MAN 48-60 Engine Extern

Project Guidefor Diesel Power Plants

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Project Guidefor Diesel Power Plants

Stationary Plants Status 07.2004

MAN B&W Diesel AGP.O.B. 10 00 80D-86135 AugsburgPhone: +49-821-322-0Telefax: +49-821-322-3382e-mail: [email protected]: www.manbw.com

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Contents

1 Basic information ............................................................. 1 - 1

1.1 Power plants by MAN B&W Diesel ................................................................... 1 - 3

1.2 About the Project Guide.................................................................................... 1 - 5

1.3 Power plant concept ......................................................................................... 1 - 7

1.4 Selection of engine (25MW, 55MW, 105MW) ................................................. 1 - 25

2 Engine................................................................................ 2 - 1

2.1 Data concerning all engines ............................................................................. 2 - 32.1.1 Historical development of MAN B&W Diesel engines ......................................... 2 - 3

2.1.2 Programme for works test of four-stroke engines............................................... 2 - 9

2.1.3 Earthing measures on Diesel engines and bearing insulation on generators.... 2 - 10

2.1.4 Engine Running-in ............................................................................................. 2 - 12

2.1.5 Acceleration times ............................................................................................. 2 - 15

2.1.6 Standard reference conditions .......................................................................... 2 - 17

2.1.7 Load application ................................................................................................ 2 - 18

2.1.8 Adjustment of output and power....................................................................... 2 - 23

2.1.9 Exhaust gas emissions ...................................................................................... 2 - 28

2.1.10 Generator plants in isolated operation .............................................................. 2 - 30

2.1.11 Turbo charger and charge air cooler ................................................................. 2 - 32

2.1.12 Jet Assist ........................................................................................................... 2 - 33

2.1.13 Condensate amount .......................................................................................... 2 - 35

2.2 Engine 48/60..................................................................................................... 2 - 372.2.1 Outputs, speeds and designations.................................................................... 2 - 37

2.2.2 Dimensions, weights and cross sections .......................................................... 2 - 40

2.2.3 Calculation of performance (Projedat) ............................................................... 2 - 43

2.2.4 Engine noise..................................................................................................... 2 - 45

2.2.5 Intake noise ....................................................................................................... 2 - 46

2.2.6 Exhaust gas noise.............................................................................................. 2 - 47

2.2.7 Planning data..................................................................................................... 2 - 48

2.2.8 Maintenance and spare parts ............................................................................ 2 - 51

2.2.9 Turbo charger .................................................................................................... 2 - 55

3 Quality requirements........................................................ 3 - 1

3.1 Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDO) ........ 3 - 3

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3.2 Quality of lube oil for heavy fuel oil operation (HFO)...................................... 3 - 7

3.3 Quality of engine cooling water...................................................................... 3 - 11

3.4 Checking cooling water .................................................................................. 3 - 19

3.5 Cleaning cooling water ................................................................................... 3 - 23

3.6 Quality of raw-water in cooling tower operation (addtive and circulating water) 3 - 25

3.7 Quality of heavy fuel oil (HFO) ........................................................................ 3 - 27

3.8 Quality of Marine Diesel Fuel (MDO) .............................................................. 3 - 37

3.9 Quality of gas oil/Diesel fuel (MGO) ............................................................... 3 - 39

3.10 Viscosity temperature-diagram...................................................................... 3 - 41

3.11 Quality of intake air (combustion air) ............................................................. 3 - 43

3.12 Quality of water used in exhaust gas boiler plants....................................... 3 - 45

4 Genset ............................................................................... 4 - 1

4.1 Genset for engine V48/60.................................................................................. 4 - 3

5 Engine-related systems................................................... 5 - 1

5.1 Engine-related systems - engine V48/60......................................................... 5 - 35.1.1 Lube oil system.................................................................................................... 5 - 3

5.1.2 2-circuit radiator cooling system ......................................................................... 5 - 85.1.2.1 High temperature (HT) cooling water circuit ...................................... 5 - 85.1.2.2 Low temperature (LT) cooling water circuit ..................................... 5 - 125.1.2.3 Nozzle cooling water circuit ............................................................. 5 - 17

5.1.3 Cooling tower cooling system ........................................................................... 5 - 20

5.1.4 Fuel oil system................................................................................................... 5 - 22

5.1.5 Combustion air system...................................................................................... 5 - 26

5.1.6 Exhaust gas system (downstream of the engine).............................................. 5 - 30

6 Engine-related modules and components..................... 6 - 1

6.1 Engine-related modules and components - data concerning all engines ... 6 - 36.1.1 Selection of economic serial products and procurement of accessories (electric mo-

tors, pumps, strainer and filter, control valves, cooler/ heat exchanger) ............ 6 - 36.1.1.1 Electric motors ................................................................................... 6 - 36.1.1.2 Pumps ................................................................................................ 6 - 46.1.1.3 Strainer ............................................................................................ 6 - 15

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6.1.1.4 Filter ................................................................................................. 6 - 166.1.1.5 Temperature Control valves ............................................................. 6 - 226.1.1.6 Cooler/ Heat exchanger (HE) .......................................................... 6 - 23

6.1.2 Radiator cooling system.................................................................................... 6 - 26

6.1.3 Cooling tower cooling system (forced- air- cooled) .......................................... 6 - 30


6.1.5 Exhaust gas system........................................................................................... 6 - 38

6.1.6 Cleaning system for fuel and lube oil ................................................................ 6 - 44

6.2 Engine-related modules and components - engine V48/60 - for 6 - 476.2.1 Lube oil system.................................................................................................. 6 - 47

6.2.2 2-circuit radiator cooling system ....................................................................... 6 - 526.2.2.1 High temperature (HT) cooling water circuit .................................... 6 - 526.2.2.2 Low temperature (LT) cooling water circuit ..................................... 6 - 556.2.2.3 Nozzle cooling water circuit ............................................................. 6 - 57

6.2.3 Cooling tower cooling system ........................................................................... 6 - 59

6.2.4 Fuel oil system................................................................................................... 6 - 62


6.2.6 Exhaust gas module .......................................................................................... 6 - 69

7 Plant-related supply systems.......................................... 7 - 1

7.1 Plant-related supply systems - description for all plants .............................. 7 - 37.1.1 Lube oil supply system........................................................................................ 7 - 3

7.1.2 Water supply and treatment system.................................................................... 7 - 5

7.1.3 Diesel oil supply system ...................................................................................... 7 - 7

7.1.4 Heavy fuel oil supply and treatment system........................................................ 7 - 9

7.1.5 Start / control air supply system........................................................................ 7 - 11

7.1.6 Engine preheating system ................................................................................. 7 - 13

7.2 Plant-related supply systems - drawings for 55MW plant........................... 7 - 177.2.1 Lube oil supply system...................................................................................... 7 - 18

7.2.2 Water supply and treatment system.................................................................. 7 - 20

7.2.3 Diesel oil supply system .................................................................................... 7 - 22

7.2.4 Heavy fuel oil supply and treatment system...................................................... 7 - 24



7.3 Plant-related supply systems - drawings for 105MW plant......................... 7 - 337.3.1 Lube oil supply system...................................................................................... 7 - 34

7.3.2 Water supply and treatment system.................................................................. 7 - 36

7.3.3 Diesel oil supply system .................................................................................... 7 - 38

7.3.4 Heavy fuel oil supply and treatment system...................................................... 7 - 40

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8 Plant-related supply modules and components ........... 8 - 1

8.1 Plant-related supply modules and components - description for all plants 8 - 38.1.1 Lube oil supply modules and components ......................................................... 8 - 3

8.1.2 Water supply, treatment modules and components ........................................... 8 - 5

8.1.3 Diesel oil supply modules and components........................................................ 8 - 7

8.1.4 Heavy fuel oil supply modules and components................................................. 8 - 9

8.1.5 Start / control air supply modules and components ......................................... 8 - 11


8.2 Plant-related supply modules and components - drawings for 55MW plant 8 - 158.2.1 Lube oil supply modules and components ....................................................... 8 - 16

8.2.2 Water supply, treatment modules and components ......................................... 8 - 17

8.2.3 Diesel oil supply modules and components...................................................... 8 - 19

8.2.4 Heavy fuel oil supply modules and components............................................... 8 - 21


8.2.6 Engine preheating modules and components................................................... 8 - 25

8.3 Plant-related supply modules and components - drawings for 105MW plant 8 - 278.3.1 Lube oil supply modules and components ....................................................... 8 - 28

8.3.2 Water supply, treatment modules and components ......................................... 8 - 29

8.3.3 Diesel oil supply modules and components...................................................... 8 - 31

8.3.4 Heavy fuel oil supply modules and components............................................... 8 - 33


8.3.6 Engine preheating modules and components................................................... 8 - 38

9 External exhaust and boiler systems ............................. 9 - 1

9.1 External exhaust and boiler systems - description for all plants .................. 9 - 3

9.2 Exhaust gas treatment system - description for all plants............................ 9 - 49.2.1 Selective catalytic reduction system (DeNOx)..................................................... 9 - 4

9.2.2 Desulphurisation system (DeSOx) ....................................................................... 9 - 6

9.2.3 Particulate Matter (PM) ........................................................................................ 9 - 9

9.3 Heat recovery system...................................................................................... 9 - 119.3.1 Calculation of heat demand - for 55MW- plant ................................................. 9 - 11

9.3.2 Steam generation system - diagram ................................................................. 9 - 13

9.3.3 Thermal oil system - diagram ............................................................................ 9 - 15

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9.3.4 Hot water generation system - diagram ............................................................ 9 - 16

10 External exhaust and boiler modules andcomponents 10 - 1

10.1 Exhaust modules and components - description for all plants................... 10 - 310.1.1 Main stacks and flow noise ............................................................................... 10 - 3

10.1.2 Bypass stack - Photograph of existing power plant ......................................... 10 - 8

10.2 Exhaust gas treatment modules and components -photographs of existing power plants 10 - 910.2.1 Desulphurisation (DeSOx) with NaOH- scrubber .............................................. 10 - 9

10.2.2 Desulphurisation (DeSOx) with limestone- scrubber....................................... 10 - 10

10.2.3 ESP for V48/60 ................................................................................................ 10 - 13

10.3 Heat recovery modules and components ................................................... 10 - 1410.3.1 Exhaust gas boiler for steam generation ......................................................... 10 - 14

10.3.2 Exhaust gas boiler for thermal oil system........................................................ 10 - 15

11 Plant-related electrical systems ................................... 11 - 1

11.1 Electrical system.............................................................................................. 11 - 311.1.1 General design................................................................................................... 11 - 3

11.1.2 High voltage part ............................................................................................... 11 - 5

11.1.3 Step-up-transformer.......................................................................................... 11 - 6

11.1.4 Medium voltage system................................................................................... 11 - 11

11.1.5 Service transformer ......................................................................................... 11 - 15

11.1.6 Low voltage part .............................................................................................. 11 - 18

11.2 Generator / alternator.................................................................................... 11 - 1911.2.1 General design................................................................................................. 11 - 19

11.2.2 Mechanic part.................................................................................................. 11 - 20

11.2.3 Electrical part................................................................................................... 11 - 21

11.3 Control, monitoring and alarm system ........................................................ 11 - 2511.3.1 General design................................................................................................. 11 - 25

11.3.2 Control system ................................................................................................ 11 - 27

11.3.3 Engine.............................................................................................................. 11 - 30

11.4 Concept layout for MAN B&W Diesel standard scope ............................... 11 - 31

11.5 Single line diagram ........................................................................................ 11 - 37

11.6 Lists for electrical systems ........................................................................... 11 - 3911.6.1 List of cables ................................................................................................... 11 - 39

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11.6.2 List of equipment............................................................................................. 11 - 40

11.6.3 List of measuring points .................................................................................. 11 - 41

11.6.4 List of consumers ............................................................................................ 11 - 42

11.6.5 List of Electric motors...................................................................................... 11 - 46

11.6.6 List of measurement and control devices ....................................................... 11 - 47

11.6.7 List of signals................................................................................................... 11 - 51

11.7 Data sheets for electrical system................................................................. 11 - 53

11.8 Earthing and protection system ................................................................... 11 - 5511.8.1 Earthing system............................................................................................... 11 - 55

11.8.2 Protection ........................................................................................................ 11 - 63

11.8.3 Touch / step voltages evaluation..................................................................... 11 - 66

11.9 Lighting and small power system ................................................................ 11 - 69

11.10 Drawings and documentation for electrical systems................................. 11 - 71

12 Tank farm........................................................................ 12 - 1

12.1 Tank farm - description for all plants............................................................. 12 - 3

12.2 Tank farm - drawings for 55MW plant ......................................................... 12 - 11

12.3 Tank farm - drawings for 105MW plant ....................................................... 12 - 13

13 Plant Service and protection system ........................... 13 - 1

13.1 Plant Service and protection systems- description for all plants ............... 13 - 313.1.1 Work air system................................................................................................. 13 - 3

13.1.2 Fire detection and fire fighting systems ............................................................ 13 - 5

13.1.3 Waste treatment and disposal........................................................................... 13 - 713.1.3.1 Sludge and leakage treatment and discharge system .................... 13 - 713.1.3.2 Contaminated process water treatment and discharge system ...... 13 - 9

13.2 Plant service and protection systems- drawings for all plants ................. 13 - 1113.2.1 Schematic diagram treatment of contaminated process waters .................... 13 - 11

13.2.2 Components .................................................................................................... 13 - 1313.2.2.1 Leakage oil/sludge module ............................................................ 13 - 1313.2.2.2 Photograph of installed leakage oil/sludge module ....................... 13 - 1513.2.2.3 Detail drawing for sludge pit (2 chamber) ...................................... 13 - 1713.2.2.4 Detail sketch for sludge pit (3 chamber) ........................................ 13 - 19

13.3 Plant service and protection systems- drawing for 55 MW plant ........ 13 - 2113.3.1 Work air system .............................................................................................. 13 - 22

13.3.2 Sludge-, leakage-, HFO treatment- and discharge system.......................... 13 - 26

13.3.3 Heavy- fuel oil separator- module ................................................................... 13 - 29

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13.4 Plant service and protection systems - drawings for 105 MW plant ........ 13 - 3113.4.1 Work air system............................................................................................... 13 - 32

13.4.2 Sludge-, leakage-, HFO treatment and discharge system .......................... 13 - 36

13.4.3 Heavy- fuel oil separator - module .................................................................. 13 - 39

14 Buildings ......................................................................... 14 - 1

14.1 Descriptions for engines V32/40 and V48/60 ................................................ 14 - 314.1.1 Power House ..................................................................................................... 14 - 3

14.1.2 Power House Ventilation system..................................................................... 14 - 30

14.1.3 Power House crane ......................................................................................... 14 - 3914.1.3.1 Sole plate 48/60 ............................................................................. 14 - 41

14.1.4 Pump House, fuel treatment............................................................................ 14 - 4714.1.4.1 Ventilation of the separator room .................................................. 14 - 48

14.1.5 Unloading and weighting station ..................................................................... 14 - 51

14.1.6 Work shop and stores ..................................................................................... 14 - 53

15 Project engineering........................................................ 15 - 1

15.1 Minimum data for quotation of MAN B&W Diesel stationary power plant . 15 - 3

15.2 Engineering service for planning a power plant ......................................... 15 - 15

15.3 Timetable and milestones............................................................................. 15 - 19

15.4 Piping with related fittings, seals, armatures.............................................. 15 - 2515.4.1 System - isometric - lube oil............................................................................ 15 - 31

15.5 Typical drawings generated from plant design .......................................... 15 - 3315.5.1 Steel support construction .............................................................................. 15 - 33

15.5.2 Pipe- isometric................................................................................................. 15 - 35

15.6 Photoseries of existing power plants .......................................................... 15 - 37

15.7 Noise investigation ........................................................................................ 15 - 43

15.8 Miscellaneous ................................................................................................ 15 - 47

16 Appendix ......................................................................... 16 - 1

16.1 Symbols ............................................................................................................ 16 - 3

16.2 Marking instruction for power plant components ...................................... 16 - 21

16.3 Code for accessories .................................................................................... 16 - 25

16.4 Abbreviations ................................................................................................. 16 - 39

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16.5 Conversion of Units ....................................................................................... 16 - 41

16.6 Flow rate and velocity diagram for liquids, gases and vapours................ 16 - 45

16.7 Calculation of the system resistance and adjustment of the centrifugal pump to the service point 16 - 47

16.8 List of MAN B&W drawings........................................................................... 16 - 51

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i

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1 Basic information

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Power plants by MAN B&W Diesel

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1.1 Power plants by MAN B&W Diesel

MAN B&W Diesel

MAN B&W Diesel is the Diesel engine manufac-turer who can look back upon the most years oftradition worldwide.

Rudolf Diesel, inventor cooperating with MANAugsburg works, developed the world’s firstDiesel engine from 1893 to 1897. MAN B&WDiesel is thus considered as the "birthplace" ofthe Diesel engine.

Thereafter, MAN concentrated on the produc-tion of stationary Diesel power plants. In 1904,MAN delivered the world’s first large Dieselpower plant to Kiew.

The MAN B&W Diesel parent works at Augsburgtoday concentrates

• On the improvement and manufacturing ofmedium speed Diesel engines, and

• On the planning and delivery of stationaryDiesel power plants up to turnkey plants.

With regard to the century-long tradition MANB&W Diesel strives to optimise the products andto develop the best solution for the client withregard to technology and efficiency.

Power plant concept

The power houses and especially the foundationfor the Diesel-generator-sets passed throughhistorical developments.

MAN B&W Diesel reengineered the power plantconcept according to today’s and tomorrow’sdemands. In the new concept all components,i.e. genset, mechanical accessories, pipes, ca-bles and electric equipment, are positioned onone level within the power house.

The design of the single-floor power plant fo-cused on the following objectives:

• Space-saving and service-friendly arrange-ment,

• Simple and cost-effective design of the struc-ture,

• Fast and uncomplicated assembly and com-missioning,

• Stable and efficient operation during the en-tire life cycle of the system.

The objectives were achieved by these meas-ures:

• Reduction of enclosed space for the powerhouse,

• Simple design of the structure,

• Modular design and assembly to the greatestpossible extent,

• Prefabrication and delivery of ready to installDiesel-generator-sets and modules in themanufacture works,

• Obtainment of tested, well-running concepts,

• Obtainment of short manufacturing and de-livery times for the Diesel power plants at ac-ceptable investments.

This new single-floor power plant concept, asseen in the following figure, is the standard con-cept. It is described in detail in this ProjectGuide.

MAN B&W Diesel today offers different engine-generator-sets for the single-floor power house.They are described in Chapter 4 "Genset", Page4-1.

When planning a power plant, MAN B&W Dieselrequires the data given in Chapter 15.1 "Mini-mum data for quotation of MAN B&W Diesel sta-tionary power plant", Page 15-3, from the client.


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Figure 1-1 Cross-section of single-floor power house


About the Project Guide

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1.2 About the Project Guide

Objective

The Project Guide serves

• To give the client information on MAN B&WDiesel power plants, and

• To support the MAN B&W Diesel sales de-partment to plan a power plant.

The Project Guide is to assist the preparation ofa power plant project and to give first informa-tion on the power plant design.

Described engines and plants

The Project Guide describes power plants ofthree different sizes and comprising different en-gines. These are:

• Power plant 25MW

Comprising 3 x engine 18V 32/40





According to your needs, the Project Guide de-scribes either

• all above mentioned engines and powerplants, or

• one engine or plant of your interest.

Projedat

Projedat is an electronic computer program forthe determination of engine planning data suchas

• site rating,

• quantity of heat to be dissipated,

• intake air quantity

• axhaust gas quantity

• exhaust gas temperature

depending on the site conditions, e.g.:

• ambient climatic conditions (minimum andmaximum ambient temperatures)

• geodetic site altitude,

• cooling system.

The Projedat computer program cannot be usedexternally.

On example each, both fo rthe 18V 32/40 andthe 18V 48/60 engine is included in Chapter2.2.3 "Calculation of performance (Projedat)",Page 2-43 and Chapter 2.2.3 "Calculation ofperformance (Projedat)", Page 2-43, as visualdemonstration material.

PDS-Numbers

The PDS-Numbers stated below each chapterheadline refer to the "Produkt-Daten-Struktur"(product-data-classification) MAN B&W Dieseluses to organise its quotations.

When receiving a MAN B&W Diesel quotation,you will recognise the PDS-Numbers.

Engine versions

Several MAN B&W Diesel engines are availableas L-engines as well as V-engines. In the ProjectGuide, please note that the texts, tables and fig-ures are marked as follows:

• Letter "L" or "V" before the engine type

The information is valid for the stated engineversion only.

Example: "Engine L 32/40".

• No letter before the engine type

The information applies to both the L-engineand the V-engine, if existent.

Example: "Engine 32/40".

Constrictions

The Project Guide covers information on typicalpower plants. The data given is exemplary andnot binding.


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The Project Guide does not substitute the de-tailed design, specifications and calculations ofthe project engineering for an individual engineor power plant.

All information in the Project Guide is subject tochange by MAN B&W Diesel without notice.

The Project Guide is property of MAN B&W Die-sel. It may not be reproduced, communicated orpublished without prior written consent by MANB&W Diesel.


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1.3 Power plant concept

Diesel power plants

Usually, Diesel engines are used for stationaryapplication in combination with generators forpower generation.

The area of application comprises ranges fromthe coverage of peak loads or basic loads inpublic mains supplies to isolated applicationsfor industrial consumers. The favoured workingmaterial is the well-priced heavy oil, but engineoperation with gas is also available.

The MAN B&W Diesel medium speed four-stroke Diesel engines, types 32/40 and 48/60,cover a range of performance from approx.4.3MW to approx. 18.9MW per genset.

The four-stroke Diesel engine has several ad-vantages as opposed to the two-stroke Dieselengine that recommend it for stationary applica-tion. It demands less space, smaller foundationand has lower investment costs. Generally, thepower generation by power plants mediumspeed four-stroke engines is more cost-effectivethan that by power plants with slow speed two-stroke engines. Thus, the power plant with four-stroke engines is amortised faster.

From the abundance of power plants built byMAN B&W Diesel, three representative powerplant sizes are presented in the following. Theseare:






Comprising 6 x engine 18V 48/60.


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25MW power plant

Figure 1-2 Layout- example for 25 MW plant

Figure 1-3 Side view of power house - example for 25MW power plant

Three dimensional view generated from plant design

1. Power house2. Exhaust gas boiler plan3. DeSOx plant4. Radiator cooler plant5. Tank farm6. Pump house7. Workshop store


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25MW power plant

Figure 1-4 Cross section and view from above - example for 25MW power plant

Typical layout drawing (consisting of figure 1-4 to 1-5)


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25MW power plant

Figure 1-5 Table for plant equipment and weights - example for 25MW power plant



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25MW power plant - site plan

Figure 1-6 Site plan - example for 25MW power plant

TANKFARM DETAILS SEE CHAPTER 12


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55MW power plant

Figure 1-7 Power house and radiator cooler plant - example for 55MW power plant

Figure 1-8 View inside the power house


1. Power house2. Exhaust gas duct3. Air intake4. Chimney5. Radiator cooler plant


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55MW power plant

Figure 1-9 Power house - example for 55MW power plant

Figure 1-10 Power house - example for 55MW power plant

Photograph of an executed power plant


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55MW power plant

Figure 1-11 Power house, sectional view - example for 55MW power plant



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55MW power plant

Figure 1-12 Longitudinal section- example for 55MW power plant



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55MW power plant

Figure 1-13 Power house, topview - example for 55MW power plant level above ± 0,00, level above + 6,50, level above +10,50.



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55MW power plant




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55MW power plant- Site plan




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105MW power plant

Figure 1-16 Power plant with 3 x 55MW (165 MW)

Figure 1-17 View inside the power house (5 x18V 48/60)


1) Power house2) Exhaust gas duct3) Air intake4) chimney5) Radiator cooler6) Tank farm7) Pump house


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105MW power house

Figure 1-18 Power house cross section - example for 105MW power plant



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105MW power plant

Figure 1-19 Longitudinal section of power house - example for 105MW power plant



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105MW power plant

Figure 1-20 Power house - topview example for 105MW power plant, above level ± 0,00, above level + 6,5, above level + 20,50



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105MW power plant




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105MW power plant- site plan




Selection of engine (25MW, 55MW, 105MW)

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1.4 Selection of engine (25MW, 55MW, 105MW)To select the number and type of engine neces-sary for the power plant, see Figure 1-23, Page 1-25.

Figure 1-23 Selection of engine


Selection of engine (25MW, 55MW, 105MW)

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2 Engine


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Data concerning all engines

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2.1 Data concerning all engines

2.1.1 Historical development of MAN B&W Diesel enginesThe Diesel engine is a modern prime mover at ahigh state of development.

At the Augsburg location, MAN B&W Diesel de-velops and builds large super-charged, mediumspeed four-stroke Diesel engines.

The V 32/40 and V 48/60 engines, both used forthe power plant concept "single-floor powerhouse", are described in Chapter 2 "Engine",Page 2-1.

The characteristics of the Diesel engine are:

• High efficiency,

• Low fuel consumption,

• High availability,

• The ability to burn fuel of poor and poorestquality at

- Reduced wear, thus long lifetime, despitehigh firing pressure.

The following graphs show the development ofthe MAN B&W Diesel engines.

Figure 2-1 Development of mean effective pressure (left) and mean piston speed (right)

Mean effective pressure (mep):

Engine 32/40.......................................... 24.9bar

Engine 48/60.......................................... 23.2bar

In 1951 MAN B&W Diesel tested super-chargingengines which is today state of the art.

Mean piston speed:

Since, 1990 a mean piston speed of 10m/s issafely controllable in series due to the availablematerials and metallurgy.



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Figure 2-2 Development of specific fuel oil consumption (sfoc) (g/kWh)

The combustion process was optimised by im-proved materials which allow

• Higher firing pressure,

• Improved combustion,

• Reduced consumption,

• Improved efficiency.

In 1892 Rudolf Diesel mentioned, in his patent, afiring pressures of 250bar. Today, firing pres-sures of 220bar are achieved.



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Figure 2-3 Wear rate improvements

Despite maximum demands made on enginescomponents, better wear rates and reductionsin the times between overhaul can, and must be,achieved by using improved materials and ma-terial combinations.



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Figure 2-4 Prime mover systems

Development of the efficiency of four-stroke Die-sel engines

The efficiency was improved due to utilisation ofexhaust gas (Diesel combined cycle).



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Figure 2-5 Sankey-diagram

MAN B&W Diesel uses two-step charge air cool-ers. Thus, a bulk of the energy of the combustionair compressed in the turbocharger can be usedfor heat recovery at a high temperature level.



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Figure 2-6 HFO operation with exhaust gas treatment and heat recovery

For exhaust gas treatment MAN B&W Diesel of-fers

• NOx-reduction in selective catalytic reduction(DeNOx),

• SOx-reduction in scrubber-plants (DeSOx).




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2.1.2 Programme for works test of four-stroke enginesPDS: 10 10 350, 20 30 70

Figure 2-7 Operating points to be considered during the acceptance test run

Acceptance test record

• Service records for above load points in ac-cordance with ISO Standard 3046-1.

• Service records for load points 25%, 50%,75% and 110% of previous test run meas-urement.

• Records of starting attempts, governor test-ing and safety system testing of previous testrun measurements.

Remarks

• Further load points can only be demonstratedduring the acceptance test run (30 minuteseach), if this is part of the contract.

• After the acceptance test run, the compo-nents will be inspected, as far as this is pos-sible without dismantling them.

Components will only be removed on cus-tomer’s order.

Cons. No. Engine rating Operating time LT cooling water temperature

% site rating min. °C (ISO)

1 100 60 25

2 100 30 According to site conditions

3 85 30 According to site conditions


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2.1.3 Earthing measures on Diesel engines and bearing insulation on generatorsPDS: 70 50

General

The use of electrical equipment on Diesel en-gines requires precautions to be taken for pro-tection against shock current and forequipotential bonding. These not only serve asshock protection but also for functional protec-tion of electric and electronic devices (EMC pro-tection, device protection in case of welding,etc.).

Figure 2-8 Earthing connection on engine



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Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked withthe earthing symbol have been provided in theengine foot on both ends of the engines.

It has to be ensured that earthing is carried outimmediately after engine set-up! (If this cannotbe accomplished any other way, at least provi-sional earthing is to be effected right at the be-ginning.)

Measures to be taken on the generator

Because of slight magnetic unbalances and ringexcitations, shaft voltages, i.e. voltages be-tween the two shaft ends, are generated in elec-trical machines. In the case of considerablevalues (e.g. >0.3V), there is the risk that bearingdamage occurs due to current transfers. For thisreason, at least the bearing that is not located onthe drive end is insulated on generators approx.> 1MW. For verification, the voltage available atthe shaft (shaft voltage) is measured while thegenerator is running and excited. With unobjec-tionable insulation, this voltage corresponds tothe voltage between “shaft” and “earth”. In orderto protect the prime mover and to divert electro-static charging, an earthing brush is often fittedon the coupling side.

Observation of the required measures is thegenerator manufacturer’s responsibility.

Consequences of inadequate bearing insula-tion on the generator, and insulation check

In case the bearing insulation is inadequate,e.g., if the bearing insulation was short-circuitedby a measuring lead (PT100, vibration sensor),leakage currents may occur, which result in thedestruction of the bearings. One possibility tocheck the insulation with the machine at stand-still (prior to coupling the generator to the en-gine; this, however, is only possible in the caseof single–bearing generators) would be to raisethe generator rotor (insulated, in the crane) onthe coupling side, and to measure the insulationby means of the Megger test against earth (inthis connection, the max. voltage permitted bythe generator manufacturer is to be observed!).

Another possibility would be to measure thevoltage between the shaft end on the free engineend and the generator casing, once the ratedspeed and the nominal voltage of the generatorhave been reached. If the measured voltage islower than 0.5 V (alternating voltage), the gener-ator manufacturer should be consulted.

Earthing conductor

The nominal cross section of the earthing con-ductor (equipotential bonding conductor) has tobe selected in accordance with DIN VDE 0100,part 540 (up to 1000V) or DIN VDE 0141 (in ex-cess of 1KV).

Generally, the following applies:

The protective conductor to be assigned to thelargest main conductor is to be taken as a basisfor sizing the cross sections of the equipotentialbonding conductors.

Flexible conductors have to be used for the con-nection of resiliently mounted engines.

Execution of earthing

At stationary plants, earthing has to be carriedout by the party responsible for the constructionof the plant.

Earthing strips are not included in the MAN B&WDiesel scope of supply.

Additional information regarding the use ofwelding equipment

In order to prevent damage on electrical compo-nents, it is imperative to earth welding equip-ment close to the welding area, i.e., the distancebetween the welding electrode and the earthingconnection should not exceed 10m.



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2.1.4 Engine Running-inPDS: 230 110

PreconditionsEngines must be run in

• during commissioning at site if, after the testrun, pistons or bearings were removed for in-spection and/or if the engine was partly orcompletely disassembled for transport,

• on installation of new running gear compo-nents, e.g. cylinder liners, piston rings, mainbearings, big-end bearings and piston pinbearings,

• on installation of used bearing shells,

• after an extended low-load operation (> 500operating hours).

Supplementary information

Adjustment required

Surface irregularities on the piston rings and thecylinder liner running surface are smoothed outduring the running-in process. The process isended when the first piston ring forms a perfectseal towards the combustion chamber, i.e. thefirst piston ring exhibits an even running surfacearound its entire circumference. If the engine issubjected 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. scald marks) on the running surfaces ofthe rings and the cylinder liner and increasedwear 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 thecylinder liner, the quality of the fuel and lube oiland the loading and speed of the engine. Therunning-in periods shown in Figure 2-9, Page2-14, and Figure 2-10, Page 2-14, respectively,are, therefore, for guidance only.

Operating media

Fuel

Diesel oil or heavy fuel oil can be used for therunning-in process. The fuel used must satisfythe quality requirements (see Chapter 3 "Qualityrequirements", Page 3-1) and be appropriate forthe fuel system layout.

The gas that is to be later used under operation-al conditions is best used for running-in spark-ignited gas engines. Dual-fuel engines are run-inin Diesel mode using the fuel oil that will later beused as pilot oil.

Lubricating oil

The lubricating oil to be used while running in theengine must satisfy the quality requirements(see Chapter 3 "Quality requirements", Page3-1) relating to the relevant fuel quality.

Attention!

The lube oil system is to be rinsed out before fill-ing it for the first time (see MAN B&W DieselWork Card 000.03).

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 controlcabinet and/or the operator’s panel and causesthe cylinder lubrication to be activated over theentire load range already when the engine isstarted. The increased oil supply has a favoura-ble effect on the running-in of the piston ringsand pistons. After completion of the running-inprocess, the cylinder lubrication is to beswitched back to “Normal Mode”.



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Checks

During running-in, the bearing temperature andcrankcase are to be checked

• for the first time after 10 minutes of operationat minimum speed,

• again after operational output levels havebeen reached.

The bearing temperatures (camshaft bearings,big-end and main bearings) are to be measuredand compared with those of the neighbouringbearings. For this purpose, an electric tracer-type thermometer can be used as measuringdevice.

At 85% load and on reaching operational outputlevels, the operating data (firing pressures, ex-haust gas temperatures, charge air pressure,etc.) are to be checked and compared with theacceptance record.

Standard running-in programme

In the case of engines driving generators, theengine speed is, within the specified period, atfirst increased up to the normal speed beforeload is applied. During the entire running-in pe-riod, the engine output is to remain within theoutput range that has been marked in Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14, resp.Critical speed ranges are to be avoided.

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, asa rule. Nevertheless, repeated running is re-quired after assembly at the final place of instal-lation if pistons or bearings were removed forinspection after the test run or if the engine waspartly or completely disassembled for transpor-tation.

Running-in after installation of new running gear components

In case cylinder liners, pistons and/or pistonrings are replaced on the occasion of overhaulwork, 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 becarried out according to Figure 2-9, Page 2-14and Figure 2-10, Page 2-14, and/or the pertinentexplanations.

The cylinder liner requires rehoning according toMAN B&W Diesel Work Card 050.05 unless it isreplaced. 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 bearings)

If used bearing shells were refitted or new bear-ing shells installed, the respective bearings willhave to be run in. The running-in period shouldbe 3 to 5 hours, applying load in stages. The re-marks in the previous paragraphs, especially un-der "Checks", as well as Figure 2-9, Page 2-14and Figure 2-10, Page 2-14, resp., are to be ob-served.

Idling at high speed over an extended period isto be avoided, wherever possible.

Running-in after low-load operation

Continuous operation in the low-load range mayresult in heavy internal contamination of the en-gine. Combustion residues from the fuel and lu-bricating oil may deposit on the top-land ring ofthe piston, in the ring grooves and possibly alsoin the inlet ducts. Besides, the charge air and ex-haust piping, the charge air cooler, the turbo-charger and the exhaust gas boiler may becomeoily.

As also the piston rings will have adapted them-selves to the cylinder liner according to theloads they have been subjected to, acceleratingthe engine too quickly will result in increasedwear and possibly cause other types of enginedamage (piston ring blow-by, piston seizure).

After prolonged low-load operation (≥ 500 oper-ation hours), the engine should therefore be runin again, starting from the output level, at whichit has been operated, in accordance with Figure2-9, Page 2-14 and Figure 2-10, Page 2-14.



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Please also refer to the notes in Chapter 2.1.7"Load application", Page 2-18.

Note!

For additional information, the after-sales serv-ice department of MAN B&W Diesel or of the li-cense will be at your disposal.

Figure 2-9 Standard running-in program for engine 32/40 (constant speed)

A Engine speed nM

B Engine output (specified range)D Running-in period [h]E Engine speed and output [%]

Figure 2-10 Standard running-in program for engine 48/60 (constant speed)

A Engine speed nM

B Engine output (specified range)D Running-in period [h]E Engine speed and output [%]



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2.1.5 Acceleration timesPDS: 230 110

Figure 2-11 Running-up and loading times, lube oil 20°C, engine cooling water 20°C

Minimum temperatures required

Lube oilEngine cooling water °C 20

Running–up and loading times

- Engine start and acceleration up to 100% engine speed

- Loading gradually up to 30% load- Warming up engine:

Lube oil up to 40°CCooling water up to 60°C

- Loading gradually up to 70% load- Warming up engine to

operating temperature- Loading gradually up to 100%

min

minmin

minmin

min

1 - 3

55 - 10

5 - 105 - 10

5 - 10

Time since engine start min 26-48

Time since engine loading min 25-45



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Figure 2-12 Running–up and loading times, lube oil 40°C, engine cooling water 60°C

Minimum temperatures required

Lube oilEngine cooling water °C

4060

Running–up and loading times

- Engine start and acceleration upto 100% engine speed

- Loading gradually up to 50% load- Warming up engine to

operating temperature- Loading gradually up to 100%

load

min

minmin

min

1 - 3

5 - 105 - 10

5 - 10

Time since engine start min 16 - 33

Time since engine loading min 15 - 30




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2.1.6 Standard reference conditionsAvailable outputs

Notes:

(1) Blocking of the output is made at 110% of the maximum continuous output.Output greater than the max. continuous output at sitemay only be run for a short time for the governing pur-poses.Please see also sheet “Power adjustment for ambientconditions at site for stationary power plants” onpage 25..

(2) Consultation with MAN B&W Diesel AG is required(3) Permissible total running time according to DIN6280

1000h/a.

General definition of Diesel engine rating(according to ISO 15550: 2002; ISO 3046-1 : 2002)

ISO reference conditions No de-rating required in case of

Air temperature Tr (tr) 298 K (25°C) ≤ 308 K (35°C)

Air pressure pr 100 kPa (1bar) 95,5 kPa (0,955 bar)

Cooling water temperature upstream of charge air cooler Tcr (tcr)

298 K (25°C) ≤ 315 K (42°C)

Realtive humidity 30% ≤ 50%

Exhaust gas overpressure after turbine pEx ≤ 3 kPa ≤ 3 kPa

Available outputs/ related reference conditions

Nominal output according to Project Guide

Fuel stop power Other conditions

% % -

Stationary power plnats

32/40, 48/60, 100 110 (1)

Emergency generating sets

32/40, 48/60 100 110 (1)(2)(3)

Auxiliary engines for off-shore application

100 110 (1)


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2.1.7 Load applicationPDS: 230 110

Load application from 0% to 100% rating(ISO 8528-5 requirements)For applications in the range from 0% to 100%of the site rating, the requirements according toSection 9 and Figure 6 of ISO 8528-5: 1993 ap-ply. Please also refer the figure below.

Depending on the mean effective pressure of theengines a load application from 0 to 100% re-sults in the number of load steps an their per-centages given in the table below.

Figure 2-13 Load application in steps as per ISO 8528-5

Table 2-1 Mean effective pressures and application loads according to ISO 8528-5

The percentage of the load steps referring to a bmep of 24.8bar in the diagram.

Engine bmep 1st step 2nd step 3rd step 4th step

bar % % % %

32/40 21.9 ... 24.933 23 18 26

48/60 22.6 ... 23.2



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Load application from any basic load (ISO 8528-5 requirements)

Based on ISO 8528-5 requirements, the applica-tion rates shown in the following figure are re-quired for load application from any basic load:

Figure 2-14 Load application depending on the current load according to ISO 8528-5

Reference pressure bmep = 24.8bar



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Load application allowed by MAN B&W Die-sel

As a standard MAN B&W Diesel allows higherload application than required by ISO 8528-5,see the figure below.

Figure 2-15 Load application depending on the current load allowed by MAN B&W Diesel AG

Requirements for plant design

• Load application according to Table 2-1,Page 2-18, and Table 2-14, Page 2-19, mustbe taken into consideration for the plant de-sign.

• Running-up and loading times have to be inaccordance with Chapter 2.1.4 "Engine Run-ning-in", Page 2-12.

• For the design of a plant with isolated electri-cal systems take Chapter 2.1.10 "Generatorplants in isolated operation", Page 2-30, intoconsideration.

Jet-Assist

For power plants, jet-assist is necessary if loadapplication > 25% of the engine output is re-quired.

Important

It is absolutely necessary that all questions re-garding the dynamical behaviour of the enginesare clarified prior to contract conclusion and forall customer requirements and MAN B&W DieselAG confirmations are fixed in writing in the deliv-ery contract.

Load reduction

Sudden load throw-off

The sudden load throw-off represents a ratherexceptional situation and corresponds to open-ing the generator switch of a Diesel-electricplant.

Care is to be taken that, after a sudden loadthrow-off, the system circuits remain in opera-tion at least 5 min. to 10 min. in order to dissi-pate the residual engine heat.



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Recommended load reduction / stopping the engine

• Unloading the engine

In principle, there are no regulations with re-gard to unloading the engine. However, aminimum of 1 min. is recommended for un-loading the engine from 100% PNominal to ap-prox. 25% PNominal.

• Engine stop

As from 25% PNominal, further engine unload-ing is possible, without interruption, and af-terwards the engine can be stopped.

• Run-down cooling

In order to dissipate the residual engine heat,the system circuits should be kept in opera-tion for a minimum of 5 min.

Part-load operation

Definition

Generally the following load conditions are dif-ferentiated:

• Over-load (for regulation): >100% of full load output

• Full-load: 100% of full load output

• Part-load: <100% of full load output

• Low-load: <25% of full load output

Correlations

The ideal operating conditions for the engineprevail under even loading at 60% to 90% of thefull-load output. Engine control and rating of allsystems are based on the full-load output.

In the idling mode or during low-load engine op-eration, combustion in the cylinders is not ideal.Deposits may form in the combustion chamber,which result in a higher soot emission and an in-crease of cylinder contamination.

Moreover, in low-load operation the cooling wa-ter temperatures cannot be regulated optimally

high for all load conditions which, however is ofparticular importance during operation on heavyfuel oil.

Better conditions

Engines are genuinely better equipped for low-load operation

• if they have a two-stage charge-air cooler, thesecond stage of which can be switched off inorder to improve the operating data or

• if they have a two-stage charge-air coolerand switch-over from HT to LT has been pro-vided for, permitting the admission of HT wa-ter to the LT stage.

HT: High temperatureLT: Low temperature

Operation on heavy fuel oil

Because of the aforementioned reasons, low-load operation <20% of full load on heavy fueloil is subjected to certain limitations. Accordingto Figure 2-16, Page 2-22, the engine must, aftera phase of part-load operation, either beswitched over to Diesel operation or be operat-ed at high load (>70% of full load output) for acertain period of time in order to reduce the de-posits in the cylinder and exhaust gas turbo-charger again.

In case the engine is to be operated at low-loadfor a period exceeding that shown in Figure 2-16, Page 2-22, the engine is to be switched overto Diesel oil operation beforehand.

For continuous heavy fuel oil operation at partloads in the range <25% of the full engine out-put, co-ordination with MAN B&W Diesel is ab-solutely necessary.



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Operation on Diesel fuel

For low-load operation on Diesel fuel oil, the fol-lowing rules apply:

• A continuous operation below 15% of fullload is to be avoided, if possible.

Should this be absolutely necessary, MANB&W Diesel has to be consulted for special

arrangements (e.g. the use of part-load injec-tion nozzles).

• A no-load operation, especially at nominalspeed (generator operation) is only permittedfor a maximum period of 1...2 hours

No limitations are required for loads above 15%of full load, as long as the specified operatingdata of the engine will not be exceeded.

Figure 2-16 Time limits for part-load operation on heavy fuel oil (on the left), duration of “relieving operation“(on the right)

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

Explanations

• Figure on the left:

Time limits for part-load operation on heavyfuel oil

• Figure on the right:

Necessary operation time at >70% of full-load output after part-load operation onheavy fuel oil. Acceleration time from presentoutput to 70% of full-load output not lessthan 15 minutes.

Example

Line a:

At 10% of full-load output, HFO operation ispermissible for maximum 19 hours, then switchover to Diesel fuel oil, or

Line b:

Operate the engine for approx. 1.2 hours at notless than 70% of full-load output to burn awaythe deposits that have formed. Subsequently,part-load operation on heavy fuel oil can be con-tinued.



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2.1.8 Adjustment of output and powerPDS: 230 110

Available outputs - dependent on frequencydeviations

General

Generating sets, which are integrated in an elec-tricity supply system, are subjected to the fre-quency fluctuations of the mains. Depending onthe severity of the frequency fluctuations, outputand operation respectively have to be restricted.

Frequency adjustment range

According to DIN ISO 8528–5: 1997–11, operat-ing limits of >2.5% are specified for the lowerand upper frequency adjustment range.

Operating range

Depending on the prevailing local ambient con-ditions, a maximum useful continuous rating willbe available.

In the output/speed and frequency diagrams, arange has specifically been marked with “Nocontinuous operation allowed in this area”. Op-eration in this range is only permissible for ashort period of time, i.e. for less than 2 minutes.

If necessary, a continuous rating is permissible ifthe standard frequency is exceeded by 3%. Inthis connection.

For the engine outputs and speeds see "Out-puts, speeds and designations" of the respec-tive engine in Chapter 2 "Engine", Page 2-1.

Limiting parameters

Max. torque – In case the frequency decreases,the available output is limited by the maximumpermissible torque of the generating set.

Max. speed for continuous rating – An increasein frequency, resulting in a speed that is higherthan the maximum speed admissible for contin-uous operation, is only permissible for a shortperiod of time, i.e. for less than 2 minutes.

For engine–specific information see "Outputs,speeds and designations" of the respective en-gine in Chapter 2 "Engine", Page 2-1.

Overload

For generating sets, overload is generally notpermissible!

Figure 2-17 Available output at 100% load



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Behaviour in case the limiting parameters are ex-ceeded

• Maximum torque

If, in case of a frequency decrease, the outputdemand is higher than admissible accordingto the diagram (i.e. the maximum permissibletorque of the generating set is exceeded), thepower management has to reduce the outputof the generating set until the working point isagain within the admissible operating range.

Note:

For small electricity supply systems, wherethis might result in a breakdown of the mains,a time lag of two minutes after indication ofthe alarm message “Attention! Generating setoverloaded! Output reduction in two minutes’time” can be granted. This is only admissiblein case the output demand is lower than themaximum possible load at nominal frequen-cy.

• Maximum speed for continuous operation

If a frequency increase of the electricity sup-ply system results in speeds higher than themaximum speed admissible for continuousoperation, the engine has to be disconnectedfrom the mains after two minutes at the latestor, in case of very small electric systems, thesetpoint for the engine speed has to be re-duced continuously until the frequency isagain within the permissible range.



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Power adjustment for ambient conditions atsite for stationary power plants

The nominal output of Diesel engines for station-ary power plants is defined for the standard ref-erence conditions given in Table 2-2, Page 2-25.

Also see "Outputs, speeds and designations"ofthe respective engine in Chapter 2 "Engine",Page 2-1.

Table 2-2 Standard reference conditions

In case the ambient conditions prevailing at sitedeviate from the above-mentioned standard ref-erence conditions, the continuous rating appli-cable for the respective site is to be determinedaccording to the following formula:

α ≤ 1 i.e. Px ≤ Pr

α Correction factor for power [-]ηm Mechanical efficiency [-]k Ratio of indicated power [-]pEx Exhaust gas overpressure after turbine [kPa]pra Substitute reference for total barometric pressure

= 95.5 [kPa]

px Ambient total air pressure at site [kPa]Pr Nominal output acc. to table of ratings [kW]Px Output at site [kW]

tcx Charge air coolant temperature at site [°C]tEx Correction temperature for exhaust pressure [°C]tx Ambient air temperature at site [°C]Tcra Substitute reference for charge air coolant

thermodynamic temperature = 315 [K]Tra Substitute reference for ambient air thermodynamic

temperature = 308 [K]

Output can be overloaded up to 10% for a short time forgoverning purposes (ISO 8528-1:1993).

Note:

An increased exhaust gas back pressure(>3kPa) raises the temperature level of the en-gine and will be considered when calculating arequired derating by reducing the ambient sub-stitute temperature (Tra) by 2.5K for every 1kPaof the increased exhaust gas back pressure afterthe turbine.

pEx ≤ 3kPa → tEx = 0

tEx> 3kPa → tEx = 2.5 × (pEx - 3)

ISO 3046–1: 2002.Section 10.4: Types of power output

For engines for electrical power generation, thespecifications given in ISO 8528-1:1993. 13.3,apply.

ISO 8528–1: 1993.Section 13.3: Types of power output

For all types of power output, it is necessary toprovide additional engine power for governingpurposes only (e.g. transient load conditionsand suddenly applied load). This additional en-gine power is usually 10% of the rated power ofthe generating set and should not be used forthe supply of electrical consumers.

This additional power is not identical to theoverload power for reciprocating internal com-bustion engines as defined in ISO 3046-1.

Reference Conditions: ISO 3046-1: 2002; ISO 15550: 2002

Air temperature Tr K / °C 298/ 25

Air pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temperature before charge air cooler tcr

K / °C 298/ 25

Px Pr α×=

kpxpra-------- 0.7 Tra

273 tx+--------------------- 1.2

×Tcra

273 tcx+------------------------

×=

kpx

95.5-----------

0.7 308 tEx–273 tx+----------------------- 1.2

× 315273 tcx+------------------------ ×=

α k 0.7 1 k–( )× 1ηm-------- 1– ×–=



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Figure 2-18 Illustration of continuous power



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2.1.9 Exhaust gas emissionsPDS: 230 110

Composition of exhaust gas of mediumspeed four-stroke Diesel engines

The exhaust gas of a medium speed four-strokeDiesel engine is composed of numerous of con-stituents. These are derived from either thecombustion air and fuel oil and lube oil used, orthey are reaction products, formed during the

combustion process. Only some of these are tobe considered as harmful substances.

The table below show the typical composition ofthe exhaust gas of an MAN B&W Diesel four-stroke Diesel engine at full load and without anyexhaust gas treatment devices

Table 2-3 Exhaust gas constituents (only for guidance)

Note : At rated power and without exhaust gas teatment1) SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 3% by weight 2) NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO23) CO according to ISO-8178 or US EPA method 104) HC according to ISO-8178 or US EPA method 25A5) PM according to IVDI-2066, EN-13284,ISO-9096 or US EPA method 176) Pure soot, without ash or any other particle-borne constituents7) Marine gas oil DM-A grade with ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %8) 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 %

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

Nitrogen N2 74.0 - 76.0 5020 - 5160

Oxygen O2 11.6 - 12.6 900 - 980

Carbon dioxide CO2 5.2 - 5.8 560 - 620

Steam H2O 5.9 - 8.6 260 - 370

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

Total > 99.75 7000

Additional gaseous exhaust gas con-stituents considered as pollutants

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

Sulphur oxides SOx1) 0.08 12.0

Nitrogen oxides NOx2) 0.08 - 0.15 9.6 - 16.0

Carbon monoxide CO 3) 0.006 - 0.011 0.4 - 0.8

Hydrocarbons HC 4) 0.1 - 0.04 0.4 - 1.2

Total <0.25 26

Additionally suspended exhaust gas constituents, PM 5)

approx. [mg/Nm3]

approx. [g/kWh]

operating on operating on

MGO 7) HFO 8) MGO 7) HFO 8)

Soot (elemental carbon) 6) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04



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Carbon dioxide CO2

Carbon dioxide (CO2) is a product of combus-tion of all fossil fuels.

Among all internal combustion engines the Die-sel engine has the lowest specific CO2 emissionbased on the same fuel quality, due to its supe-rior efficiency.

Sulphur oxides SOx

Sulphur oxides (SOx) are formed by the com-bustion of the sulphur contained in the fuel.

Among all propulsion systems the Diesel proc-ess results in the lowest specific SOx emissionbased on the same fuel quality, due to its supe-rior efficiency.

Nitrogen oxides NOx (NO + NO2, )

The high temperatures prevailing in the combus-tion chamber of an internal combustion enginecause the nitrogen contained in the combustionair and also that contained in some fuel gradesto react with the oxygen of the combustion air toform nitrogen oxides (NOx).

Carbon monoxide CO:

Carbon monoxide (CO) is formed during incom-plete combustion.

In MAN B&W four-stroke Diesel engines, optimi-zation of mixture formation and turbochargingprocess successfully reduces the CO content ofthe exhaust gas to a very low level.

Hydrocarbons HC

The hydrocarbons (HC) contained in the exhaustgas are composed of a multitude of various or-ganic compounds as a result of incompletecombustion.

Due to the efficient combustion process, the HCcontent of exhaust gas of MAN B&W four-strokeDiesel engines is at a very low level.

Particulate Matter PM:

Particulate matter (PM) consists of soot (ele-mental carbon) and ash.



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2.1.10 Generator plants in isolated operationPDS: 230 110

Isolated operation

A power plant, as standalone power supplier fora consumer net, operates in isolated operation.

Plant layout

When planning such a plant, the possible failureof one generating unit must to be allowed for inorder to avoid overloading the remaining en-gines, and thus risking a black-out. For maxi-mum allowed load application see Chapter 2.1.7"Load application", Page 2-18.

Plant layout with Power Management System(PMS)

For power stations with several generating units,which are working in isolated operation, we ad-vise equipping with a Power Management Sys-tem.

This is the only way to ensure that the generatingunits can be operated in the maximum output

range and, in case one unit fails, that unimpor-tant users can be switched off by the PowerManagement System to avoid failure of the sys-tem.

Plant layout without Power ManagementSystem

In the case of plants in isolated operation with-out Power Management System, the generatingunit output should be adjusted in such a waythat, in case one unit fails, the sudden loss inoutput can be compensated for by the other en-gines in operation.

