L32/40Project Guide - MarineFour-stroke GenSetcompliant with IMO Tier IIComplete manualdate 2013.11.11MAN Diesel & Turbo PlatePage 1 (3)2013.11.11Project guide IndexL32/40TextIndexDrawing NoIntroductionI 00Introduction to project guideI 00 00 01643483-5.4Engine programme IMO Tier II - GenSetI 00 02 01689461-0.3Key for engine designationI 00 05 01609526-0.8Designation of cylindersI 00 15 01655275-4.0Code identication for instrumentsI 00 20 01687100-5.5Basic symbols for pipingI 00 25 01631472-4.1General informationD 10List of capacitiesD 10 05 03700079-6.0Description of sound measurementsD 10 25 01609510-3.5Description of structure-born noiseD 10 25 01671754-6.2Exhaust gas componentsD 10 28 01655210-7.3NOx emissionD 10 28 03700080-6.0Moment of inertiaD 10 30 01679733-8.2Green PassportD 10 33 01699985-1.1Basic diesel engineB 10Power, outputs, speedB 10 01 13700030-4.0General descriptionB 10 01 13700035-3.0Cross sectionB 10 01 11639472-0.2Main particularsB 10 01 13700032-8.0Dimensions and weightsB 10 01 11689486-2.1Overhaul heightsB 10 01 11689487-4.0Overhaul areasB 10 01 11693579-3.0Engine rotation clockwiseB 10 11 11607566-7.2Fuel oil systemB 11Internal fuel oil systemB 11 00 01693522-9.0Fuel oil diagramB 11 00 01643442-8.8Heavy fuel oil (HFO) specicationB 11 00 03.3.3-01Diesel oil (MDO) specicationB 11 00 0010.000.023-04Gas oil / diesel oil (MGO) specicationB 11 00 0010.000.023-01Viscosity-temperature diagram (VT diagram)B 11 00 0010.000.023-06Guidelines regarding MAN Diesel & Turbo GenSets operating onlow sulphur fuel oilB 11 00 01699177-5.1Recalculation of fuel consumption dependent on ambient conditionsB 11 01 01624473-6.2Fuel oil consumption for emissions standardB 11 01 03700031-6.2Nozzle cooling systemE 11 05 01699267-4.1MDO / MGO CoolerE 11 06 11689458-7.3HFO/MDO changing valves (V1 and V2)E 11 10 11624467-7.3Lubrication oil systemB 12Internal lubrication oil systemB 12 00 01643437-0.5Internal lubricating oil systemB 12 00 01679724-3.4Crankcase ventilationB 12 00 01699270-8.5MAN Diesel & TurboPlatePage 2 (3)2013.11.11Project guide IndexL32/40TextIndexDrawing NoPrelubricating pumpB 12 07 01683357-2.4Lubricating oil (SAE 40) - Specication for heavy fuel operation (HFO)B 12 15 0010.000.023-11Specication of lube oil (SAE 40) for operation with gas oil, dieseloil (MGO/MDO) and biofuelsB 12 15 0010.000.023-07Specic lubricating oil consumption - SLOCB 12 15 01607584-6.10Treatment and maintenance of lubricating oilB 12 15 01643494-3.9Criteria for cleaning/exchange of lubricating oilB 12 15 01609533-1.7Oil pump for cylinder lubricationB 12 33 11683384-6.1Cooling water systemB 13Engine cooling water specicationsB 13 00 0010.000.023-13Cooling water inspectingB 13 00 0010.000.002-03Cooling water system cleaningB 13 00 0010.000.002-04Water specication for fuel-water emulsionsB 13 00 0010.000.023-16Internal cooling water systemB 13 00 01655228-8.1Internal cooling water system 1B 13 00 11699176-3.1Internal cooling water system 7B 13 00 21643436-9.3Design data for the external cooling water systemB 13 00 03700089-2.1External cooling water systemB 13 00 01643460-7.0One string central cooling water systemB 13 00 11624464-1.2Expansion tankB 13 00 01613419-0.4Expansion tank pressurizedT 13 01 11671771-3.4Compressed air systemB 14Specication for compressed airB 14 00 0010.000.023-21Compressed air systemB 14 00 01643445-3.3Compressed air systemB 14 00 01624476-1.1Combustion air systemB 15Specications for intake air (combustion air)B 15 00 0010.000.023-17Engine room ventilation and combustion airB 15 00 01699110-4.1Water washing of turbocharger - compressorB 15 05 11639499-6.0Exhaust gas systemB 16Exhaust gas systemB 16 00 01693550-4.2Pressure drop in exhaust gas systemB 16 00 01624460-4.2Water washing of turbocharger - turbineB 16 01 21683352-3.1Position of gas outlet on turbochargerB 16 02 01699253-0.0Speed control systemB 17Load curves for diesel electric propulsionB 17 00 03700225-8.0ActuatorsB 17 01 23700046-1.0Safety and control systemB 19Operation data & set pointsB 19 00 03700062-7.1MAN Diesel & Turbo PlatePage 3 (3)2013.11.11Project guide IndexL32/40TextIndexDrawing NoSystem descriptionB 19 00 0V1.6Communication from the GenSetB 19 00 01.6Modbus listB 19 00 03700054-4.0Oil Mist DetectorB 19 22 11699190-5.0Engine control cabinetE 19 05 11683388-3.1Combined box with prelubricating pump, preheater and el turningdeviceE 19 07 23700290-3.0Combined box with prelubricating oil pump, nozzle conditioning pump,preheater and el turning deviceE 19 07 21699867-7.0FoundationB 20Resilient mounting of generating setsB 20 01 31655281-3.4Spare partsE 23Weight and dimension of principal partsE 23 00 03700081-8.0AlternatorG 50Alternator cable installationB/G 50 00 01699865-3.2Combinations of engine- and alternator layoutB/G 50 00 03700084-3.1Introduction I 00IntroductionOurprojectguidesprovidecustomersandconsultantswithinformationanddatawhenplanningnewplantsincorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of themodificationsassociatedwithupgradingofourprojectguides,thecontentsofthespecificeditionhereofwillremain valid for a limited time only.Every care is taken to ensure that all information in this project guide is present and correct.Foractualprojectsyouwillreceivethelatestprojectguideeditionsineachcasetogetherwithourquotationspecification or together with the documents for order processing.All figures, values, measurements and/or other information about performance stated in the project guides arefor guidance only and shall not be used for detailed design purposes or as a substitute for specific drawingsandinstructionspreparedforsuchpurposes.MANDiesel&Turbomakesnorepresentationsorwarrantieseither express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of theinformation contained in the project guides.MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-tions when the contract documentation has been completed.The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications ofour supply. All data provided in this document is non-binding. This data serves informational purposes only and is especially notguaranteed in any way.Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will beassessedanddeterminedindividuallyforeachproject.Thiswilldependontheparticularcharacteristicsofeachindividual project, especially specific site and operational conditions.If this document is delivered in another language than English and doubts arise concerning the translation, the Eng-lish text shall prevail. Original instructions MAN Diesel & Turbo1643483-5.4Page 1 (2)Introduction to project guide I 00 00 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.17Code numbers Code letter: The code letter indicates the contents of the documents:B : Basic Diesel engine / built-on engineD : Designation of plantE : Extra parts per engineG : GeneratorI : IntroductionP : Extra parts per plantFunction/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil sys-tem, monitoring equipment, foundation, test running, etc.Sub-function: This figure occurs in variants from 0-99.Choice number: This figure occurs in variants from 0-9:0 : General information 1 : Standard2-8 : Standard optionals 9 : OptionalsFurther, there is a table of contents for each chapter and the pages follow immediately afterwards. Copyright2011MANDiesel&Turbo,branchofMANDiesel&TurboSE,Germany,registeredwiththeDanishCommerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as MAN Diesel & Turbo).This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.MAN Diesel & TurboI 00 00 0 Introduction to project guide1643483-5.4Page 2 (2)L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.17DescriptionFour-strokedieselengineprogrammeformarineapplicationscomplieswithIMOTierII,GenSetapplication. MAN Diesel & Turbo1689461-0.3Page 1 (1)Engine programme IMO Tier II I 00 02 0 L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF 2013.07.19 - Tier IIKey for engine designation MAN Diesel & Turbo1609526-0.8Page 1 (1)Key for engine designation I 00 05 0 L32/40, L16/24, L23/30A, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.17General MAN Diesel & Turbo1655275-4.0Page 1 (1)Designation of cylinders I 00 15 0 L32/40 2011.01.17.Explanation of symbols Specification of letter code for measuring devices1st letter Following lettersFLPSTUVXZFlowLevelPressureSpeed, SystemTemperatureVoltageViscositySoundPositionADEHILSTXVAlarmDifferentialElementHighIndicatingLowSwitching, StopTransmittingFailureValve, Actuator MAN Diesel & Turbo1687100-5.5Page 1 (3)Code identification for instruments I 00 20 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18Standard text for instrumentsDiesel engine/alternatorLT water system010203inlet to air cooleroutlet from air cooleroutlet from lub. oil cooler040506inlet to alternatoroutlet from alternatoroutletfromfreshwatercooler(SW)070809inlet to lub. oil coolerinlet to fresh water coolerHT water system1010A111213inlet to engineFW inlet to engineoutlet from each cylinderoutlet from engineinlet to HT pump1414A14B1516inlet to HT air coolerFW inlet