51-60DF IMO TierII - Marine - 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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falzen falzen
falzen falzen
09-120PPG_5160DF_Marine_IMO_TII.indd U4 25.08.2009 14:28:30
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Project Guide
for Marine Plants
Dual-fuel Engine 51/60DF
in Compliance with lMO Tier ll
Status: 05/2009
MAN Diesel & Turbo
Stadtbachstrasse 1
86224 Augsburg
Germany
Phone: +49-821-322-0
Telefax: +49-821-322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
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All data provided in this document is non-binding. This data serves informational purposes only and
is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This will depend on the
particular characteristics of each individual project, especially specific site and operational condi-
tions.
lf this document is delivered in another language than English and doubts arise concerning the
translation, the English text shall prevail.
For latest updates on Project Guides, visit our website www.mandieselturbo.com:
"Marine Engines & Systems > Medium speed > Project Guides".
MAN Diesel & Turbo
Phone +49 821 322-0
Fax +49 821 322-3382
marineengines-de@mandieselturbo.com
www.mandieselturbo.com
MAN Diesel & Turbo
Reproduction permitted provided source is given.
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Table of Contents
1 Basic information ............................................................... 1 - 1
1.1 Modes of operation, outputs .............................................................................. 1 - 3
1.2 Safety concept of MAN Diesel dual-fuel engine - short overview ...................... 1 - 5
2 Dual-fuel engine and operation.......................................... 2 - 1
2.1 Engine characteristic data .................................................................................. 2 - 3
2.1.1 Engine design ...................................................................................................... 2 - 3
2.1.1.1 Engine cross section ......................................................................... 2 - 3
2.1.1.2 Engine designations - design parameters ......................................... 2 - 5
2.1.2 Dimensions, weights and views .......................................................................... 2 - 7
2.1.3 Outputs, speeds .................................................................................................. 2 - 9
2.1.3.1 Engine ratings ................................................................................... 2 - 9
2.1.3.2 Speeds/Main data ........................................................................... 2 - 9
2.1.4 Fuel consumption; lube oil consumption........................................................... 2 - 13
2.1.4.1 Fuel consumption for emission standard lMO Tier ll ...................... 2 - 13
2.1.4.2 Lube oil consumption ...................................................................... 2 - 14
2.1.5 Planning data for emission standard lMO Tier ll .............................................. 2 - 15
2.1.5.1 Nominal values for cooler specification -
L51/60DF - Diesel mode ................................................................. 2 - 15
2.1.5.2 Temperature basis, nominal air and exhaust gas data -
L51/60DF - Diesel mode .................................................................. 2 - 16
v51/60DF - Diesel mode .................................................................. 2 - 17
v51/60DF - Diesel mode .................................................................. 2 - 18
L51/60DF - Gas mode ..................................................................... 2 - 19
L51/60DF - Gas mode ..................................................................... 2 - 20
v51/60DF - Gas mode ..................................................................... 2 - 21
v 51/60 DF - Gas mode ................................................................... 2 - 22
2.1.5.9 Load specific values at tropical conditions -
51/60 DF - Diesel mode ................................................................... 2 - 23
2.1.5.10 Load specific values at lSO-conditions -
51/60DF - Diesel mode .................................................................... 2 - 24
2.1.5.11 Load specific values at tropical conditions -
51/60 DF - Gas mode ...................................................................... 2 - 25
2.1.5.12 Load specific values at lSO conditions -
51/60 DF - Gas mode ...................................................................... 2 - 26
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2.1.5.13 Filling volumes and flow resistances .............................................. 2 - 27
2.1.5.14 Permissible operating pressure ....................................................... 2 - 28
2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit ..... 2 - 29
2.1.5.16 Admissible supply gas pressure variations ..................................... 2 - 30
2.1.6 Emissions........................................................................................................... 2 - 31
2.1.6.1 Engine noise / intake noise / exhaust gas noise .............................. 2 - 31
2.1.6.2 Exhaust gas emission ...................................................................... 2 - 37
2.1.7 Requirements for power drive connection (staticj............................................ 2 - 39
2.1.8 Requirements for power drive connection (dynamicj ........................................ 2 - 41
2.1.8.1 Moments of inertia, flywheels .......................................................... 2 - 41
2.1.8.2 Balancing of masses ........................................................................ 2 - 43
2.1.8.3 Static torque fluctuation .................................................................. 2 - 45
2.1.9 Power transmission ........................................................................................... 2 - 49
2.1.9.1 Flywheel arrangement ...................................................................... 2 - 49
2.1.10 Arrangement of attached pumps....................................................................... 2 - 51
2.1.11 Foundation......................................................................................................... 2 - 53
2.1.11.1 General requirements for engine foundation ................................... 2 - 53
2.1.11.2 Resilient seating ............................................................................... 2 - 55
2.1.11.3 Recommended configuration of foundation .................................... 2 - 57
2.1.11.4 lnstallation of flexible pipe connections
for resiliently mounted engines ........................................................ 2 - 59
2.1.12 Programme for works test ............................................................................... 2 - 63
2.2 Dual-fuel engines -general rules ....................................................................... 2 - 65
2.2.1 Diesel electric operation .................................................................................... 2 - 65
2.2.1.1 Starting conditions and load application
for Diesel-electric plants .................................................................. 2 - 65
2.2.1.2 Emergency operation ....................................................................... 2 - 71
2.2.1.3 Load reduction ................................................................................ 2 - 73
2.2.1.4 Low-load operation ......................................................................... 2 - 75
2.2.1.5 Available outputs dependent on frequency deviations ................... 2 - 77
2.2.1.6 Diesel-electric operation of vessels - failure of one engine ............. 2 - 79
2.2.1.7 Generator - reverse power protection ............................................. 2 - 81
2.2.1.8 Engine running-in ............................................................................ 2 - 83
2.2.1.9 Torsional vibrations .......................................................................... 2 - 87
2.2.1.10 Earthing measures on Diesel engines and bearing insulation
on generators ................................................................................... 2 - 89
2.3 Engine automation ........................................................................................ 2 - 91
2.3.1 SaCoSone system overview.............................................................................. 2 - 91
2.3.2 Power Supply and Distribution.......................................................................... 2 - 97
2.3.3 Operation........................................................................................................... 2 - 99
2.3.4 Functionality .................................................................................................... 2 - 103
2.3.5 lnterfaces......................................................................................................... 2 - 107
2.3.6 Technical Data................................................................................................. 2 - 109
2.3.7 lnstallation requirements ................................................................................. 2 - 111
2.3.8 Engine-located measuring and control devices .............................................. 2 - 113
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3 Quality requirements of operating supplies ....................... 3 - 1
3.1 Quality of lube oil (SAE40j for the engine 51/60DF............................................. 3 - 3
3.1.1 Lube oil for continuous gas operation................................................................. 3 - 5
3.1.2 Lube oil for diesel operation or alternating between diesel and gas................... 3 - 6
3.1.3 Lube oil for continuous HFO operation ............................................................... 3 - 7
3.1.4 Lube oil rules for alternating operation between gas and HFO........................... 3 - 9
3.2 Quality of engine cooling water......................................................................... 3 - 11
3.3 Checking the cooling water .............................................................................. 3 - 19
3.4 Cleaning of cooling water system..................................................................... 3 - 21
3.5 Quality of Diesel Fuel (MGO, MDOj.................................................................. 3 - 23
3.6 Quality of Heavy Fuel Oil (HFOj ........................................................................ 3 - 25
3.7 Quality of intake air (combustion airj................................................................. 3 - 37
3.8 viscosity-Temperature (vTj diagram of fuel oil ................................................. 3 - 39
3.9 Quality requirements for natural gas................................................................. 3 - 41
3.9.1 Types of gases, gas quality ............................................................................... 3 - 41
3.9.2 Fuel specification of natural gas........................................................................ 3 - 45
4 Dual-fuel electric set........................................................... 4 - 1
4.1 Arrangement of Diesel-electric propulsion plants............................................... 4 - 3
5 Propeller Operation ............................................................ 5 - 1
6 Engine related service systems.......................................... 6 - 1
6.1 Basic principles for pipe selection ...................................................................... 6 - 3
6.1.1 Pipe dimensioning ............................................................................................... 6 - 3
6.2 Lube oil system................................................................................................... 6 - 5
6.2.1 Lube oil system description................................................................................. 6 - 5
6.2.2 Prelubrication / postlubrication ......................................................................... 6 - 15
6.2.3 Lube oil outlets - general ................................................................................... 6 - 23
6.2.4 Lube oil service tank.......................................................................................... 6 - 27
6.2.5 Pressure control valve ....................................................................................... 6 - 31
6.2.6 Crankcase vent and tank vent ........................................................................... 6 - 33
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6.3 Water systems .................................................................................................. 6 - 35
6.3.1 Cooling water system........................................................................................ 6 - 35
6.3.1.1 LT- cooling water system ............................................................... 6 - 35
6.3.1.2 HT Cooling water circuit ................................................................. 6 - 37
6.3.1.3 Cooling water collecting and supply system .................................. 6 - 40
6.3.1.4 Miscellaneous items ....................................................................... 6 - 40
6.3.1.5 Cooling water diagrams ................................................................... 6 - 43
6.3.2 Nozzle cooling system....................................................................................... 6 - 49
6.4 Fuel system....................................................................................................... 6 - 53
6.4.1 Fuel oil treatment (MDOj .................................................................................. 6 - 53
6.4.2 MDO supply system for dual-fuel engines ........................................................ 6 - 57
6.4.3 Liquid fuel system for 51/60DF engines designed to burn HFO and MDO....... 6 - 63
6.4.4 Gas supply......................................................................................................... 6 - 71
6.5 Compressed air system................................................................................. 6 - 77
6.5.1 Starting air system............................................................................................. 6 - 77
6.5.2 Starting air vessels, compressors ..................................................................... 6 - 81
6.5.2.1 Propulsion plant with 1 main engine ................................................ 6 - 82
6.5.2.2 Multiple engine plants ..................................................................... 6 - 82
6.5.2.3 Jet Assist ........................................................................................ 6 - 82
6.6 Exhaust gas system.......................................................................................... 6 - 85
6.6.1 General informations ......................................................................................... 6 - 85
6.6.2 Components and assemblies............................................................................ 6 - 87
6.6.3 Example for ducting arrangement ..................................................................... 6 - 88
7 Auxiliary modules and system components....................... 7 - 1
7.1 Auxiliary modules................................................................................................ 7 - 3
7.1.1 Nozzle cooling water module .............................................................................. 7 - 3
7.1.2 Preheating module............................................................................................... 7 - 4
7.2 System components ........................................................................................... 7 - 5
7.2.1 Lube oil automatic filter ...................................................................................... 7 - 5
7.2.2 Lube oil double filter ............................................................................................ 7 - 6
8 Plant service systems......................................................... 8 - 1
8.1 Engine room ventilation ...................................................................................... 8 - 3
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9 Engine room planning ........................................................ 9 - 1
9.1 lnstallation and arrangement .............................................................................. 9 - 3
9.1.1 General details..................................................................................................... 9 - 3
9.1.2 lnstallation drawings............................................................................................ 9 - 5
9.1.3 Removal dimensions of piston and cylinder liner ................................................ 9 - 9
9.1.4 Lifting appliance ................................................................................................ 9 - 13
9.1.5 Major spare parts............................................................................................... 9 - 17
9.1.6 Position of the outlet casing of the turbocharger .............................................. 9 - 21
lndex......................................................................................... l
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Page 1 - 1
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1 Basic information
Page 1 - 2
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Basic information
1.1 Modes of operation, outputs
Status 05/2009 51/60DF Page 1 - 3
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Modes of operation
Dual-fuel engines offer the advantage that they
can be run either in pure Diesel-oil operation or
in dual-fuel operation. So, if the gas supply fails,
the engine can be operated at full engine rating
in Diesel operation without interruption in power
supply.
Dual-fuel operation (gas modej
in gas mode operation, the compressed gas-
air mixture is ignited just before TDC (Top
Dead Centrej by means of a small amount of
Diesel oil (Pilot fuelj.
Diesel oil operation (Diesel modej
ln Diesel mode operation, air is compressed
and the entire amount of fuel is injected just
before TDC by the conventional main Diesel
oil system and the pilot fuel system.
Backup mode operation (backup modej
ln backup mode operation, air is compressed
and the entire amount of fuel is injected just
before TDC only by the conventional main
Diesel oil system. Backup mode is activated
automatically.
For further information please refer to "Chapter
2.4.4 Diesel / gas - operating modes, page
2-133"
Start and stop
The dual-fuel engine is always started and
stopped in Diesel mode.
Pilot fuel
Only Diesel oil, which meets our quality require-
ments, shall be used as pilot fuel, please refer to
"Chapter 3.5 Quality of Diesel Fuel (MGO,
MDOj, page 3-23".
The pilot fuel quantity changes with the load.
lf the Diesel fuel oil is returned to the service
tank, a fuel oil cooler has to be installed to avoid
that the temperature of the fuel in the tank in-
creases.
Output in Diesel mode operation
As a general rule:
output in Diesel mode = output in gas mode
Due to the gas composition and/or the site con-
ditions, an output reduction may become nec-
essary during Diesel/dual-fuel operation.
Depending on certain conditions (e.g. low gas
pressure, low MNj the rating in gas mode is low-
er than the MCR. ln this cases it is possible to
change over to liquid mode and to run the en-
gine on MCR.
Output in gas mode operation
The power output of dual-fuel engines is defined
on the basis of lSO conditions and a methane
number of 80 :
Table 1-1 Reference Conditions
ln the case the ambient conditions deviate and if
the methane number is different, the power out-
put has to be redetermined, please refer
to"Chapter 2.1.3 Outputs, speeds, page 2-9" .
For determination of the methane number the
composition of the fuel gas must be known (gas
analysisj.
On customer's demand, it is possible to attach
lube oil and cooling water pumps to the engine.
For the increase in consumption in case of at-
tached pumps, please refer to "Chapter 2.1.4
Fuel consumption; lube oil consumption, page
2-13".
Reference Conditions:
lSO 3046-1: 2002; lSO 15550: 2002
Air temperature T
r
K / C 298/ 25
Air pressure p
r
kPa 100
Relative humidity r % 30
Cooling water temperature
upstream charge air cooler t
cr
K / C 298/ 25
Basic information
Page 1 - 4 51/60DF Status 05/2009
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Electrically driven pumps according to our tech-
nical standard are possible.
lf intake air temperatures are too low, preheating
of the intake air must be provided.
Basic information
1.2 Safety concept of MAN Diesel dual-fuel engine - short overview
Status 05/2009 51/60DF Page 1 - 5
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1.2 Safety concept of MAN Diesel dual-fuel engine - short
overview
This chapter serves to describe in a short form
the safety philosophy of MAN Diesel's dual-fuel
engines and the necessary safety installations
and the engine room arrangements. The engine
serves mainly as a power generation unit in die-
sel electric applications onboard of LNG-carri-
ers which uses the Diesel electric propulsion
concept as prime mover. Operation modes are
either in Diesel or in gas mode. This safety con-
cept deals only with the necessary gas related
safety installations.
The MAN Diesel dual-fuel engines are four-
stroke engines with either Diesel or gas as main
fuel. The engine is started and stopped only in
Diesel mode. The operating principle in gas-
mode is the lean-burn concept. A lean-mixture
of gas and air is provided to the combustion
chamber of each cylinder by individually control-
led gas admission valves. The mixture is ignited
by a small amount of pilot Diesel fuel. ln Diesel
mode the fuel is injected in the combustion
chamber by the conventional jerk pump Diesel
fuel injection.
The safety concept of MAN Diesel's dual-fuel
engines is designed to operate on gas with the
same safety level as using Diesel oil as main fuel.
The concept is based on an early detection of
critical situations, which are related to the differ-
ent system components of the gas supply, the
combustion and the exhaust system. The safety
concept takes different actions that lead to
alarm or switches automatically to Diesel mode
without interruption of shaft power or a shut-
down of engines and gas supply systems.
The safety philosophy is to create along the gas
supply and gas reaction chain an atmosphere in
the engine room, which under normal operation
conditions is never loaded with gas. The piping
along the gas chain is of double wall type with
depression (negative pressurej in the interspace
between the outer and the inner pipe. Engine
rooms, gas valve unit compartments and addi-
tional necessary rooms are in gradually and con-
trolled (smallj depression always ventilated with
a sufficient air flow volume. Gas detection is re-
quired in the gas valve unit compartment, the
interspaces of the double wall pipe and the en-
gine room.
The exhaust system can be purged by a fan in-
stalled in the exhaust gas system. The purged
air is always led through the exhaust gas duct
outside the engine room. Rupture discs are in-
stalled in the exhaust gas duct.
The dual-fuel engine application onboard LNG-
carriers is typically electric power generation for
main propulsion or auxiliary consumers. The
safety concept of MAN Diesel's dual-fuel en-
gines can also be applied to other possible dual-
fuel engines applications (e.g. FPSO, etc. j, be-
cause the safety measure remain the same.
All system requirements and descriptions have
to be in accordance with international rules and
normatives, the lMO Tier l (lnternational Marine
Organisationj and the lGC (lnternational Gas
Carrier Codej and classification societies rules.
Note that all systems have to be built in accord-
ance with the above mentioned requirements.
For further information please refer to our sepa-
rate brochures Safety concept of MAN Diesell
SE dual-fuel engine.
Basic information
1.2 Safety concept of MAN Diesel dual-fuel engine - short overview
Page 1 - 6 51/60DF Status 05/2009
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2 Dual-fuel engine and operation
Page 2 - 2
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Engine and operation
2.1.1 Engine design
Status 05/2009 51/60DF Page 2 - 3
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2.1 Engine characteristic data
2.1.1 Engine design
2.1.1.1 Engine cross section
Figure 2-1 Engine cross section L51/60DF
2.1.1 Engine design
Page 2 - 4 51/60DF Status 05/2009
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Figure 2-2 Engine cross section v51/60DF
Dual-fuel engine and operation
2.1.1 Engine design
Status 05/2009 51/60DF lMO Tier ll Page 2 - 5
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2.1.1.2 Engine designations - design parameters
Example to declare engine designations
Table 2-1 Design parameters engine 51/60DF
18 v 51/60 DF
Engine stroke
v=vee engine, L= in-line engine
Cylinder number
Dual Fuel
Engine bore
Parameter value Unit
Number of cylinders 6, 7, 8, 9,
12, 14, 16, 18
-
Distance between cylinder centres L = 820
mm
Distance between cylinder centres v = 1,000
vee engine, vee angle 50
Crankshaft diameter at journal, in-line engine L = 415
mm Crankshaft diameter at journal, vee engine v = 480
Crankshaft diameter at crank pin 415
2.1.1 Engine design
Page 2 - 6 51/60DF lMO Tier ll Status 05/2009
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2.1.2 Dimensions, weights and views
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Engine L51/60DF
Figure 2-3 Main dimensions - engine L51/60DF
Engine
L L1 B B1 E F H
Weight without
flywheel
mm tons
6 L51/60DF 8,490 7,475
3,157
2,100 1,280 700 5,344
106
7 L51/60DF 9,310 8,295 119
8 L51/60DF 10,130 9,115 135
9 L51/60DF 11,150 9,935 3,282 148
The dimensions and weights are given for guidance only
Table 2-2 Main dimensions and weights - engine L51/60DF
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Engine v51/60DF
Figure 2-4 Main dimensions and weights - engine v51/60DF
Engine
L L1 B B1 E F H
Weight without
flywheel
mm tons
12 v51/60DF 10,247 8,790
4,713 2,280 1,410 830 5,420
189
14 v51/60DF 11,247 9,790 213
16 v51/60DF 12,247 10,790 240
18 v51/60DF 13,247 11,790 265
The dimensions and weights are given for guidance only
Table 2-3 Main dimensions and weights - engine v51/60DF
2.1.3 Outputs, speeds
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2.1.3.1 Engine ratings
P
lSO, Standard
:
lSO-Standard-Output (as specified in DlN lSO 3046-1j for emission standard: lMO Tier ll
2.1.3.2 Speeds/Main data
1j
This concession may possibly be restricted, see "Chapter 2.1.8.4 Available outputs dependent on frequency devia-
tions, page 2-47".
Engine type
No. of cylinders
Engine rating
500 rpm 514 rpm
kW hp kW hp
6 L51/60DF 6 5,850 7,955 6,000 8,160
7 L51/60DF 7 6,825 9,280 7,000 9,520
8 L51/60DF 8 7,800 10,610 8,000 10,880
9 L51/60DF 9 8,775 11,935 9,000 12,240
12 v51/60DF 12 11,700 15,910 12,000 16,320
14 v51/60DF 14 13,650 18,565 14,000 19,040
16 v51/60DF 16 15,600 21,215 16,000 21,760
18 v51/60DF 18 17,550 23,870 18,000 24,480
Table 2-4 Engine ratings L+v 51/60 DF
Unit 50 Hz 60 Hz
Cylinder rating kW (HPj 975 (1,325j 1,000 (1,360j
Rated speed rpm 500 514
Mean piston speed m/s 10.0 10.3
Mean effective pressure bar 19.05 19.05
Number of pole pairs - 6 7
Lowest engine operating speed:
in case of rigid foundation
in case of resilient foundation speed
depends on layout of mounting
rpm
approx. 130
-
approx. 130
-
Highest engine operating speed rpm 525
1j
525
Table 2-5 Speeds/Main data - engine L+v51/60DF
Page 2 - 10 51/60DF Status 05/2009
0
2
0
6
-
0
3
0
1
M
D
F
.
f
m
Definition of engine rating
General definition of Diesel engine rating
(according to lSO 15550: 2002; lSO 3046-1:
2002jl
Table 2-6 Standard reference conditions
Type of gas . . . . . . . . . . . . . . . . . . .natural gas
Methane no.: . . . . . . . . . . . . . . . . . . . . . . . 80
No de-rating required in case of:
Air temperature . . . . . . . . . . . . . 318 K (45 Cj
+ Air pressure . . . . . . . . . . . . . . . . . . . 100 kPa
+ Cooling water temperature upstream of
charge-air cooler 311 K (38 Cj
+ Relative humidity r . . . . . . . . . . . . . . 60 %
+ Exhaust gas overpressure
after turbine . . . . . . . . . . . . . . . . . . . . . . 3 kPa
Marine main engines
Blocking of the output is made for engines driv-
ing a generator, at 110 % of the rated output at
Diesel mode.
Overload > 100 % may only be run for a short
time for recovery and preventing a frequency
drop in case of load application.
Marine auxiliary engines
Blocking of the output is made at 110 % of the
rated output at Diesel mode.
Note:
An increased exhaust gas back pressure
(>3 kPaj raises the temperature level of the en-
gine and will be considered when calculating a
required derating by adding 2.5K to the ambient
temperature for every 1 kPa of the increased ex-
haust gas back pressure after the turbine.
Reference Conditions:
lSO 3046-1: 2002; lSO 15550: 2002
Air temperature T
r
K / C 298/ 25
Air pressure p
r
kPa 100
Cooling water temperature
upstream charge air cooler t
cr
K / C 298/ 25
Status 05/2009 51/60DF Page 2 - 11
0
2
0
6
-
0
3
0
1
M
D
F
.
f
m
Derating
ln the case the ambient conditions deviate and if
the methane number of the used fuel gas is be-
low 80 the power output has to be redetermined
Figure 2-5 Engine output as a function of methan number
Figure 2-6 Engine output as a function of charge air cooling water temperature
Engine output at site (Pj is calculated as follows:
P = P
0
* (100 - dm - dtj/100
P
0
= engine output according to the tabulated
rating
-10
-5
0
5
10
15
20
25
50 55 60 65 70 75 80 85 90 95 100 105 110
D
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g

d
m

(
%
)
Methane number (-)
Engine output as a function of methane number
-10
-5
0
5
10
15
20
25
30
35
40
15 20 25 30 35 40 45 50 55 60
D
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d
t

(
%
)
Water temperature inIet charge air cooIer LT-stage (C)
Engine output as a function of charge air cooIing
water temperature inIet LT-stage
Page 2 - 12 51/60DF Status 05/2009
0
2
0
6
-
0
3
0
1
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D
F
.
f
m
Lower heat value dependent on N2 content
Figure 2-7 Lower Heat value dependent on N
2
content, derating of the 51/60DF engine
2.1.4 Fuel consumption; lube oil consumption
0
2
0
6
-
0
4
0
1
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F
.
f
m
2.1.4.1 Fuel consumption for emission standard lMO Tier ll
Engine L+v51/60DF
975/1000 kW/cyl., 500/514 rpm

Table 2-7 Fuel consumption in dual-fuel mode

Table 2-8 Fuel consumption in Diesel mode
Note:
1j
Warranted fuel consumption at 85 % MCR
The values indicated in "Table 2-7 Fuel con-
sumption in dual-fuel mode, page 2-13"and "Ta-
ble 2-8 Fuel consumption in Diesel mode, page
2-13"have to be increased by an addition ac-
cording to the conditions mentioned in "Table 2-
9 Additional fuel consumption, page 2-13".