Taking into account the permissible load appli-cation (see Chapter 2.1.7 "Load application",Page 2-18), the recommended utilisation de-pending on the number of generating units run-ning can be stated as given in Table 2-4, Page2-30

Table 2-4 Recommended utilisation dependent on generating units running

Load application in case one generating unitfails

In case one generating unit fails in isolated oper-ation, its output must transferred to the remain-ing generating unit and/or the load must bereduced by switching off electric consumers. Agenerating unit’s capacity for immediate loadtransfer does not always correspond to its re-maining reserve capacity, but depends on thecurrent base load.

These permissible load applications can begathered from Chapter 2.1.7 "Load application",Page 2-18.

Example

The isolated network consists of 4 generatingunits of 12V48/60 type with an output of12,260kW electric each.

If the present system load is P0 = 39,000, eachgenerating unit runs with:

Number of generating units running 3 4 5 6 7 8 9 10

Recommended utilisation of gener-ating units’ capacity during system operation

% of Pmax 60 75 80 83 86 87.5 89 90

Pmax 4 12,260kW× 49,040kW 100 %= = =

100%P0

Pmax--------------× 100 39,100

49,040------------------× 80% load= =



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In case one unit suddenly fails, an immediatetransfer of 20% engine output is possible ac-cording to Chapter 2.1.7 "Load application",Page 2-18, i.e. from 80% to 100% engine out-put.

100% generating unit output of the remaining3 x 9L 58/64 is calculated as follows:

Consequently, an immediate load decreasefrom 39,100kW to 36,780kW is necessary, i.e.reduction of the consumers in the system by2,320kW.

P1 3 12,260kW× 36,780kW≈=




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2.1.11 Turbo charger and charge air coolerPDS: 10 20

MAN B&W Diesel uses a super-charging systemand two-step charge-air cooling.

Generally, the following cleaning systems areavailable:

• for the turbine:

- wet cleaning

- dry cleaning

• for the compressor:

- wet cleaning.

For further information see Chapter "Turbocharger" of the respective engine.

Figure 2-19 Typical charge air system

1 Intake casing3 Turbocharger 4 Compressor5 Turbine6 Double diffuser7 Diffuser housing8 Charge air cooler9 Charge pipe16 Float valve17 Overspill pipe18 Exhaust pipe

B Lubrication oil for turbochargerC Turbine cleaningD Waste water from turbine cleaning G Fresh airH Charge air J Exhaust K Cooling waterL Condensed water dischargeLT Low temperatur cooling water circuitHT High temperatur cooling water circuitH Charge air


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2.1.12 Jet Assist

General

Jet Assist is a system for the acceleration of theturbocharger. By means of nozzles in the turbo-charger, compressed air is directed to the com-pressor wheel resulting in its acceleration. Thiscauses the turbocharger to adapt more rapidlyto a new load condition and improves the re-sponse of the engine.

Air consumption

The air consumption for Jet Assist is, to a greatextent, dependent on the load profile of the en-gine.

General data

Jet Assist air pressure (overpressure):Max. 5bar

Jet Assist activating time:Normally 3 sec to 10 sec. (5 sec. in average)

Activation below 50% load when fuel admissionrises quickly.

Air supply

Generally, larger air bottles are to be providedfor the air supply of the Jet Assist. If the plannedload profile is expecting a high requirement ofJet Assist, it should be checked whether an airsupply from the working air circuit, a separate airbottle or a specially adapted, separate com-pressed air system is necessary or reasonable.In each case the delivery capacity of the com-pressors is to be adapted to the expected JetAssist requirement per unit of time.

Table 2-5 Guiding values for the number of Jet Assist manoeuvres dependent on application

Application No. of manoeuvres per hour / Average duration

No. of manoeuvres, which take place in rapid succession, if necessary

Power plants (stationary) approx. 3 times, 5 sec (in case of load application > 25%)

approx. 3 times



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2.1.13 Condensate amountCharge-air pipes, air vessels

Figure 2-20 Diagram condensate amount

The amount of condensation water precipitatedfrom the air can be quite large, particularly in thetropics, and depends of the condition of the airdrawn in, when the temperature of the charge airin the charge-air pipes drops below the dewpoint .

The volume of condensate in the air vessels isdetermined by means of the curve at the bottomright of the diagram, representing an operatingpressure of 30bar.



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Determine the amount of water accumulating in the charge air pipe,

Determine the amount of water condensing in the compressed air vessel

Parameter Unit Value

Engine output (P) kW 2,880

Specific air flow (le) kg/kWh 7.1

Ambient air condition (I): Ambient air temperatureRelative air humidity

°C%

3590

Charge-air condition (II): Charge-air temperature after coolerCharge-air pressure (overpressure)

°Cbar

502.6

Solution acc. to above diagram:

Water content of air according to point of intersection (I) kg of water / kg of air 0.033

Maximum water content of air according to point of intersection (II) kg of water / kg of air 0.021

The difference between (I) and (II) is the condensed water amount (A)

Total amount of condensate QA:


Volumetric capacity of tank (V) litrem3

4,0004

Temperature of air in vessel (T) °CK

40313

Overpressure in vessel (p)Absolute pressure in tank (pabs)

barbar

3031

Gas constant for air (R)287

Ambient air temperature °C 35

Relative air humidity % 90

Weight of air in the tank is calculated as follows:

Solution acc. to above diagram:

Water content of air according to point of intersection (I) kg of water / kg of air 0.033

Maximum water content of air according to point of intersection (III) kg of water / kg of air 0.002

The difference between (I) and (III) is the condensed water amount (B)

Total amount of condensate in the vessel QB:

QB = 138 * 0.031 = 4.28 kg

A I II– 0.033 0.021– 0.012 kg of water / kg of air= = =

QA A le× P×=QA 0.012 7.1× 2880× 245.4 kg/h= =

N

m2------- 31 105×

Nmkg--------- K×

m p V×R T×------------- 31 105× 4×

287 313×-------------------------------- 138 kg= = =

B I III–=B 0.033 0.002– 0.031 kg of water / kg of air= =

QB m B×=


Engine 48/60


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2.2 Engine 48/60

2.2.1 Outputs, speeds and designationsPDS: 10

Engine V 48/60

Engine ratings

Table 2-6 Engine ratings - engine V 48/60

1) Power factor 0.8

Related data sheet see Chapter 2.1.6 "Standardreference conditions", Page 2-17.

Engine typeNo. of cylinders

Engine rating

500 rpm 514 rpm

EnginekW

Generator1)

kWEngine

kWGenerator1)

kW

12V 48/60 12 12,600 12,260 12,600 12,260

14V 48/60 14 14,700 14,305 14,700 14,305

18V 48/60 18 18,900 18,390 18,900 18,390

Engine 48/60


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Engine 48/60

Speeds/main data

Table 2-7 Speeds/main data - engine 48/60

1) This concession may possibly be restricted. See Chapter 2.1.8 "Adjustment of output and power", Page 2-23.

Unit 50 Hz 60 Hz

Cylinder rating kW (PS) 1,050 (1,430) 1,050 (1,430)

Rated speed rpm 500 514

Mean piston speed m/s 10.0 10.3

Mean effective pressure bar 23.2 22.6

Number of pole pairs - 6 7

Highest engine operating speed

rpm 525 1) 525

Engine 48/60


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Engine V 48/60

Engine designation and design parameters

Table 2-8 Engine designations - engine V 48/60

Table 2-9 Design parameters - engine V 48/60

Parameter Unit Abbreviations

Number of cylinders-

12, 14, 18

Vee engine V

Cylinder borecm

48

Piston stroke 60


Cylinder boremm

480

Piston stroke 600

Swept volume of each cylinder litres 108.6

Compression ratio 1050 kW/cyl - 15.3

Distance between cylinder cen-tres

mm 1000

Vee angle ° 50

Crankshaft diameter at journalmm

480

Crankshaft diameter at crank pin

415

Engine 48/60


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2.2.2 Dimensions, weights and cross sectionsPDS: 10

Engine V 48/60

Dimensions and weight

Figure 2-21 Main dimensions - engine V 48/60

12V48/60B L = 9835mm TCA77 181t14V48/60B L = 10835mm TCA77 206t18V48/60B L = 12606mm TCA88 256t

Engine 48/60

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Engine V 48/60

Cross section

Figure 2-22 Cross section, view on counter coupling side - engine V 48/60


Engine 48/60

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Engine 48/60

0203

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1PD

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2.2.3 Calculation of performance (Projedat)The performance of the engine is calculated us-ing the programme "Projedat" developed byMAN B&W Diesel.

Examples for engine 48/60 are given in the fol-lowing.

Figure 2-23 Calculation of operating data - example for engine 48/60


Engine 48/60

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Figure 2-24 Calculation of operating data - example for engine 48/60


Engine 48/60


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2.2.4 Engine noisePDS: 10

Engine V 48/60

Output 1050 kW/cyl., speed = 500/514 rpm

Engine noise

Sound pressure level

Approx. ≤ 107.5dB(A)Approx. ≥ 102.5dB(A)

Measuring points

A total of 18 measuring points at 1 m distancefrom the engine surface distributed evenlyaround the engine according DIN 45635 Part 11,Section 5.4.3.

Octave level diagram

In the octave level diagram below the minimumand maximum octave levels of all measuringpoints have been linked by graphs.

Engines with lower ratings are between thesecurves.

Figure 2-25 Octave level diagram - engine V 48/60

Engine 48/60


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2.2.5 Intake noisePDS: 10

Engine V 48/60

Output.

Intake noise

Engine 48/60


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2.2.6 Exhaust gas noisePDS: 10

Engine V 48/60

Output 1050 kW/cyl., speed = 500/514 rpm

Exhaust gas noise

The exhaust gas sound level at a distance of 1mfrom the exhaust gas pipe outlet opening(DIN 45635 Part 11, Appendix A), without a si-lencer, is approx. 120dB(A) ±3dB(A) at ratedoutput.

Engine 48/60


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2.2.7 Planning dataPDS: 210

Engine V 48/60

1050 kW/cyl.; 500/514 rpm

Coolers

Table 2-10 Coolers - engine V 48/60

1) Tolerance: +10% for rating coolers, -15% for heat recovery2) Including separator heat (30kJ/kWh)3) Without back washing oil required for filter, reserve for control valve and the tolerances of the pump delivery capacities.Table shows guide values only. Please contact MAN B&W Diesel to have exact values calculated.

Reference conditions: Fan cooling

Air temperature

°C

25

Cooling water temperature before charge air cooler (LT stage)

32

Air pressure bar 1

Relative humidity % 30

Number of cylinders - 12V 14V 18V

Engine output kW 12,600 14,700 18,900

Heat to be dissipated 1)

Cylinder cooling water

kW

1180 1375 1765

Charge air cooler HT-stage 3095 3530 4345

Charge air cooler LT-stage 1135 1360 1945

Lube oil cooler + separator 2) 1515 1770 2275

Cooling water fuel nozzles 28 33 42

Heat radiation engine 485 565 730

Flow rates

HT circuit (cylinder + charge air cooler HT-stage)

m3/h

140 160 200

LT circuit (lube oil cooler + charge air cooler LT-stage) 170 200 250

Cooling water – fuel nozzles module 3.4 4.0 5.0

Lube oil (5 bar before engine) 3) 325 370 460

Temperature basis

HT cooling water engine outlet

°C

90

LT cooling water air cooler inlet 32

Lube oil engine inlet 55

Engine 48/60


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Engine V 48/60

1050 kW/cyl.; 500/514 rpm

Air and exhaust gas data

Table 2-11 Air and exhaust gas data - engine V 48/60

1) Tolerances: quantity ±5%, temperature ±20°CTable shows guide values only. Please contact MAN B&W Diesel to have exact values calculated.

Reference conditions: Fan cooling

Air temperature°C

25

Cooling water temperature before charge air cooler (LT stage)

32

Air pressure bar 1

Relative humidity % 30

Number of cylinders - 12V 14V 18V

Engine output kW 12,600 14,700 18,900

Air data

Temperature of charge air at charge air cooler outlet °C 41 43 43

Air flow rate m3/h 73820 86130 110770

t/h 86.3 100.7 129.5

Charge air pressure (absolute) bar 4.09

Exhaust gas data 1)

Volume flow (temperature turbocharger outlet) m3/h 154970 180800 232460

Mass flow t/h 88.8 103.6 133.2

Temperature at turbine outlet °C 335

Heat content (210°C) kW 3270 3810 4900

Permissible exhaust gas back pressure after turbocharger mbar < 30

Engine 48/60


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Engine 48/60

Water and oil volume of engine, flow resistances, operating pressures

Table 2-12 Water and oil volume - engine V 48/60

Table 2-13 Flow resistances - engine 48/60

Table 2-14 Operating pressures - engine 48/60

1) All pressures overpressures

Note: Exhaust gas back pressure

An increased exhaust gas back pressure(>30mbar) raises the temperature level of theengine and will be considered when calculatinga required derating by adding 2,5K to the ambi-ent temperature for every 10mbar of the in-creased exhaust gas back pressure after theturbine.

Water and oil volume of engine

No. of cylinder 12 14 18

Cooling water approx. litres

1,250 1,400 1,700

Lube oil approx.

325 380 490

Flow resistance bar

Charge air cooler (HT stage) 0.35 per cooler

Charge air cooler (LT stage) 0.40 per cooler

Cylinder (HT cooling water) 1.0

Fuel nozzles (water) 1.5

Operating pressures bar 1)

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

2.03.0

4.05.0

Fuel Oil before injection pumps 4.0 8.0

Lube oil before engine L = 4.0V = 5.0

L = 5.0V = 5.5

Exhaust gas back pressure After turbocharger 30mbar

Negative intake pressure before compressor

20 mbar

Maximum cylinder pressure 190

Blow-off pressure (nozzle) 350

Engine 48/60


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2.2.8 Maintenance and spare partsPDS: 10 50

Engine 48/60

Maintenance

Table 2-15 Maintenance intervals

The intervals are guidelines. Correct operation and maintenance must be ensured.

Component Spot checks5,000 - 6,000 h

Spot checks10,000 - 12,000 h

Time between overhauls15,000 - 20,000 h

Time between overhauls30,000 - 40,000 h

Exhaust valve x x Inspection / grinding Inspection / replacement

Inlet valve x x Inspection / grinding Inspection / replacement

Piston x x Inspection Inspection / replacement

Piston ring x x Replacement Replacement

Connecting rod bearing - x Inspection Replacement

Cylinder liner x x Inspection / honing Inspection / honing /O-ring change

Main bearing - x Inspection Inspection / replacement

Engine 48/60

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Engine 48/60

Spare parts


Engine 48/60

0203

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2PD

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Engine 48/60

Spare parts


Engine 48/60


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Engine V 48/60

Major spare parts

Engine 48/60

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2.2.9 Turbo chargerPDS: 10 20

Figure 2-26 Turbocharger for engine 48/60

Figure 2-27 Explanation of acting forces and moments on the turbocharger exhaust- outlet


Engine 48/60

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Description and function

Figure 2-28 TCA 77 - engine 48/60

1 Silencer2 Insert3 Compressor casing4 Diffuser5 Bearing casing6 Bearing bush, compressor side7 Bearing body8 Turbine rotor9 Gas outlet casing10 Bearing bush, turbine side11 Nozzle ring12 Gas-admission casing13 Turbine blades

14 Casing foot15 Gas-outlet diffuser16 Outlet, washing water17 Thrust bearing18 Compressor wheel19 Discharge, compressed fresh air


Engine 48/60

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Description

Economical operation of modern large-scale en-gines is not imaginable without exhaust gas tur-bochargers. The already high requirements forpropulsion systems and energy producing unitsconcerning efficiency and longevity are beingcontinuously increased under the aspects of fuelutilization and environmental load. In this, thecomponents of exhaust gas turbochargers aresubject to extreme operating conditions.

• Exhaust gases of up to 650°C continuouslyflow through the turbine and heat up its com-ponents, without an own counteractive cool-ing system. Especially the shaft bearing mustwithstand the high operating temperatureswithout the lubricating film ever breaking.

• On the compressor side, the air is heated toover 200°C.

• The high temperatures lead to extreme ther-mal loads of the material at many locations.

• Speeds are extremely high: The MAN B&WDiesel exhaust gas turbochargers are operat-ed with speeds ranging from 10.000 to35.000rpm, depending on size. In this, cir-cumferential velocities of 560m/s and moreare reached at the compressor wheel, whichamounts to 1.7 times the speed of sound or2.000km/h.

• The centrifugal forces are extremely high:Forces of several hundred kN can easily ap-ply at the foot of the turbine blade.

• The complete gas exchange of the engine isperformed by the exhaust

• Gas turbocharger. For this machine, thethroughput of combustion air can amount to32.5m3/s.

• Simplified, it can be said that approx. 1/3 ofthe power produced by the engine is convert-ed on minute space within the exhaust gasturbocharger.

These requirements can be fulfilled only with useof the most recent material and manufacturingtechnologies, introduced into the series by MANB&W Diesel with use of the latest developmental

results, and based on decades of experience inbuilding Diesel engines and exhaust gas turbo-chargers.

Sub assemblies

Turbochargers consist mainly of a turbine and acompressor, which are seated on the sameshaft. The exhaust gas of the engine drives theturbine; the compressor draws in fresh air andcompresses it.

The turbocharger consists of the following mainsub assemblies:

• Rotating element:

Turbine wheel and shaft are firmly connectedtogether; the turbine blades are individuallyset into the turbine wheel. The compressorwheel is mounted on the shaft.

• Bearing casing:

The interior bearing of the running equipmentconsists of two bearing bushes and a thrustbearing. Lubrication of the bearing is carriedout via the lube oil circuit of the engine. Lubri-cating oil pipes, lube oil venting and sealingair pipes are integrated in the bearing casing.

• Gas-admission casing:

The nozzle ring is built into the gas-admissioncasing. It enables optimum adaptation of theturbocharger to the engine.

• Gas outlet casing:

The gas-outlet diffuser in the outlet casing isflow-technically optimized. The outlet casingis fitted with 5 offset connections for thewashing water outlet. Depending on thebuild-in position of the turbocharger, the con-nection positioned lowest is used.The outlet casing is designed so that togetherwith the flanged-on gas admission casing, itoffers optimum burst protection for the tur-bine wheel.

• Silencer or air intake casing

• Compressor casing optional with one or twodischarge connections. The compressor cas-ing houses the diffuser, which allows for op-


Engine 48/60

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timum adaptation of the turbocharger to theengine. Additionally, the diffuser functions asburst protection.

Function

The exhaust gas of the engine flows through thegas-admission casing and the nozzle ring, andruns axially onto the turbine wheel. The exhaustgas drives the turbine wheel; in this process, theenergy contained in the exhaust gas is trans-formed into mechanical rotation energy at theturbine wheel. As the turbine wheel and thecompressor wheel are seated on the same shaft,the compressor wheel is driven at the sametime. The exhaust gas exits the turbochargerthrough the gas-outlet diffuser and the gas out-let casing.

The compressor wheel draws in fresh airthrough the silencer or the intake casing and theinsert. The fresh air is compressed in the com-pressor wheel, diffuser and compressor casing.The compressed fresh air is forced into the cyl-inders of the engine via charge air cooler andcharge air pipe.

The running equipment of the turbocharger isled radially by two bearing bushes, which are sit-uated in the bearing casing between turbinewheel and compressor wheel. The thrust bear-ing positioned on the compressor side not onlyhandles the axial guidance, but also transfersthe thrust in axial direction. A bearing bodyholds the bearing seat and at the same time isused as insulation against the hot exhaust-gasside of the turbocharger.


Engine 48/60

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Lube oil system

Figure 2-29 Lube oil system for TCA 77 - engine 48/60

1 Supply pipe2 Pressure reduction valve (4-stroke)3 Turbocharger supply pipe4 Non-return valve5 Pressure monitor6 Manometer7 Bearing casing8 Locating bearing9 Bearing bush

10 Drain pipe(α > max. inclination of system: + 5°)

11 Service tank or crankcase12 Venting13 Non-return valve with bypass14 Bore15 Supply/drain pipe16 Orifice17 Overflow pipe18 Post lubrication tank


Engine 48/60

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Functional description

Lube Oil Circuit:

The lubrication and cooling of the high-stressedbearing bushes in the turbocharger takes placeby means of a lube oil system, which is integrat-ed mainly in the bearing casing.

The lubricating oil is supplied from the lube oilsystem of the engine to the lube oil system of theturbocharger via a supply pipe (1). A pressurereduction valve (2.1) (four-stroke engine) adjuststhe required lube oil pressure. The lube oil pres-sure is controlled behind the non-return valve (4)by means of a pressure monitor (5) and a ma-nometer (6).

The lubrication oil flows through the non-returnvalve (4) into the turbocharger casing, fromwhere it reaches the thrust bearing (8) and thebearing bushes (9) via passages in the bearingcasing (7) and the bearing body. The lubricatingoil flows to the gap between bearing and shaftas well as to the face-sided lubrication point ofthe thrust bearing via bores in the bearing bush-es. The lubricating oil leaves the gap betweenthe bearing and the shaft and is splashedagainst the wall of the bearing casing by the ro-tation of the shaft. The lubricating oil exits thebearing casing through the drain pipe (10) andflows back into the lube oil system of the engine(11).


Engine 48/60

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Sealing air system

Figure 2-30 Sealing air system of TCA 77 - engine 48/60

1 Compressor casing2 Ring duct, compressor side3 Orifice4 Sealing air pipe5 Ring duct, turbine-side6 Compensation pipe7 Non-return valve

8 Pipe bend9 Bearing bush10 Locating bearing11 Bearing casing12 Gas outlet casingC Compressor wheelT Turbine wheel


The sealing air prevents hot exhaust gas fromentering the bearing casing and the lubricatingoil from seeping into the turbine (oil coke). Addi-tionally, undesirable axial thrust on the bearingbushes is reduced.

The sealing air system is fully integrated in thebearing casing (11). A part of the air compressedby the compressor wheel (C) is diverted and

flows out of the compressor casing (1) into a ringduct (2) in the bearing casing. From there, the airis led into the sealing air pipe (4), whereby an or-ifice (3) reduces the pressure to the requiredsealing air pressure. The air is led to a ring duct(5) on the turbine side of the bearing casing.There, the sealing air emerges between shaftand turbine labyrinth.


Engine 48/60

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Acceleration system "Jet Assist" (auxiliaryair drive)

Figure 2-31 Jet assist, TCA 77 - engine 48/60

1 Pressure reducing station or orifice2 Solenoid valve3 Non-return valve4 Ring duct5 Insert

6 Bore7 Compressor casingA Starting-air cylinder (30bar)C Compressor wheel* standard specification turbocharger


The "Jet Assist" acceleration system is usedwhen special requirements are made towardsswift and possibly soot-free acceleration, and/ortowards the load applications of the engine.

The engine control actuates the solenoid valve(2). Compressed air of 30bar now flows from thestarting-air cylinder through the pressure reduc-ing station or orifice (1), where it is reduced to amaximum of 4bar. The compressed air reachesthe compressor casing (7) via a non-return valve


Engine 48/60

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(3) at a maximum of 4bar, from where it is led tothe insert (5) via the ring duct (4).

The compressed air is blown onto the compres-sor wheel (C) through several inclined bores (7)in the insert. On the one hand this provides ad-ditional air to the compressor, while on the otherhand the compressor wheel is accelerated, thusincreasing the charge air pressure.


Engine 48/60

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Cleaning system of the turbine - dry cleaning

Figure 2-32 Turbine dry cleaning - engine 48/60

1 Compressed air pipe (5 ... 8bar)2 Screw plug3 Granulate container4 Pipes (25 x 2.0 mm)5 Connection flange6 Adapter

7 Gas-admission casing8 Gas-outlet casing9 Turbine wheel10 Nozzle ringA Stop cock (compressed air)B Stop cock (exhaust gas)


The dry cleaning of the turbine is performed dur-ing operation at normal load of the engine.

The granulate container (3) is equipped with afilling opening, a compressed air pipe (1) and apipe (4) leading to the gas-admission casing (7).The pipes for compressed air are fitted with stopcocks (A) and (B).

The granulate container is filled with cleaninggranulates and shut tight. The stop cock (A) in

the compressed-air supply pipe is opened andcompressed air flows into the granulate contain-er. Afterwards, the stop cock (B) in the pipeleading to the gas-admission casing is opened.The compressed air blows the granulates out ofthe granulate container into the gas-admissioncasing, from where the exhaust gas flow trans-ports the granulates to the turbine wheel. Thegranulates bounce against the nozzle ring andturbine wheel, thus removing deposits and con-tamination. The exhaust gas flow carries the


Engine 48/60

0203

-110

1PD

.fm

granulates and contamination particles out ofthe system.

Operating conditions

• The granulate container (3) must be fastenedat a suitable location. It may not be not be po-sitioned lower than 1 m below the connectionflange (5).

• The pipe (4) may not be longer than 6 m andmust be supported against vibrations. Ensureunobstructed flow.

• Maximum operating temperature of the stopcock (B) (exhaust gas): ≤ 150°C.

• The connection flange (5) can be attached ei-ther at the adapter (6) of the exhaust gas pipeor directly at the gas-admission casing (7).


Engine 48/60

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.fm

Cleaning system of the turbine - wet cleaning

Figure 2-33 Turbine wet cleaning - engine 48/60

1 Washing water2 Pressure reducer3 Nozzles4 Gas-admission casing5 Nozzle ring

6 Turbine wheel7 Drain, washing water8 Drain funnelB Drain valveE Shut off valve water supply


Engine 48/60

0203

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.fm


The wet cleaning is performed during operationwith heavily reduced engine load (approx. 10%for driven engines), in order to avoid overload ofthe turbine blades (thermoshock).

The advantages of wet cleaning in comparisonto dry cleaning are:

• The better cleaning effect and thus longercleaning intervals,

• Control of the cleaning effect via the contam-ination degree of the drained washing water.

The washing water flows through the stop cock(E). The washing lances spray the washing waterin the exhaust gas pipe in front of the turbine.The washing water droplets bounce against thenozzle ring and the turbine, where they wear offthe contamination. The washing water collectsin the turbine casing and runs off through thewashing water drain (7) and the drain valve (B).The washing water is led via a funnel (8) to a sed-iment tank, where it is collected.

The funnel enables visual control of the washingwater. The cleaning process is finished when thewashing water remains clean.

Cleaning system of the turbine - wet cleaningsystem of the compressor

Figure 2-34 Wet cleaning system, compressor - engine 48/60

1 Charge air pipe2 Pipe3 Key-button valve4 Hose5 Water tank with screwed connection6 Hose7 Injection pipe8 Compressor casing9 Charge air cooler

Functional Description

The wet cleaning of the compressor is per-formed during operation at full load.

The water tank (5) is filled with fresh water andtightly closed with the screwed connection. Ifthe key-button valve (3) is opened, compressedair flows from the charge air pipe (1) into the wa-ter tank and presses the water out of the tankthrough the hose (6) to the injection pipe (7). Theinjection pipe sprays the water in the compres-sor casing (8) in front of the compressor wheel.The water droplets bounce against the com-pressor wheel, where they wear off the contam-ination.


Engine 48/60

0203

-110

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Kap

itelti

tel 3

.fm

3 Quality requirements


Kap

itelti

tel 3

.fm


Quality requirements

3.1 Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDO)

0302

-010

1AA

.fm

3.1 Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDO)PDS: 10, 30, 40, 90

The specific power output offered by today’sDiesel engines and the use of fuels which moreand more often approach the limit in quality in-crease the requirements placed on the lube oiland make it imperative that the lube oil is chosencarefully. Doped lube oils (HD oils) have provento be suitable for lubricating the running gear,the cylinder, the turbocharger and for the cool-ing of the pistons. Doped lube oils contain addi-tives which, amongst other things, provide themwith sludge carrying, cleaning and neutralizationcapabilities.

Only lube oils, which have been released byMAN B&W Diesel, are to be used. These are list-ed in Table 3-3, Page 3-5.

Specifications

Base oil

The base oil (doped lube oil = basic oil + addi-tives) must be a narrow distillation cut and mustbe refined in accordance with modern proce-dures. Bright stocks, if contained, must neitheradversely affect the thermal nor the oxidationstability. The base oil must meet the limit values

as specified in Table 3-1, Page 3-3, particularlyas concerns its aging stability.

Doped lube oils (HD-oils)

The base oil with which additives have beenmixed (doped lube oil) must demonstrate the fol-lowing characteristics:

Additives

The additives must be dissolved in the oil andmust be of such a composition that an absoluteminimum of ash remains as residue after com-bustion. The ash must be soft. If this prerequisiteis not complied with, increased deposits are tobe expected in the combustion chamber, espe-cially at the outlet valves and in the inlet housingof the turbochargers. Hard additive ash pro-motes pitting on the valves seats, as well asburnt-out valves and increased mechanicalwear.

Additives must not facilitate clogging of the filterelements, neither in their active nor in their ex-hausted state.

Table 3-1 Lube oil (MGO/MDO) - specified values

Characteristic features Unit Test method Limit value

Structure - - preferably paraffin-basic

Behaviour in cold, still flows°C

ASTM–D2500 -15

Flash point (as per Cleveland) ASTM–D92 >200

Ash content (oxide ash) Weight%

ASTM–D482 <0.02

Coke residue (as per Conradson) ASTM–D189 <0.50

Aging tendency after being heated up to 135°C for 100hrs.

-MAN B&W Diesel

aging cabinet-

n–heptane insolublesWeight

%ASTM–D4055or DIN 51592

t < 0.2

Evaporation lossWeight

%- <2

Drop test (filter paper) -MAN B&W Diesel

testMust not allow to recognize precipitation of

resin or asphalt-like aging products

Status 04/2004 Page 3 - 3



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Detergency

The detergency must be so high that coke andtar-like residues occurring when fuel is com-busted must not build-up.

Dispersancy

The dispersancy must be selected such thatcommercially available lube-oil cleaning equip-ment can remove the detrimental contaminationfrom the used oil.

Neutralization capacity

The neutralization capacity (ASTM-D2896) mustbe so high that the acidic products which resultduring combustion are neutralized. The reactiontime of the additives must be matched to theprocess in the combustion chamber.

Evaporation tendency

The tendency to evaporate must be as low aspossible, otherwise the oil consumption is ad-versely affected.

Further conditions

The lube oil must not form a stable emulsionwith water. Less than 40ml emulsion are accept-able in the ASTM-D1410 test after one hour.

The foaming behaviour (ASTM-D892) must meetthe following conditions: after 10 minutes<20ml. The lube oil must not contain agents toimprove viscosity index. Fresh oil must not con-tain any water or other contamination.

Lube oil selection

Doped grade

Doped lube oils (HD oils) corresponding to inter-national specifications MIL-L 2104 or API-CD,and having a Base Number (BN) of 12 – 15mg KOH/g are recommended by us (Designa-tion for armed forces of Germany: O-278).

The content of additives included in the lube oildepends upon the conditions under which theengine is operated, and the quality of fuel used.If marine Diesel fuel is used, which has a sulphurcontent of up to 2.0 weight % as per ISO-FDMC, and coke residues of up to 2.5 weight %as per Conradson, a BN of approx. 20 is of ad-vantage. Ultimately, the operating results are thedecisive criterion as to which content of addi-tives ensures the most economic mode of en-gine operation.

Cylinder lube oil

In the case of engines with separate cylinder lu-brication, the pistons and the cylinder liner aresupplied with lube oil by means of a separate oilpump. The oil supply rate is factory-set to con-form to both the quality of the fuel to be used inservice and to the anticipated operating condi-tions.

A lube oil as specified above is to be used for thecylinder and the lubricating circuit.

Speed governor

In case of mechanic-hydraulic governors withseparate oil sump, multi grade oil 5W-40 is pref-erably used. If this oil is not available for top-ping-up, an oil 15W-40 may exceptionally beused. In this context it makes no differencewhether multicoloured oils based on syntheticor mineral oil are used. According to the mineraloil companies they can be mixed in any case.(Designation for armed forces of Germany: O-236)

The oil quality specified by the manufacturer isto be used for the remaining equipment fitted tothe engine.

Engine SAE–Class

Viscosity mm2/s at 40°C or 100°C

32/40, 40/54, 48/60,48/60

40

preferably in the upperregion of the SAE-Classapplicable to the engine

Table 3-2 Viscosity (SAE class) of lube oils

Page 3 - 4 Status 04/2004



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Lube-oil additives

We advise against subsequently adding addi-tives to the lube oil, or mixing the differentmakes (brands) of the lube oil, as the perform-ance of the carefully matched package of addi-tives which is suiting itself and adapted to thebase oil, may be upset. Also, the lube oil compa-ny (oil supplier) is no longer responsible for theoil.

Selection of lube oils / warranty

Most of the mineral oil companies are in closeand permanent consultation with the enginemanufacturers and are therefore in a the posi-tion to quote the oil from their own product linethat has been approved by the engine manufac-turer for the given application. Independent ofthis release, the lube oil manufacturers are inany case responsible for quality and perform-ance of their products. In case of doubt, we aremore than willing to provide you with further in-formation.

Examinations

We carry out the investigations on lube oil in ourlaboratories for our customers who need onlypay the self-costs (net-costs). A representativesample of about 1litre is required for the exami-nation.

1) If Marine Diesel fuel of poor quality (ISO-F-DMC) isused, a Base Number (BN) of approx. 20 is of advan-tage.

2) If the sulphur content of the fuel is <1%.

We do not assume any reponsibility for difficul-ties that might be caused by these oils.

Manufacturer Base Number [mgKOH/g] 12-151)

ADNOC Marine Engine Oil X412

AGIPCladium 120 - SAE 40Sigma S SAE 40 2)

BPEnergol DS 3-154Vanellus C3 2)

CASTROL

Castrol MLC 40Castrol TLX 154Castrol MXD 154Rivermax SX 40

CHEVRON(FAMM, Caltex)

Taro 16 XD 40Delo 1000 Marine SAE 40

DELEK Delmar 40-12

ENGEN Genmarine EO 4015

ERTOIL Koral 15

ESSO/EXXON Exxmar 12 TP 40

IRVING Marine MTX 1240

MOBILMobilgard 412 / SHC 120(MG 1SHC)Mobilgard ADL 40 / Delvac 13402)

PETROBRAS Marbrax CCD-410

REPSOL Neptuno NT 1540

SHELL

Gadinia Oil 40Sirius FB 40(Sirius/Rimula X) 2)

Gadinia AL

STATOIL MarWay 1540

TEBOIL Ward S 10 T

TOTAL Lubmarine Disola M4015

Table 3-3 Lubricating oils which have been released for the use in MAN B&W Diesel four-stroke engines running on gas oil and Diesel oil




0302

-010

1AA

.fm



3.2 Quality of lube oil for heavy fuel oil operation (HFO)

0302

-010

2AA

.fm

3.2 Quality of lube oil for heavy fuel oil operation (HFO)PDS: 10, 30, 40, 90

The specific power output offered by today’sDiesel engines and the use of fuels which moreand more often approach the acceptable limit inquality increase the requirements placed on thelube oil and make it imperative that the lube oilis chosen carefully. Medium-alkaline lube oilshave proven to be suitable for lubricating therunning gear, the cylinders, the turbochargerand, if applicable, for the cooling of the pistons.Medium-alkaline oils contain additives which,amongst other things, provided them with ahigher neutralising capacity than doped (HD) en-gine oils have.

No international specifications exist for medium-alkaline lube oils. An adequately long trial oper-ation in compliance with the manufacturer’s in-structions is therefore necessary.

Only lube oils, which have been released byMAN B&W Diesel, are to be used. These are list-ed in Table 3-7, Page 3-10.

Requirements

Base oil

The base oil (medium-alkaline lube oil = base oil+ additives) must be a narrow distillation cut andmust be refined in accordance with modern pro-cedures. Bright stocks, if contained, must nei-

ther adversely affect the thermal nor theoxidation stability.

The base oil must meet the limit values given inTable 3-4, Page 3-7, particularly as concerns itsaging stability.

Medium-alkaline lube oil

The base oil with which additives have beenmixed must demonstrate the following charac-teristics.

Additives

The additives must be dissolved in the oil andmust be of such a composition that an absoluteminimum of ash remains as residue after com-bustion, even though the engine were run ondistillate fuel temporarily. The ash must be soft.If this prerequisite is not complied with, in-creased deposits are to be expected in the com-bustion space, especially at the exhaust valvesand in the inlet housing of the turbochargers.Hard additive ash promotes pitting on the valveseats, as well as burnt-out valves and increasedmechanical wear in the cylinder space.

Additives must not facilitate clogging of the filterelements, neither in their active nor in their ex-hausted state.

Properties/characteristics Unit Test method Limit values

Structure - - preferably paraffin–basic

Behaviour in cold, still flows°C

ASTM-D2500 -15

Flash point (as per Cleveland) ASTM-D92 >200

Ash content (oxide ash)

Weight %

ASTM-D482 <0.02

Coke residue (as per Conradson) ASTM-D189 <0.50

Aging tendency after being heated up to 135°C for 100 hrs.

MAN B&W Dieselaging cabinet

-

n-heptane insolublesASTM-D4055 or

DIN 51592<0.2

Evaporation loss - <2

Drop test (filter paper)MAN B&W Diesel

testMust not allow to recognize precipitation of

resinous or asphalt-like aging products

Table 3-4 Lube oil (HFO operation) - specified values




0302

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2AA

.fm

Detergency

The detergency must be so high that the build-up of coke and tar-like residues on combustionof the HFO is precluded.

Dispersancy

The dispersancy must be selected such thatcommercially available lube-oil cleaning equip-ment can remove the detrimental contaminationfrom the used oil, i.e. the used oil must havegood separating and filtering properties.

Diesel-Performance

The Diesel performance (without taking the neu-tralisation ability into consideration) must, atleast, comply with MIL-L-21014 D resp. API-CD.

Neutralization capacity

The neutralisation capacity (ASTM-D2896) mustbe so high that the acidic products of combus-tion are neutralised at the lube oil consumptionrate that is specific for the engine. The reactiontime of the additives must be matched to theprocess in the combustion chamber. Hints con-cerning the selection of the BN are given in Ta-ble 3-6, Page 3-9.

Evaporation tendency

The tendency to evaporate must be as low aspossible, otherwise the oil consumption is ad-versely affected.

Further conditions

The lube oil must not form a stable emulsionwith water. Less than 40ml emulsion are accept-able in the ASTM-D1410 test after one hour. Thefoaming behaviour (ASTM-D892) must meet thefollowing conditions: after 10 minutes <20ml.The lube oil must not contain agents to improveviscosity index. Fresh oil must not contain anywater or other contamination.

Lube oil selection

Neutralisation property (BN)

Medium-alkaline lube oils having differently highlevels of neutralisation capacity (BN) are availa-ble on the market. According to the present-daystate of knowledge, operating conditions to beexpected and BN can be correlated as shown inTable 3-6, Page 3-9. The operating resulting willin the essence be the decisive criterion as towhich BN will ensure the most economic modeof engine operation.

Cylinder lube oil

In the case of engines with separate cylinder lu-brication, the pistons and the cylinder liner aresupplied with lube oil by means of a separate oilpump. The oil supply rate is factory-set to con-form to both the quality of the fuel to be used inservice and to the anticipated operating condi-tions. A lube oil as specified above is to be usedfor the cylinder and the lubricating circuit.

EngineSAE-class

Viscosity mm2/s at 40°C or 100°C

32/30, 40/54, 48/60 58/64

40preferably in the upperregion of the SAE–Class applicable to the engine

Table 3-5 Viscosity (SAE class) of lube oils




0302

-010

2AA

.fm

Speed governor

In case of mechanic-hydraulic governors withseparate oil sump, multi grade oil 5W-40 is pref-erably used. If this oil is not available as refill, anoil 15W-40 can be used for once. In this contextit is not important, if multi grade oils based onsynthetic or mineral oil are used. According tothe mineral oil companies they can be mixed inall cases.

The oil quality specified by the manufacturer isto be used for the remaining equipment fitted tothe engine.

Lube-oil additives

We advise against subsequently adding addi-tives to the lube oil, or mixing the differentmakes (brands) of the lube oil, as the perform-ance of the carefully matched package of addi-tives which is suiting itself and adapted to thebase oil, may be upset. Also, the lube oil compa-ny (oil supplier) is no longer responsible for theoil.

Selection of lube oils / warranty

Most of the mineral oil companies are in closeand permanent consultation with the enginemanufacturers and are therefore in a the posi-tion to quote the oil from their own product linethat has been approved by the engine manufac-turer for the given application. Independent ofthis release, the lube oil manufacturers are inany case responsible for quality and perform-ance of their products. In case of doubt, we are

more than willing to provide you with further in-formation.

Examinations

We carry out the investigations on lube oil in ourlaboratories for our customers who need onlypay the self-costs (net-costs). A representativesample of about 1litre is required for the exami-nation.

BN (me KOH/g oil) Operating conditions

~20 - 25Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil with sulphur content of (≤0.5% by weight)

~30 For 32/40, 40/54, 48/60 and 58/64 engines only if sulphur concentration <1.5%.

~40For 32/40, 40/54, 48/60 and 58/64 engines generally, provided the sulphur concentration is >1,5%.

~50For 32/40, 40/54, 48/60 and 58/64 engines if BN 40 is inadequate in terms of time between renewal of oil charge (high sulphur content of the fuel, very low oil consumption).

Table 3-6 Determining the BN for operating conditions




0302

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.fm

Manufacturer Base Number [mgKOH/g]

20 - 25 30 40

ADNOC Marine Engine Oil X424 Marine Engine Oil X430 Marine Engine Oil X440

AGIP - Cladium 300 Cladium 400

BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404

CASTROL TLX 204/TLX Plus 204 TLX 304/TLX Plus 304 TLX 404/TLX Plus 404

CEPSA Koral 25 Koral 35 -

CHEVRON Texaco(FAMM, Caltex)

Taro 20DP40Delo 2000 Marine Oil SAE 40

Taro 30DP40Delo 3000 Marine Oil SAE 40

Taro 40XL40Delo 3400 Marine Oil SAE 40

DELEK Delmar 40-24 Delmar 40-30 Delmar 40-40

ENGEN - Genmarine EO 4030 Genmarine EO 4040

ERTOIL Koral 25 Koral 35 -

ESSO / EXXONExxmar 24 TP 40-

Exxmar 30 TP 40Exxmar 30 TP 40 Plus

Exxmar 40 TP 40Exxmar 40 TP 40 Plus

IRVING Marine MTX 2040 Marine MXD 3040 Marine MXD 4040

MAO MING - MMDL 4030 -

MOBIL--

Mobilgard 430Mobilgard M430

Mobilgard 440Mobilgard M440

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

STATOIL MarWay-2040 MarWay-3040 MarWay-4040

TEBOIL - Ward S 30 T Ward S 40 T

TOTAL Lubmarine Aurelia XL 4025 Aurelia XL 4030 Aurelia XL 4040

Table 3-7 Lubricating oils, which have been released for the use in MAN B&W Diesel four-stroke engines running on heavy fuel oil

We do not assume any reponsibility for difficulties that might be caused by these oils

Page 3 - 10 Status 09/2003


3.3 Quality of engine cooling water

0302

-020

1AA

.fm

3.3 Quality of engine cooling waterPDS: 10, 30, 40, 50

Preliminary remarks

The engine cooling water, like the fuel and lubri-cating oil, is a medium which must be carefullyselected, treated and controlled. Otherwise,corrosion, erosion and cavitation may occur onthe walls of the cooling system in contact withwater and deposits may form. Deposits impairthe heat transfer and may result in thermal over-load on the components to be cooled. The treat-ment with an anti-corrosion agent has to beeffected before the first commissioning of theplant. During subsequent operations the con-centration specified by the engine manufacturermust always be ensured. In particular, this ap-plies if a chemical additive is used.

Requirements

Limiting values

The characteristics of the untreated cooling wa-ter must be within the following limits:

1) 1°dH (German hardness): 10mg CaO/litre17.9mg CaCO3/litre 0.357mval/litre 0.179mmol/litre

2) 1 mg/l 1 ppm

Test device

The MAN B&W Diesel water test kit includes de-vices permitting, i.a., to determine the above-mentioned water characteristics in a simplemanner. Moreover, the manufacturer of anti-corrosion agents are offering test devices thatare easy to operate. As to checking the coolingwater condition, see Chapter 3.4 "Checkingcooling water", Page 3-19.


Distillate

If a distillate (from the freshwater generator forinstance) or fully desalinated water (ion ex-changer) is available, this should preferably beused as engine cooling water. These waters arefree from lime and metal salts, i.e. major depos-its affecting the heat transfer to the cooling wa-ter and worsening the cooling effect cannotform. These waters, however, are more corro-sive than normal hard water since they do notform a thin film of lime on the walls which pro-vides a temporary protection against corrosion.This is the reason why water distillates must betreated with special care and the concentrationof the additive is to be periodically checked.

Hardness

The total hardness of the water is composed oftemporary and permanent hardness. It is largelydetermined by calcium and magnesium salts.The temporary hardness is determined by thehydrogen carbon content of the calcium andmagnesium salts. The permanent hardness canbe determined from the remaining calcium andmagnesium salts (sulphates). The decisive fac-tor for the formation of calcareous deposits inthe cooling system is the temporary (carbonate)hardness.

Water with more than 10°dH (German totalhardness) must be mixed with distillate or besoftened. 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 1)

pH-value 6.5 - 8 -

Chloride ion content

max.50 mg/l 2)

Table 3-8 Cooling water - characteristics to be adhered to

Status 09/2003 Page 3 - 11



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ter is only necessary to suppress foaming if anemulsifiable anti-corrosion oil is used.

Damage in the cooling water system

Corrosion

Corrosion is an electro-chemical process whichcan 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 flowvelocity and turbulence. If the evaporation pres-sure is fallen below, steam bubbles will formwhich then collapse in regions of high pressure,thus producing material destruction in closelylimited regions.

Erosion

Erosion is a mechanical process involving mate-rial abrasion and destruction of protective filmsby entrapped solids, especially in regions of ex-cessive flow velocities or pronounced turbu-lences.

Corrosion fatigue

Corrosion fatigue is a damage caused by simul-taneous dynamic and corrosive stresses. It mayinduce crack formation and fast crack propaga-tion in water-cooled, mechanically stressedcomponents if the cooling water is not treatedcorrectly.

Treatment of the engine cooling water

The purpose of engine cooling water treatmentis to produce a coherent protective film on thewalls of the cooling spaces by the use of anti-corrosion agents so as to prevent the above-mentioned damage. A significant prerequisitefor the anti-corrosion agent to develop its full ef-fectively is that the untreated water which isused satisfies the demands mentioned under"Requirements", Page 3-11.

Protecting films can be produced by treating thecooling water with a chemical anti-corrosionagent or emulsifiable anti-corrosion oil.

Emulsifiable anti-corrosion oils fall more andmore out of use since, on the one hand, their useis heavily restricted by environmental protectionlegislation and, on the other hand, the suppliershave, for these and other reasons, commencedto take these products out of the market.

Treatment before operating the engine for the first time

Treatment with an anti-corrosion agent shouldbe done before the engine is operated for thefirst time so as to prevent irreparable initial dam-age.

Attention!

It is not allowed to operate the engine withoutcooling water treatment.

Cooling water additives

No other additives than those approved by MANB&W Diesel and listed in Table 3-9, Page 3-16up to Table 3-12, Page 3-17.

Permission required

A cooling water additive can be approved foruse if it has been tested according to the latestrules of the Forschungsvereinigung Verbren-nungskraftmaschinen (FVV), ”Testing the suita-bility of coolant additives for cooling liquids ofinternal combustion engines” (FVV publication R443/1986). The test report is to be presented ifrequired. The necessary testing is carried out byStaatliche Materialprüfanstalt, DepartmentOberflächentechnik, Grafenstraße 2, 64283Darmstadt on request.

To be used only in closed circuits

Additives can only be used in closed circuitswhere no appreciable consumption occurs ex-cept leakage and evaporation losses.

Page 3 - 12 Status 09/2003



0302

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.fm

• Chemical additives

Additives based on sodium nitrite and sodi-um borate, etc. have given good results. Gal-vanised iron pipes or zinc anodes providingcathodic protection in the cooling systemsmust not be used. Please note that this kindof corrosion protection, on the one hand, isnot required since cooling water treatment isspecified and, on the other hand, consideringthe cooling water temperatures commonlypractised nowadays, it may lead to potentialinversion. If necessary, the pipes must bedezinced.

• Anti-corrosion oil

This additive is an emulsifiable mineral oilmixed with corrosion inhibitors. A thin protec-tive oil film which prevents corrosion withoutobstructing the transfer of heat and yet pre-venting calcareous deposits forms on thewalls of the cooling system.

Emulsifiable anti-corrosion oils have nowa-days lost importance. For reasons of environ-mental protection legislation and because ofoccasionally occurring emulsion stabilityproblems, they are hardly used any more.

The manufacturer must guarantee the stabil-ity of the emulsion with the water available orhas to prove this stability by presenting em-pirical values from practical operation. If acompletely softened water is used, the possi-bility of preparing a stable, non-foamingemulsion must be checked in cooperationwith the supplier of the anti-corrosion oil orby the engine user himself. Where required,adding an anti-foam agent or hardening (seeChapter 3.4 "Checking cooling water", Page3-19) is recommended. Anti-corrosion oil isnot suitable if the cooling water may reachtemperatures below 0°C or above 90°C. Ifso, an anti-freeze or chemical additive is tobe used.

• Anti-freeze agent

If temperatures below the freezing point ofwater may be reached in the engine, in thecooling system or in parts of it, an anti-freeze

agent simultaneously acting as a corrosioninhibitor must be added to the cooling water.Otherwise the entire system must be heated.(Designation for armed forces of Germany:Sy-7025).

Sufficient corrosion protection will beachieved by admixing the products listed inTable 3-12, Page 3-17 taking care that thespecified concentration is observed. Thisconcentration will prevent freezing down to atemperature of about -22°C. The quantity ofanti-freeze actually required, however, alsodepends on the lowest temperatures expect-ed at the site.

Anti-freeze agents are generally based onethylene glycol. A suitable chemical additivemust be admixed if the concentration of theanti-freeze specified by the manufacturer fora certain application does not suffice to af-ford adequate corrosion protection or if, dueto less stringent requirementswith redard toprotection from freezing, a lower concentra-tion of anti-freeze agent is used than wouldbe required to achieve sufficient corrosionprotection. The manufacturer must be con-tacted for information on the compatibility ofthe agent with the anti-freeze and the con-centration required. The compatibility of thechemical additives stated in Table 3-9, Page3-16 with anti-freeze agents based on ethyl-ene glycol is confirmed. Anti-freeze agentsmay only be mixed with each other with thesupplier’s or manufacturer’s consent, even ifthe composition of these agents is the same.

Prior to the use of an anti-freeze agent, thecooling system is to be cleaned thoroughly.

If the cooling water is treated with an emulsi-fiable anti-corrosion oil, no anti-freeze maybe admixed, as otherwise the emulsion isbroken and oil sludge is formed in the coolingsystem.

For the disposal of cooling water treated withadditives, observe the environmental protec-tion legislation. For information, contact thesuppliers of the additives.

Status 09/2003 Page 3 - 13



0302

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• Biocides

If the use of a biocide is inevitable becausethe cooling water has been contaminated bybacteria, the following has to be observed:

- It has to be ensured that the biocide suita-ble for the particular application is used.

- The biocide must be compatible with thesealing materials used in the cooling watersystem; it must not attack them.

- Neither the biocide nor its decompositionproducts contain corrosion-stimulatedconstituents. Biocides whose decomposi-tion results in chloride or sulphate ions arenot 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 andafter repairs to the piping system, it must be en-sured that the pipes, tanks, coolers and otherequipment outside the engine are free from rustand other deposits because dirt will considera-bly reduce the efficiency of the additive. The en-tire system has therefore to be cleaned using anappropriate cleaning agent with the engine shutdown (see MAN B&W Diesel Work Card 000.03and Chapter 3.5 "Cleaning cooling water",Page 3-23).

Loose solid particles, in particular, have to be re-moved from the system by intense flushing be-cause otherwise erosion may occur at points ofhigh flow velocities.

The agent used for cleaning must not attack thematerials and the sealants in the cooling system.This work is in most cases done by the supplierof the cooling water additive, at least the suppli-er can make available the suitable products for

this purpose. If this work is done by the engineuser it is advisable to make use of the servicesof an expert of the cleaning agent supplier. Thecooling system is to be flushed thoroughly aftercleaning. The engine cooling water is to be treat-ed with an anti-corrosion agent immediately af-terwards. After restarting the engine, thecleaned 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 ofits effectively as a result. It 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 atleast once a week, using the test kit prescribedby the supplier. The results are to be recorded.

Important!

The concentrations of chemical additives mustnot be less than the minimum concentrationsstated in Table 3-9, Page 3-16.

Concentrations that are too low may promotecorrosive effects and have therefore to be avoid-ed. Concentrations that are too high do notcause damages. However, concentrations morethan double as high should be avoided for eco-nomical reasons.

A cooling water sample is to be sent to an inde-pendent laboratory or to the engine supplier formaking a complete analysis every 3 – 6 months.

For emulsifiable anti-freeze agents , the suppliergenerally prescribes renewal of the water afterapprox. 12 months. On such renewal, the entirecooling system is to be flushed, or if required tobe cleaned (also see Chapter 3.5 "Cleaningcooling water", Page 3-23). The fresh charge ofwater is to be submitted to treatment immedi-ately.

Page 3 - 14 Status 09/2003



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If chemical additives or anti-freeze agents areused, the water should be changed after threeyears at the latest.

If excessive concentrations of solids (rust) arefound, the water charge has to be renewedcompletely, and the entire system has to bethoroughly cleaned.