to air coolerFW outlet from air cooleroutlet from HT systemoutlet from turbocharger17181919A19Boutlet from fresh water coolerinlet to fresh water coolerpreheaterinlet to prechamberoutlet from prechamberLubricating oil system2021222323Binlet to cooleroutlet from cooler/inlet to filteroutlet from filter/inlet to engineinlet to turbochargeroutlet from turbocharger24252627sealing oil - inlet engineprelubricatinginletrockerarmsandrollerguidesintermediatebearing/alternatorbearing2829level in base framemain bearingsCharging air system30313233inlet to cooleroutlet from coolerjet assist systemoutletfromTCfilter/inlettoTCcompr.34353637charge air conditioningsurplus air inletinlet to turbochargercharge air from mixer3839 Fuel oil system40414243inlet to engineoutlet from engineleakageinlet to filter44454647outlet from sealing oil pumpfuel-rack positioninlet to prechamber4849 Nozzle cooling system50515253inlet to fuel valvesoutlet from fuel valves54555657valve timinginjection timingearth/diff. protection5859oil splashalternator loadExhaust gas system60616263outlet from cylinderoutlet from turbochargerinlet to turbochargercombustion chamber646566676869 MAN Diesel & TurboI 00 20 0 Code identification for instruments1687100-5.5Page 2 (3)L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18Compressed air system70717273inlet to engineinlet to stop cylinderinlet to balance arm unitcontrol air74757677inlet to reduction valvemicroswitch for turning gearinlet to turning gearwaste gate pressure7879inlet to sealing oil systemLoad speed80818283overspeed airoverspeedemergency stopengine start84858687engine stopmicroswitch for overloadshutdownready to start888990index - fuel injection pumpturbocharger speedengine speedMiscellaneous91929394natural gas - inlet to engineoil mist detectorknocking sensorcylinder lubricating95969798voltageswitch for operating locationremotealternator winding99100101102common alarminlet to MDO cooleroutlet to MDO cooleralternator cooling airMAN Diesel & Turbo1687100-5.5Page 3 (3)Code identification for instruments I 00 20 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18Basic symbols for piping MAN Diesel & Turbo1631472-4.1Page 1 (3)Basic symbols for piping I 00 25 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18 MAN Diesel & TurboI 00 25 0 Basic symbols for piping1631472-4.1Page 2 (3)L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18 MAN Diesel & Turbo1631472-4.1Page 3 (3)Basic symbols for piping I 00 25 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18General information D 10Capacities6L-9L: 500 kW/Cyl. at 720/750 rpm diesel-electric, 750 rpm diesel-mechanicReference Condition : TropicNominal values for cooler specificationAir temperature LT water temperature inlet engine (from system) Air pressure Relative humidityCCbar%4538150Number of CylindersEngine output kW63000735008400094500Heat to be dissipated 1)Cooling water cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil cooler + separator 2) Cooling water fuel nozzles Heat radiation enginekWkWkWkWkWkW416734366426121044858214284971412155595250256816139624103656563918156Flow rates engine 3)HT circuit (cooling water cylinder + charge air cooler HT)LT circuit (lube oil cooler + charge air cooler LT) Lube oil (4 bar before engine) Cooling water fuel nozzlesm3/hm3/hm3/hm3/h36571001.042701101.248741201.454851501.6PumpsFree standing pumps 4) HT circuit cooling water (4.5 bar) LT circuit cooling water (3.0 bar) Lube oil (8.0 bar) Cooling water fuel nozzles (3.0 bar) Fuel supply (7.0 bar) Fuel booster (7.0 bar at fuel oil inlet A1) Attached pumps Lube oil (8.0 bar); constant speed Lube oil (8.0 bar); variable speedm3/hm3/hm3/hm3/hm3/hm3/hm3/hm3/h365)100 + z1.01.12.1120120425)110 + z1.21.32.4120141485)120 + z1.41.52.8141162545)130 + z1.61.63.11411621)2)3)4)5)zTolerance: + 10 % for rating coolers, - 15 % for heat recoveryIncluding separator heat (30kJ/kWh)Basic values for layout of the coolersTolerance of the pumps delivery capacities must be considered by the manufactures.Depending on plant designFlushing oil of the automatic filter MAN Diesel & Turbo3700079-6.0Page 1 (2)List of capacities D 10 05 0 L32/40 2011.02.07. - Tier II6L-9L: 500 kW/Cyl. at 720/750 rpm diesel-electric, 750 rpm diesel-mechanicReference Condition : TropicTemperature basis, nominal air and exhaust gas dataAir temperature LT water temperature inlet engine (from system) Air pressure Relative humidityCCbar%4538150Number of cylindersEngine output kW63000735008400094500Temperature basisHT cooling water engine outlet LT cooling water air cooler inlet Lube oil inlet engine Cooling water inlet fuel nozzlesCCCC9038 (Setpoint 32C) 1)6560Air dataTemperature of charge air at charge air cooler outlet Air flow rate Mass flow Charge air pressure (absolute)Air required to dissipate heat radiation (engine) (t2-t1= 10C)Cm3/h 2)t/hbarm3/h571845020.23.9333700582155023.63.9339200572465027.03.9345050582767030.33.9350550Exhaust gas data 3)Volume flow (temperature turbocharger outlet)Mass flow Temperature at turbine outlet Heat content (190C) Permissible exhaust back pressure after turbochargerm3/h 4)t/hCkWmbar3810020.83651150304455024.33651350305075027.73651500305715031.23651700301)2)3)4)For design see section "Cooling water system"Under above mentioned reference conditionsTolerance: Quantity +/- 5%, temperature +/- 20CUnder below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-tionsMAN Diesel & TurboD 10 05 0 List of capacities3700079-6.0Page 2 (2)L32/40 2011.02.07. - Tier IIGeneralPurposeThisshouldbeseenasaneasilycomprehensiblesoundanalysisofMANGenSets.Thesemeasure-ments can be used in the project phase as a basisfordecisionsconcerningdampingandisolationinbuildings,engineroomsandaroundexhaustsys-tems.Measuring equipmentAllmeasurementshavebeenmadewithPrecisionSoundLevelMetersaccordingtostandardIECPublication651or804,type1with1/1or1/3octave filters according to standard IEC Publication225.Usedsoundcalibratorsareaccordingtostandard IEC Publication 942, class 1.DefinitionsSound Pressure Level: LP = 20 x log P/P0 [dB ]where P is the RMS value of sound pressure in pas-cals, and P0 is 20 Pa for measurement in air.Sound Power Level: LW = 10 x log P/P0 [dB]where P is the RMS value of sound power in watts,and P0 is 1 pW.Measuring conditionsAllmeasurementsarecarriedoutinoneofMANDiesel & Turbo's test bed facilities.Duringmeasurements,theexhaustgasisledout-side the test bed through a silencer. The GenSet isplaced on a resilient bed with generator and engineon a common base frame.SoundPowerisnormallydeterminedfromSoundPressure measurements.Newmeasurementofexhaustsoundiscarriedoutatthetestbed,unsilenced,directlyafterturbo-charger,withaprobemicrophoneinsidetheexhaust pipe.PreviouslyusedmethodformeasuringexhaustsoundareDS/ISO2923andDIN45635,hereismeasured on unsilenced exhaust sound, one meterfrom the opening of the exhaust pipe, see fig.1.Sound measuring "on-site"TheSoundPowerLevelcanbedirectlyappliedtoon-site conditions. It does not, however, necessarilyresultinthesameSoundPressureLevelasmeas-ured on test bed.NormallytheSoundPressureLevelon-siteis3-5dBhigherthanthegivensurfaceSoundPressureLevel(Lpf)measuredattestbed.However,itdepends strongly on the acoustical properties of theactual engine room.StandardsDeterminationofSoundPowerfromSoundPres-suremeasurementswillnormallybecarriedoutaccording to:ISO3744(Measuringmethod,instruments,back-groundnoise,noofmicrophonepositionsetc)andISO 3746 (Accuracy due to criterion for suitability oftest environment, K2>2 dB).Figure 1: .MAN Diesel & Turbo1609510-3.5Page 1 (1)Description of sound measurements D 10 25 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18IntroductionThispaperdescribestypicalstructure-bornenoiselevelsfromstandardresilientlymountedMANGen-Sets.Thelevelscanbeusedintheprojectphaseasareasonablebasisfordecisionsconcerningdampingandinsulationinbuildings,engineroomsand surroundings in order to avoid noise and vibra-tion problems.ReferencesReferencesandguidelinesaccordingtoISO9611and ISO 11689.Operating conditionLevels are valid for standard resilient mounted Gen-Sets on flexible rubber support of 55 sh (A) on rela-tively stiff and well-supported foundations.Frequency rangeThelevelsarevalidinthefrequencyrange31.5Hzto 4 kHz. Figure 1: Structure-borne noise on resiliently mounted GenSetsMAN Diesel & Turbo1671754-6.2Page 1 (1)Description of structure-borne noise D 10 25 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.06.04Exhaustgascomponentsofmediumspeed four-stroke diesel enginesThe exhaust gas is composed of numerous constit-uents which are formed either from the combustionair, the fuel and lube oil used or which are chemicalreactionproductsformedduringthecombustionprocess.Onlysomeofthesearetobeconsideredas harmful substances.ForthetypicalexhaustgascompositionofaMANDiesel&Turbofour-strokeenginewithoutanyexhaustgastreatmentdevices,pleaseseetablesbelow (only for guidance). All engines produced cur-rently fulfil IMO Tier II.Carbon dioxide CO2Carbon dioxide (CO2) is a product of combustion ofall fossil