Table 2-9 Additional fuel consumption
Fuel consumption at dual-fuel mode and lSO conditions
(tolerance +5 %j
% Load
100 85
1j
75 50
aj Natural gas kJ/kWh 7,183 7,310 7,387 7,809
bj Pilot fuel g/kWh
kJ/kWh
1.8
77
2.1
90
2.4
102
4.0
171
cj Total = a + b kJ/kWh 7,260 7,400 7,490 7,980
Fuel consumption at Diesel mode and lSO conditions
(tolerance +5 %j
% Load
100 85
1j
75 50
Diesel fuel g/kWh 184 183 193 199
Additions to fuel consumption (g/kWhj
% Load 100 85 75 50 25
for one attached cooling water pump +1.0 +1.2 +1.3 +2.0 +4.0
for all attached L.O. pumps +2.0 +2.4 +2.7 +4.0 +8.1
for operation with MGO +2.0
for exhaust gas back pressure after turbine
> 30 mbar
every additional 1 mbar (0.1 kPaj + 0.05
0
2
0
6
-
0
4
0
1
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.
f
m
Table 2-10 lSO reference conditions

1j
STP= Standard Temperature PressureStandard cubic
metre (m
3
(STPjj equals to 1m
3
of gas at 0 C and
101.32 kPa.
lMO Tier ll Requirements:
see sheet "Chapter 6.3.1 Cooling water system,
page 6-39"
lMO Tier ll lnternational Marine Organization
MARPOL 73/78; Revised Annex vl, 2008.
2.1.4.2 Lube oil consumption
Engine 51/60DF
975/1000 kW/cyl.; 500/514 rpm
Table 2-12 Total lube oil consumption L+v 51/60 DF
1j
Tolerance for warranty +20 %
Specific lube oil consumption 0.5 g/kWh+20 %
Note:
As a matter of principle, the lube oil consump-
tion is to be stated as total lubricating oil con-
sumption related to the tabulated lSO full-load
output (see "Chapter 2.1.3 Outputs, speeds,
page 2-9"j.
lSO reference conditions
(according to lSO 15550 :2002j
lntake air temperature T
r
C 25
Barometric pressure p
r
kPa 100
Cooling water temp. bef. charge
air cooler T
cr
C 25
Fuel conditions
Type of gas natural gas
Methane no. 80
Gas fuel LHv 28,000 kJ/m
3
(STP
1j
j
Pilot fuel MDF, MDO
Diesel fuel
Net calorific value NCv
42,700 kJ/kg
Table 2-11 Fuel conditions
Total lube oil consumption [kg/h|
1j
No. of cylinders 6 L 7 L 8 L 9 L 12 v 14 v 16 v 18 v
Speed 500/514 rpm 3.0 3.5 4.0 4.5 6.0 7.0 8.0 9.0
2.1.5 Planning data for emission standard lMO Tier ll
0
2
0
6
-
0
5
0
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2.1.5.1 Nominal values for cooler specification - L51/60DF - Diesel mode
Table 2-13 Nominal values for cooler specification - L51/60DF - Diesel mode
1j
Tolerance: +10% for rating coolers, -15% for heat recovery
2j
lncluding separator heat (30kJ/kWhj
3j
Basic values for layout design of the coolers
4j
Tolerances of the pumps delivery capacities must be considered by the manufacturer
5j
Without pilot fuel
z = Flushing oil of automatic filter
Reference conditions: Tropic
Air temperature
C
45
Cooling water temp. before charge air cooler (LT stagej 38
Air pressure bar 1
Relative humidity % 50
Number of cylinders - 6L 7L 8L 9L
Engine output kW 6,000 7,000 8,000 9,000
Speed rpm 514
Heat to be dissipated
1j
Cooling water cylinder
kW
583 680 780 875
Charge air cooler; cooling water HT 1,600 1,866 2,135 2,400
Charge air cooler; cooling water LT 742 865 1,000 1,115
Lube oil cooler + separator
2j
583 680 780 875
Cooling water fuel nozzles 13 16 18 20
Heat radiation engine 185 215 245 275
Flow rates
3j
HT circuit (Cooling water cylinder + charge air cooler HTj
m
3
/h
70 80 90 100
LT circuit (Lube oil cooler + charge air cooler LTj 85 100 110 125
Lube oil (4 bar before enginej 140 165 190 215
Cooling water fuel nozzles 1.7 2.0 2.2 2.5
Pumps
aj Free-standing
4j

HT circuit cooling water (4.3barj
m/h
70 80 90 100
LT circuit cooling water (3.0barj Depending on plant design
Lube oil (8.0barj 140+z 165+z 190+z 215+z
Cooling water fuel nozzles (3.0barj 1.7 2.0 2.2 2.5
Fuel supply (7.0barj
5j
2.2 2.6 3.0 3.3
Fuel booster (7.0barj
5j
4.3 5.0 5.7 6.4
bj Attached
Lube oil (8.0barj constant speed m/h 199 199 233 270
0
2
0
6
-
0
5
0
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L51/60DF - Diesel mode

Table 2-14 Temperature basis, nominal air and exhaust gas data - L 51/60DF - Diesel mode
1j
For design see chapter "6.3.1, page 6-39"
2j
Tolerance: quantity +/- 5%, temperature +/- 20C
Air temperature
C
45
Cooling water temp. before charge air cooler
(LT-stagej
38
Air pressure bar 1
Engine output kW 6,000 7,000 8,000 9,000
Speed rpm 514
Temperature basis
HT cooling water engine outlet
C
90
LT cooling water air cooler inlet 38
1j
Lube oil engine inlet 55
Cooling water inlet nozzles 60
Air data
Temperature of charge air at charge air cooler outlet C 52
Air flow rate m
3
/h 38,000 44,300 50,600 56,900
t/h 41.6 48.5 55.5 62.4
Charge air pressure (absolutej bar 3.8
Air required to dissipate heat radiation (enginej
(t
2
- t
1
= 10Cj
m/h 61,230 71,155 81,085 91,010
Exhaust gas data
2j
volume flow (temperature turbocharger outletj m
3
/h 77,900 90,800 103,800 116,800
Mass flow t/h 42.8 49.9 57.1 64.2
Temperature at turbine outlet C 361
Heat content (190Cj kW 2,170 2,530 2,890 3,250
Permissible exhaust gas back pressure after
turbocharger
mbar < 30
0
2
0
6
-
0
5
0
1
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2.1.5.3 Nominal values for cooler specification - v51/60DF - Diesel mode
Table 2-15 Nominal values for cooler specification - v51/60DF - Diesel mode
1j
2j
3j
4j
Tolerences of the pumps delivery capacities must be considered by the pump manufacturer
5j
Without pilot fuel
z = flushing oil of automatic filter
Air temperature
C
45
Cooling water temp. before charge air cooler (LT-stagej 38
Air pressure bar 1
Number of cylinders - 12 14 16 18
Engine output kW 12,000 14,000 16,000 18,000
Speed rpm 514
1j
kW
1,165 1,360 1,555 1,750
Charge air cooler; cooling water LT 1,485 1,730 1,980 2,225
2j
1,165 1,360 1,555 1,750
Flow rates
3j
m
3
/h
140 160 180 200
LT circuit (lube oil cooler + charge air cooler LTj 170 200 220 250
Pumps
aj Free-standing
4j

m/h
140 160 180 200
Fuel supply (7.0 barj
5j
4.4 5.2 5.9 6.7
Fuel booster (7.0 barj
5j
8.6 10.0 11.4 12.9
bj Attached
0
2
0
6
-
0
5
0
1
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v51/60DF - Diesel mode
Table 2-16 Air and exhaust gas data - engine v51/60DF - Diesel mode
1j
2j
Air temperature
C
45
(LT stagej
38
Air pressure bar 1
Engine output kW 12,000 14,000 16,000 18,000
Speed rpm 514
Temperature basis
C
90
1j
Lube oil inlet engine 55
Air data
Air flow rate m
3
/h 75,950 88,550 101,200 113,800
t/h 83.2 97.0 110.9 124.7
(t
2
- t
1
= 10Cj
m/h 122,455 142,310 162,670 182,025
Exhaust gas data
2j
3
/h 155,800 181,600 207,600 233,500
Mass flow t/h 85.6 99.8 114.1 128.3
turbocharger
mbar < 30
0
2
0
6
-
0
5
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2.1.5.5 Nominal values for cooler specification - L51/60DF - Gas mode

Table 2-17 Nominal values for cooler specification - L 51/60 DF - Gas mode
1j
Tolerance: +10% for rating coolers, -15% for
heat recovery
2j
3j
4j
Tolerances of the pumps delivery capacities must be considered by the manufacturer
5j
Without pilot fuel
z = Flushing oil of automatic filter
Air temperature
C
45
Air pressure bar 1
Engine output kW 6,000 7,000 8,000 9,000
Speed rpm 514
1j
kW
590 650 745 835
Charge air cooler; cooling water LT 590 690 790 885
2j
535 620 710 800
Flow rates
3j
m
3
/h
70 80 90 100
LT circuit (Lube oil cooler + charge air cooler LTj 85 100 110 125
Pumps
aj Free-standing
4j

m/h
70 80 90 100
5j
2.2 2.6 3.0 3.3
Fuel booster (7.0barj
5j
4.3 5.0 5.7 6.4
bj Attached
0
2
0
6
-
0
5
0
1
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2.1.5.6 Temperature basis, nominal air and exhaust gas data - L51/60DF - Gas mode

Table 2-18 Air and exhaust gas data - engine L51/60DF - Gas mode
1j
2j
Air temperature
C
45
(LT-stagej
38
Air pressure bar 1
Engine output kW 6,000 7,000 8,000 9,000
Speed rpm 514
Temperature basis
C
90
1j
Lube oil engine inlet 55
Air data
Air flow rate m
3
/h 34,500 40,300 46,100 51,800
t/h 37.8 44.1 50.4 56.7
(t
2
- t
1
= 10Cj
m/h 56,260 65,535 74,465 82,740
Exhaust gas data
2j
3
/h 70,900 82,700 94,500 106,300
Mass flow t/h 39.0 45.5 52.0 58.5
turbocharger
mbar < 30
0
2
0
6
-
0
5
0
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2.1.5.7 Nominal values for cooler specification - v51/60DF - Gas mode
Table 2-19 Nominal values for cooler specification - v51/60DF - Gas mode
1j
Tolerance: +10 % for rating coolers, -15 % for heat recovery
2j
Addition required for separator heat (30 kJ/kWhj
3j
4j
Tolerences of the pumps delivery capacities must be considered by the pump manufacturer
5j
Without pilot fuel
z = flushing oil of automatic filter
Air temperature
C
45
Cooling water temperature before charge air cooler 38
Air pressure bar 1
Engine output kW 12,000 14,000 16,000 18,000
Speed rpm 514
1j
Charge air cooler HT-stage
kW
2,600 3,035 3,465 3,900
Charge air cooler LT-stage 1,185 1,380 1,580 1,775
Lube oil cooler
2j
1,065 1,245 1,420 1,600
Water cooler cylinder 1,115 1,305 1,490 1,675
Flow rates
3j
HT circuit (cylinder + charge air cooler HT stagej
m
3
/h
140 160 180 200
Fuel nozzles cooling water 3.5 4.1 4.8 5.3
LT circuit (lube oil + charge air cooler LT stagej 170 200 220 250
Pumps
aj Free-standing
4j
m/h
140 160 180 200
Fuel nozzles (3.0barj 3.5 4.1 4.8 5.4
5j
4.4 5.2 5.9 6.7
Fuel booster (7.0 barj
5j
8.6 10.0 11.4 12.9
bj Attached
0
2
0
6
-
0
5
0
1
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2.1.5.8 Temperature basis, nominal air and exhaust gas data - v 51/60 DF - Gas mode
Table 2-20 Temperature basis, nominal air and exhaust gas data - v51/60DF - Gas mode
1j
2j
Air temperature
C
45
(LT stagej
38
Air pressure bar 1
Engine output kW 12,000 14,000 16,000 18,000
Speed rpm 514
Temperature basis
C
90
1j
Lube oil inlet engine 55
Air data
Air flow rate m
3
/h 69,100 80,500 92,100 103,600
t/h 75.6 88.2 100.8 113.4
(t
2
- t
1
= 10Cj
m/h 112,525 129,070 148,930 165,475
Exhaust gas data
2j
3
/h 141,700 165,300 189,000 212,600
Mass flow t/h 78.0 91.0 104.0 117.0
turbocharger
mbar < 30
0
2
0
6
-
0
5
0
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2.1.5.9 Load specific values at tropical conditions - 51/60 DF - Diesel mode
975/1000 kW/cyl., 500/514 rpm
Table 2-21 Load specific values at tropical conditions - L+v51/60DF - Diesel mode
Tolerances refer to 100% load
1j
2j
The values of the particular cylinder numbers can differ depending on the charge air cooler specification.
These figures are calculated for 6L 48/60CR
3j
lncluding separator heat (30KJ/kWhj
4j
Tolerances: quantity 5%, temperature 20C
Air temperature
C
45
Air pressure bar 1
Engine output % 100 85 75 50
kW/cyl.
975/
1000
829/
850
731/
750
488/
500
Speed rpm 500/514
1j
kJ/kWh
350 380 455 565
Charge air cooler; cooling water HT
2
j 960 840 895 460
Charge air cooler; cooling water LT
2j
445 410 484 410
3j
350 400 410 515
Cooling water fuel nozzles 8 -
Heat radiation engine
L-engine
v-engine
110
110
110
110
130
130
155
155
Air data
Temperature of charge air
after compressor
at charge air cooler outlet
C 237
52
211
50
196
49
140
43
Air flow rate kg/kWh 6.93 7.00 7.88 7.76
Charge air pressure (absolutej bar 3.8 3.3 3.1 2.0
Exhaust gas data
4j
Mass flow kg/kWh 7.13 7.20 8.08 7.96
Temperature at turbine outlet C 361 363 364 410
Heat content (190Cj kJ/kWh 1,300 1,312 1,500 1,875
turbocharger (maximumj
mbar < 30 -
0
2
0
6
-
0
5
0
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2.1.5.10 Load specific values at lSO-conditions - 51/60DF - Diesel mode
975/1000 kW/cyl., 500/514 rpm
Table 2-22 Load specific values at lSO-conditions - L+v51/60DF - Diesel mode
1j
2j
3j
4j
Reference conditions: lSO
Air temperature
C
25
Air pressure bar 1
kW/cyl.
975/
1000
829/
850
731/
750
488/
500
Speed rpm 500/514
1j
kJ/kWh
315 340 400 530
2
j 845 735 785 350
2j
510 500 462 452
3j
345 400 405 520
L-engine
v-engine
140
140
140
140
170
170
200
200
Air data
after compressor
C 216
43
192
40
180
38
126
32
Exhaust gas data
4j
Mass flow kg/kWh 7.44 7.63 8.45 8.27
Permissible exhaust gas back pressure after turbo-
charger (maximumj
mbar < 30 -
0
2
0
6
-
0
5
0
1
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2.1.5.11 Load specific values at tropical conditions - 51/60 DF - Gas mode
975/1000 kW/cyl., 500/514 rpm
Table 2-23 Load specific values at tropical conditions - L+v51/60DF - Gas mode
1j
2j
3j
lncluding separator heat (30KJ/kWhj
4j
Air temperature
C
45
Air pressure bar 1
kW/cyl.
975/
1000
829/
850
731/
750
488/
500
Speed rpm 500/514
1j
kJ/kWh
335 385 395 465
2
j 780 650 570 305
2j
355 325 325 310
3j
320 365 400 520
L-engine
v-engine
100
100
100
100
115
115
150
150
Air data
after compressor
C 220
52
195
48
180
46
130
44
Exhaust gas data
4j
Mass flow kg/kWh 6.5 6.4 6.5 6.6
turbocharger (maximumj
mbar < 30 -
0
2
0
6
-
0
5
0
1
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2.1.5.12 Load specific values at lSO conditions - 51/60 DF - Gas mode
975/1000 kW/cyl., 500/514 rpm
Table 2-24 Load specific values at lSO-conditions - L+v51/60DF - Gas mode
1j
2j
3j
4j
Reference conditions: lSO
Air temperature
C
25
Air pressure bar 1
kW/cyl.
975/
1000
829/
850
731/
750
488/
500
Speed rpm 500/514
1j
kJ/kWh
345 370 410 520
2
j 580 480 400 330
2j
430 410 380 120
3j
310 360 395 540
L-engine
v-engine
130
130
130
130
150
150
180
180
Air data
after compressor
C 190
43
170
43
155
43
105
43
Exhaust gas data
4j
Mass flow kg/kWh 6.40 6.45 6.50 6.45
Permissible exhaust gas back pressure after turbo-
charger (maximumj
mbar < 30 -
0
2
0
6
-
0
5
0
1
a
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F
.
f
m
S
t
a
n
d
a
r
d

e
m
i
s
s
i
o
n
:

l
M
O

T
i
e
r

l
l
2.1.5.13 Filling volumes and flow resistances
Table 2-25 Water and oil volume of engine
Table 2-26 Service tanks capacity
1j
lnstallation height refers to tank bottom and crankshaft centre line
2j
Marine engines with attached lube oil pump
3j
Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included
4j
Required for marine main engine with free-standing lube oil pump only