The causes of deposits in the cooling systemmay be leakages entering the cooling water,breaking of the emulsion, corrosion in the sys-tem and calcareous deposits due to excessivewater hardness. An increase in the chloride ioncontent generally indicates sea water leakage.The specified maximum of 50mg/kg of chlorideions must not be exceeded, since otherwise thedanger of corrosion will increase. Exhaust gasleakage into the cooling water may account fora sudden drop in the pH value or an increase ofthe sulphate content.

Water losses are to be made up for by addinguntreated water which meets the quality de-mands according to "Requirements", Page3-11. The concentration of the anti-corrosionagent has subsequently to be checked and cor-rected if necessary.

Checks of the cooling water are especially nec-essary whenever repair and servicing work hasbeen done in connection with which the coolingwater was drained.

Protective measures

Anti-corrosion agents contain chemical com-pounds which may cause health injuries ifwrongly handled. The indications in the safetydata sheets of the manufacturers are to be ob-served.

Prolonged, direct contact with the skin shouldbe avoided. Thoroughly wash your hands afteruse. Also, if a larger amount has been splashedonto the clothing and / or wetted it, the clothingshould be changed and washed before beingworn again.

If chemicals have splashed into the eyes, imme-diately wash with plenty of water and consult adoctor.

Anti-corrosion agents are a contaminating loadfor the water in general. Cooling water musttherefore not be disposed off by pouring it intothe sewage system without prior consultationwith the competent local authorities. The re-spective legal regulations have to be observed.

Status 09/2003 Page 3 - 15



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Permissible cooling water additives

Chemical additives (Chemicals) - containing nitrite

1) The values in the marked areas can be determined with the test kit of the chemical manufacturer.

Chemical additives (Chemicals) - free from nitrite

Manufacturer Product designationInitial dose

per 1,000 litre

Minimum concentration ppm

ProductNitrite(NO2)

Na-Nitrite (NaNO)2

Drew Ameroid Int.Stenzelring 821107 HamburgGermany

LiquidewtMaxigardDEWT-NC

15l40l

4.5kg

15,000 1)

40,0004,500

7001,3302,250

1,0502,0003,375

Unitor ChemicalsKJEMI-Service A.S.P.O. Box 493140 BorgheimNorway

Rocor NB LiquidDieselguard

21.5l4.8kg

21,5004,800

2,4002,400

3,6003,600

Vecom GmbHSchlenzigstr. 721107 HamburgGermany

CWT Diesel/QC-2 16l 16,000 4,000 6,000

Nalfleet MarineChemicalsP.O. Box 11NorthwichCheshire CW8DX, UK

Nalfleet EWT Liq (9-108)Nalfleet EWT 9–131 CNalfleet EWT 9–111Nalcool 2000

3l10l10l30l

3,00010,00010,00030,000

1,0001,0001,0001,000

1,5001,5001,5001,500

Maritech ABP.O. Box 14329122 KristianstadSweden

Marisol CW 12 l 12,000 2,000 3,000

UniserviceVia al Santuario di N.S.della Guardia 58/A16162 Genova, Italy

N.C.L.T.

Colorcooling

12l

24l

12,000

24,000

2,000

2,000

3,000

3,000

Table 3-9 Chemical additives - containing nitrite

Manufacturer Product designationInitial doseper 1,000 l

Minimum concen-tration

Arteco TechnologieparkZwinaarde 2B-9052 GentBelgium

HavolineXLI

75 l 7.5 %

Total LubricantsParos, France

WT Supra 75 l 7.5 %

Table 3-10 Chemical additives - free from nitrite

Page 3 - 16 Status 09/2003



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Emulsifiable anti-corrosion oils

Anti-freeze agents with corrosion inhibiting effect

ManufacturerProduct

(Designation)

BP MarineBreakspear WayHemel HempsteadHerts HP2 4UL, UK

Diatsol MFedaro M

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Solvex WT 3

DEA Mineralöl AGÜberseering 4022297 Hamburg, Germany

Targon D

Deutsche Shell AGÜberseering 3522284 Hamburg, Germany

Oil 9156

Table 3-11 Emulsifiable anti-corrosion oils

ManufacturerProduct

(Designation)Minimum

concentration

BASFCarl-Bosch-Str.67063 Ludwigshafen, Rhein, Germany

Glysantin G 48Glysantin 9313Glysantin G 05

35 %

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF,SF

BP, Britannic Tower, Moor Lane, London EC2Y 9B, UK

Antifrost X 2270A

DEA Mineralöl AGÜberseering 4022297 Hamburg, Germany

Kühlerfrostschutz

Deutsche Shell AGÜberseering 3522284 Hamburg, Germany

Glycoshell

Höchst AG, Werk Gendorf84508 Burgkirchen, Germany

Genatin extra (8021 S)

Mobil Oil AGSteinstraße 520095 Hamburg, Germany

Frostschutz 500

Arteco/Technologiepark, Zwijnaarde 2, B-9052 Gent, Belgium

Havoline XLC

50 %Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 3-12 Anti-freeze agents with corrosion inhibiting effect

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Page 3 - 18 Status 09/2003


3.4 Checking cooling water

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3.4 Checking cooling waterPDS: 10, 30, 40, 50

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 watercircuits must comply with the specifications.Cooling water in the system must be checked atregular intervals according to the maintenanceschedule.

The work/steps include:

• Recording characteristic values of operatingmedia

• Assessment of operating media and

• Checking the concentration of anti-corrosionagents.

Tools/appliances required

Means for checking the fresh water quality

Either use

• MAN B&W Diesel water test kit or a coorre-sponding testkit containing all the necessaryinstruments and chemicals for determiningthe water hardness, the pH value and thechloride content (can be obtained from MANB&W Diesel or from Messrs Mar-Tec Marine,Hamburg), or

• Durognost tablets used to determine the wa-ter hardness (Messrs Gebr. Hegl KG, Hild-esheim), and

• pH value indicator paper with colour check-ing pattern to determine the pH value (MessrsMerk AG, Darmstadt), or alternatively liquidpH value indicator or electronic measuringunit, and n/10 silver nitrate solution and 5-percent potassium chromate solution to de-termine the chloride ion content.

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 suppli-ers also contain testing means for determin-ing the fresh water quality.

• When using anti-corrosion oils:

Emulsion tester (Messrs Hamburger Labor-bedarf Dargatz, Hamburg), and concentratedhydrochloric acid.

Check the characteristic values of the water

Brief specification

Table 3-13 Quality specifications for cooling water (brief)

1) dGH = German hardness

Check the water hardness

The water hardness should be tested in compli-ance with the instructions accompanying theDurognost tablets.

Water of a hardness exceeding the specifiedlimit is to be mixed with distillate or softened wa-ter, or to be softened by adding the chemicalsstated below.

Characteristic value/Feature

Water for charging and

topping up

Water in circu-lation

Type of waterFresh water,

free of foreign matter

Treated cool-ing water

Total hardness ≤10°dGH 1) ≤10°dGH 1)

pH value6.5 – 8 at

20°C≥7.5 at 20°C

Chloride ion con-tent

≤50mg/l ≤50mg/l

Status 03/2004 Page 3 - 19

Checking cooling water


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The water hardness is reduced by 1°dGH if thefollowing quantities of chemicals are added to1000l of water:

- approx. 40g anhydrous trisodium phos-phate (Na3PO4), and

- approx. 20g anhydrous sodium carbonate(Na2CO3).

Important!

The chemicals are to be dissolved in water, in aseparate tank outside the engine circuit (in orderfor the water hardness constituents to be sepa-rated outside the engine circulation system) andsubsequently be gradually added via the com-pensating tank, with the engine running.

Chemicals to increase the water hardness arevirtually insignificant nowadays because emulsi-fiable anti-corrosion oils are hardly used anylonger. These chemicals only served the pur-pose of suppressing foaming in such cases.

Check the pH value

Indicator paper, a liquid indicator, or an elec-tronic measuring unit is to be used for measur-ing. Make sure to observe the instructions givenby the respective supplier.

The pH value indicates the concentration of hy-drogen ions and provides a comparative valuefor the aggressiveness of the water. If the pHvalue is lower than the specified limit, it can becorrected by adding sodium nitrite (NaNO2) orsodium hydroxide (NaOH); sodium nitrite shouldbe given preference. Which quantity is requireddepends on the pH value found.

Check the chloride ion content

Add exactly 5cm3 of n/10 silver nitrate solution(AgNO3) to 350cm3 of the water sample in theglass and mix thoroughly. Add 5 drops of a 5-percent potassium chromate solution (K2CrO4).If red colouration occurs, the chloride ion con-tent is less than 50mg/l.

If the chloride ion content is too high, add waterwith a low chloride content (distilled water or to-tally desalinated water) until red colouration oc-

curs. Then check once again for hardness andpH value.

Testkit of the producer of the additive

As far as the testkit of the supplier of the additivecontains testing means to determine the charac-teristic values of the fresh water, these can beused.

Check the concentration of anti-corrosionagents

Brief specification

Check the concentration of chemical additives

The concentration should be checked weeklyand/or in accordance with the maintenanceschedule, using the testing instruments and rea-gents specified by the respective supplier, andin accordance with the instructions issued.

A protection by chemical anti-corrosion agentsis only ensured if the concentration is exactlyadhered to. In this connection, the concentra-tions recommended by MAN B&W Diesel (seeChapter 3.3 "Quality of engine cooling water",Page 3-11) are to be adhered to by all means.These recommended concentrations may differfrom the producer’s specifications.

For reasons of environment protection, chemi-cal additives are almost exclusively used nowa-days. Emulsifying anti-corrosion oils have lostimportance.

Anti-corro-sion agent

Concentration

Chemical additives

In compliance with quality specification, see Chapter 3.3 "Quality of engine cooling water", Page 3-11

Anti-corro-sion oil

Initially, after filling in, 1.5 - 2% by volume; when operating conditions have stabilised 0.5-1% by volume

Anti-freezeIn compliance with quality specification, see Chapter 3.3 "Quality of engine cooling water", Page 3-11

Table 3-14 Concentration of cooling additives

Page 3 - 20 Status 03/2004



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Check the concentration of anti-corrosion oils

The concentration of the anti-corrosion oil is de-termined by means of the emulsion tester byacid cleavage with concentrated hydrochloricacid.

Check the concentration of anti-freeze agents

The concentration is to be checked in accord-ance with the instructions of the producer, or asuitable laboratory is to be entrusted with thedetermination of the concentration. In case ofdoubt, MAN Diesel AG, Augsburg, should beconsulted .

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Page 3 - 22 Status 03/2004


3.5 Cleaning cooling water

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.fm

3.5 Cleaning cooling waterPDS: 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 contaminationor deposits impede effective component coolingand may endanger a stable emulsion of waterand anti-corrosion oil. Contamination and de-posits are to be removed 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 forcontamination at the specified intervals. If heav-ily fouled, immediate cleaning is necessary. Thiswork should preferably be done by a specialistfirm which will provide the cleansers suitable forthe particular type of deposits and materialsused in the cooling system. Only in the eventthat procurement of the services of a specialistfirm is not possible, the cleaning should be per-formed by the engine operator.

Oil sludge

Oil sludge produced by lube oil entering thecooling system or by an excessive concentra-tion of anti-corrosion agents can be removed byflushing with fresh water, with some cleaningagent being added. Table 3-15, Page 3-23, listsappropriate agents in alphabetical order. Prod-ucts of other manufacturers may be used pro-vided their properties are comparable. Themanufacturer’s instructions for use are to bestrictly observed.

Calcareous and rust deposits

Calcareous and rust deposits may form if exces-sively hard water or too low a concentration ofanti-corrosion agent has been used in opera-tion. A thin layer of scale need not be removedas, according to experience, this provides pro-tection against corrosion. Calcareous layers of>0.5mm in thickness, however, will impede theheat transfer to an extent which results in ther-mal overloading of the components to becooled.

Rust in the cooling system adversely affects thestability of the emulsion in case anti-corrosionoil is being used for cooling water treatment.Washed-off rust particles can act like an abra-sive (e. g. on the sealing elements of the waterpumps). Together with the water hardness con-stituents, they form so-called iron sludge whichsettles predominantly in areas of low flow rates.

1) Can also be used in case of short engine operating periods

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 1) 0.05 – 0.5% 4 hrs at ambient temperature

VecomUltrasonic

Multi Cleaner4% 12 hrs at 50 – 60°C

Table 3-15 Cleaning agents for removing oil suldge

Status 09/2003 Page 3 - 23


3.5 Cleaning cooling water

0302

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3AA

.fm

.

In general, products used for dissolving calcare-ous scale deposits are also suitable for remov-ing rust. Table 3-16, Page 3-24, lists appropriateagents in alphabetical order. Products of othermanufacturers may also be used as long as theirproperties are comparable. The manufacturer’sinstructions for use are likewise to be strictly ob-served. Prior to cleaning, check whether theagent concerned is suitable for the materials tobe cleaned. The agents listed in Table , Page3-24, are also suitable for stainless steel

In case of emergency

Only in exceptional cases, if none of the specialagents the application of which does notpresent problems is available, calcareous de-posits may be removed by using aqueous hy-drochloric acid or amido sulphur acid as ameans of emergency. The following is to be ob-served for application:

• Heat exchangers made of stainless steelmust never be treated with aqueous hydro-chloric acid.

• Cooling systems containing non–ferrousmetals (aluminium, red brass, brass, etc.)have to be treated with inhibited amido sul-phur acid. This acid should be added to thewater at a concentration of 3 - 5%. The tem-perature should be 40 - 50°C.

• Aqueous hydrochloric acid may only be usedfor cleaning steel pipes. The use of hydro-chloric acid for system cleaning always in-volves the risk of acid residues remaining inthe system even after thorough neutralisationand flushing. Such residues promote corro-

sion pitting. We therefore recommend havingthe cleaning operation performed by a firmspecialising in this field.

Carbon dioxide bubbles which form in the disso-lution process of the calcareous deposits mayobstruct the access of the cleaning agent to thewater scaling. It is, therefore, absolutely neces-sary to circulate the water containing the clean-ing agent so that the gas bubbles are carriedaway 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 , Page 3-24.

After cleaning

Following the cleaning of cooling spaces usingcleaning agents, the system has to be flushedseveral times. In doing so, make sure to replacethe water. Where acids have been used forcleaning, subsequently neutralise the coolingsystem with appropriate chemicals, and thenflush it. When this has been done, the systemcan be refilled with appropriately treated water.

Attention!

Do not start the cleaning process before the en-gine has dooled down. Hot engine componentsare not allowed to be charged with cold water.Prior to proceeding to refilling the cooling watersystem, make sure that the venting pipes areopen. Clogged venting pipes obstruct the es-cape of air and involve the danger of thermaloverloading of the engine.

The relevant regulations have to be observed forthe disposal of cleaning agents or acids.

Manufacturer Product ConcentrationDuration of the cleaning procedure /

temperature

Drew SAF-Acid Descale-IT 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

Table 3-16 Cleaning agents for dissolving calcareous scale and rust

Page 3 - 24 Status 09/2003

Quality of raw-water in cooling tower operation (addtive and circulating water)

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3.6 Quality of raw-water in cooling tower operation (addtive and circulating water)PDS: 10, 30, 40, 50

This guideline specifies the basic demandsmade on cooling water for cooling tower opera-tion. Should the cooling tower manufacturermake further demands on the water quality,these requirements must, by all means, be ob-served.

Moreover, it must be taken into considerationthat additional demands will be made on the wa-ter quality depending on the material of the cool-ers, which are applied with water. Additionalrequirements for the cooling water made by thecooler manufacturer must also be observed.

General

The raw water system with cooling tower re-cooling concerns an open circulation system,which dissipates the heat absorbed from thewater by evaporation into the cooling tower.This results at the same time in a continuous wa-ter loss due to evaporation. In order to restrictthe incurring salt concentration, a certain wateramount must permanently be topped as addi-tive water.

Water losses due to evaporation and blowingdown (depending on the additive water quality)may amount up to 3% of the circulating waterquantity.

Blowing down

An increasing evaporation loss results in a high-er concentration of the salts and the suspendedsubstances in the water and, therefore, in an in-creasing tendency to corrosion and the forma-tion of deposits in the system. In addition, theraw water absorbs impurities from the ambientair. Deposits have a negative effect on the heatdissipation in the coolers and the control systemfunction.

In order to avoid excessive concentration, a partof the thickened circulating water must be re-moved from the circuit and be replaced by lessconcentrated additive water. Blowing down has

a regulating effect on the concentration constit-uents of the circulating water. The amount of thewater to be exchanged depends on the waterquality and has to be chosen as to ensure con-stant compliance with the limit values specifiedfor the circulating water (see Table 3-17, Page3-26).

Additive water

The system water losses caused by blowingdown, evaporation or leakages must be re-placed by continuous additive water toppingduring operation. The required amount of addi-tive water depends on the quality of the additivewater and the climatic site conditions.

Certain demands have to be made on the addi-tive water quality, which is based on the require-ments for circulating water taking theconcentration degree into consideration. If therequired water quality cannot be achieved, thewater has to be treated chemically (e.g. soften-ing or hardness stabilisation) or mechanically, ifnecessary. Otherwise

• deposits due to precipitation of hardly solu-ble salts,

• sediments of disperse solid substances,

• corrosion,

• growth of micro organisms

are to be expected.

The cooling tower should, at least, be run with aconcentration by factor 2. Higher concentra-tions are, in general, more economic. In order topermit this, the content of substances must notexceed half of the amount of the contents per-mitted for circulating water. For the absoluteminimum requirements, please see Table 3-17,Page 3-26.


Quality of raw-water in cooling tower operation (addtive and circulating water)

0302

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.fm

Water treatment

Depending on the water quality, various treat-ment processes come into consideration:

• Decarbonisation, acid injection

• Desalinisation

• Cooling water conditioning (chemical treat-ment).

By using special chemicals, so-called stabilisersand conditioners, deposits and corrosion in thecooling water circuit can largely be controlled.These means permit operation at increasedconcentration and, therefore, a reduction of therequired additive water.

When using chemical additives for cooling waterconditioning, the cooling tower manufacturer isto be contacted.

Quality guidelines for circulating and additivewater

Table 3-17 Quality guidelines for circulating and addi-tive water

1) Minimum requirements in the case of concentrationfactor 2. At a higher concentration the values are ac-cordingly lower.

2) When using chemical additives, the pH values may belocated outside the specified range.

Monitoring of the water quality

pH Value, water hardness and conductivity ofthe circulating water should, at least, be meas-ured every 2 weeks. Based on the conductivity,it can be checked whether the prescribed con-centration factor is kept. Regular checks mustinclude the values stated in Table 3-17, Page3-26.

Utilisation of biocides

Intensive venting of the water in the cooling tow-er and insulation will, above all, during the warmseason, cause algeas and microorganisms,which clog the cooling system, support corro-sion and clearly reduce the cooling efficiency.

Growth by algeas, shells and bacteria coloniesmust, therefore, be eliminated by vaccinationwith chlorine or effective biocides.

The selection and application of biocides de-pends on the occurring microorganisms. Closecooperation with the manufacturer, resp. suppli-er, would be recommendable as they dispose ofsuitable test processes for micro organism de-tection as well as the necessary experience.

Environmental protection, safety

The locally applicable environmental require-ments are, in cooling tower operation, to be tak-en into consideration for the discharge of blow-down water and disposal of the substances(hardness stabilisers, biocides, corrosion inhibi-tors, dispersants) used for cooling water treat-ment.

When using chemical additives, the safety regu-lations of the manufactures must, by all means,be observed.

Circulating water Additive water 1)

Appearance Colourless, clear, no sediments

Colourless, clear, no sediments

pH value 2) 7.5 - 8.5 -

Total salt content <2,500ppm <1,250ppm

Conductivity <3,000µS/cm -

Calcium >20ppm >10ppm

Carbonate hard-ness without hardness stabili-sation

<4°dH<71ppm CaCO3

<2°dH<35ppm CaCO3

Carbonate hard-ness with hard-ness stabilisation

<20°dH<356ppm

CaCO3

<10°dH<178ppm

CaCO3

Chloride <200ppm <100ppm

Sulphate <300ppm <150ppm

KMnO4 con-sumption

<100g/m³ -

Germ number <10,000/ml -



3.7 Quality of heavy fuel oil (HFO)

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.fm

3.7 Quality of heavy fuel oil (HFO)PDS: 10, 30, 40, 90

Prerequisites

MAN B&W Diesel four-stroke engines can beoperated on any crude-oil based heavy fuel oilmeeting the requirements listed in Table 3-19,Page 3-29, provided the engine and the fueltreatment plant are designed accordingly. In or-der to ensure a well-balanced relation betweenthe costs for fuel, spare parts and maintenanceand repair work, we recommend bearing in mindthe following points.

Heavy fuel oil (HFO)

Provenance/refining process

The quality of the heavy fuel oil is largely deter-mined by the crude oil grade (provenance) andthe refining process applied. This is the reasonwhy heavy fuel oils of the same viscosity maydiffer considerably, depending on the bunkerplaces. Heavy fuel oil normally is a mixture ofresidue oil and distillates. The components ofthe mixture usually come from state-of-the-artrefining processes such as visbreaker or catalyt-ic cracking plants. These processes may have anegative effect on the stability of the fuel and onits ignition and combustion properties. In the es-sence, these factors also influence the heavyfuel oil treatment and the operating results of theengine.

Bunker places where heavy fuel oil grades ofstandardised quality are offered should be givenpreference. If fuels are supplied by independenttraders, it is to be made sure that these, too,keep to the international specifications. The re-sponsibility for the choice of appropriate fuelsrests with the engine operator.

Specifications

Mineral oil companies have internally estab-lished specifications for heavy fuel oils, and ex-perience shows that these specifications areobserved worldwide and are within the limits ofinternational specifications (e.g. ISO 8217,

CIMAC, British Standards MA-100). As a rule,the engine builders expect that fuels satisfyingthese specifications are being used.

The fuel specifications given in Table 3-19, Page3-29, are categorized by viscosity and grade,and make allowance for the lowest-grade crudeoil offered worldwide and for the most unfavour-able refining processes. The specifications havebeen coordinated between the InternationalStandard Organisation (ISO), the British Stand-ards Institute (BSI), the association of enginebuilders (CIMAC) and the International Chamberof Shipping (ICS).

Blends

The admixing of engine oils (used oils), of non-mineral oil constituents (such as coal oil) and ofresidual products from refining or other proc-esses (such as solvents) is not permitted. Thereasons are, for example: the abrasive and cor-rosive effects, the adverse combustion proper-ties, a poor compatibility with mineral oils and,last but not least, the negative environmental ef-fects. The order letter for the fuel should ex-pressly mention what is prohibited, as thisconstraint has not yet been incorporated in thecommonly applied fuel specifications.

The admixing of engine oil (used oil) to the fuelinvolves a substantial danger because the lubeoil additives have an emulsifying effect and keepdirt, water and catfines finely suspended. There-fore, they impede or preclude the necessarycleaning of the fuel. We ourselves and othershave made the experience that severe damageinduced by wear may occur to the engine andturbocharger components as a result.

A fuel shall be considered to be free of used lu-bricating oil if one or more of the elements Zn, Pand Zn are below the specific limits (Zn: 15 ppm;P: 15 ppm; Ca: 30 ppm).

The admixing of chemical waste materials (suchas solvents) to the fuel is for reasons of environ-mental protection prohibited by resolution of the

Status 03/2004 Page 3 - 27



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.fm

IMO Marine Environment Protection Committeeof 1 Jan. 92.

Leaked oil collectors

Leaked oil collectors into which leaked oil andresidue pipes as well as overflow pipes of thelube oil system, in particular, must not have anyconnection to fuel tanks. Leaked oil collectorsshould empty into sludge tanks.

Specifications

For the usability of fuels of certain specifica-tions, Table 3-18, Page 3-28, is valid. In Table 3-19, Page 3-29, the limit values to be compliedwith in each case are stated.

The heavy fuel oils ISO F-RMK 35/45/55, with amaximum density of 1010kg/m3, can only beused if appropriate modern separators are avail-able.

In the fuel ordering form, the limit values as perTable 3-19, Page 3-29, which have an influenceon the engine operation, should be specified, forexample in the bunkering or charter clause.Please note the entries in the last column of Ta-ble 3-19, Page 3-29, because they provide im-portant background information

Important:

Fuel oil characteristics as stated in analysis re-sults - even if they meet the above mentionedrequirements - may be not sufficient for estimat-ing the combustion properties of the fuel oil. Thismeans that service results depend on oil proper-ties which cannot be known beforehand. Thisespecially applies to the tendency of the oil toform deposits in the combustion chamber, gaspassages and turbines. It may, therefore, benecessary to rule out some oils that cause diffi-culties.

Fuel oil specification

CIMAC 2003 A30 B30/C10 D80 E/F180 G/H/K380 - H/K700

BS MA–100 M4 M5 M7 8/9 M8/- M9/-

ISO F–RM A10 B/C10 D15 E/F25 G/H/K35 H/K45 H/K55

Usability for engine types

Engine type 32/40, 40/54, 48/60, 58/64

All engines Fuel can be used without consultation

Table 3-18 Usability of fuels with respect to engine types

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Fuel oil specification

CIMAC 2003 A30 B30 D80 E/F180 G/H/K380 - H/K700See

BS MA–100 M4 M5 M7 8/9 M8/- M9/-

ISO F–RM A10 B/C10 D15 E/F25 G/H/K35 H/K45 H/K55

Fuel-system related characteristic values

Viscosity (at 50°C)

mm2/s (cSt)

max. 40 40 80 180 380 500 700"Viscosity/injection viscosity", Page 3-30

Viscosity (at 100°C)

max. 10 10 15 25 35 45 55"Viscosity/injection viscosity", Page 3-30

Density (at 15°C)

g/ml max. 0.975 0.981 0.985 0.991/1.010"Heavy fuel oil treat-ment", Page 3-30

Flash point

°C

min. 60"Flash point (ASTMD-93)", Page 3-32

Pour point (summer)

max. 6 24 30

"Low temperature behaviour (ASTM D-97)", Page 3-32, and "Pump ability", Page 3-33

Pour point (winter)

max. 0 24 30

"Low temperature behaviour (ASTM D-97)", Page 3-32, and "Pump ability", Page 3-33

Engine–related characteristic values

Carbon residues (Conradon)

% wt.

max.

10 10/14 14 15/20 18/22 22 22"Combustion proper-ties", Page 3-33

Sulphur 3.5 3.5 4 5"Sulphuric acid corro-sion", Page 3-35

Ash 0.10 0.15 0.20"Heavy fuel oil treat-ment", Page 3-30

Vanadium mg/kg 150150/300

350200/500

300/600

600"Heavy fuel oil treat-ment", Page 3-30

Water % vol. 0.5 0.8 1"Heavy fuel oil treat-ment", Page 3-30

Sediment (potential)

% wt. 0.1

Supplementary characteristic values

Aluminium and silicon

mg/kg

max.

80"Heavy fuel oil treat-ment", Page 3-30

Asphalts % wt. 2/3 of carbon residues (Conradson)"Combustion proper-ties", Page 3-33

Sodium mg/kg Sodium<1/3 vanadium, sodium<100"Heavy fuel oil treat-ment", Page 3-30

Cetane number of low–viscosity constituent minimum 35"Ignition quality", Page 3-33

Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating oil (used oil)

Table 3-19 Fuel oil specifications and associated characteristic values

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Supplementary remarksThe following remarks are thought to outline therelations between heavy fuel oil grade, heavyfuel oil treatment, engine operation and operat-ing results.

Selection of heavy fuel oil

Economic operation on heavy fuel oil with thelimit values specified in Table 3-19, Page 3-29,is possible under normal service conditions,with properly working systems and regularmaintenance. Otherwise, if these requirementsare not met, shorter TBO’s (times between over-haul), higher wear rates and a higher demand inspare parts must be expected. Alternatively, thenecessary maintenance intervals and the oper-ating results expected determine the decision asto which heavy fuel oil grade should be used.

It is known that as viscosity increases, the priceadvantage decreases more and more. It is there-fore not always economical to use the highestviscosity heavy fuel oil, which in numerous cas-es means the lower quality grades.

Heavy fuel oils ISO-RMB/C 10 or CIMAC B10ensure reliable operation of older engines, whichwere not designed for the heavy fuel oils that arecurrently available on the market. ISO-RMA 10or CIMAC A30 with a low pour point should bepreferred in cases where the bunker systemcannot be heated.

Viscosity/injection viscosity

Heavy fuel oils if having a higher viscosity maybe of lower quality. The maximum permissibleviscosity depends on the existing preheatingequipment and the separator rating (through-put).

The specified injection viscosity and/or fuel oiltemperature upstream of the engine should beadhered to. Only then will an appropriate atomi-sation and proper mixing, and hence a low-resi-due combustion be possible. Besides,mechanical overloading of the injection systemwill be prevented. The specified injection viscos-ity and/or the necessary fuel oil temperature up-

stream of the engine can be seen from theviscosity/temperature diagram.

Heavy fuel oil treatment

Trouble-free engine operation depends, to alarge extent, on the care which is given to heavyfuel oil treatment. Particular care should be tak-en that inorganic, foreign particles with theirstrong abrasive effect (catalyst residues, rust,sand) are effectively separated. It has shown inpractice that with the aluminium content>10mg/kg abrasive wear in the engine stronglyincreases.

The higher the viscosity of the heavy fuel oil, thehigher will the density and the foreign particlesconcentration be, according to our experience.The viscosity and density will influence thecleaning 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 settlingtank. This precleaning is all the more effectivethe longer the fuel remains in the tank and thelower the viscosity of the heavy fuel oil is(maximum preheating temperature 75°C toprevent formation of asphalt in the heavy fueloil). One settling tank will generally be suffi-cient for heavy fuel oil viscosity below380mm2/s at 50°C. If the concentration offoreign matter in the heavy fuel oil is exces-sive, or if a grade according to ISO-F-RM, G/H/K35, H/K45 or H/K55 is preferred, two set-tling tanks will be required, each of whichmust be adequately rated to ensure trouble-free settling within a period of not less than 24hours. Prior to separating the content into theservice tank, the water and sludge have to bedrained from the settling tank.

• Separators

A centrifugal separator is a suitable device forextracting material of higher specific gravity,such as water, foreign particles and sludge.The separators must be of the self-cleaningtype (i.e. with automatically induced cleaningintervals).

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Separators of the new generation are to beused exclusively; they are fully efficient over alarge density range without requiring anyswitchover, and are capable of separatingwater up to a heavy fuel oil density of 1.01g/ml at 15°C.

Table 3-20, Page 3-31, shows the demandsmade on the seoarator. These limit values

which the manufacturers of these separatorstake as a basis and which they also guaran-tee.

The manufacturer’ specifications have to beadhered to in order to achieve an optimumcleaning effect.

Layout of the separators is to be in accord-ance with the latest recommendations of theseparator manufacturers, Alfa Laval andWestfalia. In particular, the density and vis-cosity of the heavy fuel oil are to be taken intoconsideration. Consulting MAN B&W Dieselis required if other makes of separators comeup for discussion.

If the cleaning treatment prescribed by MANB&W Diesel is applied, and if the coorect sep-arators are selected, it can be expected thatthe results given in Table 3-20, Page 3-31, for

water and inorganic foreign particles in theheavy fuel oil are reached at the entry into theengine.

The results obtained in practical operation re-veal that adherence to the above valueshelps to particularly keep abrasive wear in theinjection system and in the engine within ac-ceptable limits. Besides, optimal lube oiltreatment must be ensured

Marine and stationary appli-cation: connected in parallel

1 separator for 100% throughput

1 separator (standby) for 100% throughput

Figure 3-1 Heavy fuel oil cleaning/separator arrangement

Definition Particle size Quantity

Inorganic foreign particles (incl. catalyst residues) <5µm

<20mg/kg (Al+Si content <15mg/kg)

Water - <0.2% by volume

Table 3-20 Obtainable contents of foreign matter and water (after separation)

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• Water

Attention is to be paid to very thorough waterseparation, since the water is not a finely dis-tributed emulsion but in the form of adverselylarge droplets. Water in this form promotescorrosion and sludge formation also in thefuel system, which has an adverse effect onthe delivery and atomisation and thus also onthe combustion of the heavy fuel oil. If thewater involved is sea water, harmful sodiumchloride 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 eachseparating process, and at regular intervalsfrom the service tank. The venting system ofthe tanks must be designed in such a waythat condensate cannot flow back into thetanks.

• Vanadium/sodium

Should the vanadium/sodium ratio be unfa-vourable, the melting temperature of theheavy fuel oil ash may drop into the range ofthe exhaust valve temperature which will re-sult in high-temperature corrosion. By pre-cleaning the heavy fuel oil in the settling tankand in the centrifugal separators, the water,and with it the water-soluble sodium com-pounds can be largely removed.

If the sodium content is lower than 30% ofthe vadium content, the risk of high-tempera-ture corrosion will be small. It must also beprevented that sodium in the form of sea wa-ter enters the engine together with the intakeair.

If the sodium content is higher than 100mg/kg, an increase of salt deposits is to be ex-pected in the combustion space and in theexhaust system. This condition will have anadverse effect on engine operation (amongothers, due to surging of the turbocharger).The content of sodium of engines with PTGhas to be limited to 50mg/kg.

Under certain conditions, high-temperaturecorrosion may be prevented by a fuel additive

that raises the melting temperature of theheavy fuel oil ash (also refer to "Additives toheavy fuel oils", Page 3-35).

• Ash

Heavy fuel oils with a high ash content in theform of foreign particles such as sand, corro-sion and catalyst residues, promote the me-chanical wear in the engine. There may becatalyst fines (catfines) in heavy fuel oils com-ing from catalytic cracking processes. Inmost cases, these catfines will be aluminiumsilicate, which causes high wear in the injec-tion system and in the engine. The aluminiumcontent found multiplied by 5-8 (dependingon the catalyst composition) will approxi-mately correspond to the content of catalystmaterials in the heavy fuel oil.

• Homogenizer

If a homogenizer 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 (ASTMD-93)

National and international regulations for trans-port, storage and application of fuels must beadhered to in respect of the flash point. Gener-ally, a flash point of above 60°C is specified forfuels used in Diesel engines.

Low temperature behaviour (ASTM D-97)

• Pourpoint

The pour point is the temperature at whichthe fuel is no longer fluid (pumplike). Sincemany of the low-viscosity heavy fuel oils havea pour point greater than 0°C, too, the bun-kering system has to be preheated unlessfuel in accordance with CIMAC A30 is used.The entire bunkering system should be de-signed so as to permit preheating of theheavy fuel oil to approx. 10°C above the pourpoint.

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• Cloud point

For filter clogging, the cloud point is of inter-est.

Pump ability

Difficulties will be experienced with pumping ifthe fuel oil has a viscosity higher than1,000mm2/s (cSt) or a temperature less than ap-prox. 10°C above the pour point. Please also re-fer to "Low temperature behaviour (ASTM D-97)", Page 3-32.

Combustion properties

An asphalt content higher than 2/3 of the carbonresidue (Conradson) may lead to delayed com-bustion, which involves increased residue for-mation, such as deposits on and in the injectionnozzles, increased smoke formation, reducedpower and increased fuel consumption, as wellas a rapid rise of the ignition pressure and com-bustion close to the cylinder wall (thermal over-loading of the lube oil film). If the ratio ofasphaltenes to carbon residues reaches the limitvalue 0.66, and the asphaltene content also ex-ceeds 8%, additional analyses of the heavy fueloil concerned by means of thermogravimetricanalysis (TGA) must be performed by MAN B&WDiesel to evaluate the usability. This tendencywill also be promoted by the blend constituentsof the heavy fuel oil being incompatible, or bydifferent and incompatible bunkering beingmixed together. As a result, there is an increasedseparation of asphalt (also see "Compatibility",Page 3-35).

Ignition quality

Cracked products which nowadays are pre-ferred as low-viscosity blend constituents of theheavy fuel oil in order to achieve the specifiedreference viscosity may have poor ignition qual-ities. The cetane number of these constituentsshould be >35. An increased aromatics content(above 35%) also leads to a decrease in ignitionquality.

Fuel oils of insufficient ignition qualities willshow extended ignition lag and delayed com-

bustion, which may lead to thermal overloadingof the oil film on the cylinder liner and excessivepressures in the cylinder. Ignition lag and the re-sultant pressure rise in the cylinder are also in-fluenced by the final temperature and pressureof compression, i.e. by the compression ratio,the charge-air pressure and charge-air temper-ature.

Preheating of the charge-air in the part-loadrange and output reduction for a limited periodof time are possible measures to reduce detri-mental influences of fuel of poor ignition quali-ties. More effective, however, are a highcompression ratio and the in-service matchingof the injection system to the ignition qualities ofthe fuel oil used, as is the case in MAN B&W Die-sel 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 astandardised testing method. Therefore, param-eters such as the Calculated Carbon AromaticityIndex (CCAI) are resorted to as an aid, which arederived from determinable fuel properties. Wehave found this to be an appropriate method ofroughly assessing the ignition quality of theheavy fuel oil used.

A test instrument utilising a constant-volumecombustion technology /FIA fuel ignition analys-er) has been developed and is currently beingevaluated at a number of testing laboratories.The ignition quality of a fuel is determined as anignition delay in the instrument that is convertedto an instrument-related cetan number (FIA-CN).It has been observed that fuels with a low FIAcetan number could, in some cases, lead to op-erational problems.

As the fluid constituent in the heavy fuel oil is thedetermining factor for its ignition quality and theviscous constituent is decisive for the combus-tion quality, it is the responsibility of the bunker-ing company to supply a heavy fuel oil grade ofquality matched to the Diesel engine. Please re-fer to Figure 3-2, Page 3-34

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Figure 3-2 Nomogram for the determination of CCAI - assignment of CCAI ranges to engine types

V Viscosity mm²/s (cSt) at 50 °CD Density [kg/m³] at 15°CCCAI Calculated Carbon Aromaticity IndexA Normal operating conditionsB Difficulties may be encounteredC Problems encountered may increase up to engine damage after a short time of operation1 Engine type2 The combining straight line across density and viscosity of a heavy fuel oil results in CCAI.

CCAI can also be calculated with the aid of the following formula:

CCAI = D - 141 log log (V+0.85) - 81

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Sulphuric acid corrosion

The engine should be operated at the coolingwater temperatures specified in the operatingmanual for the respective load. If the tempera-ture of the component surface exposed to theacidic combustion gases is below the acid dewpoint, acid corrosion can no longer be sufficient-ly prevented even by an alcaline lubricating oil.

If the lube oil quality and engine cooling meetthe respective requirements, the BN values (seeChapter 3.2 "Quality of lube oil for heavy fuel oiloperation (HFO)", Page 3-7) will be adequate,depending on the sulphur concentration in theheavy fuel oil.

Compatibility

The supplier has to guarantee that the heavy fueloil remains homogenous and stable even afterthe usual period of storage. If different bunkeroils are mixed, separation may occur which re-sults in sludge formation in the fuel system, largequantities of sludge in the separator, clogging offilters, insufficient atomisation and high–residuecombustion.

In such cases, one refers to incompatibility or in-stability. The heavy fuel oil storage tanks shouldtherefore be emptied as far as possible prior tore bunkering in order to preclude incompatibility.

Blending heavy fuel oil

If, for instance, heavy fuel for the main engineand gas oil (MGO) are blended to achieve theheavy fuel oil quality or viscosity specified forthe auxiliary engines, it is essential that the con-stituents are compatible (refer to "Compatibili-ty", Page 3-35).

Additives to heavy fuel oils

MAN B&W Diesel engines can be economicallyoperated without additives. It is up to the cus-tomer to decide whether or not the use of an ad-ditive would be advantageous. The additivesupplier must warrant that the product use willhave no harmful effects on engine operation.

The use of fuel additives during the guaranteeperiod is rejected as a matter of principle.

Additives currently in use for Diesel engines arelisted in Table 3-21, Page 3-35, together withtheir effect on engine operation.

Pre-combustion

• Dispersants/stabilizers

• Emulsion breakers

• Biocides

Combustion• Combustion catalysts (fuel econ-

omy, emissions)

Post-combustion• Ash modifier (hot corrosion)

• Carbon remover (exhaust sys-tem)

Table 3-21 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, werecommend a minimum of one sample of eachbunker fuel to be retained, at least during theguarantee period for the engine. In order to en-sure that the sample is representative for the oilbunkered, a sample should be drawn from thetransfer pipe at the start, at half the time and atthe 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 heavyfuel oil bunkered. It is also appropriate to verifythe heavy fuel oil properties stated in the bunkerdocuments, such as density, viscosity, pourpoint. If these values should deviate from thoseof the heavy fuel oil bunkered, one runs the riskthat the heavy fuel oil separator and the preheat-ing temperature are not set correctly for the giv-en injection viscosity. The criteria for aneconomic engine operation with regard to heavyfuel oil and lubricating oil may be determinedwith the help of the MAN B&W Diesel Fuel andLube Analysis Set.

Our department for fuels and lube oils (Augs-burg Works, Department QC) will be glad to fur-nish further information if required.Additives toheavy fuel oils: Classification/effects

Page 3 - 36 Status 03/2004


3.8 Quality of Marine Diesel Fuel (MDO)

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3.8 Quality of Marine Diesel Fuel (MDO)PDS: 10, 30, 40, 90

Other designations

Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Ma-rine Diesel Fuel.

Marine Diesel Oil (MDO) is offered as heavy dis-tillate (designation ISO-F-DMB) or as a blend ofdistillate and small amounts of residual oil (des-ignation ISO-F-DMC) exclusively for marine ap-plications. The commonly used term for theblend, which is of dark brown to black colour, isBlended MDO. MDO is produced from crude oiland must be free from organic acids.

Specification

The usability of a fuel depends upon the enginedesign and available cleaning facilities as well ason the conformity of the key properties withthose listed in the table below which refer to thecondition on delivery.

The key properties have been established to agreat extent on the basis of ISO 8217-1996 andCIMAC-2003. The key properties are based onthe test methods specified.

1) With good illumination and at room temperature, appearance of the fuel should be clear and transparent.

Property/feature Unit Test method Designation

Specification ISO-F DMB DMC

Density at 15°C kg/m3 ISO 3675 900 920

Cinematic viscosity at 40°C mm2/s cSt ISO 3104 >2.5 < 11 >4 < 14

Pour Point winter quality

°C

ISO 3016 < 0 < 0

summer quality < 6 < 6

Flash point Pensky Martens ISO 2719 > 60 > 60

Total content of sediments ISO CD 10307 0.10 0.10

Water content ISO 3733 < 0.3 < 0.3

Sulphur content ISO 8754 < 2.0 < 2.0

Ash content ISO 6245 < 0.01 < 0.03

Coke residue (MCR) ISO CD 10370 < 0.30 < 2.5

Cetane number-

ISO 5165 > 35 > 35

Copper-strip test ISO 2160 < 1 < 1

Vanadium contentmg/kg

DIN 51790T2 0 < 100

Content of aluminium and silicon ISO CD 10478 0 < 25

Visual inspection - 1) -

Other specifications:

British Standard BS MA 100 –1987 Class M2 Class M3

ASTM D 975 2D 4D

ASTM D 396 No. 2 No. 4

Table 3-22 Marine Diesel Oil (MDO) – key properties to be adhered to

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3.8 Quality of Marine Diesel Fuel (MDO)

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At transshipment facilities and in transit MDO ishandled like residual oil. Thus, there is the pos-sibility of oil being mixed with high-viscosity fueloil or Interfuel, for example with remainders ofsuch fuels in the bunkering boat, which may ad-versely affect the key properties considerably.

The fuel shall be free of used lubricating oil(ULO). A fuel shall be considered to be free ofULO if one or more of the elements Zn, P and Caare below the specified limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm).

The Pour Point indicates the temperature atwhich 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 soas to ensure it can still be pumped.

The recommended fuel viscosity at the inlet ofthe injection pump is 10 ... 14mm2/s.

If Blended MDOs (ISO-F-DMC) of differing bun-kering are being mixed, incompatibility may re-sult in sludge formation in the fuel system, alarge amount of sludge in the separator, clog-ging of filters, insufficient atomization and alarge amount of combustion deposits. We wouldtherefore recommend to run dry the respectivefuel storage tank as far as possible before bun-kering new fuel.

Sea water, in particular, tends to increase corro-sion in the fuel oil system and hot corrosion ofexhaust valves and in the turbocharger. It is alsothe cause of insufficient atomization and thuspoor mixture formation and combustion with ahigh proportion of combustion residues.

Solid foreign matter increase the mechanicalwear and formation of ash in the cylinder space.

If the engine is mainly run on Blended MDO i.e.ISO-F-DMC, we recommend to provide a cen-trifugal separator upstream of the fuel oil filter.Separator throughput 65% with relation to therated throughput. Separating temperature 40 to50°C. Solid particles (sand, rust, catalyst fines)and water can thus largely be removed and theintervals between cleaning of the filter elementsconsiderably extended.

Investigations

Fuel analyses are carried out in our chemicallaboratory for our customers at cost price. Forexamination a sample of approx. 1dm3 is re-quired.

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3.9 Quality of gas oil/Diesel fuel (MGO)

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3.9 Quality of gas oil/Diesel fuel (MGO)PDS: 10, 30, 40, 90

Other designations

Gas oil, Marine Gas Oil (MGO), High Speed Die-sel Oil, Huile de Diesel.

Diesel fuel is a medium class distillate of crudeoil which therefore must not contain any residualcomponents.

Specification

Suitability of the fuel depends on the conformitywith the key properties as specified hereunder,pertaining to the condition on delivery.

On establishing the key properties, the stand-ards of DIN EN 590 and ISO 8217-1996 (ClassDMA), as well as CIMAC-2003 were taken intoconsideration to a large extent. The key propertyratings refer to the testing methods specified.

1) Determination of filter ability to DIN EN 116 is comparable to Cloud Point as per ISO 3015.2) L/V 20/27 engines require a cetane number of at least 45

Property/feature Unit Test method Characteristic value

Density at 15°Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Cinematic viscosity / 40°C mm2/s ISO 3104≥ 1.5≤ 6.0

Filter ability1) in summerin winter °C

DIN EN 116≤ 0

≤ -12

Flash point Abel-Pensky in closed cruci-ble

ISO 1523 ≥ 60

Distillation range up to 350°C % by volume ISO 3405 ≥ 85

Content of sediment (Extraction method) % by weight ISO 3735 ≤ 0.01

Water content % by volume ISO 3733 ≤ 0.05

Sulphur content

% by weight

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Cetane number - ISO 5165 ≥ 40 2)

Copper-strip test - ISO 2160 ≤ 1

Other specifications:

British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D

Table 3-23 Diesel fuel oil (MGO) - key properties to be adhered to

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3.9 Quality of gas oil/Diesel fuel (MGO)

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Using fuel oil

If, in case of stationary engines a distillate in-tended for oil firing (for instance Fuel Oil EL toDIN 51603 or Fuel Oil No 1 or No 2 according toASTM D-396, resp.), is used instead of Diesel fu-el, adequate ignition performance and low-tem-perature stability must be ensured, i.e. therequirements as to properties concerning filterability and cetane number must be met.

Investigations

Fuel analyses are carried out in our chemicallaboratory for our customers at cost price. Forexamination a sample of approx. 1dm3 is re-quired.

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3.10 Viscosity temperature-diagram

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3.10 Viscosity temperature-diagramPDS: 10, 30, 40

Figure 3-3 Viscosity-temperature (VT) diagram

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3.10 Viscosity temperature-diagram

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Explanations of the viscosity-temperature (VT)diagram

The diagram shows the fuel temperatures on thehorizontal and the viscosity on the verticalscales.

The diagonal lines correspond to the viscosity-temperature curve of fuels with different refer-ence viscosity. The vertical viscosity scales inmm2/s = cSt apply to 40°C, 50°C or 100°C.

Determination of the viscosity-temperaturecurve and the preheating temperature required

Example: Heavy fuel oil of 180mm2/s at 50°C.

Table 3-24 Determination of the viscosity-temperature curve and the preheating temperature

1) The temperature drop from the final preheater to thefuel injection pump is not covered by these figures.

A heavy fuel oil of 180mm2/s at 50°C reaches aviscosity of 1000mm2/s at 24°C (line e), which isthe max. permissible viscosity with respect tothe pump ability of the fuel.

Using a state-of-the-art final preheater a heavyfuel oil outlet temperature of 152°C will be ob-tained for 8bar saturated steam. Higher temper-atures involve the risk of increased formation ofresidues in the preheater, resulting in a reduc-tion of the heating power and a thermal overloadof the heavy fuel oil. This causes formation of as-phaltenes, i.e. a deterioration of quality.

The fuel pipes from the final preheater outlet upto the injection valve must be insulated ade-quately to ensure that a temperature drop will belimited to max. 4°C. Only then can the requiredinjection viscosity of max. 14mm2/s be achievedwith a heavy fuel oil of a reference viscosity of

700mm2/s = cSt/50°C (representing the maxi-mum viscosity as referred to in internationalspecifications such as ISO, CIMAC or BritishStandard). If a heavy fuel oil of a lower referenceviscosity is used, an injection viscosity of 12mm2/s should be aimed at, ensuring improvedheavy fuel oil atomisation and thus fewer resi-dues from combustion.

The transfer pump is to be designed for a heavy-fuel-oil viscosity of up to 1000mm2/s. The pumpability of the heavy fuel oil also depends on thepour point. The design of the bunkering systemmust permit heating up of the fuel oil to approx.10°C above its pour point.

Attention!

Gas oil or Diesel oil (Marine Diesel Oil) must haveneither a too low viscosity nor a higher viscositythan that specified when entering the injectionpump. With a too low viscosity, insufficient lu-bricity may cause the seizure of the pump plung-ers or the nozzle needles. This can be avoided ifthe fuel temperature is kept to

- max. 50°C for gas oil operation and

- max. 60°C for MDO operation.

Therefore a fuel oil cooler has to be installed.

Specified injectionviscosity

Required heavy fuel oil temperature before

engine inlet 1)

mm2/s = cSt °C

≥12 126 (line c)

≤ 14 119 (line d)

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3.11 Quality of intake air (combustion air)

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3.11 Quality of intake air (combustion air)PDS: 10, 30, 40

General

The quality and the condition of the intake air(combustion air) exert great influence on the en-gine output. In this connection, not only the at-mospherical condition is of great importance butalso the pollution by solid and gaseous matter.

Mineral dust particles in the intake air will resultin increased wear. Chemical/gaseous constitu-ents, however, will stimulate corrosion.

For this reason, effective cleaning of the intakeair (combustion air) and regular maintenance/cleaning of the air filter are required.

When designing the intake air system, it has tobe kept in mind that the total pressure drop (fil-ter, silencer, piping) must not exceed 20mbar.

Requirements

The concentrations after the air filter and/or be-fore the turbocharger inlet must not exceed thelimiting values given in Table 3-25, Page 3-43.

1) m3 (STP) Cubic metre at standard temperature and pressure

Properties/feature Characteristic value Unit 1)

Particle size max. 5 µm

Dust (sand, cement, CaO, Al2O3 etc.) max. 5

mg/m3 (STP)Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 15

Table 3-25 Intake air (combustion air) - characteristic values to be observed

Status 09/2003 Page 3 - 43


3.11 Quality of intake air (combustion air)

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Page 3 - 44 Status 09/2003


3.12 Quality of water used in exhaust gas boiler plants

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3.12 Quality of water used in exhaust gas boiler plantsPDS: 10, 30, 40, 60

Conditions

Like fuel, lube oil and engine cooling water, wa-ter for exhaust gas boiler plants is a consuma-ble, which has carefully to be chosen, treatedand supervised. In the case of improper watermaintenance, corrosion and deposits may formup in the water. Deposits will on their part againresult in corrosion and have an adverse effect onheat transfer.

Any additional requirements for water qualityspecified in the boiler manufacturer's manualhave to be taken into consideration.

Applications

Two different systems are used:

• Exhaust gas boiler plants generate steam,which is used as heat transfer agent in othersystems.

• With regard to steam turbines, steam gener-ated by means of the exhaust gas tempera-ture is used for energy production.

Separate demands made on feed and circulat-ing water are valid for both application cases.

Exhaust gas boiler without steam turbine

The quality requirements for feed and circulatingwater comply with TRD 611 (Technische Regelnfür Dampfkessel = technical rules for steam boil-ers). Low-salt and salt-laden feed water can beused if the specifications in Table 3-26, Page3-45, are kept. The utilisation of the salt-freefeed water is possible, but not necessary. Whenusing saltless feed water, corresponding limitvalues are valid for circulating water.

1) After strongly acid sample drawing cation exchanger

Exhaust gas boiler with steam turbine

Only saltless feed water, which complies withthe requirements according to Table 3-28, Page3-46, may be used for steam turbines.

Saltless feed water

Low-salt or salt-laden feed water

pH value at 25°C >9 >9

Hardness<0.06°dH

resp.<0.01mmol/l

Conductivity at 25°C

<0.2µS/cm1)

Oxygen content <0.1mg/l <0.02mg/l

Table 3-26 Requirements for feed water in exhaust gas boilers

Saltless cir-culating water

Low-salt or salt-laden cir-

culating water

pH value at 25°C >9 >9

Hardness<0.06°dH

resp.<0.01mmol/l

Conductivity at 25°C

<0.2µS/cm*)

Acid capacity up to pH 8.2

1 - 12mmol/l

Table 3-27 Requirements for circulating water in exhaust gas boiler

Status 09/2003 Page 3 - 45



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1) After strongly acid sample drawing cation exchanger

TreatmentThe feed water has to be treated with suitablechemicals. If an exhaust gas boiler without tur-bine is used, the conditioning agent must con-tain the following products:

• Residue softener

• Oxygen binder

• Alkalising medium

• Steam-volatile alkalising medium for corro-sion protection in the condensate system (notcompulsorily required in the case of saltlessfeed water)

• Possible dispersing agent (in particular, if de-posits already exist in the boiler system).