fuels.Amongallinternalcombustionenginesthedieselengine has the lowest specific CO2 emission basedonthesamefuelquality,duetoitssuperioreffi-ciency.Sulphur oxides SOXSulphur oxides (SOX) are formed by the combustionof the sulphur contained in the fuel.AmongallpropulsionsystemsthedieselprocessresultsinthelowestspecificSOxemissionbasedonthesamefuelquality,duetoitssuperioreffi-ciency.Nitrogen oxides NOXThe high temperatures prevailing in the combustionchamberofaninternalcombustionenginecausesthechemicalreactionofnitrogen(containedinthecombustion air as well as in some fuel grades) andoxygen (contained in the combustion air) to nitrogenoxides (NOX).Carbon monoxide COCarbon monoxide (CO) is formed during incompletecombustion.InMANDiesel&Turbofour-strokedieselengines,optimisation of mixture formation and turbochargingprocess successfully reduces the CO content of theexhaust gas to a very low level.Hydrocarbons HCThehydrocarbons(HC)containedintheexhaustgas are composed of a multitude of various organiccompoundsasaresultofincompletecombustion.Duetotheefficientcombustionprocess,theHCcontent of exhaust gas of MAN Diesel & Turbo four-stroke diesel engines is at a very low level.Particulate matter PMParticulatematter(PM)consistsofsoot(elementalcarbon) and ash. MAN Diesel & Turbo1655210-7.3Page 1 (2)Exhaust gas components D 10 28 0 L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF 2013.04.18Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]Nitrogen N274.0 - 76.0 5,020 - 5,160Oxygen O211.6 - 13.2 900 - 1,030Carbon dioxide CO25.2 - 5.8 560 - 620Steam H2O 5.9 - 8.6 260 - 370Inert gases Ar, Ne, He ... 0.9 75Total > 99.75 7,000Additional gaseous exhaust gas con-stituents considered as pollutantsapprox. [% by volume] approx. [g/kWh]Sulphur oxides SOX1)0.07 10.0Nitrogen oxides NOX2)0.07 - 0.10 8.0 - 10.0Carbon monoxide CO3)0.006 - 0.011 0.4 - 0.8Hydrocarbons HC4)0.01 - 0.04 0.4 - 1.2Total < 0.25 26Additionalsuspendedexhaustgasconstituents, PM5)approx. [mg/Nm3] approx. [g/kWh]operating on operating onMGO6)HFO7)MGO6)HFO7)Soot (elemental carbon)8)50 50 0.3 0.3Fuel ash 4 40 0.03 0.25Lube oil ash 3 8 0.02 0.04Note!At rated power and without exhaust gas treatment.1)2)3)4)5)6)7)8)SOX, according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.NOX according to ISO-8178 or US EPA method 7E, total NOX emission calculated as NO2.CO according to ISO-8178 or US EPA method 10.HC according to ISO-8178 or US EPA method 25A.PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.Pure soot, without ash or any other particle-borne constituents.MAN Diesel & TurboD 10 28 0 Exhaust gas components1655210-7.3Page 2 (2)L32/40, L16/24, L23/30H, L28/32H, L21/31, L27/38, L28/32DF 2013.04.18MaximumallowedemissionvalueNOxIMO Tier IIEngine in standard version *Rated outputRated speedkW/cyl.rpm500 kW/cyl.720500 kW/cyl.750NOX 1) 2) 3)IMO Tier II cycle D2/E2/E3g/kWh 9.68 4)9.59 4)*1)2)3)4)MarineenginesareguaranteedtomeettherevisedInternationalConventionforthePreventionofPollutionfromShips, Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (TierII) as adopted by the International Maritime Organization (IMO)Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)Calculated as NO2: D2:Test cycle for Constant-speed auxiliary engine application E2:TestcycleforConstant-speedmainpropulsionapplicationincludingdiesel-electricdriveandallcontrollablepitch propeller installations) E3: Test cycle for Propeller-law-operated main and propeller-law operated auxiliary engine applicationContingent to a charge air cooling water temperature of max. 32C at 25C sea water temperature.Maximum allowed NOX emissions for marine diesel engines according to IMO Tier II: 130 n 2000 44 * n -0,23 g/kWh (n = rated engine speed in rpm)MAN Diesel & Turbo3700080-6.0Page 1 (1)NOx emission D 10 28 0 L32/40 2011.02.07. - Tier II + CRGenSetNo. ofcyl.SpeedrpmMoment of inertia (J)Alternatortype 5)RequiredtotalJminEngine/damper 1)kgm2Flywheel 2)kgm2Requiredaft. flywh. 3)kgm2Alternator 4)kgm25720 1530 446 625 459 - -750 1410 446 625 339 - -6720 1840 548 625 667 - -750 1700 548 625 527 - -7720 2150 596 1100 454 - -750 1980 596 1100 284 - -8720 2450 628 1100 722 - -750 2260 628 1100 532 - -9720 2760 691 1100 969 - -750 2540 691 1100 749 - -1)Mass balancing 100%2)Size of flywheel only as an example. Depending on the torsional vibration calculation.3)Depending on the flywheel chosen.4)If other alternator is chosen the value will change.5)Standard alternator, make ?Moment of inertia : GD2 = J x 4 (kgm2)MAN Diesel & Turbo1679733-8.2Page 1 (1)Moment of inertia D 10 30 0 L32/40 2011.02.21.Green PassportIn 2009 IMO adopted the Hong Kong InternationalConvention for the Safe and Environmentally SoundRecycling of Ships, 2009.Untilthisconventionentersintoforcetherecom-mendatory guidelines Resolution A.962(23) (adop-ted2003)apply.Thisresolutionhasbeenimple-mentedbysomeclassificationsocietiesasGreenPassport.MAN Diesel & Turbo is able to provide a list of haz-ardousmaterialscomplyingwiththerequirementsof the IMO Convention. This list is accepted by clas-sificationsocietiesasamaterialdeclarationforGreen Passport.Thismaterialdeclarationcanbeprovidedonrequest.MAN Diesel & Turbo1699985-1.1Page 1 (1)Green Passport D 10 33 0 L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38, L28/32DF 2013.04.18Basic Diesel Engine B 10Engine ratingsEngine type No of cylinders720 rpm 750 rpm720 rpm Available turning direction750 rpm Available turning directionkW CW 1)kW CW 1)6L32/40 3000 Yes 3000 Yes7L32/40 3500 Yes 3500 Yes8L32/40 4000 Yes 4000 Yes9L32/40 4500 Yes 4500 Yes1) CW clockwiseTable 1: Engine ratings for emission standard - IMO Tier II.Definition of engine ratingsGeneral definition of diesel engine rating (acccording to ISO 15550: 2002; ISO 3046-1: 2002)Reference conditions: ISO 3046-1: 2002; ISO 15550: 2002Air temperature TrK/C 298/25Air pressure prkPa 100Relative humidity r % 30Cooling water temperature upstream charge air cooler TcrK/C 298/25Table 2: Standard reference conditions. MAN Diesel & Turbo3700030-4.0Page 1 (3)Power, outputs, speed B 10 01 1 L32/40 2010.11.15 - Tier IIAvailable outputsPApplication Available outoutin percentagefrom ISO-Standard-OutputFuel stop power(Blocking)Max. allowedspeed reductionat max. torque 1)Tropoic conditions tr/tcr/pr=100 kPARemarksKind of application (%) (%) (%) (C)Electricity generationAuxiliary engines in ships 100 110 45/382)Marine main engines (with mechanical or diesel electric driveMain drive generator 100 110 45/382)1) Maximum torque given by available output and nominal speed. 2) According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.This additional engine output must not be used for the supply of electric consumers. tr Air temperature at compressor inlet of turbocharger. tcr Cooling water temperature before charge air cooler pr Barometric pressure.Table 3: Available outputs / related reference conditions.POperating:Availableunderlocalconditionsanddependent on application.Dependent on local conditions or special demands,afurtherloadreductionofPApplication,ISOmightbeneeded.De-rating1) Node-ratingduetoambientconditionsisnee-dedaslongasfollowingconditionsarenotexceeded:No de-rating up to statedreference conditions(Tropic)Special calculation needed if following values areexceededAir temperature before turbocharger Tx 318 K (45 C) 333 K (60 C)Ambient pressure 100 kPa (1 bar) 90 kPaCooling water temperature inlet charge air cooler (LT-stage) 311 K (38 C) 316 K (43 C)Intake pressure before compressor -20 mbar 1)-40 mbar 1)Exhaust gas back pressure after turbocharger 30 mbar 1)60 mbar 1)1) OverpressureTable 4: De-rating Limits of ambient conditions. MAN Diesel & TurboB 10 01 1 Power, outputs, speed3700030-4.0Page 2 (3)L32/40 2010.11.15 - Tier II2) De-ratingduetoambientconditionsandnega-tiveintakepressurebeforecompressororexhaust gas back pressure after turbocharger.aTxUU =OO =TcxTtCorrection factor for ambient conditionsAir temperature before turbocharger [K] beingconsidered (Tx = 273 + tx)Increasednegativeintakepressurebeforecompressorleedstoande-rating,calculatedasincreasedairtemperaturebeforeturbo-charger(-20mbarpAirbeforecompressor[mbar])x0.25K/mbar with U 0Increasedexhaustgasbackpressureafterturbochargerleadstoade-rating,calculatedasincreasedairtemperaturebeforeturbo-charger:(PExhaustafterTurbine[mbar]30mbar)x0.25K/mbar with O 0Coolingwatertemperatureinletchargeaircooler(LT-stage)[K]beingconsidered(Tcx=273 + tcx)Temperature in Kelvin [K]Temperature in degree Celsius [C]3) De-ratingduetospecialconditionsordemands. Please contact MAN Diesel & Turbo,if: limits of ambient conditions mentioned in "Table4De-ratingLimitsofambientconditions"areexceeded higher requirements for the emission level exist special requirements of the plant for heat recov-ery exist specialrequirementsonmediatemperaturesofthe engine exist anyrequirementsofMANDiesel&Turbomen-tioned in the Project Guide can not be keptMAN Diesel & Turbo3700030-4.0Page 3 (3)Power, outputs, speed B 10 01 1 L32/40 2010.11.15 - Tier IIGeneralTheengineisaturbocharged,four-strokedieselengine