Table 2-27 Flow resistance
Water and oil volume of engine
No. of cylinders 6 7 8 9 12 14 16 18
Cooling water approx.
litres
470 540 615 685 1,250 1,400 1,550 1,700
Lube oil 170 190 220 240 325 380 435 490
Service tanks
lnstalla-
tion
height
1j
Minimum effective capacity
m m
No. of cylinders 6 7 8 9 12 14 16 18
Cooling water cylinder 6 ... 9 1.0 1.5
Cooling water fuel
nozzles
5 ... 8 0.5 0.75
Lube oil
in double bottom
2j

in double bottom
3j

-
-
7.5
11.0
8.5
12.5
10.0
14.5
11.0
16.0
14.5
19.5
17.0
22.5
19.5
25.5
22.0
29.0
Run-down lubrication
for engine
4j
min. 14 3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0
Flow resistance bar
Charge air cooler (HT stagej 0.35 per cooler
Charge air cooler (LT stagej 0.40 per cooler
Cylinder (HT cooling waterj 1.0
Fuel nozzles (HT cooling waterj 1.5
0
2
0
6
-
0
5
0
1
a
M
D
F
.
f
m
S
t
a
n
d
a
r
d

e
m
i
s
s
i
o
n
:

l
M
O

T
i
e
r

l
l
2.1.5.14 Permissible operating pressure

Table 2-28 Operating pressure
1j
All pressures overpressures
Note:
Exhaust gas back pressure
An increased exhaust gas back pressure (> 30
mbarj raises the temperature level of the engine
and will be considered when calculating a re-
quired derating by adding 2.5 K to the ambient
air temperature for every 10 mbar of the in-
creased exhaust gas back pressure after tur-
bine.
Operating pressures bar
1j
min. max.
LT cooling water before charge air cooler stage 2 2.0 4.0
HT cooling before cylinders 3.0 4.0
Nozzle cooling water before fuel valves
open system
closed system
2.0
3.0
4.0
5.0
Fuel oil before injection pumps 4.0 8.0
Natural Gas before GvU inlet 5.0 6.0
Lube oil before engine L = 4.0
v = 5.0
L= 5.0
v = 5.5
Exhaust gas back pressure:
after turbocharger 30mbar
Negative intake pressure before compressor 20mbar
Maximum cylinder pressure 170
0
2
0
6
-
0
5
0
1
a
M
D
F
.
f
m
S
t
a
n
d
a
r
d

e
m
i
s
s
i
o
n
:

l
M
O

T
i
e
r

l
l
2.1.5.15 Theoretical supply gas pressure required at inlet gas valve unit

Figure 2-8 Theoretical supply gas pressure at inlet gas valve unit depending on LHv of fuel gas
Note!
To avoid reduced dynamic load capacity during
dual fuel operation, the required minimum sup-
ply gas pressure of 5 barg must not be undercut.
A pressure loss of 0.1 bar from GvU outlet to the
engine inlet is included in the gas pressure re-
quirement indicated in "Figure 2-8, page 2-29".
ln case of pressure loss higher then 0.1 bar the
minimum required gas pressure must be in-
creased accordingly, see also "Chapter 2.1.5.14
Permissible operating pressure, page 2-28".
1
1,5
2
2,5
3
3,5
4
4,5
5
20 30 40 50 60 70 80 90 100 110
Engine output [%]
S
u
p
p
l
y

g
a
s

p
r
e
s
s
u
r
e

[
b
a
r
g
]
LHV = 36,000 kJ/m3 (STP)
LHV = 28,000 kJ/m3 (STP)
0
2
0
6
-
0
5
0
1
a
M
D
F
.
f
m
S
t
a
n
d
a
r
d

e
m
i
s
s
i
o
n
:

l
M
O

T
i
e
r

l
l
2.1.5.16 Admissible supply gas pressure variations
Figure 2-9 Maximum allowable supply gas pressure variations (peak to peakj
Figure 2-10 Short-time allowable supply gas pressure variations (dynamicj
Note!
As a standard value the supply gas pressure at
GvU inlet must not exceed a pressure variation
of 0,4 bar/5 sec. Depending on the design of
the supply gas system the given guideline
value must be reduced. The supply gas pres-
sure and the included pressure deviations must
be kept in the operating range of 5 to 6 barg.
-800
-600
-400
-200
0
200
400
600
800
0 5 10 15 20 25 30 35 40 45 50 55 60
Time [s]
P
r
e
s
s
u
r
e

d
i
f
f
e
r
e
n
c
e

[
m
b
a
r
]
-400
-320
-240
-160
-80
0
80
160
240
320
400
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Time [s]
P
r
e
s
s
u
r
e

d
i
f
f
e
r
e
n
c
e

[
m
b
a
r
]
2.1.6 Emissions
Status 06/2007 51/60DF Page 2 - 31
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m
2.1.6 Emissions
2.1.6.1 Engine noise / intake noise / exhaust gas noise
Engine L51/60DF
Output 975/1000 kW/cyl., speed = 500/514 rpm
Engine noise engine L 51/60DF
Sound pressure level Lp
max: . . . . . . . . . . . . . approx. 109 dB(Aj
min: . . . . . . . . . . . . . approx. 104 dB(Aj
Measuring points
A total of 19 measuring points at 1m distance
from the engine surface distributed evenly
around the engine according to lSO 6798. The
noise at the exhaust outlet is not included.
Octave level diagram
ln the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data will
change, depending on the acoustical properties
of the environment.
Figure 2-11 Octave level diagram L51/60DF - sound pressure level Lp - air borne noise
80
85
90
95
100
105
110
1/1 octave band frequency [Hz]
s
o
u
n
d

p
r
e
s
s
u
r
e

l
e
v
e
l

L
p

[
d
B
]
r
e
f
:

2
0

P
a
min
max
min 90 92 93 94 95 95 95 94 91 89 104
max 101 102 104 105 105 104 103 103 100 98 109
16 31.5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.6 Emissions
Page 2 - 32 51/60DF Status 06/2007
0
2
0
6
-
0
6
0
1
M
D
F
.
f
m
lntake noise engine L51/60DF
Sound power level Lw: approx. 138 dB(Aj
The sound power level Lw of the unsilenced
intake noise in the intake pipe is approx.
138 dB(Aj at rated output. The 1/1 octave lev-
el of the sound power is shown in the diagram
below.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbo-
charger.
Figure 2-12 Octave level diagram L51/60DF
100
105
110
115
120
125
130
135
140
145
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 115 120 117 112 107 108 111 130 135 130 138
16 31.5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.6 Emissions
Status 06/2007 51/60DF Page 2 - 33
0
2
0
6
-
0
6
0
1
M
D
F
.
f
m
Exhaust gas noise engine L51/60DF
exhaust noise in the exhaust pipe is approx.
141 dB(Aj at rated output. The octave level of
the sound power is shown in the diagram be-
low.
.
Figure 2-13 Octave level diagram L51/60DF - sound power level Lw - unsilenced exhaust noise
125
130
135
140
145
150
155
160
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 145 158 150 142 138 136 135 134 132 131 141
16 31.5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.6 Emissions
Page 2 - 34 51/60DF Status 06/2007
0
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-
0
6
0
1
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D
F
.
f
m
Engine v51/60DF
Output 975/1000 kW/cyl., speed = 500/514 rpm
Engine noise engine v51/60DF
Sound pressure level Lp
max: . . . . . . . . . . . . . approx. 109 dB(Aj
min: . . . . . . . . . . . . . approx. 104 dB(Aj
Measuring points
A total of 19 measuring points at 1 m distance
from the engine surface distributed evenly
around the engine according to lSO 6798. The
noise at the exhaust outlet is not included.
ln the octave level diagram below the minimum
and maximum octave levels of all measuring
points have been linked by graphs. The data will
change, depending on the acoustical properties
of the environment.
Figure 2-14 Octave level diagram v51/60DF - sound pressure level Lp - air borne noise
80
85
90
95
100
105
110
s
o
u
n
d

p
r
e
s
s
u
r
e

l
e
v
e
l

L
p

[
d
B
]
r
e
f
:

2
0

P
a
min
max
min 90 92 93 94 95 95 95 94 91 89 104
max 101 102 104 105 105 104 103 103 100 98 109
16 31.5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.6 Emissions
Status 06/2007 51/60DF Page 2 - 35
0
2
0
6
-
0
6
0
1
M
D
F
.
f
m
lntake noise engine v51/60DF
intake noise in the intake pipe is approx.
138 dB(Aj at rated output. The 1/1 octave lev-
el of the sound power is shown in the diagram
below.
This data is required and valid only for ducted air
intake systems. The data is not valid if the stand-
ard air filter silencer is attached to the turbo-
charger.
Figure 2-15 Octave level diagram v51/60DF - sound power level Lw - unsilenced intake noise
100
105
110
115
120
125
130
135
140
145
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 115 120 117 112 107 108 111 130 135 130 138
16 31.5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.6 Emissions
Page 2 - 36 51/60DF Status 06/2007
0
2
0
6
-
0
6
0
1
M
D
F
.
f
m
Exhaust gas noise engine v51/60DF
exhaust noise in the exhaust pipe is approx.
141 dB(Aj at rated output. The octave level of
the sound power is shown in the diagram be-
low.
.
Figure 2-16 Octave level diagram v51/60DF - sound power level Lw - unsilenced exhaust noise
125
130
135
140
145
150
155
160
s
o
u
n
d

p
o
w
e
r

l
e
v
e
l

L
w

[
d
B
]
r
e
f
:

1
0
e
x
p

-
1
2

W
Lw
Lw 141 150 150 142 138 136 135 134 132 131 141
16 31.5 63 125 250 500 1000 2000 4000 8000 sum A
2.1.6 Emissions
0
2
0
6
-
0
6
0
2
M
D
F
.
f
m
2.1.6.2 Exhaust gas emission
Engine L+v51/60DF lMO Tier ll
1j
Maximum allowable emission value NO
x
lMO Tier ll
1j
Marine engines are warranted to meet the emission limits given by lnternational Convention for the Prevention of Pol-
lution from Ships (MARPOL 73/78j, Revised Annex vl, revised 2008.
2j
Cycle values as per lSO 8178-4, operating on lSO 8217 DM grade fuel (marine distillate fuel: MGO or MDOj, contingent
to a charge air cooling water temperature of max. 32 C at 25 C reference sea water temperature.
3j
Maximum allowable NO
x
emissions for marine Diesel engines according to lMO Tier ll:
130 n < 2000 44 * n
-0.23
g/kWh (n = rated engine speed in rpmj
4j
Calculated as NO
2
D
2
: test cycle for constant speed aux. engine application
E
2
: test cycle for constant speed main prop. application
5j
Maximum allowable NOx emission for marine diesel engines according to Class Notation Clean Design from Det Nor-
ske veritas: n> 130 rpm-->31,5* n
(-0,2j
g/kWh+1,4 (n= rated engine speed in rpmj
Remark:
The certification testing of the engine for compliance wtih the NO
x
emission limits will be done as single certification
or group certification at the testbed.
Rated output
Rated speed
kW/cyl.
rpm
975
500
1000
514
NO
x

2j 4j

lMO Tier ll cycle D2/E2/E3
g/kWh 10.54
3j
10.47
3j
Table 2-29 Maximum allowable emission value NOx - engine L+v51/60DF
2.1.6 Emissions
0
2
0
6
-
0
6
0
2
M
D
F
.
f
m
2.1.7 Requirements for power drive connection (staticj
Status 05/2009 51/60DF Page 2 - 39
0
2
0
6
-
0
7
0
1
M
D
F
.
f
m
Limit values of masses to be coupled after the engine
Evaluation of permissible theoretical bearing loads
Engine 51/60DF
F
1
= theoretical bearing force at the external engine bearing
F
2
= theoretical bearing force at the generator bearing
F
3
= flywheel weight
F
4
= coupling weight acting on the engine, including reset forces
F
5
= rotor weight of the generator
a = distance between end of coupling flange and centre of outer crankshaft bearing
l = distance between centre of outer crankshaft bearing and generator bearing
1j
lnclusive of couples resulting from restoring forces of the coupling
Distance between engine seating surface
and crankshaft centre line:
L51/60DF: 700 mm
v51/60DF: 830 mm
Note:
Changes may be necessary as a result of the
torsional vibration calculation or special service
conditions.
Figure 2-17 Case A: overhung arrangement Figure 2-18 Case B: rigid coupling
M
max
= F * a = F
3
* x
3
+ F
4
* x
4
F
1
= (F
3
* x
2
+ F
5
* x
1
j/l
Engine
Distance a
Case A Case B
M
max
= F * a F
1 max
mm kNm kN
L51/60DF 530 80
1j
140
v51/60DF 560 105
1j
180
Table 2-30 Example calculation case A and B
Page 2 - 40 51/60DF Status 05/2009
0
2
0
6
-
0
7
0
1
M
D
F
.
f
m
General remark:
Masses which are connected downstream of the
engine in the case of an overhung, resp. rigidly
coupled, arrangement result in additional crank-
shaft bending stress, which is mirrored in a
measured web deflection during engine installa-
tion.
Provided that the limit values for the masses to
be coupled downstream of the engine (permissi-
ble values for M
max
and F
1max
j are complied with,
the permitted web deflections will not be ex-
ceeded during assembly.
Observing these values ensures a sufficiently
long operating time before a realignment of the
crankshaft has to be carried out.
2.1.8 Requirements for power drive connection (dynamicj
Status 05/2009 51/60DF Page 2 - 41
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2.1.8.1 Moments of inertia, flywheels
Engine 51/60 DF
975/1000 kW/cyl.; 500/514 rpm
Constant speed
For flywheels dimensions see "Chapter 2.1.9 Power transmission, page 2-49".
Diesel-electric marine plants
Engine
Moments of inertia Flywheels
Continu-
ous rating
Total
moment
required
J
min
Cyclic
irregular-
ity
Engine +
damper
1j
Moments
of inertia
Mass
Required
moment
of inertia
after fly-
wheel
kW kgm
2
- kgm
2
kgm
2
kg kgm
2
n = 500 rpm
6 L51/60DF 5,850 8,210 580 2,633
3,102 5,324
2,475
7 L51/60DF 6,825 9,580 320 3,412 3,066
8 L51/60DF 7,800 10,950 540 3,737 4,111
9 L51/60DF 8,775 12,310 760 3,565 5,643
12 v51/60DF 11,700 16,420 1,500 4,624
2,935 4,308
8,861
14 v51/60DF 13,650 19,150 4,100 5,196 11,019
16 v51/60DF 15,600 21,890 3,200 5,768 13,187
18 v51/60DF 17,550 24,620 2,000 6,340 15,345
n = 514 rpm
6 L51/60DF 6,000 7,970 610 2,633
3,102 5,524
2,235
7 L51/60DF 7,000 9,300 320 3,412 2,786
8 L51/60DF 8,000 10,620 550 3,737 3,781
9 L51/60DF 9,000 11,950 760 3,565 5,283
12 v51/60DF 12,000 15,930 1,600 4,624
2,935 4,308
8,371
14 v51/60DF 14,000 18,590 4,000 5,196 10,459
16 v51/60DF 16,000 21,240 3,200 5,768 12,537
18 v51/60DF 18,000 23,900 2,000 6,340 14,625
Table 2-31 Moments of inertia / flywheels for Diesel-electric plants - engine 51/60DF
Page 2 - 42 51/60DF Status 05/2009
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-
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m
Status 05/2009 51/60DF Page 2 - 43
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-
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8
0
2
M
D
F
.
f
m
2.1.8.2 Balancing of masses
Engine L51/60DF
Rotating crank balancy............................100 %
Static reduced rotating mass per
crank including counterweights
and rotating portion of connecting rod
(for a crank radius r = 300 mmj . . . . . . +1.3 k
Oscillating mass per cylinder . . . . . . 635.5 kg
Connecting rod ratio. . . . . . . . . . . . . . . . 0.219
Distance between cylinder centrelines820 mm
For engines of type 51/60 DF the external mass forces are equal to zero.
M
rot
is eliminated by means of balancing weights on resiliently mounted engines.
Firing order: counted from coupling side
1j
lrregular firing order
Engine
Firing
order
Residual external couples
M
rot
[kNm| + M
osc 1st order

[kNm|
M
osc 2nd order
[kNm|
Engine speed [rpm| 500
vertical
horizontal
6 L51/60DF A
0
0
7 L51/60DF C 87.5
8 L51/60DF B 0
9 L51/60DF B 27.1 27.1 148
Engine speed (rpmj 514
6 L51/60 DF A
0
0
7 L51/60 DF C 92.4
8 L51/60 DF B 0
9 L51/60 DF B 28.6 28.6 156.4
Table 2-32 Residual external couples - engine L 51/60 DF
No. of
cylinders
Firing order
Clockwise rotation Counter clockwise rotation
6 L A 1-3-5-6-4-2 1-2-4-6-5-3
7 L C
1j
1-2-4-6-7-5-3 1-3-5-7-6-4-2
8 L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4
9 L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6
Table 2-33 Firing order - engine L51/60DF
Page 2 - 44 51/60DF Status 05/2009
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2
0
4
-
0
8
0
2
M
D
F
.
f
m
Balancing of masses
Engine v51/60DF
Rotating crank balancy..............................99 %
Static reduced rotating mass per
crank including counterweights
and rotating portion of connecting rod
(for a crank radius r = 300 mmj. . . . . . +15 kg
Oscillating mass per cylinder . . . . . . 635.5 kg
Connecting rod ratio . . . . . . . . . . . . . . . .0.219
Distance between cylinder
centrelines . . . . . . . . . . . . . . . . . . . . 1,000 mm
vee angle . . . . . . . . . . . . . . . . . . . . . . . . . . 50
For engines of type 51/60DF the external mass forces are equal to zero.
M
rot
is eliminated by means of balancing weights on resiliently mounted engines.
Firing order: counted from coupling side
1j
lrregular firing order
Engine
Firing
order
Residual external couples
M
rot
(kNmj M
osc 1st order
(kNmj M
osc 2nd order
(kNmj
vertical horizontal vertical horizontal
12 V51/60DF A 0 0 0
14 V51/60DF C 124.3 69.1
16 V51/60DF B 0
18 V51/60DF A 2.4 166.3 36.2 73.0 40.6
12 v51/60DF A
0 0
0
14 v51/60DF C 131.3 73.0
16 v51/60DF B 0
18 v51/60DF A 2.5 175.7 38.2 77.2 42.9
Table 2-34 Residual external couples - engine v51/60DF
No. of
cylinders
Firing order
Clockwise rotation Counter clockwise rotation
12 V A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-
B2
A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-
B1
14 V C
1j
A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-
B5-A3-B3
A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B2-A2-B1
16 V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-
B5-A2-B2-A3-B3
A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B7-A7-B4-A4-B1
18 V A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-
B8-A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B7-A7-B5-A5-B3-A3-B1
Table 2-35 Firing order - engine v51/60DF
Diesel engine and operation
Status 10/2008 Page 2 - 45
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2
0
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0
9
0
1
M
A
.
f
m
2.1.8.3 Static torque fluctuation
General
The static torque fluctuation is the summation -
taking into account the correct phase-angles -
of the torques acting at all cranks around the
crankshaft axis. These torques are created by
the gas and mass forces acting at the crankpins,
with the crank radius being used as the lever
(see examples on the following pagesj. An abso-
lutely rigid crankshaft is assumed. The values
T
max
and T
min
listed in the tables on the follow-
ing pages represent a measure for the reaction
forces occurring at the foundation of the engine
(see the figure belowj. The static values listed in
the table undergo in each individual case a dy-
namic magnification which is dependent upon
the characteristics of the foundation (design and
material thicknesses in way of the foundation,
type of chockingj.
The reaction forces generated by the torque
fluctuation are the most important excitations
transmitted into the foundation in the case of a
rigidly or semi-resiliently mounted engine. Their
frequency is dependent upon speed and cylin-
der number, and is also listed in the table.
ln order to avoid local vibration excitations in the
vessel, it must be ensured that the natural fre-
quencies of important part structures (e.g. pan-
els, bulkheads, tank walls and decks, equipment
and its foundation, pipe systemsj have a suffi-
cient safety margin (if possible 30 %j in relation
to this main excitation frequency.
Figure 2-19 Static torque fluctuation
z Number of cylinders
L Distance between foundation bolts
F
D
L z
T
max
T
min
2
------------------------------ =
Page 2 - 46 Status 10/2008
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Status 05/2009 51/60DF Page 2 - 47
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Static torque fluctuation and exciting frequencies
Engine L51/60DF
Example to declare
Figure 2-20 Static torque fluctuation - engine L51/60DF
Engine
Output Speed T
n
T
max
T
min
Main exciting components
Order
Frequency
1j
T
kW rpm kNm kNm kNm - Hz kNm
6 L51/60DF 5,850
500
111.7 284.2 22.2
3.0
6.0
25.0
50.0
67.6
61.7
7 L51/60DF 6,825 130.3 425.3 -46.6
3.5
7.0
29.2
58.3
211.7
45.5
8 L51/60DF 7,800 149.0 406.9 -3.6
4.0
8.0
33.3
66.7
180.0
34.9
9 L51/60DF 8,775 167.6 416.7 15.9
4.5
9.0
37.5
75.0
176.8
26.4
6 L51/60DF 6,000
514
111.5 271.9 23.7
3.0
6.0
25.7
51.4
58.3
61.7
7 L51/60DF 7,000 130.0 421.0 -46.9
3.5
7.0
30.0
60.0
211.3
45.5
8 L51/60DF 8,000 148.6 401.7 -3.3
4.0
8.0
34.3
68.5
178.7
34.9
9 L51/60DF 9,000 167.2 412.3 15.3
4.5
9.0
38.5
77.1
176.5
26.4
1j
Exciting frequency of the main harmonic components.
Table 2-36 Static torque fluctuation and exciting frequency - engine L51/60DF
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Static torque fluctuation and exciting frequencies
Engine v51/60DF
Example to declare
Figure 2-21 Static torque fluctuation - engine v51/60DF
Engine Output Speed T
n
T
max
T
min
Main exciting components
Order
Fre-
quency
1j
T
kW rpm kNm kNm kNm rpm Hz kNm
12 v51/60DF 11,700
500
223.5 406.3 100.0
3.0
6.0
25.0
50.0
35.0
106.9
14 v51/60DF 13,650 260.7 418.9 148.0
3.5
7.0
29.2
58.3
18.5
90.6
16 v51/60DF 15,600 297.9 452.4 167.1
4.0
8.0
33.3
66.7
62.5
65.5
18 v51/60DF 17,550 335.2 504.5 161.0
4.5
9.0
37.5
75.0
135.3
37.3
12 v51/60DF 12,000
514
222.9 399.4 94.7
3.0
6.0
25.7
51.4
30.2
106.8
14 v51/60DF 14,000 260.1 415.0 146.6
3.5
7.0
30.0
60.0
18.4
90.6
16 v51/60DF 16,000 297.3 449.8 165.8
4.0
8.0
34.3
68.5
62.1
65.6
18 v51/60DF 18,000 334.4 501.7 159.3
4.5
9.0
38.5
77.1
135.1
37.3
1j
Exciting frequency of the main harmonic components.
Table 2-37 Static torque fluctuation and exciting frequency - engine v51/60DF
2.1.9 Power transmission
Status 05/2009 51/60DF Page 2 - 49
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2.1.9.1 Flywheel arrangement
Flywheel with flexible coupling