MAN B&W Diesel recommends using combina-tion products. This simplifies the treatment andensures that all vital points concerning watertreatment are taken into consideration.

During the warranty period and in the case of ex-isting maintenance contracts, only the products

mentioned in Table 3-30, Page 3-46, are to beused,

It is expressly pointed out that warranty for theproducts used has to be taken over by the prod-uct manufacturer.

The recommendations of the turbine manufac-turer are to be taken into consideration for thetreatment of water used in steam turbines. Gen-eral recommendations can, in this case, not begiven.

Water maintenanceThe following values of the feed water are to bechecked and documented regularly:

• pH Value, daily

• Conductivity, daily

• Hardness, daily

• Oxygen content, resp. surplus at oxygenbinder, daily

• Concentration of additives (according tomanufacturer specifications)

• Iron content

• Acid capacity of up to pH 8.2 (p value)

With regard to steam turbines, the following has,in addition, to be checked weekly:

• Copper content, silicic acid

The following values of the boiler water are to bechecked and documented regularly:

• pH Value, daily


Saltfree feed water

pH value at 25°C >9

Conductivity at 25°C <0.2µS/cm 1)

Oxygen content <0.1mg/l

Iron, total Fe <0.03mg/l

Copper, total Cu <0.005mg/l

Silicic acid, SiO2 <0.02mg/l

Table 3-28 Requirements for feed water in steam tur-bines

Saltfree circulating water

pH value at 25°C 9.5 - 10.5

Conductivity at 25°C <3µS/cm

Silicic acid, SiO2 <4mg/l

Table 3-29 Requirements for circulating water in steam turbines

Producer Product

DREW Advantage 121 M

Nalco Nalco 72400

Unitor Liquitreat + Condensate Control

Table 3-30 Combination products for treatment of the feed water in exhaust gas boilers without steam turbine

Page 3 - 46 Status 09/2003



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• Hardness, daily

• Iron content

• Acid capacity of up to pH 8.2 (p value).

• Additive concentration (according to manu-facturer specifications)

The following values of the condensate are to bechecked and documented regularly:

• pH Value, daily


• Hardness

• Iron content

• Additive concentration (according to manu-facturer specifications).

Cleaning of the exhaust gas boilerCleaning at the exhaust gas side is carried outwith steam or water, by means of the corre-sponding devices. In the case of water cleaning,special requirements are not to be observed,with the exception that sea or brackish watermust not be used.

Correct maintenance provided, water cleaningis not necessary. Should cleaning prove to benecessary, a suitable company has to be en-gaged, which is able to carry out professionalcleaning.

Status 09/2003 Page 3 - 47



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Page 3 - 48 Status 09/2003

Kap

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4 Genset


Kap

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.fm


Genset for engine V48/60

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4.1 Genset for engine V48/60PDS: 20

Concept

• The engine is rigidly supported on the baseframe.

• The 2-bearing generator is separately mount-ed rigidly on the concrete block.

• The engine with the frame is resiliently sup-ported with spring vibration dampers on theconcrete block.

• The engine is resiliently coupled with the 2-bearing generator.

Advantages of the concept

With regard to oscillation, the engine as the mainoscillation stimulator is completely isolatedfrom the foundation block as well as from thegenerator on the drive side. This means:

• As the base frame is part of the oscillationsystem "engine" and the generator stands

separately, only a type FEM calculation foreach cylinder variant is necessary.

• Usually, the designing the plate thicknessesof the frame for the cylinder variant with thestrongest demands concerning oscillation(18V) will be sufficient.

• The entire physical and oscillational separa-tion of engine and generator enables tochoose any generator type and size thatmeets the demands of foundation, momentsof inertia and electrical performance.

• The engine can also be tested apart from thegenset.

Due to the resilient mounting of the genset andthus its complete isolation from the foundationside as well as from the drive side the foundationmust basically be designed only according tothe static requirements.

The lube oil service tank is integrated in the baseframe.

Figure 4-1 Genset - engine V48/60


Engine 48/60

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Single characteristics

Engine

• Standard engine without dry lube oil sump isused. Standardised engine connection pipingincluding so-called engine connection bar.

• Turbocharger and charge air cooler aremounted on coupling counter side in princi-ple.

Base frame

• The frame is weight-reduced and stiffnessoptimised.

• The frame has elongated lengthwise profileswith consoles to place hydraulic jacks thatare used to lift the genset.

• In four of the cross ribs lifting loops are at-tached. They serve to handle the frame dur-ing its production and to move the genset inlongitudinal and transversal direction byhooking in a harness

• Integrated lube oil service-tank with nominalfilling of approx. 1l/kW according to MANB&W Diesel standard.

• All necessary connections for the lube oil sys-tem are integrated in defined positions at theframe as pipe sockets. The turbochargerdrains are connected to the frame tank duringproduction.

• On the counter coupling side of the framefastening plates serve to fasten pipe of theconnecting pipes via adapters.

• The base board of the frame has bores to se-cure the spring vibration dampers fixed un-derneath the base board (when required inearthquake regions).

Genset

• The genset is placed on standardised steelspring vibration dampers.

• Depending on site conditions (earthquakes)with or without additional visco dampers.

• The steel spring vibration dampers are usual-ly glued onto the underside of the steel frame

and the foundation with fabric plates. Inearthquake regions the spring vibrationdampers are further secured onto the frameto avoid shifting.

• The steel spring vibration damper system iscalculate for each project by the manufactur-er of the spring vibration dampers. The calcu-lation determines the arrangement of thespring vibration dampers under the framebase board.

Generator

• 2-bearing generator, design IM 1001 orIM 7201.

• The generator is mounted by steel shims oradjustable shims that are grouted into theprepared generator base with non-shrinkingconcrete.

• The generator bearings are self-lubricated.

Drive

• The engine requires a flywheel.

• A standard coupling is used. Size and rubberquality are determined by the torsional vibra-tion calculation.

• For maintenance and adjustment works aturning gear is installed at the frame. If neces-sary, the turn drive engages with the sprocketof the flywheel.

• The power train (flywheel and coupling) iscovered by a flywheel cover which has venti-lation holes in the coupling area in order to al-low heat dissipation. The flywheel cover isusually fixed onto the concrete foundation.

Transport

The genset is usually transported on a low-bedtrailer. If engine and frame are transported sep-arately a transport oil sump is mounted underthe engine to protect the interior of the crank-case from pollution.

To lift the genset the standard MAN B&W Diesellifting device is hung to the crane, see Figure 4-5, Page 4-9.



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For transport the engine is secured against shift-ing.

Moving the genset without crane

• Moving the genset without a crane, e.g. ontoa displacement slant to transfer it into thepowerhouse, can be done by means of fourhydraulic jacks that are to be set under theframe consoles beneath the lifting loops.

• The lifting loops are to be used to move thegenset. Always using all four loops at thesame time.

• The admissible traction per lifting loop in di-rection transversal to the engine direction ismaximum 20 t at the V-genset and 15 t at theL-genset, resp.

• Longitudinal as well as transversal movementis possible with the lifting loops provided thatthe admissible traction is not exceeded.

Moving, aligning the genset on the founda-tion and grouting the alternator.

After shifting the genset onto the foundation thegenset is to be set onto the steel spring vibra-tion dampers and the alternator is aligned withthe engine and grouted.

Figure 4-2 Moving the genset


Engine 48/60

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Figure 4-3 Genset with maintenance platform - engine V 48/60

weight of genset see 14.1.4.2



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Table 4-1 Data- schedule for alternator to V48/60- engines

Figure 4-4 Genset with maintenance platform and lube oil purifier - engine V48/60

Basic data Alternator design

Moment of inertia (MoI)

Island mode operation 1) Alternator

Engine Rated power

Fre-quency

Rated speed

Totally re-

quired

Engine +

damper

Fly-wheel

Flexi-ble

cou-pling

Island Mains parallel

kWmech Hz 1/min kgm² kgm² kgm² kgm² kgm² kgm²

12V 48/60 12,600

50 500See further

information in this chapter

20,300 4,624 1,960 978 12,738 10,708

14V 48/60 14,700 23,700 5,196 1,960 1,590 14,954 12,584

18V 48/60 18,900 30,400 6,340 2,935 1,592 19,533 16,493

12V 48/60 12,600

60 514See further

information in this chapter

19,200 4,624 1,960 978 11,638 9,718

14V 48/60 14,700 22,400 5,196 1,960 1,590 13,654 11,414

18V 48/60 18,900 28,800 6,340 2,935 1,592 17,933 15,053

1) Reduction factor for main parallel operation Engine Reduction Type Factor 48/60 0,900


Engine 48/60


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Figure 4-1 Typical drive arrangement with rubber cou-pling and tuning gear - engine V48/60

Figure 4-2 Flywheel cover - engine V48/60 Figure 4-3 Turnin gear - engine V48/60

Typical DIMENSIONS IN MMDK M L

12- 14V 48/60 d= 1685 h6 688,6 52018V 48/60 d= 1790 h6 753,0 570

Typical DIMENSIONS IN MMTYPE T1 H1 H2 R

12V 48/60 CDUW 180 -1266 320 510 136514V 48/60 CDUW 200 -1278 350 480 136518V 48/60 CDUW 225 -1292 390 440 1365

The rubber quality of the coupling is determinated by torsional vibration calculation

TYPICAL DIMENSIONS IN MMTYPE A B C D

12V 48/60 CDUW 180 649 364 325 56414V 48/60 CDUW 200 687 396 360 58418V 48/60 CDUW 225 760 440 380 645


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Figure 4-5 Lifting device - engine V48/60

I. Spring/ Damper unit

X = adhesive pad; D = thread M20 for transport

Available standard sices

1) Spring element2) Damper element

II. Spring unit

Available standard sices

Figure 4-6 Typical damper- spring unit - engine V48/60

A Optional with 400mm, 640mm or 740 mm

B Optional with 352mm, 592mm or 692mm

H Nominal operating height = 340 mm

x

X

D

A Optional with 300mm, 445mm or 590mm

B Optional with 252mm, 397mm or 542mm

H Nominal operating height = 340mm

X

XX

Depending on the weight of the genset and in ad-dition to the earthquake zone the spring/damperunit equipment has to be designed in a combina-tion of I and II.

x


Engine 48/60

Figure 4-7 Genset V46/60


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5 Engine-related systems


Kap

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Engine-related systems - engine V48/60

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5.1 Engine-related systems - engine V48/60

5.1.1 Lube oil systemPDS: 30 20

Purpose

The lube oil system serves to

• supply the Diesel engine with lube oil of thenecessary amount, pressure, temperatureand quality during all loads, and to suitableenvironmental conditions,

• dissipate heat generated by the engine, and

• maintain the lube oil.

Feature

The main lube oil system is a closed circulationsystem with a connection to the atmosphere viathe crankcase vent pipe.

Components

Main components

The lube oil system consists of the followingmain components:

• Lube oil service tank T001, integrated in thesteel base frame.

When operating the engine the oil level mustlie between the minimum and maximumgauges of the service tank.

• Screw pump P001, Figure 6-44, Page 6-49,for the circulation of the oil and the genera-tion of pressure with integrated control valveagainst overpressure. The pump is driven byan electric motor.

• Cooler HE002, designed as plate cooler. Itserves to draw off the heat accumulated inthe system.

• Temperature control valve TCV001 to keepthe oil temperature constant or to keep a cer-tain minimum oil temperature.

• Service filter FIL001 (automatic filter 30µmwith continuous cross flow back flushing and

integrated indicator screen 100µm) to protectthe engine. Impurities of the oil are intercept-ed by the filter. Filters are always placed di-rectly in front of the engine inlet.

• Pressure control valve PCV007 to maintainthe required oil pressure before the engineover the entire operating range.

• Elevated run-down tank T050, Figure 6-46,Page 6-51, to secure emergency lubricationduring engine run-out in case of a powerblackout.

Components in lube oil module

For engine 48/60 the following components areassembled and connected by pipes in lube oilmodule MOD006, Figure 6-43, Page 6-48:

• Cooler HE002.

• Temperature control valve TCV001.

• Service filter FIL001.

Auxiliary systems connected to main system

The following auxiliary systems are connectedto the main system:

• Preheating system (optional)

Arranged parallel to the main system. If theengine is loaded immediately after the accel-eration the oil must have a certain minimumtemperature. The preheating takes place in-directly.

• Cleaning system MOD007, Figure 6-45, Page6-50.

This system is of special importance. Thelube oil cleaning takes place by a purifier par-allel to the main system. The purifier is theonly component in the system that removesimpurities from the system.

• Crankcase vent pipe system.



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With outlet to the atmosphere. Trap to sepa-rate the oil mist / condensate produced in theengine. The crankcase vent pipe is to be in-stalled with negative incline away from theengine to outdoors.

• Feed of fresh oil.

MAN B&W Diesel does not regulate routineoil change intervals. A (part) oil change is totake place when the limit value for used en-gine oils is exceeded (see MAN B&W DieselWork Card 000.04). The lube oil consumptionis continuously replaced by the feeding offresh oil.

Main operating conditions

Lube oil temperature before engine........... 55°C

Lube oil pressure before engine ..... 3.5... 4.5bar

Lube oil temperature before purifier .......... 95°C

Viscosity..................................................SAE 40

Lube oil quality

Lube oil quality requirements

See

• Chapter 3.1 "Quality of lube oil for operationon gas oil and Diesel oil (MGO/MDO)", Page3-3, and

• Chapter 3.2 "Quality of lube oil for heavy fueloil operation (HFO)", Page 3-7.

Selection of suitable lube oil

See

• Chapter 3.1 "Quality of lube oil for operationon gas oil and Diesel oil (MGO/MDO)", Page3-3, and

• Chapter 3.2 "Quality of lube oil for heavy fueloil operation (HFO)", Page 3-7.

Assessment and treatment of lube oils

See MAN B&W Diesel Work Card 000.04.

Checking lube oil

Good oil lifetimes imply

• Regular oil checking

• Continuous oil care

- Checking separator adjustment and effi-ciency

- Monitoring the optimal operation of thelube oil automatic filter.

See

• Chapter 3.1 "Quality of lube oil for operationon gas oil and Diesel oil (MGO/MDO)", Page3-3,

• Chapter 3.2 "Quality of lube oil for heavy fueloil operation (HFO)", Page 3-7, and

• MAN B&W Diesel Work Card 000.05.

The lube oil pollution is to be checked in the in-tervals given in the maintenance plan of the en-gine.

If the lube oil does not meet our quality require-ments (see MAN B&W Diesel Word Card 000.04)it is to be replaced. When replacing the oil notethat the entire system contents is replaced. Notonly the engine oil sump and service tank are tobe drained but the pipe system as well.



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Engine 48/60

Figure 5-1 Equipment schedule for lube oil system - engine 48/60



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Engine V 48/60

Figure 5-2 Schematic diagram for lube oil system - engine V48/60



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5.1.2 2-circuit radiator cooling systemPDS: 30 30

5.1.2.1 High temperature (HT) cooling water circuit

Purpose

The engine cooling water system serves to

• cool the charge air stage I in the charge airwater cooler stage I,

• cool the cylinders of the engine, and

• dissipate heat generated by the engine to theradiator cooler.

Feature

The engine cooling water system is a closed cir-culation system that has only limited connectionto the atmosphere.

Components

Main components

• Cooling water expansion tank T002, Figure 6-47, Page 6-52.

Takes up the increased water volume whenthe water is heated. The tank contains a pres-sure / negative pressure relief valve to limitthe pressure in the cooling water expansiontank.

The system is connected to the atmospherevia the pressure / negative pressure reliefvalve (+0.2bar / -0.1bar). The permanentvent pipe from the engine joins the tank.

If the pressure in the system inadmissibly ris-es during expansion of the cooling medium,the pressure relief valve at the expansion tankopens.

If a negative pressure arises at cooling of thesystem during downtime, the negative pres-sure relief valve draws air and balances thepressure in the tank.

When operating the engine the level coolingmedium level must lie between the minimumand maximum gauges of the service tank.

• Centrifugal pump P002

Required for the circulation of the coolingmedium (water and corrosion protection orwater and anti-freeze with sufficient corro-sion protection).

• Radiator cooler HE003, Figure 6-49, Page6-54.

Serves to draw off the heat accumulated inthe system from cylinder cooling water andcharge air (stage I).

• Control valve MOV002

To keep the cooling water outlet temperatureof the engine at constant 90°C over the entireload range.

Components in pump module

For engine 48/60 the following components areassembled and connected by pipes in pumpmodule MOD002, Figure 6-48, Page 6-53:

• Centrifugal pump P002.

• Control valve MOV002.


• Preheating system

The preheating system is operated parallel tothe main system.

If the engine is in stand-by and is loaded im-mediately after acceleration, the cooling me-dium must have a certain minimumtemperature. For preheating purpose themain water pump P002 is to be operated.

• Filling system.

It is to be observed that only treated water isrefilled.

• Expansion possibility.



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Main operation conditions

• Cooling water temperature after engine .......................................... 90°C.

• Cooling water pressure before engine ................................. 3... 4bar.


The cooling medium consists of treated coolingwater.

See

• Chapter 3.3 "Quality of engine cooling wa-ter", Page 3-11.

• Chapter 3.4 "Checking cooling water", Page3-19.

• Chapter 3.5 "Cleaning cooling water", Page3-23.

Anti-freeze for cooling water see

• Chapter 3.3 "Quality of engine cooling wa-ter", Page 3-11.

Changing cooling water

The higher the water hardness and the operatingtemperature, the more calcareous deposits andmagnesium salts deposit in the system. This ef-fects the heat transfer to the cooling water, thusdegrading the cooling. Therefore, the watershould be changed only in the time intervalsstated in the Operating Instructions of the en-gine.

Leakage losses are to be replaced by treatedwater.

Anti-freeze for the cooling system

Special measures are necessary if the engine isoperated at temperatures that lie below thefreezing point of water. Either the system isemptied, or kept at temperature, or an anti-freeze is added (also see Chapter 3.3 "Quality ofengine cooling water", Page 3-11).

Note

If anti-freeze is used belated, contact MAN B&WDiesel for reduction of cooling capacity andcompatibility with corrosion protection. Thisnote applies only if the plant is not planned foranti-freeze.



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Engine 48/60

Figure 5-3 Equipment schedule for HT cooling water circuit - engine 48/60 (Radiator cooling system)



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.fm

Engine V 48/60

Figure 5-4 Schematic diagram for HT cooling water circuit - engine V48/60 (Radiator cooling system)



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5.1.2.2 Low temperature (LT) cooling water circuit

Purpose

The charge air cooling water circuit serves to

• cool the charge air stage II in the charge airwater cooler stage II,

• dissipate heat generated by the engine to theradiator cooler,

• dissipate heat from the lube oil system,

• dissipate heat from the nozzle cooling watersystem, and

• dissipate heat generated at the MDO coolers.

Feature

The charge air cooling water circuit is a closedcirculation that has only limited connection tothe atmosphere.

Components

Main components

• Cooling water expansion tank T004, Figure 6-50, Page 6-55.

This tank serves to balance the system con-tents at different temperatures. The tank con-tains a pressure / negative pressure reliefvalve to limit the pressure in the cooling waterexpansion tank.

The system is connected to the atmospherevia the pressure / negative pressure reliefvalve (+0.2bar / -0.01bar). The permanentvent pipe of the charge air cooling water joinsthe tank.

If the pressure in the system inadmissibly ris-es during expansion of the cooling medium,the pressure relief valve at the expansion tankopens.

If a negative pressure arises at cooling of thesystem during downtime, the negative pres-sure relief valve draws air and balances thepressure in the tank.

The oil cooler is integrated into the charge aircooler system. At engine 48/60 the oil cooleris connected parallel to the charge air cooler.

When operating the engine the level coolingmedium level must lie between the minimumand maximum gauges of the service tank.

• Centrifugal pump P025

For the circulation of the cooling medium(water and corrosion protection or water andanti-freeze with sufficient corrosion protec-tion), driven by an electric motor.

• Radiator cooler HE008, Figure 6-49, Page6-54.

It serves to draw off the heat accumulated inthe system from charge air (stage II), lube oiland nozzles.

• Control valve MOV003

To influence the cooling water flow rate bythe charge air cooler, dependent on the am-bient temperature. It thus prevents conden-sate in the charge air pipe at the engine.

• Control valve MOV004 (optional)

To keep a minimum cooling water tempera-ture when the engine is operated in areaswith minimum air temperature <10°C.

Components in pump module

In engine 48/60 the following components areassembled and connected by pipes in pumpmodule MOD020, Figure 6-51, Page 6-56:


• Control valve MOV003.


• Expansion possibility of the system.

• Filling system.

It is to be observed that only treated water isrefilled.



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• Cooling water temperature after engine ....................depends on engine

performance andsite conditions

• Cooling water pressure before engine ................................. 2 ... 4bar

Cooling water quality



• Quality requirements for cooling water andcooling water treatment see Chapter 3.3"Quality of engine cooling water", Page 3-11.

• Checking cooling water see Chapter 3.4"Checking cooling water", Page 3-19.

• Cleaning the cooling water system see Chap-ter 3.5 "Cleaning cooling water", Page 3-23.

• Anti-freeze for cooling water see Chapter 3.3"Quality of engine cooling water", Page 3-11.




Anti-freeze for the cooling system

Special measures are necessary if the engine isoperated at temperatures that lie below thefreezing point of water. Either the system isemptied, or kept at temperature, or an anti-freeze is added (also see Chapter 3.3 "Quality ofengine cooling water", Page 3-11).

Note

If anti-freeze is used belated, contact MAN B&WDiesel for reduction of cooling capacity andcompatibility with corrosion protection. Thisnote applies only if the plant is not planned foranti-freeze.



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Engine 48/60

Figure 5-5 Equipment schedule for LT cooling water circuit - engine 48/60 (Radiator cooling system)



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Engine V 48/60

Figure 5-6 Schematic diagram for LT cooling water circuit - engine V48/60 (radiator cooling system)



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5.1.2.3 Nozzle cooling water circuit

Purpose

The nozzle cooling water circuit serves to

• cool the nozzle, and

• dissipate heat in the nozzle cooling watercooler.

Feature

The nozzle cooling water circuit is a closedforced circulation system without connection tothe atmosphere.

Components

Main components

• Nozzle cooling water tank T005 to balancethe system contents due to heating. It in-cludes an oil trap to separate the media waterand fuel oil in case of leakage.

• Centrifugal pump P005 for the circulation ofthe cooling medium, driven by an electric en-gine.

• Insert heater H005 to warm and adjust thetemperature of the nozzle cooling water.

• Cooler HE005. The cooler is charged withcharge air cooling water that contains anti-freeze if necessary. Attention: Heat transfer.

• Diaphragm type expansion tank.

• Thermostatic control valve TCV005.

• Filling system. It is to be observed that onlytreated water is refilled.

Components in module MOD005

Figure 6-52, Page 6-58

In engine 48/60 the following components areassembled and connected by pipes in moduleMOD005:

• Nozzle cooling water tank T005.


• Cooler HE005.

• Diaphragm type expansion tank.

• Thermostatic control valve TCV005.


• Cooling temperature before nozzle .........................................60°C

• Cooling water pressure before nozzle ................................... 2... 5bar










Auxiliary system- connection:

- Filling system

It has to be observed that only treated wateris refilled.

- LT cooling water circuit


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Engine 48/60

Figure 5-7 Equipment schedule for nozzle cooling water circuit - engine 48/60



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Engine V 48/60

Figure 5-8 Schematic diagram for nozzle cooling water circuit - engine V 48/60



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5.1.3 Cooling tower cooling system PDS: 30 30

The cooling tower cooling system differs sub-stantially from the 2- circuit radiator cooling sys-tem by the following components.

The radiator cooler is replaced by

• the cooling tower plus

• additional LT cooler with raw water pumpplus

• additional HT cooler with raw water pump

At sitsite arease areas with low ambient temper-atures below (0°C), provision must be made toprevent freezing of the cooling tower water sys-tem. During standstill periods, the cooling watersystem must

- either be drained

- or heated

For systems see Chapter 6.1.3 "Cooling towercooling system (forced- air- cooled)", Page 6-30and modules see pictures Figure 6-53, Page6-59, Figure 6-54, Page 6-60 and Figure 6-55,Page 6-61.



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Figure 5-9 Cooling tower cooling system



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5.1.4 Fuel oil systemPDS: 30 60

Purpose

The fuel oil system serves to

• supply the Diesel engine with fuel oil of thenecessary amount, pressure, temperature,viscosity and quality during all loads and en-vironmental conditions.

Features

The fuel oil system consists of two sub-systems:

• the ring line system

• the main fuel oil system.

The ring line generates an increased pressure byan overflow valve and is connected to the at-mosphere via the service tank, whereas themain fuel oil system is a closed pressureisedsystem.

Design criteria

Generally, the ring line system feeds the mainfuel oil systems of up to four engines.

Mesh size of double filter in HFO- module................ .................................................. 34µm

Fuel oil circulation in the main fuel oil system........ ......................3 to 5 x engine consumption......................................................at 100% load

Components

Main components

• Ring line system

The ring line system is divided into:

- Diesel oil ring line

- HFO ring line

• Main fuel oil system

The main fuel oil system consists essentiallyof fuel oil module MOD008,Figure 6-56, Page6-63 and Figure 6-57, Page 6-64 .


• HFO-Temperature before engine dependingon the used fuel oil ..................approx. 150°C

• Fuel oil- pressure before fuel oil pump on engine ........................................3 to 6bar

• Viscosity before engine................. 12/14 mm2/sec, centistoke, 50°C

• Keep fuel oil temperature at maximum 50°Cbefor engine during Diesel oil operation!

Operation

The engine is generally run up in Diesel oil oper-ation. When reaching the parameters

• engine load ≥30%

• HFO-temperature in closed circuit system≥60°C

• engine cooling water temperature 90°C

the engine can be switched to heavy fuel oil op-eration.

In HFO-operation the fuel oil viscosity is kept at12-14°cSt by the viscosimeter VI001 and the fi-nal heater H004 with the associated control de-vice.

When switching off the engine it is generallyswitched back to Diesel oil operation and themain fuel oil system is filled by Diesel oil.

The engine can be switched off and run up againin heavy fuel oil operation if the engine systemsare kept at operating temperature and the me-dia are circulated during engine downtime.

The Diesel oil heat exchanger HE007 is to be ac-tivated if Diesel oil operation is to be run for alonger time frame.

Fuel oil quality

• MDO-quality see Chapter 3.8 "Quality of Ma-rine Diesel Fuel (MDO)", Page 3-37.

• HFO-quality see Chapter 3.7 "Quality of



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heavy fuel oil (HFO)", Page 3-27.

• Viscosity diagram see Chapter 3.10 "Viscos-ity temperature-diagram", Page 3-41.



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Engine 48/60

Figure 5-10 Equipment schedule for fuel oil system - engine 48/60



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Engine V 48/60

Figure 5-11 Schematic diagram for fuel oil system - engine V48/60



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5.1.5 Combustion air systemPDS: 30 70

Purpose

The combustion air system serves to

• supply the Diesel engine with combustion airof the necessary amount and quality duringall loads and environmental conditions,

• reduce the level of the sound.

Feature

The combustion air system is a flow rate system.

Components

• Weather protection with bird protection grat-ing AIR011 at system inlet.

• Rotary oil bath filter FIL007.

• Sound absorber SL001 to adsorb noisecaused by intake air flow. It´s designs andperformance depending on the demands.Usually MAN B&W Diesel offers silencer per-formances of 30dB(A), 40dB(A) and 50dB(A).

• Intake piping.

• Compensator designed for negative pres-sure.

Weather protection, rotary oil bath filter andsound absorber are delivered as a unit.


Pressure

• The admissible negative pressure in the sys-tem is 20mbar.

Temperature

• The intake air temperature may not exceed orundershoot the values defined for the engineinstallation power.

Intake air quality

• Clean.

• Cool.

• Dry.

Also see Chapter 3.11 "Quality of intake air(combustion air)", Page 3-43.

System see Chapter 6.1.4 "Combustion air sys-tem", Page 6-31 and typical air intake moduleFigure 6-58, Page 6-66 and Figure 6-59, Page6-67.



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Engine 48/60

Figure 5-12 Equipment schedule for intake air system - engine 48/60



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Engine V 48/60

Figure 5-13 Schematic diagram for intake air system - engine V48/60



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5.1.6 Exhaust gas system (downstream of the engine)PDS: 30 80

Purpose

The exhaust gas system serves to

• discharge the exhaust gas to the atmos-phere,

• reduce the level of the sound, and

• reduce the transition of air-borne noise.

Feature

The exhaust gas system is a discharge blow-outsystem.

The following points are to be taken into consid-eration when designing and operating the ex-haust gas system:

• Distances to flammable objects required bylocal fire regulations are to be observed.

• Sufficient insulation of the exhaust gas pipeand the silencer is to be provided in order to

- reduce transition of air-borne noise

- reduce fire danger and risk of accident

- reduce pipe corrosion

- reduce heat radiation.

• Damper elements are to be considered at thesilencer’s bearings with regard to structure-borne sound.

• The exhaust gas silencer is to be equippedwith permanent drainage (water tank). Thewater tank must be filled with a sufficientquantity of water. In regular intervals the wa-ter-condensate-mixture is to be drained andthe water tank to be refilled with fresh water.

• Mounts (fixed points and loose points) of theexhaust gas system are to be checked annu-ally. The fixed point is usually at the foot ofthe silencer that is away from the engine. Allother mounts and fixings are loose points andmust move freely.

• If the compensator is replaced, it must be as-sembled with prestress according to thedrawing.

Components

• Silencer SL002 to absorb the exhaust gasnoise. Its design and performance depend onthe demands. Usually, MAN B&W Diesel of-fers silencer performances of 25dB(A) or35dB(A).

• Exhaust gas pipe.

• Drainage of the system.

• Compensator 1EB6501 / 2EB6501 to take up

- Changes of length of components due totemperature changes.

- Vibration amplitudes if the engine is elasti-cally supported.

• Insulation as protection against contact andto reduce heat radiation.

• Also see Chapter 6.2.6 "Exhaust gas mod-ule", Page 6-69.


The admissible counter-pressure in the systemafter the turbine is

• usually ............................................ < 30mbar

The exhaust gas temperature after the turbo-charger depends on the ambient temperatureand the engine performance. Guide values aregiven in Chapter 2.2.7 "Planning data", Page2-48, for engine 48/60 and in the calculationprogramme "Projedat" developed by MAN B&WDiesel. See also Chapter 2.1.8 "Adjustment ofoutput and power", Page 2-23.

Exhaust gas quality

The exhaust gas quality depends on the fuel oiland the load of the engine. See Chapter 2 "En-



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gine", Page 2-1 and Chapter 9 "External exhaustand boiler systems", Page 9-1.



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Engine 48/60

Figure 5-14 Equipment schedule for exhaust gas system - engine 48/60



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Engine V 48/60

Figure 5-15 Schematic diagram for exhaust gas system - engine V48/60



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Kap

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6 Engine-related modules and components


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Engine-related modules and components - data concerning all engines

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6.1 Engine-related modules and components - data con-cerning all engines

6.1.1 Selection of economic serial products and procurement of accessories (electric motors, pumps, strainer and filter, control valves, cooler/ heat exchanger)PDS: 210

6.1.1.1 Electric motors

MAN B&W Diesel delivers standard motors ac-cording to VDE 0530 and DIN EN 60034.

Protection class

• Minimum IP 54 for installation indoors

• Minimum IP 55 for installation outdoors.

Insulation material class

• F.

Voltage

• 400V; 50Hz; or

• 460V (440 ... 480V); 60Hz.

Other designs, e.g.

• Different voltages

• Lubrication nipple (for bigger motors)

• Enlarged screw connection for cables (be-cause of certain cable connections)

• Enlarged terminal box

• Standstill heater

• Special coloration etc.

• Condensate drainage hole in the lower partrequire special processing and thus lead tohigher procurement costs and longer deliverytimes.

MAN B&W Diesel usually delivers electric mo-tors with certain safety margin above the neces-sary shaft power.



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6.1.1.2 Pumps

MAN B&W Diesel delivers the following pumps.

Centrifugal pumps

Usually used for

• All waters and

• Circulation of thermal oil.

To avoid shaft leakages centrifugal pumps aregenerally equipped with non-cooled slide ringseals.

The viscosity of the delivery medium strongly in-fluences

• Efficiency

• Characteristic

• Height of conveyance

of the centrifugal pump.

Therefore MAN B&W Diesel uses centrifugalpumps only to advance water.

Centrifugal pumps are not self-priming.

Centrifugal pumps have an efficiency of 75% ...85%. Pumps with a flow rate of 500m³/h havean efficiency of approx. 80% ... 85%. Smallerpumps have smaller efficiencies.

Centrifugal pumps must always be adjusted tothe conditions at the site.

Figure 6-1 Reference curve of centrifugal pump

Attention!

Centrifugal pumps must be filled with mediumprior to initial start-up in order to ensure properwetting of the slide ring seal (mechanical seal).

Avoid dry running by all means!



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Centrifugal pumps

Figure 6-2 Outher image of centrifugal pump

Figure 6-3 Cross section of centrifugal pump

Dismantling the rotating pump parts is possible without re-moving the pump casing from the piping

Figure 6-4 Q-H-characteristic of centrifugal pump

1 Operating point



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Gear pumps

Used for medium volumes of self-lubricatingmedia, such as:

• Diesel oil

• Heavy oil

• Lube oil.

Gear pumps are equipped with shaft sealingrings (simmer ring).

Note

For gear pumps

• Dirt traps, or

• One- way filter

must be installed on suction side.

Flow rate............................................1 - 50m³/h

Viscosity ........................................6 - 1,000cSt,dependent on revolution

Revolution...............................1,000 - 3,000rpm

Pressure................................... maximum 25bar

Type of bearing ...........................friction bearing

Gear pumps with a flow rate of approx. 5m³/hhave an efficiency of approx. 50%.

Mode of operation

Gear pumps are operating displacement pumpswith external gears.

When rotating the gears, low pressure will be in-ducted at the suction side. By this the medium

enters into the pump and streams between thegears of the wheels. Then the medium will betransported in the gaps of tooth, closed by thecasing, further to the pressure side.

Figure 6-5 Gear pump

Aspiration Transport Displacement



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Figure 6-6 Cross section of gear pump

Attention!

Gear pumps must be filled with oil prior to initialstart-up in order to ensure the required surfacelubrication of the rotating parts as well as properwetting of the seal (simmer ring)


1 Casing2 Driving cover3 End gear with Bulton relief valve4 Gear shafts5 Bearing bushes6 Radial shaft packing ring7 Round packing ring



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Figure 6-7 Delivery characteristic of gear pump

Figure 6-8 Gear pump - Q, H-diagram



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Screw pumps

Used for general volumes of self-lubricating me-dia, such as:

• Lube oil (large volume; e.g. main lube oilpump)

• Heavy oil

• Diesel oil

• Thermal oil (fill /drain).

To avoid shaft leackages screw pumps areequipped with non- cooled slidering gaskets

Note

For screw pumps

• Dirt traps, or

• One-way filter

must be installed at the suction side.

Flow rate ......................................... 1 - 800m³/h

Viscosity.........................................6 - 1,000cSt,dependent on revolution

Revolution normal...............................1,500rpm

Design of screw pump

For fuel oil ............................................3-spindleFor lube oil ....................2-spindle and 5-spindle

Type of bearing:Drive spindle .......................always ball bearingConveying spindle ......... usually friction bearing

Screw pumps have an efficiency of 70%... 75%.Pumps with a flow rate of 500m³/h have an effi-ciency of approx. 75%. Smaller pumps havesmaller efficiencies.

Common data for gear pump and screw pump

The bearing of the screw pump spindle is ofhigher quality than that of the gear pump.

The pumps can deliver faultless only if the deliv-ery medium is advanced without pollution on thesuction side.

The operating principle of screw pumps

The three rotors, one power rotor and two sym-metrically opposed idler rotors, are the onlymoving parts in a screw pump. Radially the ro-tors are supported in their bores by a film of thepumped fluid. Axial forces on the power rotorare supported by adequately dimensionedthrust bearings.

The precisions made threads of the rotor sealagainst each other and the rotor bores, forminga series of enclosed chambers which move thefluid uniformly at constant axial velocity. The lin-ear movement of the fluid makes the pump suit-able for direct connection to high speed motorsand ensures an excellent suction capability.

Because of the constant axial flow, the pumpsare very quiet and operate with virtually no pul-sation or vibration. The pumped fluid is subjectonly to negligible shearing forces, which is espe-cially important when pumping emulsions or flu-ids containing polymers.

Figure 6-9 The operating principle



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Screw pumps

Figure 6-10 Outline drawing of screw pump

Table 6-1 Measures of stationary lube oil pump

Numbers of cylinders

DN A B C D Assembly spaceE x F

Weight of electric motor

Total weight

mm mm mm mm mm mm kg kg

12V48/60

350 2,597 800 555 760 250 x 1,600 diameter

1,070 2,442

14V48/60

400 2,777 1,000 555 930 300 x 2,000 diameter

1,181 3,655

18V48/60

400 3,017 1,000 655 930 300 x 2,000 diameter

1,770 4,274


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Figure 6-11 Delivery characteristic of screw pump

Table 6-2 Flow rate and power demand in accordance to viscosity

Operating points 1 2 3 4speed n (min -1) 1450 1450 1450 1450viscosity v (mm2/s) 600 300 150 70diff.press p diff (bar) 8 8 8 8theor. vol (l) 6,47 6,47 6,47 6,47flow rate Qa (l/min) 9379,7 9379,7 9379,7 9379,7fl. rate reduce (%) 0,0 0,0 0,0 0,0flow rate Q (l/min) 9305,1 9274,2 9230,5 9161,4power demand (kW) 203,7 186,5 173,0 161,6



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Figure 6-12 Cross section of screw pump

Attention!

Screw pumps must be filled with oil prior to ini-tial start-up in order to ensure the required sur-face lubrication of the rotating parts as well asproper wetting of the slide ring seal (mechanicalseal).




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Diaphragm pumps

Used for

• Sludge (compressed air of approx. 7bar nec-essary).

The functional principle of the pneumatic dia-phragm pump

The pumps are double acting positive displace-ment pumps with two alternating pump cham-bers. The compressed air required for drivingthe unit is admitted through a control valve tothe rear of each diagrams in turn, thus displac-ing the medium from alternate pump chambers.

In the pump illustrated, the right- hand pumpingchamber is in the intake position. A vacuum hasbeen created by the retraction of the diaphragm,and the pumped medium flows into the cham-ber. The left hand diaphragm- which is support-ed by the compressed air- simultaneouslydisplaces the medium present in this chamber.

Since the two diaphragms are connected by acommon piston rod, suction always occurs inone chamber while discharge is occurring in theother.



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alve

Diaphragm pump

Figure 6-13 Three dimensional view of a diagraphm pump

Figure 6-14 Delivery characteristic of diagraphm pumps

1 Pressure blower2 Upper ball valve3 Diagraphm4 Product chamber5 Air outlet6 Lower ball valva7 Upper ball valve8 Pneumatic control v9 Air chamber10 Lower ball valve11 Suction casing



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Hose pumps (peristaltic)

Used for

• Sludge

• Waste water.

Protection against overpressure and protectionagainst hose breaking (capacitive proximityswitch, protection against dry running) are nec-essary.

Function

The function of peristaltic pumps range is basedon a patent vacuum principle ("hosein- hose-system").

When the pump starts to run an additional chan-nel in the wall of the hose quickly enables air tobe evacuated from inside the pumping house.

The resulting pressure drop within the pumphousing is close to absolute vacuum. The hosethen expands in an attempt to fill he vacuum,which in turn results in a strong pressure drop atthe suction port of the pump, sufficient to enablethe pump to overcome high suction lifts.

Figure 6-15 Three dimensional view of a hose pump



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Hose pump

Figure 6-16 Mode of operation of hose pump

1) The rotor rotates inside the lubricant filledpump housing and presses the hose togetherwith its outer sliding pieces. This separates thesuction side hermetically from the pressure side.

2) During the rotation the product inside thehose (liquid or gas) is forced towards the pres-sure outlet. this causes a pressure drop in thesuction side and product is then drawn in.

3) The product volume between both slidingpieces (Figure2) is exactly half of the displace-ment per revolution.

4) This volume is delivered to the pressure outletwhilst the same amount is simultaneously drawnin through the suction fitting (Figure 3 and 4).



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Hose Pumps

Figure 6-17 Hose pump - Q, n- Diagram

Figure 6-18 Mode of operation of a hose pump in three-dimensional view



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Hose pump

Figure 6-19 Cross section of a hose pump

All pump size with flange connection. Other types ofconnection possible

Glandless capable of dry- running, dry self- priming

One- piece rotor sliding,blocks easily adjustable

Hose and all moveable partslubricated by glycerine filling

Greater service life of hosetrough short and flexibleclamped pump hose

Compact structural shapePressure proof casing

Gentle compression of pump hose by optimal designed sliding blocks

Special shaped pump hosein different elastomers, reinforced by textile fabrics

Efficient pressure and priming characteristics through hosesreinforced by textile



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6.1.1.3 Strainer

Strainer

Strainers are used as pump protection on the in-take side of the pump for

• Lube oil

• Heavy oil

• Diesel oil

• Vapour

• Condensate

Mesh size: 500 µm.

See following figure.

Figure 6-20 Strainer

1 Body2 Screen3 Gasket4 Cover5 Stud6 Hexagonal nut7 Empty screw



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6.1.1.4 Filter

Single filter

• Fuel oil running-in filter for Diesel oil.

After the running-in process the filter is re-moved and the engine may be operated withheavy oil operation as well.

Mesh size: 25 µm.

Figure 6-21 Typical single filter DN65



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Running- in filter

• Running-in filter for lube oil.

On the pressure side of the circulating pump,temporary for lube oil, installed at the engine.

Mesh size: 37 µm.

Figure 6-22 Running - in filter at the engine

After min. 200 engine operation hours removefilter inserts. Same procedure after each engineoverhaul.



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Double filter

Used

• In MDO ringmain pipe.

Mesh size: 34 µm.

• As indicator filter in HFO module outlet.

Mesh size: 34 µm.

See Figure below.

Figure 6-23 Typical Double filter DN80



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Automatic filter

• Interval flush filter

Used in HFO ringmain pipe.

Mesh size: 34 µm.

Back flushing with pressure air 10bar.

One chamber is always in stand-by or in backflushing process, dependent on the pressure dif-ference in the filter.

See function of filters below.

Figure 6-24 Interval flush filter- operating (left side) and back flushing(right side)



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Automatic filter

• Permanent flush filter

Used as main lube oil filter

Mesh size 30 µm.

With indicator screen 100 µm.

Due to turning mechanism, opposite lyingplugs must be flushed; permanent rotation.The backflushing facility with its own filtermedium operates continuously.

The design of the pump must take the backflushing quantity of the filter into account.

Figure 6-25 Function of the permanent flush filter



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Table 6-3 Generaly survey of strainer/filter mesh sizes

General survey of strainer/filter mesh sizes for stationary Diesel power plants

500 µm Strainer for pump protection

37 µm Lube oil running- in filter on engine

34 µm

Double filter in MDO ring main pipe

- Automatic filter (interval flushing) in HFO ring main pipe

- Fuel oil double filter (indicator filter) in HFO module

30 µm Automatic filter (permanent flushing) Lube oil main filter (indication filter insert 100 µmincluded)

25 µm Fuel oil running- in filter (flushing in MDO mode)



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6.1.1.5 Temperature Control valves

- Thermostatic control valve with integratedwax- filled- thermostat used for lube oi

Figure 6-26 Thermostatic control valve

- Control valve with electric actuator includ-ing external temperature sensor used forHT and LT cooling water- systems

.

Figure 6-27 Cross section of three- way temp. control valve



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6.1.1.6 Cooler/ Heat exchanger (HE)

Tube Type

Used for

• Heavy oil preheating (HFO-module).

• Suitable for higher temperatures and pres-sures as no soft sealing is used.

Figure 6-28 Typical tube heat exchanger

1 Tube flange2 U- Tube3 Bafle plates4 Sealing strip5 Distance tube6 Nut7 Stay rod



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Plate Type heat exchanger

Used for

• Waters

• Lube oil

• Diesel oil

• Heavy oil

Figure 6-29 Plate type coolers

1 Girder2 Support column3 Bolt protection4 Guide rail

5 Pressure plate6 Passage plate7 Tightening stud8 Frame plate

Arguments for the utilisation of plate type heatexchangers. In consequence of the design:

- realisation of a large exchanger surface ona restricted volume

- on account of high turbulance betweenthe cooler plates, a high heat transfer co-efficient is achieved ( a high k- value re-quires a small exchanger surface)

- easy maintenance



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Radiator cooler

Used for

• Waters

• Lube oil

• Heat transfer medium (vapour, hot water,thermal oil).

See separate Chapter 6.1.2 "Radiator coolingsystem", Page 6-26.

Cooling tower

See separate Chapter 6.1.3 "Cooling towercooling system (forced- air- cooled)", Page6-30.



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6.1.2 Radiator cooling systemUsed for

• waters

• lube oil

• Heat transfer medium (vapour, hot water,thermal oil)

Avoid short circuit (re circulation).

Special features of radiator cooler:

- Air is available everywhere, without re-striction

- Actually no water losses

- If clean air is available, maintenance ishardly necessary

- In Areas with ambient temperatures below0°C, provided that the circuits are protect-ed with anti- freeze agents, no problemsare expected.

On the other hand, power is required for the op-eration of the fans.

A certain surface must be available for installing.

Radiator coolers

Radiator coolers must be designed to meet therespective site conditions.

Based on the specified engine performance atthe installation site the heat to be dissipatedfrom the engine and supply systems is calculat-ed by the programme "Projedat" developed byMAN B&W Diesel.

Procedure for the design

• 100% engine performance at the installationsite (design point)

• For this purpose net heat flow [kW] from"Projedat" calculated for

- Engine cooling water ................. HT-circuit

- Charge air cooler, stage 1.......... HT-circuit

- Charge air cooler, stage 2........... LT-circuit

- Lube oil and engine purifier ........ LT-circuit

- Nozzle cooling water .................. LT-circuit

• Addition of surcharges given in the "Projedat"regulations to the net heat flow.

The radiator cooler is to be designed for thedetermined basic heat flow (design point).

• Addition of an fouling factor for the radiatorcooler as stated by the manufacturer.

• Addition of an area reserve of 5% per circuit.

• If air temperatures below 0°C arise at the in-stallation site the reduction of the radiatorcooler performance due to anti-freeze agentsis to be taken into account. See MAN B&WDiesel document No. D365688 "Antifreezeagent for coolant cooling system".

Control calculation for ventilator design

The design of the ventilator cooler must consid-er the design point as well as the extreme per-formance point.

Thus, the heat flows according to "Projedat" areto be regarded. The manufacturer of the ventila-tion cooler must confirm that the engine outputtemperature in the HT-circuit (90°C) and thecold water temperature in the LT-circuit (ac-cording to project data) are observed.

Typical radiator cooler design

• Single cooler bundles rest on a common steelsupport.

• Ventilators on top of the cooling nets (preven-tion of air short-circuit).

• Electric motors with insulation class H de-signed for air temperature minimum 70°C.

• Cooling pipe made of copper.

• Cooling fins made of aluminium.

The flow rates and temperatures of the media tobe cooled are given in the schematic diagramsand the corresponding description

• HT circuit

• LT circuit



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• Lube oil circuit

• Nozzle cooling circuit

in Chapter 5 "Engine-related systems", Page5-1 and following.

If the position of the radiator coolers at the sitediffers from that in the concept site plan / con-cept layout, then

• pipe diameters

• delivery height of the supply pump

• contents of the cooling circuits (size of thecooling water expansion tank)

must be checked.

• Control of the ventilators

Switch "On / Off" in groups, local and remote.Normal operation is in automatic mode, control-led by PLC.

Arrangement of ventilator coolers

The distance of the ventilator cooler to highwalls such as power house, tank farm, pumphouse, etc., should be approx. 2x the height ofthe structure.

Figure 6-30 Arrangement of radiator cooler



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Height of the cooler bundle over ground and de-sign of the installation area

The clearance of the cooler bundle over its in-stallation should be up to 6m, depending on thesize of the power plant required and the area forcooler installation. This serves to ensure suffi-cient and clean air supply to all coolers.

The installation site underneath the cooling plantis to be built as concrete plate to enable easy re-moval of dust and other pollution.

The guide values of ventilator cooler arrange-ment and height of the cooler bundle vary ac-cording to the size of the plant.

Table 6-4 Selection of 2-circuit radiator cooler plants

If air temperatures below 0°C arise at the instal-lation site the reduction of the radiator coolerperformance due to anti-freeze agents is to betaken into account. See MAN B&W Diesel docu-ment No. D365688 "Antifreeze agent for coolantcooling system".

The minimum concentration of antifreeze agentis 35% due to corrosion protection, see Chapter3.3 "Quality of engine cooling water", Page3-11.

Maximum ambient air temperature

[°C]

Achievable cold water tempera-ture (LT-circuit)

[°C]

Engine 32/40Oil temperature at engine inlet: 65°COil cooler in LT-cir-cuit

35 45

40 50

45 55

Engine 48/60Oil temperature at engine inlet: 55°COil cooler in LT-cir-cuit

35 45

40 47



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MAN B&W Diesel uses a common cooler sup-port frame for the radiator cooler bundles. In or-der limit cooler bundle distortion, distance and

even tolerances of the cooler support must beensured.

Please see illustration below.

Figure 6-31 Details of radiator cooler installation



6.1.3 Cooling tower cooling system (forced- air- cooled)PDS: 30 30

Features

The cooling tower operation (CT) requires a per-manent water consumption (make- up- water) of3 to 4% of the circulating raw water flow rate for

• the evaporation losses

• blowing down.

The cooling tower is designed according to thedistance between the wet-bulb temperature tFand the cold water temperature after the tower.

Wet-bulb temperature tF

• in the tropics (Indonesia) ... approx. 28...29°C

• in temperate zone (Turkey)....... approx. 23°C

The cold water temperature is usually 6°C higherthan the wet bulb temperature.

Water temperature before cooling tower notmore than 48°C to prevent calcification.


See Chapter 3.6 "Quality of raw-water in coolingtower operation (addtive and circulating water)",Page 3-25

Table 6-5 Orientation assistance for estimation the required amount of raw- and make- up water Water temperature before CT 48°C Calculated on a concentration factor 2

Engine Type 18V 32/40 (100% load) 18V 48/60 (100% load)

Amb. air temperature C° 32 32

Wet bulb temperature C° 23 28 23 28

Water temp. after CT C° 29 34 29 34

Heat quantity LT- circuit kW 2720 2685 4965 4680

Heat quantity HT- circuit kW 3495 3560 7060 7255

Water flow rate LT- circuit m3/h 123 165 224 286

Water flow rate HT- circuit m3/h 158 218 318 444

Overall water flow rate m3/h 281 383 542 730

Make- up water requirement m3/h 11 15 22 29


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6.1.4 Combustion air systemPDS: 3070

Please see the individual typical drawing of thecombustion air system for engine:

V34/40 Chapter 6.2.5 "Combustion air system",Page 6-64

V48/60 Chapter 6.2.5 "Combustion air system",Page 6-65.

Intake air filter and silencer module

Purpose

The combustion air modules and componentsserve to:

• Protect the engine against weather and birds

• Clean the intake air

• Absorb the sound

Features

MAN B&W Diesel uses Droplet Separator Profileas rain protection

Separation technology

The streamlined separator profiles deflect thedroplet laden gas stream, as a result the monu-mentum of the droplet causes them to impingeonto the profiles surface. The droplets coalescetogether form a liquid film, the influence of grav-ity causes the liquid to drain to the bottom of theprofiles. Specially sharped separation chambersimprove performance by enhancing the separa-tion of finer droplets and ensuring problem fordischarge of liquid.

To avoid the flooding of the profiles and the pos-sibility of reentrainment of the separated liquid,the height of the profile sections is normally lim-ited to 2,500 mm.

The following graph illsustrates the descriptedtechnologie.

Figure 6-32 Rain protection for intake air filter

The total weather protection grid can be seen inthe Drawing on the following page.



Weather protection grid

Figure 6-33 Weather protection grid for intake air filter


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Size of intake air filter

• The intake air filters are to be designed for therespective combustion air quantity of the die-sel engine

• Consult MAN B&W Diesel to have the valuescalculated by the program "Projedat"

• Generally, the necessary gross area of the in-take air filter is calculated as follows:

Intake air Q [m3/h] / flow rate v [m/sec] = A [m2]

• The flow rate should be within 2,5 m/sec to3 m/sec

Separation efficiency of oil bath rotary filter

Degree of separation of an oilbath rotary filter isgiven in the following graph.

Figure 6-34 Degree of separation in air intake filter (rotary filter)

Principles of operation of an oilbath rotary filter

• Auto- flo 2000 air filters operate using the vis-cous impingement filter principle wherebyairborne particles suspended in the intakeairstream are trapped on a adhesive coated,progressive density matrix. The filter media issupported in panels or cells which are sus-pended at either end using roller chains.

• The assembly is mounted into a steel hous-ing, at the base of which is a tank containing

a adequate supply of adhesive oil. The filterpanels move vertically upward across thefront face of the housing forming a continu-ous sealed curtain. They are then carriedacross the housing as the chains engage withcarrier sprockets located in the top of thecasing and maintain the same vertical face asthey travel downward on the clean side of thefilter.

• On reaching the adhesive oil tank, the parti-cles are submerged and thoroughly cleanedby agitation prior to emerging from the bathre- oiled and drained for re- entry the incom-ing airstream.

• At all stages of operation the filter panelspresent the same face of filter media to the in-coming airstream.

• The double panel bank and controlled curtainmovement ensures positive ellimation of oil"carryover" with the filtered air.



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A more demonstrativ impression of the filteroperation is given in the following graph

Figure 6-35 Operation mode of oil bath rotary filter

Operation

• With the power supply connected and controlpanel switched on, a timer circuit on an elec-tronic control board will operate after a 60seconds delay, switching the power onto theengine, for 6 seconds, and then off for 30minutes

• Thus the filter panels travel a distance of ap-prox. 50mm during the 6 seconds and thenremain stationary for 30 minutes. This allowstime for any excess oil to drain from the filterpanel mesh media back down into adhesiveoil sump



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Recommended adhesive oils

• The viscosity of oil generally depends on thetemperature and decreases with decreasingtemperature. The oil is therefore to be adapt-ed to the ambient temperature according tothe manufacturers instructions, see table be-low. A wrong viscosity leads to increasedpressure loss of the filter (thicker oil film in the

mesh), reduced filter effect and reduced filterregeneration (reduced adhesion forces, re-duced resolving of oil film in bath).

• At oil change the oil is transferred, cleanedand kept until the next use.

Table 6-6 Adhesive oils

Additives as T / R / V / M mostly stand for spe-cial additives to basic oil. They are usually ofhigher quality than the basic oil and to be usedfor special purposes.

Temperature range

Oil Viscosity

-10°C to +6°C Shell Tellus 10 Shell Morlina 10 Mobil DTE 11 M EssoNUTO H 10 ISO 10

-5°C to +16°C Shell Tellus 15 Shell Morlina 22 Mobil DTE 11 M Esso NUTO H 15 ISO 15






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Air intake silencer

Figure 6-36 Typical design of an intake air silencer

Nominal Dia of intake air pipe

• The intake air pipe is designed for a flow rateof approx. 18m/sec. to 20m/sec..

The following figure shows typical fix and slidingpoint support for reduce structure borne noisefor air intake and exhaust gas pipes.



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Figure 6-37 Typical fix point support to reduce structure bome noise for air intake and exhaust gas pipes

Figure 6-38 Typical sliding point support to reduce structure bome noise for air intake and exchaust gas pipes

Table 6-7 Measurements for fix and sliding point support

DN A=E B C D F G I S T Hmm

600 200 100 560 460 110 460 550 18-20 20 519700

300 200 660 560 210 610 700 18-20 20

568800 618900 6681000 7181100 7681200

400 300 820 720 310 860 950 18-20 30

82813001400 9281600 10281700 10781800 1128



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6.1.5 Exhaust gas system

Exhaust gas system installed directly down-stream of the engine.

Please see the individual typical drawing of theexhaust gas system for engine 32/40 and 48/60in Chapter 6.2.6 "Exhaust gas module", Page6-67 andChapter 6.2.6 "Exhaust gas module",Page 6-69.

Purpose

The exhaust gas system serves to safely dis-charge the exhaust gas of the Diesel enginewithout negative influence on the engine opera-tion.

Features

By means of the silencer SL002, see the corre-sponding octave level diagram for the silencerperformance in Chapter 6.2.6 "Exhaust gasmodule", Page 6-67 and Chapter 6.2.6 "Exhaustgas module", Page 6-69 , the unsilenced ex-haust gas noise according to graphic. Engine/exhaust gas noises in the engine project plan-ning data Chapter 2.2.6 "Exhaust gas noise",Page 2-47 and Chapter 2.2.6 "Exhaust gasnoise", Page 2-47 is reduced to admissiblenoise level.

Design criteria

The admissible exhaust gas resistance in the en-tire exhaust gas system, e.g.

• silencer

• waste heat boiler

• catalytic convert and/or scrubber

• ESP (dry electrostatic precipitator)

• piping

• fittings

• chimney

may not exceed the level according to the en-gine planning data (see respective engine inChapter 2 "Engine", page 2-1 and following).

(Unally < 30mbar)

Piping

The pipe diameter given in typical drawings ofthe exhaust system assures an exhaust gas ve-locity of approx. 35m/sec.

The exhaust gas velocity after a silencer with

• a damping rate of 25/35 dB(A) is 35m/sec

• a damping rate of 45 dB(A) is 25 m/sec.

- The exhaust gas pipe is made of ST37.

- The dimensioning of the exhaust gas pipediameter after the absorber and of the ab-sorber outlet diameter must take the ad-missible muzzle sound level intoconsideration, refer Chapter 9.1 "Externalexhaust and boiler systems - descriptionfor all plants", Page 9-3.

The table shown in the above mentioned typicaldrawing of the individual exhaust gas system listthe admissible forces and/or moments, whichmust not be exceeded at the turbocharger con-nection.

Compensator EB6501

The compensator according Figure 6-40, Page6-40 ensures that the admissible load, forcesand/or moments at the turbocharger, caused bythermal elongation of the components andmovement amplitude of the resiliently mountedDiesel engine are not exceeded.

The compensator has to be installed with 50%prestress.

Support for exhaust gas pipe and silencer

Please refer to the separate drawings in Chapter6.1.4 "Combustion air system", Page 6-31 andat the end of this chapter, Chapter Figure 6-41"Sliding point for silencer and boiler to reducestructure born noise", Page 6-41 and ChapterFigure 6-42 "Fix point for silencer and boiler toreduce structure born noise", Page 6-41, pro-viding information about the execution of thesupport (fixed point and sliding point) of exhaust



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pipe and silencer, which is insulated to reducethe structure bome noise.

Insulation

The insulation of exhaust gas pipe and exhaustgas silencer is a hard cladding insulation con-sisting of rock wool with aluminium- plate- cov-ering.

Also see the separate drawings in chapter 6.1.4,6.2.6/6.3.6 and at the end of this chapter.

Typical crossection of an exhaust gas absorp-tion silencer see Figure 6-39, Page 6-40.



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Exhaust gas system

Figure 6-39 Typical cross section of exhaust gas silencer

Figure 6-40 Typical expansion joint for exhaust gas sys-tem

Technical dataService pressure p = 25 mbarService temperature t = 550°CWith floating flangesOn both sides from steel to DIN86044Below multi wall from steel alloy 1.4541

Nominal Dia of exhaust gas pipe:

• The exhaust gas pipes are designed for a ve-locity of approx. 35 m/sec



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Figure 6-41 Sliding point for silencer and boiler to reduce structure born noise

Figure 6-42 Fix point for silencer and boiler to reduce structure born noise



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6.1.6 Cleaning system for fuel and lube oilMAN B&W Diesel uses for both

• fuel and

• lube oil cleaning

Separator with controlled partial discharge

Figure 6-43 separator basic concept

The operating temperatures are

• 95°C for lube oil and

• 98°C for fuel oil

Operating principle

Dirty oil is continuously fed to the separator. Theflow of oil is not interrupted when sludge and/ orwater is discharged.

Clean oil is continuously dicharged from theclean oil outlet. Separated sludge and water ac-cumulate ate the periphery of the bowl as shownin Figure 6-44, Page 6-44.

When separated water approaches the discstack, see Figure 6-45, Page 6-45 and , somedroplets of water start to escape with thecleaned oil. The small increase of the water con-tent in the cleaned oil is then immediatelysensed by the water transducer, installed in theclean oil outlet.

Figure 6-44 Separated sludge and water accumulate at



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the periphery of the bowl

Figure 6-45 Water approaches the disc stack

1) Oil inlet2) Oil outlet3) Sludge outlet4) Make- up closing water inlet5) Opening water inlet6) Water drain valve7) Water outlet8) Flow control disc9) Disc stack10) Top disc11) Inlet for conditioning and displacement

water



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Alternatively the water dedection also can accurin a separate bypass to the main clean oil outlet.

Sludge space Monitoring System

Figure 6-46 Schematic illustration of a separator with Sludge Space Monitoring System (SMS) during separation

Figure 6-47 Schematic illustration of a separator with Sludge Space Monitoring System (SMS) during ejection


Engine-related modules and components - engine V48/60 - for

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6.2 Engine-related modules and components - engine V48/60 - for

6.2.1 Lube oil systemPDS: 30 20

Lube oil module

Purpose

The lube oil module serves to:

• cool the system

• control the lube oil temperature

• filter the lube oil

• supply the engine with lube oil of the requiredamount, temperature and pressure.

Note: The lube oil is delivered by freestandinglube oil pump.

Features

All components are completely mounted ontothe base frame and connected by pipes (exclud-ing pump).

The base frame, a welded construction ST37, isdesigned as oil sump with discharge nozzle andlocking screw.

All connections at the module are complete withflange and counter-flange.

Foundation anchor and levelling screws (mini-mum 3cm adjustment height) as well as liftingloops for transport belong to the module.

VDE, DIN and EN regulations apply.

Lube oil automatic filter with mesh size 30µm.

All sensors and the difference pressure switch ofthe filter are cabled and connected on a terminalbox.

All non-zinced, black steel parts have primingcoat and covering coat.

Characteristics

• Easy assembly and disassembly of compo-nents for operation, maintenance and repair.

• After installing the module, all operation de-vices are easy to access for operation andmaintenance.

Components

For engine 48/60 the following components areassembled and connected by pipes in the lubeoil module:

• Cooler HE002.

• Temperature control valve TCV001.

• Service filter FIL001.



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Lube oil module MOD006

Figure 6-43 Lube oil module engine V 48/60

1 Heat exchanger2 Automatic filter lube oil5 Terminal box

N1 Lube oil inlet, DN 250N2 Lube oil outlet, DN 250N3 Cooling water inlet, DN 250

N4 Cooling water outlet, DN 250N5 Flushing outlet, DN 40N6 Run-down lube oil inlet, DN 40



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Lube oil supply pump P001

Figure 6-44 Outline drawing of screw pump V48/60

Table 6-8 Measures of stationary lube oil pump V48/60

Numbers of cylinders

DN A B C D Assembly spaceE x F

Weight of electric motor

Total weight

mm mm mm mm mm mm kg kg

12V48/60

350 2,597 800 555 760 250 x 1,600 diameter

1,070 2,442

14V48/60

400 2,777 1,000 555 930 300 x 2,000 diameter

1,181 3,655

18V48/60

400 3,017 1,000 655 930 300 x 2,000 diameter

1,770 4,274



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Lube oil separator MOD007

Figure 6-45 Lube oil separator - engine V48/60

10 Untreated lube oil inlet11 Treated lube oil outlet16 Steam inlet, flanges 17 Condensate discharge

18 Compressed air19 Water inlet94 Sludge outlet96 Vent

Lube oil separators for engine V48/60

• Transport weight approx. 1,500kg

• Operating weight approx. 1,800kg

• Do not discharge the oily sludge into the pub-lic sewage system.

• A hoist should be installed above the separa-tor so that the heavy bowl parts can be han-dled more easily.

The hoist should be mounted on a running rail sothat bowl parts can be moved from the separa-tor to a workbench.

Table 6-9 Lube oil separator - engine V48/60

Separator for Height H1 Weight of bowl

mm kg

12V 48/6014V 48/6018 V 48/60

1,540 190



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Run-down tank T050

Figure 6-46 Run-down tank

N1 ManholeN2 VentingN3 ReturnN4 OutletN5 Outlet

Table 6-10 Run-down tank

Engine Con-tents

Weight empty

Weight filled

HeightH

Height H1

litre kg mm

V48/60 2,400 650 2,780 2,820 2,265



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6.2.2 2-circuit radiator cooling system PDS: 30 30

6.2.2.1 High temperature (HT) cooling water circuit

Pump module

Purpose

The HT cooling water pump module and com-ponents serve to

• pump water for the HT-circuit into the enginevia a control valve to the radiator cooler andback to the module.

Components

• HT cooling water module

• Cooling water expansion tank

• Radiator cooler

Cooling water expansion tank T002

Check the tank capacity if the installation of theradiator cooler differs from the installation stat-ed in the concept site plan / concept layout.

Figure 6-47 Cooling water expansion tank - engine V48/60Empty/ weight = 500kgFilled/weight = 2000kg



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HT cooling water pump module MOD002

Figure 6-48 HT cooling water pump module

Table 6-11 HT cooling water pump module

Engine N1from cooler

N2 bypass

N3 expansion line

N4 to engine

Weight

mm mm mm mm kg

12V 48/60 DN 125 DN 125 DN 32 DN 100 2000

14V 48/60 DN 150 DN 150 DN 32 DN 125 2040

18V 48/60 DN 150 DN 150 DN 32 DN 125 2100



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Radiator cooler (HE003/ HE008)

Figure 6-49 Radiator cooler V48/60



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6.2.2.2 Low temperature (LT) cooling water circuit

Pump module

Purpose

The LT cooling water pump module and compo-nents serve to:

• pump water for the LT-circuit into Charge aircooler, stage II, parallel to lube oil cooler andother consumers to the radiator cooler (con-trol valve MOV003 to control charge air tem-perature in return pipe from charge air cooler,stage II; control valve MOV004 to prevent un-dercooling of circuit at low ambient tempera-ture in suction pipe of the module) back to themodule.

• control the charge air temperature

• prevent undercooling of the circuit at low am-bient temperature.

Components

• Cooling water expansion tank

• LT cooling water module

• Radiator cooler

Cooling water expansion tank T004

Check the tank capacity if the installation of theradiator cooler differs from the installation stat-ed in the concept site plan / concept layout.

Figure 6-50 Cooling water expansion tank - engine V48/60 empty/weight = 500kgfilled/weight = 2000kg



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LT cooling water pump module MOD020

Figure 6-51 LT cooling water pump module

Table 6-12 LT cooling water pump module

Engine N1 from cooler

N2 expansion

line

N3 to charge air cooler

N4 from

charge air cooler

N5 to engine

N6 to lube oil

cooler

N7nozzle cooling water outlet

Weight

mm mm mm mm mm mm mm kg

12V 48/60 DN 200 DN 32 DN 150 DN 150 DN 150 DN 150 DN 32 2450





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6.2.2.3 Nozzle cooling water circuit

Nozzle cooling water module MOD005

Purpose

The purpose of the nozzle cooling water moduleis the automatic and lasting cooling of the fuel oilinjection nozzle of MAN B&W Diesel engines atall operating conditions of the engine in compli-ance with applicable control on/off, safety andenvironmental requirements.

Further, the module is to preheat the fuel oil in-jection nozzles before start of the Diesel engine.

In case of nozzle preheating, the nozzel coolingwater is heated in the tank before the enginestarts. The nozzle cooling water is thus heatedand pumped to the engine and back to the watertank.

Features

The module consists of a self- supporting frame.the corresponding compponents are connectedby means of pipes.

The nozzle cooling water circuit is a separatepressurized closed circulation system. A centrif-ugal pump sucks the nozzle cooling water froma tank and pumps it to the nozzles of the Dieselengine through a heat exchanger with subse-quent temperature control valve. The circuit thenleads back to the tank.

The heat exchanger is supplied with LT-coolingwater as cooling medium.

The temperature control valve keeps the nozzlecooling water temperature upstream of the noz-zle constant.

A test connection serves to check if the watercontains oil (nozzle leakage).

The entire module is designed for continuousfullload and part load operation (intermittent op-eration several times per day).

The module is designed for unmanned operationwithout constant supervision at site. The poweron time is 100%.

Control and power equipment, including thesensors, are completely accommodated in aswitch cabinet and wired to the module.



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Noozle cooling water module MOD005

1 Vessel2 Circulating pump3 plate heat exchanger4 heating battery5 safety valve6 automatic venting

- weight 380 kg

- operating pressure max.4 bar

- operating temperaturemax 95°C

13 expansions pot14 switch cabbet

N1 Nozzle- cooling water inletN2 Nozzle- cooling water outletN3 Cooling water inletN4 Cooling water outletN5 test pipe "oil in water"N6 N7 drain pipeN8 overflow pipe

Figure 6-52 Noozle cooling water module engine V48/60



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6.2.3 Cooling tower cooling system

Figure 6-53 Cooling tower with water basin, accessgrating water pipes and raw water pumps.

It has to be ensured that the min. water level inthe basins is well below the suction pipe of theraw water pump, in order to prevent the pumpobtaining air from the basin.

Therefore the basin should have a height ofminimum 3m. Usually the cooling tower has aaccessible grating between cooling towerand edge of the basin with approx. 60cmwidth or a special man hole as access forcleaning purpose.

For further informations also see Chapter 5.1.3"Cooling tower cooling system", Page 5-20 andChapter 6.1.3 "Cooling tower cooling system(forced- air- cooled)", Page 6-30.



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Figure 6-54 Side view of cooling tower with supply and discharge cooling water pipes



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Figure 6-55 Cooling tower with supply and discharge cooling water pipes



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6.2.4 Fuel oil systemPDS: 30 60

Fuel oil module MOD008

Purpose

The purpose of the fuel oil module is the auto-mated fuel oil supply of a MAN B&W Diesel en-gine with cleaned and filtered fuel oil, accordingto the applicable quality requirements, at thenecessary quantity and viscosity in order tomeet all operating conditions.

The fuel supply system must comply with all ap-plicable requirements regarding safety and envi-ronment.

Features

The components are connected by pipes andcables onto a self-supporting, wrap resistantframe. The arrangement of the components al-lows easy access for operation, maintenance,assembly and disassembly.

The devices necessary for transport are provid-ed at the frame.

An automatically operated three-way valveserves to switch from Diesel oil to heavy oil andvice versa, if necessary.

The fuel oil flows through a fuel oil meter to amixing tank. From there the supply pump deliv-ers the fuel to the final preheater, the viscosime-ter and then to the Diesel engine. Theviscosimeter controls the heat energy supply tothe preheater so that the adjusted fuel oil viscos-ity is achieved during heavy oil operation. Thesurplus fuel oil flowing back from the Diesel en-gine is lead to the mixing tank. Fresh fuel oil isadded to the surplus fuel which is then againadded to the fuel oil circuit.

The entire Diesel fuel oil module is to be run incontinuous fulload and part load operation (in-termittent several times per day).

The module is designed to be operated fully au-tomatically without constant supervision un-manned at site. The power-on time is 100%.

Design criteria

Supply pump P003 must be able to deliver min-imum 3...5 times the engine fuel consumption.

Components

• Change-over valve for Diesel oil / heavy fueloil operation (MOV001)

• Flow meter (FQ)

• Mixing tank (T011)

• Supply pump (P003)

• Final preheater for heavy fuel oil (H004)

• Viscosimeter (VI001)

• Fuel oil indicator filter 34µm (FIL013)

• Pulsation damper (T008)

• Condensate trap

• Fittings

• Sensors

• Switch cabinet with automatic control andpower device

Control, power device and sensors are completecabled in the switch cabinet.

.



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Figure 6-56 Fuel oil module



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Figure 6-57 Fuel oil module - engine 48/60

Connections with counter-flangesN1 Inlet HFON2 Inlet MDON3 Return to HFO / MDO tankN4 Outlet to engineN5 Return from engineN6 Inlet saturated steamN7 Outlet condensateN8 Supply compressor

weight approx. 2400 kg

N9 Cooling water inletN10Cooling water outletN11Drain safety valvesN12Drain moduleN1’Inlet HFON2’Inlet MDON3’Outlet to engineN4’Return from engineN5’Return to HFO / MDO tank



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6.2.5 Combustion air systemPDS: 30 70


The intake air filter and silencer module consistsof the following:

Components

• Weather and bird protection grating AIR011

• Oil bath rotary filter FIL007

• Silencer SL001

- 30 dB(A),

- 40dB(A) or

- 50dB(A)

• Air intake pipes

These components, excluding air intake pipes,are mounted as one unit onto a self- supporting,wrap resistant frame.

Measures of the units with different sound ad-sorbers and for different cylinder numbers canbe seen in the following figure.



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Figure 6-58 Typical intake air module V48/60

Table 6-13 Measures table for intake air module - 30dB(A)

Table 6-14 Measures table for intake air module - 40dB(A) and 50dB(A)

Silencer30dB(A)

Dimension Weight each

Intake air

Air Ve-

locityL L1 B C H h1 h2 DN Z

mm kg m³/h m/s

12V 48/603,347 2,187 1,895 1,800 2,440

2,5703,582

2 x 9002,041 3,200

38,500 2,5

14V 48/60 2,520 2 x 1,000 45,000 2,9

18V 48/60 3,797 2,687 1,895 1,800 2,948 2,980 4,090 2 x 1,100 2,041 3,500 58,000 3

Silencer40dB(A)50dB(A)

40dB(A) 50dB(A)

L L1 L L1

mm

12V 48/603,847 2,737 4,597 3,487

14V 48/60

18V 48/60 4,347 3,237 5,097 3,987

- Gross area of intake air filter The gross area is calculated as W x H = A [m2]- Oil capacity of intake air filter The oil tank has a capacity of 250l per filter unit

Eng.



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Combustion air system

Figure 6-59 Intake air system

Engine is resilient supported. Between the con-nection engine and duct, there must be an ex-pansions joint for fre movement of engine, whichmust be capable of bearing vacuum. The admis-sible pressure loss is 20 mbar max. In case ofhigh dust concentration in the intake air, addi-

tional measures might be required. See MANquality requirements for intake air 3.3.11. Shouldadditional sound- absorption measures be nec-essary, a silencer with higher damping perform-ance might have to be selected.

NoteLongitudinal welds to be arranged at the top line ofpipes. Flanges at right angles with the pipe axle. Position of the bores for the flanges acc. to DIN 2501. Surface protection acc. to AN 410.

SP = Sliding pointFP = Fix point

Cyl.No. Turbo-charger

Turbo-chargerflange

Air in-take

pipe Ø

A h1 Expansions joint 1Ø

Expansions joint 2 Ø

F Dyn

mm

12V 48/60 TCA77 DN1200 DN900 668 2570 DN1200 DN900 ±2000 N

14V 48/60 TCA77 DN1200 DN1000 718 2520 DN1200 DN1000 ±2000 N

18V 48/60 TCA88 DN1400 DN1100 768 2980 DN1400 DN1100 ±2000 N



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6.2.6 Exhaust gas moduleThe typical exhaust gas system drawing, seeFigure 6-60, Page 6-70 - direct downstream ofengine, shows the following individual data suchas:

• exhaust gas pipe dia

• mean measurements of the exhaust gas si-lencer

• allowable forces and moments of the exhaustgas turbo charger on the engine

Figure 6-62, Page 6-71 and Figure 6-63, Page6-72 show the detailled dimension data of theexhaust gas silencer and the correspondingOktavlevel diagram for a 25 dB(A) silencer.



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Figure 6-60 Exhaust gas system and components- engine V48/60
ENGINE IS RESILIENTLY SUPPORTED. BETWEEN THE CONNECTION ENGINE AND DUCT, THERE MUST BE AN EXPANSIONJOINT

FOR FREE MOVEMENT OF THE ENGINE AND FOR THERMAL EXPANSION OF DUCT BETWEEN SILENCER AND ENGINE. NEAR THE

EXPANSIONS JOINT; THE DUCT MUST BE SUPPORTED: THE EXPANSIONS JOINT HAS TO BE PRE- STRESSED LATERALLY IN COLD

CONDITION BY ABOUT 50% OF THERMAL EXPANSION: THE EXHAUST GAS TEMPERATURE IS APPROX: 400°C: THE COMPLETE

PRESSURE LOSS IN THE EXHAUST GAS SYSTEM SHOULD NOT EXCEED 30MBAR.

Cyl. No. Turbo-charger

Pipe Ø A B Expansions joint 1Ø

Weight pipe F DYN:

12 V 48/60 TCA77 DN1300 960 2054 DN1300 1600 kg ± 4000 N14V 48/60 TCA77 DN1400 960 2054 DN1400 1800 kg ±4600 N18V 48/60 TCA88 DN1600 1140 1874 DN1600 3000 kg ±5000 n

NoteLongitudinal weldsto be arranged at the top of pipes.Flanges at right angles with the pipe axle. Position of the bores for the flanges acc. to DIN 2501. Surface protection acc. to AN 410.

Silencer with 25 dB(A) or 35 DB(A) available

PRE- STRESSED COMPENSATOR 50%(in cold conditions)



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* Admissible concentrated load if the sum of F1, F2, F3 <sum of forces according table

** Admissible concentration moment, if the sum of M1, M2,M3 < sum of moments according table

Figure 6-61 Maximum admissible forces and moments on turbine outlet casing

Turbocharger TCA77 TCA88

Vertical F1 [N] *10900 *12000

Tangential F2 [N] *10900 *12700

Horizontal F3 [N] *5400 *5900

M1 [Nm] **8200 **9100

M2 [Nm] **4100 **4500

M3 [Nm] **4100 **4500

Forces (F1, F2, F3) F [N] 16300 17900

Moments (M1, M2, M3)

M [Nm] 10000 11700

Figure 6-62 exhaust gas silencer- engine V48/60

Cyl.No. dB Ø DN 2 Ø DN 1 Ø D C Weight kgmm

12V 48/60 251300 1300 2200

4664 3900

35 6179 5750

14V 48/60 251400 1400 2300

5171 5045

35 6672 6535

18V 48/60 251600 1600 2500

5671 5520

35 7177 7680



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Figure 6-63 Oktavlevel diagram

Graph 1 Sound pressure level, unsilenced exhaust gas noiseGraph 2 Sound pressure level, unsilenced exhaust gas noise (1) converted to level at the outlet (1.0 m fictitious distance)Graph 3 Typical silencing effect of the silencerGraph 4 Sound pressure level silenced exhaust gas noise at a distance r = 1m



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7 Plant-related supply systems


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Plant-related supply systems - description for all plants

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7.1 Plant-related supply systems - description for all plants

7.1.1 Lube oil supply systemPDS: 40 10, 90 10, 100 20 10

Purpose

The lube oil supply system serves to

• Receive, store and supply sufficient amountsof lubricating oil to ensure continuous, unin-terrupted operation of the plant.

• Make up the engine lubricating oil consump-tion losses of the plant.

Features

The clean lubricating oil is supplied by way ofdrums or tanker truck, received at the unloadingstation, stored in a clean oil tank and manually orautomatically distributed to the relevant servicetank of each engine in the plant.

Design criteria

The capacity of the lube oil storage tank 1T012is designed for approximately 30 days runningthe plant at 100% load for 24 hours per day.

The unloading system is designed to pump ap-proximately the calculated consumption of theplant into the storage tank within five hours aday. This system is designed so there is alwaysone pump in stand-by.

Components

Main components

The lube oil supply system consists of the fol-lowing main components:

• Screw type, electric motor driven unloadingpumps 1P059 and 2P059 (1 x operation and1 x stand-by), modular mounted togetherwith pipe work, valves and mesh type filter(MOD017).

The truck would connect to the unloadingpump module via a hose with DN80 connec-tion

• Lube oil storage tank T012 located in the tankfarm.

When operating the plant the oil level must liebetween the minimum and maximum gaugesof the storage tank.

• Gear type lube oil filling pump P012 to supplythe oil to the service tanks. The pump is driv-en by an electric motor.

• Volumetric type flow meter FQ001 for meas-uring the flow of lube oil through the system.

• Control valve SOV2303 for controlled filling ofthe individual service tank.

• Lube oil maintenance tank T055 located inthe tank farm. The tank is required for engine48/60 only. Removal of the oil from the lubeoil service tank T001 can be achieved bymeans of the respective separator feed pumpP011.

• Pump P073 to refill the service tank.



• Storage tank vent pipe.

The vent pipe is located at the highest pointon the storage tank, allowing any gases tovent to the atmosphere.

• Maintenance tank vent pipe (engine 48/60only).

Design and function as storage tank ventpipe.



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• Drain to road tanker or discharge disposal.

• De-watering facility on service tank T012 andmaintenance tank T055.


Lube oil temperature before unloading pump and filling pump P012 .................................................. ≥10°C

At lower ambient temperatures tank and pipeshave to be heated an insulated.

Lube oil quality

Lube oil quality requirement and selection of suitable lube oil

See

• Chapter 3.1 "Quality of lube oil for operationon gas oil and Diesel oil (MGO/MDO)", Page3-3

• Chapter 3.2 "Quality of lube oil for heavy fueloil operation (HFO)", Page 3-7

Assessment and treatment of lube oils

See MAN B&W Diesel Document 000.04.

Checking lube oil

A clean, high quality lubricating oil is essential tothe longevity of any Diesel plant. The followingsteps should be taken to ensure this:

• Regular oil checks.

• Continuous oil care.

- Check lube oil levels.

- Ensure the mesh type filters positionedbefore the lube oil unloading pumps arefree of obstructions.

- It is essential that the hose and flange befree and clean before connection to theunloading trucks.



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7.1.2 Water supply and treatment systemPDS: 40 30, 100 20 10

Purpose

The water supply system serves to:

• Provide, store and supply sufficient amountsof water to ensure continuous, uninterruptedoperation of the plant.

• Enable a softening and treating process forthe raw water.

Features

Water needs to be supplied to site at a pressureof 6bar, softened to the required degree andthen distributed. For the systems that requireanti corrosion agents or chemicals the softenedwater is stored in a tank, the chemicals added ormixed and then the water distributed to the indi-vidual systems.

Design criteria

One tank T039 and one pump P031 is providedfor up to a maximum of 5 engines.

Components

Main components

The water supply system consists of the follow-ing main components:

• Water softening plant T040 provides sof-tened water for the nozzle cooling, enginecooling and boiler feedwater systems.

• Water storage tank T039 with vent pipe. Herechemicals are added for protection againstcorrosion. The water is for the nozzle cooling,engine cooling (HT) and charge air cooling(LT) water systems.

When operating the plant, the level in thestorage tank T039 must lie at the lower level.This is to:

- Make up of the leaking water in the individ-ual system.

- Receive the water from individual systemsin case of engine maintenance.

• Centrifugal, electric motor driven pump P031to circulate and mix the treated water for fill-ing and draining the individual water systems.The centrifugal pump is equipped with apressure vessel device to maintain the waterpressure automatically via a pressure switch.


The following auxiliary systems are suppliedwith softened water:

• Boiler feedwater tank.

Softened water is required so as to avoid abuild-up of deposits on the boiler surfacewhich would cause a decrease in the heattransfer capability.

• Fuel oil treatment system.

The heavy fuel oil centrifuge module requiressoftened water for control water and forcleaning.

• Lube oil treatment system.

The lube oil centrifuge module requires sof-tened water for control water and for clean-ing.

The following auxiliary systems are suppliedwith softened and treated water:

• HT / LT expansion tank.

Complete with pressure relief valve for main-taining the required pressure.

• Nozzle cooling water tank.

For storage of softened and treated water.

• Engine turbocharger.

Softened water is supplied for turbochargerwater washing.



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Water pressure supply ............................... 6bar

Supply water quality


The cooling water is to be treated in accordancewith the following guidelines:




• Anti-freeze for cooling water see Chapter 3.3"Quality of engine cooling water", Page 3-11.

The engine cooling water, like the fuel oil andlube oil, is a medium that must be carefully se-lected, treated and controlled. Otherwise, corro-sion and cavitation may occur on the walls of thecooling system. Such deposits would impair theheat transfer capability of the components andthus result in thermal overload.




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7.1.3 Diesel oil supply systemPDS: 40 40 10, 90 20, 100 20 50

Purpose

The Diesel oil system serves to:

• Receive, store and supply sufficient amountsof Diesel oil at the required pressure to en-sure continuous, uninterrupted operation ofthe plant.

• Operate the engine during start-up and stop.

• Flush the systems after an engine stop inHFO mode.

Features

The Diesel oil is delivered by tanker, stored in astorage tank and pressure fed to the engines.

The Diesel oil supply system is of the closed cir-cuit type designed with a pressurised ringmainpipe work system.

Design criteria

The ringmain pipe is designed so that it can feedup to five engines.

The supply pump P008 is designed at 1.6 x con-sumption of one engine x 5 engines (maximum).

The Diesel oil storage tank T003 capacity is de-signed for approximately one day full load oper-ation (24 hours) of the plant.

The unloading system is designed to pump ap-proximately the calculated weekly consumptionof the plant (in Diesel oil operation 7 days at 6hours per day) into the storage tank T003 withinfive days when pumping for eight hours a day.The unloading pump is over designed at 150%of this capacity. In practice, the Diesel oil is onlyused for starting and stopping (flushing) the en-gine. This system is designed so there is alwaysone pump in stand-by.

If one engine is flushed both Diesel oil supplypumps P008 should be operated so as to avoidcreating a vacuum in the system.

This is applicable to

- One engine plant or

- multi engine plants, all engines running inDO- mode

The number of DN80 connections installed atthe unloading station is to be clarified at the con-tract stage. Each individual hose and connec-tion is designed to receive fuel at a flow nogreater than 25m3/hours.

Components

Main components

The Diesel oil supply system consists of the fol-lowing main components:

• Screw type, electric motor driven unloadingpumps 1P057 and 2P057 (1 x operation and1 x stand-by), modular mounted togetherwith pipe work, valves and mesh type filter.

The truck would connect to the unloadingpump module via a hose with DN80 connec-tion.

• Diesel oil storage tank T003, located in thetank farm which also acts as the daily servicetank.

When operating the plant the Diesel oil levelmust lie between the minimum and maximumgauges of the storage tank.

• Screw type, electric motor driven Diesel oilsupply pump 1P008 and 2P008 (1 x opera-tion and 1 x stand-by), modular mounted to-gether with interconnecting pipe work andvalves.

• Diesel oil duplex filter FIL005, modularmounted together with interconnecting pipework and valves.

• Via the overpressure valve system the re-quired pressure in the ringmain is achievedby means of the supply pump P008 and thepressure relief valve.



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• Tank vent pipe.

The vent pipe is located at the highest pointon the storage tank, allowing any gases tovent to the atmosphere.

• Drainage and de-water system.

Connected to the storage tank T003.


Diesel fuel oil temperature upstream at the unloading and supply pump......................... 10°C .. 50°C.

Diesel fuel oil supply pressure ................... 5bar

Diesel oil quality

• MDO-quality see Chapter 3.8 "Quality of Ma-rine Diesel Fuel (MDO)", Page 3-37.




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7.1.4 Heavy fuel oil supply and treatment systemPDS: 40 40 20, 90 20, 100 20 60

Purpose

The heavy fuel oil supply system serves to:

• Receive, store and supply sufficient amountsof heavy fuel oil to ensure continuous, unin-terrupted operation of the plant.

• Run the engine during normal HFO operation.

Features

The heavy fuel oil is delivered by tanker, storedin a storage tank and pressure fed to the en-gines. The heavy fuel oil supply system is of theclosed circuit type designed with a pressurisedringmain pipe work system.

The fuel flows from storage tank T016 via thesupply pump P038 to the buffer tank T059 pass-ing through the 3-way changeover valve. Fromthe buffer tank T059 the fuel flows to the purifierCF002 by delivery pump P015 and then fromhere back to the clean oil daily service tankT022. There is an overflow from T022 to T059.Once the high level in tank T059 is activated the3-way changeover valve changes back to tankT016 allowing the fuel to circulate around thestorage tank and the purifier. Once the clean oildaily service tank T022 asks for more oil the sys-tem switches back.

Design criteria

The system should ensure that the fuel oil purifi-ers can operate 100% without shutting off dueto high level in the service tank T022 or respec-tive buffer tank T059.

The ringmain pipe is designed so that it can feedup to five engines.

The supply pump P018 is designed at 1.6 x con-sumption of one engine x 5 engines (maximum).

The number of DN80 connections installed atthe unloading station is to be clarified at the con-tract stage. Each individual hose and connec-tion is designed to receive fuel at a flow nogreater than 25m3/hour.

Components

Main components

The heavy fuel oil supply system consists of thefollowing main components:

• Screw type, electric motor driven unloadingpumps 1P038 and 2P038 (1 x operation and1 x stand-by), modular mounted togetherwith pipe work, valves and mesh type filter.

The truck would connect to the unloadingpump module via a hose with DN80 connec-tion.

• Heavy fuel oil storage tanks 1T016 and2T016, normally steam heated, located in thetank farm.

The tanks are sized for 15 or 30 days capac-ity. One tank is for receiving and settling fuelwhen the other is used for supplying fuel tothe plant and vice versa.

When operating the plant the heavy fuel oillevel must lie between the minimum andmaximum gauges of the storage tanks.

• Screw type, electric motor driven heavy fueloil supply pump 3P038 and 4P038 (1 x oper-ation and 1 x stand-by), modular mounted to-gether with pre-filter, interconnecting pipe-work and valves.

• Heavy fuel oil buffer tank T059, normally insu-lated steam heated, located in the tank farm.


• Heavy fuel oil daily service tank T022, nor-mally insulated steam heated, located in thetank farm.


• Screw type, electric motor driven heavy fuel



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oil supply pump 1P018 and 2P018 (1 x oper-ation and 1 x stand-by), modular mounted to-gether with pre-filter, interconnecting pipework and valves.

• Filter module MOD009 complete with the fol-lowing equipment:

- Fuel oil automatic backflushing filter1FIL003.

- Back flushing tank drain pump 1P010.

- Leak oil tank 1T006.

This equipment is modular mounted com-plete with interconnecting pipe work andvalves.

• The required pressure in the ring pipe isachieved by means of the supply pump P018and pressure relief valve system.



• Leakage fuel oil module.

This module collects all the fuel oil leakagesfrom the engine and modules indicated in thesludge and leakage diagram.

• Heavy fuel oil centrifuge module.

This system is of special importance. Theheavy fuel oil is cleaned by purifiers. The pu-rifier removes impurities from the heavy fueloil. The purifying temperature is 98°C and thefuel oil sludge is pumped to sludge storagetank T037.

• Storage, buffer and daily service tank ventpipes.

The vent pipes are located at the highestpoint on the tanks, allowing any gases to ventto the atmosphere.

• Heating system for the individual tanks.

• Drainage and de-watering device.


Preheating (heavy fuel oil in the service tank) ...................................... ≥75°C

Heavy fuel oil upstream of the unloading pump and the different supply pumps except P018....................... 55°C

Heavy fuel pressure in the ringmain pipe............................................. 5bar

Heavy fuel oil quality

• HFO-quality see Chapter 3.7 "Quality ofheavy fuel oil (HFO)", Page 3-27.




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7.1.5 Start / control air supply systemPDS: 40 50, 100 20 70

Purpose

The start / control air system serves to:

• Start the Diesel engine (30bar).

• Control the accessories inside and outsidethe powerhouse (7bar).

• Protect the plant - safety system for emer-gency stops of the Diesel engine (30bar).

Feature

The starting air receivers, the compressors in-cluding the control air system as well as the in-terconnecting piping form a closed pressurisedand balanced system.

The individual components included in the totalsystem can be isolated by shut-off valves al-though these are normally open.

The system is protected against overpressureby various safety valves included in the startingair receivers and the compressors.

Design criteria

Several starting air receivers and compressorsare provided, the number of which depends onthe individual plant related systems.

It is necessary that only one engine should bestarted whilst the others are running or in prepa-ration for starting.

The compressors operate between 24bar and30bar, manually or automatically.

Compressor 1 and / or 2 can operate manuallyor automatically depending on the demand.

Components

Main components

The start / control air system consists of the fol-lowing main components:

• Electric motor driven air compressor C001rated at 30bar, air cooled with automatic de-

watering device. Sized suitable for refillingthe system within 30 minutes.

A further standby, Diesel driven air compres-sor can be provided on request.

• The appropriate number and size of startingair receivers T007 are shown in the individualsystem and have to be calculated per con-tract.

• Pressure reducer PCV001 for station controlair. Installed in the 30bar air line, the pressureis reduced to 7bar for providing control air tothe engine and its accessories.

• De-oiler TR002 for removing oil from the airline.

• Air dryer TR003 for removing condensatefrom the air line.

• Low pressure air vessel T036 enabling a 7barair supply to the pump house for controllingfurther accessories.

Auxiliary systems connected to the main system


• Shut-off valves.

The start air receivers are connected in paral-lel in the system, each one can be isolatedfrom the system by means of shut-off valves.In normal operation the shut-off valves areopen.

• Safety valve PSV.

The HFO separators, LO separators, LO fil-ters, HFO module and HFO filters are some ofthe plant accessories supplied with controlair at 7bar. A safety valve is installed down-stream from the pressure reducing station, itssetting is 7bars.


Minimum pressure required for engine start/stop attempt................... 15bar

Maximum pressure of air receiver ........... 30bar



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7.1.6 Engine preheating systemPDS: 40 20 10

Purpose

The preheating system serves to:

• Raise the temperature of the lube oil and en-gine cooling water to at least 20°C, or to theoptimum preheating temperature, beforestarting of the plant.

• Enable a quicker run-up and loading time ofthe plant.

• Protect the engine from thermal shock.

Features

The preheating system is a closed circulationsystem with a membrane expansion pot, con-trolled automatically, dependent on the watertemperature. The system is installed at sitesprone to low ambient conditions.

Design criteria

Selection of engines to be preheated at site.

Components

Main components

The preheating system consists of the followingmain components:

• Common preheating module MOD004 com-plete with

- Electrical flow heater H017 used to heatthe circulating, treated water.

- Centrifugal, electric motor driven pumpP047, required to circulate the treated wa-ter and generate pressure in the system.

- All interconnecting pipe work and valveswithin the boundaries of the module.

- Expansion pot required to maintain thepressure in the system.

• Engine related preheating module MOD028complete with

- Three way temperature control valveTCV009, set at 20°C complete with by-pass for redirecting the water around theheat exchanger when the required enginecooling water temperature has beenreached.

- Engine cooling water heat exchangerH001 used to heat the engine cooling wa-ter circulating inside the engine.

- Three way temperature control valveTCV018, set at 20°C complete with by-pass for redirecting the water around theheat exchanger when the required lube oiltemperature has been reached.

- Lube oil heat exchanger H025 used toheat the lube oil to the required tempera-ture.

- Screw type, electric motor driven, lube oilpump P021, required to generate pressureand circulate the lube oil through the sec-ondary side of heat exchanger H025.



• Engine cooling water system.

Engine cooling water is pumped through thesecondary side of preheater H001.

• Lube oil system.

Lube oil is pumped through the secondaryside of preheater H025 and serves to raisethe temperature of the lube oil inside theservice tank.

• Water supply system.

Serving to top up the water in the system.



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Maximum operating temperature 80°C.

Normal operating pressure 2bar.

Maximum operating pressure 6bar.

Water quality

Water quality requirements

See Chapter 3.3 "Quality of engine cooling wa-ter", Page 3-11.

Checking water

• Water softness.

• Concentration of additives.

• Water hardness.

• Chloride ion content.

Periodical checks should be carried out on thecooling water and preheating system.

Treated water may become contaminated inservice and the additive will loose some of its ef-ficiency as a result. It is therefore necessary tocheck the cooling system and the condition ofthe cooling water at regular intervals.



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Plant-related supply systems - drawings for 55MW plant

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7.2 Plant-related supply systems - drawings for 55MW plant



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7.2.1 Lube oil supply systemPDS: 90 10

Lube oil supply system - 55MW plant

Figure 7-1 Equipment schedule for lube oil supply system - 55MW plant



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Figure 7-2 Schematic diagram for lube oil supply system - 55MW plant



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7.2.2 Water supply and treatment systemPDS: 40 30

Water supply and treatment system - 55MW plant

Figure 7-3 Equipment schedule for water supply and treatment system - 55MW plant



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Figure 7-4 Schematic diagram for water supply and treatment system - 55MW plant



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7.2.3 Diesel oil supply systemPDS: 90 20

Diesel oil supply system - 55MW plant

Figure 7-5 Equipment schedule for Diesel oil supply system - 55MW plant



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Figure 7-6 Schematic diagram for Diesel oil supply system - 55MW plant



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7.2.4 Heavy fuel oil supply and treatment systemPDS: 90 20

Heavy fuel oil supply and treatment system - 55MW plant

Figure 7-7 Equipment schedule for heavy fuel oil supply and treatment system - 55MW plant



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Figure 7-8 Schematic diagram for heavy fuel oil supply and treatment system - 55MW plant



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7.2.5 Start / control air supply systemStart / control air supply system - 55MW plant

Figure 7-9 equipment schedule for start / control air supply system - 55MW plant


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Start / control air supply system - 55MW plant

Figure 7-10 Schematic diagram for start / control air supply system - 55MW plant


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Engine preheating system - 55MW plant

Figure 7-11 Equipment schedule for engine preheating system - 55MW plant



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Figure 7-12 Schematic diagram for engine preheating system - 55MW plant



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7.3 Plant-related supply systems - drawings for 105MW plant



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7.3.1 Lube oil supply systemPDS: 90 10


Figure 7-13 Equipment schedule for lube oil supply system - 105MW plant



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Figure 7-14 Schematic diagram for lube oil supply system - 105MW plant



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7.3.2 Water supply and treatment systemPDS: 40 30


Figure 7-15 Equipment schedule for water supply and treatment system - 105MW plant



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Figure 7-16 Schematic diagram for water supply and treatment system - 105MW plant



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7.3.3 Diesel oil supply systemPDS: 90 20


Figure 7-17 Equipment schedule for Diesel oil supply system - 105MW plant



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Figure 7-18 Schematic diagram for Diesel oil supply system - 105MW plant



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7.3.4 Heavy fuel oil supply and treatment systemPDS: 90 20


Figure 7-19 Equipment schedule for heavy fuel oil supply and treatment system - 105MW plant



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Figure 7-20 Schematic diagram for heavy fuel oil supply and treatment system - 105MW plant



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7.3.5 Start / control air supply system


Figure 7-21 Equipment schedule for start / control air supply system - 105MW plant


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Figure 7-22 Schematic diagram for start / control air supply system - 105MW plant



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Figure 7-23 Equipment schedule for engine preheating system - 105MW plant



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Figure 7-24 Schematic diagram for engine preheating system - 105MW plant



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8 Plant-related supply modules and compo-nents


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Plant-related supply modules and components - description for all plants

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8.1 Plant-related supply modules and components - description for all plants

8.1.1 Lube oil supply modules and componentsPDS: 40 10, 90 10

Supply modules MOD017

Purpose

Supply modules are used to deliever lube oilfrom and to different tanks, treatment units aswell as to consumers.

Features

Supply modules consists of two or more pumpunits built up on a common steel base frame.

Components

The main components are

- pumps,

- safety valve,

- electric motor,

- base frame

Design Criteria

Pumping set completely mounted on Framewith oil pan, oil drain and plug.

Pipe completed, ready for operation, including:

• strainer/ filter,

• pressure gauges

• 100% power on time

Delivery head depending on the requirements.

Further informations also see Chapter 6.1.1 "Se-lection of economic serial products and pro-curement of accessories (electric motors,pumps, strainer and filter, control valves, cooler/heat exchanger)", Page 6-3 and following.Drawings of the schematic diagram see Chap-ter 7.2.1 "Lube oil supply system", Page 7-18,Chapter 7.2.3 "Diesel oil supply system", Page7-22 and Chapter 7.2.4 "Heavy fuel oil supply

and treatment system", Page 7-24 as well asmodule drawings will be found in Chapter 8.2.1"Lube oil supply modules and components",Page 8-16, Chapter 8.2.1 "Lube oil supply mod-ules and components", Page 8-16 and Chapter8.3.1 "Lube oil supply modules and compo-nents", Page 8-28.



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8.1.2 Water supply, treatment modules and componentsPDS: 40 30, 100 20 10

Water treatment module T040

Purpose

A water processing plant convicts available wa-ter with the necessary quality to the different cir-cuits, e.g.:

• Cooling water system

• Cooling tower

• Steam generator, etc...

Features

For each possible application the correspondingpreparation procedure, depending on the qualityof the available water, has to be chosen.

This differs from the simple water softening plantwith regeneration by recycling salt to the com-plete demineralisation by reverse osmosis or ap-propriate combinations.

Depending on the circuit, additiv dosing has tobe provided if necessary.

Components

The main parts of a water treatment plant aredepending on the requirements:

• Softening

• Demineralisation

• Additiv dosing

Design Criteria

The essential concept of a water treatmentplant has to be determinated individually ac-cording to the requirements, e.g.

• Size of the Power plant, means consumptionof water

• Water circuits (Cooling water circuits ,steamgeneration, and so on)

• available water quality

Required water quality for different purpose seealso Chapter 3 "Quality requirements", Page3-1.



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Pressure increase plant MOD002

The intention of the pressure increase plant is toprovide at any time network water under pres-sure at the disposal to defined consumers.

Features

The pressure increase plant consists of one ormore pump with all necessary connections, dia-phragm expansion tank and a control unit on acommon base frame. The plant is pre- finishedfor installation.

Components

The pressure increase plant mainly consist ofthe following components:

• Feed pump

• Diaphragm type expansions tank

• Control of the pump by a pressure transmitterfor manual or automatical mode

• Combination of valves for mixing, filling anddraining for the engine water systems.

Design criteria

Depending on the dimensions of the power plantone or more pressure increase plants, arrangedwith one or more feed pumps, have to be ap-plied.

Therefor please See Schematic Diagram inChapter 7.2.2 "Water supply and treatment sys-tem", Page 7-20, Chapter 7.2.2 "Water supplyand treatment system", Page 7-20 and Chapter7.3.2 "Water supply and treatment system",Page 7-36.

ALso see Module drawings in Chapter 8.2.2"Water supply, treatment modules and compo-nents", Page 8-17, Chapter 8.2.2 "Water supply,treatment modules and components", Page8-17, Chapter 8.3.2 "Water supply, treatmentmodules and components", Page 8-29.

For general description see Chapter "Centrifu-gal pumps", Page 6-5.



0801

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1PA

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8.1.3 Diesel oil supply modules and componentsPDS: 40 40 10, 90 20

Supply modules MOD015 and MOD024

Purpose

Supply modules are used to deliever fuel oil fromand to different tanks, filter as well as to con-sumers.

Features


Components


- pumps,

- safety valve,

- electric motor,

- base frame

Design Criteria




• pressure gauges



Further informations also see Chapter 6.1.1 "Se-lection of economic serial products and pro-curement of accessories (electric motors,pumps, strainer and filter, control valves, cooler/heat exchanger)", Page 6-3. Drawings of theschematic diagrams see Chapter 7.2.3 "Dieseloil supply system", Page 7-22, Chapter 7.2.3"Diesel oil supply system", Page 7-22 andChapter 7.3.3 "Diesel oil supply system", Page7-38 as well as module drawings see Chapter8.2.3 "Diesel oil supply modules and compo-nents", Page 8-19, Chapter 8.2.3 "Diesel oil sup-ply modules and components", Page 8-19 and

Chapter 8.3.3 "Diesel oil supply modules andcomponents", Page 8-31.



0801

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1PA

.fm

DO- Filter module MOD009

Purpose

Filter modules are used to refine possible impu-rities from the fuel system (Ring main pipe).

Features

The refined fuel oil/ dirt composite is gathered ina leakage oil tank. The mixture is carried back toHFO- separator, where it will be recycled, by adrainage pump. This process allows the re- useof the fuel. (Only small quantities of diesel oil areexpected).

Components

The Filter module (Diesel oil part) consists of thefollowing main components:

- DO- Double- Filter FIL005

- Leak oil tank 1T006

- Drain pump 1P010

- Level- control for drain pump

Design criteria

The leakage oil tank serves as the chassis of themodule. The aforementioned components areeasy to maintain and mounted functionally onthe chassis.

By maintenance at the double filter the whole oilcontent can be discharged into the leakagetank.

See Chapter 6.1 "Engine-related modules andcomponents - data concerning all engines",Page 6-3 for components like filter and pumpsand for drawings see Chapter 8.2 "Plant-relatedsupply modules and components - drawings for25MW plant", Page 8-15, Chapter 8.2 "Plant-re-lated supply modules and components - draw-ings for 55MW plant", Page 8-15 and Chapter8.3 "Plant-related supply modules and compo-nents - drawings for 105MW plant", Page 8-27.



0801

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1PA

.fm

8.1.4 Heavy fuel oil supply modules and componentsPDS: 40 40 20, 90 20, 100 20 60

Supply modules MOD016, MOD018 andMOD025

Purpose

Supply modules are used to deliever fuel oil fromand to different tanks, treatment units as well asto consumers.

Features


Components


- pumps,

- safety valve,

- electric motor,

- base frame

Design Criteria




• pressure gauges



Further informations also see Chapter 6.1.1 "Se-lection of economic serial products and pro-curement of accessories (electric motors,pumps, strainer and filter, control valves, cooler/heat exchanger)", Page 6-3. Drawings of theschematic diagrams see Chapter 7.2.4 "Heavyfuel oil supply and treatment system", Page7-24, Chapter 7.2.4 "Heavy fuel oil supply andtreatment system", Page 7-24 and Chapter7.3.4 "Heavy fuel oil supply and treatment sys-

tem", Page 7-40 as well as module drawings seeChapter 8.2.4 "Heavy fuel oil supply modulesand components", Page 8-21, Chapter 8.2.4"Heavy fuel oil supply modules and compo-nents", Page 8-21 and Chapter 8.3.4 "Heavyfuel oil supply modules and components", Page8-33.



0801

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1PA

.fm

HFO- Filter module MOD009

Purpose

Filter modules are used to refine possible impu-rities from the HFO- system (Ring main pipe).

Features

The refined fuel oil/ dirt composite is gathered ina leakage oil tank. The mixture is carried back toHFO- separator, where it will be recycled, by adrainage pump. This process allows the re- useof the fuel.

Components

The Filter module (HFO- part) consists of the fol-lowing main components:

- HFO oil automatic back flushing filter1FIL003

- Leak oil tank 1T006

- Drain pump 1P010

- Control system for automatic filter

- Level- control for drain pump

- Heating coil

Design criteria

The leakage oil tank serves as the chassis of themodule. The aforementioned components areeasy to maintain and mounted functionally onthe chassis.

By maintenance at the automatic back flushingfilter the whole oil content can be dischargedinto the leakage tank.

See Chapter 6.1 "Engine-related modules andcomponents - data concerning all engines",Page 6-3 for components like filter and pumpsand for drawings see Chapter 8.2 "Plant-relatedsupply modules and components - drawings for25MW plant", Page 8-15, Chapter 8.2 "Plant-re-lated supply modules and components - draw-ings for 55MW plant", Page 8-15 and Chapter

8.3 "Plant-related supply modules and compo-nents - drawings for 105MW plant", Page 8-27.



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8.1.5 Start / control air supply modules and componentsPDS: 40 50

Starting air receiver T007

Purpose

To provide compressed air in adequate amountand pressure to start a diesel engine.

Features

Air receiver vertical type on footing frame weld-ed construction with valve head DN80 for V48/60 engine or DN50 for V32/40 engine man hole,drain socket on the receiver bottom includingdrain valve.

Components

The air receiver consists of a welded bottle witha special designed and calculated valve head

Design criteria

Design pressure (Safety valve set to 33 bar) op-erating temperature at 50 C°.

Surface treatment

Receiver inside and outside sandblast to DIN55928 Part 4, Degree of purity SA 2 1/2

Paint

- Inside 1 x Celerol- Reaction- Ground

- Outside 1 x Varnish paint

Schematics diagrams see Chapter 7.2.5 "Start /control air supply system", Page 7-26,Chapter7.2.5 "Start / control air supply system", Page7-26 and Chapter 7.3.5 "Start / control air sup-ply system", Page 7-42.

Module drawings will be found in Chapter 8.2.5"Start / control air supply modules and compo-nents", Page 8-23, Chapter 8.2.5 "Start / controlair supply modules and components", Page8-23 and Chapter 8.3.5 "Start / control air sup-ply modules and components", Page 8-36.



0801

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1PA

.fm

Compressor module MOD022

Purpose

Production of compressed air for starting andcontrol of diesel engines.

Features

Complete compressor units mounted on a com-mon base frame for compressor and accesso-ries. Components completely mounted pipedand cabled with oil pan, oil drain and screw.

Components

• Compressor is air cooled with intermediateand follow up cooler

• Non return valve

• Oil and water separator

• Flexible hose for compressed air connection

• condensate collecting pan at the lower frame

• set of vibration metal elements for resilientmounting

• flexible hoses between condensate dis-charge and condensate collecting

accessories for automatic operation,

control cabinets

• Selector actuator "Hand- O- Automatic"

• Programming unit for cyclic condensate dis-charge from the coolers durig operation

• Electro- magnetic 2- way valves for each stepfor starting relief and condensate discharge

• The module with its components is suited fordiesel engine operation. The devices in themodule are arranged to ensure easy mainte-nance and accessibility.

Design criteria

Three stage compressor air cooled, direct drive.

MAN B&W Diesel uses 3 stage compressors be-cause of lower air rtemperature after each stagecompared with a 2 stage compressor . Thus re-

duces wear rate extended TBO (Time betweenoverhaul) and easy to maintain.

• Switch- on pressure 24 bar

• Switch- off pressure 30bar

• Automatic condensate trap


• Elast. bearing

See schematic diagrams in Chapter 7.2.5 "Start/ control air supply system", Page 7-26, Chapter7.2.5 "Start / control air supply system", Page7-26 and Chapter 7.3.5 "Start / control air sup-ply system", Page 7-42.

Module drawing see Chapter 8.2.5 "Start / con-trol air supply modules and components", Page8-23, Chapter 8.2.5 "Start / control air supplymodules and components", Page 8-23 andChapter 8.3.5 "Start / control air supply modulesand components", Page 8-36.



0801

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Engine preheating system consisting of

• Generating module MOD004

• Distribution module MOD028

The engine preheating system creates and dis-tributes energy to the oil respectively water cir-cuit of the stagnant engine.

Features

At low ambient temperatures favourable startingand acceleration conditions for a reduced wearoperating mode will be reached by temperingthe lube oil and/or cooling water circuit.

Components

The module MOD004 consists of the followingmain components:

- Electrical flow heating H017

- Circulating pump P047

- Diaphragm expansion tank

The module MOD028 consists of the followingman components:

- Heat exchanger for water preheatingH001, with appertaining to control valveTCV009.

- Heat exchanger for lube oil preheatingH025, with appertaining to control valveTCV018.

- Lube oil circulating pump P021.

Design criteria

The unit is designed to heat up aqueous mediaby means of electrical energy and to maintainthe required temperature by means of an regula-tor. A built- in pump forces the medium throughthe continuous- flow heating battery in a closedcircuit and distribute the heated- up media tothe respective engine circuit, while a non- return

flap on the unit‘s outlet prevents the mediumflowing through opposite to the pumping direc-tion. The pump and the heating battery are wiredup electrically so the heating battery cannot beoperated without the pump. A safety tempera-ture limiter protects the heating battery againstthermal overload.

By means of the diaphragm expansion tank thevolume expansion will be absorbed.

The aforementioned components are easily ac-cessible and convertible mounted on a steelframe. The modules are piped and wired readyfor connection.

Please see schematic diagram in Chapter 7.2.6"Engine preheating system", Page 7-30, Chap-ter 7.2.6 "Engine preheating system", Page 7-30and Chapter 7.3.6 "Engine preheating system",Page 7-44 as well as module drawings in Chap-ter 8.2.6 "Engine preheating modules and com-ponents", Page 8-25, Chapter 8.2.6 "Enginepreheating modules and components", Page8-25 and Chapter 8.3.6 "Engine preheatingmodules and components", Page 8-38.



0801

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1PA

.fm


Plant-related supply modules and components - drawings for 55MW plant

0803

-010

1PO

.fm

8.2 Plant-related supply modules and components - drawings for 55MW plant



0803

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1PO

.fm


Figure 8-1 lube oil unloading pump module

Plant with 55 MW ModuleNo. Volume flow A B C D Weight[m3/h] mm [kg]

Lube oil unloading pump MOD017 11,52 1156 1900 1375 1215 690Diesel oil unloading/ supply pump MOD015/024 22,3 1379 2210 1618 1458 850HFO supply pump MOD025 21,62 1380 2210 1618 1458 920HFO filling pump MOD018 21,62 1380 2210 1618 1458 920HFO unloading MOD016 77,8 1906 3200 2114 1954 2250



0803

-020

1PO

.fm

8.2.2 Water supply, treatment modules and componentsPDS: 40 30

Figure 8-2 Pressurising module for the water supply system (with stand- by pump)

Module weight: 50kg



0803

-020

1PO

.fm

Pressurising module

Figure 8-3 Pressurising module for the water supply system (with single- by pump)

Module weight: 31 kg



0803

-030

1PO

.fm


Figure 8-4 Diesel oil unloading/ supply pump module





0803

-030

1PO

.fm

Filter module

Figure 8-5 Fuel oil filter module

10 Flushing tank 540 litres with drain pump20 Automatic filter30 Reversible with cover safeguard50 Control box

Max. flow rate .....approx. 21,3m³/h (HFO/MDO)

Weight ...................................................... 980kg

N1 MDO inletN2 MDO outlet N3 HFO inletN4 HFO outletN5 Leakage outletN6 VentN7 Steam inletN8 Condensate outletN9 Pressure airN10Temperature controlN11Drain



0803

-040

1PO

.fm

8.2.4 Heavy fuel oil supply modules and componentsPDS: 40 40 20, 90 20

Figure 8-6 HFO unloading/ filling/ supply pump module





0803

-040

1PO

.fm

Filter module



Max. flow rate ........................approx. 21,3 m3/h

Weight......................................................980 kg

N1 MDO inletN2 MDO outlet N3 HFO inletN4 HFO outletN5 Leakage outletN6 VentN7 Steam inletN8 Condensate outletN9 Pressure airN10Temperature control

N11Drain



0803

-050

1PO

.fm


Compressor

Figure 8-8 Starting air compressor - capacity 163m3/h at 30bar - 37kW, 900kg (Double compressor unit)



0803

-050

1PO

.fm

Start air receiver

Figure 8-9 Start air receiver (vertical)



0803

-060

1PO

.fm

8.2.6 Engine preheating modules and componentsPDS: 40 20 10

Figure 8-10 cooling water preheating MOD004- flow rate 7,3 m3/h

1 Electric flow heater2 Switch cabinet3 Circulating pump4 Non- return valve5 Safety valve6 Manometer7 Expansion pot

Engine C Z

[mm]

Weight [kg][kW] [kg]

12V 32/40 45

1455

720

21014V 32/40

54 90016V 32/4018V 32/40 60 720 25012V 48/60

108 300 27514V 48/6018V 48/60 135 1655 1100 280



0803

-060

1PO

.fm

Distribution module (engine preheater)

Figure 8-11 Engine preheating system- Distribution mod-ule MOD028

1 plate heat exchanger -water2 plate heat exchanger - oil 3 pumpTemp. regulator5 control valve6 valve7 valve8 thermometer

N1 Feed water inletN2 cooling water inletN3 cooling water outletN4 lube oil inletN5 lube oil outletN6 feed water outlet

Operating weight : 280 kg



0804

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1PP.

fm

8.3 Plant-related supply modules and components - drawings for 105MW plant



0804

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1PP.

fm


Figure 8-12 Lube oil unloading supply pump module

Plant with 105 MW Module Volume flow A B C D Weight[m3/h] mm [kg]

Lube oil unloading pump MOD017 22,3 1379 2210 1618 1458 850Diesel oil unloading/ supply pump MOD15/24 37,5 1614 2662 1881 1720 1220HFO supply pump MOD025 21,62 1380 2210 1618 1458 920HFO filling pump MOD018 39,4 1614 2662 1881 1720 1100



0804

-020

1PP.

fm

8.3.2 Water supply, treatment modules and componentsPDS: 40 30

Figure 8-13 Pressurising module for the water supply system (with stand- by pump)

Module weight: 50kg.



0804

-020

1PP.

fm

Pressurising module

Figure 8-14 Pressurising module for the water supply system (with single- by pump)

Module weight: 31 kg



0804

-030

1PP.

fm


Figure 8-15 Diesel oil unloading/ supply pump module





0804

-030

1PP.

fm

Filter module




Weight ...................................................... 980kg




0804

-040

1PP.

fm

8.3.4 Heavy fuel oil supply modules and componentsPDS: 40 40 20, 90 20

Figure 8-17 HFO unloading pump module

Flow rate: 236 m3/h (3 x 78,67 m3/h)

Weight: 6500 kg



0804

-040

1PP.

fm

HFO- supply module

Figure 8-18 HFO filling/ supply module





0804

-040

1PP.

fm

Filter module




Weight ...................................................... 980kg




0804

-050

1PP.

fm


Compressor

Figure 8-20 Starting air compressor - capacity 163m3/h at 30bar - 37kW, 900kg (Double compressor unit)



0804

-050

1PP.

fm

Start air receiver

Figure 8-21 Start air receiver (vertical)



0804

-060

1PP.

fm

8.3.6 Engine preheating modules and componentsPDS: 40 20 10

Figure 8-22 cooling water preheating MOD004 - flow rate 7,3 m3/h

1 Electric flow heater2 Switch cabinet3 Circulating pump4 Non- return valve5 Safety valve6 Manometer7 Expansion pot

Engine C Z

[mm]

Weight [kg][kW] [kg]

12V 32/40 45

1455

720

21014V 32/40

54 90016V 32/4018V 32/40 60 720 25012V 48/60

108 300 27514V 48/6018V 48/60 135 1655 1100 280



0804

-060

1PP.

fm

Distribution module (engine preheater)

Figure 8-23 Engine preheating system- Distribution mod-ule MOD028

1 plate heat exchanger -water2 plate heat exchanger - oil 3 pumpTemp. regulator5 control valve6 valve7 valve8 thermometer

N1 Feed water inletN2 cooling water inletN3 cooling water outletN4 lube oil inletN5 lube oil outletN6 feed water outlet

Operating weight : 280 kg



0804

-060

1PP.

fm


Kap

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tel 9

.fm

9 External exhaust and boiler systems


Kap

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tel 9

.fm


External exhaust and boiler systems - description for all plants


0901

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1PA

.fm

9.1 External exhaust and boiler systems - description for all plantsPDS: 60 10

Features

The external exhaust gas system is, without in-terruption, connected to the exhaust gas sys-tem, which is installed directly downstream ofthe engine.

Depending on the requirements or the fixedc scope of supply, the external exhaust gas sys-tem also comprises the following components:

• SCR- DeNOx

• Exhaust gas steam boiler

• DeSOx

• ESP

The exhaust gas normally leaves the plantthrough a chimney see Figure 10-1, Page 10-4.

The boiler plant is dealt with under Chapter 9.3"Heat recovery system",Page 9-11 and Chapter10.3 "Heat recovery modules and compo-nents",Page 10-14

Concerning DeNOx and DeSOx see Chapter 9.2"Exhaust gas treatment system - description forall plants",Page 9-4 and Chapter 10.2 "Exhaustgas treatment modules and components -pho-tographs of existing power plants",Page 10-9.

For ESP (dry electrostatic precipitator) seeChapter 9.2.3 "Particulate Matter (PM)",Page 9-9 and Chapter 10.2 "Exhaust gas treatmentmodules and components -photographs of ex-isting power plants",Page 10-9.

Unless other requirements such as, e.g.

- Exhaust gas resistance

- Flow noise, etc....

are the decisive factors, the particulars stated inChapter 6.1.5 "Exhaust gas system",Page 6-38apply for the design of the external exhaust gassystem.


0902

-010

1PA

.fm

9.2 Exhaust gas treatment system - description for all plants

9.2.1 Selective catalytic reduction system (DeNOx)PDS: 60 90

NOx-emission limit (NOx calculated as NO2 )

• By World Bank ........................ 2,000mg/Nm²15% 02, dry exhaust gas

• Or according to the regulations of the resp.country

NOx-abatement

By engine internal measures. To meet limitsmore stringent than the WB, Selective CatalyticReduction (SCR) is necessary.

By Selective Catalytic Reduction (SCR) withurea- or ammonia-solution as reducing agent

Note

• Urea is safer to handle than ammonia.

• Oxidation catalyst can be placed as the last

layer module or block to reduce HC and COemissions depending on the sulphur contentin the fuel urea-solution.

• Freezing point .........................approx. +5°C(possibly the tank is to be heated)

• For injection pressure air or steam is re-quired.

Figure 9-1 Typical installation of a SCR- system

SCR



0902

-010

1PA

.fm



0902

-020

1PA

.fm

9.2.2 Desulphurisation system (DeSOx)PDS: 60 100

SOx-emission limit (SOx calculated as SO2 )

• By World Bank ........................ 2,000mg/Nm² (15% O2, dry exhaust gas)

or

.................. 0.2t/d for power plants <50MWeMWe = Electrical output at generator termi-nals

• Or according to the regulations of the resp.country

SOx- abatement by low sulphur fuels or SOx-absorption.

SOx-absorption

By wet cleaning in a scrubber using

• Limestone (or lime) with end product gypsumwith approx. 20% water and solids (dust,ash, soot, heavy metals from fuel)

• Sodium hydroxide with end product wastewater with sodium sulfate, sodium sulfite andsolids (dust, ash, soot, heavy metals from fu-el)

Note

• One DeSOx-plant can be provided up to ap-prox. 500,000Nm³/h

• Per engine one exhaust gas bypass includingflaps with heated sealing air should be pro-vided.

Experiences with DeSOx-plants

Limestone scrubbing

• High investment costs

• Low operating costs

• No waste water

• Gypsum must be disposed

Processing of gypsum, e.g. in cement pro-duction, is possible. However, it may be nec-

essary to treat the process water andgypsum, depending on the used process wa-ter and fuel.

• Pressure air 6bar to 8bar is required.

Sodium hydroxide scrubbing

• Low investment costs

• High operating costs

• Waste water with sodium sulfate and sodiumsulfite has to be disposed if required.

- Sodium sulfite can be changed to sodiumsulfate by oxidation with additional equip-ment

- Heavy metals can be eliminated by addi-tional belt filter

- pH-value can be documented by addition-al tank and measuring device.



0902

-020

1PA

.fm

Figure 9-2 Schematic diagram of DeSOx-plant with scrubber



0902

-020

1PA

.fm



0902

-030

1PA

.fm

9.2.3 Particulate Matter (PM)

PM- emission limit

• By World Bank............... 50mg/m3 at 15% O2

• Or according to the regulations of respondingcountry

PM- abatement

Regarding particulate the primary method is touse a low sulphur/ash fuel oil or gas.

Secondary cleaning equipment for particulate isnew in context with big oil fired diesel engines.

Due to different temperature and oxygen con-tent of the diesel flue gas, the electrical proper-ties of the diesel particles are differentcompared to particles from a boiler flue gas. Ofdisadvantage is the big size, due to the neededlow flue gas speed about 1m/s in the ESP in or-der to avoid reentrainment in the flue gas oferased particulate. See pictures in Chapter 10.2where the size is given for a dry electrostaticprecipitator (ESP).

Distribution approx. of PM average 1my

Note

If a scrubber is used in generall no additionalESP is necessary.

Further information must be obtained with aspecific contract.



0902

-030

1PA

.fm


Heat recovery system

0903

-010

1PA

.fm

9.3 Heat recovery system

9.3.1 Calculation of heat demand - for 55MW- plantPDS: 60 10

Exhaust gas boiler systems

MAN B&W Diesel offers

• steam boilers

• thermal oil boilers

• hot water boilers.

Heat demand and design of exhaust gas boil-er for heavy fuel oil heating (own consump-tion for the diesel power plants)

Example for a 55MW power plant (3 x engine18V 48/60)

Heat demand / saturated steam................. 8bar

Engine .................................... approx. 600 kg/h

(equals 340 kW)

Engine and tank farm............... approx. 850kg/h(equals 480kW)

Heat demand for 3 engines and tank farm.............................approx. 2.6to/h

(equals 1470kW)

Experience shows that the heat output is re-duced by approx. 1/3 due to the development ofdeposits of plain tubes in exhaust gas boilers.The deposition stabilises after approx. 6,000h.See Figure 9-3, Page 9-12.

MAN B&W Diesel therefore recommends to dowithout extensive exhaust gas cleaning plantsand to design larger heating areas instead.

For the above example this results in an ar-rangement of

Option a.)

• 2 exhaust gas boiler of 2t nominal size each(equals 1,150kW)

and

1 auxiliary boiler of 1.5t nominal size(equals 850kW)

Tis option is advantageous during intermit-tent operation (switch-off at night) becausethe entire plant can be kept "warm" by theauxiliary boiler. Thus, the plant may be start-ed and switched off in HFO operation.

Option b.)

• 3 exhaust gas boilers of each 1.4 to nominalsize each (= 785kW)

This option is suited for plants in permanentoperation.

For heavy fuel oil heating, saturated steam aswell as thermal oil and hot water may be used.

The following boiler designs are possible:

• Steam boiler

Self-regulating boiler with integrated evapo-rator drum. This boiler has a certain self-cleaning effect on the exhaust gas tube side,see picture in Chapter 10.3.1 "Exhaust gasboiler for steam generation", Page 10-14 andaccording diagram Chapter 9.3.2 "Steamgeneration system - diagram", Page 9-13 .

• Thermal oil boiler, see picture in Chapter10.3.2 "Exhaust gas boiler for thermal oil sys-tem", Page 10-15 and the according diagramin Chapter 9.3.3 "Thermal oil system - dia-gram", Page 9-15

Here the surplus heat is dissipated in the LTradiator cooler.

For both solutions an exhaust gas bypass for theboiler is not necessary.


Heat recovery system

0903

-010

1PA

.fm

Exhaust gas boiler system

Figure 9-3 Decrease of output because of deposition in exhaust gas boilers

Output



0903

-020

1PA

.fm

9.3.2 Steam generation system - diagramPDS: 60 60

Figure 9-4 Schematic diagram steam generation system



0903

-020

1PA

.fm




0903

-030

1PA

.fm

9.3.3 Thermal oil system - diagramPDS: 60 40, 100 20 130

Figure 9-5 Schematic diagram of the thermal oil system



0903

-040

1PA

.fm

9.3.4 Hot water generation system - diagramPDS: 60 80, 100 20 110

Figure 9-6 Schematic diagram of hot water system

Kap

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tel 1

0.fm

10 External exhaust and boiler modules andcomponents


Kap

itelti

tel 1

0.fm


Exhaust modules and components - description for all plants

1001

-010

1PA

.fm

10.1 Exhaust modules and components - description for all plants

10.1.1 Main stacks and flow noisePDS: 60 10

Chimney design

MAN B&W Diesel recommends to install a pre-fabricated chimney.

The chimney height is to comply with the localregulations and must usually be calculated in anEnvironmental Impact Study. The number ofoutlets (dependent on the number of engines),the output quantity and the output temperatureare to be taken into consideration.

The stability and the chimney movement are tobe calculated for the conditions on site, e.g.

• wind velocity

• soil bearing capacity

• earthquakes etc.

Depending on the required chimney height thereare chimneys available, with or without vibrationadsorber and baffle plate.

MAN B&W Diesel recommends the use of dou-ble walled chimneys. They consist of a bearingtube (material: steel St37 or Korten) and an in-ner tube (material: stainless steel) ; betweenboth tubes mineral rock wool is installed. The in-sulation is necessary to prevent the exhaust gasfrom cooling below the dew point temperatureof the sulphur-eous exhaust gas at the chimneywall and thus to prevent the formation of sulphu-ric acid in the chimney.

Sulphuric acid causes increased corrosion thusleading to more or less intense rust ejectionwhen starting the Diesel engine, especially dur-ing intermittent operation.

The chimney requires an access ladder withplatform, measurement connections to measurethe exhaust gases, regarding environmentalcompatibility and emergency lightning.

The self-supporting chimneys are connectedwith a screws connection to the foundation bymeans of an anchor basket set embedded intothe concrete. The foundation into which the an-chor basket is integrated is subject to structuralcalculations.

See drawings on the following pages.



Figure 10-1 Chimney with vibration damper

Figure 10-2 Chimney without vibration damper

1) Anchor bolts special steel2) Outer Shell Corten B3) Mineral wool4) Insider liner stainless steel5) ladder and platform milde steel

1001

-010

1PA

.fm

1) Safety vertical ladder2) Exhaust gas inlet3) Circulating vibration damper4) Mineral wool5) roller guide smoke tube6) Supporting pipe 7) Smoke tube8) Cleaning opening

- Material and design adapted and calculated tothe local requirements

- Attend local emission regulation

- Air craft warning lights if required



1001

-010

1PA

.fm

Figure 10-3 Typical anchor cage- sequenz of installation

1 Fit in lateral reinforcement2 Shuttering3 Fit in lower reinforcement4 Layer to keep out impurities5 Positioning of anchoring cage6 Teaching for the mounting7 Fit in upper and remaining reinforcement8 Pour in concrete9 Remove shuttering10 Teaching for the mounting11 After assembly is completed, the base must be contraction-free underpoured up to the foot of the stack12 Finished dried up foundation approx. 1 week after the spill



1001

-010

1PA

.fm

Figure 10-4 Typical anchor cage with connecting reinforcement

When as certaining the nois at the outlet on anexhaust gas duct also the flow noise either:

• in the latest build in components

• in the dia at the component outlet, or

• in the exhaust gas pipe upstream the latestcomponent

must be taken into consideration

Flow noise

The flow noise is to be calculated by the follow-ing formula for V > 10m/s:

LWA = -5 + 60 lg V + 10 lg S [db(A)]

V Flow velocity [m/s]S Area of the smallest diameter [m2]

Flow noise is defined as the sound level causedby a certain flow velocity of a gas in a pipe, inde-pendent of a sound source.

Figure 10-5 Flow noise



1001

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1PA

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1001

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1PA

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10.1.2 Bypass stack - Photograph of existing power plantPDS: 60 20

Figure 10-6 Bypass stack at an executed power plant



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10.2 Exhaust gas treatment modules and components -photographs of existing power plants

10.2.1 Desulphurisation (DeSOx) with NaOH- scrubberPDS: 60 90

Figure 10-7 DeSOx- plant with NAOH- scrubber


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10.2.2 Desulphurisation (DeSOx) with limestone- scrubberPDS: 60 100

Figure 10-8 DeSOx- plant with limestone scrubber


1 Exhaust gas boiler2 Limestone scrub-

1 Power house2 Exhaust gas boiler3 Limestone scrubber



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1 Steam drum2 Feed water tank3 Gypsum silo4 2xbypass chimney



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1 Tank farm




1002

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1PD

.fm

10.2.3 ESP for V48/60PDS: 60 100

Figure 10-12 Dry electrostatic percipitator for engine 48/60

Nominal power demand: approx. 63kW

Operating power demand: approx. 30kW

Availability approx. 98%



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.fm

10.3 Heat recovery modules and components

10.3.1 Exhaust gas boiler for steam generationPDS: 60 60

Figure 10-13 Steam boiler


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.fm

10.3.2 Exhaust gas boiler for thermal oil systemPDS: 60 40

Figure 10-14 Thermal ol boiler

Figure 10-15 Thermal oil boiler



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Kap

itelti

tel 1

1.fm

11 Plant-related electrical systems


Kap

itelti

tel 1

1.fm


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11.1 Electrical system

11.1.1 General designPDS: 70 10

With regard to the electrical power part a typicalDiesel power plant consists of the followingequipment:

• High voltage part

See Chapter 11.1.2 "High voltage part", Page11-5.

• Step-up-transformer

See Chapter 11.1.3 "Step-up-transformer",Page 11-6.

• Medium voltage part incl. neutral earthingsystem

See Chapter 11.1.4 "Medium voltage sys-tem", Page 11-11.

• Service-transformer

See Chapter 11.1.5 "Service transformer",Page 11-15.

• Low voltage part

See Chapter 11.1.6 "Low voltage part", Page11-18.

• Alternator

See Chapter 11.2 "Generator / alternator",Page 11-19.

The medium voltage part consists of the follow-ing single panels:

• Alternator circuit breaker per genset (i.e. cir-cuit breakers 1, 2 and 3).

See Chapter 11.5 "Single line diagram", Page11-37.

• Export circuit breaker (i.e. circuit breakers 01and 03).


• Circuit breaker for internal auxiliary consum-ers (i.e. circuit breaker 02).


• Voltage transformers for measuring, synchro-nisation, protection etc.

Depending of the short circuit capacity of themedium voltage switch board the quantity ofgensets which are directly connected to thesame medium voltage busbar is limited.

Bigger Diesel power plants will consequently bedesigned with two or more medium voltage bus-bar sections which are connected with their ownstep-up-transformers to the high voltage side.Accordingly, the same physically limits are validfor the low voltage-part.

The quantity of service-transformers and conse-quently the quantity of sections of the low volt-age busbar must be increased if the limits of theshort circuit capacity are reached.

The requirement for separate sections of lowvoltage busbars, each fed from its own service-transformer, is also possible in Diesel powerplants with only one medium voltage busbar.

In such a case it is recommendable to make aseparate part of the low voltage busbar for thecommon part like black start Diesel, plant relat-ed common auxiliaries and other common con-sumers. This low voltage common busbar willbe either connected to one or the other low volt-age busbar section.

Such a technically required subdivision needsmore space, more control logic, is more expen-sive etc., but on the other hand it gives the ad-vantage of a higher availability of the Dieselpower plant. A problem in one part can easily beisolated from the rest of the Diesel power plantand will not cause a total shut down.


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Depending on customers requests and specialrequirements of the local authorities the electri-cal system may differ from this description.

In any case the design and manufacturing of theelectrical components as well as the calculation/ engineering of the plant system has to be car-ried out by a qualified and potential consortialpartner of MAN B&W Diesel.

The selection of suitable electrical components(switch boards, busbars, circuit breakers, trans-formers, cables and so on) for each differentproject, especially with regard to the maximumambient temperature is a part of the detail engi-neering of MAN B&W Diesel.

Standards

All offered material complies with the followingrelevant standards

• DIN/EN,

• VDE,

• ISO,

• IEC.

The products and systems described in thisguideline manual are manufactured and market-ed using a quality assurance system based onGerman standard DIN ISO 9001/EN 29001.

Measuring instruments

Measuring instruments are flush-mounted, nor-mal frame size 96mm x 96mm, with 90° scaledeflection, accuracy class 1.5 or better.

With regard to the technical progress digitalmultifunction devices are also applicable.

Low voltage wirings

All secondary circuits are wired with PVC insu-lated flexible with pressed on ferrules.

Additional wire numbering is not required be-cause of the clear and easy device and terminalidentification system inside the panels whichcorresponds with the drawings of the electricalsystem.

The wires are collected in plastic ducts or in flex-ible PVC pipes as connections to doors.

The power wires are separated from the controlor measuring wires as far as possible.

Terminals

All terminals are of "non hygroscopic" material.The terminals have a minimum rating of at least1.5 at operating intensity. Terminals for the sec-ondaries of voltage transformers are designedas test terminals.

The terminal blocks and all terminals are clearlymarked and numbered in correspondence withthe drawings of the electrical system.

Normal colour codes of the wiring

Black 3 phase and normal control wir-ing and secondary winding ofvoltage transformers

Light blue Neutral

Yellow/green Earthing

Red DC-wiring 24 V+

Blue DC-wiring 24 V-

Brown DC-wiring 110 V+

Violet DC-wiring 110 V-

Grey Secondary wiring of currenttransformers

White Wiring for potential-free contacts.


Electrical system


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11.1.2 High voltage partPDS: 70 10, 70 20

The design of the high voltage part is specific foreach particular project and depends on thenumber of step-up-transformers and number ofsystems of the over head line.

Standard design

• Air insulated, installed outdoors

• SF6-type circuit breaker with spring-chargedmechanism

• Motor operated disconnector with built-on,manually operated earthing switch

• Lightning arrestors

• Inductive current transformers (if not alreadycovered from the step-up-transformers cur-rent transformers)

• Capacitor voltage transformers for measur-ing and protection

• Control, protection and metering cubiclecontaining

- Protection relay(s)

- Electricity meter (accuracy: active 0,2 / re-active 0,5)

- V-meter

- A-meter

- Hz-meter

- Power factor meter

- P-meter

- Q-meter

- Steel portal for the overhead line

• Grounding material for high voltage compo-nents

• Lightning piles

Electrical and key data

• Rated voltage [kV, Hz] (acc. to the project-specific definition)

• Service voltage [kV, Hz] (acc. to the project-specific definition)

• Basic impulse insulation level [kV] (acc. to theproject-specific definition)

• Rated short circuit-breaking current [kA/sec](acc. to the project-specific definition)

• Control voltage [V, ACUPS or DC] (acc. to theproject-specific definition)

• Auxiliary voltage [V, ACUPS or DC] (acc. to theproject-specific definition)

Electrical system

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11.1.3 Step-up-transformerPDS: 70 30

Electricity is usually transported over large dis-tances using high voltage because of economicreasons.

Therefore, the step-up-transformer and the highvoltage part might not exist in power plants withan adjacent power consumption (e.g. industrialpowerplant, city power station).

The electrical energy for export into the grid willbe transformed to high voltage level by means ofstep-up-transformer.

Depending of the number of gensets, the power,the short circuit capacity, the required availabil-ity and other parameters the number of step-up-transformers are to be specified.

Under special circumstances (e.g. on a bargebecause of the limited space) it is recommendedto use a three winding type with 2 x mediumvoltage windings.

The step-up-transformer will be located outsideand near to the high voltage switchyard.

Because of the high current in the medium volt-age cables to the transformer it should beplaced as near as possible to the export feederof the medium voltage switch board.

Description of the step-up-transformer

Three-phase oil-immersed transformer for out-door installation, generally designed accordingto IEC 76 standards, with motor operated onload tap changer.

Accessories, fittings and material testing are ac-ceptable according to the relevant DIN stand-ards.

Electrical and thermal data

• Rated output at ONAF [MVA] acc. to theproject-specific definition

• Rated power factor acc. to the project-spe-cific definition

• No load voltage ratio [kV/kV] acc. to theproject-specific definition

• Rated frequency, 50 or 60Hz, acc. to theproject-specific definition

• Vector Group, YNdd, or acc. to the project-specific definition

• Tapping range on the high voltage side, 10% ... +10% or acc. to the project-specificdefinition

• Tap changer motor operated, on load, or acc.to the project-specific definition

• Method of cooling: ONAN or ONAF

- First letter: Coolant for the windingO = Mineral oil

- Second letter: Manner of circulation forthe windingN = Natural circulation

- Third letter: Coolant for cooling the out-side of the transformerA = Air

- Fourth letter: Manner of circulation forcooling the outside of the transformerN = Natural circulationF = Forced circulation

• Temperature rise in oil / winding, 60°C / 65°Cor acc. to the project-specific definition

• Impedance voltage at ONAF output, 18% oracc. to the project-specific definition

Accessories

• Bushings on high voltage and medium volt-age side

• Built on current transformers on high voltageside for metering and protection

• Remote control for OLTC (loose supply to beinstalled at a suitable location)

• Motor drive unit for OLTC

• Double float Buchholz relay


Electrical system

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• Temperature sensors for protection purposes

• Dial type oil temperature indicator

• Dial type winding type indicator

• Magnetic oil level gauge

• Silicagel breather


Electrical system

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Legend for the following figure:

1 Rating and diagram plates, general plan of pipes andvalves

2 Transformer lifting lugs3 Jacking lugs4 Transformer haulage eyes5 Skids6 Conservator lifting eyes7 Earthing terminal for tank8 Potential connection9 High voltage bushing10 Low voltage neutral bushing11 Low voltage bushing12 On load tap changer13 Motor drive unit14 Radiator15 Fan16 Butterfly valve17 Conservator for oil transformer18 Conservator for OLTC oil19 Silicagel breather for transformer oil20 Silicagel breather for OLTC oil22 Handholes for lifting of core windings and cover23 Transformer oil filling and filtering valve24 Transformer oil drain and filtering valve25 Conservator filling and drain valve for transformer oil26 Conservator filling and drain valve for OLTC oil27 Conservator oil filling hole and plug (additional)28 Tank oil sediment drain plug

29 Conservator oil sediment drain plug30 Oil sampling plugs (bottom, top)31 Terminal box for current transformer32 Buchholz protective relay33 Cut-off valve for Buchholz protective relay34 Oil flow operated relay for OLTC protection35 Cut-off valve for OLTC protective relay36 Magnetic oil level indicator for transformer oil37 Magnetic oil level indicator for OLTC oil38 Pressure relief device39 Air vent plug40 Oil temperature indicator41 Manometric sensor of oil thermometer42 Winding temperature indicator43 Manometric sensor of winding thermal relay of winding

thermometer indicator (42)44 Cable box45 Cut-off valve on pipe connection between tank and

OLTC46 Control cabinet47 Terminal marking plates48 Oil outlet to oil treatment plant49 Oil inlet form oil treatment plant50 Plates for cables51 Bushing for core earthing52 Bushing for core beams earthing53 Surge arrester54 Surge counter


Electrical system

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Figure 11-1 Step-up transformer


Electrical system

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Figure 11-2 Foundation for step-up transformer

Figure 11-3 Pit for transformer


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11.1.4 Medium voltage systemPDS: 70 40

Description

General information

• Metal cald cubicles with draw-out circuitbreakers and fixed mounted load breakswitches

• Shock-wave resistant construction

• Arc-resistant design

• Floor mounted type

• Completely assembled, wired and factorytested

Standard and Ratings

• IEC 298

• DIN/VDE 0670 Part 6

• Protection Class IP 4X

Technical data

The following data are subject to detailed calcu-lations from the supplier of the electrical equip-ment:

• Service voltage [kV]

• Rated voltage [kV]

• Service frequency [Hz]

• Rated short circuit breaking current (3s) [kA]

• Rated current of busbar [A]

Insulation Level

• Rated lightning impulse withstand voltage(peak) phase to earth [kV]

• Rated power-frequency withstand voltage(rms) phase to earth [kV]

Surface treatment

• Steel sections and sheets: galvanized

• Doors and front frame: Electrophoretic, prim-er and stoved, enemelled grey (RAL 7032)

• Required room height: ≥3000mm

• Required space in front of switchgear:≥1500mm (for removing of the circuit breakerpart)

The panels are self-supporting steel construc-tions with a maximum of stability and a minimumof weight.

Protection against accidental contacts with lifeparts is provided by earthed sheet-steel insideand outside the panel. The circuit breakers aredraw-out types and metal safety shutters willautomatically close the 6 disconnecting con-tacts in the test position.

The panels are divided into 4 compartments

• Busbar compartment

• Circuit breaker compartment

• Voltage transformer/current transformer/ca-ble termination compartment

• Low voltage compartment for measuring andprotection

The panel can be assembled directly on the lev-elled floor. The design allows safe operation inextremely onerous climatic conditions.

Cables can easily be installed in the cable con-nection chamber at the lower part of the panel.

Type tests are carried out. Test certificates areavailable.

Switchboard

• 1 Generator panel per genset

• 1 Busbar voltage measuring panel

• 1 Service transformer panel

• 1 Main feeder panel (depending on generatedload)

• 1 Bus tie panel (depending on the special phi-losophy)


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Outside panel dimensions (approx.)

Height: 2200mm

Width: Depending on nos.

Depth: 1300/1500mm (depending on thepanel type)

Generator circuit breaker panels

• Power part

- 1 Busbar system

- 1 Vacuum or SF6 circuit breaker, with-drawable, with safety shutters, motorcharged, spring operated, with closing/tripping and undervoltage coil for the con-trol voltage, with emergency hand opera-tion and the necessary auxiliary contacts

- 3 current transformers, double-core type. Core 1 for measuring cl. 0,5M5 or 0,2M5.Core 2 for protection cl. 10 P10

- 3 voltage transformers, single-pole type

In the scope of the alternator maker or for de-livery to the alternator manufacturer (seeChapter 11.2 "Generator / alternator", Page11-19):

- 3 Current transformers, single or double-core type, for mounting in the alternatorstar point for differential and overcurrentprotection

• Low voltage part

- 1 Voltmeter

- 1 Voltmeter selector switch

- 1 Ampere meter

- 1 kWh-meter for unbalanced phases

- 1 Control switch "local remote"

- 1 Illuminated push button "C.B. ON"

- 1 Illuminated push button "C.B. OFF"

- 1 Mimic diagram with semaphore indica-tor for the circuit breaker

- Test terminals for current transformersand voltage transformers

Busbar voltage measuring panel

• Power part

- 1 Busbar system

- 3 Voltage transformers, single-pole tape,with two secondary windings (one formeasuring bus voltage and one for earthfault measuring, open delta)

• Low voltage part.

- 1 Voltmeter


Station transformer panel

• Power part

- 1 Busbar system

- 1 Vacuum or SF6 circuit breaker, with-drawable, with safety shutters, motorcharged, spring operated, with closingand tripping coil, with emergency handoperation and the necessary auxiliary con-tacts

- 3 current transformers, double-core type(core 1 for measuring cl. 1M5, core 2 forprotection cl. 10P10)

Main feeder panel

• Power part

- 1 Busbar system

- 1 Vacuum or SF6 circuit breaker, withdrawable, with safety shutters, motorcharged, spring operated, with closingand tripping coil, with emergency handoperation and the necessary auxiliary con-tacts

- 3 Current transformers, double-core type(core 1 for measuring cl. 0,5M5 or 0,2M5,core 2 for protection cl. 10P10)

- 3 Potential transformers, single-pole type

- 1 Earthing switch, manually operated


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• Low voltage Part

- 1 Voltmeter


- 1 Ampere meter

- 1 kWh-meter for unbalanced phases

- 1 Control switch "local-remote"

- 1 Illuminated push button "C.B. ON"

- 1 Illuminated push button "C.B. OFF"

- 1 Mimic diagram with semaphore indica-tor for circuit breaker / earthing switch

- Test terminals for current transformersand voltage transformers

Neutral Earthing system

The medium voltage system in a Diesel powerplant is relatively small and exists only in a limit-ed area.

It is isolated against the external grid andagainst the low voltage system by means oftransformers with a delta winding on the medi-um voltage side.

In case of an earth fault of one phase in such asystem the fault current would be only deter-mined by means of the capacity between themedium voltage system and the earth.

The location of such an earth fault would be dif-ficult to detect. The occurrence of an earth faultcould cause a voltage surge on the alternatorterminals which is very dangerous for the ma-chine itself.

Therefore the medium voltage system should bein a defined condition to the earth potential.

However an unlimited earth fault current troughthe alternator could cause severe damage.

Thus, in most cases the star point of the alterna-tor windings will be connected via a current lim-iting resistor to the earth potential.

In small Diesel power plants with only one or twogensets which are connected to the same medi-um voltage system it is easiest to connect a sep-arate resistor to each alternator star point. Thedisadvantage is that in case of an earth fault thefault current will be multiplied with the quantity

of the activated resistors. The other handicap isthe required space for the resistors. See Figure11-4, Page 11-14.

A more convenient solution would be to use onlyone star point resistor per medium voltage sys-tem in combination with a simple one poleswitch board. Such a system is theoreticallysuitable for Diesel power plants with an unlimit-ed number of gensets.

The system shall be operated with exactly oneclosed connection between the star point resis-tor and a switched on alternator. However thedefined star point connection is only possiblewith at least one genset which is connected tothe medium voltage system.

In any case the software of the programmablelogic controller (PLC) will monitor the neutralswitch board and give an alert in case of a wrongconnection (less than one star point connected,more than one star point connected, wrong starpoint connected). See Figure 11-5, Page 11-14.

The neutral earthing system can be made ac-cording to the following specification.

• Metal enclosed cubicles with front doors forfloor mounting equipped as follows

- Voltage: acc. to system voltage

- Frequency: acc. to system frequency

- Busbar: single-phase copper busbar

- Protection class: IP4x acc. to DIN/IEC

- Colour: RAL 7032

• Isolating switched (one per genset), motor orhand operated, single-pole, load break type,monitored in such a way that only one gener-ator is earthed at any time.

• 1 Overcurrent relay

• Mechanical indicator, indicating ON/OFF po-sition of the isolating switches

For separate installation

• 1 Neutral earthing resistor, mounted in IP 2xenclosure, non-corrosive type, A/10s (rec-ommended: I <10% In)

• 1 Cable type current transformer.


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Figure 11-4 Earthing system with one star point per medium voltage system

Figure 11-5 Earthing system with one star point for all medium voltage systems


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11.1.5 Service transformerPDS: 70 60

For the electrical power supply of the auxiliariesin typical MAN & BW Diesel power plants we useonly low voltage equipment. No auxiliary is solarge that it has to be operated with higher volt-age.

Depending of the rated frequency in the relevantarea MAN B&W Diesel normally uses a voltagelevel of 230/400V, 50Hz or 277/480V, 60Hz.

In case the voltage for lighting and other smallpower equipment differs from this auxiliary volt-age an additional small transformer is required.This would be apply to the 60Hz grids with alighting voltage of e.g.120V.

The electrical energy for the auxiliaries in a typi-cal powerplant will be transformed to the lowvoltage level by means of the service-transform-er (station transformer).

The number of service-transformers is to bespecified depending of the number of gensets,the required auxiliary power, the short circuit ca-pacity, the required availability and other param-eters.

The normal type of service-transformer will bean outside standing oil-immersed transformerbut under special circumstances (e.g. on abarge because of the limited space) it is recom-mended to use a dry type encapsulated castresin power transformer for inside installation.

The service-transformer will be located outsideof the powerhouse.

Because of the high current in the low voltagecables to the low voltage subdistribution theservice-transformer should be placed as near aspossible to the import feeder of the low voltagemain distribution.

Description of the service-transformer

Three-phase oil-immersed transformer, for out-door installation designed in general accordingto IEC 76 standards, with manual operating offload tap changer.

Accessories, fittings and material testing are ac-ceptable according to the relevant DIN stand-ards.

Electrical and thermal data

• Rated output at ONAN [kVA] acc. to theproject-specific definition

• Rated power factor acc. to the project-spe-cific definition

• No load voltage ratio [kV/kV] acc. to theproject-specific definition

• Rated frequency 50 or 60Hz acc. to theproject-specific definition

• Vector Group, Dyn5 or acc. to the project-specific definition

• Tapping range on the high voltage side-5% ... +5% or acc. to the project-specificdefinition

• Tap changer, manually operated, off load oracc. to the project-specific definition

• Method of cooling, ONAN

• Temperature rise in oil / winding ≤60°C /65°C or acc. to the project-specific definition

• Impedance voltage at ONAN output 6% (oracc. to the project-specific definition

Accessories

• Bushings on high voltage and low voltageside

• Manual operating device for off-circuit tap-changer

• Double float Buchholz relay

• Temperature sensors for protection purposes

• Dial type oil temperature indicator

• Dial type winding temperature indicator

• Magnetic oil level gauge

• Silicagel breather


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Figure 11-6 Service transformer

1 Dehydrating breather2 Oil level gauge3 Thermometer pocket4 Tap changer handle5 Oil drain valve6 Rating and diagram plates7 Lifting lugs8 LV bushings

9 HV bushings10 Buchholz relay11 Rollers12 Pulling eye13 Fillling plug14 Pressure relief device20 Terminal box21 Oil thermometer


Electrical system

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Figure 11-7 Foundation for service transformer

Figure 11-8 Pit for transformer


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11.1.6 Low voltage partPDS: 70 70, 70 80

The purpose of the low voltage part is to supplythe energy for the auxiliaries of the Diesel powerplant.

The typical low voltage part consists of

• Low voltage main distribution with a bus barsection for common auxiliaries and the blackstart Diesel

• Engine related auxiliary switch board(s) (oneper Diesel engine)

• Common auxiliary switch board(s) inside thepower house

• Common auxiliary switch board(s) ouside thepower house

Generator / alternator


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11.2 Generator / alternator

11.2.1 General designPDS: 210 60 20

The sole device for the conversation of mechan-ical into electrical power in a Diesel power plantis the alternator.

In this property the alternator is a mechanical aswell as an electrical main component.

Because of the very complex mechanical andelectrical requirements, MAN B&W Diesel care-fully selects the generators.

Each new type of alternator for the MAN B&WDiesel gensets passes through an extensive in-ternal allowance procedure which will beworked out in collaboration with the alternatormanufacturer.



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11.2.2 Mechanic partPDS: 20 20

Type of construction

All generators are generally mounted rigidly

• Engine 32/40: on the base frame of thegenset

• Engine 48/60: on the concrete foundationblock.

Our normal design for Diesel gensets is withflexible coupling between the Diesel engine andthe alternator.

Therefore the standard design according toIEC34-7 is IM1101/7301 or IM1001/7201(2 bearings).

Type of enclosure

The standard type of enclosure accordingIEC34-5 is IP23.

The alternator may be equipped with its own fil-ter elements which can be exchanged during therunning of the genset.

For water cooled alternators the protection de-gree will normally be IP54 which can be de-creased up to IP23 in case of an emergencymode with opened air flow flaps.

Bearings

General design

Depending on the manufacturer and the alterna-tor size the machines will be equipped eitherwith antifriction or sleeve bearings.

Thermal protection

One Pt100 thermometer per bearing shall be fit-ted to trigger high temperature alarm and to shutdown the Diesel engine in the event of excessivehigh bearing temperature. MAN B&W Dieseluses two stages of over temperature signals,one for warning and the other for trip of thegenset.

Lubrication of the bearings

Antifriction bearings are designed for re-greas-ing and shall have a grease volume control sys-tem.

Sleeve bearings are fitted as a standard with alubricating ring for self lubrication. Dependingon the application it may be necessary to pro-vide forced oil lubrication. In this case the re-quired fittings, pipes, armatures and pumpshave to be supplied and mounted by the gener-ator manufacturer.

This solution may be necessary for lubricationduring slow rotation speed (start, stop, turningfor maintenance purposes) or for disposal of theload losses of the bearings (cooling). If only theload losses shall be removed from the bearing,we prefer a heat exchanger between the bearinglubrication oil and the LT cooling water systembecause of the independence from the lubrica-tion system of the Diesel engine.


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11.2.3 Electrical partPDS: 20 20

Terminal boxes

Main terminal box

The main terminal boxes shall be enclosed toIP54 and mounted either on the top or at the left(or right) side with cable outlets to the bottom.

The terminal boxes respectively the housing ofthe alternator normally include the required starpoint current transformers. Therefore it is onlyrequired to handle one single star point cableand the power cables.

Because of the general design of the alternatorit is not in every case possible to have star pointand power terminals/cables on the same side.This needs to be considered for the design ofthe cable routing.

The plate of the main terminal box will be madeof an antimagnetic material. The plate can bedrilled and the required cable glands can be de-livered from the alternator manufacturer if thequantity and dimensions of the power and starpoint cables are known in time.

Auxiliary terminal box

A separate terminal box shall be fitted for con-nection of voltage regulation, temperature sen-sors, secondary current transformer loops,exciter current measuring leads, heater and sim-ilar equipment.

The terminal blocks of different voltage levels orfunction groups shall be separated.

Heating terminals which remain live when the al-ternator is shut down shall be of safe touch de-sign.

All secondary current transformer loops must beshort circuited before the first run of the alterna-tor.

Location of the electrical terminal boxes

The cable routing in a Diesel power plant is be-low the floor because of the free access to all ar-

eas (e.g. with the crane) for maintenancepurposes.

Our standard design (powerhouse layout) isbased on the decision that the electrical inter-face (main and auxiliary terminal box) of the al-ternator shall be on the left side as seen from theDiesel engine to the alternator shaft.

Protection against negative influence of the shaft voltage

The alternator maker must guarantee that noshaft voltage will cause a current through theshaft to the bearings or via the coupling to theDiesel crankshaft.

This will normally be avoided by means of isolat-ed bearings and/or additional earthed brusheson the driven side.

Direction of rotation

Our Diesel engines are designed for clockwiserotation, seen from the driven equipment to theDiesel engines coupling flange.

Therefore, the alternator must consequently bedesigned for counter clockwise rotation, seenfrom the Diesel engine to the alternator shaft.This point must be considered for the connec-tion of the three phases between the alternatorand the grid.

Cooling method

The selection of a suitable alternator for eachproject, especially with regard to the maximumambient temperature is part of MAN B&W Dieseldetail engineering.

The alternator has a shaft mounted fan inside sothat normally no additional forced air stream isrequired.

The standard cooling method according toIEC34-6 is IC0A1 (open circuit air cooling) withthe fresh air direct from the adjacent area.



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In case of difficult surrounding conditions(dusty, sandy and/or aggressive atmosphere) itis also possible to have water cooled alternatorswith a cooling method according to IEC34-6 ofIC8A1W7.

Water cooled alternators will additionally beequipped with leakage detectors.

The flanges of the cooling water system and theelectrical terminal boxes will be on the oppositesides, that means the flanges will be accordingto MAN B&W Diesel standard design on the rightside.

Excitation system and voltage regulator

The electrical power for the excitation system issupplied by the alternator itself and the initial ex-citation at start-up realized by means of a per-manent magnet in the exciter or by remanence.It is no external power source required for theexcitation (except the control voltage).

The excitation power at short circuit is suppliedby the alternators built in current transformersthrough rectifier.

In general a digital automatic voltage regulator isused, which is located outside of the alternator.

The automatic voltage regulator is either in-stalled in the panel of the electrical control sys-tem or in a small separate cubicle near thealternator.

Parallel operation

Conditions

The generators to be connected to the mains oroperated in parallel must comply with the syn-chronization conditions, i.e. they must be identi-cal with regard to the following criteria:

• Voltage

• Frequency

• Phase sequence / direction of rotation

• Phase angle.

To guarantee soft synchronisation (no load step,no speed step, no current jump / arc), the follow-

ing tolerances must not be exceeded prior toclosing the circuit breaker:

• Voltage tolerance 5% of UN

• Frequency tolerance 2% of fN• Phase angle tolerance 10° (electrical).

Please note that these figures are only guidingvalues. In weak networks it could be required toincrease these tolerances to ensure that thesynchronisation will be possible within an ac-ceptable time.

In order to prevent synchronization errors, forexample due to the actions of unqualified oper-ating personnel, it is advisable to install a syn-chronizing checking relay in the switchgearwhich releases the circuit breaker only after theprescribed synchronizing conditions have beenmet. After paralleling the active and reactiveload distribution must be balanced.

Stationary operation / load distribution

Active load sharing is achieved by the Diesel en-gine’s speed governor. Reactive load sharing ismade by the generator’s voltage regulator.

The following methods of reactive load distribu-tion may be used:

Voltage Droop

The terminal voltage is lowered relative to the re-active current. The identical voltage droop is re-quired for maintaining the reactive loaddistribution in proportion to the output.

The voltage droops cos ϕ relationship ensuresthat in parallel operation with the mains andwhen the mains voltage fluctuates any apparentchange in output is kept to a minimum. Thismethod can be used up to mains voltage fluctu-ation of ± 2%.

The voltage droop at nominal current is as fol-lows:

• 0% at cos ϕ = 1

• 1.3% at cos ϕ = 0,9

• 1.8% at cos ϕ = 0,8

• 3% at cos ϕ = 0



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Proven experience results in a factory setting forensuring stable operation of 3% at nominal cur-rent and cos ϕ = 0.1. For alignment purposeswith different makes, the droop shall be adjust-able infinitely from 0% - 6% of the nominal volt-age.

Power Factor Regulation

This method is used for parallel operation withthe mains when heavy voltage fluctuations oc-cur, or in co-generation plants when they haveto be operated with a defined cos ϕ to themains. A cos ϕ regulator energises the voltageregulator in order to maintain the pre-set powerfactor, i.e. the generator voltage is automaticallyadjusted to the mains voltage.

Mains Parallel Operation

Since in the majority of cases the mains has amuch higher short-circuit capacity than the gen-erators, the number of units running in parallel isirrelevant so that no significant influence is ex-erted. As a result, almost all voltage fluctuationsare determined by the mains.

In the event of mains voltage fluctuations of ∆U≥2% the voltage droop as described above canbe used.

In the event of mains voltage fluctuations of ∆U≤2% a cos ϕ regulator is used which automati-cally adjusts the generator voltage to the mainsvoltage by influencing the exciter voltage. Thisensures that the pre-set power factor remainsconstant in the event of mains voltage fluctua-tions or if the generator is subject to variousloads.

If a certain power factor is required at the mainsinterface point, the current transformer effectingthe cos ϕ regulator must be located at this point,It is advisable in this case to install an excitercurrent limiter in order to prevent the exciter cir-cuit from being overloaded. It limits the excitercurrent to the value of the nominal power ratingat cos ϕ =0,8.

It is further possible to influence the reactivepower supply by using a reactive power regula-tor. But in this case it must be taken into consid-

eration that, if voltage and frequency deviatefrom the nominal values, the temperature atconstant nominal power will increase. This re-duces the service life of the winding and, as a re-sult, that of the overall machine. Voltageincreases cause temperature rises in the iron ofthe main machine which will be transmitted tothe winding. Drop in voltage cause a rising cur-rent and, as a result, the winding temperature in-creases. Since the service life of the winding isalways compromised if the temperature in therelevant temperature class is exceeded, it is ad-visable to prevent operation at the extreme lim-its for longer periods. This will be ensured if thegenerator is built and operated in accordancewith the operating data known during projectstage.

Oscillations

Periodic fluctuations in active and reactive loadare caused by the irregular torque variations ofinternal combustion engines. In order to attenu-ate these fluctuations in parallel operation, adamper cage shall be installed in the generatoras standard.



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Control, monitoring and alarm system

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11.3 Control, monitoring and alarm system

11.3.1 General designPDS: 80

The overall plant control and monitoring systemstarts and stops the Diesel generating sets - andpower plant related auxiliaries (some of the aux-iliary systems, e.g. separators, are started man-ually).

It synchronises the generating sets with eachother and with the grid, and controls loading andload sharing of the generating sets.

The plant control and monitoring system is re-sponsible for safe, reliable and easy operation ofthe plant. It monitors the operation parametersof the plant, displays its present operation statusand prints events onto a printer.

Long term trend monitoring and intelligent diag-nosis functions can be implemented.

Design criteria

As far as possible, the plant control and monitor-ing system is designed for centralised operationof the plant.

Centralised operation is realised through a highdegree of automation on all control levels. How-ever, local start is required for some auxiliarysystems for operational reasons only.

High degree of automation, simplicity of thecontrol and monitoring architecture and reliabil-ity of all components allow safe and economicrunning of the plant with a minimum of staff.

If desired, the power plant can also be operatedmanually by turning the selector switch.

Architecture

The overall plant control and monitoring systemcomprises three different levels of automation.



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Figure 11-9 Control and monitoring system



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11.3.2 Control systemPDS: 10 30, 80 20, 80 30, 80 40, 210 60 80

Common control and monitoring system

The common control and monitoring systemstarts and stops the generating sets and thecommon mechanical power plant systems. Itcontrols all common mechanical power plantsystems which do not have individual local con-trol functions.

The common control and monitoring systemsynchronises the power plant with the grid, dis-connects the plant from the grid in case of gridfailure and controls and protects all commonelectrical systems such as feeders, transform-ers, etc.

The main control & protection features of theCommon control and monitoring system are:

• System for network disconnection by moni-toring of grid frequency and grid voltage (gridparallel operation only)

• Plant active and reactive load control

• Automatic synchronising for the mains feeder

• Circuit breaker control and monitoring (lowvoltage, over current, short circuit, earth fault)

• Load shedding

• Load sharing on the generating sets

The plant operating panel allows direct influenceon all plant equipment

The graphic display of the plant operating panelvisualises the present operation status of thegenerating sets and the complete plant.

The following system pictures can be displayed(example):

• Engine with essential measuring value

• Alternator with main electrical measuring val-ues

• Lube oil system, fuel oil system, cooling wa-ter systems, intake air system, exhaust gassystem with all relevant information on flows,temperatures and pressures

• Single line diagram with circuit breaker posi-tion indication and additional electrical meas-uring values

• Long term trend monitoring and intelligent di-agnosis functions can be implemented.

Operation parameters

Mechanical

• Engine speed

• Turbocharger speed-; exhaust gas tempera-tures after cylinder, before and after turbo-charger

• Main bearing temperatures

• Splash oil temperatures from the crankshaft

• Lube oil temperature before engine

• Lube oil pressure before engine.

• Lube oil pressure before turbocharge

• Lube oil temperature after turbocharger

• Cooling water temperatures before and afterengine

• Cooling water pressure before engine

• Fuel oil pressure before engine

• Fuel oil temperature before engine

• Charge air temperature before and after com-pressor

• Charge air temperature after charge air cool-er

• Charge air pressure before cylinder

• Starting air pressure

• Control air pressure



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Electrical

- Alternator bearing temperature

- Alternator winding temperature

- Alternator: active power, reactive power,power factor, voltage, current

- Mains feeder: active power, reactive pow-er, power factor

- Station transformer: active power

- Busbar system: voltage, frequency

Various other mechanical and electrical operat-ing parameters of all systems can be displayedadditionally.The common control and monitor-ing system panels and the Plant operating panelare located in the control room.

Generating set control

After having received the start signal from thecommon control and monitoring system thegenerating set control system starts the engineauxiliaries and the engine. It synchronizes the al-ternator feeder and loads the generating set, asrequested.

Once the engine is running, the operation of thegenerating sets and of all its auxiliaries that arenot individually controlled, are controlled by thegenerating set control system. It monitors thegenerating sets' operation parameters, initiatesnecessary action if any parameters are found tobe incorrect and protects the generating setfrom any harmful exterior conditions.

The power control function of the generating setcontrol system reduces load in case that ambi-ent air temperature rises over a pre-set designtemperature.

The following alarm and safety functions are in-cluded in the local generating set control sys-tem:

• Engine speed high

• Exhaust gas temperature after cylinder high

• Exhaust gas temperature before turbo charg-er high

• Exhaust gas temperature after turbo chargerhigh

• Main bearing temperature high

• Splash oil temperature high

• Lube oil pressure before engine low

• Lube oil temperature before engine high

• Lube oil pressure before turbo charger low

• Lube oil temperature after turbo charger high

• HT cooling water pressure low

• HT cooling water temperature after enginehigh-Nozzle cooling water pressure low

• LT cooling water pressure low-Charge airtemperature after charge air cooler high

• Start air pressure low

• Control air pressure low-Alternator windingtemperature high

• Alternator bearing temperature high

In case any of these values deviate from the pre-set operating range, an alarm will be given, en-gine load will be reduced or the engine will bestopped.

All operation parameters of the generating setsare transferred to the common control systemfor visualisation and monitoring; no staff is re-quired at the engines during normal operation.

The generating set control system is connectedto the common control and monitoring systemvia data link. The panels of the generating setcontrol system are located in the control room,close to the common control and monitoringsystem.

In addition, the operation parameters of the gen-erating set are displayed on a coloured graphicscreen integrated in the control panel. If desired,local start and operation of the generating setsis also possible.



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Local auxiliary control system

Most of the power plant systems and auxiliariesare arranged on modules and equipped with anindividual local auxiliary control system:

• Lube oil separator module (local start/stop)

• Fuel oil separator module (local start/stop)

• Fuel oil module (remote start/stop)

• Fuel oil filter module (remote start/stop)

• Nozzle cooling water module (remote start/stop)

• Pre-heating module (remote start/stop)

• Starting air module (local start/stop)

• Exhaust gas heat recovery module (localstart/stop)

The auxiliary modules are started remotely ei-ther from the common control and monitoringsystem or from the generating set control sys-tem. For operational reasons some of the mod-ules have to be started locally.

Once in operation, the modules are controlledfrom their individual local auxiliary control sys-tem. The panels of the local auxiliary control sys-tems are mounted on the respective auxiliarymodules.

All operation parameters of the modules aretransferred to the control room where they areshown on the common control and monitoringsystem; no staff is required at the modules dur-ing normal operation.

For all auxiliaries which are not mounted onmodules with individual control system the con-troller is integrated in the common control andmonitoring system or in the generating set con-trol system.




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11.3.3 EnginePDS: 10 30, 80 10

Engine management system

Each engine is equipped with an engine man-agement system, located near the engine, insidethe powerhouse. The system includes modulesto realise and control functions related to oper-ation. These modules are individual compo-nents, which offer the advantage that they canbe optimized, maintained and exchanged inde-pendently of each other.

The basic functions of the system are:

• Cylinder lubrication.

• Control of injection timing.

• Load control.

Engine diagnostic system

The Computer Controlled Surveillance - EngineDiagnostic System (CoCoEDS) is a personalcomputer-based system for the supervision ofplant operation, which allows the user far morethan simply the visualisation of current operatingdata in various forms (monitoring function).

The trend function of CoCoEDS allows the userto study all relevant engine operating data, inshort term trend mode, i.e. at very short inter-vals, over a period of 2 weeks, and in long termtrend mode, i.e. at longer intervals, over severalyears, and thus to recognise developments andchanges of operating values long before theyhave an effect on the plant operation.

Based on current readings taken during opera-tion of the plant, the diagnosis function providesthe user with a clear analysis of defects and fail-ures, a list of symptoms that lead to this conclu-sion (operating figures that deviate from thereference figures) and a list of remedial meas-ures to be taken.

CoCoEDS, with its functions monitoring, trendand diagnosis, does not replace the enginealarm system. It is in fact subordinate to the en-gine alarm system. However, due to its sensitiv-ity in detecting and reporting occurrences, it

responds prior to the engine alarm system. ThusCoCoEDS allows the user to take the necessarycountermeasures long before any serious de-fects or failures appear. In this way, unneces-sary stoppages of the engines can be avoided,maintenance work reduced and availability ofthe plant increased.

To achieve these unique features, CoCoEDS re-lies on performance graphs which are generatedby MAN B&W Diesel engineers for each singleengine at the place of installation. Thus, the ac-tual operating conditions at site are taken intoaccout. This would not be possible with per-formance graphs created on the test bed only.

As CoCoEDS can be freely configured and ex-tended, it is also possible to include further plantauxiliaries in its functions.

Since its introduction, CoCoEDS has not onlybeen installed in more than 50 stationary powerplants world-wide, further it monitors and con-trols our own testbeds at our works in Augsburgwithout the use of any additional systems.

In fact, we rely on computer CoCoEDS as ourround-the-clock engineer on our testbeds. Thecomputer controlled surveillance - engine diag-nostic system can also be your round-the-clockMAN B&W Diesel service engineer in your powerplant.

In addition to CoCoEDS, MAN B&W Diesel op-tionally offers software for

• Computer Controlled Surveillance - Mainte-nance Planning System (CoCoMPS)

• Computer Controlled Surveillance - SparePart Catalogue (CoCoSPC)

• Computer Controlled Surveillance - SparePart Ordering Software (CoCoSPO)

Concept layout for MAN B&W Diesel standard scope

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11.4 Concept layout for MAN B&W Diesel standard scopePDS: 80 10

In many projects it seems to become quite usualthat MAN B&W Diesel is not responsible for thecomplete turnkey power plant. The scope ofsupply only consists of main components (e.g.Diesel engine, alternator, auxiliaries, etc.) whichwill be delivered to various contractors.

Although the contractor might be responsiblefor the overall function of the power plant it is ofgreatest interest to MAN B&W Diesel that Dieselengine and alternator are protected in the bestpossible manner without depending on the con-tractors experience and knowledge. Therefore,MAN B&W Diesel will not deliver Diesel engineand alternator without MAN B&W Diesel stand-ard control panels.

Two alternatives shall be covered by the newcontrol concept:

• Engine Management System

MAN B&W Diesel is supplier of the Diesel en-gine and accessories only. The control sys-tem will entirely cover Diesel engine andengine related auxiliaries. It shall also includethe MCC-board for engine auxiliaries to sim-plify communication and layout during engi-neering.

• Genset Management System

MAN B&W Diesel is supplier of the alternatoralso. In addition to engine management sys-tem the genset management system controlsystem shall also cover the alternator and thegenset circuit breaker incl. all necessary pro-tection relays and synchronizing unit / checksynch. relay (for the alternator circuit break-er).

Our solution is to use the engine managementsystem as basic module which can be extended(into genset management system) by an addi-tional alternator module if necessary.

This modular concept can be used for turnkeypower plants, meaning that the genset manage-ment system can be easily implemented into thestandard plant control philosophy.

The following items shall be used as a basis fortechnical discussion between MAN B&W Dieseland possible suppliers for engine managementsystem / genset management system:

• The Common Control System as well as thePlant Control System shall be realized by thecontractor.

• It shall cover all items that are not directly re-lated to the Diesel engine (for engine man-agement system) or the genset (for gensetmanagement system).

• We recommend that engine managementsystem / genset management system paneland engine MCC-board shall be located ad-jacent to the genset.

• The PLC concept shall be based on usualcomponents (e.g. SIEMENS S7 or ABB) toget the best acceptance from individual con-tractors.

• Engine management system / genset man-agement system panel shall be designed acc.to the local operation level / philosophy, e.g.detailed indication of all measuring values isnot required.

• Local operation shall be limited for mainte-nance purposes only, e.g. no-load test, indi-cation of most important engine values on adisplay.

• The contractor must provide a genset opera-tion / visualization panel to be located in thecontrol room. This allows the contractor tofollow his own design / layout criterias in thecontrol room which will not be effected by thefuture MAN B&W Diesel concept.

• For genset management system the follow-ing alternator protection relays shall be used:

- For differential protection

- For overall protection.



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Figure 11-10 Basic diagram for Engine Management System



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Figure 11-11 Basic diagram for Genset Management System



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Figure 11-12 Division of Works for Engine Management System / Genset Management System



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Figure 11-13 Typical layout of an operator desk in the control room



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Single line diagram

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11.5 Single line diagramPDS: 70

Figure 11-14, Page 11-37, shows a typical ar-rangement of the electrical power part of a sim-ple Diesel power plant with only one mediumvoltage busbar.

Figure 11-15, Page 11-38, shows a typical ar-rangement of the electrical power part of a big-ger Diesel power plant with more than onemedium voltage busbar and separate sectionsof low voltage busbars.

Figure 11-14 Electrical power part of a smaller Diesel power plant


Single line diagram

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Figure 11-15 Electrical power part of a larger Diesel power plant


Lists for electrical systems


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11.6 Lists for electrical systems

11.6.1 List of cablesPDS: 240 30



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11.6.2 List of equipmentPDS: 240 30



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11.6.3 List of measuring pointsPDS: 240 30


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11.6.4 List of consumersPDS: 240 30

Table 11-1 List of consumers, example, part 1 - engine 16V 32/40



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Table 11-2 List of consumers, example, part 2 - engine 18V 48/60


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Table 11-3 List of consumers, example, part 3



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Table 11-4 List of consumers, example, part 4




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11.6.5 List of Electric motorsPDS: 240 30


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11.6.6 List of measurement and control devicesPDS: 240 30

Table 11-5 List of measurement and control devices, example, part 1



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11.6.7 List of signalsPDS: 240 30



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Data sheets for electrical system

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11.7 Data sheets for electrical systemPDS: 240 30


Data sheets for electrical system

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Earthing and protection system

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11.8 Earthing and protection system

11.8.1 Earthing systemPDS: 210 60 100

The earthing system has to be designed, besideother requirements, according to the short cir-cuit capacity of the network and valid local reg-ulations.

Responsible for the earthing system are

• Civil contractor

• Electrical contractor

A complete earthing system consists of

• Foundation earthing (design, supply and in-stallation usually by civil contractor)

• Outside earthing (design, supply and installa-tion usually by civil contractor)

• Inside earthing (design, supply and installa-tion or supervision usually by electrical con-tractor)

• Lightning protection connected to the earth-ing system (design, supply and installationusually by civil contractor)

In case of order, MAN B&W Diesel will submit afinal documentation.

Foundation earthing

MAN B&W Diesel requests a foundation earth-ing.

In order to achieve low resistance, it is highlyrecommended to install a foundation earthingsystem which consists of hot-dipped galvanisedband steel or round steel of at least 120mm².

Galvanised steel each with connectors creatinga concrete-embedded grid with good contact-ing nodes has to be laid in the concrete of

• Piles

• Genset foundations

• Building foundations

It is also recommended to interconnect the rein-forcement steel to the earthing system. Several

connection points have to be provided on the in-side walls around the power house at a height ofapprox. 700mm above the floor. These connec-tion points will later be connected to the equipo-tential bus bar which is part of the insideearthing system.

Outside earthing

MAN B&W Diesel requests an outside earthing.

For buildings, standing tanks in the tankfarmgrounding conductors with suitable connectorsforming a complete ring - earthing loop - have tobe provided. For these earthing loops, it is nec-essary to have a nude copper cable with across-section that depends upon the value offailure current and clearing time. It is also possi-ble to use two parallel cables each with half thiscross-section. The earthing loop should be laidat a distance of at least 1m outside the buildingand the tank line at least 1m below the surface.

In order to achieve an acceptable low groundingresistance, deep-earthing rods of sufficientlength should be connected to the outsideearthing loops according to the specific ground-ing resistivity of the soil.

Natural earthing rods, as e.g.

• reinforcement steel in piles and foundations

• pipe lines

• steel parts of buildings

have to be used and connected to the earthingloops.

The earthing loops should be connected togeth-er, to the foundation earthing and to the insideearthing. Further, all metal structures such asexhaust gas stacks, radiator cooling plant, sub-station, transformers, fence, etc. should be con-nected to the earthing system.



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Inside earthing

MAN B&W Diesel requests an inside earthing.

Inside earthing systems will be designed ac-cording to the electrical contractor and DIN/VDE-standards, if the supplier is a German com-pany.

All metal parts, other than those forming part ofan electrical circuit, will be connected to theearthing system by suitable connectors (madeof galvanised steel and / or copper). Such partsare e.g.:

• Housing of machines

• Auxiliary drives

• Transformers

• Steel structures

• Tanks

• Pipes

• Cable racks

• Cable sealing ends

• Lightning arrestors

• Barrier grids

• Coverings

All these parts will be directly connected to theearthing system by means of suitable welding orscrew-type connectors.

Lightning protection

The lightning protection system has to protectbuildings, persons etc. against lightning effectsand will be designed according to the local reg-ulations and / or the DIN/VDE-standards, espe-cially if it will be supplied from Germany.

The lightning protection system consists of

• Collecting device

• Down lead

• Grounding

Collection devices will be mounted on severalpoints of the roof in a mesh pattern - the size ofeach mesh is maximum 10m x 10m - and on

higher parts within the power plant. If necessary,additional collecting rods will be mounted.

Down leads will be arranged in such a mannerthat the connections between the collecting de-vices and the grounding system will be as shortas possible. The outside earthing system will beused for grounding the lightning protection sys-tem.



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Figure 11-16 Power house - loop earthing system



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Figure 11-17 Site plan - outside earthing system



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Figure 11-18 Steel reinforcing bars earthing

Figure 11-19 Earthing simple sabot

Figure 11-20 Sealed typical connection bar

Figure 11-21 Typical civil work for a checking chamber



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Figure 11-22 Principle of connection in checking chamber

Figure 11-23 Earthing connection for electronic mass

Figure 11-24 Protection of floors crossing on electr. rooms

Figure 11-25 Wall crossing



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Figure 11-26 Earthing of low voltage motor frame

Figure 11-27 Cable in trench

Figure 11-28 Lightning earthing connection to crow’s foot

Figure 11-29 Metallic door earthing



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Figure 11-30 Road crossing

Figure 11-31 Cable run down or rising principle on an equipment

1) Smoke tube

2) Support tube3) Way for lightening 4) U- shaped steel as support for smoke tube welded with

support tube5) Compensation of potential by welding6) Brass band as connection between upper and lower part7) loop for earthingNo additional lightening poles are necessary

Figure 11-32 Earthing of the chimney



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11.8.2 ProtectionPDS: 210 60 90

Protection relays are of fixed mounted type, mi-cro processor controlled with switches (soft-ware or hardware) for value selection of actualsettings and trippings.

The protection relays can be installed in the me-dium voltage and low voltage switchboards aswell as in the electrical control panels.

Our standard design for Diesel power plantsdoes not include a special panel for the limitedpurpose of protection because these functionscan easily be included in other panels.

The following types of protection will be realizedin a typical Diesel power plant.

Protections on the medium voltage side

Alternator protections

• Overcurrent

• Overload

• Negative phase sequence

• Zero sequence fault (current or voltage withdirectionality functions)

• Reverse power (active)

• Minimum excitation or reverse reactive pow-er

• Overfluxing U/F

• Percentage longitudinal differential or re-stricted differential protection

Complementary protections for units connected on existing grids

If the gensets are connected to a grid where thevoltage and / or frequency are not under the re-sponsibility of MAN B&W Diesel and its partnerelectrical company, the protections shall be pro-vided with the minimum and maximum functionsof frequency and voltage to separate thegensets from the grid if necessary.

Alternator basic protections

• 24 overfluxing

• 27 under voltage

• 32 Pactive reverse power

• 40 loss of excitation

• 46 neg. phase sequence

• 50 instantaneous overcurrent

• 51 time overcurrent

• 50 Ninstantaneous earth fault overcurrent

• 51 Nground fault time overcurrent

• 59 overvoltage

• 64 ground detector

• 81 frequency

Backup protections

• 87 differential protection



Thus, if multifunction protection relays, in everycase more than one device will be used.

Neutral earthing

In MAN B&W Diesel standard design, the alter-nator star points are connected to earth througha limitation resistor to reduce the effect of de-struction of the insulation due to earth faults asmuch as possible.

Other neutral earthing types are possible andmust be examinated individually in accordancewith the system which is already used by the cli-ent on the same type of installation.

If the neutral point is earthed, a zero sequencecurrent detection is used. If the neutral point isisolated, zero sequence voltage is used.



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Protections of the Diesel engine

All protection and control functions of thegenset will be fed from a safety voltage which isbattery buffered (either direct or indirect via anUPS system). In case of loss of this safety volt-age the Diesel engine must be stopped and thealternator breaker must be tripped to avoid re-verse power to the Diesel engine.

The trip of the alternator breaker must also beguaranteed in case of loss of the auxiliary volt-age of the medium voltage switch board (under-voltage coil).

This engine safety feature in our common Dieselpower plants is a very significant difference tomarine or other special Diesel applications.

Please consider carefully if a deviation from thisfundamental safety philosophy, which could benecessary in some cases, is needed.

Protections of the busbar connected to the grid

These protections protect the power plant byisolating it from the grid during faults from thegrid which can not be controlled and masteredby the dedicated protections and the dispatch-ing:

• Minimum frequency

• Maximum frequency

• Minimum voltage

• Maximum voltage

• Detection of zero sequence voltage on thebusbar.

• Protection against ferro resonance to avoidoverheating and destruction of voltage trans-formers connected to a busbar operating atno load or slightly loaded.

Protections of step up transformer

• Overcurrent

• Overload (or thermal image)

• Buchholz relay

• Overfluxing U/F. This function is normallycovered from the alternator protection

• Differential protection

Protections of the station transformer

• Overcurrent

• Overload (or thermal image)

• Earth fault

• Buchholz relay

Protections of lines outgoing feeders

• Overcurrent

• Overload

• Earth fault

Protections on the high voltage side

Protections of the outgoing line

• Overcurrent

• Overload

• Restricted earth fault with high impedancedifferential protection (line of 50 to 70m),

or

- Longitudinal differential (line of 50 to 70m),

or

- Pilot wire differential protection (line of 100to 1000m),

or

- Distance protection (line of more than1000m),

Protections on the low voltage side

Protections of black start units and service trans-formers.

These equipments are generally connected tothe main low voltage distribution board.



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Their incomings on the board are normallyequipped with circuit breakers with the followingminimum protections:

• Overcurrent

• Overload

• Earth fault

• Reverse power (for the black start Diesel).

Protections of electrical motor feeders

• Overcurrent (fuses, circuit breakers)

• Overload (thermal device)

Protections of other feeders

• Overcurrent (fuses, circuit breakers)



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11.8.3 Touch / step voltages evaluationPDS: 210 60 110

Purpose and definitions

Dangerous touch / step voltages must be pre-vented from occurring or persisting in the eventof a fault phase / earth.

Touch voltage UB is the part of the earthing volt-age that a person can bridge, whereat the cur-rent flows over the human body from hand tofoot (horizontal distance from the touched partapprox. 1m) or from hand to hand.

Step voltage US is the part of the earthing volt-age that a person can bridge with a step of 1mlength, whereat the current flows over the hu-man body from foot to foot.

In contrast to the IEEE, the DIN VDE 0141 doesnot give limit values for the step voltage.

480V system as a typical

For low voltage system the limit values for touchvoltages are

• 50V A.C.

• 120V D.C.

In the T.N.C. system, in the event of an earthfault on a phase conductor, the potential of theP.E.N. and the exposed conductive parts con-nected to it, relative to "0" voltage "far earth" isgenerated according to the following formula.

U0 System voltage to earth, here 277VRE Resistance of earth faultRB Earthing resistance, here = 0.9Ω

On the assumption, based on experience, thatthe resistance to earth RE at the fault locationwill be at least 7Ω, the touch voltage UB is

The touch voltage is therefore still kept down toa safe value.

No step voltage evaluation is required for lowvoltage system.

13.8kV system as a typical

Touch voltage is the potential difference whichoccurs between hand and foot of a person whotouches an earthed structure during a fault.

Step voltage is the potential difference whichcould be picked off between the feet of a personstanding on the soil during a fault.

The tolerable touch and step voltages depend ofsurface soil resistivity, duration of shock current,body resistance etc.

According to IEEE a rough simple evaluation isgiven by

• Tolerable touch voltage (body resistance =1000Ω)

ETtol Tolerable touch voltage [V]ρs Soil resistivity, here 100Ωmcs Correction factor for surface resistivity, here 1ts Duration of shock current

• Tolerable step voltage.

EStol Tolerable step voltage [V]ρs Soil resistivity, here 100Ωmcs Correction factor for surface resistivity, here 1ts Duration of shock current

UB U0

RBRE RB+---------------------×=

UB 277V 17Ω 0.9Ω+----------------------------× 35V 50V≤≈=

ETtol

1000V 1.5cs ρs×+( ) 0.157×

ts

-----------------------------------------------------------------------------=

EStol

1000V 6cs ρs×+( ) 0.157×

ts-----------------------------------------------------------------------=



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For the 13.8kV system

• Shock current maximum ......................5sec.

• Tolerable touch voltage ..........................81V.

• Tolerable step voltage ...........................112V.

Taking into account that such phase / earth faultis not likely to occur within the power house butmore probably outside the power house, MANB&W Diesel considers the total earthing resist-ance of the plant to be 0.4Ω.

In this case, the earthing voltage UE is given by

UE Earthing voltage [V]w Probability factor, here 1r Reduction factor, here 0.8Ik1ρ Single phase short circuit current, here 240AZE Earthing impedance (assured to be = RE = 0.33Ω)

Touch and step voltages being less than theearthing voltage which is less than the tolerablevoltages.

The system is safe.

69kV system as a typical

If we consider a duration of shock for 69kV sys-tem of 0.1 sec.,

The touch step voltage given by formula

is 571V.

The tolerable step voltage is 795V.

The earthing voltage UE in this case is

If we assume a reduction factor of 10% with

Ik1ρ = 18kA

In = 1,000A

UE = 680V

The earthing voltage being higher than the toler-able touch voltages.

The system is not safe.

To make it safer we have to reduce the earthingresistance of the substation by improving theearthing grid to a value of approx. 0.5Ω and toadd a crushed rock surface layer of 10cm.

UE w= r× IK1ρ× ZE×

UE 1 0.8×= 240A× 0.4Ω× 77V 81V<=

UB 277V 17Ω 0.9Ω+----------------------------× 35V 50V≤≈=

UE w= r× I( K1ρ× IN ) ZE×–

UE 1= 10%× 18,000A(× 1,000A ) 0.4Ω×–



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Lighting and small power system

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11.9 Lighting and small power systemPDS: 210 60 60

General

The design of the lighting and small power sys-tem will follow the regulation of the local author-ities and be in accordance with applicableelectrical contractor standards.

The scope will include lighting sub-distributionboards, lighting fittings complete with lampsand tubes, switches, lighting poles, socketplugs, interconnection cables, etc.

Indoor lighting system

The luminaries will in general be selected so thatthe whole location will be as lit and uniform aspossible.

The lamps at the engine hall will be of high-pressure sodium vapour type.

Fluorescent lighting will be used in the auxiliaryrooms, control room, switchboard rooms, offic-es, workshop, etc.

The lighting fixtures in self-contained rooms asoffices, switchboard rooms, battery rooms, con-trol room, passages, staircases, etc. will beswitched on and off locally.

The average illumination levels will be accordingto applicable recommendations.

The average illumination levels will be at least:

• Engine hall / mech. annex ...................200lux

• Switchboard rooms.............................200lux

• Workshop, etc. ................................... 300lux

• Stairways.............................................150lux

• Toilets ................................................. 100lux

• Offices, meeting rooms, etc. .............. 300lux

• Control room ...................................... 350luxwith dimming device.

The illumination level of indoor lighting will bemeasured horizontally at a height of 1,0m abovethe floor.

Outdoor lighting system

Outdoor lighting will be installed for areas in-cluded in the scope of supply for the utilised ar-ea.

High-pressure sodium lamps or fluorescentlamps will be used for outdoor lighting, thelamps will be controlled by photocell.

Lighting fixtures at building doors and gatewaywill be mounted on brackets fixed to the buildingstructures.

Road lighting fixtures will be mounted on hot dipgalvanized poles 7m high or mounted on brack-ets fixed to the building structures.

Floodlight fixtures will be mounted on hot dipgalvanized poles.

The average illumination levels will be accordingto applicable recommendations.

The average illumination levels will be at least:

• Street lighting, parking area, etc. ............5lux

• Transformer / switchyard areas, etc......20lux

• Oil and water storage tank areas, etc. .20lux

• Outdoor operation areas.....................150lux

The illumination level of outdoor lighting will bemeasured at the surface.

Emergency Lighting System

Emergency lighting units will be installed in theescape routes at strategic points of the enginerooms, the switchboard rooms, the workshop,the control room, the stairways, etc. to satisfythe requirements for emergency operation andto permit safe exit from the building.

The lighting units will consist of luminary andhermetically sealed rechargeable battery for 2hours emergency supply.


Lighting and small power system

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Socket outlets and Plugs

Socket outlets and plugs for building serviceswill be provided in such a number that normaland maintenance work relying on AC can bedone conveniently.

The following types of outlets will be provided:

• Three phase AC sockets, 32A, 63A and high-er ratings (if required), with five pins, incorpo-rated switch and mechanical interlocking.

• Single phase sockets, 16A.

For some tools for the Diesel engine a specialvoltage of 230/400V is needed.

Sockets for this voltage will be located only inthe engine hall, this sockets will have their owncolour and plug arrangement according to theCEE-standard.

Thus, it is impossible to confuse plugs of differ-ent voltages.


Drawings and documentation for electrical systems

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11.10 Drawings and documentation for electrical systemsPDS: 240 30

Drawings and documentation will be issued tothe following standards:

• DIN/EN

• VDE

• ISO

• IEC

Most drawings of the electrical equipment willbe realized in DIN A4 size and in English lan-guage. Larger formats are only required forsome special drawings such as the completedetailed single line diagram.

Thanks to the standardised designation systemand the cross references orientation in the draw-ings is easy.

The complete set of electrical drawings consistsof the following:

• Electrical circuit drawings

• Terminal diagrams

• Single line diagram

• Cable list

• Equipment list

• Layout and main dimension drawings of thepanels

Please note that parts of these documents maybe prepared by different sub-suppliers.

Therefore the uniformity could be more or lessliberal.

In addition to the project related tailor-madedrawings the complete documentation will con-tain all required manuals, spare part lists, me-chanical drawings, data sheets etc. of thesupplied modules and components.

Diagrams, charts, tables

• Function-oriented diagrams acc. to DIN/EN61082-1-3 (IEC 1082-1-3)

• Item designation acc. to DIN 40719-2(IEC750)

• Graphical symbols of diagrams acc. to DIN40900-1….12 (IEC 617-1…12)


Drawings and documentation for electrical systems

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12 Tank farm


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Tank farm - description for all plants

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12.1 Tank farm - description for all plantsPDS: 110 10, 110 20, 110 30, 130 50

Purpose

The tank farm serves as

• storage of inflammable liquids that are nec-essary to operate the power plant (lube oil,Diesel oil, heavy oil),

• intermediate storage of sludge and waste oilthat arise during operation of the power plant.

Design

The tank farm consists of tanks of defined de-sign, number and size on a specially preparedstorage area (sump).

The tanks are to be planned and built accordingto international and / or national standards andregulations. Usually, the storage area has a non-leakage floor and a surrounding wall to avoid in-fluences on the environment during leakages.

Figure 12-1, Page 12-5, shows the typical de-sign of a vertical tank with ring foundation. Thetank is inside a sump. The sump includes

• Oil-tight floor,

• Surrounding wall,

• Rain water collecting pit,

• Waste oil collecting pit,

• Separate drainage for water and oil.

The waste is to be disposed of according to in-ternational and national regulations valid at thetank farm site.

Static calculations are necessary for

• Each tank and tank foundation, and

• Each tank sump and its walls (liquid pressureof filled sump).

Regulations

Restrictions

The following tank farm particulars are not com-plete and serve only as general guidelines. Theregulations of the legislator or local authorities atthe tank farm site are binding.

Diesel plants supplied directly from a refinery orthrough a pipeline are not considered in thisProject Guide.

There are no uniform rules regarding tank farms,except that fuels of different grades must alwaysbe stored in separate tanks.

Location of the tank farm

The location of the tank farm on the power plantgrounds depends on the:

• tank design

• access (road, railway, waterway)

• terrain

• location of adjacent buildings

• fire extinguishing facilities

• official regulations.

Tank size, foundation and heating

The tanks are installed over ground. Tanks up toa size of 100m³ are usually installed vertically.Depending on their size, they are delivered tothe site fully or partly assembled. Tanks exceed-ing 100m³ content are generally installed verti-cally. They are always assembled on site.

The required tank size (content) depends onconsumption, fuel supply sources, size of thepremises and, partly, on safety regulations.Please refer to Chapter 7 "Plant-related supplysystems", Page 7-1.

It is advisable to store the fuel in two tanks, sothat the plant can operate from the stand-by



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tank when the other one is to be replenished orcleaned (cleaning interval about 2 to 4 years).

The tanks must be mounted on a fully satisfac-tory foundation. Differences in settlement be-tween tank foundation and surrounding overflowtrough must be avoided to prevent the contam-ination of ground water.

Heavy fuel oil tanks are heated with steam, ther-mal oil or hot water. The heating devices have tobe rated so that the fuel can, under no circum-stances, be heated above its flash point.

Classification of inflammable liquids

Germany

In the Federal Republic of Germany facilities forthe storage, filling and transport of fuel mustcomply with the technical regulations and theregulations of the government boards issued forwater engineering, building construction andfactories.

The technical regulations are:

VbF = Regulation on inflammable liquids

TRbF = Technical rules on inflammable liquids

According of the law, inflammable liquids are fu-els or mineral oils

• whose flash point is below 100°C, or

• whose temperature is raised above their flashpoint.

Fuels are divided into dangerous materialsclasses depending on their flash point.

Table 12-1 Classification of inflammable liquids accord-ing to German regulations

The lower the flash point of an inflammable liq-uid, the higher its degree of danger.

United States

The U.S. NFPA classifies inflammable liquids.Danger class III A according to NFPA is more orless the same as danger class A III according toGerman regulations.

NFPA-class III applies to heavier fuel oil if itsflash point is higher than 93.4°C.

Table 12-2 Classification of inflammable liquids accord-ing to U.S. NFPA

Distances between tanks

The United States NFPA specifies a distance ofless than 1m between tanks.

The minimum distances between tanks speci-fied for classes I, II and III A liquids are as fol-lows:

Amin Minimum distance between the tanksD Tank diameter

If the diameter of one of the two adjacent tanksis smaller than 1/2 diameter of the other tank,the following applies:

Amin Minimum distance between the tanksD1 Diameter of smaller tank

Flash point Dangerous materials class

Equal to, or under 21°C A I

21°C to 55°C A II

55°C to 100°C A III

Class Fuel flash point Boiling point

I < 37.8°C

I A < 22.7°C < 100°F (< 37.8°C)

I B < 22.7°C > 100°F (> 37.8°C)

I C 22.7 - 37.8°C

II 37.8 - 60°C

III A 60 - 93.4°C

III B > 93.4°C

Amin16-- D1 D2+( )=

Amin12-- D1( )=



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Example:

• First tankContents: III A liquidDiameter: 8m

• Second tankContents: III A liquidDiameter: 12m

• Distance between both tanks according tothe formula: at least 4m.

Figure 12-1 Typical design of a vertical tank



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Figure 12-2 Typical design of a vertical tank, grounding foundation



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Figure 12-3 Typical arrangement of nozzles and heating coils



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Figure 12-4 Building the casing

Figure 12-5 Filling of gravel and compaction

Series of photo-graphs showingtypical process ofhow to built up avertical storagetank including ringfoundation.



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Figure 12-6 Application of Bitumen

Figure 12-7 Welding the tank



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Figure 12-8 Paintwork

Figure 12-9 Sealing and fastening


Tank farm - drawings for 55MW plant

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12.2 Tank farm - drawings for 55MW plantPDS: 110 10, 110 20, 110 30, 130 50

Figure 12-10 Tank farm - 55MW plant

TANKFARM LEGENDA) 2 x 2435 m3 HFO-STORAGE (15 DAYS)B) 1 x 310 m3 HFO- TREATED/SERVICEC) 1 x 400 m3 MDO- STORAGE/SERVICED) 2 x 20 m3 SLUDGEE) 1 x 65 m3 LUBE OIL STORAGEF) 1 x 30 m3 LUBE OIL MAINTENANCEG) 1 x 105 m3 HFO BUFFER TANK



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12.3 Tank farm - drawings for 105MW plantPDS: 110 10, 110 20, 110 30, 130 50

Figure 12-11 Tank farm - 105MW plant

TANKFARMLEGENDA) 2 x 4475 m3 HFO- STORAGE (15DAYS)B) 1 x 650 m3 HFO - TREATED/SERVICEC) 1 x 650 m3 MDO- STORAGE/SERVICED) 2 x 20 m3 SLUDGEE) 1 x 100 m3 LUBE OIL STORAGEF) 2 x 30 m3 LUBE OIL MAINENANCEG) 1 x 200 m3 HFO BUFFER TANK



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13 Plant Service and protection system


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Plant Service and protection systems- description for all plants

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13.1 Plant Service and protection systems- description for all plants

13.1.1 Work air systemPDS: 100 20 80, 120 10

Purpose

The work air system serves to provide air at 6bar for

• General use

• Maintenance

• Cleaning

• Working tools

Description

Compressed air is produced at 10 bar and thenreduced to 6 bar via a pressure reducing valve.Air is provided to the pump house and work-shop. The electric- powered work- air compres-sor is switched on and off automatically,depending on the pressure in the supply pipe.

Design criteria

This system should not be connected to thestart air system as damage to this system (flexi-ble hose) can result in distribution to the startingand stopping of the engines.

Components

Main components

The work air system consists of the followingmain components:

• Electric motor driven air compressor C003,rated at 10bar, single stage, air cooled.

• Working air receiver T036 for storing thecompressed air.

• Pressure reducer PCV002 to reduce the airpressure from 10bar down to 7bar,



• Shut- off valves

The consumers are connected to the systemvia hoses and protected with shut- off valves.During normal operation the shut- off valvesare open.

• De- watering system

A de- watering system is provided on the airreceiver.

• Safety valve PSV

A safety valve is provided on the working airtank protecting the tank from excessive pres-sures.


Working air pressure.................................10 bar

Working air receiver...................................10 bar

Pressure reducer....................................10/6 bar



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13.1.2 Fire detection and fire fighting systemsPDS: 120 20

Fire detection system

Purpose

The fire detection system serves to detect astarting fire at the

• Power house

• Control room

• Pump house

• Fire fighting container

• Buildings, such as work shop, administrationbuilding, etc. and

as well as to support the fire fighting.

Description

The complete system operates independentlyfrom a network and monitors itself. Malfunctionsand fires will be indicated.

The fire detection system consists of manual re-leases and automatic detectors. The manual re-leases are mounted next to the exits.

Local regulations must be taken into considera-tion.

Components

• Automatic smoke detectors are installed atthe ceiling of the control room and the pumphouse

• Thermal (heat) detectors are installed overthe lowered ceilings at the control room andcable ducts inside the building

Main operation

A fire at one of the buildings mentioned abovewill be detected by automatic detectors and thesignal will be evaluated by the fire detectioncontroller placed on a wall at the low voltagecontrol room.

The attendants are warned by electric hornsmounted beside the exits. The fire detectioncontroller sends out a alarm- tone self- acting.Besides, an alarm- signal can be send to a per-manently manned place.

The detectors, manual releases etc. as well asthe alarm cables for each area are monitored in-dependently to avoid complications in case ofcable breaks or short circuits. In case of mal-function, an audible alarm is activated at the firedetection controller.

Potential- free relays are placed inside the firedetection controller so that the relevant appara-tus can be automatically switched according tothe pre- and main alarm signals (e.g. switchingoff the machines, air conditioning system andalarm relay using automatic selecting system).

Fire fighting system

Purpose

The fire fighting system serves to

support the fire brigade in case of fire

Description

A pipe system for the transport and distributionof water for the fire fighting is laid around thearea enclosing the tank farm, the radiator plant,the pump house and the power house.

The pipe system is fed by fighting pumps whichare connected to a water storage for fire fightingof about 500m3.

Local regulations must be taken into considera-tion.

Components

• Gate valves are integrated in the pipe ring totake out a part of the ring system in case ofemergency (for install pipe burst)

• landing valves mounted to connect the hosesto the pipe system.



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• Hose cabinets which contain two hoses of30m and a branch pipe each.

• several cabinets contain an inductor andfoam concentrate.

• Foam cabinets that are mounted to the wallcontain a landing valve, a hose, an inductor,a medium foam nozzle and foam concentrate

• Mobile foam carts to utilise if foam is neededat a landing valve where no inductor andfoam concentrate is stored.

• Dry chemical extinguishers and CO2- extin-guishers to fight fire that are small or that arein areas where extinguishing with water is notallowed.

• Pipe system, laid around entire area.


A fire of the transformers should be fought byusing foam. The building and equipment nearthe transformer should be protected by nozzlesthat produce a spray angle of 30° to 90° withoutpassing through a solid stream. If solid hosesstreams are used with equipment up to 138kVthe minimum approach distance should be 9.1m for 2 1/2 inch nozzle.

If a fuel tank is on fire the neighbouring tanksmust be cooled. This is to take place from sev-eral platforms around the tank area. Burning liq-uids inside the tanks may be extinguished withfoam.

In case of a fire at the unloading station it is to befought from the nearest landing valve at ground-level or from the platform at the unloading sta-tion, which can be reached through the tankfarm.

The sanitary facilities of the power house arealso supplied with water by the pipe system. Toavoid the fire fighting to start a water pump forsmall quantities is installed in the fire fightingcontainer. This smaller pump should only beused for short therms insets and for the usage ofthe sanitary facilities. It is not applicable for con-tinuous operation.

If pressure loss is caused by the withdrawn wa-ter, the fire fighting pump starts and an alarm issent to the fire detection controller.



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13.1.3 Waste treatment and disposal

13.1.3.1 Sludge and leakage treatment and discharge system

Purpose

The sludge and leakage system serves to:

Collect sludge and leaked oil from the plant

Description

The lube oil sludge and leaked lube oil is collect-ed in the power house in a tank and then for-warded to the tankfarm where it is stored in theseparator sludge tanks ready for disposal. Thesludge is disposed of by incineration or removal.

Further, a leakage fuel oil tank with heating coilin the powerhouse collects the leakage fuel oil.Supply pump P071 then pumps the leakage fueloil back to the storage tank for separation by thecentrifuge.

One leakage module is designed for a maximumof three engines.

Experience shown

In a power plant comprising 4 x engine 18V 48/60 approx. 3,5 m3 sludge accumulate per day.

The waste is to be incinerated or disposed. Lo-cal regulations must be taken into consideration.

Components

Main Components

The sludge and leakage system consists of thefollowing main components:

• Fuel oil leakage tank T071, located in thepowerhouse, normally with steam heatingcoil.

• Lubricating oil sludge tank T072, located inthe powerhouse.

• Gear type, electric motor driven fuel oil tankdrain pump P071.

• Gear type, electric motor driven lube oilsludge tank drain pump P072

• Separator sludge collecting tanks 1T037 and

2T037, located in the tankfarm normally withsteam heating coil.

• Prosthetic type, electric motor driven sludgepumps 1P029 and 2P029 (one for operationand one for stand-by)



• Fuel leakage and lube oil sludge tank ventpipe

The vent pipe is located at the highest pointon the tanks, allowing any gases to vent tothe atmosphere.

Quality

Each centrifuge in operation produces sludgewhich is of a fuel- water mixture.

Lube oil sludge and fuel oil sludge contain up to85% water.

The sludge is transferred from the centrifuges tothe sludge tank.

Two sludge tanks are installed at site, providingenough capacity for sludge storage should acontinuous disposal system not be ensured. Thetanks are provided with a mixing device to en-sure pump ability of the sludge. The storagetank includes a heating coil.



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13.1.3.2 Contaminated process water treatment and discharge system

Purpose

Prior to discharge, the collected contaminatedpower plant process water quality has to be inaccordance with the local standards and/or oth-er applicable international standards.

The contaminated water treatment system hasto be designed from case to case in order tomeet the required discharge standards.

Typical water cleaning systems for diesel powerplants, but not limited to, are:

• Gravitation coalescer working principle (Coa-lescer)

• Mechanical emulsion breaker working princi-ple (Oily water separator)

• Chemical treatment

Description

The hydrocarbon and water mixture enters thecoalescing element and flows from inside to out-side. This is where small droplets of dispersedphase liquid come together, or coalesce, as themixture moves through the depth of the coale-scer medium.

As oil coalesced within the unit, it rises to the topof the water surface where the oil accumulatesand builds a layer. The layer will continue to in-crease in size until a pumpout system or skim-mer discharges it either manually orautomatically.

Oil can be removed from he unit at any time;however, it must be removed prior exceedingthe maximum oil storage capacity rating of theunit.

Mechanical emulsion breaker

An oil water mixture is pumped through separa-tion profiles. Small oil droplets will transform intolarger drops by a coalescing process. The oildrops will be collected in a separate space anddischarged into a separate sludge tank. The de-oiled water will be discharged when it hasreached the required cleanliness. When this has

not been reached the oil water mixture is re- cir-culated automatically this until the correct levelis obtained.

Chemical treatment

After one pre- water treatment by means of theaforementioned systems the remaining contam-ination, i.e. zinc, copper, etc. which could pre-vent the power plant operator from dischargingit could be removed by an additional chemicaltreatment. The subsequent process to removethe water contamination comprises oil fission,neutralization and flocculation plus an additionalfiltration. After this additional process the cleanwater could be discharged into the admissiblesystem.

Components

• Oily water collecting tank

• sludge collecting tank

• oily water separator

• Coalescer

• Chemical treatment


The contaminated process waters have to becollected in sludge and/or oily watertanks. Ac-cording to the current local water cleanlinessguidelines one of the aforementioned typicalsystems could be applied in order to achieve therequired cleanliness level.

The entire cleaning process could be fully auto-mated and automatically controlled.

After the required water quality is reached thewater could be discharged into admissible sys-tem.



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Plant service and protection systems- drawings for all plants

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13.2 Plant service and protection systems- drawings for all plants

13.2.1 Schematic diagram treatment of contaminated process waters

Figure 13-1 Treatment of contaminated process water



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13.2.2 Components

13.2.2.1 Leakage oil/sludge module

Figure 13-2 Leakage oil /sludge module

1 Leakage oil tank2 Gear pump 3 Ball cock4 Non- return valve 5 Pressure indicator 6 Sludge pump7 Level switch8 Non return valve10 Connection box11 Dip stick12 Overflow safety device

N1 Sludge inletN2 Heavy fuel inletN3 VentingN4 VentingN5 Sludge with drawalN6 Sludge outletN7 Heavy fuel oil outletN8 Steam inletN9 Condensate outletN10 Drain from tankN11 Drain from tankN12 Drain from tankN13 Drain from tank



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13.2.2.2 Photograph of installed leakage oil/sludge module

Figure 13-3 Installation of leakage oil/ sludge module



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13.2.2.3 Detail drawing for sludge pit (2 chamber)

Figure 13-4 2- chamber sludge pit



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13.2.2.4 Detail sketch for sludge pit (3 chamber)

Figure 13-5 3- chamber sludge- pit



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Plant service and protection systems- drawing for 55 MW plant

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13.3 Plant service and protection systems- drawing for 55 MW plant



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13.3.1 Work air system

Figure 13-6 Equipment schedule for work air system - 55MW plant



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Figure 13-7 Schematic diagram for work air system - 55MW plant



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13.3.2 Sludge-, leakage-, HFO treatment- and discharge system

Figure 13-8 Equpiment schedule for HFO- treatment (sludge and leakage disposal)



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Figure 13-9 Schematic diagram for HFO treatment (sludge and leakage disposal)



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13.3.3 Heavy- fuel oil separator- module

HFO separator

Figure 13-10 Separator module for 55MW plant

10 Untreated HFO inlet11 Treated HFO outlet12 Return of untreated HFO to tank16 Steam inlet17 Condensate discharge18 Compressed air19 Water inlet94 Sludge outlet (oily)98 Vent



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Separators for 55MW plant

• Transport weight approx. 4350kg

• Operating weight approx. 5150kg



• The hoist should be mounted on a running railso that bowl parts can be moved from theseparator to a workbench.

Table 13-1 Separator module for 55MW plant

Hoist for separator

Figure 13-11 Hoist for separator - 55MW plant

Separator for Height H Height H1 Weight of bowl

mm mm kg

55MW power plantfor 380 cSt 50°C

2700 2100 380


Plant service and protection systems - drawings for 105 MW plant

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13.4 Plant service and protection systems - drawings for 105 MW plant



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13.4.1 Work air system

Figure 13-12 Equipment schedule for work air system - 105 MW pant



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Figure 13-13 Schematic diagram for work air system - 105MW plant



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13.4.2 Sludge-, leakage-, HFO treatment and discharge system

Figure 13-14 Equipment schedule for HFO- treatment (sludge and leakage disposal)



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Figure 13-15 Schematic diagram for HFO treatment (sludge and leakage disposal)



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13.4.3 Heavy- fuel oil separator - module

HFO separator

Figure 13-16 Separator - 105MW plant

10 Untreated HFO inlet11 Treated HFO outlet12 Return of untreated HFO to tank16 Steam inlet17 Condensate discharge18 Compressed air19 Water inlet94 Sludge outlet (oily)98 Vent



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Separators for 105MW plant

• Transport weight approx. 6,790kg

• Operating weight approx. 7,990kg



• The hoist should be mounted on a running railso that bowl parts can be moved from theseparator to a workbench.

Table 13-2 Separator - 105MW plant

Hoist for separator

Figure 13-17 Hoist for separator - 105MW plant

Separator for Height H Height H1 Weight of bowl

mm mm kg

105MW power plantfor 380 cSt 50°C

2740 2140 380


Kap

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14 Buildings


Kap

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Descriptions for engines V32/40 and V48/60

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14.1 Descriptions for engines V32/40 and V48/60

14.1.1 Power HousePDS: 30 100, 30 110, 130 30, 120 30

Design

Purpose

The power house is an essential element of thesingle floor power plant developed by MANB&W Diesel.

Components

The power house basically consists of

• Skeleton framework, preferably of steel

• Single sleeve foundation/block foundation

• Exterior stone wall

• Roof made of multiple layer trapezoidal slapswith insulation

• Even concrete floor

Description

• Skeleton framework and foundation

For the skeleton framework and the founda-tion a static calculation and a stability surveymust be issued taking into consideration thefollowing local conditions:

- Wind velocity

- Earthquakes

- Soil bearing capacity

These calculations must also take into ac-count the load data from the assembly layoutby MAN B&W Diesel as well as load due toearthquakes, wind, sand and snow.

Generally, MAN B&W Diesel assumes a nec-essary soil bearing capacity of 200 kN/m2.

If this soil bearing capacity is not achieved bythe natural conditions, it must be obtainede.g. by

- Soil replacement

- Soil compaction

- Pile foundation

The experience shows that the skeletonframework of the power house should prefer-ably be a steel construction because of thetime advantage compared to other construc-tions.

• Exterior stone walls

MAN B&W Diesel recommends hollow blocksof 24 cm thickness that are generated suffi-cient for all applications and regions.

The walls are plastered on the interior and ex-terior.

MAN B&W Diesel recommends to paint thewalls inside the power house with an oil- re-sistant coating up to approx. 1.5m height.Epoxy painting has shown good results.



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Table 14-1 Main data of exterior stone walls

• Multiple layer trapezoidal roof slabs

Table 14-2 Main data of multiple layer trapezoidal roof labs

Figure 14-1 Multiple layer trapezoidal roof slabs

1 Sheets with trapezoidal corr.2 Air layer vented3 Foil4 Mineral insulation 60mm5 Sheets with trapezoidal corr.

• Concrete floor

The concrete floor must meet the load valuesgiven in the MAN B&W Diesel layout. As well,it is to be painted with an oil resistant, non-slip coating. Texture epoxy painting haveshown good results.

The local regulations concerning material andthe local potentials for its selection are to beacquired. As well, the concept arrangementis to be checked with regard to local regula-tions concerning noise and other local re-quirements.

Material Thickness

cm

Apparent wall density

kg/dm3

Weight

kg/m2

Heat transition coefficient K

W/m2 x K

without plaster

Sound attenuation RW

with plasterwhithout plaster with plaster

whithout plaster

Light concrete, solid or hollow block stone walls, support-ing wall

20 1,2 290 240 2,2 50 48

24 1,2 340 290 1,9 52 50

Material Weight

kg/m2

Heat transition coefficient K

W/m2 x K

Sound attenua-tion RW

Multiple layer construction

Layer 1: Sheets with trapezoidal

corr. 0.8mm

29 0.60 30

Layer 2: Air layer vented 40mm

Layer 3: Foil

Layer 4: Mineral insulation 60mm

Layer 5: Sheets with trapezoidal

corr. 1.2mm



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Further, local fire regulations are to be con-sidered.

The ferroconcrete, roof slab, walls, doors,gates and windows must meet the demandsof the local regulations.

In the electric annex an elevated floor with therequired load capacity is used for the installa-tion of the control cabinets.

• Sound

If a window between control room and engineroom is desired, MAN B&W Diesel recom-mends a special vintrification with an insula-tion property of 65dB(A).

The sound level in the control room must un-dershoot 50dB(A).

Also see chapter 15.6 "Noise investigation",page 15-27.

• Bringing in openings

For bringing in engine/ gensets and heavyequipment, well dimensioned bringing- in-openings are required, for instance:

- 15x 7m for 18V 48/60 engine

- 14x 6m for 18V 32/40 genset

• Conduits

The conduits used by MAN B&W Diesel havethe following advantages:

- The floor surface is plane

- The floor surface can be carry load

- The conduit openings can be closed, thusthe conduits are free of dirt

- Simply assembly

For each power plant check if type, numberand arrangement of the conduits comply withthe heat dissipation necessary due to ambi-ent conditions.

Typical arrangement of conduits

The following figures show a typical arrange-ment of cable conduits respective cable routingin the power plant. Here 25MW and 55MW plant.

Figure 14-2 Typical cable conduits in power house- 25MW plant



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Figure 14-5 Cable conduit in power house - 55MW plant


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Figure 14-6 Cable conduits in power house- 55MW plant



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Figure 14-7 Cable conduits in power house- 55MWplant


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Skeleton framework

MAN B&W Diesel has developed a system which allows to configurate different sizes of powerhouse with certain basic modules.

The following drawings show such raster graphics for both:

- power house for engine 32/40 as well as for

- Power house for engine 48/60

Figure 14-8 Rastergraphic of power house for engine 14V32/40


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Figure 14-9 Rastergraphik of power house for engine 14V32/40



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Figure 14-10 Unitised rastergraphic of power house for engine 14V32/40

1.) Electrical equipment has to be determinedfinally with the electrical contractor

2.) Whether this option will be executed de-pends on the remaining space in view ofelectrical equipment and the requirementsby the customer


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Figure 14-11 Rastergraphics of power house for engine 18V48/60


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Figure 14-12 Rastergraphik of power house for engine 18V48/60



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Figure 14-13 Unitised rastergraphik of power house for engine 18V48/60



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Item plans

Furtheron these raster- modules have been calculated.

The results (beam size) are given in a so called itemplan, which also shows the necessary founda-tion size. This can be seen on the following figures.

Figure 14-14 Item plan of power house for engine 14V32/40 (cross- section)


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Figure 14-15 Item plan of power house for engine 14V32/40



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Figure 14-16 Itemplan of power house for engine 14V32/40 (longitudinal section)



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Figure 14-17 Item plan power house for engine 14V32/40 (Ground floor with foundation measurement)



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Figure 14-18 Item plan of power house for engine 18V48/60 (cross- section)



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/

Figure 14-19 Item plan of power house for engine 18V48/60



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Figure 14-20 Itemplan of power house for engine 18V48/60 (longitudinal section)



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Figure 14-21 Item plan power house for engine 18V48/60 (Ground floor with foundation measurement)



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Thereafter a series of photographs demonstratethe development of erecting a power house:

• Stub up the site

• Replacement of soil

• Place the prefabricated foundations

• Place the Form work

• insert the prefabricated reinforcement

• Install the prefabricated steel construction.

Also framework with reinforced concrete is pos-sible as shown in the latest photograph.

Figure 14-22 Original state of construction site



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Figure 14-23 Replacement of soil

Figure 14-24 Foundation of mechanic annex of power house



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Figure 14-25 Foundation of electrical annex of power house

Figure 14-26 Placement of prefabricated concrete walls on electrcal annex



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Figure 14-27 Placement of form work for engine foundtion

Figure 14-28 Erection of steel construction of power house



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Figure 14-29 Foundation of power house for engine V32/40

Figure 14-30 Framework of power house made of rein-forced concrete - engine V32/40




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Figure 14-1 Foundation of power house for engine V 32/40

Figure 14-2 Framework of power house made of reinforced concrete - V 32/40


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14.1.2 Power House Ventilation system

Purpose

The heat loss is dissipated from the powerhouse by forced ventilation to achieve tolerableroom temperatures for the personal operatingand maintaining the power plant.

Design

• The direction of air flow must be from thegenerator to the engine. This precludes thepossibility of generator windings being fouledby oil.

• The exhaust air opening must be arrangedand designed in such a way, that the heatedair can freely escape even during windy con-ditions.

• The pressure difference between the atmos-phere outside and inside the power houseshould not exceed 5mm W.C., having in mindthe force required to open the power housegates.

• The air flow of the ventiation units in the pow-er house should pass the engines symmetri-cally, see Figure 14-3, Page 14-31.

• It should be possible to reduce the air flow atlow ambient temperatures to avoid strongcooling in the power house. This may beachieved by two- step ventilators with star-triangle- control or by switching off singleventilators. The symmetrical air flow to theengines must be maintained.

• The control cabinets in the power house musthave, at least an own ventilation with filterpads in order to exceed the allowed operat-ing temperature. At higher temperatures afaultless operation of the electrical controls isnot guaranteed.



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Figure 14-3 Air flow in power house - sectional view - example for 55MW power plant



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Figure 14-4 Air flow in power house - top view - example for 55 MW power plant



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Calculation of air flow rate

The required air flow rate is calculated by the fol-lowing formula:

cp = 1.01 [kJ/kgK] const. between -10°C up to 55°CV Necessary air volume [m3/h]Qeng Radiant heat loss from engine, calculated by pro gramme "Projedat" [kW]Qgeno Heat loss from generator to be disspated [kW]Qeqp Heat loss from auxiliaries [kW]Qs Heat due to solar radiation [kW]∆Τ Admissible temperature increase in power houseϕ Specific air weight [kg/m3]

Calculation of heat loss

• Radiant heat loss from engine (Qeng)

Calculated by programme "Projedat"

• Heat loss from Generator to be dissipated(Qgeno)

Mandatory specification by generator con-tractor or rough calculation by the followingformula:

According to experiences values, ngeno variesbetween 96%...98%.

• Heat loss from auxiliaries(Qeqp)

Qeqp ≅ Qeng x 12% [kW]

Value due to experience: approx. 12% ofheat loss from engine.

• Heat due to solar radiation (Qs)

Value by experience: approx. 8% of heat lossof engine, or to be calculated by the followingformula:

Qs = S x f x A [kW]

S = 1.33 ... 1.42 kW/m2 (solar constant)f Absorption factorA Roof area [m2]

The literature shows a dependency between ab-sorption factor f and K- value (heat transmissioncoefficient), see figure below.

A tin roof has a K- value of 6.1 W/m2K. Tin roofsare not recommended due to their insufficientsound insulation and high heat transmission.

MAN B&W diesel recommends custromary roofslabs with insulation layer of 60 mm with a K-value of 0.6 W/m2K.

V = (Qeng + Qgeno + Qepq) x 3600

ϕ x ∆Τ x cp

Qgeno

≅ 100 − ηgeno

100x Peng [kW]



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Figure 14-5 Building heat transmission due to solar radi-ation

The K- value given in the figure above results inthe negligible heating of the building by solar ra-diation. For savety reasons, calculate with an in-terim value and take the above mentionedexperiences values into account.

This results in the simplified formula for the cal-culation of heat transmission by solar radiation.

Qs ≅ Qeng x 8% [kW]

The specific air weightis calculated using airpressure and design temperature:

Tn = 288 Kpn = 1,01325 barϕn = 1,2255 kg/m

3

The barometric pressure is calculated simplifiedusing the installation height of the power plant:

The admissible heating (∆Τ = admissible tem-perature increase in the power house) of the in-put air of the power house is given in thefollowing figure. ϕ = ϕn x Tn x p

pn x T[kg/m

3]

ρ = 1013.25 x (1 – 22.57 x 10 –6 x H )5.255

ρ = [mbar]



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Figure 14-6 Recommended difference of air temperature in the power house depending on ambient air temperature



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Example:

Input data

Engine ...........................................18V 48/60

Ambient temperature .............................35°C

Installation height............73m above sea level

Figure 14-7 Calculation of heat to be dissipated per genset (example) and required air flow

Second calculation as control

Calculation of expected temperature increasewith air flow rates acc. Table 14-3, Page 14-37.

cp = 1,01 kJ/kgK

Expected temperature increase

∆T = 19°C

Due to this calculation MAN B&W Diesel recom-mends the air flow rates given in Table 14-3,Page 14-37, for diffent engine types and cylindernumbers at an ambient temperature of 35°C, aninstallation height of 73m above sea level and adesign condition of 35°C.

Parameter Abbreviation Unit Value

Engine output % 100

Engine output at site kW 18,900

Ambient air temperature T1 °C 35

Admissible temperature increase inside power house ∆T °C 19

Barometric pressure P mbar 1004,5

Specific air weight 73m above sea level and ambient air temperatur ϕ kg/m3 1.136

Heat to be dissipated

Engine heat loss (according to projedat calculation) Qeng kW 638

Generator Qgeno kW 567

Plant auxiliaries (12% of engine heat loss) Qeqp kW 77

Thermal prosperties of buildins (8% of engine heat loss) Qs kW 51

Total heat to be dissipated per genset kW 1,333

Minimum required volumetric air flow rate per engine V m3/h 220,055

∆T = (Qeng + Qgeno + Qepq + Qs) x 3600

ϕ x V x cp



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Table 14-3 Recommended air flow rates for power house ventilation (example)

As ambient temperatures are often above 35°CMAN B&W Diesel recommends to increase thevalues given in the above table in such cases by10 - 15%.

Recommended minimum volumetric air flow rate per engine [m3/h] up to 35°C ambient

temperature

Enigne 12v 14V 16V 18V

32/40 80,0000 95,0000 110,000 120,000

48/60 150,000 175,000 - 225,000



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14.1.3 Power House craneThe crane inside the power house is a mainte-nance crane to

• Remove pistons

• Remove cylinder heads

• Remove turbochargers, and

• Handle the accessories.

The lifting capacity usually is

• For plants with engines V32/40....................2t

• For plants with engines V48/60....................5t

The power house cranes should have two speedlifting and traveling

• Lifting: hoisting speed

Slow motion lifting..........................0,6 m/min

Normal lifting.....................................4 m/min

• Travelling: cross travel speed

With load...........................................5 m/min

Without load....................................20 m/min

• Travelling: long travel speed

With load..........10 m/min

Without load...........40 m/min

The crane hook has to go down and the cranecontrol must be accessible from the powerhouse floor ( ± 0,00).

The crane is controlled from the floor by a push-button panel suspended from the crane. It ismovable by hand and designed for indoor serv-ice.

For each project the following parameters are tobe determined in detail:

• Span of the crane

• Lenght of the crane runway, and

• Design of the crane rails.

Usually

• The crane runway is included in the deliveryof the building, and

• The crane rails are included in the delivery ofthe crane.

The delivery of the cranes usually includes thepower supply as contact line, preferably on theside of the power house that is turned away fromthe exhaust duct, with

• Control and power element, and

• Manual emergency- off- switch includingsupply line to contact line.

The checking of the crane on site is performedby authorised person.

Figure 14-8 Typical power house crane ( single beam crane)



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14.1.3.1 Sole plate 48/60

The admissible tolerances for the spring vibration dampers are:

• Plane parallism of the spring body itself (surface towards the installation surface): 2mm absolute

• Deviation in height of one spring body to the neighbouring spring body: 3mm absolute

• Plane parallism of the entire foundation surface (resp. foundation strips): 10mm absolute

Figure 14-9 Typical foundation for genset and maintenance platform with outline drawing - engine V48/60



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Figure 14-10 Typical foundation for genset and mainte-nance platform with outline drawing - engine V48/60

Table 14-4 Typical foundation for genset and mainte-nance platform with outline drawing - engine V48/60


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Figure 14-11 Formwork drawing for sole plate - engine V48/60


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Figure 14-12 Excerpt of reinforcement for sole plate - en-gine V48/60



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14.1.4 Pump House, fuel treatmentPump house and fuel treatment station for oper-ating media are located near the tank farm in or-der to achieve short suction pipes.

Adequate ventilation of the pump house andtreatment statiion is obligatory.

Final location of the equipment and final dimen-sions of the building in case of order.

Figure 14-13 Proposal for fuel treatment and pump house



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14.1.4.1 Ventilation of the separator room

Make sure to arrange the air supply and extrac-tion pipe so as to ensure that

• the separator room is ventilated efficiently,

• the admissible room temperature - generally

max. 45 °C (113 °F) - is not exceeded. Thedecisive factor in this connection is the de-sign of the electrical equipment.

Figure 14-14 Example for the installation of a ventilation system

Air renewal rate referred to room volume -guide values

Table 14-5 Air renewal rate - guide values

Table of air quantities per separator

Table 14-6 Table of air quantities per separator

renewal rate[times/h]

For small, closed separator rooms 30 - 50

For large separator rooms 15 - 20

For niches within engine room 50 - 70

Size of separatorthroughput [m3/h]

Air quantity[m3/h]

approx. 1.1 - 1.7 30

approx 1.8 - 4.5 100

approx. 3.0 - 10.0 150



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Figure 14-15 Inside view of pump house and treatment plant of a executed power plant

Figure 14-16 Piping between pump house, tank farm and power house of an executed power plant



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14.1.5 Unloading and weighting stationPDS: 13040

Unloading and weighing station for operatingsubstances are located near the tank farm.

Figure 14-17 Weighing station and unloading station of an executed power plant



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14.1.6 Work shop and stores

Figure 14-18 Proposal for workshop and store buildings



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Workshop and stores

Figure 14-19 Proposal for workshop and store buildings

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15 Project engineering


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Minimum data for quotation of MAN B&W Diesel stationary power plant

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15.1 Minimum data for quotation of MAN B&W Diesel sta-tionary power plant

1. Introduction

It is absolute necessary to obtain basic informa-tion on the projectbefore starting the tenderingprocess. To ensure the best quality of quotationthe MAN B&W Diesel sales manager is respon-sible that the following data sheets are complet-ed (whenever important).

Missing information must be considered as notrelevant then.

2. Customer

3. Required service from MAN B&W Diesel

4. Required plant power output

5. Preferences for Diesel gensets

6. Site location

Company name

Type of activity

Project- name

Contact person

Telephone- no.

Telefax- no.

E- mail- adress

Budgetary quotation

Fixed price quotation

Technical data + spec./simplified

Technical data +spec./detailed

Required supply date for quotation/ spec.

Estimated date for order/ project start

Target date for comple-tion of project

Electrical power MW

Measuring point

Thermal power MW

Operation mode Mains par-allel [MW]

Island [MW]

Heat export [MW]

Base load

Peak load

Stand- by (backup only)

Stand-by/ peak load (back-up only)

Number/ Diesel engine type

x

Engine speed prefer-ence

No Yes rpm

Frequency Hz

cos ρ

Country, town

Nearest dest. harbour for unloading

Nearest airport



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7. Ambient conditions

Earthquake intensity scale (extract)

8. Voltage levels

9. Main parallel operation/ grid quality

10. Island mode operation, special consumersquality of alternator voltage

1) Detailed information about non- linear currents (for aechharmonics) and max allowable voltage distortion factorKu to be attached.

2) Additional information/diagrams to be attached.3) Additional load diagram to be attached .

Remarks:

____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Installation height m above sea level

Ambient tempera-ture

> °C Ø °C < °C

Design tempera-tures for guaran-tees

°C

Typical wet bulb temp.

°C

Relative humidity > % Ø % < %

Dust content in the air

Cement Sand Salt

Max. wind velocity mph km/h _______

Seismic conditions, transverse acceler-ation

% g (percent of g = 9.81 m/s2)

Seismic zone MM (Modified Mercalli 1956)

MM Description Acceleration [%g]

I Imperceptible < 0.1

IV Moderate 0.5 ... 1

VI Strong 2 ... 5

VII Very strong 5 ... 10 (0.1g)

VIII Destructive 10 ... 20 (0.2g)

XII Major disaster > 200 (>2g)

High voltage level/ mains voltage

kV

Medium voltage level/ alternator voltage

kV

Low voltage level/ auxil-iary voltage

V

Mains voltage variation dU > 10%

No dU = + V dU= - V

Mains frequency varia-tion df > ± 3Hz

Mains short circuit capacity

MVA kV

Main stability approx

Non- linear consumers (e.g. AC- drivers)

No Yes

continuous unbalanced load (l2/l1 > 8%)2

No l2/l1= %

Special load pattern required

No Yes

Max. load application p.f.

Max. variation

Max. load rejection p.f.

Max. variation



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11. Maximum operation hours per genset

12. Type of cooling system

13. Type of liquid fuel

14. Gaseous fuel for gas / dual fuel engines

Base load hours/year

Peak load hours/year

Radiator X

Cooling tower

Available water quan-tity for cooling tower

m3/h

River water

Inlet water temper-atur

Quantity

Return water temper-ature

>/= °CØ °C</= °C

m3/h

>/= %Ø %</= %

orAccording to world

bank standard dT = 3K

Sea water

Inlet water temper-atur

Quantity

Return water temper-ature

>/= °CØ °C</= °C

m3/h

>/= %Ø %</= %

orAccording to world

bank standard dT= 3K

Heavy fuel oil

Diesel fuel oil

Crude oil

Fuel analysis available No

Yes, see

Viscosity cSt

Density kg/dm3

Crude oil flash point °c

Sulphur content % weight

Natural gas

Associated gas

Supply pressure (over-pressure)

barg

Supply temperature °C

Lower calorific value kJ/kg

Methane number

Gas analysis No

Yes, see



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15. Tank farm

16. Heat recovery system

Exhaust gas heat recovery for internal plant heatconsumption only

Heat export for external consumption

17. Noise requirements

18. Exhaust gas emissions

HFO storage capacity days full operation

LFO storage capacity days full operation

Special requirements

With steam 8barg

With thermal oil

Steam heat No Yes

Steam flow t/h t/h

Steam pressure barg

Steam temperature °C

Condensate return tem-perature

°C

Amount of condensate return

%

Thermal oil heat No Yes

Power demand MW MW

Thermal oil return capac-ity

°C °C

Thermal oil output tem-perature

°C °C

High temperature heat (HT) Usable temp.range: 62 ... 87°C

No Yes

Power demand MW MW

Return water tempera-ture

°C °C

Output water temper-ature

°C °C

Low temperature (LT) required, Usable temp.range: 25 ... 31°C

No Yes

Power demand MW MW

Return water temperaure °C °C

Output water tempera-ture

°C °C

Special requirements No Yes

Allowable noise level at measuring point/ location for noise (e.g. distance from powerhouse premises boundaries)

< dB(A)

Direction

Emission requirements No Yes

Acc. world bank standard 1998

No Yes

Acc. to other require-ments

No Yes, see

NOx mg/Nm3

SOx mg/Nm3

CO mg/Nm3

HC mg/Nm3

PM mg/Nm3

Rederence oxygen con-tent

% O2, dry



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19. Exhaust gas treatment system

Eyhaust gas treatment system

No Yes

DeSOx scrubber system with limestone

No Yes

DeSOx scrubber system with NAOH

No Yes

DeSOx Scrubber system with SCR cathalyst

No Yes



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20. Scope of supply Mechanical system

MDB Customer N/A Remarks

Engine(s)

Alternator(s)

Auxiliary systems in power house

Engine cooling system(s), see "Type of cooling system", page 15-5

Exhaust duct, stack system(s)

Heat recovery system(s), see "Heat recovery system", page 15-7

Pump/ fuel modules in pump house

Piping inside power house

Piping outside power house

Tank farm

fuel/ lube oil unloading station

fire detection/ fighting system

Service/ working pressure air system

Steel construction for auxilia-ries

Steel construction for mechani-cal scope

Sanitary installations



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Electrical system

Please indicate number of components (if re-quired)

Single line diagram to be attached, Interconnec-tion to existing switchgear / system to be clearlymarket.

MBD Customer N/A Remarks

High voltage transmission line

High voltage-switchgear

Step- up transformer

MV- switchgear

Exhaust duct, stack system(s)

Station transormer(s)

Low- voltage main distribution

Low- voltage -sub distribution

Emergency7 blackstart genera-tor

Neutral earthing system

Tank farm

DC- supply system

Engine control/ protection sys-tem

Alternator control /protection system

Common plant control system

Communication/ telephone system

Electric system, e.g. light, sockets....



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Civil works / buildings / areas

MDB Customer N/A Remarks

Plant area/ site preparation, soil tests

Engine/ auxiliary foundations

Powerhouse construction

Pump house / fuel treatment house

Administration building

Workshop/ store building

Guard house

Tank farm

DeSOx- plant

Fire fighting station

Fuel/lube oil unloading station

Plant sewage system

Rain water drainage system

Oil/ water separator

Plant area: Roads, parking, illu-mination

Temp. installation for erection/ comm.



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21. Services by MAN B&W Diesel

Remarks:

______________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

22. Pricing/ calculation factor for quotation

23. Final Remarks

__________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Signature of sales manager/ date:

Delivery to

European North seaport FOB

Nearest dest. harbour, see "Site location", page 15-3

CIF

See "Site location", page 15-3

CIP

See "Site location", page 15-3

DDU

Site service

Complete erec-tion (turnkey)

No Yes

Erection/ installa-tion supervision

No Yes

Commissioning No Yes

Training at site No Yes

Training in factory No Yes

Acceptance/ relia-bility test

No Yes days

Additions

Commissions + %

Leadership fee for con-sortial partner

+ %

Bank fees + %

Insurance fees + %

Additional/ special costs (SEK)

+ %

+ %

+ %



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Available site layout / plant area



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Desired sinlge line diagram



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Engineering service for planning a power plant

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15.2 Engineering service for planning a power plantPDS: 210

Software

MAN B&W Diesel uses the following software todesign a power plant:

• For layout, genset, genset foundation anddrive- arrangement:

CADAM- system

• For diagrams:

Intergraph PDS-2D

• For exhaust system

Intergraph:

- Frameworks

- Equipment modelling

- Drawing manager

MicroStation

• For accessories

Intergraph

MicroStation 2D

• For installation plans:

Intergraph PDS- 3D with sub- programmes

- Frameworks for steel construction

- Equipment modelling

- Drawing manager

- Piping application with additional pro-grammes

Pipe support extractor (PSE) for pipe supportdrawing

Ortogen for drawing derivates 2D

Speedicom (construction application for con-crete)

MDP- Manager for bills of material

Planning documents

MAN B&W Diesel submits the following docu-ments for a power plant:

• Genset drawing with

- Steel frame as lube oil service tank

- Drive (engine and generator)

- Maintenance platform

- Genset alignment instructions

• Sole plate drawing

Genset foundation for Diesel engine and gen-erator

• Layout/foundation plan

The layout/foundation plan describes the de-mands on the civil construction in order toenable the proper installation of the mechan-ical and electrical equipment of the powerplant.

Among others, it serves to design the con-struction. The asseccories are thereforeshown in their approximate position.

The relevant load values are given in thisdrawing.

• Flow charts

Flow charts are pipe and instrumentation di-agrams (P&ID) and include all pipings, fit-tings, modules, components and theirinstrumentation.

• Intake air system and exhaust gas system

These drawings include all important infor-mation for the installation of the system andthe relevant loads for the design of the civilstructure.

• Drawings of modules and components (mod-els)

These 3-D models are transferred to the in-stallation planning.



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• Concept study

A concept study basically shows the layoutwith detailed information concerning:

- Genset

- Accessories

- Intake air system and exhaust gas system

- Piping (approx. 50% to 80% of all pipesexceeded DN50)

- Main cable routes

This document serves as a basis for disscu-sions with the client. It is preliminary phase ofthe installation plan.

• Equipment location plan

The equipment location plan shows the posi-tion of the accessories with exact measures.

• Pipeline installation plans

Pipeline installation plans are plan views andside views showing the exact position of allpipelines.

• Pipe isometric drawings

Isometries are special drawings of the pipeswith exact positions of all fittings, measuringspoints, pipe supports and further installationparts. The isometries are not drawn to scale.they are used for the prefabrication of pipes.

• System isometry

This drawing shows all pipes of ons system,e.g. lube oil system or cooling water system,inside and outside of the power house in iso-metric display.

• Pipe support drawing

The pipe support drawing shows all informa-tion on the type and function of the supports(degrees of freedom). As well, the loads to becarriedby the supports are stated.

The implementation planning due to static re-quirements and the connections is incum-bent on the company carrying out theconstruction.

• Support location plan

The support location plan shows the positionof the support in all three dimensions.

Installation drawing of the exhaust gas boiler

This drawing showsthe installationof the boil-er in the exhaust gas plant and the pipes forthe heating medium.

• Additonal steel structure plan

This plan covers the steel constructions re-quired in addition to the pipe supports, e.g.monorails , walkways or pipe bridges.

• Tank Farm: clean lube oil tank, HFO- storagetank, Diesel oil storage tank

Installation and pipelining drawing

Also see Chapter 12.1 "Tank farm - descrip-tion for all plants", Page 12-3

• Drawing of main cable routes

• Drawing of entire earthing

• Construction planning/ construction draw-ings

• Electric planning

Norms and standards

For the planning and delivery of a power plantthe following norms and standards are available:

• DIN / EN

• ISO

• VDE

• IEC

Also see the following documents:

• Chapter 15.3 "Timetable and milestones",Page 15-19

• Chapter 15.4 "Piping with related fittings,seals, armatures", Page 15-25

• Chapter 16.1 "Symbols", Page 16-3

• AD2000, Rules of the German " Arbeitsge-meinschaft Druckbehälter" (work group onpressure vessels).



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Timetable and milestones

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15.3 Timetable and milestones



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Piping with related fittings, seals, armatures

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15.4 Piping with related fittings, seals, armaturesPDS: 100

Piping scope

The piping inside the power house, included inthe scope of supply, is determined to meet thelayout requirements according to the layout pro-posal.

The piping outside the power house, included inthe scope of supply, is determined to meet thelayout requirements according to the site draw-ing proposal.

Additional equipment to be connected to thepiping will be supplied with counter flanges,screws, seals and fastening material.

Piping supports belong to the civil part.

In general the piping for the various systems willbe supplied in straight length, with the neces-sary pipe bends, seals, bolts and flanges andwith the welding electrodes required for assem-bly

Piping standards

Piping for

• Lube oil....................ISO 3304 resp. ISO 4200

• Cooling water...........ISO 3304 resp. ISO 4200

• Fuel..........................ISO 3304 resp. ISO 4200

• Exhaust gas..................................DIN 86009

• Compressed air.......................ISO 3304 resp................................................DIN 2391/2448

• Control air........................................DIN 1754

Piping installation

Necessary flanges for

• Coolingwater.......................DIN 2633-C resp......................................................DIN 2576-B

• Lube and fuel oil..................DIN 2633-C resp......................................................DIN 2576-B

• Intake and exhaust gas..................DIN 86044

• Compressed air............................DIN 2635-N

Piping painting

The piping will be complete blue- grey RAL-No.7031 with rings or stripes according to the col-our table below and direction arrows.

Insulation

If contained to the scope of supply, insulatingmaterial for pipes and tanks will be mounted.

Medium Colour RAL.No.

Lube oil Yellow orange 2003

Oil mist Yellow orange 2003

Cooling water (HT) Yellow green 6018

raw water piping Azure blue 5015

Charge air cooling (NT) Yellow green/ black stripes

6026

Diesel oil (MDO) Zinc yellow 1018

Heavy fuel oil (HFO) Loam brown 8003

Gas Zinc yellow/ black stripes

1017

Combustion air Pure white 7001

Pressurised air Pure white 9010

Control- air for water Yellow green 6018

Control- air for oil Yellow orange 2003

Heat recuperation Flammig red 3000

Condensate inside Red lilac 4001

Condensate outside Flammig red 3000

Drainage Pure black 7010

Exhaust gas Grey or alumin-ium bronze

7000/9006

Engine (with steel frame)

Blue grey 7031

Alternator Blue grey 7031



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Piping classification

Figure 15-1 Ecerpt of piping classifcation part1



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Typical drawings generated from plant design

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15.4.1 System - isometric - lube oil


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15.5 Typical drawings generated from plant design

15.5.1 Steel support construction


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15.5.2 Pipe- isometric


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Photoseries of existing power plants

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15.6 Photoseries of existing power plantsThe following photo series show the user-friendly arrangement of the equipment and thepipe installation on a executed power plant withV48/60 engines. All relevant components areeasily accessible for maintenance. Also parts

can be moved by means of cranes or hoists ifnecessary.

The following figure shows auxiliaries at the el-evated level with walkway on the free engine endwith the access to the auxiliaries.

Figure 15-4 Engine free end side



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The next figure shows the maintenance platformof the engine with starting air bottle, air inlet ofthe power house ventilation, control box for al-

ternator and at the front, the arrangement of thelube oil purifier.

Figure 15-5 Intake air for power house ventilation, start-ing air bottle and lube oil separator



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The next figure shows the main lube oil pumpwith delivery pipe to lube oil module.

Figure 15-6 Main lube oil pump with lube oil module



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Elevated walkway in front of MCC, and coolingwater pumps, HT and LT, with pipe installation.

Figure 15-7 Cooling water pumps



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Walkway on floor level between lube oil moduleand cooling water pumps, HT and LT, with hoistbeam at the top.

Figure 15-8 Cooling water pumps and Hoist beam



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Noise investigation

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15.7 Noise investigation

Figure 15-9 Noise map estimation for a 55MW power plant with 3 x engine 18V 48/60


Noise investigation

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Design of Diesel power plant

Standards and conditions:

Noise immission levels shown in noise map to be calculated acc. VDI2714 and ISO 9613- 2Free field conditions, not considering reflections, ambient/externanl noises, meterological influences, etc...Preliminary estimations, nozt binding.

Standard design with el. annex at the long side of the power house

No. of engines 3

Center of coordinates system (X = 0, Y = 0) wall of mech. annex and centerline of DG set No.2

Type of engines (32/40 or 48/60) 48/60

No. of Cylinders 18

Frequency of electrical system 50 Hz

No. of loading bays in power house 1

height of exhaust gas stacks 32 m

Type of cooling 1 Radiator cooling

No. of step- up/ Station transformers 1 1

Design of acoustic measures and acoustic data of components:

Combustion air inlet silencer 30 dB(A)

Exhaust gas silencer 25 dB(A)

Sound press. lev. of p.h. ventilation inlet 80 dB(A) in 1m distance

Silencer of power house ventilation inlet 15 dB(A)

Silencer of power house ventilation outlet 15 dB(A)

Attenuating capacity of walls 50 dB(A)

Attenuanting capacity of doors 30 dB(A)

Attenuating capacity of roofs 30 dB(A)

Sound press. lev. of radiator cooler 85 dB(A) in 1m distance

Sound press. lev. of step- up transformator 85 dB(A) in 1m distance

Sound press. lev. of station transformer 60 dB(A) in 1m distance


Noise investigation

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Figure 15-10 Site plan


Noise investigation

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Figure 15-11 Decrease of noise with distance


Miscellaneous

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15.8 Miscellaneous

Painting of the supplies equipment

The outher surface of the Diesel generating setswill be delievered with contracted coating.

The pipng and installation material will be deliev-ered with untreated outher surface, seaworthypacked. Parts made of aluminium, non- ferrousmetals or plastics and galvanised parts might bepaked for overlnd transportation.

Auxiliary equipment is delievered in the originalcolour as supplied by the sub- supplier.

Torsiograph and vibrograph measurements

Torsiograph and vibrograph measurements arenot included.

Weights

Stated weights have a tolerance of +/- 5% anddo not include packing or water and oil fillings ofthe plant


Miscellaneous

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Kap

itelti

tel 1

6.fm

16 Appendix


Kap

itelti

tel 1

6.fm


Symbols

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16.1 Symbols


Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Symbols

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Marking instruction for power plant components

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16.2 Marking instruction for power plant components


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Code for accessories

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16.3 Code for accessories



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Abbreviations

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16.4 Abbreviations

BSI British Standards Institute

CCAI Calculated Carbon Aromaticity Index

CIMAC International Council on Combus-tion Engines

DIN Deutsches Institut für Normung (German Institute for Standardisa-tion)

EN European Norm

FGD Flue Gas Desulphurisation

HFO Heavy fuel oil

HT High temperature

ICS International Chamber of Shipping

IEC International Electrotechnical Commission

IEEE Institute of Electrical and Electron-ics Engineers

ISO International Standard Organisa-tion

LT Low temperature

m3 (STP) Cubic metre at stnadard tempera-ture and pressure

MDO Marine Diesel oil

MGO Marine Gas oil

NFPAU National Fire Protection Associa-tion (United States of America)

P&ID Pipe and instrumentation diagram

PLC Programmable logic controller

TRbF Technische Regeln für brennbare Flüssigkeiten (German technical Rules on inflammable Liquids)

VbF Verordnung über brennbare Flüs-sigkeiten (german Regulations on inflammable Liquids)

VDE Verband der Elektrotechnik, Elektronik, Informationstechnik (German Association for Electrical, Electronic and Information Tech-nologies)


Abbreviations

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Conversion of Units

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16.5 Conversion of Units


Conversion of Units

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Conversion of Units

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Conversion of Units

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Flow rate and velocity diagram for liquids, gases and vapours

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16.6 Flow rate and velocity diagram for liquids, gases and vapours

The guide values for designing the nominalwidth of systems are definedin the following fig-ure.

Figure 16-1 Flow rate and velocity diagram

Flow rate and velocity diagram for liquids, gases and vapours

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Calculation of the system resistance and adjustment of the centrifugal pump to the service point

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16.7 Calculation of the system resistance and adjustment of the centrifugal pump to the service point

The centrifugal pump is to be designed in orderto:

• overcome the flow resistance in the system

• maintain the necessary pressure, e.g. beforeand after the diesel engine (prevention ofsteam bubbles) and

• guarantee the required flow quantity of thecoolin medium

Procedure:

1.) Calculation of the system resistance and de-termination of the necessary pump head.

The pump head may not be selected to narrow.A safety factor of 10% should be possible foraccurate adjustment.

2.) Calculation of screen diameter

The selected centrifugal pump should have a"steep" flow rate- height- refernce curve to ena-ble stable operation.

Figure 16-2 Orifice

Figure 16-3 System resistance

Figure 16-4 Flow rate height reference curve (Q- H- dia-gram)

1) Operating point with orifice2) Operating point without orifice



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Q1 is the required flow rate with built- in screen.the differnce between H1 and H2 is the value (inbar) that must be removed by screen I.

Note:

under no circumstances is the pump to be oper-ated in the breakway area (instabile flow condi-tions).

The screen diameter is calculated in an iterationmethod using the calculated value (in bar) andthe formula:

Figure 16-5 loss factor

Table 16-1 Loss factor

To operate the system stable, a screen II is to beinstalled in the control bypass. this screen musthave approx. the same pressure loss as thecooler.

The screen is to be calculated as describedabove.

The pressure loss may be calculated with theprogramme "Druckverlust Version 5.0 for Win-dows 95/98/NT".

m fv

0.1 0.604 1.189

0.2 0.616 1.143

0.3 0.637 1.087

0.4 0.665 1.023

0.5 0.7025 0.952



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List of MAN B&W drawings

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16.8 List of MAN B&W drawings



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Numerics...E

Buc

h P

ower

Pla

nt 4

8-60

ext

ernS

IX.fm

Index

Numerics2-circuit radiator cooling system

Engine 48/60 - related system . . . . . . . . . . . . . . . 5-8

AAcceleration times . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

Accessories procurement. . . . . . . . . . . . . . . . . . . . . . . 6-3

AdjustmentOutput power . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

Air intake filterDeposition degree . . . . . . . . . . . . . . . . . . . . . . . . 6-31

Air intake protectionWeather protection grid. . . . . . . . . . . . . . . . . . . . 6-31

Air vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35

CCalculation

Heat demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43

Calculation of the system resistance and adjustment of the centrifugal pump to the service point . . . . . . . . 16-47

Centrifugal pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . 2-32, 2-35Condensate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55

Chimney . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4, 10-5

Circular oil bath filter. . . . . . . . . . . . . . . . . . . . . . . . . . 6-31

Combustion airQuality requirement . . . . . . . . . . . . . . . . . . . . . . . 3-43

Combustion air module, componentEngine 48/60 - related module, component . . . . 6-65

Combustion air systemEngine 48/60 - related system . . . . . . . . . . . . . . 5-26

ConceptPower plant . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3, 1-7

Contaminated process water treatment and discharge system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9

Control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-27

Control, monitoring, alarm systemControl system . . . . . . . . . . . . . . . . . . . . . . . . . 11-27Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30General design . . . . . . . . . . . . . . . . . . . . . . . . . 11-25

CoolerEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48

Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30

Cooling tower cooling systemEngine 48/60 - related system . . . . . . . . . . . . . . . 5-20

Cooling tower cooling system (forced- air- cooled) . . 6-30

Cooling tower module, componentEngine 48/60 - related module, component . . . . 6-59

Cooling waterChecking of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19Cleaning of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23For engine, quality requirement . . . . . . . . . . . . . . 3-11

Cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41

DData sheets for electric system. . . . . . . . . . . . . . . . . 11-53

Design parameterEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39

DesignationEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37

Desulphurisation module, component . . . . . . . . . . . 10-10

Desulphurisation system . . . . . . . . . . . . . . . . . . . . . . . . 9-6

Diesel oil supply module, componentPlant-related module, component . . . . . . . . . . . . . 8-7Plant-related module, component 105 MW. . . . . 8-31Plant-related module, component 55 MW. . . . . . 8-19

Diesel oil supply systemPlant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-7Plant-related system 105 MW . . . . . . . . . . . . . . . 7-38Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-22

DimensionEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40

EEarthing measures

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10

Earthing, protection systemEarthing system . . . . . . . . . . . . . . . . . . . . . . . . . 11-55Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-63Touch, step voltages evaluation . . . . . . . . . . . . 11-66

Electric motorProcurement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

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Electric systemDrawings, documentation . . . . . . . . . . . . . . . . . 11-71General design . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3High voltage part . . . . . . . . . . . . . . . . . . . . . . . . . 11-5Low voltage part . . . . . . . . . . . . . . . . . . . . . . . . 11-18Medium voltage system . . . . . . . . . . . . . . . . . . 11-11Service transformer . . . . . . . . . . . . . . . . . . . . . . 11-15Step-up-transformer . . . . . . . . . . . . . . . . . . . . . . 11-6

EngineAcceleration times. . . . . . . . . . . . . . . . . . . . . . . . 2-15Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23Earthing measures. . . . . . . . . . . . . . . . . . . . . . . . 2-10Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . 2-28Historical development . . . . . . . . . . . . . . . . . . . . . 2-3Load application . . . . . . . . . . . . . . . . . . . . . . . . . 2-18Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12Sankey-diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25Work test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

Engine 48/60Calculation of performance . . . . . . . . . . . . . . . . . 2-43Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . 2-55Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48Cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41Design parameter . . . . . . . . . . . . . . . . . . . . . . . . 2-39Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45Exhaust gas noise . . . . . . . . . . . . . . . . . . . . . . . . 2-47Genset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3Intake noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46Maintenance, spare part . . . . . . . . . . . . . . . . . . . 2-51Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38Turbo charger . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40

Engine 48/60 - related module, component2-circuit radiator cooling, module, component . . 6-52Combustion air module, component. . . . . . . . . . 6-65Cooling tower module, component. . . . . . . . . . . 6-59Exhaust gas module . . . . . . . . . . . . . . . . . . . . . . 6-69Fuel oil module, component . . . . . . . . . . . . . . . . 6-62High temperature (HT) cooling water module,

component . . . . . . . . . . . . . . . . . . . . . . 6-52Low temperature (LT) cooling water module,

component . . . . . . . . . . . . . . . . . . . . . . 6-55Nozzle cooling water module, component . . . . . 6-57

Engine 48/60 - related system2-circuit radiator cooling system. . . . . . . . . . . . . . 5-8Combustion air system . . . . . . . . . . . . . . . . . . . . 5-26

Cooling tower cooling system . . . . . . . . . . . . . . . 5-20Exhaus gas system . . . . . . . . . . . . . . . . . . . . . . . 5-30Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22High temperature (HT) cooling water system. . . . . 5-8Low temperature (LT) cooling water system . . . . 5-12Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3Nozzle cooling water system . . . . . . . . . . . . . . . . 5-17

Engine noiseEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45

Engine preheating module, componentPlant-related module, component 105 MW. . . . . 8-38Plant-related module, component 55 MW. . . . . . 8-25

Engine preheating systemPlant-related system . . . . . . . . . . . . . . . . . . . . . . 7-13Plant-related system 105 MW . . . . . . . . . . . . . . . 7-44Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-30

Exhaust gasEmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14

Exhaust gas boiler for thermal oil system . . . . . . . . . 10-15

Exhaust gas moduleEngine 48/60 - related module, component . . . . 6-69

Exhaust gas noiseEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

Exhaust gas systemEngine 48/60 - related system . . . . . . . . . . . . . . . 5-30

Exhaust gas treatment module, componentDesulphurisation . . . . . . . . . . . . . . . . . . . . . . . . 10-10Selective catalytic reduction . . . . . . . . . . . . . . . . 10-9

Exhaust gas treatment systemDesulphurisation system . . . . . . . . . . . . . . . . . . . . 9-6Selective catalytic reduction system . . . . . . . . . . . 9-4

Exhaust module, componentExternal duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3

External exhaust and boiler system . . . . . . . . . . . . . . . 9-3

FFire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5

Fire detection and fire fighting systems . . . . . . . . . . . 13-5

Fuel oilQuality requirement HFO . . . . . . . . . . . . . . . . . . . 3-27Quality requirement of Gas oil, Diesel fuel (MGO) 3-39Quality requirements MDO. . . . . . . . . . . . . . . . . . 3-37Viscosity-diagram (VT) . . . . . . . . . . . . . . . . . . . . . 3-41

Fuel oil filter module . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22

Fuel oil module, componentEngine 48/60 - related module, component . . . . 6-62

Index - ii

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Fuel oil systemEngine 48/60 - related system . . . . . . . . . . . . . . 5-22

GGeneral design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19

Control, monitoring, alarm system . . . . . . . . . . 11-25

GeneratorIsolated operation . . . . . . . . . . . . . . . . . . . . . . . . 2-30

Generator, alternatorElectric part . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21General design . . . . . . . . . . . . . . . . . . . . . . . . . 11-19Mechanic part . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20

GensetEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

HHeat recovery module, component

Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . 10-14Exhaust gas boiler for thermal oil system . . . . . 10-15

Heat recovery systemCalculation of heat demand . . . . . . . . . . . . . . . . 9-11Hot water generation system . . . . . . . . . . . . . . . 9-16Steam generation system . . . . . . . . . . . . . . . . . . 9-13Thermal oil system . . . . . . . . . . . . . . . . . . . . . . . 9-15

Heavy fuel oil supply, treatment module and componentPlant-related module and component. . . . . . . . . . 8-9Plant-related module and component 105 MW . 8-33Plant-related module, component 55 MW . . . . . 8-21

Heavy fuel oil supply, treatment systemPlant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-9Plant-related system 105 MW. . . . . . . . . . . . . . . 7-40Plant-related system 55 MW. . . . . . . . . . . . . . . . 7-24

High temperature (HT) cooling water systemEngine 48/60 - related system . . . . . . . . . . . . . . . 5-8

High voltage part . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5

Hot water generation system . . . . . . . . . . . . . . . . . . . 9-16

IIntake noise

Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46

LLighting small power system . . . . . . . . . . . . . . . . . . 11-69

List of MAN B&W drwaings . . . . . . . . . . . . . . . . . . . 16-51

Lists for electrical systemsList of cables . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-39List of consumers. . . . . . . . . . . . . . . . . . . . . . . . 11-42List of engines . . . . . . . . . . . . . . . . . . . . . . . . . . 11-46List of equipment . . . . . . . . . . . . . . . . . . . . . . . . 11-40List of measurement, control devices . . . . . . . . 11-47List of measuring points. . . . . . . . . . . . . . . . . . . 11-41List of signals . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-51

Load application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18

Low temperature (LT) cooling water module, componentEngine 48/60 - related module, component . . . . 6-55

Low temperature (LT) cooling water systemEngine 48/60 - related system . . . . . . . . . . . . . . . 5-12

Low voltage part . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18

Lube oilQuality requirement (HFO) . . . . . . . . . . . . . . . . . . . 3-7Quality requirement (MGO/MDO). . . . . . . . . . . . . . 3-3

Lube oil module, componentEngine 48/60 - related module, component . . . . 6-47

Lube oil supply module, componentPlant-related module, component . . . . . . . . . . . . . 8-3Plant-related module, component 105 MW. . . . . 8-28Plant-related module, component 55 MW. . . . . . 8-16

Lube oil supply systemPlant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-3Plant-related system 105 MW . . . . . . . . . . . . . . . 7-34Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-18

Lube oil systemEngine 48/60 - related system . . . . . . . . . . . . . . . . 5-3

MMaintenance

Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51

Measurements for fix and sliding point support . . . . . 6-37

Medium voltage system . . . . . . . . . . . . . . . . . . . . . . 11-11

NNozzle cooling water module, component

Engine 48/60 - related module, component . . . . 6-57

Nozzle cooling water systemEngine 48/60 - related system . . . . . . . . . . . . . . . 5-17

OOutput

Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38

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PPDS-Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5

Plant service and protection systems- drawings for all plants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11

Plant-related module, componentDiesel oil supply module, component . . . . . . . . . . 8-7Engine preheating system. . . . . . . . . . . . . . . . . . 8-13Heavy fuel oil supply, treatment module and

component . . . . . . . . . . . . . . . . . . . . . . . 8-9Lube oil supply module, component. . . . . . . . . . . 8-3Start, control air supply module, component . . . 8-11Water supply, treatment module, component. . . . 8-5

Plant-related module, component 105 MWDiesel oil supply module, component . . . . . . . . . 8-31Engine preheating module, component . . . . . . . 8-38Heavy fuel oil supply, treatment module and

component . . . . . . . . . . . . . . . . . . . . . . 8-33Lube oil supply module, component. . . . . . . . . . 8-28Start, control air supply module, component . . . 8-36Water supply, treatment module, component. . . 8-29

Plant-related module, component 55 MWDiesel oil supply module, component . . . . . . . . . 8-19Engine preheating module, component . . . . . . . 8-25Heavy fuel oil supply, treatment module and

component . . . . . . . . . . . . . . . . . . . . . . 8-21Lube oil supply module, component. . . . . . . . . . 8-16Start, control air supply module, component . . . 8-23Water supply, treatment module, component. . . 8-17

Plant-related systemDiesel oil supply system . . . . . . . . . . . . . . . . . . . . 7-7Engine preheated system . . . . . . . . . . . . . . . . . . 7-13Heavy fuel oil supply, treatment system . . . . . . . . 7-9Lube oil supply system . . . . . . . . . . . . . . . . . . . . . 7-3Start, control air system . . . . . . . . . . . . . . . . . . . 7-11Water supply, treatment system . . . . . . . . . . . . . . 7-5

Plant-related system 105 MWDiesel oil supply system . . . . . . . . . . . . . . . . . . . 7-38Engine preheating system. . . . . . . . . . . . . . . . . . 7-44Heavy fuel oil supply, treatment system . . . . . . . 7-40Lube oil supply system . . . . . . . . . . . . . . . . . . . . 7-34Start, control air supply system. . . . . . . . . . . . . . 7-42Water supply, treatment system . . . . . . . . . . . . . 7-36

Plant-related system 55 MWDiesel oil supply system . . . . . . . . . . . . . . . . . . . 7-22Engine preheating system. . . . . . . . . . . . . . . . . . 7-30Heavy fuel oil supply, treatment system . . . . . . . 7-24Lube oil supply system . . . . . . . . . . . . . . . . . . . . 7-17Start, control air supply system. . . . . . . . . . . . . . 7-26Water supply, treatment system . . . . . . . . . . . . . 7-20

Power plant

Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3, 1-7Cross section 105 MW. . . . . . . . . . . . . . . . . . . . . 1-20Cross section 25 MW. . . . . . . . . . . . . . . . . . . . . . . 1-9Cross section 55 MW. . . . . . . . . . . . . . . . . . . . . . 1-14Description 105 MW. . . . . . . . . . . . . . . . . . . . . . . 1-23Description 55 MW. . . . . . . . . . . . . . . . . . . . . . . . 1-17Layout 105 MW . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19Layout 55 MW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12Site plan 105 MW. . . . . . . . . . . . . . . . . . . . . . . . . 1-24Site plan 25 MW. . . . . . . . . . . . . . . . . . . . . . . . . . 1-11Site plan 55 MW. . . . . . . . . . . . . . . . . . . . . . . . . . 1-18

Project Guide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5

Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-63

Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3, 6-4Centrifugal pump . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

QQuality requirement

Checking cooling water . . . . . . . . . . . . . . . . . . . . 3-19Cleaning cooling water. . . . . . . . . . . . . . . . . . . . . 3-23Combustion air. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43Engine cooling water . . . . . . . . . . . . . . . . . . . . . . 3-11Gas oil, Diesel fuel . . . . . . . . . . . . . . . . . . . . . . . . 3-39Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27Lube oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7Lube oil (MGO/MDO) . . . . . . . . . . . . . . . . . . . . . . . 3-3Marine Diesel fuel. . . . . . . . . . . . . . . . . . . . . . . . . 3-37Raw-water, cooling tower . . . . . . . . . . . . . . . . . . 3-25Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . 3-41Water, exhaust gas boiler . . . . . . . . . . . . . . . . . . 3-45

RRadiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26

Radiator cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6

RatingEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37

Raw-water, cooling towerQuality requirement . . . . . . . . . . . . . . . . . . . . . . . 3-25

Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

SSchematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11

Schematic diagram treatment of contaminated process water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11

Schematic diagram treatment of contaminated process

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waters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11

Selective catalytic reduction system . . . . . . . . . . . . . . 9-4

Serial product selectionPump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

Service transformer . . . . . . . . . . . . . . . . . . . . . . . . . 11-15

SilencerCombustion air . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31Exhaust gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38

Sludge and leakage treatment and discharge system 13-7

Spare partEngine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52

Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38

Start, control air supply module, componentPlant-related module, component. . . . . . . . . . . . 8-11Plant-related module, component 105 MW . . . . 8-36Plant-related module, component 55 MW . . . . . 8-23

Start, control air supply systemPlant-related system . . . . . . . . . . . . . . . . . . . . . . 7-11Plant-related system 105 MW. . . . . . . . . . . . . . . 7-42Plant-related system 55 MW. . . . . . . . . . . . . . . . 7-26

Steam generation system. . . . . . . . . . . . . . . . . . . . . . 9-13

Step-up-transformer. . . . . . . . . . . . . . . . . . . . . . . . . . 11-6

Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15

TTank farm

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3Drawing 105 MW plant. . . . . . . . . . . . . . . . . . . . 12-13Drawing 55 MW plant. . . . . . . . . . . . . . . . . . . . . 12-11

Thermal oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

Turbo charger . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32, 2-33Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55Jet assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33

VVentilation

Power house . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-30Separator room . . . . . . . . . . . . . . . . . . . . . . . . . 14-48

WWaste treatment and disposal . . . . . . . . . . . . . . . . . . 13-7

Water supply, treatment module, componentPlant-related module, component . . . . . . . . . . . . . 8-5Plant-related module, component 105 MW. . . . . 8-29Plant-related module, component 55 MW. . . . . . 8-17

Water supply, treatment systemPlant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-5Plant-related system 105 MW . . . . . . . . . . . . . . . 7-36Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-20

Water, exhaust gas boilerQuality requirement . . . . . . . . . . . . . . . . . . . . . . . 3-45

Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40

Index - v

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Index - vi

MAN 48-60 Engine Extern

Documents

quality of water

quality of lube oil

quality of raw

quality requirements

diesel oil mgomdo

engine noise

man bw diesel ag

cleaning cooling water