of the trunk piston type with a cylinder boreof 320 mm and a stroke of 400 mm. The crankshaftspeed is 720/750 rpm.Thecylinderoutputis500kW/cyl.andthemeaneffective pressure is 25.9/24.9 bar.The engine is delivered as an in-line engine with 6 to9 cylinders.CrankcaseFigure 1: Cross section in engine frame showing the main bear-ing and cylinder head bolts.Crankcase/crankshaft bearing/tie rodThe crankcase of the engine is made of cast iron. Itis one-piece and very rigid. Tie rods extend from theloweredgeofthesuspendedmainbearinguptothetopedgeofthecrankcaseandfromthetopedgeofthecylinderheadtotheintermediatefloor.The bearing caps of the main bearings are also lat-erally braced with the casing. The control drive andvibrationdamperhousingareintegratedinthecrankcase.Coolant/lubricating oilThe crankcase has no water jackets. The lube oil isdelivered to the engine via a distribution pipe whichiscastintothehousing.Thetierodholesandtierodshaveadualfunction.Theykeepcomponentsunder pre-tension and are also utilised for oil distri-bution. The sealing of the tie rods takes place at thelevel of the crankcase intermediate floor.AccessibilityEnginecomponentsareeasilyaccessiblethroughlarge covers on the long sides. The crankcase cov-ersontheexhaustsideareprovidedwithsafetyvalves(generallyinthecaseofmarineengines,partly in the case of stationary engines).Base frameTheengineandalternatoraremountedonacom-monbaseframeofaweldedsteelplateconstruc-tion.Therigidbaseframeconstructionisembeddedtothe engine seating by means of resilient supports.Theinsideofthebaseframeformsareservoirforthe engine lubricating oil.Main bearingsFigure 2: Main bearing/Locating bearing/External bearingMAN Diesel & Turbo3700035-3.0Page 1 (7)General description B 10 01 1 L32/40 2011.02.07 - Tier II Figure 3: Crankshaft on the counter coupling side, fitted with a rotational vibration damper and toothed ring.Bearing cap/tie rodThe main bearing caps (see figure 1) are arranged inasuspendedlocation.Theyareheldinplacewithtie rods in the base which pass all the way through.Cross-bracingusingadditionalcrosstierodspro-vides structural stability for the bearing body. It pre-ventslateraldisplacementofthecrankcaseunderthe influence of the ignition pressures.Locating bearingThelocatingbearing,whichdeterminestheaxialposition of the crankshaft, is mounted on the on thefirst inner bearing seat. It consists of a flange forgedonto the crankshaft, the axially arranged thrust col-larswithAlSnrunningsurfaceandtheaccommo-datingbearingbody.Thelocatingbearingflangeissupported only in the upper half.External bearingTheexternalbearingabsorbsradialforceswhicharetransmittedtothecrankshaftviathecouplingflange.Itisformedfromthewallofthecrankcase,thesplitbolted-onflangebearingandthelabyrinthand spray ring with covering shell.Bearing shellsThe bearing shells of all the main bearings consist ofasteelprotectionshell,abindinglayerandanalu-minium alloy running layer.CrankshaftCrankshaft/balance weights/drive gearThecrankshaftisforgedfromspecialsteel.Itisarrangedinasuspendedmannerandhas2bal-anceweightspercylinderheldbyextensionboltsforfurtherbalancingoftheoscillatingmasses.Thedrive gear for the gear drive consists of 2 segments.Theyareheldtogetherby4tangentiallyarrangedbolts. The connection to the locating bearing flangeis by head bolts.FlywheelTheflywheel,madeofspheroidalgreycastiron,isarrangedonthecoupling-sideflangeonthecrank-shaft.Theenginecanbeturnedoverbyaturninggearviatheflywheeloritstoothedringformainte-nance work.Torsional vibration damperRotationalvibrationswhichareinducedinthecrankshaftarereducedusingavibrationdamper,whichisarrangedonthecountercouplingsideofthecrankshaft.Thevibrationsaretransferredfromthe internal section to radially arranged packs of leafsprings where they are dampened by the displace-mentofoil.Theinternalarrangementissuchthatcoolantandlubricatingoilpumpscanbedrivenbya toothed ring bolted in position.MAN Diesel & TurboB 10 01 1 General description3700035-3.0Page 2 (7)L32/40 2011.02.07 - Tier IIConnecting rodFigure 4: Connecting rod with two section joints (marine head).Connecting rod with two section jointsThestructureoftheconnectingrodismadeupoftheso-calledmarineheadarrangement.Thejointgapisabovetheconnectingrodbearing.Whenretractingthepistontheconnectingrodbearingneednotbesplit.Thishasadvantagesforopera-tional safety (no change in location / no new match-ing),andthistypeofstructurereducesthepistonremoval headroom.Bearing shellsThebearingshellsareidenticalwiththoseofthemainbearing.Thin-walledshellswithanaluminiumalloyrunningsurfaceareused.Bearingcapandbearingbodyareboltedtogetherusingextendingbolts (studs).PistonFigure 5: Piston two-piece, oil cooled.Design characteristicsBasically, the piston consists of two parts. The skirtismadefromspheroidalgreycastiron.Thepistoncrown is forged from high-quality materials. Materialselection and design effect high resistance levels tothe ignition pressures that arise and permit tight pis-tonclearances.TightpistontolerancesandthestructureofthepistonasasteppedpistonreduceMAN Diesel & Turbo3700035-3.0Page 3 (7)General description B 10 01 1 L32/40 2011.02.07 - Tier IIthemechanicalloadingonthepistonrings,restrictthe access of small particles and protect the oil filmfrom combustion gases.CoolingThespecialshapeofthepistonringsmakeseffec-tive cooling more easy. The cooling is supported bytheShakerEffectinternallyandexternally,andbyanadditionalrowofcoolingholesintheexternalarea. This means that the temperatures are control-led so that wet corrosion in the ring grooves can beprevented.Theringgroovesareinductionhard-ened. Subsequent machining is possible.Thepistoniscooledwithoilwhichisfedthroughtheconnectingrod.Theoiltransferfromtheoscil-latingconnectingrodtothepistoncrowntakesplace via a spring-loaded funnel which slides on theouter contour of the connecting rod eye."Stepped piston"Thepistoncrownhasaslightlysmallerdiameterthantherestoftherunningsurface.Pistonswiththisdesignarereferredtoassteppedpistons.Explanationofthepurposeofthestagefollowunder the point "Cylinder Liner".Piston ringsThetopandbottomsectionsareconnectedtogetherwithextendingbolts.3sealingringsandanoilscrapingringareusedforsealingthepistonto the cylinder liner. The 1st compression ring has achromiumceramiccoating.2.and3rdringarechromiumcoated.Allringsarearrangedinthewear-resistant well-cooled steel crown.Piston pinThe piston pin is supported in a floating manner andaxiallyfixedinpositionwithcirclips.Holes,whichmayinfluencetheformationofoilfilmsandthestrength, are not present.Cylinder linerCylinder liner/support ring/top land ringThecylinderliners,madeofspecialcastiron,areencased by a spheroidal grey cast iron support ringin the upper section. This is centralised in the crank-case.Thelowersectionofthecylinderlinerisgui-ded by the intermediate floor in the crankcase. Theso-calledtoplandringfitsonthejointofthecylin-der liner.Figure 6: Cylinder liner with top land ring.Thesubdivisioninto3componentsi.e.thecylinderliner,supportringandtoplandringprovidesthebest possible structure with reference to resistancetodeformation,withregardtocoolingandwithregardtoensuringtheminimumtemperaturesoncertain component assemblies.Interaction stepped piston/top land ringThe top land ring which projects above the cylinderlinerboreworkstogetherwiththerecessedpistoncrownofthesteppedpistontoensurethatburntcarbondepositsonthepistoncrowndonotcomeinto contact with the running surface of the cylinderliner.Thispreventsborepolishingwherelubeoilwould not adhere properly.MAN Diesel & TurboB 10 01 1 General description3700035-3.0Page 4 (7)L32/40 2011.02.07 - Tier IIFigure 7: Interaction of top land ring and stepped piston.CoolingThe coolant reaches the cylinder liner via a line thatis connected to the support ring. The coolant flowsthroughtheholesinthetoplandring(jetcooling)andflowsthroughtheholesinthesupportringtothecoolingchambersinthecylinderheads.Thecylinder head, support ring and top land ring can bedrained together.The top land ring and cylinder head can be checkedby using check holes in the support ring for gas andcoolant leaks.Cylinder head/rocker arm bearing bracketFigure 8: Cylinder head with valves.Thecylinderheadsaremadefromspheroidalgreycast iron. They are pressed against the top land ringby4studs.Thesturdychannel-cooledfloorofthecylinderheadandtherib-reinforcedinnersectionensure high levels of structural solidity.Valves in the cylinder headThe cylinder head has 2 inlet and 2 exhaust valves,1startingvalveandoneeachindexingand(onship'sengines)1safetyvalve.Thefuelinjectionvalveisarrangedcentrallybetweenthevalves.Itissurrounded by sleeves which, in the lower area, aresealed both against the surrounding coolant cham-ber and against the combustion chamber.ConnectionsThe connections between the cylinder head and theexhaust pipe, the connections within the charge airlineandwithrespecttothecoolantsupplyandstartingairlineiseffectedbyusingquick-fitcou-plings or clamping and plug connections.Rocker arm bearing block/Valve actuationFigure 9: Rocker arm bearing bracket with