Figure 2-22 Flywheel with flexible coupling
No. of
cylinders
A
1j
A
2j
E
1j
E
2j
F
min
F
max
No. of
through
bolts
No. of fitted
bolts
mm
12 V
Dimensions will result from clarification of technical details of
propulsion drive
12
2
14 v
16 V
18 V 14
1
j Without torsional limit device
2j
With torsional limit device
Table 2-38 Dimensions - power transmission
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Use for project purposes only!
Final dimensions of flywheel and flexible cou-
pling will result from clarification of technical de-
tails of drive and from the result of the torsional
vibration calculation. Flywheel diameter must
not be changed!
Arrangement of flywheel, coupling and generator
Figure 2-23 Example: arrangement of flywheel, coupling and generator
2.1.11 Arrangement of attached pumps
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Figure 2-24 Attached pumps L48/60B, L48/60CR, L51/60G
Figure 2-25 Attached pumps v48/60B, v48/60CR, v51/60G
Note!
The final arrangement of the L.O. and cooling
water pumps will be made due to the inquiry or
order.
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2.1.16 Foundation
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2.1.16 Foundation
2.1.16.1 General requirements for engine foundation
Plate thicknesses
The stated material dimensions are recommen-
dations, thicknesses smaller than these should
not be allowed.
Top plates
Before or after having been welded in place, the
bearing surfaces should be machined and freed
from rolling scale. Surface finish corresponding
to Ra 3.2 peak-to-valley roughness in the area of
the chocks.
The thickness given is the finished size after ma-
chining.
Downward inclination outwards, not exceeding
0.7 %.
Prior to fitting the chocks, clean the bearing sur-
faces from dirt and rust that may have formed:
After the drilling of the foundation bolt holes,
spotface the lower contact face normal to the
bolt hole.
Foundation girders
The distance of the inner girders must be ob-
served. We recommend that the distance of the
outer girders (only required for larger typesj also
be observed.
The girders must be aligned exactly above and
underneath the tank top.
Floor plates
No manholes are permitted in the floor plates in
the area of the box-shaped foundation. Welding
is to be carried out through the manholes in the
outer girders.
Top plate supporting
Provide support in the area of the frames from
the nearest girder below.
2.1.16 Foundation
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2.1.16 Foundation
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2.1.11.2 Resilient seating
General
The engines cause dynamic effects on the foun-
dation. These effects are to be attributed to the
pulsating forces of reaction due to the irregular
torque, and in engines with certain cylinder
numbers these effects are attributable to the free
forces due to gravity and moments of inertia. ln
addition, an internal combustion engine gener-
ates structure-borne sound, which is also trans-
mitted into the foundation.
The direct resilient support makes it possible to
keep the foundation practically free from the dy-
namic forces, which are generated by every re-
ciprocating engine and may have harmful
effects on the environment of the engines under
adverse conditions.
Therefore MAN Diesel offers the resilient mount-
ing to increase the comfort.
Conical mounting system
The conical mounting system is a special design
for merchant ships.
The mounting system is characterised by natural
frequencies of the resiliently supported engine
being lower than approx. 18 Hz, so that they are
below those of the pulsating disturbing varia-
bles.
The appropriate design of the resilient support
will be selected in accordance with the demands
of the customer, i.e. it will be adjusted to the
special requirements of each plant.
The supporting elements will be connected di-
rectly to the engine feet by special brackets. The
number, rubber hardness and distribution of the
supporting elements depend on
the weight of the engine
the centre of gravity of the engine
the desired natural frequencies
Where resilient mounting is applied, the follow-
ing has to be taken into consideration when de-
signing a Diesel electric plant:
1. Between the resiliently mounted engine and
the rigidly mounted gearbox or generator, a
flexible coupling with minimum axial and ra-
dial elastic forces and large axial and radial
displacement capacities must be provided.
2. The pipes to and from the engine must be of
highly flexible type.
3. ln order to achieve a good structure-borne-
sound isolation, the lower brackets used to
connect the supporting elements with the
ship's foundation are to be fitted at suffi-
ciently rigid points of the foundation. lnflu-
ences of the foundation's stiffness on the
natural frequencies of the resilient support
will not be considered.
4. The yard must specify with which inclination
related to the plane keel the engine will be
installed in the ship. When calculating the
resilient mounting system, it has to be
checked whether the desired inclination can
be realised without special measures. Addi-
tional measures always result in additional
costs.
2.1.16 Foundation
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2.1.16 Foundation
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2.1.11.3 Recommended configuration of foundation
Conical mountings
Figure 2-26 Recommended configuration of foundation v51/60DF - resilient seating
2.1.16 Foundation
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Figure 2-27 Recommended configuration of foundation v51/60DF - resilient seating
2.1.11 Foundation
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2.1.11.4 lnstallation of flexible pipe connections for resiliently mounted engines
Arrangement of hoses on resiliently mounted engine
Flexible pipe connections become necessary to
connect resilient mounted engines with external
piping systems. They are used to compensate
the dynamic movements of the engine in relation
to the external piping system. The origin of the
dynamic engine movements, their direction and
identity, are in principle indicated in "Table 2-39
Simplified trend synopsis of dynamic engine
movements. The number of "x" indicates the in-
cidence, page 2-59".
Table 2-39 Simplified trend synopsis of dynamic engine movements. The number of "x" indicates the incidence
Figure 2-28 Coordinate system
Main direction of dynamic engine movements
Horizontal
lateral
Horizontal
axial
vertical
Rotation
around the
axial
direction
Rotation
around
the lateral
direction
Rotation
around the
vertical
direction
Y X Z Rx Ry Rz
O
r
i
g
i
n

o
f

d
y
n
a
m
i
c

m
o
v
e
m
e
n
t
s
Sea conditions xxxxx xx x xxxxx xx -
Engine torque - - - xxx - -
vibration during
normal operation
x x x x x x
run out reso-
nance
xxx - - xxxx x -
Sum xxxxxxxxx xxx xx xxxxxxxxxxxxx xxxx x
2.1.11 Foundation
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Generally flexible pipes (rubber hoses with steel
inlet, metal hoses, PTFE-corrugated hose-lines,
rubber bellows with steel inlet, steel bellows,
steel compensatorsj are nearly unable to com-
pensate twisting movements. Therefore the in-
stallation direction of flexible pipes must be
vertically (in Z-directionj if ever possible. An in-
stallation in horizontal-axial direction (in X-direc-
tionj is not permitted; an installation in
horizontal-lateral (Y-directionj is not recom-
mended.
Flange and screw connections
Flexible pipes delivered loosely by MAN Diesel
are fitted with flange connections, for sizes with
DN32 upwards. Smaller sizes are fitted with
screw connections. Each flexible pipe is deliv-
ered complete with counterflanges or, those
smaller than DN32, with weld-on sockets.
Arrangement of the external piping system
Shipyard's pipe system must be exactly ar-
ranged so that the flanges or screw connections
do fit without lateral or angular offset. Therefore
it is recommended to adjust the final position of
the pipe connections after engine alignment is
completed.
Figure 2-29 Arrangement of pipes in system
lnstallation of hoses
ln the case of straight-line-vertical installation, a
suitable distance between the hose connections
has to be chosen, so that the hose is installed
with a sag. The hose must not be in tension dur-
ing operation. To satisfy correct sag in a straight-
line-vertically installed hose, the distance be-
tween the hose connections (hose installed, en-
gine stoppedj has to be approx. 5 % shorter
than the same distance of the unconnected
hose (without sagj.
ln case it is unavoidable (this is not recommend-
edj to connect the hose in lateral-horizontal di-
rection (Y-directionj the hose must be installed
preferably with a 90 arc. The minimum bending
radii, specified in our drawings, are to be ob-
served.
Never twist the hoses during installation. Turna-
ble lapped flanges on the hoses avoid this.
Where screw connections are used, steady the
hexagon on the hose with a wrench while fitting
the nut.
Comply with all installation instructions of the
hose manufacturer.
Depending on the required application rubber
hoses with steel inlet, metal hoses or PTFE-cor-
rugated hose lines are used.
lnstallation of steel compensators
Steel compensators are used for hot media, e.g.
exhaust gas. They can compensate movements
in line and transversal to their centre line, but
they are absolutely unable to compensate twist-
ing movements. Compensators are very stiff
against torsion. For this reason all kind of steel
compensators installed on resilient mounted en-
gines are to be installed in vertical direction.
2.1.11 Foundation
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Note!
Exhaust gas compensators are also used to
compensate thermal expansion. Therefore ex-
haust gas compensators are required for all type
of engine mountings, also for semi-resilient or
rigid mounted engines. But in these cases the
compensators are quite shorter, they are de-
signed only to compensate the thermal expan-
sions and vibrations, but not other dynamic
engine movements.
Angular compensator for fuel oil
The fuel oil compensator, to be used for resilient
mounted engines, can be an angular system
composed of three compensators with different
characteristics. Please observe the installation
instruction indicated on the specific drawing.
Supports of pipes
The flexible pipe must be installed as near as
possible to the engine connection.
On the shipside, directly after the flexible pipe,
the pipe is to be fixed with a sturdy pipe anchor
of higher than normal quality. This anchor must
be capable to absorb the reaction forces of the
flexible pipe, the hydraulic force of the fluid and
the dynamic force
Example for the axial force of a compensator to
be absorbed by the pipe anchor:
Hydraulic force
= (Cross section area of the compensatorj x
(Pressure of the fluid insidej
Reaction force
= (Spring rate of the compensatorj x (Dis-
placement of the comp.j
Axial force
= (Hydraulic forcej + (Reaction forcej
Additionally a sufficient margin has to be includ-
ed to account for pressure peaks and vibrations.
2.1.11 Foundation
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Figure 2-30 lnstallation of hoses
2.1.12 Programme for works test
Status 10/2007 51/60DF Page 2 - 63
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The following table shows the operating points to be considered during acceptance test run.
1j
Two service recordings at an interval of 30 minutes
ABS = American Bureau of Shipping
DNv = Det Norske veritas
GL = Germanischer Lloyd
lACS = lnternational Association of
Classification Societies
Bv = Bureau veritas
JG = Japanese government
LR = Lloyd's Register of Shipping
M = Measurement at a steady state
NK = Nippon Kaiji Kyokai
RlNa = Registro ltaliano Navale
The selection of the measuring points and the
measuring method are fixed in accordance with
lSO Standard 3046-1 and the specifications of
the classification societies.
The execution of the test run according to this
guideline will be confirmed in writing by the cus-
tomer or his representative, by the authorised
representative of the classification society and
by the person in charge of the tests.
After the test run, the components will be in-
spected, as far as this is possible without disas-
sembly. Only in exceptional cases (e.g. if
required by the customer/the classification soci-
etyj, will components be dismantled.
The work test will be accomplished with natural
gase, MGO or MDO. Heavy fuel oil or any kind of
gas mixture (e.g. natural gas/propan, natural
gas/nitrogenj is not available at the serial test
beds.
Operating points ABS Bv DNv GL LR RlNa
JG
(NKj
lACS
MAN Diesel
programme
with accept-
ance by classi-
fication society
A
l
l

e
n
g
i
n
e
s
Starting attempts
Governor test
(Diesel and Gas
operationj
Operational test of
the attached
safety devices
(Diesel and Gas
operationj
X
X
X
X
X
X
--
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
D
i
e
s
e
l

o
p
e
r
a
t
i
o
n
Continuous rating
(MCRj
Speed: constant
100 %
1j
110 %
85 %
75 %
50 %
25 %
Low speed and/or
idling
60'
30'
M
M
M
M
M
60'
30'
M
M
M
M
M
30'
30'
M
M
M
--
--
60'
30'
M
M
M
M
M
60'
30'
M
M
M
M
M
60'
30'
M
M
M
M
M
20' (60'j
20' (30'j
M
20' (30'j
20' (30'j
20' (30'j
--
60'
30-45'
--
M
M
M
M
60'
30'
30'
30'
30'
30'
30'
G
a
s

o
p
e
r
a
t
i
o
n
100 %
1j
110 %
85 %
75 %
50 %
25 %
60'
30'
--
M
M
M
60'
30'
--
M
M
M
30'
30'
M
M
3j
M
--
60'
30'
--
M
M
M
60'
30'
--
M
M
M
60'
30'
--
M
M
M
20' (60'j
20' (30'j
--
20' (30'j
20' (30'j
20' (30'j
60'
30-45'
--
M
M
M
60'
30'
30'
30'
30'
30'
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2.2 Dual-fuel engines -general rules
2.2.1.1 Starting conditions and load application for Diesel-electric plants
ln multiple-engine plants with genset-operation
and load regulation by a power management
system, the availability of engines not in opera-
tion is an important aspect.
The following data and conditions are of rele-
vance:
Engine start-up time until synchronization
"Black-start" capability (with restriction of the
plantj
Load application times
Requirements on engine and plant installation
for "Stand-by Operation" capability
Engine
Attached lube oil pump
Plant
Prelubrication pump with low pressure before
engine
(0.3 bar < p
oil before engine
< 0.6 barj
Remark: Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 C.
Preheating HT cooling water system (60 -
90 Cj
Preheating lube oil system (> 40 Cj
Power management system with supervision
of stand-by times engines
Requirements on engine and plant installation
for "Black-Start" capability
Engine
Attached lube oil pump
Attached HT cooling water pump recom-
mended
Attached LT cooling water pump recom-
mended
Attached fuel oil supply pump recommended
(if applicablej
Plant
Prelubrication pump with low pressure before
engine (0.3 bar < p
oil before engine
< 0.6 barj
Remark: Oil pressure > 0.3 bar to be ensured also for
lube oil temperature up to 80 C
Equipment to ensure fuel oil pressure of
> 0.6 bar for engines with conventional injec-
tion system and > 3.0 bar for CR-System
Remark: E.g. air driven fuel oil supply tank or fuel oil serv-
ice tank at sufficient height or pressurized fuel oil tank , if
no fuel oil supply pump to engine is attached.
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Engine Starting
Conditions
After Black-Out or Dead Ship
("Black Start"j
From Stand-By Mode
After Stand-Still
("Normal Start"j
Start up time until load
application
< 1 minute < 1 minute > 2 minutes
General remarks Engine start-up only within
1 h after stop of engine that has
been in operation
1h after end of stand-by mode.
Note:
ln case of "Dead Ship" condition
a main engine has to be put back
to service within max. 30 min.
according to lACS UR M61.
Maximum stand-by time
7 days
Supervised by power manage-
ment system plant.
(For longer stand-by periods in
special cases contact MAN Die-
sel SE.j
Stand-by mode only possible
after engine has been started
with normal starting procedure
and has been in operation.
Required engine conditions
Start-blocking active No No
Start-blocking of engine leads to
withdraw of stand-by operation.
No
Slow turn No No Yes
Preheated and primed No, if engine was previously in
operation or stand-by as per
general remarks above.
For other engines see require-
ments in other columns.
Yes Yes
Required system conditions
Lube oil system
Prelubrication period No, if engine was previously in
operation or stand-by as per
general remarks above.
For other engines see require-
ments in other columns.
Permanent Permanent
Prelubrication pres-
sure before engine
p
oil before engine
<0.3 bar
permissible
0.3 bar < p
oil before engine
<0.6 bar 0.3 bar < p
oil before engine
<0.6 bar
Preheating tempera-
ture before engine
Less than 40 C permissible > 40 C > 40 C
HT cooling water
Preheating tempera-
ture before engine
Less than 60 C permissible 60-90 C 60-90 C
continued
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Table 2-40 Required starting conditions for Diesel-electric plants
Required system conditions
Fuel system
For MDO operation lf fuel oil supply pump is not
attached to the engine:
Air driven fuel oil supply pump or
fuel oils service tank at sufficient
height or pressurized fuel oil tank
required.
Supply pumps in operation or with starting command to
engine
For HFO operation Supply and booster pumps in operation, fuel preheated to
operating viscosity.
(ln case of permament stand-by or during operation of an
DF-engine in gas mode a periodical exchange of the circu-
lating HFO has to be ensured to avoid cracking of the fuel.
This can be done by releasing a certain amount of circulat-
ing HFO into the day tank and substituting it with "fresh"
fuel from the tank.j
Engine Starting
Conditions
After Black-Out or Dead Ship
("Black Start"j
From Stand-By Mode
After Stand-Still
("Normal Start"j
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Figure 2-31 Start up times until load application for Diesel-electric marine plants from stand-by mode (Diesel operationj
Engines not in stand-by mode can be started with normal starting procedure at any time.
Figure 2-32 Start up times until load application for Diesel-electric marine plants in normal starting mode (not in stand-
by modej
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Figure 2-33 Load application for Diesel-electric marine plants operation
Figure 2-34 Load application to 100 % engine load in gas operation
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2.1.4.2 Emergency operation
ln the case of highly supercharged engines, load
application is limited. This is due to the fact that
the charge-air pressure build-up is delayed by
the turbocharger run-up. Besides, a slow load
application promotes uniform heating of the en-
gine.
The curves "lNSTANT LOADlNG" in "Figure 2-
33, page 2-69" and "Figure 2-34, page 2-69"
should only be applied in emergency operation.
For this purpose, the power management sys-
tem should have an own emergency operation
program for quickest possible load application.
ln normal operation, load application should be
effected according to the curves "NORMAL
LOADlNG" in "Figure 2-33, page 2-69" and "Fig-
ure 2-34, page 2-69".
All questions regarding the dynamic behaviour
should be clarified in close cooperation between
the customer and MAN Diesel SE at an early
project stage.
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2.1.4.3 Load reduction
Sudden load throw-off
For the sudden load throw-off from
100 % P
Nominal
to 0 % P
Nominal
there are certain
requirements (see lSO 8525-5j with regard to the
dynamic and permanent speed change which
are to be met by the engines / the GenSets.
The sudden load throw-off represents a rather
exceptional situation and corresponds to open-
ing the generator switch of a Diesel-electric
plant.
Care is to be taken that, after a sudden load
throw-off, the system circuits remain in opera-
tion at least 10 min in order to dissipate the re-
sidual engine heat.
Recommended load reduction / stopping the
engine
Diesel mode
Unloading the engine
ln principle, there are no restrictions with re-
gard to unloading the engine. However, a
minimum of 1 min. is recommended for un-
loading the engine from 100 % P
Nominal
to
approx. 25 % P
Nominal
.
Engine stop
From 25 % P
Nominal
further engine unloading
is possible, without interruption, and after-
wards the engine can be stopped.
Gas mode
Load reduction according "Figure 2-11, page
2-21".
Run-down cooling
ln order to dissipate the residual engine heat,
the system circuits should be kept in opera-
tion for a minimum of 15 min.
.
Figure 2-11 Load reduction and time to change over to Diesel mode
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2.2.1.4 Low-load operation
Definition
Generally the following load conditions can be
specified:
Over-load (for regulationj:
> 100 % of full load output
Full-load: 100 % of full load output
Part-load: < 100 % of full load output
Low-load: < 25 % of full load output
Correlations
The ideal operating conditions for the engine
prevail under even loading at 60% to 90% of the
full-load output. Engine control and rating of all
systems are based on the full-load output.
ln the idling mode or during low-load engine op-
eration, combustion in the cylinders is not ideal.
Operation on liquid fuel may cause deposits in
the combustion chamber, which result in a high-
er soot emission and an increase of cylinder
contamination.
Moreover, in low-load operation and during ma-
noeuvring of ships, the HT-cooling water tem-
peratures cannot be regulated at an optimum
for all load conditions.
Operation on heavy fuel oil
According to "Figure 2-36, page 2-76", the en-
gine must, after a phase of low-load operation,
be operated at high load (>70% of full load out-
putj for a certain time. Because of the aforemen-
tioned reasons, low-load operation < 20 % of
full load output on heavy fuel oil is subject to cer-
tain limitations. According to "Figure 2-36, page
2-76", the engine must, after a phase of low-
load operation, either be switched over to Diesel
operation or be operated at high load (> 70 % of
full load outputj for a certain period of time in or-
der to reduce the deposits in the cylinder and
exhaust gas turbocharger again.
ln case the engine is to be operated at low-load
for a period exceeding that shown in "Figure 2-
36, page 2-76", the engine is to be switched
over to Diesel oil operation beforehand.
Please, note that after 500 h continuous heavy
fuel oil operation at low-loads in the range of
20 % to 25 % MCR a new running in of the en-
gine is required.
Diesel mode operation
For low-load operation on Diesel fuel oil, the fol-
lowing rules apply:
The minimum constant load in Diesel mode is
15 % MCR. A continuous operation below
15 % of full load is to be avoided.
Note:
Should it be absolutely necessary,
MAN Diesel SE has to be consulted for special
arrangements (e.g. the use of low-load injection
nozzlesj.
A no-load operation (= absolute idlingj, espe-
cially at nominal speed (generator operationj
is only permitted for a maximum period of
1...2 hours.
No limitations are required for loads above
15 % of full load, as long as the specified op-
erating data of the engine will not be exceed-
ed.
Operation in Gas mode
For low-load operation in Gas mode, the follow-
ing rules apply:
The minimum constant load in Gas mode is
15% MCR. A continous operation below 15%
of full load is to be avoided.
Operation in the gas mode below 15 % of full
load is subject to following restrictions:
- operation below 15 % MCR down to 7 %
MCR is allowed for up to 24 h
- operation below 7 % MCR is allowed for
up to 30 min
- idling at 0 % MCR is allowed for up to
30 min
Time periods are not to be added. Upon
reaching the time limit engine has to be oper-
ated at > 25 % MCR for minimum 1 h.
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No limitations are required for loads above 15 %
of full load, as long as the specified operating
data of the engine will not be exceeded.
Figure 2-36 Time limits for low-load operation on heavy fuel oil (on the leftj, duration of relieving operation(on the rightj
P Full load output [%|
t Operating period [h|
Explanations
New running in needed after > 500 h hours
low-load operation (see"Chapter 2.2.1.8 En-
gine running-in, page 2-83"j
Note!
Acceleration time from low-load to 70 % of full-
load output in no less than 15 minutes.
Example
Line a:
At 10 % of full-load output, HFO operation is
permissible for maximum 19 hours or 40 hours
in MGO/MDO-operation, then switch over to
Diesel fuel oil.
Line b:
Operate the engine for approx. 1.2 hours at not
less than 70 % of full-load output to burn away
the deposits that have formed. Subsequently,
part-load operation on heavy fuel oil can be con-
tinued.
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2.1.8.4 Available outputs dependent on frequency deviations
General
Generating sets, which are integrated in an elec-
tricity supply system, are subjected to the fre-
quency fluctuations of the mains. Depending on
the severity of the frequency fluctuations, output
and operation respectively have to be restricted.
Frequency adjustment range
According to DlN lSO 8528-5: 1997-11, operat-
ing limits of > 2.5 % are specified for the lower
and upper frequency adjustment range.
Operating range
Depending on the prevailing local ambient con-
ditions, a certain maximum continuous rating
will be available.
ln the output/speed and frequency diagrams, a
range has specifically been marked with No
continuous operation allowed in this area". Op-
eration in this range is only permissible for a
short period of time, i.e. for less than 2 minutes.
ln special cases, a continuous rating is permis-
sible if the standard frequency is exceeded by
more than 3 %.
Limiting parameters
Max. torque - ln case the frequency decreases,
the available output is limited by the maximum
permissible torque of the generating set.
Max. speed for continuous rating - An increase
in frequency, resulting in a speed that is higher
than the maximum speed admissible for contin-
uous operation, is only permissible for a short
period of time, i.e. for less than 2 minutes.
For engine-specific information see "Chapter
2.1.3 Outputs, speeds, page 2-9" of the specific
engine.
Overload
Figure 2-12 Available output at 100% load
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2.2.1.6 Diesel-electric operation of vessels - failure of one engine
Diesel-electric operation of vessels means par-
allel operation of engine units with the genera-
tors forming a closed system.
When planning a marine installation, the possi-
ble failure of one engine must be allowed. ln or-
der to avoid possible overloading of the
remaining engines, the electric load must be re-
duced.
We therefore generally advise equipping Diesel-
electric marine installations with a power man-
agement system. This ensures that the engines
can be operated in the maximum output range
and, in case one unit fails, the propulsive output
is reduced or unimportant users are switched off
by the power management in order to avoid an
electric system black-out due to underfrequen-
cy alarm.
lt is up to the ships operator to decide, which
consumers are disconnected from the supply
under what operating conditions or which of
them are given priority.
Diesel mode
With regard to contamination and soot behav-
iour during low-load operation, the chosen load
reserve achieved by the number of engines run-
ning in the system should not be too high (i.e.
several engines running on low loadj.
Load application in case one engine fails
ln case one engine fails while running at sea, its
output has to be made up by the engines re-
maining in the system and/or the loading has to
be decreased by reducing the propulsive output
and/or by switching off other electric consum-
ers.
The immediate load transfer to one engine does
not always correspond with the load reserves
this particular engine still has available. This de-
pends on the base load that the engine is being
run at in the respective moment.
The permissible load applications for such a
case can be derived from the "Figure 2-38, page
2-79".
Figure 2-38 Load application depending on base load
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The maximum engine output as a function of the
number of engines running in a system, which
will not result into a total output reduction of the
multi-engine plant in case one unit fails, can be
derived from the following "Table 2-41 Load ap-
plication in case one engine fails, page 2-80".
Table 2-41 Load application in case one engine fails
Gas mode
ln gas mode operation it has to be ensured that,
in case one engine fails, the power management
reduce the propulsive power and the electrical
consumers respectively so as to ensure that the
maximum load application stated in "Chapter
2.1.4.3 Load reduction, page 2-21" is not ex-
ceeded.
No. of engines running in the system 3 4 5 6 7 8 9 10
Utilisation of engines capacity during system
operation in (%) of P
max

60 75 80 83 86 87.5 89 90
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2.1.8.3 Generator - reverse power protection
Demand for reverse power protection
Generators of an electrical power output
> 50 kvA running in parallel operation have to be
equipped with a reverse power protection (re-
quirement of classification societiesj.
Definition of reverse power
lf a generator, which is connected to a combus-
tion engine, is no longer driven by this engine
but is supplied with propulsive power by the
connected net and is, therefore, working as an
electrical engine, this is called reverse power.
Examples for possible reverse power
The combustion engine does no longer drive
the generator, which is connected to the
mains, e.g., because of lack of fuel.
Stopping of the combustion engine with the
generator, which is connected to the mains.
On ships with electrical traction motor, the
propeller drives the electrical traction motor,
the electrical traction motor drives the gener-
ator, the generator drives the combustion en-
gine.
Sudden frequency increase, e.g. because of
a load decrease in an isolated net --> if the
combustion engine is operated at low load
(e.g. just after synchronisingj
Adjusting the reverse power protection relay
Adjusting value for reverse power protection re-
lay: maximum 3 % P
nominal
On vessels with electric traction motor and
"Crash stop" requirements (shifting the manoeu-
vring lever from Forward to Full Reversej, special
arrangements for the adjustment value of the re-
verse power relay are to be made, which are only
valid in the event of a "crash stop" manoeuvre.
Time lags
For activation of the reverse power protection
relay, time lags of approximately 5 to 10 seconds
have to be fixed.
Maximum time for reverse power
lf a reverse power higher than the adjusted
value for the reverse power protection relay
occurs, the generator switch has to open im-
mediately after the time lag elapsed.
Reverse power below the adjusted value for
the reverse power protection relay for periods
exceeding 30 seconds is not permitted.
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2.2.1.8 Engine running-in
Preconditions
Engines must be run in
during commissioning at site if, after the test
run, pistons or bearings were removed for in-
spection and/or if the engine was partly or
completely disassembled for transport,
on installation of new running gear compo-
nents, e.g. cylinder liners, piston rings, main
bearings, big-end bearings and piston pin
bearings,
on installation of used bearing shells,
after an extended low-load operation (> 500
operating hoursj.
Supplementary information
Adjustment required
Surface irregularities on the piston rings and the
cylinder liner running surface are smoothed out
during the running-in process. The process is
ended when the first piston ring forms a perfect
seal towards the combustion chamber, i.e. the
first piston ring exhibits an even running surface
around its entire circumference. lf the engine is
subjected to a higher load before this occurs,
the hot exhaust gases will pass between the pis-
ton rings and the cylinder liner running surface.
The film of oil will be destroyed at these loca-
tions. The consequence will be material destruc-
tion (e.g. burn marksj on the running surfaces of
the rings and the cylinder liner and increased
wear and high oil consumption during subse-
quent operation.
The duration of the running-in period is influ-
enced by a number of factors, including the con-
dition of the surface of piston rings and the
cylinder liner, the quality of the fuel and lube oil
and the loading and speed of the engine. The
running-in periods shown in "Figure 2-39, page
2-85", respectively are therefore for guidance
only.
Operating media
Fuel
Diesel oil or gas oil can be used for the running-
in process. The fuel used must satisfy the quality
requirements (see "Chapter 3.5 Quality of Diesel
Fuel (MGO, MDOj, page 3-23"j and be appropri-
ate for the installed fuel system layout.
Lubricating oil
The lubricating oil to be used while running in the
engine must satisfy the quality requirements
(see "Chapter 3.1 Quality of lube oil (SAE40j for
the engine 51/60DF, page 3-3"j in accordance
with the applied fuel.
Attention!
The lube oil system is to be purged before filling
it for the first time (see MAN Diesel Work Card
000.03j.
Running-in the engine
Cylinder lubrication
During the entire running-in process, the cylin-
der lubrication is to be switched to the Run-
ning-in" mode. This is done at the control
cabinet and/or the operator's panel and causes
the cylinder lubrication to be activated over the
entire load range already when the engine is
started. The increased oil supply has a favoura-
ble effect on the running-in of the piston rings
and pistons. After completion of the running-in
process, the cylinder lubrication is to be
switched back to Normal Mode".
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Checks
During running-in, the bearing temperature and
crankcase are to be checked
for the first time after 10 minutes of operation
at minimum speed,
again after operational output levels have
been reached.
The bearing temperatures (camshaft bearings,
big-end and main bearingsj are to be measured
and compared with those of the neighbouring
bearings. For this purpose, an electric tracer-
type thermometer can be used as measuring
device.
At 85 % load and on reaching operational out-
put levels, the operating data (firing pressures,
exhaust gas temperatures, charge air pressure,
etc.j are to be checked and compared with the
acceptance record.
Running-in during commissioning at site
Four-stroke engines are, with a few exceptions,
always subject to a test run in the manufactur-
er's works, so that the engine has been run in, as
a rule. Nevertheless, repeated running is re-
quired after assembly at the final place of instal-
lation if pistons or bearings were removed for
inspection after the test run or if the engine was
partly or completely disassembled for transpor-
tation.
Running-in after installation of new running gear
components
ln case cylinder liners, pistons and/or piston
rings are replaced on the occasion of overhaul
work, the engine has to be run in again. Run-
ning-in is also required if the rings have been re-
placed on one piston only. Running-in is to be
carried out according to "Figure 2-39, page
2-85" and/or the pertinent explanations.
The cylinder liner requires rehoning according to
MAN Diesel Work Card 050.05 unless it is re-
placed. A portable honing device can be ob-
tained from one of our service bases.
Running-in after refitting used or installing new
bearing shells (main bearing, big-end and piston
pin bearingsj
lf used bearing shells were refitted or new bear-
ing shells installed, the respective bearings will
have to be run in. The running-in period should
be 3 to 5 hours, applying load in stages. The re-
marks in the previous paragraphs, especially un-
der "Checks", as well as "Figure 2-39, page
2-85" , resp., are to be observed.
ldling at high speed over an extended period is
to be avoided, wherever possible.
Running-in after low-load operation
Continuous operation in the low-load range may
result in heavy internal contamination of the en-
gine. Combustion residues from the fuel and lu-
bricating oil may deposit on the top-land ring of
the piston, in the ring grooves and possibly also
in the inlet ducts. Besides, the charge air and ex-
haust piping, the charge air cooler, the turbo-
charger and the exhaust gas boiler may become
oily.
Since the piston rings will also have adapted
themselves to the cylinder liner according to the
loads they have been subjected to, accelerating
the engine too quickly will result in increased
wear and possibly cause other types of engine
damage (piston ring blow-by, piston seizurej.
After prolonged low-load operation ( 500 oper-
ation hoursj, the engine should therefore be run
in again, starting from the output level, at which
it has been operated, in accordance with "Figure
2-39, page 2-85"
Please also refer to the notes in "Chapter 2.2.1.4
Low-load operation, page 2-75".
Note!
For additional information, the after-sales serv-
ice department of MAN Diesel or of the licensee
will be at your disposal.
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A Engine speed n
M
B Engine output (specified
rangej
D Running-in period in [h|
E Engine speed and output
in [%|
Figure 2-39 Standard running-in programme for constant speed of the 51/60DF engine type
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2.2.1.9 Torsional vibrations
Data required for torsional vibration
calculation
MAN Diesel calculates the torsional vibrations
behaviour for each individual engine plant of
their supply to determine the location and sever-
ity of resonance points. lf necessary, appropri-
ate measures will be taken to avoid excessive
stresses due to torsional vibration. These inves-
tigations cover the ideal normal operation of the
engine (all cylinders are firing equallyj as well as
the simulated emergency operation (misfiring of
the cylinder exerting the greatest influence on
vibrations, acting against compressionj. Be-
sides the natural frequencies and the modes
also the dynamic response will be calculated,
normally under consideration of the 1
st
to 24
th
harmonic of the gas and mass forces of the en-
gine.
lf necessary, a torsional vibration calculation will
be worked out which can be submitted for ap-
proval to a classification society or a legal au-
thority.
To carry out the torsional vibration calculation
following particulars and/or documents are re-
quired.
General
Type of propulsion (genset, Diesel-electricj
Definition of the operating modes
Maximum power consumption of the individ-
ual working machines
Engine
Rated output, rated speed
Kind of engine load
Kind of mounting of the engine (can influence
the determination of the flexible couplingj
Flexible coupling
Make, size and type
Rated torque (Nmj
Possible application factor
Maximum speed (rpmj
Permissible maximum torque for passing
through resonance (Nmj
Permissible shock torque for short-term
loads (Nmj
Permanently permissible alternating torque
(Nmj including influencing factors (frequency,
temperature, mean torquej
Permanently permissible power loss (Wj in-
cluding influencing factors (frequency, tem-
peraturej
Dynamic torsional stiffness (Nm/radj includ-
ing influencing factors (load, frequency, tem-
peraturej, if applicable
Relative damping (j including influencing
factors (load, frequency, temperaturej, if ap-
plicable
Moment of inertia (kgmj for all parts of the
coupling
Dynamic stiffness in radial, axial and angular
direction
Permissible relative motions in radial, axial
and angular direction, permanent and maxi-
mum
Alternator for Diesel-electric plants
Drawing of the alternator shaft with all lengths
and diameters
Aternatively, torsional stiffness (Nm/radj
Moment of inertia of the parts mounted to the
shaft (kgmj
Electrical output (kvAj including power factor
cosj and efficiency
Or mechanical output (kWj
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Complex synchronizing coefficients for idling
and full load in dependence on frequency,
reference torque
lsland or parallel mode
Load profile (e.g. load stepsj
Frequency fluctuation of the net
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2.2.1.10 Earthing measures on Diesel engines and bearing insulation on generators
General
The use of electrical equipment on Diesel en-
gines requires precautions to be taken for pro-
tection against shock current and for
equipotential bonding. These not only serve as
shock protection but also for functional protec-
tion of electric and electronic devices (EMC pro-
tection, device protection in case of welding,
etc.j.
Figure 2-40 Earthing connection on engine
Earthing connections on the engine
Threaded bores M12, 20 mm deep, marked with
the earthing symbol have been provided in the
engine foot on both ends of the engines.
lt has to be ensured that earthing is carried out
immediately after engine set-up! (lf this cannot
be accomplished any other way, at least provi-
sional earthing is to be effected right at the be-
ginning.j
Measures to be taken on the generator
Because of slight magnetic unbalances and ring
excitations, shaft voltages, i.e. voltages be-
tween the two shaft ends, are generated in elec-
trical machines. ln the case of considerable
values (e.g. > 0.3 vj, there is the risk that bearing
damage occurs due to current transfers. For this
reason, at least the bearing that is not located on
the drive end is insulated on generators approx.
>1MW. For verification, the voltage available at
the shaft (shaft voltagej is measured while the
generator is running and excited. With proper in-
sulation, a voltage can be measured. ln order to
protect the prime mover and to divert electro-
static charging, an earthing brush is often fitted
on the coupling side.
Observation of the required measures is the
generator manufacturer's responsibility.
Consequences of inadequate bearing
insulation on the generator, and insulation check
ln case the bearing insulation is inadequate,
e.g., if the bearing insulation was short-circuit by
a measuring lead (PT100, vibration sensorj,
leakage currents may occur, which result in the
destruction of the bearings. One possibility to
check the insulation with the machine at stand-
still (prior to coupling the generator to the en-
gine; this, however, is only possible in the case
of single-bearing generatorsj would be to raise
the generator rotor (insulated, in the cranej on
the coupling side, and to measure the insulation
by means of the Megger test against earth (in
this connection, the max. voltage permitted by
the generator manufacturer is to be observed!j.
lf the shaft voltage of the generator at rated
speed and rated voltage is known (e.g. from the
test record of the generator acceptance testj, it
is also possible to carry out a comparative
measurement.
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lf the measured shaft voltage is lower than the
result of the earlier measurement" (test recordj,
the generator manufacturer should be consult-
ed.
Earthing conductor
The nominal cross section of the earthing con-
ductor (equipotential bonding conductorj has to
be selected in accordance with DlN vDE 0100,
part 540 (up to 1000 vj or DlN vDE 0141 (in ex-
cess of 1 Kvj.
Generally, the following applies:
The protective conductor to be assigned to the
largest main conductor is to be taken as a basis
for sizing the cross sections of the equipotential
bonding conductors.
Flexible conductors have to be used for the con-
nection of resiliently mounted engines.
Execution of earthing
On vessels, earthing must be done by the ship-
yard during assembly on board.
Earthing strips are not included in the MAN Die-
sel scope of supply.
Additional information regarding the use of
welding equipment
ln order to prevent damage on electrical compo-
nents, it is imperative to earth welding equip-
ment close to the welding area, i.e., the distance
between the welding electrode and the earthing
connection should not exceed 10 m.
Note:
For further information please refer to our bro-
chure Safety concept of MAN Diesel dual-fuel
engine.
2.3.1 SaCoSone system overview
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2.3 Engine automation
2.3.1 SaCoS
one
system overview
Figure 2-41 SaCoS
one
system overview
The monitoring and safety system SaCoS
one
is
responsible for complete engine operation, con-
trol, alarming and safety. All sensors and opera-
ting devices are wired to the engine-attached
units. The interface to the plant is done by
means of an lnterface Cabinet.
During engine installation, only the bus connec-
tions, the power supply and safety-related sig-
nal cables between the control unit, injection
unit and the lnterface/Auxiliary Cabinet are to be
laid, as well as connections to external modules,
electrical motors on the engine and parts on site.
1 Control Unit
2 lnjection Unit
3 System Bus
4 Local Operating Panel
5 lnterface Cabinet
6 Auxiliary Cabinet
7 Remote Operating Panel (optionalj
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The SaCoS
one
design is based on highly reliable
and approved components as well as modules
specially designed for installation on medium
speed engines. The used components are har-
monized to an homogenous system.
The system is tested and para-meterised in the
factory.
SaCoS
one
Control Unit
The Control Unit is attached to the engine cu-
shioned against vibration. lt includes two identi-
cal, highly integrated control modules: one for
safety functions and the other one for engine
control and alarming.
The modules work independently of each other
and collect engine measuring data by means of
separate sensors.
Figure 2-42 SaCoS
one
Control unit
SaCoS
one
lnjection Unit
The lnjection Unit is attached to the engine cu-
shioned against vibration. lt includes two identi-
cal, highly integrated injection modules.
The lnjection Modules are responsible for speed
control, pilot fuel control and the actuation of the
gas injection valves.
lnjection Module l is used for L-engines. At v-en-
gines it is used for bank A.
lnjection Module ll is used for bank B (only used
for v-enginesj.
Figure 2-43 SaCoS
one
lnjection unit
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SaCoS
one
System Bus
The SaCoS
one
system bus connects all system
modules. This redundant field bus system pro-
vides the basis of data exchange between the
modules and allows the takeover of redundant
measuring values from other modules in case of
a sensor failure.
SaCoS
one
is connected to the plant by the gate-
way module. This module is equipped with de-
central input and output channels, as well as
different interfaces for connection to the plant/
ship automation, the remote operating panel
and the online service.
Figure 2-44 SaCoS
one
System Bus
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Local Operating Panel
The engine is equipped with a Local Operating
Panel cushioned against vibration. This panel is
equipped with a TFT display for visualisation of
all engine operating and measuring data. At the
Local Operating Panel the engine can be fully
operated. Additional hardwired switches are
available for relevant functions.
Propulsion engines are equipped with a backup
display (as shown on top of the Local Operating
Panelj. Generator engines are not equipped with
this backup display.
Figure 2-45 Local Operating Panel
lnterface Cabinet
The lnterface Cabinet is the interface between
the engine electronics and the plant control. lt is
the central connecting point for 24 v DC power
supply to the engine from the plant/vessel's
power distribution.
Besides, it connects the engine safety and con-
trol system with the power management, the
propulsion control system and other periphery
parts.
The supply of the SaCoS
one
subsystems is done
by the lnterface Cabinet.
Figure 2-46 lnterface Cabinet
Auxiliary Cabinet
The auxiliary cabinet is the central connection
for the 400 v AC power supply to the engine
from the plant/vessel's power distribution. lt in-
cludes the starters for the engine-attached cyl-
inder lube oil pump(sj, the temperature control
valves and the electric high-pressure fuel pump
for pilot injection, as well as the driver unit for the
fuel rack actuator.
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Figure 2-47 Auxiliary Cabinet
Gas valve Control Unit
The Gas valve Control Unit is a special exten-
sion for operation of the gas valve unit by Sa-
CoS
one
. lt is connected to the lnterface Cabinet
by one supply and one field bus cable and pre-
vents the yard from complicated cable works on
separated cable trays. The unit is to be installed
in a non-hazardous area outside the gas valve
unit room.
Remote Operating Panel (optionalj
The Remote Operating Panel serves for engine
operation from a control room. The Remote Op-
erating Panel has the same functions as the Lo-
cal Operating Panel.
From this operating device it is possible to
transfer the engine operation functions to a su-
perior automatic system (propulsion control sys-
tem, power managementj.
ln plants with integrated automation systems,
this panel can be replaced by lAS.
The panel can be delivered as loose supply for
installation in the control room desk or integrat-
ed in the front door of the lnterface Cabinet.
Figure 2-48 Remote Operating Panel (optionalj
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2.3.2 Power Supply and Distribution
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The plant has to provide electric power for the
automation and monitoring system. ln general,
an uninterrupted 24 v DC power supply is re-
quired for SaCoS
one
.
For the supply of the electronic backup fuel ac-
tuator an uninterrupted 230 v AC distribution
must be provided.
Figure 2-49 Supply diagramm
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2.3.3 Operation
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2.3.3 Operation
Control Station Changeover
The engine operation and control can be done
from both operating panels. A selection and ac-
tivation of the control stations is possible at the
local operating panel. The operating rights can
be handed over from the Remote Operating
Panel to the External Operating Panel or to an
external automation system. Therefore a hand-
shake is necessary. For applications with inte-
grated automation systems (lASj the
functionality of the remote operating panel can
be taken over by the lAS.
Figure 2-50 Control station changeover
On the screen displays all the measuring points
acquired by means of SaCoS
one
can be shown
in clearly arranged drawings and figures. lt is not
necessary to install additional speed indicators.
Speed setting
ln case of operating from one of the SaCoS
one
panels, the engine speed setting is carried out
manually by a decrease/increase switch button.
lf the operation is controlled by an external sys-
tem, the speed setting can be done either by
means of binary contacts (e.g. for synchronisa-
tionj or by an active 4-20 mA analogue signal.
The signal type for this is to be defined in the
project planning period.
2.3.3 Operation
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Operating modes
For generator applications:
Droop (5-percent speed increase between
nominal load and no loadj
lsochronous load sharing
For propulsion applications:
Fixed speed (generator modej
variable speed (combinator modej
Master-Slave operation (two engines at-
tached to one gearboxj
The operating mode is pre-selected via the
SaCoS
one
interface and has to be defined dur-
ing the application period.
Details regarding special operating modes on
request.
Fuel modes
The desired operating mode can be selected via
the operating panels or the interfaces to the ex-
ternal control.
Switching-over to gas operating mode can be
effected when the required operating conditions
are met.
Switching-over from gas mode to Diesel mode
can be selected by the operator or is automati-
cally induced by SaCoS
one
if a relevant parame-
ter exceeds the admissible range.
Back-up operation cannot be selected manually,
but is activated automatically if a disturbance
occurs in the pilot fuel oil system.
Table 2-42 Fuel modes
Gas mode
ln gas mode, the fuel-mixture is generated for
each cylinder separately. This happens directly
in the cylinder head. The required amount of pi-
lot fuel oil is provided by a Common Rail system
and is directly injected by electromagnetic
valves.
Diesel mode
ln Diesel mode, the main fuel supply is realised
by a conventional injection system. The amount
of fuel is controlled by the speed governor via an
electric actuator.
The Common Rail system, which normally sup-
plies the engine with the required amount of pilot
fuel oil in gas mode, is also active in Diesel
mode.
Backup Mode Diesel Mode Gas Mode
Gas fuel system Not active Not active Active
Pilot fuel oil system Not active Active Active
Main Diesel system Active Active Not active
2.3.3 Operation
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Backup Operation
Backup operation is active in case of a Common
Rail pilot fuel oil system failure. During backup
operation, only the conventional main Diesel oil
system is active.
Availability of Fuel modes
Table 2-43 Available fuel modes
Backup Mode Diesel Mode Gas Mode
Normal operation Not Available Available Available
Gas pre-alarm Available Available Not Available
GvU failure Available Available Not Available
Gas supply failure Available Available Not Available
Pilot oil system failure Available Not Available Not Available
2.3.3 Operation
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2.3.4 Functionality
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2.3.4 Functionality
Safety functions
The safety system monitors all operating data of
the engine and initiates the required actions, i.e.
load reduction or engine shut-down, in case any
limit values are exceeded. The safety system is
separated into Control Module and Gateway
Module. The Control Module supervises the en-
gine, while the Gateway Module examines all
functions relevant for the security of the con-
nected plant components.
The system is designed to ensure that all func-
tions are achieved in accordance with the clas-
sification societies' requirements for marine
main engines.
The safety system directly influences the emer-
gency shut-down, the speed control, the gas
valve control unit and the auxiliary cabinet.
lt is possible to import additional shutdowns and
blockings of external systems in SaCoS
one
.
Load reduction
After the exceeding of certain parameters the
classification societies demand a load reduction
to 60%. The safety system supervises these pa-
rameters and requests a load reduction, if nec-
essary. The load reduction has to be carried out
by an external system (lAS, PMS, PCSj. For
safety reasons, SaCoS
one
will not reduce the
load by itself.
Auto shutdown
Auto shutdown is an engine shutdown initiated
by the automatic supervision of either engine in-
ternal parameters or above mentioned external
control systems.
Emergency stop
Emergency stop is an engine shutdown initiated
by an operator's manual action, like pressing an
emergency stop button.
Engine shutdown
lf an engine shutdown is triggered by the safety
system, the shutdown signal is carried out by
activating the emergency stop valve and by a
pneumatic shut-off of the common rail pilot fuel,
the block-and-bleed gas valves and the conven-
tional fuel pumps.
At the same time the emergency stop is trig-
gered, SaCoS
one
requests to open the generator
switch.
Overspeed protection
The engine speed is monitored in both control
modules independently. ln case of overspeed
each control module actuates the shutdown de-
vice via a separate hardware channel.
Override
Only during operation in Diesel mode safety ac-
tions can be suppressed by the override func-
tion. ln gas mode, if override is selected, an
automatic changeover to Diesel mode will be
performed. The override has to be selected be-
fore a safety action is actuated. The scope of pa-
rameters prepared for override is different and
depends on the chosen classification society.
The availability of the override function depends
on the application.
Alarming
The alarm function of SaCoS
one
supervises all
necessary parameters and generates alarms to
indicate discrepancies when required. The alarm
functions are likewise separated into Control
Module and Gateway Module. ln the Gateway
module the supervision of the connected exter-
nal systems takes place. The alarm functions are
processed in an area completely independent of
the safety system area in the Gateway Module.
2.3.4 Functionality
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Self-monitoring
SaCoS
one
carries out independent self-monitor-
ing functions. Thus, for example, the connected
sensors are checked constantly for function and
wire break. ln case of a fault, SaCoS
one
reports
the occurred malfunctions in single system
components via system alarms.
Speed control
The engine speed control is realised by software
functions of the control module/alarm and the
injection modules. Engine speed and crankshaft
turn angle indication is carried out by means of
redundant pick ups at the gear drive.
Load distribution - multi engine and master
slave plants
With electronic governors, the load distribution
is carried out by speed droop, isochronously by
loadsharing lines or by master/slave operation.
Load limit curves
Start fuel limiter
Charge-air pressure dependent fuel limiter
Torque limiter
Jump-rate limiter
Remarks
ln case of controllable pitch propeller (CPPj
units with combinator mode the combinator
curves must be sent to MAN Diesel for assess-
ment in the design stage. lf load control systems
of the CPP-supplier are used, the load control
curve is to be sent to MAN Diesel, in order to
check whether it is below the load limit curve of
the engine.
Control
SaCoS
one
controls all engine-internal functions,
as well as external components, for example:
Start/stop sequences
- Request of lube oil and cooling water
pumps.
- Monitoring of the prelubrication and post-
cooling period.
- Monitoring of the acceleration period.
Fuel changeover
- Release of the gas operating mode
- Control of the switch-over from one fuel
type to another.
- Fuel injection flow is controlled by the
speed governor.
Control station switch-over
Switch-over from local operation in the engine
room to remote control from the engine control
room.
Knock control
For the purpose of knock recognition, a special
evaluation unit is fitted to the engine and con-
nected to the engine control via the CAN bus.
Air-fuel ratio control
For air-fuel ratio control, part of the charge air is
rerouted via a bypass flap. The exhaust gas
temperature upstream of the turbine, as well as
characteristic fields stored in the engine control,
are used for control purposes. The air-fuel ratio
control is only active in gas operating mode. ln
Diesel operating mode, the flap remains closed.
Control of the gas valve unit
The gas pressure at the engine inlet is specified
by the engine control and regulated by the gas
valve unit. The main gas valves are activated by
the engine control system. Prior to every engine
start and switch-over to the gas operating mode
respectively, the block-and-bleed valves are
checked for tightness (see also chapter "fuel oil
system"j.
2.3.4 Functionality
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Figure 2-51 Schematic drawing of engine control
External control functions:
- Electrical lubricating oil pump
- Electrical driven HT cooling water pump
- Electrical driven LT cooling water pump
- Nozzle cooling water module
- HT preheating unit
- Clutches
The scope of control functions depends on plant
configuration and must be coordinated during
the project engineering phase.
2.3.4 Functionality
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Starters
For engine-attached pumps and motors the
starters are installed in the auxiliary cabinet.
Starters for external pumps and consumers are
not included in the SaCoS
one
scope of supply
generally.
Media Temperature Control
various media flows must be controlled to en-
sure trouble-free engine operation.
The temperature controllers are available as
software functions inside the gateway module of
SaCoS
one
. The temperature controllers are oper-
ated by the displays at the operating panels as
far as it is necessary. From the lnterface Cabinet
the relays actuate the control valves.
- The cylinder cooling water (HTj tempera-
ture control is equipped with perform-
ance-related feed forward control, in order
to guarantee the best control accuracy
possible (please refer also "Chapter 6.3.1
Cooling water system, page 6-35"j.
- The low temperature (LTj cooling water
temperature control works similarly to the
HT cooling water temperature control and
can be used if the LT cooling water system
is designed as one individual cooling wa-
ter system per engine.
ln case several engines are operated with
a combined LT cooling water system, it is
necessary to use an external temperature
controller.
This external controller must be mounted
on the engine control room desk and is to
be wired to the temperature control valve
(please refer also "Chapter 6.3.1 Cooling
water system, page 6-35"j.
- The charge-air temperature control is de-
signed identically with the HT cooling wa-
ter temperature control.
The cooling water quantity in the LT part of
the charge-air cooler is regulated by the
charge air temperature control valve
(please refer also "Chapter 6.3.1 Cooling
water system, page 6-35"j.
- The design of the lube oil temperature
control depends on the engine type. lt is
designed either as a thermostatic valve
(wax-cartridge typej or as an electric driv-
en control valve with electronic control
similar to the HT temperature controller.
Please refer also "Chapter 6.2 Lube oil
system, page 6-5"j.
2.3.5 lnterfaces
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2.3.5 lnterfaces
Data Bus lnterface (Machinery Alarm Systemj
Figure 2-52 Data Bus lnterfaces
This interface serves for data exchange to ship
alarm systems or integrated automation sys-
tems (lASj.
The interface is actuated with MODBUS proto-
col and is available as:
- Ethernet interface (MODBUS over TCPj
(cable length <= 100 mj, or as
- serial interface (MODBUS RTUj RS422/
RS485, Standard 5 wire.
Only if the Ethernet interface is used, the transfer
of data can be handled with timestamps from
SaCoS
one
.
The status messages, alarms and safety actions
generated in the system can be transferred.
All measuring values acquired by SaCoS
one
are
available for transfer.
Generator Control
Hardwired interface, used for example for syn-
chronisation, load indication, etc.
Power Management
Hardwired interface, for remote start/stop, load
setting, fuel mode selection, etc.
Propulsion Control System
Standardized hardwired interface including all
signals for control and safety actions between
SaCoS
one
and the propulsion control system.
Others
ln addition, interfaces to auxiliary systems are
available, such as:
- nozzle cooling water module
- HT preheating unit
- electric driven pumps for lube oil, HT- and
LT cooling water
- clutches
- gearbox
- propulsion control system
On request, additional hardwired interfaces can
be provided for special applications.
Cables - Scope of supply
The bus cables between engine and interface
are scope of the MAN Diesel SE supply.
The control cables and power cables are not in-
cluded in the scope of the MAN Diesel SE sup-
ply. This cabling has to be carried out by the
customer.
2.3.5 lnterfaces
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System block diagram
Figure 2-53 Automation overview - system block diagram
off engine on engine
2.3.6 Technical Data
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lnterface Cabinet
Design:
Floor-standing cabinet
Cable entries from below through cabinet
socket
Accessible by front doors
Doors with locks
Opening angle: 90
MAN Standard color light grey (RAL7035j
Weight: approx. 300 kg
Dimensions: 1200 x 2100 x 400 mm*
* width x height x depth (including basej
Degree of protection: lP54.
Environmental Conditions:
Ambient air temperature: +5 C to +55 C
Relative humidity: < 96 %
vibrations < 0.7 g.
Auxiliary Cabinet
Design:
Floor-standing cabinet
Cable entries from below
Accessible by front doors
Doors with locks
Opening angle: 90
Standard colour light grey (RAL7035j
Weight: app. 300 kg
vibrations: < 0.7 g.
Gas valve control unit
Design:
Wall mounted cabinet
Cable entries from below
Accessible by front door
Door with locks
Opening angle: 90
Standard colour light grey (RAL7035j
Weight: app. 40 kg
vibrations: < 0.7g.
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Remote Operating Panel (optionalj
Design:
Panel for control desk installation with 3 m
cable to terminal bar for installation inside
control desk
Front color: white aluminium (RAL9006j
Weight: 15 kg
vibrations: < 0.7 g.
Electrical own consumption
Table 2-44 Electrical own consumption
1j
9 L51/60DF
2j
18 v51/60DF
Consumer
Supply system Remarks
Pn
(kvAj
Ub
(vj
F
(Hzj
Phase
Fuse/
Starter
by
yard
SaCoS
one
lnterface Cabinet
0.9
1j

1.2
2j

24 DC +/-
50A
1j
63A
2j
Power supply from ship bat-
tery distribution
(two line redundant power
supplyj
SaCoS
one
lnterface Cabinet
2.3 230 50/60 AC 1 10A
Cabinet illumination, socket,
anticondensation heater
SaCoS
one
auxiliary cabinet
3.0 230 50/60 AC 1 16A
Temperature regulating valve
drive for HT cooling water,
lube oil, charge air. Cabinet
illumination, socket, anti-
condensation heater
SaCoS
one
auxiliary cabinet
1.5 230 50/60 AC 1 16A
Battery buffered supply
according to class req. for
electronic speed governors.
SaCoS
one
auxiliary cabinet
20
1j
28
2j
400-480 50/60 AC 3
50A
1j
63A
2j
High pressure fuel pump, cyl-
inder lubrication, fuel rack
actuator, turning gear.
2.3.7 lnstallation requirements
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Location
The lnterface Cabinet and the auxiliary cabinet
are designed for installation in non-hazardous
areas.
The cabinets must be installed at a location suit-
able for service inspection.
Do not install the cabinets close to heat-gener-
ating devices.
ln case of installation at walls, the distance be-
tween the cabinets and the wall has to be at
least 100 mm in order to allow air convection.
Regarding the installation in engine rooms, the
cabinets should be supplied with fresh air by the
engine room ventilation through a dedicated
ventilation air pipe near the engine.
Note!
lf the restrictions for ambient temperature can
not be kept, the cabinets must be ordered with
an optional air condition system.
Ambient air conditions
For restrictions of ambient conditions, please re-
fer to the chapter "Chapter 2.3.6 Technical Data,
page 2-109".
Cabling
The interconnection cables between the engine
and the interface/auxiliary cabinet have to be in-
stalled according to the rules of electromagnetic
compatibility. Control cables and power cables
have to be routed in separate cable ducts.
The cables for the connection of sensors and
actuators which are not mounted on the engine
are not included in the scope of MAN Diesel SE
supply. Shielded cables have to be used for the
cabling of sensors. For electrical noise protec-
tion, an electric ground connection must be
made from the cabinets to the hull of the ship.
All cabling between the lnterface Cabinet, auxi-
liary cabinet and the controlled device is scope
of yard supply.
The cabinets are equipped with spring loaded
terminal clamps. All wiring to external systems
should be carried out without conductor
sleeves.
The redundant CAN cables are MAN Diesel
scope of supply. lf the customer provides these
cables, the cable must have a characteristic im-
pedance of 120 .
Maximum cable lengths
Figure 2-54 Maximum cable length
lnstallation Works
During the installation period the yard has to
protect the cabinets against water, dust and fire.
lt is not allowed to do any welding near the cab-
inets. The cabinets have to be fixed to the floor
by screws.
lf it is inevitable to do welding near the cabinets,
the cabinets and panels have to be protected
against heat, electric current and electromag-
netic influences. To guarantee protection
against current, all of the cabling must be dis-
connected from the affected components.
The installation of additional components inside
the cabinets is only allowed after approval by the
responsible project manager of MAN Diesel SE.
Connection max. cable length
Cables between engine and
lnterface Cabinet
60 m
Cables between engine and
auxiliary cabinet
100 m
MODBUS cable between lnter-
face Cabinet and ship alarm
system (only for Ethernetj
100 m
Cable between lnterface Cabi-
net and Remote Operating Panel
100 m
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2.3.8 Engine-located measuring and control devices
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Exemplary list for project planning
Engine type: 9 L51/60DF
No. Measuring
point
1j
Description Function Measuring
range
Location Connected
to
Depending
on option
engine speed, turbocharger speed
1 1SE1004 speed pickup
turbocharger
speed
indication, super-
vision
0-2667 Hz/
0-20000 rpm
turbo-
charger
Control
module/
safety
engine speed
camshaft speed
and position
input gas valve-
and pilot CR
control
0-600 rpm
0-1200 Hz
camshaft
drive
wheel
injection
module/
gas
engine speed
camshaft speed
and position
input gas valve-
and pilot CR
control
0-600 rpm
0-1200 Hz
camshaft
drive
wheel
injection
module/
gas
engine speed
speed and cam-
shaft position
input for knock-
ing detection
0-600 rpm
0-1200 Hz
camshaft
drive
wheel
knock con-
trol unit
1XC1200
5 1Sv1010 actuator
engine conven-
tional fuel
admission
speed and load
governing
engine speed con-
trol
start and stop of engine
6 1PSH1011 pressure switch
start air pres-
sure
feedback start
valve open, reset
and start speed
governor
0-10 bar start air
pipe on
engine
control
module /
alarm
7 1SSv1011 solenoid valve
engine start
actuated during
engine start
engine control
module /
alarm
8 1HOZ1012 push button
local emer-
gency stop
emergency stop
from local control
station
local
operat-
ing panel
control
module /
safety
9 1SZv1012 solenoid valve
engine shut-
down
manual and auto
emergency shut-
down
engine control
module /
safety
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emergency
stop air
feedback emer-
gency stop,
startblocking
active
0-10 bar emer-
gency
stop air
pipe on
engine
control
module /
safety
variable injection timing (diesel mode onlyj
11 1Uv1028 solenoid valve
vlT adjustment
energise valve
means remove
hydraulic brake
for vlT-adjust-
ment
engine control
module /
alarm
variable
injection
timing
12 2Uv1028 solenoid valve
vlT adjustment
energise valve
means remove
hydraulic brake
for vlT-adjust-
ment
engine control
module /
alarm
variable
injection
timing
13 1EM1028 electric motor
vlT-setting
injection time
setting
engine auxiliary
cabinet
variable
injection
timing
oilpressure vlT-
brake
release vlT-motor
at sufficient pres-
sure
0-6 bar engine control
module /
alarm
variable
injection
timing
oilpressure vlT-
brake
release vlT-motor
at sufficient pres-
sure
module /
alarm
variable
injection
timing
16 1GOS1028 limit switch
early ignition
indication vlT
early position
engine control
module /
alarm
variable
injection
timing
late ignition
indication vlT
late position
engine control
module /
alarm
variable
injection
timing
main bearings
18 xTE1064 temp sensors
main bearings
main bear-
ing temp
monitoring
xTE1064-1 element 1 of
xTE1064
remote indica-
tion, alarm
0-120 C engine control
module /
alarm
xTE1064
load reduction 0-120 C engine control
module /
alarm
turning gear
turning gear
engaged
indication and
start blocking
engine control
module /
alarm
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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jet assist
20 1SSv1080 solenoid valve
for jet assist
turbocharger
acceleration by
jet assist
engine control
module /
alarm
jet assist
knock control
21 1XC1200 control unit
knock monitor-
ing
knock monitor-
ing and regula-
tion
engine control
module /
alarm
22 xXE1200 knock sensors
cylinder x
knock event
detection
0...100 engine knock con-
trol unit
lube oil system
23 1PT2170 pressure trans-
mitter lube oil
pressure engine
inlet
alarm at low lube
oil pressure
module /
alarm
mitter lube oil
pressure engine
inlet
auto shutdown at
low pressure
module /
safety
25 1TE2170 temp sensor
lube oil temp
engine inlet
2TE2170 element 1 of
1TE2170
remote indication
alarm
module /
alarm
3TE2170 element 2 of
1TE2170
module /
safety
cylinder lubri-
cation
cylinder lubrica-
tion
engine auxiliary
cabinet
27 1FE2470 limit switch
cylinder lubri-
cator
function control
of cylinder lubri-
cator
0.1-1 Hz engine control
module /
alarm
valve seat lubri-
cation
valve seat lubri-
cation
engine auxiliary
cabinet
valve seat
lubrication
mitter lube oil
pressure turbo-
charger inlet
alarm at low lube
oil pressure
module /
alarm
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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mitter lube oil
pressure turbo-
charger inlet
auto shutdown at
low lube oil pres-
sure
module /
safety
lube oil temp
turbocharger
drain
1TE2580-1 element 1 of
1TE2580
alarm at high
temp
module /
alarm
1TE2580
auto shutdown at
high temp
module /
safety
splash oil
32 xTE2880 temp sensors
splash oil temp
rod bearings
xTE2880
remote indication
alarm
module /
alarm
xTE2880
module /
safety
cooling water systems
HT-water temp
charge air
cooler inlet
for EDS visuali-
sation and con-
trol of preheater
valve
module /
alarm
mitter HT-cool-
ing water pres-
sure engine
inlet
alarm at low
pressure
module /
alarm
mitter HT-cool-
ing water pres-
sure engine
inlet
detection of low
cooling water
pressure
module /
safety
HT-water temp
engine
alarm at low
temp
module /
alarm
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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HT-water temp
engine outlet
1TE3180
alarm at high
temp
module /
alarm
1TE3180
load reduction/
shutdown at high
temp
module /
safety
mitter nozzle
cooling water
pressure engine
inlet
alarm at low
cooling water
pressure
module /
alarm
mitter nozzle
cooling water
pressure engine
inlet
alarm at low
cooling water
pressure
module /
safety
nozzle cooling
water temp
engine inlet
alarm at high
cooling water
temp
module /
alarm
mitter LT-water
pressure
charge air
cooler inlet
alarm at low
cooling water
pressure
module /
alarm
mitter LT-water
pressure
charge air
cooler inlet
alarm at low
cooling water
pressure
module /
safety
LT-water temp
charge air
cooler inlet
for EDS visuali-
sation
0-120 C LT-pipe
charge air
cooler
inlet of
engine
control
module /
alarm
main fuel system
mitter
fuel pressure
engine inlet
remote indica-
tion and alarm
module /
alarm
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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mitter
fuel pressure
engine inlet
remote indica-
tion and alarm
module /
safety
fuel temp
engine inlet
alarm at high
temp in MDO-
mode and for
EDS use
module /
alarm
47 1LSAH5080 level switch fuel
level in leakage
fuel oil monitor-
ing tank
alarm at high
level
fuel leak-
age mon-
itoring
tank
FSH-001
control
module /
alarm
pilot fuel system
mitter pilot fuel
oil pressure
indication and
alarm pilot fuel oil
pressure low
pressure
system
before
high
pressure
pump
control
module /
alarm
pilot fuel temp
engine inlet
alarm at high
pilot fuel temp
engine control
module /
alarm
50 1PDSH5275 differential
pressure switch
pilot fuel fine fil-
ter
alarm at high fil-
ter contamination
fuel fine
filter
before
high
pressure
pump on
engine
control
module /
alarm
51 1FCv5275 suction throttle
valve low pres-
sure pilot fuel
volume control of
low pressure
pilot fuel
engine injection
module/
pilot fuel
mitter
rail pressure 1
pressure of high
pressure pilot
fuel system com-
mon rail
module /
alarm
mitter
rail pressure 2
pressure of high
pressure pilot
fuel system com-
mon rail
module /
alarm
54 1LSH5276 level switch
fuel level in pilot
fuel oil leakage
monitoring tank
alarm at high
level
pilot fuel
leakage
monitor-
ing tank
control
module /
alarm
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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55 xFSv5278 solenoid valves
pilot fuel injec-
tors
pilot fuel injection engine injection
module/
pilot oil
56 1FSv5280 solenoid valve
rail flushing
unloading of pilot
fuel high pres-
sure fuel system
engine -
pilot fuel temp
after flushing-
and safety
valve
alarm "flushing
valve or safety
valve actuated"
module /
alarm
gas system
58 xFSv5885 solenoid valves
main gas injec-
tors
main gas injec-
tion
engine injection
module/gas
charge air system
mitter
intake air pres-
sure
for EDS visuali-
sation
-20...+20 mbar tc-
silencer
between
filter and
silencer
control
module /
alarm
intake air temp
temp input for
charge air blow-
off and EDS visu-
alisation
0-120 C intake air
duct of
engine
control
module /
alarm
charge air temp
charge air
cooler inlet
for EDS visuali-
sation
module /
alarm
mitter
charge air pres-
sure before cyl-
inders
engine control 0-6 bar engine control
module /
alarm
mitter
charge air pres-
sure before cyl-
inders
for EDS visuali-
sation
module /
alarm
charge air temp
after charge air
cooler
alarm at high
temp
module /
alarm
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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mitter
cooling air
pressure tc inlet
monitoring of
cooling air flow
for turbine disc
cooling
module /
alarm
turbine disc
cooling
66 1PCv6185 control valve-
compressor
bypass (lambda
controlj
lambda control,
charge air pres-
sure relief
engine control
module /
alarm
67 1GT6185 position feed-
back signal of
control valve
1PCv6185
position feed-
back
control
valve
1PCv6185
control
module /
alarm
exhaust gas system
68 xTE6570 double thermo-
couples
exhaust gas
temp cylinders
xTE6570
remote indica-
tion, alarm
module /
alarm
xTE6570
module /
safety
69 1TE6575 double thermo-
couple exhaust
gas temp
before turbo-
charger
xTE6575
remote indica-
tion, alarm, load
reduction
module /
alarm
xTE6575
remote indica-
tion, alarm, load
reduction
module /
safety
70 1TE6580 double thermo-
couple exhaust
gas temp
before turbo-
charger
xTE6575
indication 0-800 C engine control
module /
alarm
xTE6575
indication 0-800 C engine control
module /
safety
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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Table 2-45 List for engine-located measuring and control devices
mitter starting
air pressure
engine control,
remote indication
module /
alarm
mitter starting
air pressure
engine control,
remote indication
module /
safety
mitter emer-
gency stop air
pressure
alarm and low air
pressure
module /
alarm
mitter control
air pressure
remote indication 0-10 bar engine control
module /
alarm
mitter control
air pressure
remote indication 0-10 bar engine control
module /
safety
mitter
control air pres-
sure for gas
valve unit
0-10 bar GvU control
module /
safety
No. Measuring
point
1j
range
Location Connected
to
Depending
on option
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3 Quality requirements of operating supplies
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Quality requirements of operating supplies
3.1 Quality of lube oil (SAE40j for the engine 51/60DF
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The specific power output offered by today's
Diesel engines and the use of fuels which more
and more often approach the limit in quality in-
crease the requirements placed on the lube oil
and make it imperative that the lube oil is chosen
carefully. Blended lube oils (HD oilsj have proven
to be suitable for lubricating the running gear,
the cylinder, the turbocharger and for the cooling
of the pistons. Blended lube oils contain addi-
tives which, amongst other things, provide them
with sludge carrying, cleaning and neutralisation
capabilities.
Only lube oils, which have been released by
MAN Diesel, are to be used.
Specifications
Base oil
The base oil (blended lube oil = basic oil + addi-
tivesj must be a narrow distillation cut and must
be refined in accordance with modern proce-
dures. Bright stocks, if contained, must neither
adversely affect the thermal nor the oxidation
stability. The base oil must meet the limit values
as specified in "Table 3-1 Lube oil (MGO/MDOj -
specified values, page 3-4", particularly con-
cerning the ageing stability.
Evaporation tendency
The tendency to evaporate must be as low as
possible, otherwise the oil consumption is ad-
versely affected.
Additives
The additives must be dissolved in the oil and
must be of such a composition that an absolute
minimum of ash remains as residue after com-
bustion. The ash must be soft. lf this prerequisite
is not complied with, increased deposits are to
be expected in the combustion chamber, espe-
cially at the outlet valves and in the inlet housing
of the turbochargers. Hard additive ash pro-
motes pitting on the valves seats, as well as
burnt-out valves and increased mechanical
wear.
Additives must not facilitate clogging of the filter
elements, neither in their active nor in their ex-
hausted state.
Lube-oil additives
lt is not allowed to add additives to the lube oil,
or mixing the different makes (brandsj of the
lube oil, as the performance of the carefully
matched package of additives which is suiting
itself and adapted to the base oil, may be upset.
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Table 3-1 Lube oil (MGO/MDOj - specified values
* in-house method
Speed governor
ln case of mechanic-hydraulic governors with
separate oil sump, multi grade oil 5W-40 is pref-
erably used. lf this oil is not available for top-
ping-up, an oil 15W-40 may exceptionally be
used. ln this context it makes no difference
whether multicoloured oils based on synthetic or
mineral oil are used. (Designation for armed
forces of Germany: O-236j
The oil quality specified by the manufacturer is
to be used for the remaining equipment fitted to
the engine.
For the engine L27/38 (propulsionj service expe-
rience have shown that the operation tempera-
ture of the Woodward governor UG10MAS and
the corresponding actuator for UG723+ can ex-
ceed 93 C. ln such case we recommend to use
a synthetic oil like Castrol Alphasyn HG150. En-
gines delivered later than March 2005 are al-
ready filled with this oil.
Selection of lube oils / warranty
Most of the mineral oil companies are in close
and permanent consultation with the engine
manufacturers and are therefore in a position to
quote the oil from their own product line that has
been approved by the engine manufacturer for
the given application. lndependent of this re-
lease, the lube oil manufacturers are in any case
responsible for quality and performance of their
products. lf any questions, we are more than
willing to provide you with further information.
Oil in service
There are no defined oil change intervals for
MAN Diesel medium-speed engines. The oil has
to be analysed on a regular basis. As long as the
oil characteristics are within the specified limits
see following chapters, the oil is suitable for fur-
ther use. An oil sample has to be analysed every
1-3 months (see maintenance planj.
Safety / environmental protection
Wrong handling of operating media may cause
harm to heath, safety and environment. Respec-
tive instruction of the manufacturer have to be
followed.
Examinations
We carry out the investigations on lube oil in our
laboratories for our customers. A representative
sample of about 0.5 litre is required for the ex-
amination.
Characteristic features Unit Test method Limit value
Structure - - preferably paraffin-basic
Behaviour in cold, still flows
C
ASTM D 2500 -15
Flash point (as per Clevelandj ASTM D 92 > 200
Ash content (oxide ashj
Weight%
ASTM D 482 < 0.02
Coke residue (as per Conradsonj ASTM D 189 < 0.50
Ageing tendency after being
heated up to 135 C for 100 hrs.
-
MAN Diesel
ageing cabinet *
-
n-heptane insolubles
Weight%
ASTM D 4055
or DlN 51592
< 0.2
Evaporation loss Weight% - < 2
Drop test (filter paperj
- MAN Diesel test
Must not allow to recognise precipitation
of resin or asphalt-like ageing products
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Operating modes
The engine 51/60G has a very high fuel flexibility
and can be operated with gas, diesel fuel and
heavy fuel oil (HFOj.
Each fuel requires different properties of the lube
oil. To ensure the optimum lube oil choice for
each application we have to differenciate be-
tween four different operation modes:
1. Pure gas operation (> 2,000 hj
2. Pure diesel operation or alternating be-
tween gas and diesel
3. Pure HFO operation (> 2,000 hj
4. alternating between gas and HFO
3.1.1 Lube oil for continuous gas operation
For engines running for a period of more than 2.000 h on gas, a special gas engine oil with an addi-
tive package having a low percentage of ashes is to be used due. The sulphate ash content must
not exceed 1 %.
Only lube oils, which have been released by MAN Diesel, are to be used. These are listed in the fol-
lowing table.
Table 3-2 Lube oils, which have been released for the use in MAN Diesel four-stroke engines running in gas operation
Table 3-3 Limit values for oil in use (pure gas operationj
Manufacturer Base Number approx. 6
[mgKOH/g|
BP Energol lC-DG 40 S
FlNA Gasmotorenl 405
MOBlL Pegasus 710
Pegasus 805
SHELL Mysella T40
Mysella LA 40
CHEvRON
(TEXACOj
Geotex LA 40
Limit value Method
viscosity at 40 C 100-190 mm
2
/s lSO 3104 or ASTM D 445
Base number (BNj min. 3 mg KOH/g lSO 3771
Water content max. 0.2 % lSO 3733 or ASTM D 144
Acid number (TANj max. 2.5 mg KOH/g
above fresh oil TAN
ASTM D 664
Oxidation max. 20 Abs/cm DlN 51453
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3.1.2 Lube oil for diesel operation or alternating between diesel and gas
lf the dual-fuel engine is exclusively operated on
Diesel fuel or if the portion of Diesel fuel opera-
tion is >40%, or if there are more than 500m/a
operation on high sulphur diesel fuel (5 > 0.5 %j,
we recommend using a lubricating oil with a
higher BN (10 - 16 mgKOH/gj because of the
fuel's sulphur content.
Neutralisation capacity
The neutralisation capacity (ASTM D 2896j must
be so high that the acidic products which result
during combustion are neutralised. The reaction
time of the additives must be matched to the
process in the combustion chamber.
Table 3-4 Engines running on gas oil and Diesel oil
Approved SAE40 lube oils
Manufacturer Base Number
10-16
1j
[mgKOH/g|
AGlP Cladium 120 - SAE 40
Sigma S SAE 40
2j
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEvRON
(Texaco, Caltexj
Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP 40
EXXON MOBlL Exxmar 12TP40
Mobilgard 412 / MG 1SHC
Mobilgard ADL 40
2j
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Sirius FB 40
2j
Sirius/Rimula X40
2j
Gadinia AL40
STATOlL MarWay 1540
MarWay 1040
TOTAL Lubmarine Disola M4015
Limit value Method
viscosity at 40 C 110 - 220 mm
2
Base Number (BNj min. 50 % of fresh oil BN lSO 3771
Flash Point (PMj min. 185 C lSO 2719
Water Content max. 0.2% (for a short period max. 0.5 %j lSO 3733 or ASTM D 1744
n-Heptan lnsoluble max. 1.5 % DlN 51592 or lP 316
Metal Content
dependent upon the engine type and operat-
ing condition
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Table 3-5 Limit values for the oil in use (diesel fuel operationj
3.1.3 Lube oil for continuous HFO operation
The specific power output offered by today's
Diesel engines and the use of fuels which more
and more often approach the acceptable limit in
quality increase the requirements placed on the
lube oil and make it imperative that the lube oil
is chosen carefully.
For engines running on HFO, medium-alkaline
lube oils must be used. lt is not possible to op-
erate on HFO while using a gas engine oil. Medi-
um-alkaline oils contain additives which,
amongst other things, provided them with a
higher neutralising capacity and good detergen-
cy for fuel components.
Detergency
The detergency must be so high that coke and
tar like residues from fuel combustion must not
build-up. The lube oil must be able to avoid fuel
derived deposits.
Dispersancy
The dispersancy must be selected such that
commercially available lube-oil cleaning equip-
ment can remove the detremental contamina-
tions from the used oil, i.e. the used oil must
have good separating and filtering properties.
only for guidance
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
Limit value Method
approx. BN (mg
KOH/g oilj
Engines / Operating conditions
20
Marine Diesel Oil (MDOj of poor quality (lSO-F-DMCj or heavy fuel oil with a sulphur content of
< 0.5 %.
30 ln pure HFO mode only if fuel sulphur content is < 1.5 %.
40 ln pure HFO mode generally, provided the sulphur content is > 1.5 %.
50
lf BN 40 is inadequate in terms of oil life or engine cleanliness (high sulphur content of the fuel,
very low lube oil consumption.
Table 3-6 Determining the Base Number for operating conditions
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Table 3-8 Limit values for the oil in use (pure HFO operationj
Manufacturer Base Number [mgKOH/g|
20 30 40 50
AGlP - Cladium 300 Cladium 400
BP Energol lC-HFX 204 Energol lC-HFX 304 Energol lC-HFX 404 Energol lC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEvRON
(TEXACO, CALTEXj
Taro 20DP40 Taro 30DP40 Taro 40XL 40 Taro 50XL 40
EXXON MOBlL Mobilgard M 430
EXXMAR 30 TP 40
Mobilgard M 440
EXXMAR 40 TP 40
Mobilgard M50
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040
SHELL Argina S 40 Argina T 40 Argina X40 Argina XL40
TOTAL Lubmarine Aurelia XL 4025 Aurelia XL 4030
Aurelia Tl 4030
Aurelia XL 4040
Aurelia Tl 4040
Aurelia XL 4055
Aurelia Tl 4055
Table 3-7 Lubricating oils, which have been released for the use in MAN Diesel four-stroke engines running on heavy
fuel oil (pure HFO operationj
Limit value Method
2
Base Number (BNj min. 50% of fresh oil BN lSO 3771
Water Content max. 0.2 % (for a short period max. 0.5 %j lSO 3733 or ASTM D 1744
Metal Content
ing condition
only for guidance
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
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3.1.4 Lube oil rules for alternating operation between gas and HFO
As explained in the chapters before, opera-
tionon HFO requires a lube oil with a high BN,
neutralising the acid combustion products and
providing a good detergency for fuel compo-
nents (desposit controlj. This high neutralisation
capacity (BNj componds with a high ash content
of the lube oil.
Ash from the lube oil can deposit in the combu-
sion chamber and exhaust system. ln particular
ash from unconsumed BN additives can cause
deposits in the combustion chamber. ln gas en-
gines such deposits can act as hot spot, ingnit-
ing the gas and air mixture at the wrong time,
causing knocking.
The engine 51/60DF has proven to be very ro-
bust against lube oil with a high ash content.
Operation on BN30 lube oil over a long time in
gas mode has turned out to be uncritical.
The objective of the fuel flexible lubrication con-
cept is to keep the BN of the lube oil between 20
and 30 mgKOH/g. BN20 should not be underrun
in HFO operation, BN30 should not be exceed-
ed ingas operation. This can be realised by using
two lube oils for replenishment. While being in
HFO operation a BN40 lube oil ist used for rep-
lunishing the consumed oil, while being in gas
operation a BN20 lube oil is used for replenish-
ment. The first fill of the engine is BN30, which
can be prepared by mixing the BN20 and BN40
lube oil in the engine. lt must be emphasised,
that both lube oils -BN20 and BN40- are of the
same brand (same supplierj. This ensures full
compatibility of these two oils.
ln case of exclusive use of HFO with a sulphur
content of less than 1,5% during alternating op-
eration, it is recommended to substitute BN40
by BN30 lube oil.
Manufacturer Base Number [mgKOH/g|
20 30 40
AGlP - Cladium 300 Cladium 400
BP Energol lC-HFX 204 Energol lC-HFX 304 Energol lC-HFX 404
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404
CEPSA Troncoil 3040 Plus Troncoil 4040 Plus
CHEvRON
(TEXACO, CALTEXj
Taro 20DP40 Taro 30DP40 Taro 40XL 40
EXXON MOBlL Mobilgard M 430
EXXMAR 30 TP 40
Mobilgard M 440
EXXMAR 40 TP 40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040
SHELL Argina S 40 Argina T 40 Argina X40
TOTAL Lubmarine Aurelia XL 4025 Aurelia XL 4030
Aurelia Tl 4030
Aurelia XL 4040
Aurelia Tl 4040
Table 3-9 Lubricating oils, which have been released for the use in MAN Diesel four-stroke engines running on heavy
fuel oil (HFO alternating with gasj
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Table 3-10 Limit values for the oil in use (alternating operation on HFO and gasj
Limit value Method
2
Base Number (BNj 20 - 30 mgKOH/g lSO 3771
Water Content max. 0.2 % (for a short period max. 0.5 %j lSO 3733 or ASTM D 1744
Metal Content
ing condition
only for guidance
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
3.3 Quality of engine cooling water
Status10/2008 Page 3 - 15
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Preliminary remarks
The engine cooling water, like the fuel and lubri-
cating oil, is a medium which must be carefully
selected, treated and controlled. Otherwise, cor-
rosion, erosion and cavitation may occur on the
walls of the cooling system in contact with water
and deposits may form. Deposits impair the heat
transfer and may result in thermal overload on
the components to be cooled. The treatment
with an anti-corrosion agent has to be effected
before the first commissioning of the plant. Dur-
ing subsequent operations the concentration
specified by the engine manufacturer must al-
ways be ensured. ln particular, this applies if a
chemical additive is used.
Requirements
Limiting values
The characteristics of the untreated cooling wa-
ter must be within the following limits:
1j
1dGH (German hardnessj:
10 mg CaO/litre
17.9 mg CaCO
3
/litre
0.357 mval/litre
0.179 mmol/litre
2j
1 mg/l 1 ppm
Test device
The MAN Diesel water test kit includes devices
permitting, i.a., to determine the above-men-
tioned water characteristics in a simple manner.
Moreover, the manufacturer of anti-corrosion
agents are offering test devices that are easy to
operate. As to checking the cooling water con-
dition, see "Chapter 3.4 Checking the cooling
water, page 3-23".
Distillate
lf a distillate (from the freshwater generator for
instancej or fully desalinated water (ion ex-
changerj is available, this should preferably be
used as engine cooling water. These waters are
free from lime and metal salts, i.e. major depos-
its affecting the heat transfer to the cooling wa-
ter and worsening the cooling effect cannot
form. These waters, however, are more corro-
sive than normal hard water since they do not
form a thin film of lime on the walls which pro-
vides a temporary protection against corrosion.
This is the reason why water distillates must be
treated with special care and the concentration
of the additive is to be periodically checked.
Hardness
The total hardness of the water is composed of
temporary and permanent hardness. lt is largely
determined by calcium and magnesium salts.
The temporary hardness is determined by the
carbonate content of the calcium and magnesi-
um salts. The permanent hardness can be deter-
mined from the remaining calcium and
magnesium salts (sulphatesj. The decisive fac-
tor for the formation of calcareous deposits in
the cooling system is the temporary (carbonatej
hardness.
Water with more than 10 dGH (German total
hardnessj must be mixed with distillate or be
softened. A rehardening of excessively soft wa-
Property/
feature
Characteristics Unit
Type of water Distillate or freshwater, free
from foreign matter.
Not to be used: Sea water,
brackish water, river water,
brines, industrial waste
water and rain water
-
Total hardness max. 10 dH
1j
pH-value 6.5 - 8 -
Chloride ion
content
max. 50
mg/l
2j
Table 3-10 Cooling water - characteristic to be adhered
to
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ter is only necessary to suppress foaming if an
emulsifiable anti-corrosion oil is used.
Damage in the cooling water system
Corrosion
Corrosion is an electro-chemical process which
can largely be avoided if the correct water qual-
ity is selected and the water in the engine cool-
ing system is treated carefully.
Flow cavitation
Flow cavitation may occur in regions of high flow
velocity and turbulence. lf the evaporation pres-
sure is fallen below, steam bubbles will form
which then collapse in regions of high pressure,
thus producing material destruction in closely
limited regions.
Erosion
Erosion is a mechanical process involving mate-
rial abrasion and destruction of protective films
by entrapped solids, especially in regions of ex-
cessive flow velocities or pronounced turbulenc-
es.
Corrosion fatigue
Corrosion fatigue is a damage caused by simul-
taneous dynamic and corrosive stresses. lt may
induce crack formation and fast crack propaga-
tion in water-cooled, mechanically stressed
components if the cooling water is not treated
correctly.
Treatment of the engine cooling water
The purpose of engine cooling water treatment
is to produce a coherent protective film on the
walls of the cooling spaces by the use of anti-
corrosion agents so as to prevent the above-
mentioned damage. A significant prerequisite
for the anti-corrosion agent to develop its full ef-
fectively is that the untreated water which is
used satisfies the demands mentioned under
"Requirements, page 3-15".
Protecting films can be produced by treating the
cooling water with a chemical anti-corrosion
agent or emulsifiable anti-corrosion oil.
Emulsifiable anti-corrosion oils fall more and
more out of use since, on the one hand, their use
is heavily restricted by environmental protection
legislation and, on the other hand, the suppliers
have, for these and other reasons, commenced
to take these products out of the market.
Treatment before operating the engine for the
first time
Treatment with an anti-corrosion agent should
be done before the engine is operated for the
first time so as to prevent irreparable initial dam-
age.
Warning!
lt is not allowed to operate the engine without
cooling water treatment.
Cooling water additives
No other additives than those approved by MAN
Diesel and listed in "Table 3-11 Chemical addi-
tives - containing nitrite, page 3-20" up to "Table
3-14 Anti-freeze agents with corrosion inhibit-
ing, page 3-22" are to be used.
Permission required
A cooling water additive can be approved for
use if it has been tested according to the latest
rules of the Forschungsvereinigung verbren-
nungskraftmaschinen (Fvvj, "Testing the suita-
bility of coolant additives for cooling liquids of
internal combustion engines". The test report is
to be presented if required. The necessary test-
ing is carried out by Staatliche Materialprfan-
stalt, Department Oberflchentechnik,
Grafenstrae 2, 64283 Darmstadt on request.
ln case the cooling water additive has been suc-
cessfully tested at Fvv, an engine test for the fi-
nal approval has to be conducted.
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To be used only in closed circuits
Additives can only be used in closed circuits
where no appreciable consumption occurs ex-
cept leakage and evaporation losses.
Chemical additives
Additives based on sodium nitrite and sodi-
um borate, etc. have given good results. Gal-
vanised iron pipes or zinc anodes providing
cathodic protection in the cooling systems
must not be used. Please note that this kind
of corrosion protection, on the one hand, is
not required since cooling water treatment is
specified and, on the other hand, considering
the cooling water temperatures commonly
practised nowadays, it may lead to potential
inversion. lf necessary, the pipes must be
dezinced.
Anti-corrosion oil
This additive is an emulsifiable mineral oil
mixed with corrosion inhibitors. A thin protec-
tive oil film which prevents corrosion without
obstructing the transfer of heat and yet pre-
venting calcareous deposits forms on the
walls of the cooling system.
Emulsifiable anti-corrosion oils have nowa-
days lost importance. For reasons of environ-
mental protection legislation and because of
occasionally occurring emulsion stability
problems, they are hardly used any more.
Anti-freeze agent
lf temperatures below the freezing point of
water may be reached in the engine, in the
cooling system or in parts of it, an anti-freeze
agent simultaneously acting as a corrosion
inhibitor must be added to the cooling water.
Otherwise the entire system must be heated.
(Designation for armed forces of Germany:
Sy-7025j.
Sufficient corrosion protection will be
achieved by admixing the products listed in
"Table 3-14 Anti-freeze agents with corrosion
inhibiting, page 3-22" taking care that the
specified concentration is observed. This
concentration will prevent freezing down to a
temperature of about -22C. The quantity of
anti-freeze actually required, however, also
depends on the lowest temperatures expect-
ed at the site.
Anti-freeze agents are generally based on
ethylene glycol. A suitable chemical additive
must be admixed if the concentration of the
anti-freeze specified by the manufacturer for
a certain application does not suffice to af-
ford adequate corrosion protection or if, due
to less stringent requirements with redard to
protection from freezing, a lower concentra-
tion of anti-freeze agent is used than would
be required to achieve sufficient corrosion
protection. The manufacturer must be con-
tacted for information on the compatibility of
the agent with the anti-freeze and the con-
centration required. The compatibility of the
chemical additives stated in "Table 3-11
Chemical additives - containing nitrite, page
3-20" with anti-freeze agents based on ethyl-
ene glycol is confirmed. Anti-freeze agents
may only be mixed with each other with the
supplier's or manufacturer's consent, even if
the composition of these agents is the same.
Prior to the use of an anti-freeze agent, the
cooling system is to be cleaned thoroughly.
lf the cooling water is treated with an emulsi-
fiable anti-corrosion oil, no anti-freeze may
be admixed, as otherwise the emulsion is
broken and oil sludge is formed in the cooling
system.
For the disposal of cooling water treated with
additives, observe the environmental protec-
tion legislation. For information, contact the
suppliers of the additives.
Biocides
lf the use of a biocide is inevitable because
the cooling water has been contaminated by
bacteria, the following has to be observed:
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- lt has to be ensured that the biocide suita-
ble for the particular application is used.
- The biocide must be compatible with the
sealing materials used in the cooling water
system; it must not attack them.
- Neither the biocide nor its decomposition
products contain corrosion-stimulated
constituents. Biocides whose decomposi-
tion results in chloride or sulphate ions are
not permissible.
- Biocides due to the use of which the cool-
ing water tends to foam are not permissi-
ble.
Prerequisites for efficient use of an anti-corro-
sion agent
Clean cooling system
Before starting the engine for the first time and
after repairs to the piping system, it must be en-
sured that the pipes, tanks, coolers and other
equipment outside the engine are free from rust
and other deposits because dirt will considera-
bly reduce the efficiency of the additive. The en-
tire system has therefore to be cleaned using an
appropriate cleaning agent with the engine shut
down (see "Chapter 3.5 Cleaning of cooling wa-
ter system, page 3-25"j.
Loose solid particles, in particular, have to be re-
moved from the system by intense flushing be-
cause otherwise erosion may occur at points of
high flow velocities.
The agent used for cleaning must not attack the
materials and the sealants in the cooling system.
This work is in most cases done by the supplier
of the cooling water additive, at least the suppli-
er can make available the suitable products for
this purpose. lf this work is done by the engine
user it is advisable to make use of the services
of an expert of the cleaning agent supplier. The
cooling system is to be flushed thoroughly after
cleaning. The engine cooling water is to be treat-
ed with an anti-corrosion agent immediately af-
terwards. After restarting the engine, the
cleaned system has to be checked for any leak-
ages.
Periodical checks of the condition of the cooling
water and cooling system
Treated cooling water may become contaminat-
ed in service and the additive will loose some of
its effectively as a result. lt is therefore neces-
sary to check the cooling system and the condi-
tion of the cooling water at regular intervals.
The additive concentration is to be checked at
least once a week, using the test kit prescribed
by the supplier. The results are to be recorded.
Note!
The concentrations of chemical additives must
not be less than the minimum concentrations
stated in "Table 3-11 Chemical additives - con-
taining nitrite, page 3-20".
Concentrations that are too low may promote
corrosive effects and have therefore to be avoid-
ed. Concentrations that are slightly too high do
not cause damages. However, concentrations
more than double as high should be avoided.
A cooling water sample is to be sent to an inde-
pendent laboratory or to the engine supplier for
making a complete analysis every 2 - 6 months.
For emulsifiable anti-freeze agents , the supplier
generally prescribes renewal of the water after
approx. 12 months. On such renewal, the entire
cooling system is to be flushed, or if required to
be cleaned (also see "Chapter 3.5 Cleaning of
cooling water system, page 3-25"j. The fresh
charge of water is to be submitted to treatment
immediately.
lf chemical additives or anti-freeze agents are
used, the water should be changed after three
years at the latest.
lf excessive concentrations of solids (rustj are
found, the water charge has to be renewed com-
pletely, and the entire system has to be thor-
oughly cleaned.
The causes of deposits in the cooling system
may be leakages entering the cooling water,
breaking of the emulsion, corrosion in the sys-
tem and calcareous deposits due to excessive
water hardness. An increase in the chloride ion
content generally indicates sea water leakage.
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The specified maximum of 50 mg/kg of chloride
ions must not be exceeded, since otherwise the
danger of corrosion will increase. Exhaust gas
leakage into the cooling water may account for
a sudden drop in the pH value or an increase of
the sulphate content.
Water losses are to be made up for by adding
untreated water which meets the quality de-
mands according to "Requirements, page
3-15". The concentration of the anti-corrosion
agent has subsequently to be checked and cor-
rected if necessary.
Checks of the cooling water are especially nec-
essary whenever repair and servicing work has
been done in connection with which the cooling
water was drained.
Protective measures
Anti-corrosion agents contain chemical com-
pounds which may cause health injuries if
wrongly handled. The indications in the safety
data sheets of the manufacturers are to be ob-
served.
Prolonged, direct contact with the skin should
be avoided. Thoroughly wash your hands after
use. Also, if a larger amount has been splashed
onto the clothing and / or wetted it, the clothing
should be changed and washed before being
worn again.
lf chemicals have splashed into the eyes, imme-
diately wash with plenty of water and consult a
doctor.
Anti-corrosion agents are a contaminating load
for the water in general. Cooling water must
therefore not be disposed off by pouring it into
the sewage system without prior consultation
with the competent local authorities. The re-
spective legal regulations have to be observed.
Marine GenSets
lf a marine auxiliar engine of the type 16/24, 21/
31, 23/30H, 27/38 or 28/32H shares the cooling
water system with a two-stroke main engine
MAN Diesel type, the cooling water recommen-
dation from the main engine has to be followed.
lnvestigation
Cooling water analysis are carried out in our
chemical laboratory for our customers. For ex-
amination a sample of approxiamately 0.5 litre is
required.
Page 3 - 20 Status 10/2008
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Permissible cooling water additives
Chemical additives (Chemicalsj - containing nitrite
Manufacturer Product designation
lnitial
dose per
1,000 litre
Minimum concentration ppm
Product
Nitrite
(NO
2
j
Na-Nitrite
(NaNOj
2
Ashland Water Technologies
Drew Marine
One Drew Plaza
Boonton, New Jersey 07005
USA
Liquidewt
Maxigard
DEWT-NC
15 l
40 l
4.5 kg
15,000
1j
40,000
4,500
700
1,330
2,250
1,050
2,000
3,375
Unitor Chemicals
KJEMl-Service A.S.
P.O. Box 49
3140 Borgheim
Norway
Rocor NB Liquid
Dieselguard
21.5l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Nalfleet Marine
Chemicals
P.O. Box 11
Northwich
Cheshire CW8DX, UK
Nalfleet EWT Liq (9-108j
Nalfleet EWT 9-111
Nalcool 2000
3l
10l
30 l
3,000
10,000
30,000
1,000
1,000
1,000
1,500
1,500
1,500
Maritech AB
P.O. Box 143
29122 Kristianstad
Sweden
Marisol CW 12 l 12,000 2,000 3,000
Uniservice
via al Santuario di N.S.
della Guardia 58/A
16162 Genova, ltaly
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem - Marigases
64 Sfaktirias Street
18545 Piraeus, Greece
D.C.W.T -
Non-Chromate
48 l 48,000 2,400
vecom
Schlenzigstr. 7
21107 Hamburg
Germany
Cool Treat NCLT 16 l 16,000 4,000 4,000
1j
The values in the marked areas can be determined with the test kit of the chemical manufacturer.
Table 3-11 Chemical additives - containing nitrite
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Chemical additives (Chemicalsj - free from nitrite
Emulsifiable anti-corrosion oils
Manufacturer
Product designation
lnitial dose
per 1,000 l
Minimum concen-
tration
Arteco
Technologiepark
Zwinaarde 2
B-9052 GentBelgium
Havoline
XLl
75 l 7.5 %
Total Lubricants
Paris, France
WT Supra 75 l 7.5 %
Ashland Water Technologies
Drew Marine
One Drew Plaza
Boonton, New Jersey 07005
USA
Drewgard CWT 8 l 1 %
Table 3-12 Chemical additves - free from nitrite
Manufacturer Product
(Designationj
BP Marine
Breakspear Way
Hemel Hempstead
Herts HP2 4UL, UK
Diatsol M
Fedaro M
Castrol lnt.
Pipers Way
Swindon SN3 1RE, UK
Solvex WT 3
Deutsche Shell AG
berseering 35
22284 Hamburg, Germany
Oil 9156
Table 3-13 Emulsifiable anti-corrosion oils
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Anti-freeze agents with corrosion inhibiting effect
Manufacturer Product
(Designationj
Minimum
concentration
BASF
Carl-Bosch-Str.
67063 Ludwigshafen, Rhein, Germany
Glysantin G 48
Glysantin 9313
Glysantin G 05
35 %
Castrol lnt.
Pipers Way
Swindon SN3 1RE, UK
Antifreeze NF,SF
BP, Britannic Tower, Moor Lane,
London EC2Y 9B, UK
Antifrost X 2270A
Deutsche Shell AG
berseering 35
Glycoshell
Hchst AG, Werk Gendorf
84508 Burgkirchen, Germany
Genatin extra
(8021 Sj
Mobil Oil AG
Steinstrae 5
Frostschutz 500
Arteco/Technologiepark, Zwijnaarde 2,
B-9052 Gent, Belgium
Havoline XLC
50 %
Total Lubricants
Paris, France
Glacelf Auto Supra
Total Organifreeze
Table 3-14 Anti-freeze agents with corrosion inhibiting
3.4 Checking the cooling water
Status 01/2009 Page 3 - 23
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Purpose of jobs to be done
Record and assess characteristic values of op-
erating media, avoid/reduce harmful effects.
Brief description
Fresh water that is used for filling cooling water
circuits must comply with the specifications.
Cooling water in the system must be checked at
regular intervals according to the maintenance
schedule.
The work/steps include:
Recording characteristic values of operating
media
Assessment of operating media and
Checking the concentration of anti-corrosion
agents.
Tools/appliances required
Means for checking the fresh water quality
Either use
MAN Diesel water test kit or a corresponding
testkit containing all the necessary instru-
ments and chemicals for determining the wa-
ter hardness, the pH value and the chloride
content
tablets used to determine the water hardness
pH value indicator paper with colour check-
ing pattern to determine the pH value, or al-
ternatively liquid pH value indicator or
electronic measuring unit.
test kit provided by cooling water chemical
supplier.
Means for checking the concentration of addi-
tives
When using chemical additives:
Testing means according to the recommen-
dations of the supplier.
Usually, the testkits delivered by the suppliers
also contain testing means for determining
the fresh water quality.
When using anti-corrosion oils:
Emulsion tester (Messrs Hamburger Labor-
bedarf Dargatz, Hamburgj, and concentrated
hydrochloric acid.
Check the characteristic values of fresh water
Brief specification
Table 3-15 Quality specifications for cooling water (briefj
1j
dGH = German hardness
1dGH = 10 mg/l CaO
= 17.9 mg/l CaCO
3
=0.179 mmol/l
2j 1 mg/l = 1 ppm
Check the water hardness
The water hardness should be tested in compli-
ance with the instructions accompanying the
test kit.
Water of a hardness exceeding the specified
limit is to be mixed with distillate or softened wa-
ter.
Characteristic
value/Feature
Water for
charging and
topping up
Water in circu-
lation
Type of water Fresh water,
free of foreign
matter
Treated cool-
ing water
Total hardness 10 dGH
1j
10 dGH
1j
pH value 6.5 - 8 at 20C 7.5 at 20C
Chloride ion con-
tent
50 mg/l 50 mg/l
2j
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Check the pH value
lndicator paper, a liquid indicator, or an electron-
ic measuring unit is to be used for measuring.
Make sure to observe the instructions given by
the respective supplier.
The pH value indicates the concentration of hy-
drogen ions and provides a comparative value
for the aggressiveness of the water.
Check the chloride ion content
The chloride content should be measured ac-
cording the instruction in the test kit.
A chloride content > 50 mg/l generates corro-
sion. ln case of a too high chloride content, the
water has to be mixed with chloride free water.
Testkit of the producer of the additive
As far as the testkit of the supplier of the additive
contains testing means to determine the charac-
teristic values of the fresh water, these can be
used.
Check the concentration of anti-corrosion
agents
Brief specification
Check the concentration of chemical additives
The concentration should be checked weekly
and/or in accordance with the maintenance
schedule, using the testing instruments and rea-
gents specified by the respective supplier, and in
accordance with the instructions issued.
A protection by chemical anti-corrosion agents
is only ensured if the concentration is exactly
adhered to. ln this connection, the concentra-
tions recommended by MAN Diesel (see "Chap-
ter 3.3 Quality of engine cooling water, page
3-15"j are to be adhered to by all means. These
recommended concentrations may differ from
the producer's specifications.
For reasons of environment protection, chemical
additives are almost exclusively used nowa-
days. Emulsifying anti-corrosion oils have lost
importance.
Check the concentration of anti-corrosion oils
The concentration of the anti-corrosion oil is de-
termined by means of the emulsion tester by
acid cleavage with concentrated hydrochloric
acid.
Check the concentration of anti-freeze agents
The concentration is to be checked in accord-
ance with the instructions of the producer, or a
suitable laboratory is to be entrusted with the
determination of the concentration. ln case of
doubt, MAN Diesel should be consulted.
Wrong handling of chemicals may cause harm
to health, safety and environment. Respective
instructions of the manufacturer have to be fol-
lowed.
Examination
We carry out examination of cooling water in our
laboratories for our customer. A representative
sample of about 0.5 litre is required.
Anti-corro-
sion agent
Concentration
Chemical
additives
ln compliance with quality specification,
see "Chapter 3.3 Quality of engine cooling
water, page 3-15"
Anti-corro-
sion oil
lnitially, after filling in, 1.5 - 2 % by volume;
when operating conditions have stabilised
0.5-1 % by volume
Anti-freeze ln compliance with quality specification,
see "Chapter 3.3 Quality of engine cooling
water, page 3-15"
Table 3-16 Concentration of cooling additives
0
3
0
2
-
0
2
0
3
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3.5 Cleaning of cooling water system
Status 01/2009 Page 3 - 25
PDS: 10, 30, 40, 50
Purpose of jobs to be done
Free operating media systems from contamina-
tion/residues, ensure/restore operational relia-
bility.
Brief description
Cooling water systems that show contamination
or deposits impede effective component cool-
ing. Contamination and deposits are to be re-
moved at regular intervals.
This includes:
cleaning of systems and, if necessary,
removing calcareous deposits
flushing of systems.
Cleaning
The cooling water system has to be checked for
contamination at the specified intervals. lf heav-
ily fouled, immediate cleaning is necessary. This
work should preferably be done by a specialist
firm which will provide the cleansers suitable for
the particular type of deposits and materials
used in the cooling system. Only in the event
that procurement of the services of a specialist
firm is not possible, the cleaning should be per-
formed by the engine operator.
Oil sludge
Oil sludge produced by lube oil entering the
cooling system or by an excessive concentra-
tion of anti-corrosion agents can be removed by
flushing with fresh water, with some cleaning
agent being added. "Table 3-17 Cleaning agents
for removing oil sludge, page 3-25", lists appro-
priate agents in alphabetical order. Products of
other manufacturers may be used provided their
properties are comparable. The manufacturer's
instructions for use are to be strictly observed.
Calcareous and rust deposits
Calcareous and rust deposits may form if exces-
sively hard water or too low a concentration of
anti-corrosion agent has been used in operation.
A thin layer of scale need not be removed as, ac-
cording to experience, this provides protection
against corrosion. Calcareous layers of >0.5mm
in thickness, however, will impede the heat
transfer to an extent which results in thermal
overloading of the components to be cooled.
Washed-off rust particles can act like an abra-
sive (e. g. on the sealing elements of the water
pumpsj. Together with the water hardness con-
stituents, they form so-called iron sludge which
settles predominantly in areas of low flow rates.
Table 3-17 Cleaning agents for removing oil sludge
Manufacturer Product Concentration Duration of cleaning procedure / temperature
Drew HDE - 777 4 - 5% 4 hrs at 50 - 60 C
Nalfleet Nalfleet 9 - 010 2 - 5% 4 hrs at 60 - 80 C
Unitor Aquabreak
1j
Seaclean Plus
0.05 - 0.5 %
0.5 %
4 hrs at ambient temperature
4 hrs at 50-60 C
vecom Ultrasonic
Multi Cleaner
4 % 12 hrs at 50-60 C
0
3
0
2
-
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2
0
3
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Page 3 - 26 Status 01/2009
.
Table 3-18 Cleaning agents for dissolving calcareous scale
ln general, products used for dissolving calcare-
ous scale deposits are also suitable for remov-
ing rust. "Table 3-18 Cleaning agents for
dissolving calcareous scale, page 3-26", lists
appropriate agents in alphabetical order. Prod-
ucts of other manufacturers may also be used as
long as their properties are comparable. The
manufacturer's instructions for use are likewise
to be strictly observed. Prior to cleaning, check
whether the agent concerned is suitable for the
materials to be cleaned. The agents listed in "Ta-
ble 3-18 Cleaning agents for dissolving calcare-
ous scale, page 3-26", are also suitable for
stainless steel
Carbon dioxide bubbles which form in the disso-
lution process of the calcareous deposits may
obstruct the access of the cleaning agent to the
water scaling. lt is, therefore, absolutely neces-
sary to circulate the water containing the clean-
ing agent so that the gas bubbles are carried
away and can escape. The duration of the clean-
ing process depends on the thickness and com-
position of the deposits. For guide values,
please see "Table 3-18 Cleaning agents for dis-
solving calcareous scale, page 3-26".
After cleaning
Following the cleaning of cooling spaces using
cleaning agents, the system has to be flushed
several times. ln doing so, make sure to replace
the water. Where acids have been used for
cleaning, subsequently neutralise the cooling
system with appropriate chemicals, and then
flush it. When this has been done, the system
can be refilled with appropriately treated water.
harm to health, safety and environment. Re-
spective instruction of the manufacturer have to
be followed.
The relevant regulations have to be observed for
the disposal of cleaning agents or acids.
Attention!
Do not start the cleaning process before the en-
gine has cooled down. Hot engine components
are not allowed to be charged with cold water.
Prior to proceeding to refilling the cooling water
system, make sure that the venting pipes are
open. Clogged venting pipes obstruct the es-
cape of air and involve the danger of thermal
overloading of the engine.
Manufacturer Product Concentration
Duration of the cleaning procedure /
temperature
Drew SAF-Acid Descale-lT 5 - 10 % 4 hrs. at 60 - 70 C
Nalfleet Nalfleet 9 - 068 5 % 4 hrs. at 60 - 75 C
Unitor Descalex 5 - 10 % 4 - 6 hrs. at approx. 60 C
vecom Descalant F 3 - 10 % approx. 4 hrs. at 50 - 60 C
1j
Can also be used in case of short engine operating periods
3.5 Quality of Diesel Fuel (MGO, MDOj
Status 10/2008 32/40DF, 51/60DF Page 3 - 23
0
3
0
2
-
0
3
0
2
A
D
F
.
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m
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".
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.
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.
Page 3 - 24 32/40DF, 51/60DF Status 10/2008
0
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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
Status 10/2008 Page 3 - 31
0
3
0
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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.
Page 3 - 32 Status 10/2008
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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.
Status 10/2008 Page 3 - 33
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0
2
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3
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1
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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
Page 3 - 34 Status 10/2008
0
3
0
2
-
0
3
0
1
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A
.
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m
1j
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
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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
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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.
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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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
m
, 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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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
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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
u
m
p
j
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
Status 08/2006 Page 6 - 15
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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
---------------------------- =
Page 6 - 16 Status 08/2006
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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
Status 07/2006 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 6 - 15
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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
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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.
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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
/h
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
/h
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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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
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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)
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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
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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
Jet
5
sec
--------- z
Jet
t
Jet
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:
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
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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
Page 9 - 22 51/60DF Status 05/2009
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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
Status 05/2009 51/60DF Page 9 - 23
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Resiliently mounted engine - Design at low engine room height
Figure 9-10 Design at low engine room height
Page 9 - 24 51/60DF Status 05/2009
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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
Status 05/2009 51/60DF Page 9 - 25
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Rigidly & resiliently mounted engine

Figure 9-11 Standard Design v51/60DF
Page 9 - 26 51/60DF Status 05/2009
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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
Status 05/2009 51/60DF Page 9 - 27
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Rigidly mounted engine

Figure 9-12 Design at low engine room height - rigidly mounted engine
Page 9 - 28 51/60DF Status 05/2009
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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
Status 05/2009 51/60DF Page 9 - 29
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Resiliently mounted engine

Figure 9-14 Design at low engine room height - resiliently mounted engine
Page 9 - 30 51/60DF Status 05/2009
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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
51/60DF Page l - l
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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
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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
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

51-60DF IMO TierII - Marine - 2

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