.

Do: (next slide)

43
Say:
Moving on to Engine Room Ventilation.

Do: (next slide)

44
Say:
Five to ten percent of fuel consumed by an engine is lost as heat radiated to the surrounding air. In addition, 
heat from generator inefficiencies and exhaust piping contributes to elevated temperatures in the room.  These 
temperatures must be controlled by ventilation to maintain proper genset and switchgear performance as well 
as to provide adequate conditions for any personnel needing to be in the room.

Typically 8.5 degrees C to 12.5 degrees C above ambient temperature is the acceptable target. And in
general the room should never exceed 49 degrees C.

For comfort, maintain air velocity of at least 1.5 m/s (5 ft/s) in working areas adjacent to sources of
heat, or where air temperatures exceed 100°F (35°C).
This does not mean that all the air in the engine room should be agitated violently.
High air velocity around engines and other heat sources is not good ventilation practice.
High velocity air aimed at engines will hasten transfer of heat to the air, raising average engine room air
temperature.

So how should an engine room be ventilated?

Do: (next slide)

45
Say:
Cool, dry, clean air should enter the engine room as close to the floor as possible using fans/ducts. Allow this air 
to flow horizontally across the engine room from the entry point across heat sources beginning with the 
generator.  If this is not possible, extra cooling may be required.

Providing horizontal air flow will dissipate engine heat but a certain amount of heat will still radiate and heat the 
engine room.

Do: (next slide)

46
Say:
Comfortable air temperatures in the engine room are impossible without proper routing of the
ventilation air.
Fresh air should enter the engine room as far from the sources of heat as practical and as low as
possible. Since heat causes air to rise, it should be discharged from the highest point in the engine
room, preferably directly over the engine. Avoid incoming ventilation air ducts which blow cool air
toward hot engine components. This mixes the hottest air in the engine room with incoming cool air,
raising the temperature of all the air in the engine room, and leaves areas of the room with no
appreciable ventilation.

Now let’s go through some specific ventilation designs.

Do: (next slide)

47
Say:
Ventilation setups can be broken into types. This is a Type 1 Ventilation Design.

In this design air is brought into the engine room or enclosure as low as possible, which may require
additional ducting. The air exhaust fans are mounted or ducted to the highest point in the engine room,
preferably directly over heat sources.

This system provides the best ventilation with the least amount of air required.

The Relative Efficiency Routing Factor for this system is 1. This factor is used in air flow calculations,
which I will show later.

Do: (next slide)

48
Say:
This is a Type 2 Ventilation Design, also called a skid design.

Similar to Type 1, this design brings in fresh air to the lowest point possible and exhausts it at the
highest point. Type 2, however, directs airflow under the engine and generator so the air is discharged
upward at the engines and generators as shown in the figure.

The most economical method to achieve this design is to use a service platform. The platform is built
up around the engines and serves as the top of the duct. Regular care must be used to ensure grating
remains clean and the airflow unrestricted

This system also provides the best ventilation with the least amount of air required so it also has a
routing factor of 1. In addition, the upward flow of air around the engine serves as a shield which
minimizes the amount of heat released into the engine room.

Do: (next slide)

49
Say:
Type 1 and 2 Ventilation designs are preferred. If Ventilation Type 1 or Type 2 is not feasible, an
alternative is Type 3; however, this routing configuration will require approximately 50% more airflow
than Type 1, thus the routing factor of 1.5.

For this design outside air is brought into the engine room utilizing fans or large intake ducts. Unlike
types 1 and 2 however, the inlet air is not at the lowest point possible. It uses intake louvers to direct
air toward the genset. Because of the natural convective rising of warm air, some of the intake air will
not reach the genset and cooling performance will be reduced. Additionally, some of the heat will be
recirculating in the room and not being exhausted.

This system is primarily used only for dual engine installations where the intake air is routed between
the two engines.

Do: (next slide)

50
Say:
Finally there is Type 4 Ventilation. This method is not recommended as it provides the least efficient
ventilation, requiring two and a half times the airflow of Ventilation Types 1 and 2. Again, thus the
routing factor of 2.5.

As shown in the figure, intake air is brought in using supply fans and discharged toward the
turbocharger air inlets on the engine. This system mixes the hottest air in the engine room with the
incoming cool air, raising the temperature of all air in the room. It also interferes with the natural
convection flow of hot air rising to exhaust fans. Engine rooms can be ventilated this way, but it
requires extra large capacity ventilating fans.

Do: (next slide)

51
Say:

Here is an example of and Incorrect Air Flow. Notice that although the inlet duct has louvers to direct
airflow toward the engine, rising heat will warm the cool air before it can reach the engine. No amount
of airflow will allow for proper ventilation with an arrangement such as this

Do: (next slide)

52
Say:

Another important design aspect of engine room ventilation is where the air enters the room in multiple engine 
arrangements.  The air needs to enter from the end of the generator sets and be able to flow between them 
and out the exhaust.  Multiple ventilation fans may be used with a multiple engine installation.

Do: (next slide)

53
Say:
This is the incorrect way to route air with a multiple engine installation.  Clearly air is not passing between the 
engines and the engine at the front will receive much more cool air than those toward the back.  Even with 
single engine installations, air entering on an adjacent wall rather than an end wall will decrease cooling 
efficiency as it has to make turns in order to pass over the length of the generator set.

Do: (next slide)

54
Say:
The required air flow for ventilating an engine room can be calculated with this formula.  It takes into account all 
radiant heat including from auxiliary equipment, the density and specific heat of air, the permissible 
temperature rise and the additional air flow needed for combustion.  Notice this air flow calculation is then 
multiplied by the routing factor we discussed for each of the ventilation designs.  

The impact of the room configuration can be clearly seen in this calculation. 

Do: (next slide)

55
Say:
Our final topic on Diesel generator set A+I is Foundations and Isolation

Do: (next slide)

56
Say:
There are three major functions to generator set foundations. 
‐ They need to support the total weight and dynamic loading of all equipment on the foundation.  
‐ Foundations need to maintain alignment between the engine, driven equipment, and accessory equipment, 
‐ They must isolate the equipment vibration from surrounding structures.

Do: (next slide)

57
Say:
The material beneath the foundation must have the bearing load capacity to support the total weight
‐ Firm level soil, gravel, or rock provides satisfactory support for single‐bearing generator sets used in 
stationary or portable service. This support can be used where the weight‐bearing capacity of the 
supporting material exceeds pressure exerted by the equipment package, and where alignment with 
external machinery is unimportant.
‐ Soil, such as fine clay, loose sand, or sand near the ground water level, is particularly unstable under 
dynamic loads and requires substantially larger foundations.  
‐ The table to the right shows the safe bearing load of varying materials.

Seasonal and weather changes adversely affect mounting surfaces. Soil changes considerably while freezing and 
thawing. To avoid movement from seasonal change, extend foundations below the frost line.

Do: (next slide)

58
Say:
Massive concrete foundations are normally unnecessary for modern multi‐cylinder medium speed engines and 
packaged units. Avoid excessively thick, heavy bases to minimize sub floor or soil loading. Bases should be only 
thick enough to prevent deflection and torque reaction, while retaining sufficient surface area for support.

If generator sets are paralleled, possible out‐of phase paralleling and resulting torque reactions demand 
stronger foundations. The foundation must withstand twice the wet weight of the generator set. Bolting the set 
to the foundation is recommended.

Outside dimensions of the foundation must exceed that of the equipment by 12 inches.

The mass of the foundation should be no less than the mass of the equipment.

And finally, to determine the depth that will give you the minimum weight required for the foundation you can 
use this equation.  Weight of the equipment divided by the product of the density of concrete, the width of the 
foundation, and the length of the foundation.

Do: (next slide)

59
Say:
And a final note for this section is on isolators.  

Isolators are required to limit vibrations transmitted from the generator set to the foundation.  The ensure that 
the package rigid body vibration modes stay well away from the engine excitation frequencies.

And lastly they can correct for small variations in foundation irregularities.  But do not use isolators as a method 
to counteract foundation flexures due to dynamic loading!

Do: (next slide)

60
Say:
There are many types of isolators, with just a few being rubber isolators, gravel or sand isolation, and spring 
type isolators.
‐ Bulk isolating materials are sometimes used between the foundation and supporting surface, but they are 
not as effective or predictable as other methods.
‐ Rubber isolators are adequate for applications where vibration control is not severe. Careful selection can 
achieve up to 90% isolation
‐ The most effective isolators of low frequency vibration are of steel spring design. They can isolate over 96 
percent of all vibrations and noise transmitted from rotating machinery to the foundation or mounting 
surface. 

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Say:
This was an overview of Application and Installation considerations for Diesel gensets.  The goal of this was not 
to make you experts, if you are interested in learning more, A+I guides on each topic are available.

Are there any questions?

Thank you for your time today.  Please be sure to sign the CEU credit sheet.

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