valve actuator.Thecylinderheadisclosedofffromabovebyacap,throughwhichthevalvesandtheinjectionvalve are easily accessible.MAN Diesel & Turbo3700035-3.0Page 5 (7)General description B 10 01 1 L32/40 2011.02.07 - Tier IICamshaft and camshaft driveTheengineisequippedwithtwocamshafts,whicharedrivenbyagearwheelofthecrankshaftthroughintermediatewheels,androtateswithaspeed which is half the speed of the crankshaft.Onecamshaft,positionedincontrolside,onlyserves to drive the fuel injection pumps and to oper-atethestartingairpilotvalves,whereastheotherarranged at the exhaust side, operates the inlet andexhaust valves.Safety and control systemThe engine is equipped with the well proven SafetyandControlSystem(SaCoSone).Asaself-develop-mentitisbestadaptedtoMANDiesel&Turboengines. SaCoSone combines all functions of a mod-ernenginemanagementsystemwithinonecom-plete system.SaCoSone offers: Integrated self-diagnosis functions Maximum reliability and availability Simple use and diagnosis Quick exchange of modules (plug in) Trouble-free and time-saving commissioningTurbocharger systemTheturbochargersystemoftheengine,whichisaconstantpressuresystem,consistsofanexhaustgasreceiver,aturbocharger,achargeaircoolerand a charge air receiver.Theturbinewheeloftheturbocharger,whichisofthe radial type, is driven by the engine exhaust gas,and the turbine wheel drives the turbocharger com-pressor, which is mounted on one shaft. The com-pressor sucks air from the engine room through thedry air filters.Theturbochargerpressestheairthroughthechargeaircoolertothechargeairreceiver.Fromthe charge air receiver, the air flows to each cylinderthrough the inlet valves.The charge air cooler is a compact tube-type coolerwith a large cooling surface.Fromtheexhaustvalves,theexhaustgasisledthroughawater-cooledintermediatepiecetotheexhaustgasreceiverwherethepulsatorypressurefromtheindividualcylindersisequalizedandpassed to the turbocharger as a constant pressure,and further through the exhaust system and silencerarrangement.The exhaust gas receiver is made of pipe sections,oneforeachcylinder,connectedtoeachother,bymeansofcompensators,topreventexcessivestress in the pipes due to heat expansion. Betweenthecylinderheadandtheexhaustgaslinequickrelease couplings are mounted, which permits rapiddisconnection.Toavoidexcessivethermallossandtoensureareasonablylowsurfacetemperature,theexhaustgas receiver is insulated.Compressed air systemTheengineisstartedbymeansofcompressedairof 30 bar.Fuel oil systemThe built-on fuel oil system consists of the fuel oil fil-ter and the fuel injection system.The fuel oil filter is a duplex filter. The filter is equip-pedwithathree-waycockforsingleordoubleoperation of the filters.Wasteoilandfueloilleakageisledtoaleakagealarm which is heated by means of fuel returning oil.Lubricating oil systemAll moving parts of the engine are lubricated with oilcirculatingunderpressureinaclosedbuilt-onsys-tem.Thebuilt-onlubricatingoilpumpisofthegearwheeltypewithpressurecontrolvalve.Thepumptakes the oil from the sump in the base frame, andonthepressuresidetheoilpassesthroughthelubricating oil cooler (plate type) and the filter whichboth are mounted on the engine.Cooling is carried out by the low temperature cool-ingwatersystem.Thetemperatureiscontrolledbyathermostatic3-wayvalveontheoilside.Theengine is a standard equipped engine with an elec-trically driven prelubricating pump.Cooling water systemThe cooling water system consists of a low temper-ature system and a high temperature system.MAN Diesel & TurboB 10 01 1 General description3700035-3.0Page 6 (7)L32/40 2011.02.07 - Tier IIThe water in the low temperature system is passedthrough the charge air cooler (2. stage), the lubricat-ing oil cooler and the alternator, if the latter is water-cooled. The low temperature media is fresh water.Thehightemperaturecoolingwaterispassedthroughthechargeaircooler(1.stage),theenginecylindersandthecylinderhead.Thehightempera-ture media is fresh water.NOx reduction measuresRI Retarded InjectionRetardedinjectiontimingdelayscombustionheatrelease and thus lowers combustion chamber tem-perature peaks.Device for variable injection timing (V.I.T.)TheV.I.T.isdesignedtoinfluenceinjectiontimingand thus ignition pressure and combustion temper-ature.ThatenablesengineoperationindifferentloadrangeswellbalancedbetweenlowNOxemis-sions and low fuel consumption.NewpistonforincreasedcompressionratioTheuseofanewpistonprovidesahighercom-pressionratioandgivesafasterreductionintem-peratureaftertheignitionofthefuel,thusreducingNOxformation.Theincreaseincompressionratioalsocompensatesthereductioninfiringtempera-ture due to retarded injection and hence the associ-ated increase in SFOC.Miller valve timingToreducethetemperaturepeakswhichpromotethe formation of NOx, early closure of the inlet valvecausesthechargeairtoexpandandcoolbeforestartofcompression.Theresultingreductionincombustion temperature reduces NOx emissions.MAN Diesel & Turbo3700035-3.0Page 7 (7)General description B 10 01 1 L32/40 2011.02.07 - Tier IIMAN Diesel & TurboCross Section B 10 01 11639472-0.2Page 1 (1)L32/4011.06MAN Diesel & TurboMain Particulars B 10 01 13700032-8.0Page 1 (1)L32/4010.46 - Tier IICycle:4-strokeConguration:In-lineCyl. Nos. available:6-7-8-9Power range:3000-4500 kWSpeed:720/750 rpmBore:320 mmStroke:400 mmStroke/bore ratio:1.25Swept volume per cyl.:32.17 dm3Compression ratio:15.2:1Turbocharging principle:Constant pressure system and inter coolingFuel quality acceptance:HFO up to 700 cSt/50 C(ISO 8217-RMH55 and RMK55)Power lay-outSpeedMean piston speedMean effective pressureMax. combustion pressurePower per cylinderrpmm/sec.barbarkW/cyl.7209.625.919050075010.024.9190500MCR versionGeneral Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weight Genset (t)6 (720 rpm)6 (750 rpm)7 (720 rpm)7 (750 mm)8 (720 rpm)8 (750 rpm)9 (720 rpm)9 (750 rpm)6340634068706870740074007930793034153415341534153635363536353635975597551028510285110351103511565115654622462246224622484048404840484075.075.079.079.087.087.091.091.0PQ***Free passage between the engines, width 600 mm and height 2000 mm.Min. distance between engines 2835 mm (without gallery) and 3220 (with gallery).Depending on alternatorWeight included a standard alternatorAll dimensions and masses are approximate, and subject to changes without prior notice.MAN Diesel & Turbo1689486-2.1Page 1 (1)Dimensions and weights B 10 01 1 L32/40 2012.02.27 - CDOverhaul heights MAN Diesel & Turbo1689487-4.0Page 1 (2)Overhaul heights B 10 01 1 L32/40 2010.04.19 - CD MAN Diesel & TurboB 10 01 1 Overhaul heights1689487-4.0Page 2 (2)L32/40 2010.04.19 - CDDismantling space Figure 1: Overhaul areas for intercooler element, lub. oil cooler, lub. oil filter cartridge and required space for maintenance work on engine.It must be taken into consideration that there is suf-ficientspaceforpullingtheintercoolerelement,lubricatingoilcooler,lubricatingoilfiltercartridgeandrequiredspaceformaintenanceworkonengine.Forminimumspace,pleasecontactMANDiesel&Turbo.MAN Diesel & Turbo1693579-3.0Page 1 (1)Overhaul areas B 10 01 1 L32/40 2004.08.16 - 480/500CDEngine rotation clockwise MAN Diesel & Turbo1607566-7.2Page 1 (1)Engine rotation clockwise B 10 11 1 L32/40, L16/24, L23/30H, L28/32H, V28/32S, L21/31, L27/38, L28/32DF,V28/32DF 2010.09.27Fuel Oil System B 1108028-0D/H5250/94.08.12MAN B&W DieselPipe descriptionA1 Fuel oil inlet DN 25A2 Fuel oil outlet DN 25A3 Waste oil outlet DN 15A15 Tracer heating inlet DN 15A16 Tracer heating outlet DN 15A17 Nozzle cooling water inlet DN 15A18 Nozzle cooling water outlet DN 151693522-9.0Page 1 (2)L32/40Internal Fuel Oil System B 11 00 003.20Fig 1 Diagram for fuel oil system.GeneralThe internal built-on fuel oil system, as shown in fig.1, consists of the following parts: a fuel oil feed system. high-pressure injection equipment. a waste oil system.Internal Fuel Oil Feed SystemThe fuel oil is delivered to the injection pumps fromthe external fuel oil system through a safety filter.The safety filter is a duplex filter of the split type witha filter fineness of 50 . The filter is equipped with acommon three-way cock for manual change of boththe inlet and outlet side.Fuel Injection EquipmentEachcylinderunithasitsownsetofinjectionequipment comprising injection pump, high-pressurepipe and injection valve.The injection equipment and the distribution supplypipes are housed in a fully enclosed compartment,thus minimizing heat losses from the preheated fuel.This arrangement reduces external surface tempera-tures and the risk of fire caused by fuel leakage.Flange connections are as standard according to DIN 2501,PN 16.08028-0D/H5250/94.08.12MAN B&W Diesel1693522-9.0Page 2 (2)L32/40B 11 00 0 Internal Fuel Oil System03.20The injection pumps are installed directly above thecamshaft, and they are activated by the cams on thecamshaftthroughrollerguidesfittedintherollerguide housings.The amount of fuel injected into each cylinder unit isadjusted by means of the governor, which maintainsthe engine speed at the preset value by a continuouspositioningofthefuelpumpracks,viaacommonregulating shaft.Theinjectionvalveisforbuildingdownintothecentre of the cylinder head.The injection oil is supplied from the injection pumpto the injection valve via a double-walled pressurepipe installed in a bore in the cylinder head.This bore has an external connection to lead the leakoil from the injection valve and high-pressure pipe tothe waste oil system.Nozzle Cooling Water.See page E 11 05 1.Dirty Oil SystemWasteandleakoilfromthecompartmentshaveseparate outlets from each side of the engine. Thedirtyoilcannotbereusedandshouldbeledtoasludge oil tank.The alarm unit consists of a box with a float switch forlevelmonitoring.Incaseofalargerthannormalleakage,thefloatswitchwillinitiatealarm.Thesupply fuel oil to the engine is led through the unit inorder to keep this heated up, thereby ensuring freedrainage passage even for high-viscous waste/leakoil.DataForpumpcapacities,seeD10050"ListofCapacities".Set points and operating levels for temperature andpressure are stated in B 19 00 0 "Operating Data andSet Points".Fuel oil diagram with drain split MAN Diesel & Turbo1643442-8.8Page 1 (4)Fuel oil diagram B 11 00 0 L32/40 2013.05.29Fuel oil diagram without drain split MAN Diesel & TurboB 11 00 0 Fuel oil diagram1643442-8.8Page 2 (4)L32/40 2013.05.29Uni-fuelThe fuel system on page 1 is designed as a uni-fuelsystemindicatingthatthepropulsionengineandtheGenSetsarerunningonthesamefueloilandarefedfromthecommonfuelsystem.Theuni-fuelconceptisauniquepossibilityforsubstantialsav-ingsinoperatingcosts.Itisalsothesimplestfuelsystem,resultinginlowermaintenanceandeasieroperation. The diagram on page 1 is a guidance. Ithas to be adapted in each case to the actual engineand pipe layout.Fuel feed systemThe common fuel feed system is a pressurised sys-tem,consistingofHFOsupplypumps,HFOcircu-latingpumps,pre-heater,dieselcooler,DIESEL-switchandequipmentforcontrollingtheviscosity,(e.g. a viscorator). The fuel oil is led from the servicetank to one of the electrically driven supply pumps.Itdeliversthefueloilwithapressureofapproxi-mately 4 bar to the low-pressure side of the fuel oilsystem thus avoiding boiling of the fuel in the vent-ing pipe. From the low-pressure part of the fuel sys-tem the fuel oil is led to one of the electrically drivencirculating pumps which pumps the fuel oil throughapre-heatertotheengines.Forthepropulsionenginepleaseseethespecificplantspecifications.The internal fuel system for the GenSets is shown in"B 11 00 0 Internal fuel oil system".Tosafeguardtheinjectionsystemcomponentsonthe propulsion engine is it recommended to install afueloilfilterduplexwithafinenessofmax.50microns (sphere passing mesh) as close as possibleto the propulsion engine.GenSetswithconventionalfuelinjectionsystemorcommonrailfuelsystemmusthavefueloilfilterduplexwithafinenessofmax.25microns(spherepassingmesh)installedascloseaspossibletoeach GenSet as shown in the fuel oil diagram.GenSets with a common rail fuel system require anautomaticfilterwithafinenessofmax.10microns(sphere passing mesh), which needs to be installedin the feeder circle.It is possible, however not our standard/recommen-dation, to install a common fuel oil filter duplex anda common MDO filter for the entire GenSet plant. Inthis case it must be ensured that the fuel oil systemfulfilstheclassificationrulesandprotectstheengines from impurities.Note: a filter surface load of 1 l/cm per hour mustnot be exceeded!Theventingpipeisconnectedtotheservicetankviaanautomaticdeaerationvalvethatwillreleaseanygasespresent.Toensureamplefillingofthefuelinjectionpumpsthecapacityoftheelectricallydriven circulating pumps must be three times highertheamountoffuelconsumedbythedieselengineat100%load.Thesurplusamountoffueloilisre-circulated in the engine and back through the vent-ingpipe.Tohaveaconstantfuelpressuretothefuelinjectionpumpsduringallengineloadsaspring-loadedoverflowvalveisinsertedinthefuelsystem.Thecirculatingpumppressureshouldbeasspecifiedin"B19000,Operationdata&setpoints"whichprovidesapressuremarginagainstgasification and cavitation in the fuel system even ata temperature of 150C. The circulating pumps willalwaysberunning;evenifthepropulsionengineand one or several of the GenSets are stopped. Cir-culationofheatedheavyfueloilthroughthefuelsystemontheengine(s)keepthemreadytostartwithpreheatedfuelinjectionpumpsandthefuelvalves de-aerated.Depending on system lay-out, viscosity, and volumeintheexternalfueloilsystem,unforeseenpressurefluctuations can be observed. In such cases it couldbenecessarytoaddpressuredamperstothefueloilsystem.Forfurtherassistance,pleasecontactMAN Diesel & Turbo.Flow balancing valve (throttle valve)Theflowbalancingvalveatengineoutletistobeinstalledonly(oneperengine)inmultienginearrangements connected to the same fuel system. Itisusedtobalancethefuelflowthroughtheengines.Eachenginehastobefeedwithitscor-rect, individual fuel flow.MDO operationThe MDO to the GenSets can also be supplied via aseparatepipelinefromtheservicetankthroughaMDOboosterpump.ThecapacityoftheMDOboosterpumpmustbethreetimeshighertheamount of MDO consumed by the diesel engines at100%load.ThesystemisdesignedinsuchawaythatthefueltypefortheGenSetscanbechangedindependentofthefuelsupplytothepropulsionengine. As an option the GenSet plant can be deliv-eredwiththefuelchangingsystemconsistingofaMAN Diesel & Turbo1643442-8.8Page 3 (4)Fuel oil diagram B 11 00 0 L32/40 2013.05.29setofremotelycontrolled,pneumaticallyactuated3-wayfuelchangingvalvesV1-V2foreachGen-Set and a fuel changing valve control box commonfor all GenSets. A separate fuel changing system foreachGenSetgivestheadvantageofindividuallychoosingMDOorHFOmode.Suchachangeovermay be necessary if the GenSets have to be: stopped for a prolonged period stopped for major repair of the fuel system, etc. in case of a blackout / emergency startIfthefueltypeforboththepropulsionengineandGenSetshavetobechangedfromHFOtoMDO/MGOandviceversa,the3-wayvalvejustaftertheservicetankshastobeactivatedtheDIESEL-switch.Withtheintroductionofstricterfuelsulphurcontent regulations the propulsion engine as well astheGenSetsincreasinglyhavetobeoperatedondistillate fuels, i.e. marine gas oil (MGO) and marinedieseloil(MDO).Tomaintaintherequiredviscosityat the engine inlet, it is necessary to install a coolerinthefuelsystem.Thelowestviscositysuitableforthe main engine and the GenSets is 2 cSt at engineinlet.Emergency startFurther, MDO must be available in emergency situa-tions.Ifablackoutoccurs,theGenSetscanbestarted up on MDO in two ways: MDOtobesuppliedfromtheMDOboosterpumpwhichcanbedrivenpneumaticallyorelectrically.Ifthepumpisdrivenelectrically,itmustbeconnectedtotheemergencyswitch-board. IftheGenSethasabuilt-onboosterpump,itcanbeusediftheminimumlevelintheMDOservicetankcorrespondstoorismax.1.0metresbelowthelevelofthebuilt-onboosterpump. However, in the design of the entire sys-tem, the level of the service tank under the Gen-Setcancauseproblemswithvacuuminthesystem. A gravity tank (100 - 200 litres) can be arrangedabovetheGenSet.Withnopumpsavailable,itispossibletostartuptheGenSetifagravitytankisinstalledminimum8metresabovetheGenSet.However,onlyifthechangeovervalveV1-V2isplacedasnearaspossibletotheGenSet.MAN Diesel & TurboB 11 00 0 Fuel oil diagram1643442-8.8Page 4 (4)L32/40 2013.05.29Specification for heavy fuel oil (HFO) PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table "The fuelspecification and corresponding characteristics for heavy fuel oil", providingthe engine and fuel processing system have been designed accordingly. Toensure that the relationship between the fuel, spare parts and repair / main-tenance costs remains favorable at all times, the following points should beobserved.Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in TableThe fuel specification and corresponding characteristics for heavy fuel oil.The entries in the last column of this table provide important backgroundinformation and must therefore be observed.Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Figure ISO 8217-2010specification for heavy fuel oil. All qualities in these specifications up to K700can be used, providing the fuel preparation system has been designedaccordingly. To use any fuels, which do not comply with these specifications(e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo inAugsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3may only be used if up-to-date separators are installed.Even though the fuel properties specified in the table entitled "The fuel speci-fication and corresponding properties for heavy fuel oil" satisfy the aboverequirements, they probably do not adequately define the ignition and com-bustion properties and the stability of the fuel. This means that the operatingbehaviour of the engine can depend on properties that are not defined in thespecification. This particularly applies to the oil property that causes forma-tion of deposits in the combustion chamber, injection system, gas ducts andexhaust gas system. A number of fuels have a tendency towards incompati-bility with lubricating oil which leads to deposits being formed in the fueldelivery pump that can block the pumps. It may therefore be necessary toexclude specific fuels that could cause problems. Origin/Refinery processSpecificationsImportant2013-02-13 - deSpecification for heavy fuel oil (HFO)6680 3.3.3-01General MAN Diesel & Turbo 3.3.3 6680 3.3.3-01 EN 1 (12)The addition of engine oils (old lubricating oil, ULO used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (and this has also been the experience of other manufacturers),this can severely damage the engine and turbocharger components.The addition of chemical waste products (solvents, for example) to the fuel isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.Leak oil collectors that act as receptacles for leak oil, and also return andoverflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.Viscosity (at 50 ) mm2/s (cSt) max. 700 Viscosity/injection viscosityViscosity (at 100 ) max. 55 Viscosity/injection viscosityDensity (at 15 C) g/ml max. 1.010 Heavy fuel oil processingFlash point C min. 60 Flash point(ASTM D 93)Pour point (summer) max. 30 Low-temperature behaviour (ASTM D 97)Pour point (winter) max. 30 Low-temperature behaviour (ASTM D 97)Coke residue (Conrad-son)Weight % max. 20 Combustion propertiesSulphur content 5 orlegal requirementsSulphuric acid corrosionAsh content 0.15 Heavy fuel oil processingVanadium content mg/kg 450 Heavy fuel oil processingWater content Vol. % 0.5 Heavy fuel oil processingSediment (potential) Weight % 0.1Aluminium and siliciumcontent (total)mg/kg max. 60 Heavy fuel oil processingAcid number mg KOH/g 2.5Hydrogen sulphide mg/kg 2BlendsLeak oil collectorSpecification for heavy fuel oil (HFO)6680 3.3.3-01General 2013-02-13 - de3.3.3 MAN Diesel & Turbo 2 (12) 6680 3.3.3-01 ENUsed lubricating oil(ULO)mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:Ca > 30 ppm and Zn > 15ppm or Ca > 30 ppm and P >15 ppm.Asphaltene content Weight % 2/3 of coke residue(according to Conradson)Combustion propertiesSodium content mg/kg Sodium < 1/3 Vanadium,Sodium < 100Heavy fuel oil processingThe fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. Itmust also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.Table 1: The fuel specification and corresponding characteristics for heavy fuel oil2013-02-13 - deSpecification for heavy fuel oil (HFO)6680 3.3.3-01General MAN Diesel & Turbo 3.3.3 6680 3.3.3-01 EN 3 (12) Figure 1: ISO 8217-2010 specification for heavy fuel oilSpecification for heavy fuel oil (HFO)6680 3.3.3-01General 2013-02-13 - de3.3.3 MAN Diesel & Turbo 4 (12) 6680 3.3.3-01 EN Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)2013-02-13 - deSpecification for heavy fuel oil (HFO)6680 3.3.3-01General MAN Diesel & Turbo 3.3.3 6680 3.3.3-01 EN 5 (12)Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.Economic operation with heavy fuel oil within the limit values specified in thetable entitled "The fuel specification and corresponding properties for heavyfuel oil" is possible under normal operating conditions, provided the system isworking properly and regular maintenance is carried out. If these require-ments are not satisfied, shorter maintenance intervals, higher wear and agreater need for spare parts is to be expected. The required maintenanceintervals and operating results determine, which quality of heavy fuel oilshould be used.It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.The prescribed injection viscosity of 12 14 mm2/s (for GenSets, 23/30Hand 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream ofthe engine must be observed. This is the only way to ensure efficient atomi-sation and mixture formation and therefore low-residue combustion. Thisalso prevents mechanical overloading of the injection system. For the prescri-bed injection viscosity and/or the required fuel oil temperature upstream ofthe engine, refer to the viscosity temperature diagram.Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.Viscosity and density influence the cleaning effect. This must be taken intoaccount when designing and making adjustments to the cleaning system.Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 380 mm2/s at 50 C. If theheavy fuel oil has a high concentration of foreign matter, or if fuels in accord-ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tankswill be required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.A separator is particularly suitable for separating material with a higher spe-cific density water, foreign matter and sludge, for example. The separatorsmust be self-cleaning (i.e. the cleaning intervals must be triggered automati-cally).Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 C. Selection of heavy fuel oilViscosity/injection viscosityHeavy fuel oil processingSettling tankSeparatorsSpecification for heavy fuel oil (HFO)6680 3.3.3-01General 2013-02-13 - de3.3.3 MAN Diesel & Turbo 6 (12) 6680 3.3.3-01 ENTable "Achievable proportion of foreign matter and water (following separa-tion)" shows the prerequisites that must be met by the separator. These limitvalues are used by manufacturers as the basis for dimensioning the separa-tor and ensure compliance.The manufacturer's specifications must be complied with to maximize thecleaning effect.Application in ships and stationary use: parallel installation1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flowrateFigure 3: Location of heavy fuel oil cleaning equipment and/or separatorThe separators must be arranged according to the manufacturers' currentrecommendations (Alpha Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel & Turbo should be consulted.If processing is carried out in accordance with the MAN Diesel & Turbo spec-ifications and the correct separators are chosen, it may be assumed that theresults stated in the table entitled "Achievable proportion of foreign matterand water" for inorganic foreign matter and water in the heavy fuel oil will beachieved at the engine inlet.Results obtained during operation in practie show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlubricating oil treatment process must be ensured.Definition Particle size QuantityInorganic foreign matterincluding catalyst particles< 5 m < 20 mg/kgAl+Si content -- < 15 mg/kgWater content -- < 0.2 % by vol. %Table 2: Achievable proportion of foreign matter and water (after separation)It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.Water2013-02-13 - deSpecification for heavy fuel oil (HFO)6680 3.3.3-01General MAN Diesel & Turbo 3.3.3 6680 3.3.3-01 EN 7 (12)Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.If the vanadium/sodium ratio is unfavorable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawater in the intake air.If the sodium content is higher than 100 mg/kg, this is likely to result in ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of the heavy fuel oil ash(also see "Additives for heavy fuel oils").Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above chapter for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these are aluminium silicateparticles that cause a high degree of wear in the injection system and theengine. The aluminium content determined, multiplied by a factor of between5 and 8 (depending on the catalytic bond), is roughly the same as the pro-portion of catalyst remnants in the heavy fuel oil.If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 C is prescribed for diesel engine fuels.The pour point is the temperature at which the fuel is no longer flowable(pumpable). As the pour point of many low-viscosity heavy fuel oils is higherthan 0 C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 C abovethe pour point.If the viscosity of the fuel is higher than 1,000 mm2/s (cST), or the tempera-ture is not at least 10 C above the pour point, pump problems will occur.For more information, also refer to "Low-temperature behaviour (ASTM D97)".If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injectionVanadium/SodiumAshHomogeniserFlash point (ASTM D 93)Low-temperature behaviour(ASTM D 97)Pump characteristicsCombustion propertiesSpecification for heavy fuel oil (HFO)6680 3.3.3-01General 2013-02-13 - de3.3.3 MAN Diesel & Turbo 8 (12) 6680 3.3.3-01 ENsystem is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see "Compatibility").Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be > 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel & Turbopiston engines.The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished that this method is suitable for determining the approximate igni-tion quality of the heavy fuel oil used.A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into a an instrument-specificcetane number (FIA-CN or EC). It has been established that in some cases,heavy fuel oils with a low FIA cetane number or ECN number can causeoperating problems.As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. (Also see illustration entitled "Nomogram for determin-ing the CCAI assigning the CCAI ranges to engine types").Ignition quality2013-02-13 - deSpecification for heavy fuel oil (HFO)6680 3.3.3-01General MAN Diesel & Turbo 3.3.3 6680 3.3.3-01 EN 9 (12)V Viscosity in mm2/s (cSt) at 50 C A Normal operating conditionsD Density [in kg/m3] at 15 C B The ignition characteristics canbe poor and require adapting theengine or the operating condi-tions.CCAI Calculated Carbon AromaticityIndexC Problems identified may lead toengine damage, even after ashort period of operation.1 Engine type 2 The CCAI is obtained from thestraight line through the densityand viscosity of the heavy fueloils.Figure 4: Nomogram for determining the CCAI assigning the CCAI ranges to enginetypesThe CCAI can be calculated using the following formula:CCAI = D - 141 log log (V+0.85) - 81The engine should be operated at the cooling water temperatures prescribedin the operating handbook for the relevant load. If the temperature of thecomponents that are exposed to acidic combustion products is below theacid dew point, acid corrosion can no longer be effectively prevented, even ifalkaline lubricating oil is used.The BN values specified in Section 3.3.6 are sufficient, providing the qualityof lubricating oil and the engine's cooling system satisfy the requirements.Sulphuric acid corrosionSpecification for heavy fuel oil (HFO)6680 3.3.3-01General 2013-02-13 - de3.3.3 MAN Diesel & Turbo 10 (12) 6680 3.3.3-01 ENThe supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtainthe required quality or viscosity of heavy fuel oil, it is extremely important thatthe components are compatible (see "Compatibility").MAN Diesel & Turbo engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below Addi-tives for heavy fuel oils classification/effects.Precombustion additives Dispersing agents/stabil-isers Emulsion breakers BiocidesCombustion additives Combustion catalysts(fuel savings, emissions)Post-combustion additives Ash modifiers (hot corro-sion) Soot removers (exhaust-gas system)Table 3: Additives for heavy fuel oils Classification/effectsFrom the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.CompatibilityBlending the heavy fuel oilAdditives to heavy fuel oilsHeavy fuel oils with lowsulphur content2013-02-13 - deSpecification for heavy fuel oil (HFO)6680 3.3.3-01General MAN Diesel & Turbo 3.3.3 6680 3.3.3-01 EN 11 (12)TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. "Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.To ensure sufficient cleaning of the fuel via the separator, perform regularfunctional check by sampling up- and downstream of the separator.Analysis of HFO samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab). SamplingAnalysis of samplesSpecification for heavy fuel oil (HFO)6680 3.3.3-01General 2013-02-13 - de3.3.3 MAN Diesel & Turbo 12 (12) 6680 3.3.3-01 ENMarine diesel oil (MDO) specificationMarine diesel oilMarine diesel oil, marine diesel fuel.Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.SpecificationThe suitability of fuel depends on the design of the engine and the availablecleaning options, as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.The properties are essentially defined using the ISO 8217-2010 standard asthe basis. The properties have been specified using the stated test proce-dures.Properties Unit Testing method DesignationISO-F specification DMBDensity at 15 C kg/m3ISO 3675 900Kinematic viscosity at 40 C mm2/s (cSt) ISO 3104 > 2.0< 11 *Pour point (winter quality) C ISO 3016 < 0Pour point (summer quality) C ISO 3016 < 6Flash point (Pensky Martens) C ISO 2719 > 60Total sediment content weight % ISO CD 10307 0.10Water content vol. % ISO 3733 < 0.3Sulphur content weight % ISO 8754 < 2.0Ash content weight % ISO 6245 < 0.01Carbon residue (MCR) weight % ISO CD 10370 < 0.30Cetane number or cetane index - ISO 5165 > 35Hydrogen sulphide mg/kg IP 570 < 2Acid value mg KOH/g ASTM D664 < 0.5Oxidation resistance g/m3ISO 12205 < 25Lubricity(wear scar diameter)m ISO 12156-1 < 520Copper strip test - ISO 2160 < 1Other specifications:British Standard BS MA 100-1987 Class M2ASTM D 975 2DASTM D 396 No. 2Table 1: Marine diesel oil (MDO) characteristic values to be adhered to* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed6 mm2/s @ 40 C, as this would reduce the lifetime of the injection system.Other designationsOrigin 2012-11-08 - deMarine diesel oil (MDO) specificationD010.000.023-04-0001General MAN Diesel & Turbo 010.000.023-04 D010.000.023-04-0001 EN 1 (2)Additional informationDuring transshipment and transfer, MDO is handled in the same manner asresidual oil. This means that it is possible for the oil to be mixed with high-viscosity fuel or heavy fuel oil with the remnants of these types of fuels inthe bunker ship, for example that could significantly impair the properties ofthe oil.Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 m.The fuel must be free of lubricating oil (ULO used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 C abovethe pour point to ensure that the required pumping characteristics are main-tained.A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 C.Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.Solid foreign matter increase mechanical wear and formation of ash in thecylinder space.We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 50C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.AnalysesAnalysis of fuel samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab). Lubricity Marine diesel oil (MDO) specificationD010.000.023-04-0001General 2012-11-08 - de010.000.023-04 MAN Diesel & Turbo 2 (2) D010.000.023-04-0001 ENGas oil / diesel oil (MGO) specificationDiesel oilGas oil, marine gas oil (MGO), diesel oilGas oil is a crude oil medium distillate and therefore must not contain anyresidual materials.SpecificationThe suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standardshave been extensively used as the basis when defining these properties. Theproperties correspond to the test procedures stated.Properties Unit Test procedure Typical valueDensity at 15 Ckg/m3ISO 3675 820.0 890.0Kinematic viscosity at 40 Cmm2/s (cSt) ISO 3104 2 6.0Filterability*in summer andin winter CC DIN EN 116DIN EN 116 0 -12Flash point in closed cup C ISO 2719 60Sediment content (extraction method) weight % ISO 3735 0.01Water content Vol. % ISO 3733 0.05Sulphur contentweight %ISO 8754 1.5Ash ISO 6245 0.01Coke residue (MCR) ISO CD 10370 0.10Hydrogen sulphide mg/kg IP 570 < 2Acid number mg KOH/g ASTM D664 < 0.5Oxidation stability g/m3ISO 12205 < 25Lubricity(wear scar diameter)m ISO 12156-1 < 520Cetane number or cetane index - ISO 5165 40Copper strip test - ISO 2160 1Other specifications:British Standard BS MA 100-1987 M1ASTM D 975 1D/2DTable 1: Diesel fuel (MGO) properties that must be complied with.* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determiningthe cloud point in accordance with ISO 3015 Other designations 2012-11-08 - deGas oil / diesel oil (MGO) specificationD010.000.023-01-0001General MAN Diesel & Turbo 010.000.023-01 D010.000.023-01-0001 EN 1 (2)Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 C.Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 m.You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.AnalysesAnalysis of fuel samples is very important for safe engine operation. We cananalyse fuel for customers at our laboratory (PrimeServLab).Use of diesel oilViscosityLubricity Gas oil / diesel oil (MGO) specificationD010.000.023-01-0001General 2012-11-08 - de010.000.023-01 MAN Diesel & Turbo 2 (2) D010.000.023-01-0001 ENViscosity-temperature diagram (VT diagram)Explanations of viscosity-temperature diagramFigure 1: Viscosity-temperature diagram (VT diagram)In the diagram, the fuel temperatures are shown on the horizontal axis andthe viscosity is shown on the vertical axis.The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 C.Determining the viscosity-temperature curve and the required preheating temperaturePrescribed injection viscosityin mm/sRequired temperature of heavy fuel oilat engine inlet* in C 12 126 (line c) 14 119 (line d)Table 1: Determining the viscosity-temperature curve and the required preheatingtemperature* With these figures, the temperature drop between the last preheatingdevice and the fuel injection pump is not taken into account. Example: Heavy fuel oil with180 mm/s at 50 C2012-08-03 - deViscosity-temperature diagram (VT diagram)Viscosity-temperature diagram (VT diagram)General MAN Diesel & Turbo 010.000.023-06 D010.000.023-06-0001 EN 1 (2)A heavy fuel oil with a viscosity of 180 mm2/s at 50 C can reach a viscosityof 1000 mm2/s at 24 C (line e) this is the maximum permissible viscosity offuel that the pump can deliver.A heavy fuel oil discharge temperature of 152 C is reached when using arecent state-of-the-art preheating device with 8 bar saturated steam. Athigher temperatures there is a risk of residues forming in the preheating sys-tem this leads to a reduction in heating output and thermal overloading ofthe heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1 000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil