Diesel Power Plant Project Guide

STATIONARY POWER
Project Guide for Diesel Power Plants
48/60
Project Guide for Diesel Power Plants Stationary Plants

Status 07.2004
MAN B&W Diesel AG P.O.B. 10 00 80 D-86135 Augsburg Phone: +49-821-322-0 Telefax: +49-821-322-3382 e-mail: info@manbw.de Internet: www.manbw.com
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Contents
1 Basic information ............................................................. 1 - 1
1.1 1.2 1.3 1.4 Power plants by MAN B&W Diesel ................................................................... About the Project Guide.................................................................................... Power plant concept ......................................................................................... Selection of engine (25MW, 55MW, 105MW) ................................................. 1-3 1-5 1-7 1 - 25
Engine................................................................................ 2 - 1
2.1 Data concerning all engines .............................................................................
2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.1.7 2.1.8 2.1.9 2.1.10 2.1.11 2.1.12 2.1.13
2-3
Historical development of MAN B&W Diesel engines ......................................... 2 - 3 Programme for works test of four-stroke engines............................................... 2 - 9 Earthing measures on Diesel engines and bearing insulation on generators.... 2 - 10 Engine Running-in ............................................................................................. 2 - 12 Acceleration times ............................................................................................. 2 - 15 Standard reference conditions .......................................................................... 2 - 17 Load application ................................................................................................ 2 - 18 Adjustment of output and power....................................................................... 2 - 23 Exhaust gas emissions ...................................................................................... 2 - 28 Generator plants in isolated operation .............................................................. 2 - 30 Turbo charger and charge air cooler ................................................................. 2 - 32 Jet Assist ........................................................................................................... 2 - 33 Condensate amount .......................................................................................... 2 - 35
2.2
Engine 48/60.....................................................................................................
2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.2.7 2.2.8 2.2.9
2 - 37
Outputs, speeds and designations.................................................................... 2 - 37 Dimensions, weights and cross sections .......................................................... 2 - 40 Calculation of performance (Projedat) ............................................................... 2 - 43 Engine noise..................................................................................................... 2 - 45 Intake noise ....................................................................................................... 2 - 46 Exhaust gas noise.............................................................................................. 2 - 47 Planning data..................................................................................................... 2 - 48 Maintenance and spare parts ............................................................................ 2 - 51 Turbo charger .................................................................................................... 2 - 55
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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 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12
Quality of lube oil for heavy fuel oil operation (HFO) ...................................... Quality of engine cooling water...................................................................... Checking cooling water .................................................................................. Cleaning cooling water ................................................................................... Quality of raw-water in cooling tower operation (addtive and circulating water) Quality of heavy fuel oil (HFO) ........................................................................ Quality of Marine Diesel Fuel (MDO) .............................................................. Quality of gas oil/Diesel fuel (MGO) ............................................................... Viscosity temperature-diagram...................................................................... Quality of intake air (combustion air)............................................................. Quality of water used in exhaust gas boiler plants.......................................
3-7 3 - 11 3 - 19 3 - 23 3 - 25 3 - 27 3 - 37 3 - 39 3 - 41 3 - 43 3 - 45
Genset ............................................................................... 4 - 1
4.1 Genset for engine V48/60 .................................................................................. 4-3
Engine-related systems ................................................... 5 - 1

5.1 Engine-related systems - engine V48/60 .........................................................
5.1.1 5.1.2
5-3
Lube oil system.................................................................................................... 5 - 3 2-circuit radiator cooling system ......................................................................... 5 - 8 5.1.2.1 High temperature (HT) cooling water circuit ...................................... 5 - 8 5.1.2.2 Low temperature (LT) cooling water circuit ..................................... 5 - 12 5.1.2.3 Nozzle cooling water circuit ............................................................. 5 - 17 Cooling tower cooling system ........................................................................... 5 - 20 Fuel oil system................................................................................................... 5 - 22 Combustion air system...................................................................................... 5 - 26 Exhaust gas system (downstream of the engine).............................................. 5 - 30
5.1.3 5.1.4 5.1.5 5.1.6
6.1
Engine-related modules and components - data concerning all engines ...

6.1.1
6-3
Selection of economic serial products and procurement of accessories (electric motors, pumps, strainer and filter, control valves, cooler/ heat exchanger) ............ 6 - 3 6.1.1.1 Electric motors ................................................................................... 6 - 3 6.1.1.2 Pumps ................................................................................................ 6 - 4 6.1.1.3 Strainer ............................................................................................ 6 - 15
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Engine-related modules and components..................... 6 - 1
6.1.1.4 6.1.1.5 6.1.1.6 6.1.2 6.1.3 6.1.4 6.1.5 6.1.6
Filter ................................................................................................. 6 - 16 Temperature Control valves ............................................................. 6 - 22 Cooler/ Heat exchanger (HE) .......................................................... 6 - 23
Radiator cooling system .................................................................................... 6 - 26 Cooling tower cooling system (forced- air- cooled) .......................................... 6 - 30 Combustion air system...................................................................................... 6 - 31 Exhaust gas system........................................................................................... 6 - 38 Cleaning system for fuel and lube oil ................................................................ 6 - 44
6.2
Engine-related modules and components engine V48/60 - for

6.2.1 6.2.2 2-circuit radiator cooling system ....................................................................... 6.2.2.1 High temperature (HT) cooling water circuit .................................... 6.2.2.2 Low temperature (LT) cooling water circuit ..................................... 6.2.2.3 Nozzle cooling water circuit .............................................................
6 - 47
6 - 52 6 - 52 6 - 55 6 - 57
Lube oil system.................................................................................................. 6 - 47
6.2.3 6.2.4 6.2.5 6.2.6
Cooling tower cooling system ........................................................................... 6 - 59 Fuel oil system................................................................................................... 6 - 62 Combustion air system...................................................................................... 6 - 65 Exhaust gas module .......................................................................................... 6 - 69
Plant-related supply systems.......................................... 7 - 1

7.1 Plant-related supply systems - description for all plants ..............................
7.1.1 7.1.2 7.1.3 7.1.4 7.1.5 7.1.6
7-3
Lube oil supply system ........................................................................................ 7 - 3 Water supply and treatment system.................................................................... 7 - 5 Diesel oil supply system ...................................................................................... 7 - 7 Heavy fuel oil supply and treatment system........................................................ 7 - 9 Start / control air supply system........................................................................ 7 - 11 Engine preheating system ................................................................................. 7 - 13
7.2
Plant-related supply systems - drawings for 55MW plant...........................

7.2.1 7.2.2 7.2.3 7.2.4 7.2.5 7.2.6
7 - 17
Lube oil supply system ...................................................................................... 7 - 18 Water supply and treatment system.................................................................. 7 - 20 Diesel oil supply system .................................................................................... 7 - 22 Heavy fuel oil supply and treatment system...................................................... 7 - 24 Start / control air supply system........................................................................ 7 - 26 Engine preheating system ................................................................................. 7 - 30
7.3
Plant-related supply systems - drawings for 105MW plant.........................

7.3.1 7.3.2 7.3.3 7.3.4
7 - 33
Lube oil supply system ...................................................................................... 7 - 34 Water supply and treatment system.................................................................. 7 - 36 Diesel oil supply system .................................................................................... 7 - 38 Heavy fuel oil supply and treatment system...................................................... 7 - 40
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7.3.5 7.3.6
Start / control air supply system........................................................................ 7 - 42 Engine preheating system ................................................................................. 7 - 44
Plant-related supply modules and components ........... 8 - 1

8.1 Plant-related supply modules and components - description for all plants
8.1.1 8.1.2 8.1.3 8.1.4 8.1.5 8.1.6
8-3
Lube oil supply modules and components ......................................................... 8 - 3 Water supply, treatment modules and components ........................................... 8 - 5 Diesel oil supply modules and components........................................................ 8 - 7 Heavy fuel oil supply modules and components................................................. 8 - 9 Start / control air supply modules and components ......................................... 8 - 11 Engine preheating system ................................................................................. 8 - 13
8.2
Plant-related supply modules and components - drawings for 55MW plant

8.2.1 8.2.2 8.2.3 8.2.4 8.2.5 8.2.6
8 - 15
Lube oil supply modules and components ....................................................... 8 - 16 Water supply, treatment modules and components ......................................... 8 - 17 Diesel oil supply modules and components...................................................... 8 - 19 Heavy fuel oil supply modules and components............................................... 8 - 21 Start / control air supply modules and components ......................................... 8 - 23 Engine preheating modules and components................................................... 8 - 25
8.3

8.3.1 8.3.2 8.3.3 8.3.4 8.3.5 8.3.6
8 - 27
Lube oil supply modules and components ....................................................... 8 - 28 Water supply, treatment modules and components ......................................... 8 - 29 Diesel oil supply modules and components...................................................... 8 - 31 Heavy fuel oil supply modules and components............................................... 8 - 33 Start / control air supply modules and components ......................................... 8 - 36 Engine preheating modules and components................................................... 8 - 38
External exhaust and boiler systems ............................. 9 - 1

9.1 9.2 External exhaust and boiler systems - description for all plants .................. Exhaust gas treatment system - description for all plants ............................
9.2.1 9.2.2 9.2.3
9-3 9-4
Selective catalytic reduction system (DeNOx)..................................................... 9 - 4 Desulphurisation system (DeSOx) ....................................................................... 9 - 6 Particulate Matter (PM) ........................................................................................ 9 - 9
9.3
Heat recovery system......................................................................................

9.3.1 9.3.2 9.3.3
9 - 11
Calculation of heat demand - for 55MW- plant ................................................. 9 - 11 Steam generation system - diagram ................................................................. 9 - 13 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 and components

10.1
10.1.1 10.1.2
10 - 1
10 - 3
Exhaust modules and components - description for all plants...................
Main stacks and flow noise ............................................................................... 10 - 3 Bypass stack - Photograph of existing power plant ......................................... 10 - 8
10.2
Exhaust gas treatment modules and components -photographs of existing power plants 10 - 9
10.2.1 10.2.2 10.2.3 Desulphurisation (DeSOx) with NaOH- scrubber .............................................. 10 - 9 Desulphurisation (DeSOx) with limestone- scrubber....................................... 10 - 10 ESP for V48/60 ................................................................................................ 10 - 13
10.3
Heat recovery modules and components ...................................................

10.3.1 10.3.2
10 - 14
Exhaust gas boiler for steam generation ......................................................... 10 - 14 Exhaust gas boiler for thermal oil system........................................................ 10 - 15
11 Plant-related electrical systems ................................... 11 - 1

11.1 Electrical system..............................................................................................
11.1.1 11.1.2 11.1.3 11.1.4 11.1.5 11.1.6
11 - 3
General design................................................................................................... 11 - 3 High voltage part ............................................................................................... 11 - 5 Step-up-transformer.......................................................................................... 11 - 6 Medium voltage system................................................................................... 11 - 11 Service transformer ......................................................................................... 11 - 15 Low voltage part .............................................................................................. 11 - 18
11.2
Generator / alternator....................................................................................
11.2.1 11.2.2 11.2.3
11 - 19
General design................................................................................................. 11 - 19 Mechanic part.................................................................................................. 11 - 20 Electrical part................................................................................................... 11 - 21
11.3
Control, monitoring and alarm system ........................................................

11.3.1 11.3.2 11.3.3
11 - 25
General design................................................................................................. 11 - 25 Control system ................................................................................................ 11 - 27 Engine.............................................................................................................. 11 - 30
11.4 11.5 11.6
Concept layout for MAN B&W Diesel standard scope ............................... Single line diagram ........................................................................................ Lists for electrical systems ...........................................................................
11.6.1
11 - 31 11 - 37 11 - 39
List of cables ................................................................................................... 11 - 39
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11.6.2 11.6.3 11.6.4 11.6.5 11.6.6 11.6.7
List of equipment ............................................................................................. 11 - 40 List of measuring points .................................................................................. 11 - 41 List of consumers ............................................................................................ 11 - 42 List of Electric motors...................................................................................... 11 - 46 List of measurement and control devices ....................................................... 11 - 47 List of signals................................................................................................... 11 - 51
11.7 11.8
Data sheets for electrical system................................................................. Earthing and protection system ...................................................................
11.8.1 11.8.2 11.8.3
11 - 53 11 - 55
Earthing system ............................................................................................... 11 - 55 Protection ........................................................................................................ 11 - 63 Touch / step voltages evaluation..................................................................... 11 - 66
11.9
Lighting and small power system ................................................................
11 - 69 11 - 71
11.10 Drawings and documentation for electrical systems.................................
12 Tank farm ........................................................................ 12 - 1

12.1 12.2 12.3 Tank farm - description for all plants............................................................. Tank farm - drawings for 55MW plant ......................................................... Tank farm - drawings for 105MW plant ....................................................... 12 - 3 12 - 11 12 - 13
13 Plant Service and protection system ........................... 13 - 1

13.1 Plant Service and protection systems- description for all plants ...............
13.1.1 13.1.2 13.1.3
13 - 3
Work air system ................................................................................................. 13 - 3 Fire detection and fire fighting systems ............................................................ 13 - 5 Waste treatment and disposal........................................................................... 13 - 7 13.1.3.1 Sludge and leakage treatment and discharge system .................... 13 - 7 13.1.3.2 Contaminated process water treatment and discharge system ...... 13 - 9
13.2
Plant service and protection systems- drawings for all plants .................
13.2.1 13.2.2 Components .................................................................................................... 13.2.2.1 Leakage oil/sludge module ............................................................ 13.2.2.2 Photograph of installed leakage oil/sludge module ....................... 13.2.2.3 Detail drawing for sludge pit (2 chamber) ...................................... 13.2.2.4 Detail sketch for sludge pit (3 chamber) ........................................
13 - 11
13 - 13 13 - 13 13 - 15 13 - 17 13 - 19
Schematic diagram treatment of contaminated process waters .................... 13 - 11
13.3
Plant service and protection systems- drawing for

13.3.1 13.3.2 13.3.3 Sludge-, leakage-, HFO treatment-
55 MW plant ........
13 - 21
Work air system .............................................................................................. 13 - 22 and discharge system.......................... 13 - 26 Heavy- fuel oil separator- module ................................................................... 13 - 29
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13.4
Plant service and protection systems - drawings for 105 MW plant ........
13.4.1 13.4.2 13.4.3 Sludge-, leakage-, HFO treatment and discharge
13 - 31
Work air system ............................................................................................... 13 - 32 system .......................... 13 - 36 Heavy- fuel oil separator - module .................................................................. 13 - 39
14 Buildings ......................................................................... 14 - 1
14.1 Descriptions for engines V32/40 and V48/60 ................................................
14.1.1 14.1.2 14.1.3 14.1.4 14.1.5 14.1.6
14 - 3
Power House ..................................................................................................... 14 - 3 Power House Ventilation system ..................................................................... 14 - 30 Power House crane ......................................................................................... 14 - 39 14.1.3.1 Sole plate 48/60 ............................................................................. 14 - 41 Pump House, fuel treatment............................................................................ 14 - 47 14.1.4.1 Ventilation of the separator room .................................................. 14 - 48 Unloading and weighting station ..................................................................... 14 - 51 Work shop and stores ..................................................................................... 14 - 53
15 Project engineering........................................................ 15 - 1
15.1 15.2 15.3 15.4 15.5 Minimum data for quotation of MAN B&W Diesel stationary power plant . Engineering service for planning a power plant ......................................... Timetable and milestones ............................................................................. Piping with related fittings, seals, armatures..............................................
15.4.1
15 - 3 15 - 15 15 - 19 15 - 25 15 - 33
System - isometric - lube oil............................................................................ 15 - 31
Typical drawings generated from plant design ..........................................

15.5.1 15.5.2
Steel support construction .............................................................................. 15 - 33 Pipe- isometric................................................................................................. 15 - 35
15.6 15.7 15.8
Photoseries of existing power plants .......................................................... Noise investigation ........................................................................................ Miscellaneous ................................................................................................
15 - 37 15 - 43 15 - 47
16 Appendix ......................................................................... 16 - 1
16.1 16.2 16.3 16.4
Symbols ............................................................................................................ Marking instruction for power plant components ...................................... Code for accessories .................................................................................... Abbreviations .................................................................................................
16 - 3 16 - 21 16 - 25 16 - 39
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16.5 16.6 16.7 16.8
Conversion of Units ....................................................................................... Flow rate and velocity diagram for liquids, gases and vapours ................
16 - 41 16 - 45
Calculation of the system resistance and adjustment of the centrifugal pump to the service point 16 - 47 List of MAN B&W drawings........................................................................... 16 - 51
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
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Basic information
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Power plants by MAN B&W Diesel
1.1

Fast and uncomplicated assembly and commissioning, Stable and efficient operation during the entire life cycle of the system. The objectives were achieved by these measures: Reduction of enclosed space for the power house, Simple design of the structure, Modular design and assembly to the greatest possible extent, Prefabrication and delivery of ready to install Diesel-generator-sets and modules in the manufacture works, Obtainment of tested, well-running concepts, Obtainment of short manufacturing and delivery times for the Diesel power plants at acceptable investments. This new single-floor power plant concept, as seen in the following figure, is the standard concept. It is described in detail in this Project Guide. MAN B&W Diesel today offers different enginegenerator-sets for the single-floor power house. They are described in Chapter 4 "Genset", Page 4-1. When planning a power plant, MAN B&W Diesel requires the data given in Chapter 15.1 "Minimum data for quotation of MAN B&W Diesel stationary power plant", Page 15-3, from the client.
MAN B&W Diesel MAN B&W Diesel is the Diesel engine manufacturer who can look back upon the most years of tradition worldwide. Rudolf Diesel, inventor cooperating with MAN Augsburg works, developed the worlds first Diesel engine from 1893 to 1897. MAN B&W Diesel is thus considered as the "birthplace" of the Diesel engine. Thereafter, MAN concentrated on the production of stationary Diesel power plants. In 1904, MAN delivered the worlds first large Diesel power plant to Kiew. The MAN B&W Diesel parent works at Augsburg today concentrates On the improvement and manufacturing of medium speed Diesel engines, and On the planning and delivery of stationary Diesel power plants up to turnkey plants. With regard to the century-long tradition MAN B&W Diesel strives to optimise the products and to develop the best solution for the client with regard to technology and efficiency. Power plant concept The power houses and especially the foundation for the Diesel-generator-sets passed through historical developments. MAN B&W Diesel reengineered the power plant concept according to todays and tomorrows demands. In the new concept all components, i.e. genset, mechanical accessories, pipes, cables and electric equipment, are positioned on one level within the power house. The design of the single-floor power plant focused on the following objectives: Space-saving and service-friendly arrangement,
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Simple and cost-effective design of the structure,
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Figure 1-1
Cross-section of single-floor power house
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About the Project Guide
1.2
Objective

ambient climatic conditions (minimum and maximum ambient temperatures) geodetic site altitude, cooling system. The Projedat computer program cannot be used externally. On example each, both fo rthe 18V 32/40 and the 18V 48/60 engine is included in Chapter 2.2.3 "Calculation of performance (Projedat)", Page 2-43 and Chapter 2.2.3 "Calculation of performance (Projedat)", Page 2-43, as visual demonstration material. PDS-Numbers The PDS-Numbers stated below each chapter headline refer to the "Produkt-Daten-Struktur" (product-data-classification) MAN B&W Diesel uses 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 available as L-engines as well as V-engines. In the Project Guide, please note that the texts, tables and figures are marked as follows: Letter "L" or "V" before the engine type The information is valid for the stated engine version only. Example: "Engine L 32/40". No letter before the engine type The information applies to both the L-engine and the V-engine, if existent. Example: "Engine 32/40". Constrictions The Project Guide covers information on typical power plants. The data given is exemplary and not binding.
The Project Guide serves To give the client information on MAN B&W Diesel power plants, and To support the MAN B&W Diesel sales department to plan a power plant. The Project Guide is to assist the preparation of a power plant project and to give first information on the power plant design. Described engines and plants The Project Guide describes power plants of three different sizes and comprising different engines. These are: Power plant 25MW Comprising 3 x engine 18V 32/40 Power plant 55MW Comprising 3 x engine 18V 48/60 Power plant 105MW Comprising 6 x engine 18V 48/60 According to your needs, the Project Guide describes either all above mentioned engines and power plants, or one engine or plant of your interest. Projedat Projedat is an electronic computer program for the determination of engine planning data such as site rating, quantity of heat to be dissipated, intake air quantity axhaust gas quantity
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exhaust gas temperature depending on the site conditions, e.g.:
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The Project Guide does not substitute the detailed design, specifications and calculations of the project engineering for an individual engine or power plant. All information in the Project Guide is subject to change by MAN B&W Diesel without notice. The Project Guide is property of MAN B&W Diesel. It may not be reproduced, communicated or published without prior written consent by MAN B&W Diesel.
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Power plant concept
1.3
Power plant concept
Diesel power plants Usually, Diesel engines are used for stationary application in combination with generators for power generation. The area of application comprises ranges from the coverage of peak loads or basic loads in public mains supplies to isolated applications for industrial consumers. The favoured working material is the well-priced heavy oil, but engine operation with gas is also available. The MAN B&W Diesel medium speed fourstroke 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 advantages as opposed to the two-stroke Diesel engine that recommend it for stationary application. It demands less space, smaller foundation and has lower investment costs. Generally, the power generation by power plants medium speed four-stroke engines is more cost-effective than that by power plants with slow speed twostroke engines. Thus, the power plant with fourstroke engines is amortised faster. From the abundance of power plants built by MAN B&W Diesel, three representative power plant sizes are presented in the following. These are: Power plant 25MW Comprising 3 x engine 18V 32/40 Power plant 55MW Comprising 3 x engine 18V 48/60 Power plant 105MW Comprising 6 x engine 18V 48/60.
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Power plant concept
25MW power plant
Three dimensional view generated from plant design
1. Power house 2. Exhaust gas boiler plant 3. DeSOx plant 4. Radiator cooler plant 5. Tank farm 6. Pump house 7. Workshop store Figure 1-2 Layout- example for 25 MW plant
Figure 1-3
Side view of power house - example for 25MW power plant
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Power plant concept
25MW power plant
Typical layout drawing (consisting of figure 1-4 to 1-5)
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Figure 1-4
Cross section and view from above - example for 25MW power plant
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Power plant concept
25MW power plant
Figure 1-5
Table for plant equipment and weights - example for 25MW power plant
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Power plant concept
25MW power plant - site plan
TANKFARM DETAILS SEE CHAPTER 12
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Figure 1-6
Site plan - example for 25MW power plant
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Power plant concept
55MW power plant
1. Power house 2. Exhaust gas duct 3. Air intake 4. Chimney 5. Radiator cooler plant Figure 1-7 Power house and radiator cooler plant - example for 55MW power plant
Figure 1-8
View inside the power house
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Power plant concept
55MW power plant
Photograph of an executed power plant
Figure 1-9
Power house - example for 55MW power plant
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Figure 1-10
Power house - example for 55MW power plant
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Power plant concept
55MW power plant
Figure 1-11
Power house, sectional view - example for 55MW power plant
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Power plant concept
55MW power plant
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Figure 1-12
Longitudinal section- example for 55MW power plant
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Power plant concept
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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Power plant concept
55MW power plant
Figure 1-14
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Power plant concept
55MW power plant- Site plan
TANKFARM DETAILS SEE CHAPTER 12 Figure 1-15 Site plan - example for 55MW power plant
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Power plant concept
105MW power plant
1) Power house 2) Exhaust gas duct 3) Air intake 4) chimney 5) Radiator cooler 6) Tank farm 7) Pump house Figure 1-16 Power plant with 3 x 55MW (165 MW)
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Figure 1-17
View inside the power house (5 x18V 48/60)
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Power plant concept
105MW power house
Figure 1-18
Power house cross section - example for 105MW power plant
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Power plant concept
105MW power plant
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Figure 1-19
Longitudinal section of power house - example for 105MW power plant
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Power plant concept
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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Power plant concept
105MW power plant
Figure 1-21
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Power plant concept
105MW power plant- site plan
TANKFARM DETAILS SEE CHAPTER 12
Figure 1-22
Site plan - example for 105MW power plant
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Selection of engine (25MW, 55MW, 105MW)
1.4
To select the number and type of engine necessary for the power plant, see Figure 1-23, Page 1-25.
Figure 1-23
Selection of engine
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Engine
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Data concerning all engines
2.1
2.1.1

Historical development of MAN B&W Diesel engines
High efficiency, Low fuel consumption, High availability, The ability to burn fuel of poor and poorest quality at - Reduced wear, thus long lifetime, despite high firing pressure. The following graphs show the development of the MAN B&W Diesel engines.
The Diesel engine is a modern prime mover at a high state of development. At the Augsburg location, MAN B&W Diesel develops and builds large super-charged, medium speed four-stroke Diesel engines. The V 32/40 and V 48/60 engines, both used for the power plant concept "single-floor power house", are described in Chapter 2 "Engine", Page 2-1. The characteristics of the Diesel engine are:
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-charging engines which is today state of the art.
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Mean piston speed: Since, 1990 a mean piston speed of 10m/s is safely controllable in series due to the available materials and metallurgy.
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Figure 2-2
Development of specific fuel oil consumption (sfoc) (g/kWh)
The combustion process was optimised by improved materials which allow Higher firing pressure, Improved combustion, Reduced consumption, Improved efficiency. In 1892 Rudolf Diesel mentioned, in his patent, a firing pressures of 250bar. Today, firing pressures of 220bar are achieved.
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Figure 2-3
Wear rate improvements
Despite maximum demands made on engines components, better wear rates and reductions in the times between overhaul can, and must be, achieved by using improved materials and material combinations.
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Figure 2-4
Prime mover systems
Development of the efficiency of four-stroke Diesel engines The efficiency was improved due to utilisation of exhaust gas (Diesel combined cycle).
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Figure 2-5
Sankey-diagram
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MAN B&W Diesel uses two-step charge air coolers. Thus, a bulk of the energy of the combustion air compressed in the turbocharger can be used for 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 offers 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 engines

PDS: 10 10 350, 20 30 70
Cons. No.
Engine rating % site rating
Operating time min. 60 30 30
LT cooling water temperature C (ISO) 25 According to site conditions According to site conditions
1 2 3 Figure 2-7
100 100 85
Operating points to be considered during the acceptance test run
Acceptance test record Service records for above load points in accordance with ISO Standard 3046-1. Service records for load points 25%, 50%, 75% and 110% of previous test run measurement. Records of starting attempts, governor testing and safety system testing of previous test run measurements. Remarks Further load points can only be demonstrated during the acceptance test run (30 minutes each), if this is part of the contract. After the acceptance test run, the components will be inspected, as far as this is possible without dismantling them. Components will only be removed on customers order.
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2.1.3
Earthing measures on Diesel engines and bearing insulation on generators

PDS: 70 50
General The use of electrical equipment on Diesel engines requires precautions to be taken for protection against shock current and for equipotential bonding. These not only serve as shock protection but also for functional protection of electric and electronic devices (EMC protection, 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 with the earthing symbol have been provided in the engine foot on both ends of the engines. It has to be ensured that earthing is carried out immediately after engine set-up! (If this cannot be accomplished any other way, at least provisional earthing is to be effected right at the beginning.) Measures to be taken on the generator Because of slight magnetic unbalances and ring excitations, shaft voltages, i.e. voltages between the two shaft ends, are generated in electrical machines. In the case of considerable values (e.g. >0.3V), there is the risk that bearing damage occurs due to current transfers. For this reason, at least the bearing that is not located on the drive end is insulated on generators approx. > 1MW. For verification, the voltage available at the shaft (shaft voltage) is measured while the generator is running and excited. With unobjectionable insulation, this voltage corresponds to the voltage between shaft and earth. In order to protect the prime mover and to divert electrostatic charging, an earthing brush is often fitted on the coupling side. Observation of the required measures is the generator manufacturers responsibility. Consequences of inadequate bearing insulation on the generator, and insulation check In case the bearing insulation is inadequate, e.g., if the bearing insulation was short-circuited by a measuring lead (PT100, vibration sensor), leakage currents may occur, which result in the destruction of the bearings. One possibility to check the insulation with the machine at standstill (prior to coupling the generator to the engine; this, however, is only possible in the case of singlebearing generators) would be to raise the generator rotor (insulated, in the crane) on the coupling side, and to measure the insulation by means of the Megger test against earth (in this connection, the max. voltage permitted by the generator manufacturer is to be observed!).
Another possibility would be to measure the voltage between the shaft end on the free engine end and the generator casing, once the rated speed and the nominal voltage of the generator have been reached. If the measured voltage is lower than 0.5 V (alternating voltage), the generator manufacturer should be consulted. Earthing conductor The nominal cross section of the earthing conductor (equipotential bonding conductor) has to be selected in accordance with DIN VDE 0100, part 540 (up to 1000V) or DIN VDE 0141 (in excess of 1KV). Generally, the following applies: The protective conductor to be assigned to the largest main conductor is to be taken as a basis for sizing the cross sections of the equipotential bonding conductors. Flexible conductors have to be used for the connection of resiliently mounted engines. Execution of earthing At stationary plants, earthing has to be carried out by the party responsible for the construction of the plant. Earthing strips are not included in the MAN B&W Diesel scope of supply. Additional information regarding the use of welding equipment In order to prevent damage on electrical components, it is imperative to earth welding equipment close to the welding area, i.e., the distance between the welding electrode and the earthing connection should not exceed 10m.
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2.1.4
Engine Running-in
PDS: 230 110
Preconditions Engines must be run in during commissioning at site if, after the test run, pistons or bearings were removed for inspection and/or if the engine was partly or completely disassembled for transport, on installation of new running gear components, e.g. cylinder liners, piston rings, main bearings, big-end bearings and piston pin bearings, on installation of used bearing shells, after an extended low-load operation (> 500 operating hours). Supplementary information Adjustment required Surface irregularities on the piston rings and the cylinder liner running surface are smoothed out during the running-in process. The process is ended when the first piston ring forms a perfect seal towards the combustion chamber, i.e. the first piston ring exhibits an even running surface around its entire circumference. If the engine is subjected to a higher load before this occurs, the hot exhaust gases will pass between the piston rings and the cylinder liner running surface. The film of oil will be destroyed at these locations. The consequence will be material destruction (e.g. scald marks) on the running surfaces of the rings and the cylinder liner and increased wear and high oil consumption during subsequent operation. The duration of the running-in period is influenced by a number of factors, including the condition of the surface of piston rings and the cylinder liner, the quality of the fuel and lube oil and the loading and speed of the engine. The running-in periods shown in Figure 2-9, Page 2-14, 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 the running-in process. The fuel used must satisfy the quality requirements (see Chapter 3 "Quality requirements", Page 3-1) and be appropriate for the fuel system layout. The gas that is to be later used under operational conditions is best used for running-in sparkignited gas engines. Dual-fuel engines are run-in in Diesel mode using the fuel oil that will later be used as pilot oil. Lubricating oil The lubricating oil to be used while running in the engine must satisfy the quality requirements (see Chapter 3 "Quality requirements", Page 3-1) relating to the relevant fuel quality. Attention! The lube oil system is to be rinsed out before filling it for the first time (see MAN B&W Diesel Work Card 000.03). Running-in the engine Cylinder lubrication During the entire running-in process, the cylinder lubrication is to be switched to the Running-in mode. This is done at the control cabinet and/or the operators panel and causes the cylinder lubrication to be activated over the entire load range already when the engine is started. The increased oil supply has a favourable effect on the running-in of the piston rings and pistons. After completion of the running-in process, the cylinder lubrication is to be switched back to Normal Mode.
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Checks During running-in, the bearing temperature and crankcase are to be checked for the first time after 10 minutes of operation at minimum speed, again after operational output levels have been reached. The bearing temperatures (camshaft bearings, big-end and main bearings) are to be measured and compared with those of the neighbouring bearings. For this purpose, an electric tracertype thermometer can be used as measuring device. At 85% load and on reaching operational output levels, the operating data (firing pressures, exhaust gas temperatures, charge air pressure, etc.) are to be checked and compared with the acceptance record. Standard running-in programme In the case of engines driving generators, the engine speed is, within the specified period, at first increased up to the normal speed before load is applied. During the entire running-in period, the engine output is to remain within the output range that has been marked in Figure 29, 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 manufacturers works, so that the engine has been run in, as a rule. Nevertheless, repeated running is required after assembly at the final place of installation if pistons or bearings were removed for inspection after the test run or if the engine was partly or completely disassembled for transportation. Running-in after installation of new running gear components
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ning-in is also required if the rings have been replaced on one piston only. Running-in is to be carried out according to Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14, and/or the pertinent explanations. The cylinder liner requires rehoning according to MAN B&W Diesel Work Card 050.05 unless it is replaced. A portable honing device can be obtained 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 bearing shells installed, the respective bearings will have to be run in. The running-in period should be 3 to 5 hours, applying load in stages. The remarks in the previous paragraphs, especially under "Checks", as well as Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14, resp., are to be observed. Idling at high speed over an extended period is to be avoided, wherever possible. Running-in after low-load operation Continuous operation in the low-load range may result in heavy internal contamination of the engine. Combustion residues from the fuel and lubricating oil may deposit on the top-land ring of the piston, in the ring grooves and possibly also in the inlet ducts. Besides, the charge air and exhaust piping, the charge air cooler, the turbocharger and the exhaust gas boiler may become oily. As also the piston rings will have adapted themselves to the cylinder liner according to the loads they have been subjected to, accelerating the engine too quickly will result in increased wear and possibly cause other types of engine damage (piston ring blow-by, piston seizure). After prolonged low-load operation ( 500 operation hours), the engine should therefore be run in again, starting from the output level, at which it has been operated, in accordance with Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14.
In case cylinder liners, pistons and/or piston rings are replaced on the occasion of overhaul work, the engine has to be run in again. Run-
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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 service department of MAN B&W Diesel or of the license will be at your disposal.
Figure 2-9
Standard running-in program for engine 32/40 (constant speed) D Running-in period [h] E Engine speed and output [%]
A Engine speed nM B Engine output (specified range)
Figure 2-10
Standard running-in program for engine 48/60 (constant speed) D Running-in period [h] E Engine speed and output [%]
A Engine speed nM B Engine output (specified range)
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2.1.5
Acceleration times
PDS: 230 110
Figure 2-11
Running-up and loading times, lube oil 20C, engine cooling water 20C
Minimum temperatures required Lube oil Engine cooling water C 20
Runningup 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 40C Cooling water up to 60C Loading gradually up to 70% load Warming up engine to operating temperature Loading gradually up to 100% min min min 1-3 5 5 - 10
min min min min min
5 - 10 5 - 10 5 - 10 26-48 25-45
Time since engine start Time since engine loading

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Figure 2-12
Runningup and loading times, lube oil 40C, engine cooling water 60C
Minimum temperatures required Lube oil Engine cooling water C 40 60
Runningup and loading times Engine start and acceleration up to 100% engine speed Loading gradually up to 50% load Warming up engine to operating temperature Loading gradually up to 100% load min min min min min min 1-3 5 - 10 5 - 10 5 - 10 16 - 33 15 - 30
Time since engine start Time since engine loading
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2.1.6
Standard reference conditions
Available outputs
General definition of Diesel engine rating (according to ISO 15550: 2002; ISO 3046-1 : 2002) Air temperature Tr (tr) Air pressure pr Cooling water temperature upstream of charge air cooler Tcr (tcr) Realtive humidity Exhaust gas overpressure after turbine pEx ISO reference conditions 298 K (25C) 100 kPa (1bar) 298 K (25C) 30% No de-rating required in case of
308 K (35C)
95,5 kPa (0,955 bar)
315 K (42C) 50% 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, Emergency generating sets 32/40, 48/60 Auxiliary engines for offshore application 100 100 110 110 (1)(2)(3) (1) 100 110 (1)
Notes:
(1) Blocking of the output is made at 110% of the maximum continuous output. Output greater than the max. continuous output at site may only be run for a short time for the governing purposes. Please see also sheet Power adjustment for ambient conditions at site for stationary power plants on page 25.. (2) Consultation with MAN B&W Diesel AG is required (3) Permissible total running time according to DIN6280 1000h/a.
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2.1.7
Load application
PDS: 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 to Section 9 and Figure 6 of ISO 8528-5: 1993 apply. Please also refer the figure below.
Depending on the mean effective pressure of the engines a load application from 0 to 100% results in the number of load steps an their percentages given in the table below.
Figure 2-13
Load application in steps as per ISO 8528-5
Engine
bmep bar
1st step % 33
2nd step % 23
3rd step % 18
4th step % 26
32/40 48/60 Table 2-1
21.9 ... 24.9 22.6 ... 23.2
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.
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Load application from any basic load (ISO 8528-5 requirements) Based on ISO 8528-5 requirements, the application rates shown in the following figure are required 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 Diesel As a standard MAN B&W Diesel allows higher load 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, must be taken into consideration for the plant design. Running-up and loading times have to be in accordance with Chapter 2.1.4 "Engine Running-in", Page 2-12. For the design of a plant with isolated electrical systems take Chapter 2.1.10 "Generator plants in isolated operation", Page 2-30, into consideration. Jet-Assist For power plants, jet-assist is necessary if load application > 25% of the engine output is required.
Important It is absolutely necessary that all questions regarding the dynamical behaviour of the engines are clarified prior to contract conclusion and for all customer requirements and MAN B&W Diesel AG confirmations are fixed in writing in the delivery contract. Load reduction Sudden load throw-off The sudden load throw-off represents a rather exceptional situation and corresponds to opening the generator switch of a Diesel-electric plant. Care is to be taken that, after a sudden load throw-off, the system circuits remain in operation at least 5 min. to 10 min. in order to dissipate the residual engine heat.
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Recommended load reduction / stopping the engine Unloading the engine In principle, there are no regulations with regard to unloading the engine. However, a minimum of 1 min. is recommended for unloading the engine from 100% PNominal to approx. 25% PNominal. Engine stop As from 25% PNominal, further engine unloading is possible, without interruption, and afterwards the engine can be stopped. Run-down cooling In order to dissipate the residual engine heat, the system circuits should be kept in operation for a minimum of 5 min. Part-load operation Definition Generally the following load conditions are differentiated: Over-load (for regulation): >100% of full load output Full-load: Low-load: Correlations The ideal operating conditions for the engine prevail under even loading at 60% to 90% of the full-load output. Engine control and rating of all systems are based on the full-load output. In the idling mode or during low-load engine operation, combustion in the cylinders is not ideal. Deposits may form in the combustion chamber, which result in a higher soot emission and an increase of cylinder contamination. Moreover, in low-load operation the cooling water temperatures cannot be regulated optimally 100% of full load output <25% of full load output Part-load: <100% of full load output
high for all load conditions which, however is of particular importance during operation on heavy fuel oil. Better conditions Engines are genuinely better equipped for lowload operation if they have a two-stage charge-air cooler, the second stage of which can be switched off in order to improve the operating data or if they have a two-stage charge-air cooler and switch-over from HT to LT has been provided for, permitting the admission of HT water to the LT stage.
HT: High temperature LT: Low temperature
Operation on heavy fuel oil Because of the aforementioned reasons, lowload operation <20% of full load on heavy fuel oil is subjected to certain limitations. According to Figure 2-16, Page 2-22, the engine must, after a phase of part-load operation, either be switched over to Diesel operation or be operated at high load (>70% of full load output) for a certain period of time in order to reduce the deposits in the cylinder and exhaust gas turbocharger again. In case the engine is to be operated at low-load for a period exceeding that shown in Figure 216, Page 2-22, the engine is to be switched over to Diesel oil operation beforehand. For continuous heavy fuel oil operation at part loads in the range <25% of the full engine output, co-ordination with MAN B&W Diesel is absolutely necessary.
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Operation on Diesel fuel For low-load operation on Diesel fuel oil, the following rules apply: A continuous operation below 15% of full load is to be avoided, if possible. Should this be absolutely necessary, MAN B&W Diesel has to be consulted for special
arrangements (e.g. the use of part-load injection nozzles). A no-load operation, especially at nominal speed (generator operation) is only permitted for a maximum period of 1...2 hours No limitations are required for loads above 15% of full load, as long as the specified operating data 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) t Operating period [h]
P Full load output [%]
Explanations Figure on the left: Time limits for part-load operation on heavy fuel oil Figure on the right: Necessary operation time at > 70% of fullload output after part-load operation on heavy fuel oil. Acceleration time from present output to 70% of full-load output not less than 15 minutes.
Example Line a: At 10% of full-load output, HFO operation is permissible for maximum 19 hours, then switch over to Diesel fuel oil, or Line b: Operate the engine for approx. 1.2 hours at not less than 70% of full-load output to burn away the deposits that have formed. Subsequently, part-load operation on heavy fuel oil can be continued.
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2.1.8
Adjustment of output and power

PDS: 230 110
Available outputs - dependent on frequency deviations General Generating sets, which are integrated in an electricity supply system, are subjected to the frequency fluctuations of the mains. Depending on the severity of the frequency fluctuations, output and operation respectively have to be restricted. Frequency adjustment range According to DIN ISO 85285: 199711, operating limits of > 2.5% are specified for the lower and upper frequency adjustment range. Operating range Depending on the prevailing local ambient conditions, a maximum useful continuous rating will be available. In the output/speed and frequency diagrams, a range has specifically been marked with No continuous operation allowed in this area. Operation in this range is only permissible for a short period of time, i.e. for less than 2 minutes.
If necessary, a continuous rating is permissible if the standard frequency is exceeded by 3%. In this connection. For the engine outputs and speeds see "Outputs, speeds and designations" of the respective engine in Chapter 2 "Engine", Page 2-1. Limiting parameters Max. torque In case the frequency decreases, the available output is limited by the maximum permissible torque of the generating set. Max. speed for continuous rating An increase in frequency, resulting in a speed that is higher than the maximum speed admissible for continuous operation, is only permissible for a short period of time, i.e. for less than 2 minutes. For enginespecific information see "Outputs, speeds and designations" of the respective engine in Chapter 2 "Engine", Page 2-1. Overload For generating sets, overload is generally not permissible!
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Figure 2-17
Available output at 100% load
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Behaviour in case the limiting parameters are exceeded Maximum torque If, in case of a frequency decrease, the output demand is higher than admissible according to the diagram (i.e. the maximum permissible torque of the generating set is exceeded), the power management has to reduce the output of the generating set until the working point is again within the admissible operating range. Note: For small electricity supply systems, where this might result in a breakdown of the mains, a time lag of two minutes after indication of the alarm message Attention! Generating set overloaded! Output reduction in two minutes time can be granted. This is only admissible in case the output demand is lower than the maximum possible load at nominal frequency. Maximum speed for continuous operation If a frequency increase of the electricity supply system results in speeds higher than the maximum speed admissible for continuous operation, the engine has to be disconnected from the mains after two minutes at the latest or, in case of very small electric systems, the setpoint for the engine speed has to be reduced continuously until the frequency is again within the permissible range.
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Power adjustment for ambient conditions at site for stationary power plants The nominal output of Diesel engines for stationary power plants is defined for the standard reference conditions given in Table 2-2, Page 2-25. Also see "Outputs, speeds and designations"of the respective engine in Chapter 2 "Engine", Page 2-1.
Reference Conditions: ISO 3046-1: 2002; ISO 15550: 2002 Air temperature Tr Air pressure pr Relative humidity r Cooling water temperature before charge air cooler tcr Table 2-2 K / C kPa % K / C 298/ 25 100 30 298/ 25
px Pr Px tcx tEx tx Tcra Tra
Ambient total air pressure at site [kPa] Nominal output acc. to table of ratings [kW] Output at site [kW] Charge air coolant temperature at site [C] Correction temperature for exhaust pressure [C] Ambient air temperature at site [C] Substitute reference for charge air coolant thermodynamic temperature = 315 [K] Substitute reference for ambient air thermodynamic temperature = 308 [K]
Output can be overloaded up to 10% for a short time for governing purposes (ISO 8528-1:1993).
Note: An increased exhaust gas back pressure (> 3kPa) raises the temperature level of the engine and will be considered when calculating a required derating by reducing the ambient substitute temperature (Tra) by 2.5K for every 1kPa of the increased exhaust gas back pressure after the turbine. pEx 3kPa tEx = 0 tEx> 3kPa tEx = 2.5 (pEx - 3)
Standard reference conditions
In case the ambient conditions prevailing at site deviate from the above-mentioned standard reference conditions, the continuous rating applicable for the respective site is to be determined according to the following formula: Px = Pr px k = ------- p ra
0.7 1.2 T ra T cra -------------------- ----------------------- 273 + t x 273 + t cx
ISO 30461: 2002. Section 10.4: Types of power output For engines for electrical power generation, the specifications given in ISO 8528-1:1993. 13.3, apply. ISO 85281: 1993. Section 13.3: Types of power output For all types of power output, it is necessary to provide additional engine power for governing purposes only (e.g. transient load conditions and suddenly applied load). This additional engine power is usually 10% of the rated power of the generating set and should not be used for the supply of electrical consumers. This additional power is not identical to the overload power for reciprocating internal combustion engines as defined in ISO 3046-1.
p x 0.7 308 t Ex 1.2 315 ---------- ----------------------- ----------------------- k = 95.5 273 + t 273 + t
x cx
1 = k 0.7 ( 1 k ) ------- 1 m 1
m
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i.e. Px Pr
Correction factor for power [-] Mechanical efficiency [-] Ratio of indicated power [-] Exhaust gas overpressure after turbine [kPa] Substitute reference for total barometric pressure = 95.5 [kPa]
k pEx pra
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Figure 2-18
Illustration of continuous power
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2.1.9
Exhaust gas emissions

PDS: 230 110
Composition of exhaust gas of medium speed four-stroke Diesel engines The exhaust gas of a medium speed four-stroke Diesel engine is composed of numerous of constituents. These are derived from either the combustion air and fuel oil and lube oil used, or they are reaction products, formed during the
Main exhaust gas constituents Nitrogen N2 Oxygen O2 Carbon dioxide CO2 Steam H2O Inert gases Ar, Ne, He... Total
combustion process. Only some of these are to be considered as harmful substances. The table below show the typical composition of the exhaust gas of an MAN B&W Diesel fourstroke Diesel engine at full load and without any exhaust gas treatment devices
approx. [g/kWh] 5020 - 5160 900 - 980 560 - 620 260 - 370 75 7000
approx. [% by volume] 74.0 - 76.0 11.6 - 12.6 5.2 - 5.8 5.9 - 8.6 0.9 > 99.75
Additional gaseous exhaust gas constituents considered as pollutants Sulphur oxides SOx Nitrogen oxides NOx Carbon monoxide CO Hydrocarbons HC Total
1) 2) 3) 4)
approx. [% by volume] 0.08 0.08 - 0.15 0.006 - 0.011 0.1 - 0.04 <0.25
approx. [g/kWh] 12.0 9.6 - 16.0 0.4 - 0.8 0.4 - 1.2 26
Additionally suspended exhaust gas 5) constituents, PM MGO Soot (elemental carbon) Fuel ash Lube oil ash Table 2-3
6) 7)
approx. [mg/Nm3] operating on HFO 8) 50 40 8 MGO 0.3 0.03 0.02 50 4 3

7)
approx. [g/kWh] operating on HFO 8) 0.3 0.25 0.04
Exhaust gas constituents (only for guidance)
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Note : At rated power and without exhaust gas teatment 1) 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 NO 2 3) CO according to ISO-8178 or US EPA method 10 4) HC according to ISO-8178 or US EPA method 25A 5) PM according to IVDI-2066, EN-13284,ISO-9096 or US EPA method 17 6) Pure soot, without ash or any other particle-borne constituents 7) 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 %
Carbon dioxide CO2 Carbon dioxide (CO2) is a product of combustion of all fossil fuels. Among all internal combustion engines the Diesel engine has the lowest specific CO2 emission based on the same fuel quality, due to its superior efficiency. Sulphur oxides SOx Sulphur oxides (SOx) are formed by the combustion of the sulphur contained in the fuel. Among all propulsion systems the Diesel process results in the lowest specific SOx emission based on the same fuel quality, due to its superior efficiency. Nitrogen oxides NOx (NO + NO2, ) The high temperatures prevailing in the combustion chamber of an internal combustion engine cause the nitrogen contained in the combustion air and also that contained in some fuel grades to react with the oxygen of the combustion air to form nitrogen oxides (NOx). Carbon monoxide CO: Carbon monoxide (CO) is formed during incomplete combustion. In MAN B&W four-stroke Diesel engines, optimization of mixture formation and turbocharging process successfully reduces the CO content of the exhaust gas to a very low level. Hydrocarbons HC The hydrocarbons (HC) contained in the exhaust gas are composed of a multitude of various organic compounds as a result of incomplete combustion. Due to the efficient combustion process, the HC content of exhaust gas of MAN B&W four-stroke Diesel engines is at a very low level.
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Particulate Matter PM: Particulate matter (PM) consists of soot (elemental carbon) and ash.
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2.1.10
Generator plants in isolated operation

PDS: 230 110
Isolated operation A power plant, as standalone power supplier for a consumer net, operates in isolated operation. Plant layout When planning such a plant, the possible failure of one generating unit must to be allowed for in order to avoid overloading the remaining engines, and thus risking a black-out. For maximum 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 advise equipping with a Power Management System. This is the only way to ensure that the generating units can be operated in the maximum output
Number of generating units running Recommended utilisation of generating units capacity during system operation Table 2-4 % of Pmax 3 60
range and, in case one unit fails, that unimportant users can be switched off by the Power Management System to avoid failure of the system. Plant layout without Power Management System In the case of plants in isolated operation without Power Management System, the generating unit output should be adjusted in such a way that, in case one unit fails, the sudden loss in output can be compensated for by the other engines in operation. Taking into account the permissible load application (see Chapter 2.1.7 "Load application", Page 2-18), the recommended utilisation depending on the number of generating units running can be stated as given in Table 2-4, Page 2-30
4 75
5 80
6 83
7 86
8 87.5
9 89
10 90
Recommended utilisation dependent on generating units running
Load application in case one generating unit fails In case one generating unit fails in isolated operation, its output must transferred to the remaining generating unit and/or the load must be reduced by switching off electric consumers. A generating units capacity for immediate load transfer does not always correspond to its remaining reserve capacity, but depends on the current base load. These permissible load applications can be gathered from Chapter 2.1.7 "Load application", Page 2-18.
Example The isolated network consists of 4 generating units of 12V48/60 type with an output of 12,260kW electric each. P max = 4 12,260kW = 49,040kW = 100 % If the present system load is P0 = 39,000, each generating unit runs with:
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P0 39,100 100% ------------- = 100 ----------------- = 80% load 49,040 P max
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In case one unit suddenly fails, an immediate transfer of 20% engine output is possible according to Chapter 2.1.7 "Load application", Page 2-18, i.e. from 80% to 100% engine output. 100% generating unit output of the remaining 3 x 9L 58/64 is calculated as follows: P 1 = 3 12,260kW 36,780kW Consequently, an immediate load decrease from 39,100kW to 36,780kW is necessary, i.e. reduction of the consumers in the system by 2,320kW.
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2.1.11
Turbo charger and charge air cooler

PDS: 10 20
MAN B&W Diesel uses a super-charging system and two-step charge-air cooling. Generally, the following cleaning systems are available:
for the turbine: - wet cleaning - dry cleaning for the compressor: - wet cleaning. For further information see Chapter "Turbo charger" of the respective engine.
Figure 2-19
Typical charge air system B Lubrication oil for turbocharger C Turbine cleaning D Waste water from turbine cleaning G Fresh air H Charge air J Exhaust K Cooling water L Condensed water discharge LT Low temperatur cooling water circuit HT High temperatur cooling water circuit H Charge air
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1 Intake casing 3 Turbocharger 4 Compressor 5 Turbine 6 Double diffuser 7 Diffuser housing 8 Charge air cooler 9 Charge pipe 16 Float valve 17 Overspill pipe 18 Exhaust pipe
2.1.12
General
Jet Assist
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 admission rises quickly. Air supply Generally, larger air bottles are to be provided for the air supply of the Jet Assist. If the planned load profile is expecting a high requirement of Jet Assist, it should be checked whether an air supply from the working air circuit, a separate air bottle or a specially adapted, separate compressed air system is necessary or reasonable. In each case the delivery capacity of the compressors is to be adapted to the expected Jet Assist requirement per unit of time.
No. of manoeuvres, which take place in rapid succession, if necessary approx. 3 times
Jet Assist is a system for the acceleration of the turbocharger. By means of nozzles in the turbocharger, compressed air is directed to the compressor wheel resulting in its acceleration. This causes the turbocharger to adapt more rapidly to a new load condition and improves the response of the engine. Air consumption The air consumption for Jet Assist is, to a great extent, dependent on the load profile of the engine.
Application Power plants (stationary) Table 2-5
No. of manoeuvres per hour / Average duration approx. 3 times, 5 sec (in case of load application > 25%)
Guiding values for the number of Jet Assist manoeuvres dependent on application
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2.1.13
Condensate amount
Charge-air pipes, air vessels
Figure 2-20
Diagram condensate amount
The amount of condensation water precipitated from the air can be quite large, particularly in the tropics, and depends of the condition of the air drawn in, when the temperature of the charge air in the charge-air pipes drops below the dew point . The volume of condensate in the air vessels is determined by means of the curve at the bottom right of the diagram, representing an operating pressure of 30bar.
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Determine the amount of water accumulating in the charge air pipe,

Parameter Engine output (P) Specific air flow (le) Ambient air condition (I): Charge-air condition (II): Solution acc. to above diagram: Water content of air according to point of intersection (I) Maximum water content of air according to point of intersection (II) The difference between (I) and (II) is the condensed water amount (A) A = I II = 0.033 0.021 = 0.012 kg of water / kg of air Total amount of condensate QA: Q A = A le P Q A = 0.012 7.1 2880 = 245.4 kg/h kg of water / kg of air kg of water / kg of air 0.033 0.021 Ambient air temperature Relative air humidity Charge-air temperature after cooler Charge-air pressure (overpressure) Unit kW kg/kWh C % C bar Value 2,880 7.1 35 90 50 2.6
Determine the amount of water condensing in the compressed air vessel

Parameter Volumetric capacity of tank (V) Temperature of air in vessel (T) Overpressure in vessel (p) Absolute pressure in tank (pabs) Unit litre m3 C K bar bar N ------m
2
Value 4,000 4 40 313 30 31 31 10 287 35 90

5
Gas constant for air (R) Ambient air temperature Relative air humidity Weight of air in the tank is calculated as follows: 5 pV 31 10 4 m = ------------- = ------------------------------- = 138 kg 287 313 RT Solution acc. to above diagram: Water content of air according to point of intersection (I) Maximum water content of air according to point of intersection (III) The difference between (I) and (III) is the condensed water amount (B) B = I III B = 0.033 0.002 = 0.031 kg of water / kg of air Total amount of condensate in the vessel QB: QB = m B QB = 138 * 0.031 = 4.28 kg
Nm --------- K kg C %
kg of water / kg of air kg of water / kg of air
0.033 0.002
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Engine 48/60
2.2
2.2.1
Engine 48/60
Outputs, speeds and designations
PDS: 10
Engine V 48/60 Engine ratings

Engine type No. of cylinders Engine kW 12V 48/60 14V 48/60 18V 48/60 Table 2-6
1)
Engine rating 500 rpm Generator1) kW 12,260 14,305 18,390 Engine kW 12,600 14,700 18,900 514 rpm Generator1) kW 12,260 14,305 18,390
12 14 18
12,600 14,700 18,900
Engine ratings - engine V 48/60
Power factor 0.8
Related data sheet see Chapter 2.1.6 "Standard reference conditions", Page 2-17.
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Engine 48/60
Engine 48/60 Speeds/main data

Unit Cylinder rating Rated speed Mean piston speed Mean effective pressure Number of pole pairs Highest engine operating speed Table 2-7
1)
50 Hz 1,050 (1,430) 500 10.0 23.2 6 525

1)
60 Hz 1,050 (1,430) 514 10.3 22.6 7 525
kW (PS) rpm m/s bar rpm
Speeds/main data - engine 48/60
This concession may possibly be restricted. See Chapter 2.1.8 "Adjustment of output and power", Page 2-23.
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Engine 48/60
Engine V 48/60 Engine designation and design parameters

Parameter Number of cylinders Vee engine Cylinder bore Piston stroke Table 2-8 cm Unit Abbreviations 12, 14, 18 V 48 60
Engine designations - engine V 48/60
Parameter Cylinder bore Piston stroke Swept volume of each cylinder Compression ratio 1050 kW/cyl Distance between cylinder centres Vee angle Crankshaft diameter at journal Crankshaft diameter at crank pin Table 2-9
Unit mm litres mm mm
Value 480 600 108.6 15.3 1000 50 480 415
Design parameters - engine V 48/60
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Engine 48/60
2.2.2
Dimensions, weights and cross sections

PDS: 10
Engine V 48/60 Dimensions and weight
12V48/60B 14V48/60B 18V48/60B
L = 9835mm L = 10835mm L = 12606mm
TCA77 TCA77 TCA88
181t 206t 256t
Figure 2-21
Main dimensions - engine V 48/60
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Engine 48/60
Engine V 48/60 Cross section
Figure 2-22
Cross section, view on counter coupling side - engine V 48/60
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Engine 48/60
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Engine 48/60
2.2.3
Calculation of performance (Projedat)

Examples for engine 48/60 are given in the following.
The performance of the engine is calculated using the programme "Projedat" developed by MAN B&W Diesel.
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Figure 2-23
Calculation of operating data - example for engine 48/60
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Engine 48/60
Figure 2-24
Calculation of operating data - example for engine 48/60

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Engine 48/60
2.2.4
Engine noise
PDS: 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 distance from the engine surface distributed evenly around the engine according DIN 45635 Part 11, Section 5.4.3.
Octave level diagram In the octave level diagram below the minimum and maximum octave levels of all measuring points have been linked by graphs. Engines with lower ratings are between these curves.
Figure 2-25
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Octave level diagram - engine V 48/60
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Engine 48/60
2.2.5
Intake noise
PDS: 10
Engine V 48/60 Output. Intake noise
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Engine 48/60
2.2.6
Exhaust gas noise

PDS: 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 1m from the exhaust gas pipe outlet opening (DIN 45635 Part 11, Appendix A), without a silencer, is approx. 120dB(A) 3dB(A) at rated output.
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Engine 48/60
2.2.7
Planning data
PDS: 210
Engine V 48/60 1050 kW/cyl.; 500/514 rpm Coolers

Reference conditions: Fan cooling Air temperature Cooling water temperature before charge air cooler (LT stage) Air pressure Relative humidity Number of cylinders Engine output Heat to be dissipated Cylinder cooling water Charge air cooler HT-stage Charge air cooler LT-stage Lube oil cooler + separator Cooling water fuel nozzles Heat radiation engine Flow rates HT circuit (cylinder + charge air cooler HT-stage) LT circuit (lube oil cooler + charge air cooler LT-stage) Cooling water fuel nozzles module Lube oil (5 bar before engine) 3) Temperature basis HT cooling water engine outlet LT cooling water air cooler inlet Lube oil engine inlet Table 2-10
1) 2) 2) 1)
25 C bar % kW 12V 12,600 32 1 30 14V 14,700 18V 18,900
1180 3095 kW 1135 1515 28 485
1375 3530 1360 1770 33 565
1765 4345 1945 2275 42 730
140 m3/h 170 3.4 325
160 200 4.0 370
200 250 5.0 460
90 C 32 55
Coolers - engine V 48/60
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Tolerance: +10% for rating coolers, -15% for heat recovery 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.
Engine 48/60
Engine V 48/60 1050 kW/cyl.; 500/514 rpm Air and exhaust gas data
Reference conditions: Fan cooling Air temperature Cooling water temperature before charge air cooler (LT stage) Air pressure Relative humidity Number of cylinders Engine output Air data Temperature of charge air at charge air cooler outlet Air flow rate C m3/h t/h Charge air pressure (absolute) Exhaust gas data 1) Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (210C) Permissible exhaust gas back pressure after turbocharger Table 2-11
1)
25 C 32 1 30 12V 12,600 14V 14,700 18V 18,900
bar % kW
41 73820 86.3
43 86130 100.7 4.09
43 110770 129.5
bar
m3/h t/h C kW mbar
154970 88.8
180800 103.6 335
232460 133.2
3270
3810 < 30
4900
Air and exhaust gas data - engine V 48/60
Tolerances: quantity 5%, temperature 20C Table shows guide values only. Please contact MAN B&W Diesel to have exact values calculated.
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Engine 48/60
Engine 48/60 Water and oil volume of engine, flow resistances, operating pressures Note: Exhaust gas back pressure
14 1,400 18 1,700
Water and oil volume of engine No. of cylinder Cooling water approx. Lube oil approx. Table 2-12 12 1,250 litres 325 380 490
Water and oil volume - engine V 48/60 bar 0.35 per cooler 0.40 per cooler 1.0 1.5
An increased exhaust gas back pressure (> 30mbar) raises the temperature level of the engine and will be considered when calculating a required derating by adding 2,5K to the ambient temperature for every 10mbar of the increased exhaust gas back pressure after the turbine.
Flow resistance Charge air cooler (HT stage) Charge air cooler (LT stage) Cylinder (HT cooling water) Fuel nozzles (water) Table 2-13 Flow resistances - engine 48/60
Operating pressures min. LT cooling water before charge air cooler stage 2 HT cooling before cylinders Nozzle cooling water before fuel valves open system closed system Fuel Oil before injection pumps Lube oil before engine Exhaust gas back pressure After turbocharger Negative intake pressure before compressor Maximum cylinder pressure Blow-off pressure (nozzle) Table 2-14
1)
bar 1) max. 4.0 4.0
2.0 3.0
2.0 3.0 4.0 L = 4.0 V = 5.0
4.0 5.0 8.0 L = 5.0 V = 5.5 30mbar 20 mbar 190 350

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Operating pressures - engine 48/60
All pressures overpressures
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Engine 48/60
2.2.8
Maintenance and spare parts

PDS: 10 50
Engine 48/60 Maintenance
Component Exhaust valve Inlet valve Piston Piston ring Connecting rod bearing Cylinder liner Main bearing Table 2-15
Spot checks 5,000 - 6,000 h x x x x x Maintenance intervals
Spot checks 10,000 - 12,000 h x x x x x x x
Time between overhauls 15,000 - 20,000 h Inspection / grinding Inspection / grinding Inspection Replacement Inspection Inspection / honing Inspection
Time between overhauls 30,000 - 40,000 h Inspection / replacement Inspection / replacement Inspection / replacement Replacement Replacement Inspection / honing / O-ring change Inspection / replacement
The intervals are guidelines. Correct operation and maintenance must be ensured.
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Engine 48/60
Engine 48/60 Spare parts
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Engine 48/60
Engine 48/60 Spare parts
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Engine 48/60
Engine V 48/60 Major spare parts
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Engine 48/60
2.2.9
Turbo charger
PDS: 10 20
Figure 2-26
Turbocharger for engine 48/60
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Figure 2-27
Explanation of acting forces and moments on the turbocharger exhaust- outlet
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Engine 48/60
Description and function
Figure 2-28 1 2 3 4 5 6 7 8 9 10 11 12 13
TCA 77 - engine 48/60 14 15 16 17 18 19 Casing foot Gas-outlet diffuser Outlet, washing water Thrust bearing Compressor wheel Discharge, compressed fresh air
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Silencer Insert Compressor casing Diffuser Bearing casing Bearing bush, compressor side Bearing body Turbine rotor Gas outlet casing Bearing bush, turbine side Nozzle ring Gas-admission casing Turbine blades
Engine 48/60
Description Economical operation of modern large-scale engines is not imaginable without exhaust gas turbochargers. The already high requirements for propulsion systems and energy producing units concerning efficiency and longevity are being continuously increased under the aspects of fuel utilization and environmental load. In this, the components of exhaust gas turbochargers are subject to extreme operating conditions. Exhaust gases of up to 650C continuously flow through the turbine and heat up its components, without an own counteractive cooling system. Especially the shaft bearing must withstand the high operating temperatures without the lubricating film ever breaking. On the compressor side, the air is heated to over 200C. The high temperatures lead to extreme thermal loads of the material at many locations. Speeds are extremely high: The MAN B&W Diesel exhaust gas turbochargers are operated with speeds ranging from 10.000 to 35.000rpm, depending on size. In this, circumferential velocities of 560m/s and more are reached at the compressor wheel, which amounts to 1.7 times the speed of sound or 2.000km/h. The centrifugal forces are extremely high: Forces of several hundred kN can easily apply at the foot of the turbine blade. The complete gas exchange of the engine is performed by the exhaust Gas turbocharger. For this machine, the throughput of combustion air can amount to 32.5m3/s. Simplified, it can be said that approx. 1/3 of the power produced by the engine is converted on minute space within the exhaust gas turbocharger.
0203-1101PD.fm
results, and based on decades of experience in building Diesel engines and exhaust gas turbochargers. Sub assemblies Turbochargers consist mainly of a turbine and a compressor, which are seated on the same shaft. The exhaust gas of the engine drives the turbine; the compressor draws in fresh air and compresses it. The turbocharger consists of the following main sub assemblies: Rotating element: Turbine wheel and shaft are firmly connected together; the turbine blades are individually set into the turbine wheel. The compressor wheel is mounted on the shaft. Bearing casing: The interior bearing of the running equipment consists of two bearing bushes and a thrust bearing. Lubrication of the bearing is carried out via the lube oil circuit of the engine. Lubricating oil pipes, lube oil venting and sealing air pipes are integrated in the bearing casing. Gas-admission casing: The nozzle ring is built into the gas-admission casing. It enables optimum adaptation of the turbocharger to the engine. Gas outlet casing: The gas-outlet diffuser in the outlet casing is flow-technically optimized. The outlet casing is fitted with 5 offset connections for the washing water outlet. Depending on the build-in position of the turbocharger, the connection positioned lowest is used. The outlet casing is designed so that together with the flanged-on gas admission casing, it offers optimum burst protection for the turbine wheel. Silencer or air intake casing Compressor casing optional with one or two discharge connections. The compressor casing houses the diffuser, which allows for op-
These requirements can be fulfilled only with use of the most recent material and manufacturing technologies, introduced into the series by MAN B&W Diesel with use of the latest developmental
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Engine 48/60
timum adaptation of the turbocharger to the engine. Additionally, the diffuser functions as burst protection. Function The exhaust gas of the engine flows through the gas-admission casing and the nozzle ring, and runs axially onto the turbine wheel. The exhaust gas drives the turbine wheel; in this process, the energy contained in the exhaust gas is transformed into mechanical rotation energy at the turbine wheel. As the turbine wheel and the compressor wheel are seated on the same shaft, the compressor wheel is driven at the same time. The exhaust gas exits the turbocharger through the gas-outlet diffuser and the gas outlet casing. The compressor wheel draws in fresh air through the silencer or the intake casing and the insert. The fresh air is compressed in the compressor wheel, diffuser and compressor casing. The compressed fresh air is forced into the cylinders of the engine via charge air cooler and charge air pipe. The running equipment of the turbocharger is led radially by two bearing bushes, which are situated in the bearing casing between turbine wheel and compressor wheel. The thrust bearing positioned on the compressor side not only handles the axial guidance, but also transfers the thrust in axial direction. A bearing body holds the bearing seat and at the same time is used as insulation against the hot exhaust-gas side of the turbocharger.
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Engine 48/60
Lube oil system
Figure 2-29 1 2 3 4 5 6 7 8 9
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Lube oil system for TCA 77 - engine 48/60 10 Drain pipe ( > max. inclination of system: + 5) 11 Service tank or crankcase 12 Venting 13 Non-return valve with bypass 14 Bore 15 Supply/drain pipe 16 Orifice 17 Overflow pipe 18 Post lubrication tank
Supply pipe Pressure reduction valve (4-stroke) Turbocharger supply pipe Non-return valve Pressure monitor Manometer Bearing casing Locating bearing Bearing bush
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Engine 48/60
Functional description Lube Oil Circuit: The lubrication and cooling of the high-stressed bearing bushes in the turbocharger takes place by means of a lube oil system, which is integrated mainly in the bearing casing. The lubricating oil is supplied from the lube oil system of the engine to the lube oil system of the turbocharger via a supply pipe (1). A pressure reduction valve (2.1) (four-stroke engine) adjusts the required lube oil pressure. The lube oil pressure is controlled behind the non-return valve (4) by means of a pressure monitor (5) and a manometer (6). The lubrication oil flows through the non-return valve (4) into the turbocharger casing, from where it reaches the thrust bearing (8) and the bearing bushes (9) via passages in the bearing casing (7) and the bearing body. The lubricating oil flows to the gap between bearing and shaft as well as to the face-sided lubrication point of the thrust bearing via bores in the bearing bushes. The lubricating oil leaves the gap between the bearing and the shaft and is splashed against the wall of the bearing casing by the rotation of the shaft. The lubricating oil exits the bearing casing through the drain pipe (10) and flows back into the lube oil system of the engine (11).
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Engine 48/60
Sealing air system
Figure 2-30 1 2 3 4 5 6 7
Sealing air system of TCA 77 - engine 48/60 8 9 10 11 12 C T Pipe bend Bearing bush Locating bearing Bearing casing Gas outlet casing Compressor wheel Turbine wheel
Compressor casing Ring duct, compressor side Orifice Sealing air pipe Ring duct, turbine-side Compensation pipe Non-return valve
Functional description The sealing air prevents hot exhaust gas from entering the bearing casing and the lubricating oil from seeping into the turbine (oil coke). Additionally, undesirable axial thrust on the bearing bushes is reduced.
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The sealing air system is fully integrated in the bearing casing (11). A part of the air compressed by the compressor wheel (C) is diverted and
flows out of the compressor casing (1) into a ring duct (2) in the bearing casing. From there, the air is led into the sealing air pipe (4), whereby an orifice (3) reduces the pressure to the required sealing 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 shaft and turbine labyrinth.
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Engine 48/60
Acceleration system "Jet Assist" (auxiliary air drive)
Figure 2-31 1 2 3 4 5
Jet assist, TCA 77 - engine 48/60 6 7 A C * Bore Compressor casing Starting-air cylinder (30bar) Compressor wheel standard specification turbocharger
Pressure reducing station or orifice Solenoid valve Non-return valve Ring duct Insert
Functional description The "Jet Assist" acceleration system is used when special requirements are made towards swift and possibly soot-free acceleration, and/or towards the load applications of the engine.
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The engine control actuates the solenoid valve (2). Compressed air of 30bar now flows from the starting-air cylinder through the pressure reducing station or orifice (1), where it is reduced to a maximum of 4bar. The compressed air reaches the compressor casing (7) via a non-return valve
Engine 48/60
(3) at a maximum of 4bar, from where it is led to the insert (5) via the ring duct (4). The compressed air is blown onto the compressor wheel (C) through several inclined bores (7) in the insert. On the one hand this provides additional air to the compressor, while on the other hand the compressor wheel is accelerated, thus increasing the charge air pressure.
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Engine 48/60
Cleaning system of the turbine - dry cleaning
Figure 2-32 1 2 3 4 5 6
Turbine dry cleaning - engine 48/60 7 8 9 10 A B Gas-admission casing Gas-outlet casing Turbine wheel Nozzle ring Stop cock (compressed air) Stop cock (exhaust gas)
Compressed air pipe (5 ... 8bar) Screw plug Granulate container Pipes (25 x 2.0 mm) Connection flange Adapter
Functional description The dry cleaning of the turbine is performed during operation at normal load of the engine. The granulate container (3) is equipped with a filling opening, a compressed air pipe (1) and a pipe (4) leading to the gas-admission casing (7). The pipes for compressed air are fitted with stop cocks (A) and (B). The granulate container is filled with cleaning granulates and shut tight. The stop cock (A) in
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the compressed-air supply pipe is opened and compressed air flows into the granulate container. Afterwards, the stop cock (B) in the pipe leading to the gas-admission casing is opened. The compressed air blows the granulates out of the granulate container into the gas-admission casing, from where the exhaust gas flow transports the granulates to the turbine wheel. The granulates bounce against the nozzle ring and turbine wheel, thus removing deposits and contamination. The exhaust gas flow carries the
Engine 48/60
granulates and contamination particles out of the system. Operating conditions The granulate container (3) must be fastened at a suitable location. It may not be not be positioned lower than 1 m below the connection flange (5). The pipe (4) may not be longer than 6 m and must be supported against vibrations. Ensure unobstructed flow. Maximum operating temperature of the stop cock (B) (exhaust gas): 150C. The connection flange (5) can be attached either at the adapter (6) of the exhaust gas pipe or directly at the gas-admission casing (7).
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Engine 48/60
Cleaning system of the turbine - wet cleaning
Figure 2-33 1 2 3 4 5
Turbine wet cleaning - engine 48/60 6 7 8 B E Turbine wheel Drain, washing water Drain funnel Drain valve Shut off valve water supply
Washing water Pressure reducer Nozzles Gas-admission casing Nozzle ring
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Engine 48/60
Functional description The wet cleaning is performed during operation with heavily reduced engine load (approx. 10% for driven engines), in order to avoid overload of the turbine blades (thermoshock). The advantages of wet cleaning in comparison to dry cleaning are: The better cleaning effect and thus longer cleaning intervals, Control of the cleaning effect via the contamination degree of the drained washing water. The washing water flows through the stop cock (E). The washing lances spray the washing water in the exhaust gas pipe in front of the turbine. The washing water droplets bounce against the nozzle ring and the turbine, where they wear off the contamination. The washing water collects in the turbine casing and runs off through the washing water drain (7) and the drain valve (B). The washing water is led via a funnel (8) to a sediment tank, where it is collected. The funnel enables visual control of the washing water. The cleaning process is finished when the washing water remains clean.
Cleaning system of the turbine - wet cleaning system of the compressor
Figure 2-34
Wet cleaning system, compressor - engine 48/60
1 2 3 4 5 6 7 8 9
Charge air pipe Pipe Key-button valve Hose Water tank with screwed connection Hose Injection pipe Compressor casing Charge air cooler
Functional Description The wet cleaning of the compressor is performed during operation at full load. The water tank (5) is filled with fresh water and tightly closed with the screwed connection. If the key-button valve (3) is opened, compressed air flows from the charge air pipe (1) into the water tank and presses the water out of the tank through the hose (6) to the injection pipe (7). The injection pipe sprays the water in the compressor casing (8) in front of the compressor wheel. The water droplets bounce against the compressor wheel, where they wear off the contamination.
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Engine 48/60
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Quality requirements
Kapiteltitel 3.fm
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Kapiteltitel 3.fm
Quality requirements 3.1 Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDO)
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 todays Diesel engines and the use of fuels which more and more often approach the limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Doped lube oils (HD oils) have proven to be suitable for lubricating the running gear, the cylinder, the turbocharger and for the cooling of the pistons. Doped lube oils contain additives which, amongst other things, provide them with sludge carrying, cleaning and neutralization capabilities. Only lube oils, which have been released by MAN B&W Diesel, are to be used. These are listed in Table 3-3, Page 3-5. Specifications Base oil The base oil (doped lube oil = basic oil + additives) must be a narrow distillation cut and must be refined in accordance with modern procedures. Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values
Characteristic features Structure Behaviour in cold, still flows Flash point (as per Cleveland) Ash content (oxide ash) Coke residue (as per Conradson) Aging tendency after being heated up to 135C for 100hrs. nheptane insolubles Evaporation loss Drop test (filter paper)
0302-0101AA.fm
as specified in Table 3-1, Page 3-3, particularly as concerns its aging stability. Doped lube oils (HD-oils) The base oil with which additives have been mixed (doped lube oil) must demonstrate the following characteristics: Additives The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber, especially at the outlet valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valves seats, as well as burnt-out valves and increased mechanical wear. Additives must not facilitate clogging of the filter elements, neither in their active nor in their exhausted state.
Unit C Weight % Weight % Weight % -
Test method ASTMD2500 ASTMD92 ASTMD482 ASTMD189 MAN B&W Diesel aging cabinet ASTMD4055 or DIN 51592 MAN B&W Diesel test
Limit value preferably paraffin-basic -15

> 200 < 0.02 < 0.50
t < 0.2
<2
Must not allow to recognize precipitation of resin or asphalt-like aging products
Table 3-1
Lube oil (MGO/MDO) - specified values
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Detergency The detergency must be so high that coke and tar-like residues occurring when fuel is combusted must not build-up. Dispersancy The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detrimental contamination from the used oil. Neutralization capacity The neutralization capacity (ASTM-D2896) must be so high that the acidic products which result during combustion are neutralized. The reaction time of the additives must be matched to the process in the combustion chamber. Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. Further conditions The lube oil must not form a stable emulsion with water. Less than 40ml emulsion are acceptable in the ASTM-D1410 test after one hour. The foaming behaviour (ASTM-D892) must meet the following conditions: after 10 minutes <20ml. The lube oil must not contain agents to improve viscosity index. Fresh oil must not contain any water or other contamination.
Doped grade Doped lube oils (HD oils) corresponding to international specifications MIL-L 2104 or API-CD, and having a Base Number (BN) of 12 15 mg KOH/g are recommended by us (Designation for armed forces of Germany: O-278). The content of additives included in the lube oil depends upon the conditions under which the engine is operated, and the quality of fuel used. If marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight % as per Conradson, a BN of approx. 20 is of advantage. Ultimately, the operating results are the decisive criterion as to which content of additives ensures the most economic mode of engine operation. Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and the cylinder liner are supplied with lube oil by means of a separate oil pump. The oil supply rate is factory-set to conform to both the quality of the fuel to be used in service and to the anticipated operating conditions. A lube oil as specified above is to be used for the cylinder and the lubricating circuit. Speed governor In case of mechanic-hydraulic governors with separate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil 15W-40 may exceptionally be used. In this context it makes no difference whether multicoloured oils based on synthetic or mineral oil are used. According to the mineral oil companies they can be mixed in any case. (Designation for armed forces of Germany: O236) The oil quality specified by the manufacturer is to be used for the remaining equipment fitted to the engine.
Lube oil selection

Engine SAE Class Viscosity mm2/s at 40C or 100C preferably in the upper region of the SAEClass applicable to the engine
32/40, 40/54, 48/60, 48/60
40
Table 3-2
Viscosity (SAE class) of lube oils
Page 3 - 4
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Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched package of additives which is suiting itself and adapted to the base oil, may be upset. Also, the lube oil company (oil supplier) is no longer responsible for the oil. Selection of lube oils / warranty Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a the position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. In case of doubt, we are more than willing to provide you with further information. Examinations We carry out the investigations on lube oil in our laboratories for our customers who need only pay the self-costs (net-costs). A representative sample of about 1litre is required for the examination.
Manufacturer ADNOC AGIP BP
Base Number [mgKOH/g] 12-151) Marine Engine Oil X412 Cladium 120 - SAE 40 Sigma S SAE 40 2) Energol DS 3-154 Vanellus C3 2) Castrol MLC 40 Castrol TLX 154 Castrol MXD 154 Rivermax SX 40 Taro 16 XD 40 Delo 1000 Marine SAE 40 Delmar 40-12 Genmarine EO 4015 Koral 15 Exxmar 12 TP 40 Marine MTX 1240 Mobilgard 412 / SHC 120 (MG 1SHC) Mobilgard ADL 40 / Delvac 13402) Marbrax CCD-410 Neptuno NT 1540 Gadinia Oil 40 Sirius FB 40 (Sirius/Rimula X) 2) Gadinia AL MarWay 1540 Ward S 10 T Disola M4015
CASTROL
CHEVRON (FAMM, Caltex) DELEK ENGEN ERTOIL ESSO/EXXON IRVING MOBIL PETROBRAS REPSOL
SHELL
STATOIL TEBOIL TOTAL Lubmarine 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
1)
If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a Base Number (BN) of approx. 20 is of advantage. 2) If the sulphur content of the fuel is < 1%.
We do not assume any reponsibility for difficulties that might be caused by these oils.
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Quality requirements 3.2 Quality of lube oil for heavy fuel oil operation (HFO)
3.2
Quality of lube oil for heavy fuel oil operation (HFO)

PDS: 10, 30, 40, 90
The specific power output offered by todays Diesel engines and the use of fuels which more and more often approach the acceptable limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Medium-alkaline lube oils have proven to be suitable for lubricating the running gear, the cylinders, the turbocharger and, if applicable, for the cooling of the pistons. Medium-alkaline oils contain additives which, amongst other things, provided them with a higher neutralising capacity than doped (HD) engine oils have. No international specifications exist for mediumalkaline lube oils. An adequately long trial operation in compliance with the manufacturers instructions is therefore necessary. Only lube oils, which have been released by MAN B&W Diesel, are to be used. These are listed 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 and must be refined in accordance with modern procedures. Bright stocks, if contained, must neiProperties/characteristics Structure Behaviour in cold, still flows Flash point (as per Cleveland) Ash content (oxide ash) Coke residue (as per Conradson) Aging tendency after being heated up to 135C for 100 hrs. n-heptane insolubles Evaporation loss
0302-0102AA.fm
ther adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values given in Table 3-4, Page 3-7, particularly as concerns its aging stability. Medium-alkaline lube oil The base oil with which additives have been mixed must demonstrate the following characteristics. Additives The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion, even though the engine were run on distillate fuel temporarily. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion space, especially at the exhaust valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valve seats, as well as burnt-out valves and increased mechanical wear in the cylinder space. Additives must not facilitate clogging of the filter elements, neither in their active nor in their exhausted state.
Unit C
Test method ASTM-D2500 ASTM-D92 ASTM-D482 ASTM-D189 MAN B&W Diesel aging cabinet
Limit values preferably paraffinbasic -15 >200 <0.02 <0.50 <0.2 <2 Must not allow to recognize precipitation of resinous or asphalt-like aging products
Weight %
ASTM-D4055 or DIN 51592 MAN B&W Diesel test
Drop test (filter paper) Table 3-4
Lube oil (HFO operation) - specified values
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Page 3 - 7
Detergency The detergency must be so high that the buildup of coke and tar-like residues on combustion of the HFO is precluded. Dispersancy The dispersancy must be selected such that commercially available lube-oil cleaning equipment can remove the detrimental contamination from the used oil, i.e. the used oil must have good separating and filtering properties. Diesel-Performance The Diesel performance (without taking the neutralisation ability into consideration) must, at least, comply with MIL-L-21014 D resp. API-CD. Neutralization capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic products of combustion are neutralised at the lube oil consumption rate that is specific for the engine. The reaction time of the additives must be matched to the process in the combustion chamber. Hints concerning the selection of the BN are given in Table 3-6, Page 3-9. Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil consumption is adversely affected. Further conditions The lube oil must not form a stable emulsion with water. Less than 40ml emulsion are acceptable in the ASTM-D1410 test after one hour. The foaming behaviour (ASTM-D892) must meet the following conditions: after 10 minutes <20ml. The lube oil must not contain agents to improve viscosity index. Fresh oil must not contain any water or other contamination.
Lube oil selection

SAEclass 40 Viscosity mm2/s at 40C or 100C preferably in the upper region of the SAEClass applicable to the engine
Engine 32/30, 40/54, 48/60 58/64 Table 3-5
Viscosity (SAE class) of lube oils
Neutralisation property (BN) Medium-alkaline lube oils having differently high levels of neutralisation capacity (BN) are available on the market. According to the present-day state of knowledge, operating conditions to be expected and BN can be correlated as shown in Table 3-6, Page 3-9. The operating resulting will in the essence be the decisive criterion as to which BN will ensure the most economic mode of engine operation. Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and the cylinder liner are supplied with lube oil by means of a separate oil pump. The oil supply rate is factory-set to conform to both the quality of the fuel to be used in service and to the anticipated operating conditions. A lube oil as specified above is to be used for the cylinder and the lubricating circuit.
Page 3 - 8
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BN (me KOH/g oil) ~20 - 25 ~30 ~40 ~50 Table 3-6
Operating conditions Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil with sulphur content of (0.5% by weight) For 32/40, 40/54, 48/60 and 58/64 engines only if sulphur concentration <1.5%. For 32/40, 40/54, 48/60 and 58/64 engines generally, provided the sulphur concentration is >1,5%. For 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).
Determining the BN for operating conditions
Speed governor In case of mechanic-hydraulic governors with separate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available as refill, an oil 15W-40 can be used for once. In this context it is not important, if multi grade oils based on synthetic or mineral oil are used. According to the mineral oil companies they can be mixed in all cases. The oil quality specified by the manufacturer is to be used for the remaining equipment fitted to the engine. Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched package of additives which is suiting itself and adapted to the base oil, may be upset. Also, the lube oil company (oil supplier) is no longer responsible for the oil. Selection of lube oils / warranty Most of the mineral oil companies are in close and permanent consultation with the engine manufacturers and are therefore in a the position to quote the oil from their own product line that has been approved by the engine manufacturer for the given application. Independent of this release, the lube oil manufacturers are in any case responsible for quality and performance of their products. In case of doubt, we are
more than willing to provide you with further information. Examinations We carry out the investigations on lube oil in our laboratories for our customers who need only pay the self-costs (net-costs). A representative sample of about 1litre is required for the examination.
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Manufacturer 20 - 25 ADNOC AGIP BP CASTROL CEPSA CHEVRON Texaco (FAMM, Caltex) DELEK ENGEN ERTOIL ESSO / EXXON IRVING MAO MING MOBIL PETROBRAS REPSOL SHELL STATOIL TEBOIL TOTAL Lubmarine Table 3-7 Marine Engine Oil X424 Energol IC-HFX 204 TLX 204/TLX Plus 204 Koral 25
Base Number [mgKOH/g] 30 Marine Engine Oil X430 Cladium 300 Energol IC-HFX 304 TLX 304/TLX Plus 304 Koral 35 40 Marine Engine Oil X440 Cladium 400 Energol IC-HFX 404 TLX 404/TLX Plus 404 -
Taro 20DP40 Taro 30DP40 Taro 40XL40 Delo 2000 Marine Oil SAE 40 Delo 3000 Marine Oil SAE 40 Delo 3400 Marine Oil SAE 40 Delmar 40-24 Koral 25 Exxmar 24 TP 40 Marine MTX 2040 Marbrax CCD-420 Neptuno NT 2040 Argina S 40 MarWay-2040 Aurelia XL 4025 Delmar 40-30 Genmarine EO 4030 Koral 35 Exxmar 30 TP 40 Exxmar 30 TP 40 Plus Marine MXD 3040 MMDL 4030 Mobilgard 430 Mobilgard M430 Marbrax CCD-430 Neptuno NT 3040 Argina T 40 MarWay-3040 Ward S 30 T Aurelia XL 4030 Delmar 40-40 Genmarine EO 4040 Exxmar 40 TP 40 Exxmar 40 TP 40 Plus Marine MXD 4040 Mobilgard 440 Mobilgard M440 Marbrax CCD-440 Neptuno NT 4040 Argina X40 MarWay-4040 Ward S 40 T Aurelia XL 4040
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
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Quality requirements 3.3 Quality of engine cooling water
3.3
Quality of engine cooling water

PDS: 10, 30, 40, 50
Preliminary remarks The engine cooling water, like the fuel and lubricating oil, is a medium which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result in thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the first commissioning of the plant. During subsequent operations the concentration specified by the engine manufacturer must always be ensured. In particular, this applies if a chemical additive is used. Requirements Limiting values The characteristics of the untreated cooling water must be within the following limits:
Property/ feature Characteristics Distillate or freshwater, free from foreign matter. Not to be used: Sea water, brackish water, river water, brines, industrial waste water and rain water max. 10 6.5 - 8 max.50 Unit
Test device The MAN B&W Diesel water test kit includes devices permitting, i.a., to determine the abovementioned water characteristics in a simple manner. Moreover, the manufacturer of anticorrosion agents are offering test devices that are easy to operate. As to checking the cooling water condition, see Chapter 3.4 "Checking cooling water", Page 3-19. Supplementary information Distillate If a distillate (from the freshwater generator for instance) or fully desalinated water (ion exchanger) is available, this should preferably be used as engine cooling water. These waters are free from lime and metal salts, i.e. major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin film of lime on the walls which provides a temporary protection against corrosion. This is the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked. Hardness
dH 1) mg/l 2)
Type of water
Total hardness pH-value Chloride ion content Table 3-8

1)
Cooling water - characteristics to be adhered to
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1dH (German hardness): 10mg CaO/litre 17.9mg CaCO3/litre 0.357mval/litre 0.179mmol/litre 2) 1 mg/l 1 ppm
The total hardness of the water is composed of temporary and permanent hardness. It is largely determined by calcium and magnesium salts. The temporary hardness is determined by the hydrogen carbon content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphates). The decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonate) hardness. Water with more than 10dH (German total hardness) must be mixed with distillate or be softened. A rehardening of excessively soft wa-
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ter is only necessary to suppress foaming if an emulsifiable anti-corrosion oil is used. Damage in the cooling water system Corrosion Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected and the water in the engine cooling system is treated carefully. Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulence. If the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus producing material destruction in closely limited regions. Erosion Erosion is a mechanical process involving material abrasion and destruction of protective films by entrapped solids, especially in regions of excessive flow velocities or pronounced turbulences. Corrosion fatigue Corrosion fatigue is a damage caused by simultaneous dynamic and corrosive stresses. It may induce crack formation and fast crack propagation in water-cooled, mechanically stressed components if the cooling water is not treated correctly. Treatment of the engine cooling water The purpose of engine cooling water treatment is to produce a coherent protective film on the walls of the cooling spaces by the use of anticorrosion agents so as to prevent the abovementioned damage. A significant prerequisite for the anti-corrosion agent to develop its full effectively is that the untreated water which is used satisfies the demands mentioned under "Requirements", Page 3-11.
Protecting films can be produced by treating the cooling water with a chemical anti-corrosion agent or emulsifiable anti-corrosion oil. Emulsifiable anti-corrosion oils fall more and more out of use since, on the one hand, their use is heavily restricted by environmental protection legislation and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market. Treatment before operating the engine for the first time Treatment with an anti-corrosion agent should be done before the engine is operated for the first time so as to prevent irreparable initial damage. Attention! It is not allowed to operate the engine without cooling water treatment. Cooling water additives No other additives than those approved by MAN B&W Diesel and listed in Table 3-9, Page 3-16 up to Table 3-12, Page 3-17. Permission required A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraftmaschinen (FVV), Testing the suitability of coolant additives for cooling liquids of internal combustion engines (FVV publication R 443/1986). The test report is to be presented if required. The necessary testing is carried out by Staatliche Materialprfanstalt, Department Oberflchentechnik, Grafenstrae 2, 64283 Darmstadt on request. To be used only in closed circuits Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses.
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Chemical additives Additives based on sodium nitrite and sodium borate, etc. have given good results. Galvanised iron pipes or zinc anodes providing cathodic protection in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water treatment is specified and, on the other hand, considering the cooling water temperatures commonly practised nowadays, it may lead to potential inversion. If necessary, the pipes must be dezinced. Anti-corrosion oil This additive is an emulsifiable mineral oil mixed with corrosion inhibitors. A thin protective oil film which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous deposits forms on the walls of the cooling system. Emulsifiable anti-corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasionally occurring emulsion stability problems, they are hardly used any more. The manufacturer must guarantee the stability of the emulsion with the water available or has to prove this stability by presenting empirical values from practical operation. If a completely softened water is used, the possibility of preparing a stable, non-foaming emulsion must be checked in cooperation with the supplier of the anti-corrosion oil or by the engine user himself. Where required, adding an anti-foam agent or hardening (see Chapter 3.4 "Checking cooling water", Page 3-19) is recommended. Anti-corrosion oil is not suitable if the cooling water may reach temperatures below 0C or above 90C. If so, an anti-freeze or chemical additive is to be used. Anti-freeze agent
0302-0201AA.fm
agent simultaneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. (Designation for armed forces of Germany: Sy-7025). Sufficient corrosion protection will be achieved by admixing the products listed in Table 3-12, Page 3-17 taking care that the specified concentration is observed. This concentration will prevent freezing down to a temperature of about -22C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site. Anti-freeze agents are generally based on ethylene glycol. A suitable chemical additive must be admixed if the concentration of the anti-freeze specified by the manufacturer for a certain application does not suffice to afford adequate corrosion protection or if, due to less stringent requirementswith redard to protection from freezing, a lower concentration of anti-freeze agent is used than would be required to achieve sufficient corrosion protection. The manufacturer must be contacted for information on the compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical additives stated in Table 3-9, Page 3-16 with anti-freeze agents based on ethylene glycol is confirmed. Anti-freeze agents may only be mixed with each other with the suppliers or manufacturers consent, even if the composition of these agents is the same. Prior to the use of an anti-freeze agent, the cooling system is to be cleaned thoroughly. If the cooling water is treated with an emulsifiable anti-corrosion oil, no anti-freeze may be admixed, as otherwise the emulsion is broken and oil sludge is formed in the cooling system. For the disposal of cooling water treated with additives, observe the environmental protection legislation. For information, contact the suppliers of the additives.
If temperatures below the freezing point of water may be reached in the engine, in the cooling system or in parts of it, an anti-freeze
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Biocides If the use of a biocide is inevitable because the cooling water has been contaminated by bacteria, the following has to be observed: - It has to be ensured that the biocide suitable for the particular application is used. - The biocide must be compatible with the sealing materials used in the cooling water system; it must not attack them. - Neither the biocide nor its decomposition products contain corrosion-stimulated constituents. Biocides whose decomposition results in chloride or sulphate ions are not permissible. - Biocides due to the use of which the cooling water tends to foam are not permissible.
this purpose. If this work is done by the engine user it is advisable to make use of the services of an expert of the cleaning agent supplier. The cooling system is to be flushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent immediately afterwards. After restarting the engine, the cleaned system has to be checked for any leakages. Periodical checks of the condition of the cooling water and cooling system Treated cooling water may become contaminated in service and the additive will loose some of its effectively as a result. It is therefore necessary to check the cooling system and the condition of the cooling water at regular intervals. The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. The results are to be recorded. Important! The concentrations of chemical additives must not be less than the minimum concentrations stated in Table 3-9, Page 3-16. Concentrations that are too low may promote corrosive effects and have therefore to be avoided. Concentrations that are too high do not cause damages. However, concentrations more than double as high should be avoided for economical reasons. A cooling water sample is to be sent to an independent laboratory or to the engine supplier for making a complete analysis every 3 6 months. For emulsifiable anti-freeze agents , the supplier generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be flushed, or if required to be cleaned (also see Chapter 3.5 "Cleaning cooling water", Page 3-23). The fresh charge of water is to be submitted to treatment immediately.
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Prerequisites for efficient use of an anti-corrosion agent Clean cooling system Before starting the engine for the first time and after repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will considerably reduce the efficiency of the additive. The entire system has therefore to be cleaned using an appropriate cleaning agent with the engine shut down (see MAN B&W Diesel Work Card 000.03 and Chapter 3.5 "Cleaning cooling water", Page 3-23). Loose solid particles, in particular, have to be removed from the system by intense flushing because otherwise erosion may occur at points of high flow velocities. The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for
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Status 09/2003
If chemical additives or anti-freeze agents are used, the water should be changed after three years at the latest. If excessive concentrations of solids (rust) are found, the water charge has to be renewed completely, and the entire system has to be thoroughly cleaned. The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the emulsion, corrosion in the system and calcareous deposits due to excessive water hardness. An increase in the chloride ion content generally indicates sea water leakage. The specified maximum of 50mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will increase. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content. Water losses are to be made up for by adding untreated water which meets the quality demands according to "Requirements", Page 3-11. The concentration of the anti-corrosion agent has subsequently to be checked and corrected if necessary. Checks of the cooling water are especially necessary whenever repair and servicing work has been done in connection with which the cooling water was drained. Protective measures Anti-corrosion agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturers are to be observed. Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, if a larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and washed before being worn again.
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Anti-corrosion agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without prior consultation with the competent local authorities. The respective legal regulations have to be observed.
If chemicals have splashed into the eyes, immediately wash with plenty of water and consult a doctor.
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Permissible cooling water additives Chemical additives (Chemicals) - containing nitrite

Initial dose per 1,000 litre 15l 40l 4.5kg Minimum concentration ppm Product 15,000 1) 40,000 4,500 Nitrite (NO2) 700 1,330 2,250 Na-Nitrite (NaNO)2 1,050 2,000 3,375
Manufacturer Drew Ameroid Int. Stenzelring 8 21107 Hamburg Germany Unitor Chemicals KJEMI-Service A.S. P.O. Box 49 3140 Borgheim Norway Vecom GmbH Schlenzigstr. 7 21107 Hamburg Germany Nalfleet Marine Chemicals P.O. Box 11 Northwich Cheshire CW8DX, UK Maritech AB P.O. Box 143 29122 Kristianstad Sweden Uniservice Via al Santuario di N.S. della Guardia 58/A 16162 Genova, Italy Table 3-9
1)
Product designation
Liquidewt Maxigard DEWT-NC
Rocor NB Liquid Dieselguard
21.5l 4.8kg
21,500 4,800
2,400 2,400
3,600 3,600
CWT Diesel/QC-2
16l
16,000
4,000
6,000
Nalfleet EWT Liq (9-108) Nalfleet EWT 9131 C Nalfleet EWT 9111 Nalcool 2000
3l 10l 10l 30l
3,000 10,000 10,000 30,000
1,000 1,000 1,000 1,000
1,500 1,500 1,500 1,500
Marisol CW
12 l
12,000
2,000
3,000
N.C.L.T. Colorcooling
12l 24l
12,000 24,000
2,000 2,000
3,000 3,000
Chemical additives - containing nitrite
The values in the marked areas can be determined with the test kit of the chemical manufacturer.
Chemical additives (Chemicals) - free from nitrite

Initial dose per 1,000 l Minimum concentration
Manufacturer Arteco Technologiepark Zwinaarde 2 B-9052 GentBelgium Total Lubricants Paros, France
Product designation
Havoline XLI
75 l
7.5 %
Table 3-10 Chemical additives - free from nitrite
Page 3 - 16
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WT Supra
75 l
7.5 %
Emulsifiable anti-corrosion oils

Product (Designation) Diatsol M Fedaro M
Manufacturer BP Marine Breakspear Way Hemel Hempstead Herts HP2 4UL, UK Castrol Int. Pipers Way Swindon SN3 1RE, UK DEA Minerall AG berseering 40 22297 Hamburg, Germany Deutsche Shell AG berseering 35 22284 Hamburg, Germany Table 3-11 Emulsifiable anti-corrosion oils
Solvex WT 3
Targon D
Oil 9156
Anti-freeze agents with corrosion inhibiting effect

Manufacturer BASF Carl-Bosch-Str. 67063 Ludwigshafen, Rhein, Germany Castrol Int. Pipers Way Swindon SN3 1RE, UK BP, Britannic Tower, Moor Lane, London EC2Y 9B, UK DEA Minerall AG berseering 40 22297 Hamburg, Germany Deutsche Shell AG berseering 35 22284 Hamburg, Germany Hchst AG, Werk Gendorf 84508 Burgkirchen, Germany Mobil Oil AG Steinstrae 5 20095 Hamburg, Germany Arteco/Technologiepark, Zwijnaarde 2, B-9052 Gent, Belgium
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Product (Designation) Glysantin G 48 Glysantin 9313 Glysantin G 05 Antifreeze NF,SF
Minimum concentration
Antifrost X 2270A
Khlerfrostschutz
35 %
Glycoshell Genatin extra (8021 S) Frostschutz 500
Havoline XLC Glacelf Auto Supra Total Organifreeze 50 %
Total Lubricants Paris, France
Table 3-12 Anti-freeze agents with corrosion inhibiting effect
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Quality requirements 3.4 Checking cooling water
3.4
Checking cooling water

PDS: 10, 30, 40, 50
Purpose of jobs to be done Record and assess characteristic values of operating media, avoid/reduce harmful effects. Brief description Fresh water that is used for filling cooling water circuits must comply with the specifications. Cooling water in the system must be checked at regular intervals according to the maintenance schedule. The work/steps include: Recording characteristic values of operating media Assessment of operating media and Checking the concentration of anti-corrosion agents. Tools/appliances required Means for checking the fresh water quality Either use MAN B&W Diesel water test kit or a coorresponding testkit containing all the necessary instruments and chemicals for determining the water hardness, the pH value and the chloride content (can be obtained from MAN B&W Diesel or from Messrs Mar-Tec Marine, Hamburg), or Durognost tablets used to determine the water hardness (Messrs Gebr. Hegl KG, Hildesheim), and pH value indicator paper with colour checking pattern to determine the pH value (Messrs Merk AG, Darmstadt), or alternatively liquid pH value indicator or electronic measuring unit, and n/10 silver nitrate solution and 5percent potassium chromate solution to determine the chloride ion content.
Means for checking the concentration of additives When using chemical additives: Testing means according to the recommendations of the supplier. Usually, the testkits delivered by the suppliers also contain testing means for determining the fresh water quality. When using anti-corrosion oils: Emulsion tester (Messrs Hamburger Laborbedarf Dargatz, Hamburg), and concentrated hydrochloric acid. Check the characteristic values of the water Brief specification
Characteristic value/Feature Water for charging and topping up Fresh water, free of foreign matter 10dGH 1) 6.5 8 at 20C 50mg/l Waterincirculation Treated cooling water 10dGH 1) 7.5 at 20C 50mg/l
Type of water Total hardness pH value Chloride ion content
Table 3-13 Quality specifications for cooling water (brief)

1)
dGH = German hardness
Check the water hardness The water hardness should be tested in compliance with the instructions accompanying the Durognost tablets. Water of a hardness exceeding the specified limit is to be mixed with distillate or softened water, or to be softened by adding the chemicals stated below.
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Checking cooling water 3.4 Checking cooling water
The water hardness is reduced by 1dGH if the following quantities of chemicals are added to 1000l of water: - approx. 40g anhydrous trisodium phosphate (Na3PO4), and - approx. 20g anhydrous sodium carbonate (Na2CO3). Important! The chemicals are to be dissolved in water, in a separate tank outside the engine circuit (in order for the water hardness constituents to be separated outside the engine circulation system) and subsequently be gradually added via the compensating tank, with the engine running. Chemicals to increase the water hardness are virtually insignificant nowadays because emulsifiable anti-corrosion oils are hardly used any longer. These chemicals only served the purpose of suppressing foaming in such cases. Check the pH value Indicator paper, a liquid indicator, or an electronic measuring unit is to be used for measuring. Make sure to observe the instructions given by the respective supplier. The pH value indicates the concentration of hydrogen ions and provides a comparative value for the aggressiveness of the water. If the pH value is lower than the specified limit, it can be corrected by adding sodium nitrite (NaNO2) or sodium hydroxide (NaOH); sodium nitrite should be given preference. Which quantity is required depends 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 the glass and mix thoroughly. Add 5 drops of a 5percent potassium chromate solution (K2CrO4). If red colouration occurs, the chloride ion content is less than 50mg/l. If the chloride ion content is too high, add water with a low chloride content (distilled water or totally desalinated water) until red colouration oc-
curs. Then check once again for hardness and pH value. Testkit of the producer of the additive As far as the testkit of the supplier of the additive contains testing means to determine the characteristic values of the fresh water, these can be used. Check the concentration of anti-corrosion agents Brief specification
Anti-corrosion agent Chemical additives Anti-corrosion oil Concentration In compliance with quality specification, see Chapter 3.3 "Quality of engine cooling water", Page 3-11 Initially, after filling in, 1.5 - 2% by volume; when operating conditions have stabilised 0.5-1% by volume In compliance with quality specification, see Chapter 3.3 "Quality of engine cooling water", Page 3-11
Anti-freeze
Table 3-14 Concentration of cooling additives
Check the concentration of chemical additives The concentration should be checked weekly and/or in accordance with the maintenance schedule, using the testing instruments and reagents specified by the respective supplier, and in accordance with the instructions issued. A protection by chemical anti-corrosion agents is only ensured if the concentration is exactly adhered to. In this connection, the concentrations recommended by MAN B&W Diesel (see Chapter 3.3 "Quality of engine cooling water", Page 3-11) are to be adhered to by all means. These recommended concentrations may differ from the producers specifications. For reasons of environment protection, chemical additives are almost exclusively used nowadays. Emulsifying anti-corrosion oils have lost importance.
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Quality requirements 3.4 Checking cooling water
Check the concentration of anti-corrosion oils The concentration of the anti-corrosion oil is determined by means of the emulsion tester by acid cleavage with concentrated hydrochloric acid. Check the concentration of anti-freeze agents The concentration is to be checked in accordance with the instructions of the producer, or a suitable laboratory is to be entrusted with the determination of the concentration. In case of doubt, MAN Diesel AG, Augsburg, should be consulted .
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Checking cooling water 3.4 Checking cooling water
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Quality requirements 3.5 Cleaning cooling water
3.5
Cleaning cooling water

PDS: 10, 30, 40, 50
Purpose of jobs to be done Free operating media systems from contamination/residues, ensure/restore operational reliability. Brief description Cooling water systems that show contamination or deposits impede effective component cooling and may endanger a stable emulsion of water and anti-corrosion oil. Contamination and deposits 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 for contamination at the specified intervals. If heavily fouled, immediate cleaning is necessary. This work should preferably be done by a specialist firm which will provide the cleansers suitable for the particular type of deposits and materials used in the cooling system. Only in the event that procurement of the services of a specialist firm is not possible, the cleaning should be performed by the engine operator.
Oil sludge Oil sludge produced by lube oil entering the cooling system or by an excessive concentration of anti-corrosion agents can be removed by flushing with fresh water, with some cleaning agent being added. Table 3-15, Page 3-23, lists appropriate agents in alphabetical order. Products of other manufacturers may be used provided their properties are comparable. The manufacturers instructions for use are to be strictly observed. Calcareous and rust deposits Calcareous and rust deposits may form if excessively hard water or too low a concentration of anti-corrosion agent has been used in operation. A thin layer of scale need not be removed as, according to experience, this provides protection against corrosion. Calcareous layers of >0.5mm in thickness, however, will impede the heat transfer to an extent which results in thermal overloading of the components to be cooled. Rust in the cooling system adversely affects the stability of the emulsion in case anti-corrosion oil is being used for cooling water treatment. Washed-off rust particles can act like an abrasive (e. g. on the sealing elements of the water pumps). Together with the water hardness constituents, they form so-called iron sludge which settles predominantly in areas of low flow rates.
Durationofcleaningprocedure/temperature 4 hrs at 50 60C 4 hrs at 60 80C 4 hrs at ambient temperature 12 hrs at 50 60C
Manufacturer Drew Nalfleet Unitor Vecom

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Product HDE 777 Nalfleet 9 010 Aquabreak 1) Ultrasonic Multi Cleaner
Concentration 4 5% 2 5% 0.05 0.5% 4%
Table 3-15 Cleaning agents for removing oil suldge

1)
Can also be used in case of short engine operating periods
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Quality requirements 3.5 Cleaning cooling water
Manufacturer Drew Nalfleet Unitor Vecom
Product SAF-Acid Descale-IT Nalfleet 9 068 Descalex Descalant F
Concentration 5 10% 5% 5 10% 3 10%
Duration of the cleaning procedure / temperature 4 hrs. at 60 70C 4 hrs. at 60 75C 4 6 hrs. at approx. 60C approx. 4 hrs. at 50 60C
Table 3-16 Cleaning agents for dissolving calcareous scale and rust
In general, products used for dissolving calcareous scale deposits are also suitable for removing rust. Table 3-16, Page 3-24, lists appropriate agents in alphabetical order. Products of other manufacturers may also be used as long as their properties are comparable. The manufacturers instructions for use are likewise to be strictly observed. Prior to cleaning, check whether the agent concerned is suitable for the materials to be cleaned. The agents listed in Table , Page 3-24, are also suitable for stainless steel In case of emergency Only in exceptional cases, if none of the special agents the application of which does not present problems is available, calcareous deposits may be removed by using aqueous hydrochloric acid or amido sulphur acid as a means of emergency. The following is to be observed for application: Heat exchangers made of stainless steel must never be treated with aqueous hydrochloric acid. Cooling systems containing nonferrous metals (aluminium, red brass, brass, etc.) have to be treated with inhibited amido sulphur acid. This acid should be added to the water at a concentration of 3 - 5%. The temperature should be 40 - 50C. Aqueous hydrochloric acid may only be used for cleaning steel pipes. The use of hydrochloric acid for system cleaning always involves the risk of acid residues remaining in the system even after thorough neutralisation and flushing. Such residues promote corro-
sion pitting. We therefore recommend having the cleaning operation performed by a firm specialising in this field. Carbon dioxide bubbles which form in the dissolution process of the calcareous deposits may obstruct the access of the cleaning agent to the water scaling. It is, therefore, absolutely necessary to circulate the water containing the cleaning agent so that the gas bubbles are carried away and can escape. The duration of the cleaning process depends on the thickness and composition of the deposits. For guide values, please see Table , Page 3-24. After cleaning Following the cleaning of cooling spaces using cleaning agents, the system has to be flushed several times. In doing so, make sure to replace the water. Where acids have been used for cleaning, subsequently neutralise the cooling system with appropriate chemicals, and then flush it. When this has been done, the system can be refilled with appropriately treated water. Attention! Do not start the cleaning process before the engine has dooled down. Hot engine components are not allowed to be charged with cold water. Prior to proceeding to refilling the cooling water system, make sure that the venting pipes are open. Clogged venting pipes obstruct the escape of air and involve the danger of thermal overloading of the engine. The relevant regulations have to be observed for the disposal of cleaning agents or acids.
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Quality of raw-water in cooling tower operation (addtive and circulating water)
3.6

PDS: 10, 30, 40, 50
This guideline specifies the basic demands made on cooling water for cooling tower operation. Should the cooling tower manufacturer make further demands on the water quality, these requirements must, by all means, be observed. Moreover, it must be taken into consideration that additional demands will be made on the water quality depending on the material of the coolers, which are applied with water. Additional requirements for the cooling water made by the cooler manufacturer must also be observed. General The raw water system with cooling tower recooling concerns an open circulation system, which dissipates the heat absorbed from the water by evaporation into the cooling tower. This results at the same time in a continuous water loss due to evaporation. In order to restrict the incurring salt concentration, a certain water amount must permanently be topped as additive water. Water losses due to evaporation and blowing down (depending on the additive water quality) may amount up to 3% of the circulating water quantity. Blowing down An increasing evaporation loss results in a higher concentration of the salts and the suspended substances in the water and, therefore, in an increasing tendency to corrosion and the formation of deposits in the system. In addition, the raw water absorbs impurities from the ambient air. Deposits have a negative effect on the heat dissipation in the coolers and the control system function.
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a regulating effect on the concentration constituents of the circulating water. The amount of the water to be exchanged depends on the water quality and has to be chosen as to ensure constant compliance with the limit values specified for the circulating water (see Table 3-17, Page 3-26). Additive water The system water losses caused by blowing down, evaporation or leakages must be replaced by continuous additive water topping during operation. The required amount of additive water depends on the quality of the additive water and the climatic site conditions. Certain demands have to be made on the additive water quality, which is based on the requirements for circulating water taking the concentration degree into consideration. If the required water quality cannot be achieved, the water has to be treated chemically (e.g. softening or hardness stabilisation) or mechanically, if necessary. Otherwise deposits due to precipitation of hardly soluble salts, sediments of disperse solid substances, corrosion, growth of micro organisms are to be expected. The cooling tower should, at least, be run with a concentration by factor 2. Higher concentrations are, in general, more economic. In order to permit this, the content of substances must not exceed half of the amount of the contents permitted for circulating water. For the absolute minimum requirements, please see Table 3-17, Page 3-26.
In order to avoid excessive concentration, a part of the thickened circulating water must be removed from the circuit and be replaced by less concentrated additive water. Blowing down has
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Water treatment Depending on the water quality, various treatment processes come into consideration: Decarbonisation, acid injection Desalinisation Cooling water conditioning (chemical treatment). By using special chemicals, so-called stabilisers and conditioners, deposits and corrosion in the cooling water circuit can largely be controlled. These means permit operation at increased concentration and, therefore, a reduction of the required additive water. When using chemical additives for cooling water conditioning, the cooling tower manufacturer is to be contacted. Quality guidelines for circulating and additive water
Circulating water Appearance pH value 2) Total salt content Conductivity Calcium Carbonate hardness without hardness stabilisation Carbonate hardness with hardness stabilisation Chloride Sulphate KMnO4 consumption Germ number Table 3-17 Colourless, clear, no sediments 7.5 - 8.5 <2,500ppm <3,000S/cm >20ppm <4dH <71ppm CaCO3 Additive water 1) Colourless, clear, no sediments <1,250ppm >10ppm <2dH <35ppm CaCO3
1)
Minimum requirements in the case of concentration factor 2. At a higher concentration the values are accordingly lower. 2) When using chemical additives, the pH values may be located outside the specified range.
Monitoring of the water quality pH Value, water hardness and conductivity of the circulating water should, at least, be measured every 2 weeks. Based on the conductivity, it can be checked whether the prescribed concentration factor is kept. Regular checks must include the values stated in Table 3-17, Page 3-26. Utilisation of biocides Intensive venting of the water in the cooling tower and insulation will, above all, during the warm season, cause algeas and microorganisms, which clog the cooling system, support corrosion and clearly reduce the cooling efficiency. Growth by algeas, shells and bacteria colonies must, therefore, be eliminated by vaccination with chlorine or effective biocides. The selection and application of biocides depends on the occurring microorganisms. Close cooperation with the manufacturer, resp. supplier, would be recommendable as they dispose of suitable test processes for micro organism detection as well as the necessary experience. Environmental protection, safety The locally applicable environmental requirements are, in cooling tower operation, to be taken into consideration for the discharge of blowdown water and disposal of the substances (hardness stabilisers, biocides, corrosion inhibitors, dispersants) used for cooling water treatment. When using chemical additives, the safety regulations of the manufactures must, by all means, be observed.
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<20dH <356ppm CaCO3 <200ppm <300ppm <100g/m <10,000/ml
<10dH <178ppm CaCO3 <100ppm <150ppm -
Quality guidelines for circulating and additive water
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Quality requirements 3.7 Quality of heavy fuel oil (HFO)
3.7
Quality of heavy fuel oil (HFO)

PDS: 10, 30, 40, 90
Prerequisites MAN B&W Diesel four-stroke engines can be operated on any crude-oil based heavy fuel oil meeting the requirements listed in Table 3-19, Page 3-29, provided the engine and the fuel treatment plant are designed accordingly. In order to ensure a well-balanced relation between the costs for fuel, spare parts and maintenance and repair work, we recommend bearing in mind the following points. Heavy fuel oil (HFO) Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil grade (provenance) and the refining process applied. This is the reason why heavy fuel oils of the same viscosity may differ considerably, depending on the bunker places. Heavy fuel oil normally is a mixture of residue oil and distillates. The components of the mixture usually come from state-of-the-art refining processes such as visbreaker or catalytic cracking plants. These processes may have a negative effect on the stability of the fuel and on its ignition and combustion properties. In the essence, these factors also influence the heavy fuel oil treatment and the operating results of the engine. Bunker places where heavy fuel oil grades of standardised quality are offered should be given preference. If fuels are supplied by independent traders, it is to be made sure that these, too, keep to the international specifications. The responsibility for the choice of appropriate fuels rests with the engine operator. Specifications Mineral oil companies have internally established specifications for heavy fuel oils, and experience shows that these specifications are observed worldwide and are within the limits of international specifications (e.g. ISO 8217,
CIMAC, British Standards MA-100). As a rule, the engine builders expect that fuels satisfying these specifications are being used. The fuel specifications given in Table 3-19, Page 3-29, are categorized by viscosity and grade, and make allowance for the lowest-grade crude oil offered worldwide and for the most unfavourable refining processes. The specifications have been coordinated between the International Standard Organisation (ISO), the British Standards Institute (BSI), the association of engine builders (CIMAC) and the International Chamber of Shipping (ICS). Blends The admixing of engine oils (used oils), of nonmineral oil constituents (such as coal oil) and of residual products from refining or other processes (such as solvents) is not permitted. The reasons are, for example: the abrasive and corrosive effects, the adverse combustion properties, a poor compatibility with mineral oils and, last but not least, the negative environmental effects. The order letter for the fuel should expressly mention what is prohibited, as this constraint has not yet been incorporated in the commonly applied fuel specifications. The admixing of engine oil (used oil) to the fuel involves a substantial danger because the lube oil additives have an emulsifying effect and keep dirt, water and catfines finely suspended. Therefore, they impede or preclude the necessary cleaning of the fuel. We ourselves and others have made the experience that severe damage induced by wear may occur to the engine and turbocharger components as a result. A fuel shall be considered to be free of used lubricating oil if one or more of the elements Zn, P and Zn are below the specific limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm). The admixing of chemical waste materials (such as solvents) to the fuel is for reasons of environmental protection prohibited by resolution of the
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IMO Marine Environment Protection Committee of 1 Jan. 92. Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as overflow pipes of the lube oil system, in particular, must not have any connection to fuel tanks. Leaked oil collectors should empty into sludge tanks. Specifications For the usability of fuels of certain specifications, Table 3-18, Page 3-28, is valid. In Table 319, Page 3-29, the limit values to be complied with in each case are stated. The heavy fuel oils ISO F-RMK 35/45/55, with a maximum density of 1010kg/m3, can only be used if appropriate modern separators are available.
Fuel oil specification CIMAC 2003 BS MA100 ISO FRM Usability for engine types Engine type 32/40, 40/54, 48/60, 58/64 All engines A10 A30 B30/C10 M4 B/C10 D80 M5 D15
In the fuel ordering form, the limit values as per Table 3-19, Page 3-29, which have an influence on the engine operation, should be specified, for example in the bunkering or charter clause. Please note the entries in the last column of Table 3-19, Page 3-29, because they provide important background information Important: Fuel oil characteristics as stated in analysis results - even if they meet the above mentioned requirements - may be not sufficient for estimating the combustion properties of the fuel oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in the combustion chamber, gas passages and turbines. It may, therefore, be necessary to rule out some oils that cause difficulties.
E/F180 M7 E/F25
G/H/K380 8/9 G/H/K35
M8/H/K45
H/K700 M9/H/K55
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 BS MA100 ISO FRM Viscosity (at 50C) Viscosity (at 100C) Density (at 15C) Flash point g/ml mm2/s (cSt) A10 A30 B30 M4 B/C10 D80 M5 D15 E/F180 G/H/K380 M7 E/F25 8/9 G/H/K35 M8/H/K45 H/K700 M9/H/K55 "Viscosity/injection viscosity", Page 3-30 "Viscosity/injection viscosity", Page 3-30 "Heavy fuel oil treatment", Page 3-30 "Flash point (ASTMD93)", Page 3-32 "Low temperature behaviour (ASTM D97)", Page 3-32, and "Pump ability", Page 3-33 "Low temperature behaviour (ASTM D97)", Page 3-32, and "Pump ability", Page 3-33 See
Fuel-system related characteristic values max. max. 40 10 40 10 0.981 80 15 0.985 60 180 25 380 35 500 45 700 55
max. 0.975 min.
0.991/1.010
Pour point (summer) C
max.
24
30
Pour point (winter)
max.
24
30
Enginerelated characteristic values Carbon residues (Conradon) Sulphur Ash Vanadium Water Sediment (potential) Aluminium and silicon Asphalts Sodium mg/kg % vol. % wt. % wt. 10 3.5 max. 150 0.5 10/14 3.5 0.10 150/ 300 350 0.8 200/ 500 14 4 0.15 300/ 600 1 0.1 15/20 18/22 5 0.20 600 22 22 "Combustion properties", Page 3-33 "Sulphuric acid corrosion", Page 3-35 "Heavy fuel oil treatment", Page 3-30 "Heavy fuel oil treatment", Page 3-30 "Heavy fuel oil treatment", Page 3-30
Supplementary characteristic values mg/kg % wt. mg/kg max. 80 2/3 of carbon residues (Conradson) Sodium<1/3 vanadium, sodium<100 "Heavy fuel oil treatment", Page 3-30 "Combustion properties", Page 3-33 "Heavy fuel oil treatment", Page 3-30 "Ignition quality", Page 3-33
Cetane number of lowviscosity constituent minimum 35
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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 remarks The following remarks are thought to outline the relations between heavy fuel oil grade, heavy fuel oil treatment, engine operation and operating results. Selection of heavy fuel oil Economic operation on heavy fuel oil with the limit values specified in Table 3-19, Page 3-29, is possible under normal service conditions, with properly working systems and regular maintenance. Otherwise, if these requirements are not met, shorter TBOs (times between overhaul), higher wear rates and a higher demand in spare parts must be expected. Alternatively, the necessary maintenance intervals and the operating results expected determine the decision as to which heavy fuel oil grade should be used. It is known that as viscosity increases, the price advantage decreases more and more. It is therefore not always economical to use the highest viscosity heavy fuel oil, which in numerous cases means the lower quality grades. Heavy fuel oils ISO-RMB/C 10 or CIMAC B10 ensure reliable operation of older engines, which were not designed for the heavy fuel oils that are currently available on the market. ISO-RMA 10 or CIMAC A30 with a low pour point should be preferred in cases where the bunker system cannot be heated. Viscosity/injection viscosity Heavy fuel oils if having a higher viscosity may be of lower quality. The maximum permissible viscosity depends on the existing preheating equipment and the separator rating (throughput). The specified injection viscosity and/or fuel oil temperature upstream of the engine should be adhered to. Only then will an appropriate atomisation and proper mixing, and hence a low-residue combustion be possible. Besides, mechanical overloading of the injection system will be prevented. The specified injection viscosity and/or the necessary fuel oil temperature up-
stream of the engine can be seen from the viscosity/temperature diagram. Heavy fuel oil treatment Trouble-free engine operation depends, to a large extent, on the care which is given to heavy fuel oil treatment. Particular care should be taken that inorganic, foreign particles with their strong abrasive effect (catalyst residues, rust, sand) are effectively separated. It has shown in practice that with the aluminium content >10mg/kg abrasive wear in the engine strongly increases. The higher the viscosity of the heavy fuel oil, the higher will the density and the foreign particles concentration be, according to our experience. The viscosity and density will influence the cleaning effect, which has to be taken into consideration when designing and setting the cleaning equipment. Settling tank The heavy fuel oil is precleaned in the settling tank. This precleaning is all the more effective the longer the fuel remains in the tank and the lower the viscosity of the heavy fuel oil is (maximum preheating temperature 75C to prevent formation of asphalt in the heavy fuel oil). One settling tank will generally be sufficient for heavy fuel oil viscosity below 380mm2/s at 50C. If the concentration of foreign matter in the heavy fuel oil is excessive, or if a grade according to ISO-F-RM, G/ H/K35, H/K45 or H/K55 is preferred, two settling tanks will be required, each of which must be adequately rated to ensure troublefree settling within a period of not less than 24 hours. Prior to separating the content into the service tank, the water and sludge have to be drained from the settling tank. Separators A centrifugal separator is a suitable device for extracting material of higher specific gravity, such as water, foreign particles and sludge. The separators must be of the self-cleaning type (i.e. with automatically induced cleaning intervals).
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Separators of the new generation are to be used exclusively; they are fully efficient over a large density range without requiring any switchover, and are capable of separating water up to a heavy fuel oil density of 1.01g/ml at 15C. Table 3-20, Page 3-31, shows the demands made on the seoarator. These limit values
which the manufacturers of these separators take as a basis and which they also guarantee. The manufacturer specifications have to be adhered to in order to achieve an optimum cleaning effect.
Marine and stationary application: connected in parallel 1 separator for 100% throughput 1 separator (standby) for 100% throughput
Figure 3-1
Heavy fuel oil cleaning/separator arrangement
Layout of the separators is to be in accordance with the latest recommendations of the separator manufacturers, Alfa Laval and Westfalia. In particular, the density and viscosity of the heavy fuel oil are to be taken into consideration. Consulting MAN B&W Diesel is required if other makes of separators come up for discussion. If the cleaning treatment prescribed by MAN B&W Diesel is applied, and if the coorect separators are selected, it can be expected that the results given in Table 3-20, Page 3-31, for
Definition Inorganic foreign particles (incl. catalyst residues)
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water and inorganic foreign particles in the heavy fuel oil are reached at the entry into the engine. The results obtained in practical operation reveal that adherence to the above values helps to particularly keep abrasive wear in the injection system and in the engine within acceptable limits. Besides, optimal lube oil treatment must be ensured
Particle size <5m -
Quantity <20mg/kg (Al+Si content <15mg/kg) <0.2% by volume
Water 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 water separation, since the water is not a finely distributed emulsion but in the form of adversely large droplets. Water in this form promotes corrosion and sludge formation also in the fuel system, which has an adverse effect on the delivery and atomisation and thus also on the combustion of the heavy fuel oil. If the water involved is sea water, harmful sodium chloride and other salts dissolved in the water will enter the engine. The water-containing sludge must be removed from the settling tank prior to each separating process, and at regular intervals from the service tank. The venting system of the tanks must be designed in such a way that condensate cannot flow back into the tanks. Vanadium/sodium Should the vanadium/sodium ratio be unfavourable, the melting temperature of the heavy fuel oil ash may drop into the range of the exhaust valve temperature which will result in high-temperature corrosion. By precleaning the heavy fuel oil in the settling tank and in the centrifugal separators, the water, and with it the water-soluble sodium compounds can be largely removed. If the sodium content is lower than 30% of the vadium content, the risk of high-temperature corrosion will be small. It must also be prevented that sodium in the form of sea water enters the engine together with the intake air. If the sodium content is higher than 100mg/ kg, an increase of salt deposits is to be expected in the combustion space and in the exhaust system. This condition will have an adverse effect on engine operation (among others, due to surging of the turbocharger). The content of sodium of engines with PTG has to be limited to 50mg/kg. Under certain conditions, high-temperature corrosion may be prevented by a fuel additive
that raises the melting temperature of the heavy fuel oil ash (also refer to "Additives to heavy fuel oils", Page 3-35). Ash Heavy fuel oils with a high ash content in the form of foreign particles such as sand, corrosion and catalyst residues, promote the mechanical wear in the engine. There may be catalyst fines (catfines) in heavy fuel oils coming from catalytic cracking processes. In most cases, these catfines will be aluminium silicate, which causes high wear in the injection system and in the engine. The aluminium content found multiplied by 5-8 (depending on the catalyst composition) will approximately correspond to the content of catalyst materials in the heavy fuel oil. Homogenizer If a homogenizer is used, it must not be installed between the settling tank and the separator on any account, since in that case, harmful contaminants, and in particular seawater, cannot be separated out sufficiently.
Flash point (ASTMD-93) National and international regulations for transport, storage and application of fuels must be adhered to in respect of the flash point. Generally, a flash point of above 60C is specified for fuels used in Diesel engines. Low temperature behaviour (ASTM D-97) Pourpoint The pour point is the temperature at which the fuel is no longer fluid (pumplike). Since many of the low-viscosity heavy fuel oils have a pour point greater than 0C, too, the bunkering system has to be preheated unless fuel in accordance with CIMAC A30 is used. The entire bunkering system should be designed so as to permit preheating of the heavy fuel oil to approx. 10C above the pour point.
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Cloud point For filter clogging, the cloud point is of interest. Pump ability Difficulties will be experienced with pumping if the fuel oil has a viscosity higher than 1,000mm2/s (cSt) or a temperature less than approx. 10C above the pour point. Please also refer to "Low temperature behaviour (ASTM D97)", Page 3-32. Combustion properties An asphalt content higher than 2/3 of the carbon residue (Conradson) may lead to delayed combustion, which involves increased residue formation, such as deposits on and in the injection nozzles, increased smoke formation, reduced power and increased fuel consumption, as well as a rapid rise of the ignition pressure and combustion close to the cylinder wall (thermal overloading of the lube oil film). If the ratio of asphaltenes to carbon residues reaches the limit value 0.66, and the asphaltene content also exceeds 8%, additional analyses of the heavy fuel oil concerned by means of thermogravimetric analysis (TGA) must be performed by MAN B&W Diesel to evaluate the usability. This tendency will also be promoted by the blend constituents of the heavy fuel oil being incompatible, or by different and incompatible bunkering being mixed together. As a result, there is an increased separation of asphalt (also see "Compatibility", Page 3-35). Ignition quality Cracked products which nowadays are preferred as low-viscosity blend constituents of the heavy fuel oil in order to achieve the specified reference viscosity may have poor ignition qualities. The cetane number of these constituents should be >35. An increased aromatics content (above 35%) also leads to a decrease in ignition quality. Fuel oils of insufficient ignition qualities will show extended ignition lag and delayed com-
bustion, which may lead to thermal overloading of the oil film on the cylinder liner and excessive pressures in the cylinder. Ignition lag and the resultant pressure rise in the cylinder are also influenced by the final temperature and pressure of compression, i.e. by the compression ratio, the charge-air pressure and charge-air temperature. Preheating of the charge-air in the part-load range and output reduction for a limited period of time are possible measures to reduce detrimental influences of fuel of poor ignition qualities. More effective, however, are a high compression ratio and the in-service matching of the injection system to the ignition qualities of the fuel oil used, as is the case in MAN B&W Diesel trunk piston engines. The ignition quality is a key property of the fuel. The reason why it does not appear in the international specifications is the absence of a standardised testing method. Therefore, parameters such as the Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid, which are derived from determinable fuel properties. We have found this to be an appropriate method of roughly assessing the ignition quality of the heavy fuel oil used. A test instrument utilising a constant-volume combustion technology /FIA fuel ignition analyser) has been developed and is currently being evaluated at a number of testing laboratories. The ignition quality of a fuel is determined as an ignition delay in the instrument that is converted to an instrument-related cetan number (FIA-CN). It has been observed that fuels with a low FIA cetan number could, in some cases, lead to operational problems. As the fluid constituent in the heavy fuel oil is the determining factor for its ignition quality and the viscous constituent is decisive for the combustion quality, it is the responsibility of the bunkering company to supply a heavy fuel oil grade of quality matched to the Diesel engine. Please refer to Figure 3-2, Page 3-34
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Figure 3-2 V D CCAI A B C 1 2
Nomogram for the determination of CCAI - assignment of CCAI ranges to engine types
Viscosity mm/s (cSt) at 50 C Density [kg/m] at 15C Calculated Carbon Aromaticity Index Normal operating conditions Difficulties may be encountered Problems encountered may increase up to engine damage after a short time of operation Engine type The combining straight line across density and viscosity of a heavy fuel oil results in CCAI.
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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 cooling water temperatures specified in the operating manual for the respective load. If the temperature of the component surface exposed to the acidic combustion gases is below the acid dew point, acid corrosion can no longer be sufficiently prevented even by an alcaline lubricating oil. If the lube oil quality and engine cooling meet the respective requirements, the BN values (see Chapter 3.2 "Quality of lube oil for heavy fuel oil operation (HFO)", Page 3-7) will be adequate, depending on the sulphur concentration in the heavy fuel oil. Compatibility The supplier has to guarantee that the heavy fuel oil remains homogenous and stable even after the usual period of storage. If different bunker oils are mixed, separation may occur which results in sludge formation in the fuel system, large quantities of sludge in the separator, clogging of filters, insufficient atomisation and highresidue combustion. In such cases, one refers to incompatibility or instability. The heavy fuel oil storage tanks should therefore be emptied as far as possible prior to re bunkering in order to preclude incompatibility. Blending heavy fuel oil If, for instance, heavy fuel for the main engine and gas oil (MGO) are blended to achieve the heavy fuel oil quality or viscosity specified for the auxiliary engines, it is essential that the constituents are compatible (refer to "Compatibility", Page 3-35). Additives to heavy fuel oils MAN B&W Diesel engines can be economically operated without additives. It is up to the customer to decide whether or not the use of an additive would be advantageous. The additive supplier must warrant that the product use will have no harmful effects on engine operation.
The use of fuel additives during the guarantee period is rejected as a matter of principle. Additives currently in use for Diesel engines are listed in Table 3-21, Page 3-35, together with their effect on engine operation.
Pre-combustion Combustion Post-combustion
Dispersants/stabilizers Emulsion breakers Biocides Combustion catalysts (fuel economy, emissions) Ash modifier (hot corrosion) Carbon remover (exhaust system)
Table 3-21 Additives to heavy fuels - Classification/ effects
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Examinations Sampling To be able to check as to whether the specification indicated and/or the stipulated delivery conditions have been complied with, we recommend a minimum of one sample of each bunker fuel to be retained, at least during the guarantee period for the engine. In order to ensure that the sample is representative for the oil bunkered, a sample should be drawn from the transfer pipe at the start, at half the time and at the end of the bunkering period. Sample Tec, supplied by Messrs Mar-Tec, Hamburg is an appropriate testing kit for taking samples continuously during the bunkering. Analyse samples The samples received from the bunkering company are frequently not identical with the heavy fuel oil bunkered. It is also appropriate to verify the heavy fuel oil properties stated in the bunker documents, such as density, viscosity, pour point. If these values should deviate from those of the heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator and the preheating temperature are not set correctly for the given injection viscosity. The criteria for an economic engine operation with regard to heavy fuel oil and lubricating oil may be determined with the help of the MAN B&W Diesel Fuel and Lube Analysis Set. Our department for fuels and lube oils (Augsburg Works, Department QC) will be glad to furnish further information if required.Additives to heavy fuel oils: Classification/effects
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Quality requirements 3.8 Quality of Marine Diesel Fuel (MDO)
3.8
Quality of Marine Diesel Fuel (MDO)

PDS: 10, 30, 40, 90
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel. Marine Diesel Oil (MDO) is offered as heavy distillate (designation ISO-F-DMB) or as a blend of distillate and small amounts of residual oil (designation ISO-F-DMC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oil and must be free from organic acids.
Property/feature Specification ISO-F Density at 15C Cinematic viscosity at 40C Pour Point winter quality summer quality Flash point Pensky Martens Total content of sediments Water content Sulphur content Ash content Coke residue (MCR) Cetane number Copper-strip test Vanadium content Content of aluminium and silicon Visual inspection Other specifications: British Standard BS MA 100 1987 ASTM D 975 ASTM D 396 C kg/m3 mm
2/s
Specification The usability of a fuel depends upon the engine design and available cleaning facilities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery. The key properties have been established to a great extent on the basis of ISO 8217-1996 and CIMAC-2003. The key properties are based on the test methods specified.
Unit
Test method DMB ISO 3675 ISO 3104 ISO 3016
Designation DMC 900 >2.5 < 11 <0 <6 920 >4 < 14 <0 <6 > 60 0.10 < 0.3 < 2.0 < 0.03 < 2.5 > 35 <1 < 100 < 25 -
cSt
ISO 2719 ISO CD 10307 ISO 3733 ISO 8754 ISO 6245 ISO CD 10370 ISO 5165 ISO 2160 DIN 51790T2 ISO CD 10478
> 60 0.10 < 0.3 < 2.0 < 0.01 < 0.30 > 35 <1 0 0
1)
mg/kg -
Class M2 2D No. 2
Class M3 4D No. 4
Table 3-22 Marine Diesel Oil (MDO) key properties to be adhered to

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1)
With good illumination and at room temperature, appearance of the fuel should be clear and transparent.
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Quality requirements 3.8 Quality of Marine Diesel Fuel (MDO)
Supplementary information At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or Interfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably. The fuel shall be free of used lubricating oil (ULO). A fuel shall be considered to be free of ULO if one or more of the elements Zn, P and Ca are below the specified limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm). The Pour Point indicates the temperature at which the oil will refuse to flow. The lowest temperature the fuel oil may assume in the system, should lie approx. 10C above the pour point so as to ensure it can still be pumped. The recommended fuel viscosity at the inlet of the injection pump is 10 ... 14mm2/s. If Blended MDOs (ISO-F-DMC) of differing bunkering are being mixed, incompatibility may result in sludge formation in the fuel system, a large amount of sludge in the separator, clogging of filters, insufficient atomization and a large amount of combustion deposits. We would therefore recommend to run dry the respective fuel storage tank as far as possible before bunkering new fuel. Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. It is also the cause of insufficient atomization and thus poor mixture formation and combustion with a high proportion of combustion residues. Solid foreign matter increase the mechanical wear and formation of ash in the cylinder space. If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recommend to provide a centrifugal separator upstream of the fuel oil filter. Separator throughput 65% with relation to the rated throughput. Separating temperature 40 to 50C. Solid particles (sand, rust, catalyst fines) and water can thus largely be removed and the intervals between cleaning of the filter elements considerably extended.
Investigations Fuel analyses are carried out in our chemical laboratory for our customers at cost price. For examination a sample of approx. 1dm3 is required.
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Quality requirements 3.9 Quality of gas oil/Diesel fuel (MGO)
3.9
Quality of gas oil/Diesel fuel (MGO)

PDS: 10, 30, 40, 90
Other designations Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel. Diesel fuel is a medium class distillate of crude oil which therefore must not contain any residual components.
Specification Suitability of the fuel depends on the conformity with the key properties as specified hereunder, pertaining to the condition on delivery. On establishing the key properties, the standards of DIN EN 590 and ISO 8217-1996 (Class DMA), as well as CIMAC-2003 were taken into consideration to a large extent. The key property ratings refer to the testing methods specified.
Test method ISO 3675 ISO 3104 Characteristic value 820.0 890.0 1.5 6.0 0 -12 60 85 0.01 0.05 1.5 0.01 0.10 40 2) 1
Property/feature Density at 15C
Unit kg/m3 mm2/s
Cinematic viscosity / 40C Filter ability1) in summer in winter Flash point Abel-Pensky in closed crucible Distillation range up to 350C Content of sediment (Extraction method) Water content Sulphur content Ash Coke residue (MCR) Cetane number Copper-strip test Other specifications: British Standard BS MA 100-1987 ASTM D 975
DIN EN 116 ISO 1523
% by volume % by weight % by volume
ISO 3405 ISO 3735 ISO 3733 ISO 8754 ISO 6245
% by weight -
ISO CD 10370 ISO 5165 ISO 2160
M1 1D/2D
Table 3-23 Diesel fuel oil (MGO) - key properties to be adhered to

1) 2)
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Determination of filter ability to DIN EN 116 is comparable to Cloud Point as per ISO 3015. L/V 20/27 engines require a cetane number of at least 45
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Quality requirements 3.9 Quality of gas oil/Diesel fuel (MGO)
Supplementary information Using fuel oil If, in case of stationary engines a distillate intended for oil firing (for instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to ASTM D-396, resp.), is used instead of Diesel fuel, adequate ignition performance and low-temperature stability must be ensured, i.e. the requirements as to properties concerning filter ability and cetane number must be met. Investigations Fuel analyses are carried out in our chemical laboratory for our customers at cost price. For examination a sample of approx. 1dm3 is required.
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Quality requirements 3.10 Viscosity temperature-diagram
3.10
Viscosity temperature-diagram
PDS: 10, 30, 40
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Figure 3-3
Viscosity-temperature (VT) diagram
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Quality requirements 3.10 Viscosity temperature-diagram
Explanations of the viscosity-temperature (VT) diagram The diagram shows the fuel temperatures on the horizontal and the viscosity on the vertical scales. The diagonal lines correspond to the viscositytemperature curve of fuels with different reference viscosity. The vertical viscosity scales in mm2/s = cSt apply to 40C, 50C or 100C. Determination of the viscosity-temperature curve and the preheating temperature required Example: Heavy fuel oil of 180mm2/s at 50C.
Specified injection viscosity mm2/s = cSt 12 14 Table 3-24 Required heavy fuel oil temperature before engine inlet 1) C 126 (line c) 119 (line d)
700mm2/s = cSt/50C (representing the maximum viscosity as referred to in international specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil of a lower reference viscosity is used, an injection viscosity of 12 mm2/s should be aimed at, ensuring improved heavy fuel oil atomisation and thus fewer residues from combustion. The transfer pump is to be designed for a heavyfuel-oil viscosity of up to 1000mm2/s. The pump ability of the heavy fuel oil also depends on the pour point. The design of the bunkering system must permit heating up of the fuel oil to approx. 10C above its pour point. Attention! Gas oil or Diesel oil (Marine Diesel Oil) must have neither a too low viscosity nor a higher viscosity than that specified when entering the injection pump. With a too low viscosity, insufficient lubricity may cause the seizure of the pump plungers or the nozzle needles. This can be avoided if the fuel temperature is kept to - max. 50C for gas oil operation and - max. 60C for MDO operation. Therefore a fuel oil cooler has to be installed.
Determination of the viscosity-temperature curve and the preheating temperature
1)
The temperature drop from the final preheater to the fuel injection pump is not covered by these figures.
A heavy fuel oil of 180mm2/s at 50C reaches a viscosity of 1000mm2/s at 24C (line e), which is the max. permissible viscosity with respect to the pump ability of the fuel. Using a state-of-the-art final preheater a heavy fuel oil outlet temperature of 152C will be obtained for 8bar saturated steam. Higher temperatures involve the risk of increased formation of residues in the preheater, resulting in a reduction of the heating power and a thermal overload of the heavy fuel oil. This causes formation of asphaltenes, i.e. a deterioration of quality. The fuel pipes from the final preheater outlet up to the injection valve must be insulated adequately to ensure that a temperature drop will be limited to max. 4C. Only then can the required injection viscosity of max. 14mm2/s be achieved with a heavy fuel oil of a reference viscosity of
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Quality requirements 3.11 Quality of intake air (combustion air)
3.11
General
Quality of intake air (combustion air)

PDS: 10, 30, 40
The quality and the condition of the intake air (combustion air) exert great influence on the engine output. In this connection, not only the atmospherical condition is of great importance but also the pollution by solid and gaseous matter. Mineral dust particles in the intake air will result in increased wear. Chemical/gaseous constituents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake air (combustion air) and regular maintenance/ cleaning of the air filter are required. When designing the intake air system, it has to be kept in mind that the total pressure drop (filter, silencer, piping) must not exceed 20mbar. Requirements The concentrations after the air filter and/or before the turbocharger inlet must not exceed the limiting values given in Table 3-25, Page 3-43.
Characteristic value max. 5 max. 5 max. 1.5 max. 1.25 max. 15 mg/m3 (STP) Unit 1) m
Properties/feature Particle size Dust (sand, cement, CaO, Al2O3 etc.) Chlorine Sulphur dioxide (SO2) Hydrogen sulphide (H2S)
1)
Table 3-25 Intake air (combustion air) - characteristic values to be observed m3 (STP) Cubic metre at standard temperature and pressure
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Quality requirements 3.11 Quality of intake air (combustion air)
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Quality requirements 3.12 Quality of water used in exhaust gas boiler plants
3.12
Conditions
Quality of water used in exhaust gas boiler plants

PDS: 10, 30, 40, 60 Saltless feed water pH value at 25C Hardness Conductivity at 25C Oxygen content Table 3-26
1)
Like fuel, lube oil and engine cooling water, water for exhaust gas boiler plants is a consumable, which has carefully to be chosen, treated and supervised. In the case of improper water maintenance, corrosion and deposits may form up in the water. Deposits will on their part again result in corrosion and have an adverse effect on heat transfer. Any additional requirements for water quality specified in the boiler manufacturer's manual have 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 other systems. With regard to steam turbines, steam generated by means of the exhaust gas temperature is used for energy production. Separate demands made on feed and circulating water are valid for both application cases. Exhaust gas boiler without steam turbine The quality requirements for feed and circulating water comply with TRD 611 (Technische Regeln fr Dampfkessel = technical rules for steam boilers). Low-salt and salt-laden feed water can be used if the specifications in Table 3-26, Page 3-45, are kept. The utilisation of the salt-free feed water is possible, but not necessary. When using saltless feed water, corresponding limit values are valid for circulating water.
Low-salt or salt-laden feed water >9 <0.06dH resp. <0.01mmol/l
>9
<0.2S/cm 1) <0.1mg/l <0.02mg/l
Requirements for feed water in exhaust gas boilers
After strongly acid sample drawing cation exchanger
Saltless circulating water pH value at 25C Hardness Conductivity at 25C Acid capacity up to pH 8.2 Table 3-27 >9
Low-salt or salt-ladencirculating water >9 <0.06dH resp. <0.01mmol/l
<0.2S/cm *) 1 - 12mmol/l
Requirements for circulating water in exhaust gas boiler
Exhaust gas boiler with steam turbine Only saltless feed water, which complies with the requirements according to Table 3-28, Page 3-46, may be used for steam turbines.
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Saltfree feed water pH value at 25C Conductivity at 25C Oxygen content Iron, total Fe Copper, total Cu Silicic acid, SiO2 >9 <0.2S/cm 1) <0.1mg/l <0.03mg/l <0.005mg/l <0.02mg/l
mentioned in Table 3-30, Page 3-46, are to be used, It is expressly pointed out that warranty for the products used has to be taken over by the product manufacturer.
Producer DREW Nalco Unitor Table 3-30 Product Advantage 121 M Nalco 72400 Liquitreat + Condensate Control Combination products for treatment of the feed water in exhaust gas boilers without steam turbine
Table 3-28 Requirements for feed water in steam turbines

1)
After strongly acid sample drawing cation exchanger
Saltfree circulating water pH value at 25C Conductivity at 25C Silicic acid, SiO2 Table 3-29 9.5 - 10.5 <3S/cm <4mg/l
The recommendations of the turbine manufacturer are to be taken into consideration for the treatment of water used in steam turbines. General recommendations can, in this case, not be given. Water maintenance The following values of the feed water are to be checked and documented regularly: pH Value, daily Conductivity, daily Hardness, daily Oxygen content, resp. surplus at oxygen binder, daily Concentration of additives (according to manufacturer 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 be checked and documented regularly: pH Value, daily Conductivity, daily
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Requirements for circulating water in steam turbines
Treatment The feed water has to be treated with suitable chemicals. If an exhaust gas boiler without turbine is used, the conditioning agent must contain the following products: Residue softener Oxygen binder Alkalising medium Steam-volatile alkalising medium for corrosion protection in the condensate system (not compulsorily required in the case of saltless feed water) Possible dispersing agent (in particular, if deposits already exist in the boiler system). MAN B&W Diesel recommends using combination products. This simplifies the treatment and ensures that all vital points concerning water treatment are taken into consideration. During the warranty period and in the case of existing maintenance contracts, only the products
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Hardness, daily Iron content Acid capacity of up to pH 8.2 (p value). Additive concentration (according to manufacturer specifications) The following values of the condensate are to be checked and documented regularly: pH Value, daily Conductivity, daily Hardness Iron content Additive concentration (according to manufacturer specifications). Cleaning of the exhaust gas boiler Cleaning at the exhaust gas side is carried out with steam or water, by means of the corresponding devices. In the case of water cleaning, special requirements are not to be observed, with the exception that sea or brackish water must not be used. Correct maintenance provided, water cleaning is not necessary. Should cleaning prove to be necessary, a suitable company has to be engaged, which is able to carry out professional cleaning.
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Genset
Kapiteltitel 4.fm
Version 5/2003
Page 4 - 1
Page 4 - 2
Version 5/2003
Kapiteltitel 4.fm
Genset for engine V48/60
4.1
Concept

PDS: 20
The engine is rigidly supported on the base frame. The 2-bearing generator is separately mounted rigidly on the concrete block. The engine with the frame is resiliently supported with spring vibration dampers on the concrete block. The engine is resiliently coupled with the 2bearing generator. Advantages of the concept With regard to oscillation, the engine as the main oscillation stimulator is completely isolated from the foundation block as well as from the generator on the drive side. This means: As the base frame is part of the oscillation system "engine" and the generator stands
separately, only a type FEM calculation for each cylinder variant is necessary. Usually, the designing the plate thicknesses of the frame for the cylinder variant with the strongest demands concerning oscillation (18V) will be sufficient. The entire physical and oscillational separation of engine and generator enables to choose any generator type and size that meets the demands of foundation, moments of inertia and electrical performance. The engine can also be tested apart from the genset. Due to the resilient mounting of the genset and thus its complete isolation from the foundation side as well as from the drive side the foundation must basically be designed only according to the static requirements. The lube oil service tank is integrated in the base frame.
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Figure 4-1
Genset - engine V48/60
Version 8/2003
Page 4 - 3
Engine 48/60
Single characteristics Engine Standard engine without dry lube oil sump is used. Standardised engine connection piping including so-called engine connection bar. Turbocharger and charge air cooler are mounted on coupling counter side in principle. Base frame The frame is weight-reduced and stiffness optimised. The frame has elongated lengthwise profiles with consoles to place hydraulic jacks that are used to lift the genset. In four of the cross ribs lifting loops are attached. They serve to handle the frame during its production and to move the genset in longitudinal and transversal direction by hooking in a harness Integrated lube oil service-tank with nominal filling of approx. 1l/kW according to MAN B&W Diesel standard. All necessary connections for the lube oil system are integrated in defined positions at the frame as pipe sockets. The turbocharger drains are connected to the frame tank during production. On the counter coupling side of the frame fastening plates serve to fasten pipe of the connecting pipes via adapters. The base board of the frame has bores to secure the spring vibration dampers fixed underneath the base board (when required in earthquake regions). Genset The genset is placed on standardised steel spring vibration dampers. Depending on site conditions (earthquakes) with or without additional visco dampers. The steel spring vibration dampers are usually glued onto the underside of the steel frame
and the foundation with fabric plates. In earthquake regions the spring vibration dampers are further secured onto the frame to avoid shifting. The steel spring vibration damper system is calculate for each project by the manufacturer of the spring vibration dampers. The calculation determines the arrangement of the spring vibration dampers under the frame base board. Generator 2-bearing generator, design IM 1001 or IM 7201. The generator is mounted by steel shims or adjustable shims that are grouted into the prepared generator base with non-shrinking concrete. The generator bearings are self-lubricated. Drive The engine requires a flywheel. A standard coupling is used. Size and rubber quality are determined by the torsional vibration calculation. For maintenance and adjustment works a turning gear is installed at the frame. If necessary, the turn drive engages with the sprocket of the flywheel. The power train (flywheel and coupling) is covered by a flywheel cover which has ventilation holes in the coupling area in order to allow heat dissipation. The flywheel cover is usually fixed onto the concrete foundation. Transport The genset is usually transported on a low-bed trailer. If engine and frame are transported separately a transport oil sump is mounted under the engine to protect the interior of the crankcase from pollution.
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To lift the genset the standard MAN B&W Diesel lifting device is hung to the crane, see Figure 45, Page 4-9.
Page 4 - 4
Version 8/2003
For transport the engine is secured against shifting. Moving the genset without crane Moving the genset without a crane, e.g. onto a displacement slant to transfer it into the powerhouse, can be done by means of four hydraulic jacks that are to be set under the frame consoles beneath the lifting loops. The lifting loops are to be used to move the genset. Always using all four loops at the same time.
The admissible traction per lifting loop in direction transversal to the engine direction is maximum 20 t at the V-genset and 15 t at the L-genset, resp. Longitudinal as well as transversal movement is possible with the lifting loops provided that the admissible traction is not exceeded. Moving, aligning the genset on the foundation and grouting the alternator. After shifting the genset onto the foundation the genset is to be set onto the steel spring vibration dampers and the alternator is aligned with the engine and grouted.
Figure 4-2
Moving the genset
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Engine 48/60
Figure 4-3
Genset with maintenance platform - engine V 48/60
Page 4 - 6
Version 8/2003
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weight of genset see 14.1.4.2
Basic data Engine Rated power Frequency Rated speed
Alternator design
12V 48/60 14V 48/60 18V 48/60 12V 48/60 14V 48/60 18V 48/60
kWmech 12,600 14,700 18,900 12,600 14,700 18,900
Hz
1/min See further information in this chapter See further information in this chapter
50
500
Moment of inertia (MoI) Island mode operation 1) Alternator Totally Engine FlyFlexiIsland Mains re+ wheel ble parallel quired damper coupling kgm kgm kgm kgm kgm kgm 20,300 4,624 1,960 978 12,738 10,708 23,700 5,196 1,960 1,590 14,954 12,584 30,400 6,340 2,935 1,592 19,533 16,493 19,200 22,400 28,800 4,624 5,196 6,340 1,960 1,960 2,935 978 1,590 1,592 11,638 13,654 17,933 9,718 11,414 15,053
60
514
Table 4-1
Data- schedule for alternator to V48/60- engines
1) Reduction factor for main parallel operation Engine Reduction Type Factor 48/60 0,900
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Figure 4-4
Genset with maintenance platform and lube oil purifier - engine V48/60
Version 8/2003
Page 4 - 7
Engine 48/60
The rubber quality of the coupling is determinated by torsional vibration calculation

Typical 12- 14V 48/60 18V 48/60 DIMENSIONS IN MM DK M L d= 1685 h6 688,6 520 d= 1790 h6 753,0 570
Typical 12V 48/60 14V 48/60 18V 48/60
DIMENSIONS IN MM TYPE T1 H1 H2 CDUW 180 -1266 320 510 CDUW 200 -1278 350 480 CDUW 225 -1292 390 440
R 1365 1365 1365
Figure 4-1
Typical drive arrangement with rubber coupling and tuning gear - engine V48/60
TYPICAL 12V 48/60 14V 48/60 18V 48/60
Figure 4-2 Page 4 - 8
Flywheel cover - engine V48/60
Figure 4-3
Turnin gear - engine V48/60 Version 8/2003
0402-0101PD.fm
DIMENSIONS IN MM TYPE A B C CDUW 180 649 364 325 CDUW 200 687 396 360 CDUW 225 760 440 380
D 564 584 645
Figure 4-5
Lifting device - engine V48/60
I. Spring/ Damper unit x

X
II. Spring unit

X X
X = adhesive pad; D = thread M20 for transport Available standard sices A Optional with 400mm, 640mm or 740 mm
0402-0101PD.fm
Depending on the weight of the genset and in addition to the earthquake zone the spring/damper unit equipment has to be designed in a combination of I and II.
Available standard sices A Optional with 300mm, 445mm or 590mm B Optional with 252mm, 397mm or 542mm H Nominal operating height = 340mm Figure 4-6 Typical damper- spring unit - engine V48/60 Page 4 - 9
B Optional with 352mm, 592mm or 692mm H Nominal operating height = 340 mm 1) Spring element 2) Damper element Version 8/2003
Engine 48/60
Figure 4-7
Genset V46/60
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Version 8/2003
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Engine-related systems
Kapiteltitel 5.fm
Version 5/2003
Page 5 - 1
Page 5 - 2
Version 5/2003
Kapiteltitel 5.fm
Engine-related systems - engine V48/60
5.1
5.1.1
Purpose

Lube oil system
PDS: 30 20
The lube oil system serves to supply the Diesel engine with lube oil of the necessary amount, pressure, temperature and quality during all loads, and to suitable environmental conditions, dissipate heat generated by the engine, and maintain the lube oil. Feature The main lube oil system is a closed circulation system with a connection to the atmosphere via the crankcase vent pipe. Components Main components The lube oil system consists of the following main components: Lube oil service tank T001, integrated in the steel base frame. When operating the engine the oil level must lie between the minimum and maximum gauges of the service tank. Screw pump P001, Figure 6-44, Page 6-49, for the circulation of the oil and the generation of pressure with integrated control valve against overpressure. The pump is driven by an electric motor. Cooler HE002, designed as plate cooler. It serves to draw off the heat accumulated in the system. Temperature control valve TCV001 to keep the oil temperature constant or to keep a certain minimum oil temperature. Service filter FIL001 (automatic filter 30m with continuous cross flow back flushing and
integrated indicator screen 100m) to protect the engine. Impurities of the oil are intercepted by the filter. Filters are always placed directly in front of the engine inlet. Pressure control valve PCV007 to maintain the required oil pressure before the engine over the entire operating range. Elevated run-down tank T050, Figure 6-46, Page 6-51, to secure emergency lubrication during engine run-out in case of a power blackout. Components in lube oil module For engine 48/60 the following components are assembled and connected by pipes in lube oil module 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 connected to the main system: Preheating system (optional) Arranged parallel to the main system. If the engine is loaded immediately after the acceleration the oil must have a certain minimum temperature. The preheating takes place indirectly. Cleaning system MOD007, Figure 6-45, Page 6-50. This system is of special importance. The lube oil cleaning takes place by a purifier parallel to the main system. The purifier is the only component in the system that removes impurities from the system. Crankcase vent pipe system.
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With outlet to the atmosphere. Trap to separate the oil mist / condensate produced in the engine. The crankcase vent pipe is to be installed with negative incline away from the engine to outdoors. Feed of fresh oil. MAN B&W Diesel does not regulate routine oil change intervals. A (part) oil change is to take place when the limit value for used engine oils is exceeded (see MAN B&W Diesel Work Card 000.04). The lube oil consumption is continuously replaced by the feeding of fresh oil. Main operating conditions Lube oil temperature before engine........... 55C Lube oil pressure before engine ..... 3.5... 4.5bar Lube oil temperature before purifier .......... 95C Viscosity..................................................SAE 40 Lube oil quality Lube oil quality requirements See Chapter 3.1 "Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDO)", Page 3-3, and Chapter 3.2 "Quality of lube oil for heavy fuel oil operation (HFO)", Page 3-7. Selection of suitable lube oil See Chapter 3.1 "Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDO)", Page 3-3, and Chapter 3.2 "Quality of lube oil for heavy fuel oil operation (HFO)", Page 3-7. Assessment and treatment of lube oils
Checking lube oil Good oil lifetimes imply Regular oil checking Continuous oil care - Checking separator adjustment and efficiency - Monitoring the optimal operation of the lube oil automatic filter. See Chapter 3.1 "Quality of lube oil for operation on gas oil and Diesel oil (MGO/MDO)", Page 3-3, Chapter 3.2 "Quality of lube oil for heavy fuel oil operation (HFO)", Page 3-7, and MAN B&W Diesel Work Card 000.05. The lube oil pollution is to be checked in the intervals given in the maintenance plan of the engine. If the lube oil does not meet our quality requirements (see MAN B&W Diesel Word Card 000.04) it is to be replaced. When replacing the oil note that the entire system contents is replaced. Not only the engine oil sump and service tank are to be drained but the pipe system as well.
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See MAN B&W Diesel Work Card 000.04.
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Engine 48/60
Equipment schedule for lube oil system - engine 48/60 Version 5/2003
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Engine V 48/60
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Figure 5-2
Schematic diagram for lube oil system - engine V48/60 Page 5 - 7
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5.1.2
5.1.2.1
Purpose
2-circuit radiator cooling system

PDS: 30 30
High temperature (HT) cooling water circuit

Centrifugal pump P002 Required for the circulation of the cooling medium (water and corrosion protection or water and anti-freeze with sufficient corrosion protection). Radiator cooler HE003, Figure 6-49, Page 6-54. Serves to draw off the heat accumulated in the system from cylinder cooling water and charge air (stage I). Control valve MOV002 To keep the cooling water outlet temperature of the engine at constant 90C over the entire load range. Components in pump module For engine 48/60 the following components are assembled and connected by pipes in pump module MOD002, Figure 6-48, Page 6-53: Centrifugal pump P002. Control valve MOV002. Auxiliary systems connected to main system Preheating system The preheating system is operated parallel to the main system. If the engine is in stand-by and is loaded immediately after acceleration, the cooling medium must have a certain minimum temperature. For preheating purpose the main water pump P002 is to be operated. Filling system. It is to be observed that only treated water is refilled. Expansion possibility.
The engine cooling water system serves to cool the charge air stage I in the charge air water cooler stage I, cool the cylinders of the engine, and dissipate heat generated by the engine to the radiator cooler. Feature The engine cooling water system is a closed circulation system that has only limited connection to the atmosphere. Components Main components Cooling water expansion tank T002, Figure 647, Page 6-52. Takes up the increased water volume when the water is heated. The tank contains a pressure / negative pressure relief valve to limit the pressure in the cooling water expansion tank. The system is connected to the atmosphere via the pressure / negative pressure relief valve (+0.2bar / -0.1bar). The permanent vent pipe from the engine joins the tank. If the pressure in the system inadmissibly rises during expansion of the cooling medium, the pressure relief valve at the expansion tank opens. If a negative pressure arises at cooling of the system during downtime, the negative pressure relief valve draws air and balances the pressure in the tank. When operating the engine the level cooling medium level must lie between the minimum and maximum gauges of the service tank.
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Main operation conditions Cooling water temperature after engine .......................................... 90C. Cooling water pressure before engine ................................. 3... 4bar. Quality requirements The cooling medium consists of treated cooling water. See Chapter 3.3 "Quality of engine cooling water", Page 3-11. Chapter 3.4 "Checking cooling water", Page 3-19. Chapter 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. Changing cooling water The higher the water hardness and the operating temperature, the more calcareous deposits and magnesium salts deposit in the system. This effects the heat transfer to the cooling water, thus degrading the cooling. Therefore, the water should be changed only in the time intervals stated in the Operating Instructions of the engine. Leakage losses are to be replaced by treated water. Anti-freeze for the cooling system Special measures are necessary if the engine is operated at temperatures that lie below the freezing point of water. Either the system is emptied, or kept at temperature, or an antifreeze is added (also see Chapter 3.3 "Quality of engine cooling water", Page 3-11). Note
If anti-freeze is used belated, contact MAN B&W Diesel for reduction of cooling capacity and compatibility with corrosion protection. This note applies only if the plant is not planned for anti-freeze.
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Engine 48/60
Equipment schedule for HT cooling water circuit - engine 48/60 (Radiator cooling system) Version 8/2003
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Engine V 48/60
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Figure 5-4
Schematic diagram for HT cooling water circuit - engine V48/60 (Radiator cooling system) Page 5 - 11
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5.1.2.2
Purpose
Low temperature (LT) cooling water circuit

The oil cooler is integrated into the charge air cooler system. At engine 48/60 the oil cooler is connected parallel to the charge air cooler. When operating the engine the level cooling medium level must lie between the minimum and maximum gauges of the service tank. Centrifugal pump P025 For the circulation of the cooling medium (water and corrosion protection or water and anti-freeze with sufficient corrosion protection), driven by an electric motor. Radiator cooler HE008, Figure 6-49, Page 6-54. It serves to draw off the heat accumulated in the system from charge air (stage II), lube oil and nozzles. Control valve MOV003 To influence the cooling water flow rate by the charge air cooler, dependent on the ambient temperature. It thus prevents condensate in the charge air pipe at the engine. Control valve MOV004 (optional) To keep a minimum cooling water temperature when the engine is operated in areas with minimum air temperature <10C. Components in pump module In engine 48/60 the following components are assembled and connected by pipes in pump module MOD020, Figure 6-51, Page 6-56: Centrifugal pump P025. Control valve MOV003. Auxiliary systems connected to main system Expansion possibility of the system. Filling system.
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The charge air cooling water circuit serves to cool the charge air stage II in the charge air water cooler stage II, dissipate heat generated by the engine to the radiator cooler, dissipate heat from the lube oil system, dissipate heat from the nozzle cooling water system, and dissipate heat generated at the MDO coolers. Feature The charge air cooling water circuit is a closed circulation that has only limited connection to the atmosphere. Components Main components Cooling water expansion tank T004, Figure 650, Page 6-55. This tank serves to balance the system contents at different temperatures. The tank contains a pressure / negative pressure relief valve to limit the pressure in the cooling water expansion tank. The system is connected to the atmosphere via the pressure / negative pressure relief valve (+0.2bar / -0.01bar). The permanent vent pipe of the charge air cooling water joins the tank. If the pressure in the system inadmissibly rises during expansion of the cooling medium, the pressure relief valve at the expansion tank opens. If a negative pressure arises at cooling of the system during downtime, the negative pressure relief valve draws air and balances the pressure in the tank.
It is to be observed that only treated water is refilled.
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Main operation conditions Cooling water temperature after engine ....................depends on engine performance and site conditions Cooling water pressure before engine ................................. 2 ... 4bar Cooling water quality Quality requirements The cooling medium consists of treated cooling water. Quality requirements for cooling water and cooling 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 Chapter 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. Changing cooling water The higher the water hardness and the operating temperature, the more calcareous deposits and magnesium salts deposit in the system. This effects the heat transfer to the cooling water, thus degrading the cooling. Therefore, the water should be changed only in the time intervals stated in the Operating Instructions of the engine. Leakage losses are to be replaced by treated water. Anti-freeze for the cooling system Special measures are necessary if the engine is operated at temperatures that lie below the freezing point of water. Either the system is emptied, or kept at temperature, or an antifreeze is added (also see Chapter 3.3 "Quality of engine cooling water", Page 3-11).
Note If anti-freeze is used belated, contact MAN B&W Diesel for reduction of cooling capacity and compatibility with corrosion protection. This note applies only if the plant is not planned for anti-freeze.
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Engine 48/60
Equipment schedule for LT cooling water circuit - engine 48/60 (Radiator cooling system) Version 5/2003
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Engine V 48/60
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Figure 5-6
Schematic diagram for LT cooling water circuit - engine V48/60 (radiator cooling system) Page 5 - 15
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5.1.2.3
Purpose
Nozzle cooling water circuit

Diaphragm type expansion tank. Thermostatic control valve TCV005. Main operation conditions Cooling temperature before nozzle .........................................60C Cooling water pressure before nozzle ................................... 2... 5bar Cooling water quality Quality requirements The cooling medium consists of treated cooling water. Quality requirements for cooling water and cooling 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 Chapter 3.5 "Cleaning cooling water", Page 3-23. Changing cooling water The higher the water hardness and the operating temperature, the more calcareous deposits and magnesium salts deposit in the system. This effects the heat transfer to the cooling water, thus degrading the cooling. Therefore, the water should be changed only in the time intervals stated in the Operating Instructions of the engine. Leakage losses are to be replaced by treated water. Auxiliary system- connection: - Filling system It has to be observed that only treated water is refilled. - LT cooling water circuit
The nozzle cooling water circuit serves to cool the nozzle, and dissipate heat in the nozzle cooling water cooler. Feature The nozzle cooling water circuit is a closed forced circulation system without connection to the atmosphere. Components Main components Nozzle cooling water tank T005 to balance the system contents due to heating. It includes an oil trap to separate the media water and fuel oil in case of leakage. Centrifugal pump P005 for the circulation of the cooling medium, driven by an electric engine. Insert heater H005 to warm and adjust the temperature of the nozzle cooling water. Cooler HE005. The cooler is charged with charge air cooling water that contains antifreeze if necessary. Attention: Heat transfer. Diaphragm type expansion tank. Thermostatic control valve TCV005. Filling system. It is to be observed that only treated water is refilled. Components in module MOD005 Figure 6-52, Page 6-58 In engine 48/60 the following components are assembled and connected by pipes in module MOD005:
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Nozzle cooling water tank T005. Centrifugal pump P005. Cooler HE005.
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Engine 48/60
Equipment schedule for nozzle cooling water circuit - engine 48/60 Version 5/2003
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Engine V 48/60
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Figure 5-8
Schematic diagram for nozzle cooling water circuit - engine V 48/60 Page 5 - 19
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5.1.3
Cooling tower cooling system

PDS: 30 30
The cooling tower cooling system differs substantially from the 2- circuit radiator cooling system by the following components. The radiator cooler is replaced by the cooling tower plus additional LT cooler with raw water pump plus additional HT cooler with raw water pump
At sitsite arease areas with low ambient temperatures below (0C), provision must be made to prevent freezing of the cooling tower water system. During standstill periods, the cooling water system must - either be drained - or heated For systems see Chapter 6.1.3 "Cooling tower cooling system (forced- air- cooled)", Page 6-30 and modules see pictures Figure 6-53, Page 6-59, Figure 6-54, Page 6-60 and Figure 6-55, Page 6-61.
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Figure 5-9
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5.1.4
Purpose
Fuel oil system

PDS: 30 60
Main operation conditions HFO-Temperature before engine depending on the used fuel oil ..................approx. 150C Fuel oil- pressure before fuel oil pump on engine ........................................3 to 6bar Viscosity before engine ................. 12/14 mm2/sec, centistoke, 50C Keep fuel oil temperature at maximum 50C befor engine during Diesel oil operation! Operation The engine is generally run up in Diesel oil operation. When reaching the parameters engine load 30% HFO-temperature in closed circuit system 60C engine cooling water temperature 90C the engine can be switched to heavy fuel oil operation. In HFO-operation the fuel oil viscosity is kept at 12-14cSt by the viscosimeter VI001 and the final heater H004 with the associated control device. When switching off the engine it is generally switched back to Diesel oil operation and the main fuel oil system is filled by Diesel oil. The engine can be switched off and run up again in heavy fuel oil operation if the engine systems are kept at operating temperature and the media are circulated during engine downtime. The Diesel oil heat exchanger HE007 is to be activated if Diesel oil operation is to be run for a longer time frame. Fuel oil quality
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The fuel oil system serves to supply the Diesel engine with fuel oil of the necessary amount, pressure, temperature, viscosity and quality during all loads and environmental 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 by an overflow valve and is connected to the atmosphere via the service tank, whereas the main fuel oil system is a closed pressureised system. Design criteria Generally, the ring line system feeds the main fuel oil systems of up to four engines. Mesh size of double filter in HFO- module ................ .................................................. 34m 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 essentially of fuel oil module MOD008,Figure 6-56, Page 6-63 and Figure 6-57, Page 6-64 .
MDO-quality see Chapter 3.8 "Quality of Marine 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 "Viscosity temperature-diagram", Page 3-41.
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Engine 48/60
Equipment schedule for fuel oil system - engine 48/60 Version 5/2003
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Engine V 48/60
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Figure 5-11
Schematic diagram for fuel oil system - engine V48/60
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5.1.5
Purpose
Combustion air system

PDS: 30 70
Cool. Dry. Also see Chapter 3.11 "Quality of intake air (combustion air)", Page 3-43. System see Chapter 6.1.4 "Combustion air system", Page 6-31 and typical air intake module Figure 6-58, Page 6-66 and Figure 6-59, Page 6-67.
The combustion air system serves to supply the Diesel engine with combustion air of the necessary amount and quality during all 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 grating AIR011 at system inlet. Rotary oil bath filter FIL007. Sound absorber SL001 to adsorb noise caused by intake air flow. Its designs and performance depending on the demands. Usually MAN B&W Diesel offers silencer performances of 30dB(A), 40dB(A) and 50dB(A). Intake piping. Compensator designed for negative pressure. Weather protection, rotary oil bath filter and sound absorber are delivered as a unit. Main operation conditions Pressure The admissible negative pressure in the system is 20mbar. Temperature The intake air temperature may not exceed or undershoot the values defined for the engine installation power.
Clean.
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Intake air quality
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Engine 48/60
Equipment schedule for intake air system - engine 48/60 Version 5/2003
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Engine V 48/60
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Figure 5-13
Schematic diagram for intake air system - engine V48/60 Page 5 - 29
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5.1.6
Purpose
Exhaust gas system (downstream of the engine)

PDS: 30 80
The exhaust gas system serves to discharge the exhaust gas to the atmosphere, reduce the level of the sound, and reduce the transition of air-borne noise. Feature The exhaust gas system is a discharge blow-out system. The following points are to be taken into consideration when designing and operating the exhaust gas system: Distances to flammable objects required by local fire regulations are to be observed. Sufficient insulation of the exhaust gas pipe and 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 the silencers bearings with regard to structureborne sound. The exhaust gas silencer is to be equipped with permanent drainage (water tank). The water tank must be filled with a sufficient quantity of water. In regular intervals the water-condensate-mixture is to be drained and the water tank to be refilled with fresh water. Mounts (fixed points and loose points) of the exhaust gas system are to be checked annually. The fixed point is usually at the foot of the silencer that is away from the engine. All other mounts and fixings are loose points and must move freely.
If the compensator is replaced, it must be assembled with prestress according to the drawing. Components Silencer SL002 to absorb the exhaust gas noise. Its design and performance depend on the demands. Usually, MAN B&W Diesel offers silencer performances of 25dB(A) or 35dB(A). Exhaust gas pipe. Drainage of the system. Compensator 1EB6501 / 2EB6501 to take up - Changes of length of components due to temperature changes. - Vibration amplitudes if the engine is elastically supported. Insulation as protection against contact and to reduce heat radiation. Also see Chapter 6.2.6 "Exhaust gas module", Page 6-69. Main operating conditions The admissible counter-pressure in the system after the turbine is usually ............................................ < 30mbar The exhaust gas temperature after the turbocharger depends on the ambient temperature and the engine performance. Guide values are given in Chapter 2.2.7 "Planning data", Page 2-48, for engine 48/60 and in the calculation programme "Projedat" developed by MAN B&W Diesel. See also Chapter 2.1.8 "Adjustment of output and power", Page 2-23. Exhaust gas quality
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The exhaust gas quality depends on the fuel oil and the load of the engine. See Chapter 2 "En-
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gine", Page 2-1 and Chapter 9 "External exhaust and boiler systems", Page 9-1.
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Engine 48/60
Equipment schedule for exhaust gas system - engine 48/60 Version 5/2003
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Engine V 48/60
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Figure 5-15
Schematic diagram for exhaust gas system - engine V48/60 Page 5 - 33
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Engine-related modules and components
Kapiteltitel 6.fm
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Kapiteltitel 6.fm
Engine-related modules and components - data concerning all engines
6.1
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 according 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 (because of certain cable connections) Enlarged terminal box Standstill heater Special coloration etc. Condensate drainage hole in the lower part require special processing and thus lead to higher procurement costs and longer delivery times. MAN B&W Diesel usually delivers electric motors with certain safety margin above the necessary shaft power.
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6.1.1.2
Pumps
Attention! Centrifugal pumps must be filled with medium prior to initial start-up in order to ensure proper wetting of the slide ring seal (mechanical seal). Avoid dry running by all means!
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 are generally equipped with non-cooled slide ring seals. The viscosity of the delivery medium strongly influences Efficiency Characteristic Height of conveyance of the centrifugal pump. Therefore MAN B&W Diesel uses centrifugal pumps only to advance water. Centrifugal pumps are not self-priming. Centrifugal pumps have an efficiency of 75% ... 85%. Pumps with a flow rate of 500m/h have an efficiency of approx. 80% ... 85%. Smaller pumps have smaller efficiencies. Centrifugal pumps must always be adjusted to the conditions at the site.
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Figure 6-1
Reference curve of centrifugal pump
Centrifugal pumps
Figure 6-3
Cross section of centrifugal pump
Dismantling the rotating pump parts is possible without removing the pump casing from the piping
Figure 6-2
Outher image of centrifugal pump
Figure 6-4 1
Q-H-characteristic of centrifugal pump
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Operating point
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Gear pumps Used for medium volumes of self-lubricating media, such as: Diesel oil Heavy oil Lube oil. Gear pumps are equipped with shaft sealing rings (simmer ring). Note For gear pumps Dirt traps, or One- way filter must be installed on suction side.
Flow rate ............................................1 - 50m/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. 5m/h have an efficiency of approx. 50%. Mode of operation Gear pumps are operating displacement pumps with external gears. When rotating the gears, low pressure will be inducted at the suction side. By this the medium enters into the pump and streams between the gears of the wheels. Then the medium will be transported in the gaps of tooth, closed by the casing, further to the pressure side.
Aspiration Figure 6-5 Gear pump
Transport
Displacement
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1 2 3 4 5 6 7 Figure 6-6 Cross section of gear pump
Casing Driving cover End gear with Bulton relief valve Gear shafts Bearing bushes Radial shaft packing ring Round packing ring
Attention! Gear pumps must be filled with oil prior to initial start-up in order to ensure the required surface lubrication of the rotating parts as well as proper wetting of the seal (simmer ring) Avoid dry running by all means!
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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 media, such as: Lube oil (large volume; e.g. main lube oil pump) Heavy oil Diesel oil Thermal oil (fill /drain). To avoid shaft leackages screw pumps are equipped 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 - 800m/h Viscosity.........................................6 - 1,000cSt, dependent on revolution Revolution normal............................... 1,500rpm Design of screw pump For fuel oil ............................................3-spindle For lube oil ....................2-spindle and 5-spindle Type of bearing: Drive spindle ....................... always ball bearing Conveying spindle ......... usually friction bearing Screw pumps have an efficiency of 70%... 75%. Pumps with a flow rate of 500m/h have an efficiency of approx. 75%. Smaller pumps have smaller efficiencies. Common data for gear pump and screw pump The bearing of the screw pump spindle is of higher quality than that of the gear pump. The pumps can deliver faultless only if the delivery medium is advanced without pollution on the suction side.
The operating principle of screw pumps The three rotors, one power rotor and two symmetrically opposed idler rotors, are the only moving parts in a screw pump. Radially the rotors are supported in their bores by a film of the pumped fluid. Axial forces on the power rotor are supported by adequately dimensioned thrust bearings. The precisions made threads of the rotor seal against each other and the rotor bores, forming a series of enclosed chambers which move the fluid uniformly at constant axial velocity. The linear movement of the fluid makes the pump suitable for direct connection to high speed motors and ensures an excellent suction capability. Because of the constant axial flow, the pumps are very quiet and operate with virtually no pulsation or vibration. The pumped fluid is subject only to negligible shearing forces, which is especially important when pumping emulsions or fluids containing polymers.
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Figure 6-9
The operating principle
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Screw pumps
Figure 6-10
Outline drawing of screw pump
Numbers of cylinders
DN
Assembly space ExF
Weight of electric motor kg 1,070
Total weight
mm 12 V48/60 14 V48/60 18 V48/60 Table 6-1 350
mm 2,597
mm 800
mm 555
mm 760
mm 250 x 1,600 diameter 300 x 2,000 diameter 300 x 2,000 diameter
kg 2,442
400
2,777
1,000
555
930
1,181
3,655
400
3,017
1,000
655
930
1,770
4,274
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Measures of stationarylube oil pump
Figure 6-11
Delivery characteristicof screw pump 1 1450 600 8 6,47 9379,7 0,0 9305,1 203,7 2 1450 300 8 6,47 9379,7 0,0 9274,2 186,5 3 1450 150 8 6,47 9379,7 0,0 9230,5 173,0 4 1450 70 8 6,47 9379,7 0,0 9161,4 161,6
Operating points speed n (min -1) viscosity v (mm2/s) diff.press p diff (bar) theor. vol (l) flow rate Qa (l/min) fl. rate reduce (%) flow rate Q (l/min) power demand (kW)
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Table 6-2
Flow rate and power demand in accordance to viscosity
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Figure 6-12
Cross section of screw pump
Attention! Screw pumps must be filled with oil prior to initial start-up in order to ensure the required surface lubrication of the rotating parts as well as proper wetting of the slide ring seal (mechanical seal). Avoid dry running by all means!
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Diaphragm pumps Used for Sludge (compressed air of approx. 7bar necessary). The functional principle of the pneumatic diaphragm pump The pumps are double acting positive displacement pumps with two alternating pump chambers. The compressed air required for driving the unit is admitted through a control valve to the rear of each diagrams in turn, thus displacing the medium from alternate pump chambers. In the pump illustrated, the right- hand pumping chamber is in the intake position. A vacuum has been created by the retraction of the diaphragm, and the pumped medium flows into the chamber. The left hand diaphragm- which is supported by the compressed air- simultaneously displaces the medium present in this chamber. Since the two diaphragms are connected by a common piston rod, suction always occurs in one chamber while discharge is occurring in the other.
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Diaphragm pump
1 Pressure blower 2 Upper ball valve 3 Diagraphm 4 Product chamber 5 Air outlet 6 Lower ball valva 7 Upper ball valve 8 Pneumatic control valve 9 Air chamber 10 Lower ball valve 11 Suction casing Figure 6-13 Three dimensional view of a diagraphm pump
Figure 6-14
Delivery characteristic of diagraphm pumps
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Hose pumps (peristaltic) Used for Sludge Waste water. Protection against overpressure and protection against hose breaking (capacitive proximity switch, protection against dry running) are necessary.
Function The function of peristaltic pumps range is based on a patent vacuum principle ("hose- in- hosesystem"). When the pump starts to run an additional channel in the wall of the hose quickly enables air to be evacuated from inside the pumping house. The resulting pressure drop within the pump housing is close to absolute vacuum. The hose then expands in an attempt to fill he vacuum, which in turn results in a strong pressure drop at the suction port of the pump, sufficient to enable the pump to overcome high suction lifts.
Figure 6-15
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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 filled pump housing and presses the hose together with its outer sliding pieces. This separates the suction side hermetically from the pressure side. 2) During the rotation the product inside the hose (liquid or gas) is forced towards the pressure outlet. this causes a pressure drop in the suction side and product is then drawn in.
3) The product volume between both sliding pieces (Figure2) is exactly half of the displacement per revolution. 4) This volume is delivered to the pressure outlet whilst the same amount is simultaneously drawn in through the suction fitting (Figure 3 and 4).
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Hose Pumps
Figure 6-17
Hose pump - Q, n- Diagram
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Figure 6-18
Mode of operation of a hose pump in three-dimensional view
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Hose pump
All pump size with flange connection. Other types of connection possible
Glandless capable of dry- running, dry self- priming
One- piece rotor sliding, blocks easily adjustable
Hose and all moveable parts lubricated by glycerine filling
Compact structural shape Pressure proof casing
Special shaped pump hose in different elastomers, reinforced by textile fabrics Gentle compression of pump hose by optimal designed sliding blocks
Greater service life of hose trough short and flexible clamped pump hose
Efficient pressure and priming characteristics through hoses reinforced by textile
Figure 6-19
Cross section of a hose pump
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6.1.1.3
Strainer
Strainer
Strainers are used as pump protection on the intake side of the pump for Lube oil Heavy oil Diesel oil Vapour Condensate Mesh size: 500 m. See following figure.
Figure 6-20
Strainer
1 Body 2 Screen 3 Gasket 4 Cover 5 Stud 6 Hexagonal nut 7 Empty screw
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6.1.1.4
Single filter
Filter
Mesh size: 25 m.
Fuel oil running-in filter for Diesel oil. After the running-in process the filter is removed and the engine may be operated with heavy oil operation as well.
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 m.
Figure 6-22
Running - in filter at the engine
After min. 200 engine operation hours remove filter inserts. Same procedure after each engine overhaul.
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Double filter Used In MDO ringmain pipe. Mesh size: 34 m.
As indicator filter in HFO module outlet. Mesh size: 34 m. 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 m. Back flushing with pressure air 10bar. One chamber is always in stand-by or in back flushing process, dependent on the pressure difference 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 m. With indicator screen 100 m.
Due to turning mechanism, opposite lying plugs must be flushed; permanent rotation. The backflushing facility with its own filter medium operates continuously. The design of the pump must take the back flushing quantity of the filter into account.
Figure 6-25
Function of the permanent flush filter
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General survey of strainer/filter mesh sizes for stationary Diesel power plants 500 m 37 m Strainer for pump protection Lube oil running- in filter on engine Double filter in MDO ring main pipe 34 m - Automatic filter (interval flushing) in HFO ring main pipe - Fuel oil double filter (indicator filter) in HFO module 30 m 25 m
Table 6-3
Automatic filter (permanent flushing) Lube oil main filter (indication filter insert 100 m included) Fuel oil running- in filter (flushing in MDO mode)
Generaly survey of strainer/filter mesh sizes
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6.1.1.5
Temperature Control valves
- Thermostatic control valve with integrated wax- filled- thermostat used for lube oi
Figure 6-26
Thermostatic control valve
- Control valve with electric actuator including external temperature sensor used for HT and LT cooling water- systems .
Figure 6-27
Cross section of three- way temp. control valve
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6.1.1.6
Tube Type Used for
Cooler/ Heat exchanger (HE)
Heavy oil preheating (HFO-module).
Suitable for higher temperatures and pressures as no soft sealing is used.
Figure 6-28
Typical tube heat exchanger
1 Tube flange 2 U- Tube 3 Bafle plates 4 Sealing strip 5 Distance tube 6 Nut 7 Stay rod
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Plate Type heat exchanger Used for Waters Lube oil Diesel oil Heavy oil
Arguments for the utilisation of plate type heat exchangers. In consequence of the design: - realisation of a large exchanger surface on a restricted volume - on account of high turbulance between the cooler plates, a high heat transfer coefficient is achieved ( a high k- value requires a small exchanger surface) - easy maintenance
Figure 6-29 1 2 3 4
Plate type coolers 5 6 7 8 Pressure plate Passage plate Tightening stud Frame plate
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Girder Support column Bolt protection Guide rail
Radiator cooler Used for Waters Lube oil Heat transfer medium (vapour, hot water, thermal oil). See separate Chapter 6.1.2 "Radiator cooling system", Page 6-26. Cooling tower See separate Chapter 6.1.3 "Cooling tower cooling system (forced- air- cooled)", Page 6-30.
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6.1.2
Used for waters lube oil
Radiator cooling system

- 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 the determined basic heat flow (design point). Addition of an fouling factor for the radiator cooler as stated by the manufacturer. Addition of an area reserve of 5% per circuit. If air temperatures below 0C arise at the installation site the reduction of the radiator cooler performance due to anti-freeze agents is to be taken into account. See MAN B&W Diesel document No. D365688 "Antifreeze agent for coolant cooling system". Control calculation for ventilator design The design of the ventilator cooler must consider the design point as well as the extreme performance point. Thus, the heat flows according to "Projedat" are to be regarded. The manufacturer of the ventilation cooler must confirm that the engine output temperature in the HT-circuit (90C) and the cold water temperature in the LT-circuit (according to project data) are observed. Typical radiator cooler design Single cooler bundles rest on a common steel support. Ventilators on top of the cooling nets (prevention of air short-circuit). Electric motors with insulation class H designed for air temperature minimum 70C. Cooling pipe made of copper. Cooling fins made of aluminium. The flow rates and temperatures of the media to be cooled are given in the schematic diagrams and the corresponding description HT circuit LT circuit
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Heat transfer medium (vapour, hot water, thermal oil) Avoid short circuit (re circulation). Special features of radiator cooler: - Air is available everywhere, without restriction - Actually no water losses - If clean air is available, maintenance is hardly necessary - In Areas with ambient temperatures below 0C, provided that the circuits are protected with anti- freeze agents, no problems are expected. On the other hand, power is required for the operation of the fans. A certain surface must be available for installing. Radiator coolers Radiator coolers must be designed to meet the respective site conditions. Based on the specified engine performance at the installation site the heat to be dissipated from the engine and supply systems is calculated by the programme "Projedat" developed by MAN B&W Diesel. Procedure for the design 100% engine performance at the installation site (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
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Lube oil circuit Nozzle cooling circuit in Chapter 5 "Engine-related systems", Page 5-1 and following. If the position of the radiator coolers at the site differs from that in the concept site plan / concept layout, then pipe diameters delivery height of the supply pump contents of the cooling circuits (size of the cooling water expansion tank)
must be checked. Control of the ventilators Switch "On / Off" in groups, local and remote. Normal operation is in automatic mode, controlled by PLC. Arrangement of ventilator coolers The distance of the ventilator cooler to high walls such as power house, tank farm, pump house, etc., should be approx. 2x the height of the structure.
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Figure 6-30
Arrangement of radiator cooler Page 6 - 27
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Height of the cooler bundle over ground and design of the installation area The clearance of the cooler bundle over its installation should be up to 6m, depending on the size of the power plant required and the area for cooler installation. This serves to ensure sufficient and clean air supply to all coolers. The installation site underneath the cooling plant is to be built as concrete plate to enable easy removal of dust and other pollution. The guide values of ventilator cooler arrangement and height of the cooler bundle vary according to the size of the plant.
Maximum ambient air temperature [C] Engine 32/40 Oil temperature at engine inlet: 65C Oil cooler in LT-circuit Engine 48/60 Oil temperature at engine inlet: 55C Oil cooler in LT-circuit Table 6-4 35 40 45 35 40 Achievable cold water temperature (LT-circuit) [C] 45 50 55 45 47
Selection of 2-circuit radiator cooler plants
If air temperatures below 0C arise at the installation site the reduction of the radiator cooler performance due to anti-freeze agents is to be taken into account. See MAN B&W Diesel document No. D365688 "Antifreeze agent for coolant cooling system". The minimum concentration of antifreeze agent is 35% due to corrosion protection, see Chapter 3.3 "Quality of engine cooling water", Page 3-11.
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MAN B&W Diesel uses a common cooler support frame for the radiator cooler bundles. In order limit cooler bundle distortion, distance and
even tolerances of the cooler support must be ensured. Please see illustration below.
Figure 6-31
Details of radiator cooler installation
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6.1.3
Features
Cooling tower cooling system (forced- air- cooled)

PDS: 30 30
in temperate zone (Turkey)....... approx. 23C The cold water temperature is usually 6C higher than the wet bulb temperature. Water temperature before cooling tower not more than 48C to prevent calcification. Cooling water quality See Chapter 3.6 "Quality of raw-water in cooling tower operation (addtive and circulating water)", Page 3-25
The cooling tower operation (CT) requires a permanent water consumption (make- up- water) of 3 to 4% of the circulating raw water flow rate for the evaporation losses blowing down. The cooling tower is designed according to the distance between the wet-bulb temperature tF and the cold water temperature after the tower. Wet-bulb temperature tF in the tropics (Indonesia) ... approx. 28...29C
Engine Type Amb. air temperature Wet bulb temperature Water temp. after CT Heat quantity LT- circuit Heat quantity HT- circuit Water flow rate LT- circuit Water flow rate HT- circuit Overall water flow rate Make- up water requirement Table 6-5 C C C kW kW m3/h m3/h m3/h m3/h
18V 32/40 (100% load) 32 23 29 2720 3495 123 158 281 11 28 34 2685 3560 165 218 383 15
18V 48/60 (100% load) 32 23 29 4965 7060 224 318 542 22 28 34 4680 7255 286 444 730 29
Orientation assistance for estimation the required amount of raw- and make- up water Water temperature before CT 48C Calculated on a concentration factor 2
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6.1.4

PDS: 3070
Please see the individual typical drawing of the combustion 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 components serve to: Protect the engine against weather and birds Clean the intake air Absorb the sound Features MAN B&W Diesel uses Droplet Separator Profile as rain protection Separation technology The streamlined separator profiles deflect the droplet laden gas stream, as a result the monumentum of the droplet causes them to impinge onto the profiles surface. The droplets coalesce together form a liquid film, the influence of gravity causes the liquid to drain to the bottom of the profiles. Specially sharped separation chambers improve performance by enhancing the separation of finer droplets and ensuring problem for discharge of liquid. To avoid the flooding of the profiles and the possibility of reentrainment of the separated liquid, the height of the profile sections is normally limited to 2,500 mm.
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Figure 6-32
Rain protection for intake air filter
The total weather protection grid can be seen in the Drawing on the following page.
The following graph illsustrates the descripted technologie.
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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 the respective combustion air quantity of the diesel engine Consult MAN B&W Diesel to have the values calculated by the program "Projedat" Generally, the necessary gross area of the intake air filter is calculated as follows:
Intake air Q [m3/h] / flow rate v [m/sec] = A [m2]
a adequate supply of adhesive oil. The filter panels move vertically upward across the front face of the housing forming a continuous sealed curtain. They are then carried across the housing as the chains engage with carrier sprockets located in the top of the casing and maintain the same vertical face as they travel downward on the clean side of the filter. On reaching the adhesive oil tank, the particles are submerged and thoroughly cleaned by agitation prior to emerging from the bath re- oiled and drained for re- entry the incoming airstream. At all stages of operation the filter panels present the same face of filter media to the incoming airstream. The double panel bank and controlled curtain movement ensures positive ellimation of oil "carryover" with the filtered air.
The flow rate should be within 2,5 m/sec to 3 m/sec Separation efficiency of oil bath rotary filter Degree of separation of an oilbath rotary filter is given 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 viscous impingement filter principle whereby airborne particles suspended in the intake airstream are trapped on a adhesive coated, progressive density matrix. The filter media is supported in panels or cells which are suspended at either end using roller chains. The assembly is mounted into a steel housing, at the base of which is a tank containing
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A more demonstrativ impression of the filter operation is given in the following graph
Figure 6-35
Operation mode of oil bath rotary filter
Operation With the power supply connected and control panel switched on, a timer circuit on an electronic control board will operate after a 60 seconds delay, switching the power onto the engine, for 6 seconds, and then off for 30 minutes
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Thus the filter panels travel a distance of approx. 50mm during the 6 seconds and then remain stationary for 30 minutes. This allows time for any excess oil to drain from the filter panel mesh media back down into adhesive oil sump
Recommended adhesive oils The viscosity of oil generally depends on the temperature and decreases with decreasing temperature. The oil is therefore to be adapted to the ambient temperature according to the manufacturers instructions, see table below. A wrong viscosity leads to increased pressure loss of the filter (thicker oil film in the
Temperature range -10C to +6C -5C to +16C -6C to +27C -16C to +38C -28C to +52C Oil
mesh), reduced filter effect and reduced filter regeneration (reduced adhesion forces, reduced resolving of oil film in bath). At oil change the oil is transferred, cleaned and kept until the next use.
Viscosity
Shell Tellus 10 Shell Tellus 15 Shell Tellus 22 Shell Tellus 37 Shell Tellus 100
Shell Morlina 10 Shell Morlina 22 Shell Morlina 22 Shell Morlina 46 Shell Morlina 100
Mobil DTE 11 M Mobil DTE 11 M Mobil DTE 22 M Mobil DTE 24 M Mobil DTE 27 M
EssoNUTO H 10 Esso NUTO H 15 Esso NUTO H 22 Esso NUTO H 32 Esso NUTO H 100
ISO 10 ISO 15 ISO 22 ISO 32 ISO 100
Table 6-6
Adhesive oils
Additives as T / R / V / M mostly stand for special additives to basic oil. They are usually of higher quality than the basic oil and to be used for special purposes.
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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 rate of approx. 18m/sec. to 20m/sec..
The following figure shows typical fix and sliding point support for reduce structure borne noise for 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 DN 600 700 800 900 1000 1100 1200 1300 1400 1600 1700 1800 Table 6-7
Typical sliding point support to reduce structure bome noise for air intake and exchaust gas pipes A=E 200 100 B 560 C 460 D 110 F mm 460 G 550 I S 18-20 20 T H 519 568 618 668 718 768 828 928 1028 1078 1128
300
200
660
560
210
610
700
18-20
20
400
300
820
720
310
860
950
18-20
30
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6.1.5
Exhaust gas system
Exhaust gas system installed directly downstream of the engine. Please see the individual typical drawing of the exhaust gas system for engine 32/40 and 48/60 in Chapter 6.2.6 "Exhaust gas module", Page 6-67 andChapter 6.2.6 "Exhaust gas module", Page 6-69. Purpose The exhaust gas system serves to safely discharge the exhaust gas of the Diesel engine without negative influence on the engine operation. Features By means of the silencer SL002, see the corresponding octave level diagram for the silencer performance in Chapter 6.2.6 "Exhaust gas module", Page 6-67 and Chapter 6.2.6 "Exhaust gas module", Page 6-69 , the unsilenced exhaust gas noise according to graphic. Engine/ exhaust gas noises in the engine project planning data Chapter 2.2.6 "Exhaust gas noise", Page 2-47 and Chapter 2.2.6 "Exhaust gas noise", Page 2-47 is reduced to admissible noise level. Design criteria The admissible exhaust gas resistance in the entire 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 engine planning data (see respective engine in Chapter 2 "Engine", page 2-1 and following). (Unally < 30mbar)
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Piping The pipe diameter given in typical drawings of the exhaust system assures an exhaust gas velocity 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 pipe diameter after the absorber and of the absorber outlet diameter must take the admissible muzzle sound level into consideration, refer Chapter 9.1 "External exhaust and boiler systems - description for all plants", Page 9-3. The table shown in the above mentioned typical drawing of the individual exhaust gas system list the admissible forces and/or moments, which must not be exceeded at the turbocharger connection. Compensator EB6501 The compensator according Figure 6-40, Page 6-40 ensures that the admissible load, forces and/or moments at the turbocharger, caused by thermal elongation of the components and movement amplitude of the resiliently mounted Diesel 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 Chapter 6.1.4 "Combustion air system", Page 6-31 and at the end of this chapter, Chapter Figure 6-41 "Sliding point for silencer and boiler to reduce structure born noise", Page 6-41 and Chapter Figure 6-42 "Fix point for silencer and boiler to reduce structure born noise", Page 6-41, providing information about the execution of the support (fixed point and sliding point) of exhaust
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pipe and silencer, which is insulated to reduce the structure bome noise. Insulation The insulation of exhaust gas pipe and exhaust gas silencer is a hard cladding insulation consisting of rock wool with aluminium- plate- covering. 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 absorption silencer see Figure 6-39, Page 6-40.
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Exhaust gas system
Figure 6-40
Typical expansion joint for exhaust gas system
Technical data Service pressure p = 25 mbar Service temperature t = 550C With floating flanges On both sides from steel to DIN86044 Below multi wall from steel alloy 1.4541
Figure 6-39
Typical cross section of exhaust gas silencer
Nominal Dia of exhaust gas pipe: The exhaust gas pipes are designed for a velocity 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
fuel and
Cleaning system for fuel and lube oil
MAN B&W Diesel uses for both lube oil cleaning Separator with controlled partial discharge
Figure 6-43
separator basic concept
The operating temperatures are 95C for lube oil and 98C for fuel oil Operating principle Dirty oil is continuously fed to the separator. The flow of oil is not interrupted when sludge and/ or water is discharged. Clean oil is continuously dicharged from the clean oil outlet. Separated sludge and water accumulate ate the periphery of the bowl as shown in Figure 6-44, Page 6-44. When separated water approaches the disc stack, see Figure 6-45, Page 6-45 and , some droplets of water start to escape with the cleaned oil. The small increase of the water content in the cleaned oil is then immediately sensed by the water transducer, installed in the clean oil outlet.
Figure 6-44
Separated sludge and water accumulate at
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1) Oil inlet 2) Oil outlet 3) Sludge outlet 4) Make- up closing water inlet 5) Opening water inlet 6) Water drain valve 7) Water outlet 8) Flow control disc 9) Disc stack 10) Top disc 11) Inlet for conditioning and displacement water
the periphery of the bowl
Figure 6-45
Water approaches the disc stack
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Alternatively the water dedection also can accur in 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
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Engine-related modules and components - engine V48/60 - for
6.2
6.2.1
Engine-related modules and components engine V48/60 - for

Lube oil system
PDS: 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 required amount, temperature and pressure. Note: The lube oil is delivered by freestanding lube oil pump. Features All components are completely mounted onto the base frame and connected by pipes (excluding pump). The base frame, a welded construction ST37, is designed as oil sump with discharge nozzle and locking screw. All connections at the module are complete with flange and counter-flange. Foundation anchor and levelling screws (minimum 3cm adjustment height) as well as lifting loops for transport belong to the module. VDE, DIN and EN regulations apply. Lube oil automatic filter with mesh size 30m. All sensors and the difference pressure switch of the filter are cabled and connected on a terminal box. All non-zinced, black steel parts have priming coat and covering coat.
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Characteristics Easy assembly and disassembly of components for operation, maintenance and repair. After installing the module, all operation devices are easy to access for operation and maintenance. Components For engine 48/60 the following components are assembled and connected by pipes in the lube oil 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 2 5
Heat exchanger Automatic filter lube oil Terminal box
N1 Lube oil inlet, DN 250 N2 Lube oil outlet, DN 250 N3 Cooling water inlet, DN 250
N4 Cooling water outlet, DN 250 N5 Flushing outlet, DN 40 N6 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
Numbers of cylinders
DN
Assembly space ExF
Weight of electric motor kg 1,070
Total weight
mm 12 V48/60 14 V48/60 18 V48/60 350
mm 2,597
mm 800
mm 555
mm 760
mm 250 x 1,600 diameter 300 x 2,000 diameter 300 x 2,000 diameter
kg 2,442
400
2,777
1,000
555
930
1,181
3,655
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400
3,017
1,000
655
930
1,770
4,274
Table 6-8
Measures of stationary lube oil pump V48/60
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Lube oil separator MOD007
Figure 6-45 10 11 16 17
Lube oil separator - engine V48/60 18 19 94 96 Compressed air Water inlet Sludge outlet Vent
Untreated lube oil inlet Treated lube oil outlet Steam inlet, flanges Condensate discharge
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 public sewage system. A hoist should be installed above the separator so that the heavy bowl parts can be handled more easily.
The hoist should be mounted on a running rail so that bowl parts can be moved from the separator to a workbench.
Separator for Height H1 mm 12V 48/60 14V 48/60 18 V 48/60 Table 6-9 1,540 Weight of bowl kg 190
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Lube oil separator - engine V48/60
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Run-down tank T050
Engine
Contents litre
Weight empty kg 650
Weight filled
Height H
Height H1
mm 2,780 2,820 2,265
V48/60 Table 6-10
2,400
Run-down tank
Figure 6-46 N1 N2 N3 N4 N5
Run-down tank
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Manhole Venting Return Outlet Outlet
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6.2.2
6.2.2.1
2-circuit radiator cooling system

PDS: 30 30
High temperature (HT) cooling water circuit

Cooling water expansion tank Radiator cooler Cooling water expansion tank T002 Check the tank capacity if the installation of the radiator cooler differs from the installation stated in the concept site plan / concept layout.
Pump module Purpose The HT cooling water pump module and components serve to pump water for the HT-circuit into the engine via a control valve to the radiator cooler and back to the module. Components HT cooling water module
Figure 6-47
Cooling water expansion tank - engine V48/60
Empty/ weight = 500kg Filled/weight = 2000kg
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HT cooling water pump module MOD002
Figure 6-48
HT cooling water pump module
Engine
N1 from cooler mm
N2 bypass mm DN 125 DN 150 DN 150
N3 expansion line mm DN 32 DN 32 DN 32
N4 to engine mm DN 100 DN 125 DN 125
Weight kg 2000 2040 2100
12V 48/60 14V 48/60 18V 48/60

Table 6-11
DN 125 DN 150 DN 150
HT cooling water pump module
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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

prevent undercooling of the circuit at low ambient 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 the radiator cooler differs from the installation stated in the concept site plan / concept layout.
Pump module Purpose The LT cooling water pump module and components serve to: pump water for the LT-circuit into Charge air cooler, stage II, parallel to lube oil cooler and other consumers to the radiator cooler (control valve MOV003 to control charge air temperature in return pipe from charge air cooler, stage II; control valve MOV004 to prevent undercooling of circuit at low ambient temperature in suction pipe of the module) back to the module. control the charge air temperature
Figure 6-50
Cooling water expansion tank - engine V48/60
empty/weight = 500kg filled/weight = 2000kg
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LT cooling water pump module MOD020
Figure 6-51
LT cooling water pump module
Engine
N1 from cooler
N2 expansion line
N3 to charge air cooler
N4 from charge air cooler mm DN 150 DN 150 DN 200
N5 to engine
N6 to lube oil cooler
N7 nozzle cooling water outlet mm DN 32 DN 32 DN 32
Weight
mm 12V 48/60 14V 48/60 18V 48/60 Table 6-12 DN 200 DN 250 DN 300
mm DN 32 DN 32 DN 32
mm DN 150 DN 200 DN 250
mm DN 150 DN 150 DN 200
mm DN 150 DN 200 DN 250
kg 2450 3100
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LT cooling water pump module
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6.2.2.3
Nozzle cooling water circuit

Control and power equipment, including the sensors, are completely accommodated in a switch cabinet and wired to the module.
Nozzle cooling water module MOD005 Purpose The purpose of the nozzle cooling water module is the automatic and lasting cooling of the fuel oil injection nozzle of MAN B&W Diesel engines at all operating conditions of the engine in compliance with applicable control on/off, safety and environmental requirements. Further, the module is to preheat the fuel oil injection nozzles before start of the Diesel engine. In case of nozzle preheating, the nozzel cooling water is heated in the tank before the engine starts. The nozzle cooling water is thus heated and pumped to the engine and back to the water tank. Features The module consists of a self- supporting frame. the corresponding compponents are connected by means of pipes. The nozzle cooling water circuit is a separate pressurized closed circulation system. A centrifugal pump sucks the nozzle cooling water from a tank and pumps it to the nozzles of the Diesel engine through a heat exchanger with subsequent temperature control valve. The circuit then leads back to the tank. The heat exchanger is supplied with LT-cooling water as cooling medium. The temperature control valve keeps the nozzle cooling water temperature upstream of the nozzle constant. A test connection serves to check if the water contains oil (nozzle leakage). The entire module is designed for continuous fullload and part load operation (intermittent operation several times per day).
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The module is designed for unmanned operation without constant supervision at site. The power on time is 100%.
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Noozle cooling water module
MOD005
1 Vessel 2 Circulating pump 3 plate heat exchanger 4 heating battery 5 safety valve 6 automatic venting
13 expansions pot 14 switch cabbet
N1 Nozzle- cooling water inlet N2 Nozzle- cooling water outlet N3 Cooling water inlet N4 Cooling water outlet N5 test pipe "oil in water" N6 N7 drain pipe N8 overflow pipe
- weight 380 kg - operating pressure max. 4 bar - operating max 95C temperature
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Figure 6-52
Noozle cooling water module engine V48/60
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6.2.3
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 in the basins is well below the suction pipe of the raw water pump, in order to prevent the pump obtaining air from the basin. Therefore the basin should have a height of minimum 3m. Usually the cooling tower has a accessible grating between cooling tower and edge of the basin with approx. 60cm width or a special man hole as access for cleaning purpose. For further informations also see Chapter 5.1.3 "Cooling tower cooling system", Page 5-20 and Chapter 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 system

PDS: 30 60
Fuel oil module MOD008 Purpose The purpose of the fuel oil module is the automated fuel oil supply of a MAN B&W Diesel engine with cleaned and filtered fuel oil, according to the applicable quality requirements, at the necessary quantity and viscosity in order to meet all operating conditions. The fuel supply system must comply with all applicable requirements regarding safety and environment. Features The components are connected by pipes and cables onto a self-supporting, wrap resistant frame. The arrangement of the components allows easy access for operation, maintenance, assembly and disassembly. The devices necessary for transport are provided at the frame. An automatically operated three-way valve serves to switch from Diesel oil to heavy oil and vice versa, if necessary. The fuel oil flows through a fuel oil meter to a mixing tank. From there the supply pump delivers the fuel to the final preheater, the viscosimeter and then to the Diesel engine. The viscosimeter controls the heat energy supply to the preheater so that the adjusted fuel oil viscosity is achieved during heavy oil operation. The surplus fuel oil flowing back from the Diesel engine is lead to the mixing tank. Fresh fuel oil is added to the surplus fuel which is then again added to the fuel oil circuit. The entire Diesel fuel oil module is to be run in continuous fulload and part load operation (intermittent several times per day).
Design criteria Supply pump P003 must be able to deliver minimum 3...5 times the engine fuel consumption. Components Change-over valve for Diesel oil / heavy fuel oil operation (MOV001) Flow meter (FQ) Mixing tank (T011) Supply pump (P003) Final preheater for heavy fuel oil (H004) Viscosimeter (VI001) Fuel oil indicator filter 34m (FIL013) Pulsation damper (T008) Condensate trap Fittings Sensors Switch cabinet with automatic control and power device Control, power device and sensors are complete cabled in the switch cabinet. .
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The module is designed to be operated fully automatically without constant supervision unmanned at site. The power-on time is 100%.
Fuel oil module MOD008
Figure 6-56
Fuel oil module
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Fuel oil module MOD008
Figure 6-57
Fuel oil module - engine 48/60
Connections with counter-flanges N1 Inlet HFO N2 Inlet MDO N3 Return to HFO / MDO tank N4 Outlet to engine N5 Return from engine N6 Inlet saturated steam N7 Outlet condensate N8 Supply compressor
N9 Cooling water inlet N10Cooling water outlet N11Drain safety valves N12Drain module N1Inlet HFO N2Inlet MDO N3Outlet to engine N4Return from engine N5Return to HFO / MDO tank
weight approx. 2400 kg
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6.2.5

PDS: 30 70
Intake air filter and silencer module The intake air filter and silencer module consists of 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 adsorbers and for different cylinder numbers can be seen in the following figure.
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Intake air filter and silencer module
- 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
Figure 6-58 Eng. Silencer 30dB(A)
Typical intake air module V48/60 Dimension L L1 B C H mm h1 h2 DN Z

Weight each
Intake air m/h 38,500 45,000 58,000
Air Velocity m/s 2,5 2,9 3
kg 2,570 2,520 2,980 2 x 900 3,582 2 x 1,000 2,041 3,200 4,090 2 x 1,100 2,041 3,500
12V 48/60 14V 48/60 18V 48/60 Table 6-13 Silencer 40dB(A) 50dB(A) 12V 48/60 14V 48/60 18V 48/60 Table 6-14 Page 6 - 66 3,347 2,187 1,895 3,797 2,687 1,895 1,800 1,800 2,440 2,948
Measures table for intake air module - 30dB(A) 40dB(A) L L1 mm 3,847 4,347 2,737 3,237 4,597 5,097 3,487 3,987
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50dB(A) L L1
Measures table for intake air module - 40dB(A) and 50dB(A) Version 5/2003

SP = Sliding point FP = Fix point
Note Longitudinal welds to be arranged at the top line 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.
Figure 6-59 Cyl.No.
Intake air system Turbocharger TCA77 TCA77 TCA88 Turbocharger flange DN1200 DN1200 DN1400 Air in- A take mm pipe DN900 DN1000 DN1100 668 718 768 h1 Expansions joint 1 Expansions F Dyn joint 2 DN900 DN1000 DN1100 2000 N 2000 N 2000 N
12V 48/60 14V 48/60 18V 48/60
2570 DN1200 2520 DN1200 2980 DN1400
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Engine is resilient supported. Between the connection engine and duct, there must be an expansions joint for fre movement of engine, which must be capable of bearing vacuum. The admissible pressure loss is 20 mbar max. In case of high dust concentration in the intake air, addi-
tional measures might be required. See MAN quality requirements for intake air 3.3.11. Should additional sound- absorption measures be necessary, a silencer with higher damping performance might have to be selected.
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6.2.6
Exhaust gas module
The typical exhaust gas system drawing, see Figure 6-60, Page 6-70 - direct downstream of engine, shows the following individual data such as: exhaust gas pipe dia mean measurements of the exhaust gas silencer allowable forces and moments of the exhaust gas turbo charger on the engine Figure 6-62, Page 6-71 and Figure 6-63, Page 6-72 show the detailled dimension data of the exhaust gas silencer and the corresponding Oktavlevel diagram for a 25 dB(A) silencer.
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Silencer with 25 dB(A) or 35 DB(A) available
PRE- STRESSED COMPENSATOR 50% (in cold conditions)
Note Longitudinal welds to 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.
Figure 6-60 Cyl. No. 12 V 48/60 14V 48/60 18V 48/60
Exhaust gas system and components- engine V48/60 Turbocharger TCA77 TCA77 TCA88 Pipe DN1300 DN1400 DN1600 A 960 960 1140 B 2054 2054 1874 Expansions joint 1 DN1300 DN1400 DN1600 Weight pipe 1600 kg 1800 kg 3000 kg F DYN: 4000 N 4600 N 5000 n
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: 400C: THE COMPLETE
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PRESSURE LOSS IN THE EXHAUST GAS SYSTEM SHOULD NOT EXCEED 30MBAR.
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Turbocharger Vertical Tangential Horizontal F1 [N] F2 [N] F3 [N] M1 [Nm] M2 [Nm] M3 [Nm] Forces (F1, F2, F3) Moments (M1, M2, M3) F [N] M [Nm]
TCA77 *10900 *10900 *5400 **8200 **4100 **4100 16300 10000
TCA88 *12000 *12700 *5900 **9100 **4500 **4500 17900 11700 Figure 6-61 Maximum admissible forces and moments on turbine outlet casing
* 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
Cyl.No. 12V 48/60 14V 48/60

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dB 25 35 25 35
DN 2
DN 1 mm
C 4664
Weight kg 3900 5750 5045 6535 5520 7680
1300 1400 1600
1300 1400 1600
2200 2300 2500
6179 5171 6672 5671 7177
18V 48/60
25 35
Figure 6-62
exhaust gas silencer- engine V48/60 Page 6 - 71
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Figure 6-63 Graph 1 Graph 2 Graph 3 Graph 4
Oktavlevel diagram
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Sound pressure level, unsilenced exhaust gas noise Sound pressure level, unsilenced exhaust gas noise (1) converted to level at the outlet (1.0 m fictitious distance) Typical silencing effect of the silencer Sound pressure level silenced exhaust gas noise at a distance r = 1m
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Plant-related supply systems
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Plant-related supply systems - description for all plants
7.1
7.1.1
Purpose

Lube oil supply system
PDS: 40 10, 90 10, 100 20 10
The lube oil supply system serves to Receive, store and supply sufficient amounts of lubricating oil to ensure continuous, uninterrupted operation of the plant. Make up the engine lubricating oil consumption losses of the plant. Features The clean lubricating oil is supplied by way of drums or tanker truck, received at the unloading station, stored in a clean oil tank and manually or automatically distributed to the relevant service tank of each engine in the plant. Design criteria The capacity of the lube oil storage tank 1T012 is designed for approximately 30 days running the plant at 100% load for 24 hours per day. The unloading system is designed to pump approximately the calculated consumption of the plant into the storage tank within five hours a day. This system is designed so there is always one pump in stand-by. Components Main components The lube oil supply system consists of the following main components: Screw type, electric motor driven unloading pumps 1P059 and 2P059 (1 x operation and 1 x stand-by), modular mounted together with pipe work, valves and mesh type filter (MOD017).
The truck would connect to the unloading pump module via a hose with DN80 connection Lube oil storage tank T012 located in the tank farm. When operating the plant the oil level must lie between the minimum and maximum gauges of the storage tank. Gear type lube oil filling pump P012 to supply the oil to the service tanks. The pump is driven by an electric motor. Volumetric type flow meter FQ001 for measuring the flow of lube oil through the system. Control valve SOV2303 for controlled filling of the individual service tank. Lube oil maintenance tank T055 located in the tank farm. The tank is required for engine 48/60 only. Removal of the oil from the lube oil service tank T001 can be achieved by means of the respective separator feed pump P011. Pump P073 to refill the service tank. Auxiliary systems connected to main system The following auxiliary systems are connected to the main system: Storage tank vent pipe. The vent pipe is located at the highest point on the storage tank, allowing any gases to vent to the atmosphere. Maintenance tank vent pipe (engine 48/60 only). Design and function as storage tank vent pipe.
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Drain to road tanker or discharge disposal. De-watering facility on service tank T012 and maintenance tank T055. Main operating conditions Lube oil temperature before unloading pump and filling pump P012 .................................................. 10C At lower ambient temperatures tank and pipes have 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 operation on gas oil and Diesel oil (MGO/MDO)", Page 3-3 Chapter 3.2 "Quality of lube oil for heavy fuel oil 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 to the longevity of any Diesel plant. The following steps should be taken to ensure this: Regular oil checks. Continuous oil care. - Check lube oil levels. - Ensure the mesh type filters positioned before the lube oil unloading pumps are free of obstructions. - It is essential that the hose and flange be free and clean before connection to the unloading trucks.
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7.1.2
Purpose
Water supply and treatment system

PDS: 40 30, 100 20 10
The water supply system serves to: Provide, store and supply sufficient amounts of water to ensure continuous, uninterrupted operation of the plant. Enable a softening and treating process for the raw water. Features Water needs to be supplied to site at a pressure of 6bar, softened to the required degree and then distributed. For the systems that require anti corrosion agents or chemicals the softened water is stored in a tank, the chemicals added or mixed and then the water distributed to the individual systems. Design criteria One tank T039 and one pump P031 is provided for up to a maximum of 5 engines. Components Main components The water supply system consists of the following main components: Water softening plant T040 provides softened water for the nozzle cooling, engine cooling and boiler feedwater systems. Water storage tank T039 with vent pipe. Here chemicals are added for protection against corrosion. The water is for the nozzle cooling, engine cooling (HT) and charge air cooling (LT) water systems. When operating the plant, the level in the storage tank T039 must lie at the lower level. This is to:
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- Receive the water from individual systems in case of engine maintenance. Centrifugal, electric motor driven pump P031 to circulate and mix the treated water for filling and draining the individual water systems. The centrifugal pump is equipped with a pressure vessel device to maintain the water pressure automatically via a pressure switch. Auxiliary systems connected to main system The following auxiliary systems are supplied with softened water: Boiler feedwater tank. Softened water is required so as to avoid a build-up of deposits on the boiler surface which would cause a decrease in the heat transfer capability. Fuel oil treatment system. The heavy fuel oil centrifuge module requires softened water for control water and for cleaning. Lube oil treatment system. The lube oil centrifuge module requires softened water for control water and for cleaning. The following auxiliary systems are supplied with softened and treated water: HT / LT expansion tank. Complete with pressure relief valve for maintaining the required pressure. Nozzle cooling water tank. For storage of softened and treated water. Engine turbocharger. Softened water is supplied for turbocharger water washing.
- Make up of the leaking water in the individual system.
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Main operating conditions Water pressure supply ............................... 6bar Supply water quality Quality requirements The cooling water is to be treated in accordance with the following guidelines: Quality requirements for cooling water and cooling 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 Chapter 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. The engine cooling water, like the fuel oil and lube oil, is a medium that must be carefully selected, treated and controlled. Otherwise, corrosion and cavitation may occur on the walls of the cooling system. Such deposits would impair the heat transfer capability of the components and thus result in thermal overload. Leakage losses are to be replaced by treated water.
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7.1.3
Purpose
Diesel oil supply system

PDS: 40 40 10, 90 20, 100 20 50
This is applicable to - One engine plant or - multi engine plants, all engines running in DO- mode The number of DN80 connections installed at the unloading station is to be clarified at the contract stage. Each individual hose and connection is designed to receive fuel at a flow no greater than 25m3/hours. Components Main components The Diesel oil supply system consists of the following main components: Screw type, electric motor driven unloading pumps 1P057 and 2P057 (1 x operation and 1 x stand-by), modular mounted together with pipe work, valves and mesh type filter. The truck would connect to the unloading pump module via a hose with DN80 connection. Diesel oil storage tank T003, located in the tank farm which also acts as the daily service tank. When operating the plant the Diesel oil level must lie between the minimum and maximum gauges of the storage tank. Screw type, electric motor driven Diesel oil supply pump 1P008 and 2P008 (1 x operation and 1 x stand-by), modular mounted together with interconnecting pipe work and valves. Diesel oil duplex filter FIL005, modular mounted together with interconnecting pipe work and valves. Via the overpressure valve system the required pressure in the ringmain is achieved by means of the supply pump P008 and the pressure relief valve.
The Diesel oil system serves to: Receive, store and supply sufficient amounts of Diesel oil at the required pressure to ensure continuous, uninterrupted operation of the plant. Operate the engine during start-up and stop. Flush the systems after an engine stop in HFO mode. Features The Diesel oil is delivered by tanker, stored in a storage tank and pressure fed to the engines. The Diesel oil supply system is of the closed circuit type designed with a pressurised ringmain pipe work system. Design criteria The ringmain pipe is designed so that it can feed up to five engines. The supply pump P008 is designed at 1.6 x consumption of one engine x 5 engines (maximum). The Diesel oil storage tank T003 capacity is designed for approximately one day full load operation (24 hours) of the plant. The unloading system is designed to pump approximately the calculated weekly consumption of the plant (in Diesel oil operation 7 days at 6 hours per day) into the storage tank T003 within five 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 only used for starting and stopping (flushing) the engine. This system is designed so there is always one pump in stand-by. If one engine is flushed both Diesel oil supply pumps P008 should be operated so as to avoid creating a vacuum in the system.
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Auxiliary systems connected to main system The following auxiliary systems are connected to the main system: Tank vent pipe. The vent pipe is located at the highest point on the storage tank, allowing any gases to vent to the atmosphere. Drainage and de-water system. Connected to the storage tank T003. Main operating conditions Diesel fuel oil temperature upstream at the unloading and supply pump ......................... 10C .. 50C. Diesel fuel oil supply pressure ................... 5bar Diesel oil quality MDO-quality see Chapter 3.8 "Quality of Marine Diesel Fuel (MDO)", Page 3-37. Viscosity diagram see Chapter 3.10 "Viscosity temperature-diagram", Page 3-41.
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7.1.4
Purpose
Heavy fuel oil supply and treatment system

PDS: 40 40 20, 90 20, 100 20 60
Components Main components The heavy fuel oil supply system consists of the following main components: Screw type, electric motor driven unloading pumps 1P038 and 2P038 (1 x operation and 1 x stand-by), modular mounted together with pipe work, valves and mesh type filter. The truck would connect to the unloading pump module via a hose with DN80 connection. Heavy fuel oil storage tanks 1T016 and 2T016, normally steam heated, located in the tank farm. The tanks are sized for 15 or 30 days capacity. One tank is for receiving and settling fuel when the other is used for supplying fuel to the plant and vice versa. When operating the plant the heavy fuel oil level must lie between the minimum and maximum gauges of the storage tanks. Screw type, electric motor driven heavy fuel oil supply pump 3P038 and 4P038 (1 x operation and 1 x stand-by), modular mounted together with pre-filter, interconnecting pipework and valves. Heavy fuel oil buffer tank T059, normally insulated steam heated, located in the tank farm. When operating the plant the heavy fuel oil level must lie between the minimum and maximum gauges of the storage tanks. Heavy fuel oil daily service tank T022, normally insulated steam heated, located in the tank farm. When operating the plant the heavy fuel oil level must lie between the minimum and maximum gauges of the storage tanks. Screw type, electric motor driven heavy fuel
The heavy fuel oil supply system serves to: Receive, store and supply sufficient amounts of heavy fuel oil to ensure continuous, uninterrupted operation of the plant. Run the engine during normal HFO operation. Features The heavy fuel oil is delivered by tanker, stored in a storage tank and pressure fed to the engines. The heavy fuel oil supply system is of the closed circuit type designed with a pressurised ringmain pipe work system. The fuel flows from storage tank T016 via the supply pump P038 to the buffer tank T059 passing through the 3-way changeover valve. From the buffer tank T059 the fuel flows to the purifier CF002 by delivery pump P015 and then from here back to the clean oil daily service tank T022. There is an overflow from T022 to T059. Once the high level in tank T059 is activated the 3-way changeover valve changes back to tank T016 allowing the fuel to circulate around the storage tank and the purifier. Once the clean oil daily service tank T022 asks for more oil the system switches back. Design criteria The system should ensure that the fuel oil purifiers can operate 100% without shutting off due to high level in the service tank T022 or respective buffer tank T059. The ringmain pipe is designed so that it can feed up to five engines. The supply pump P018 is designed at 1.6 x consumption of one engine x 5 engines (maximum). The number of DN80 connections installed at the unloading station is to be clarified at the contract stage. Each individual hose and connection is designed to receive fuel at a flow no greater than 25m3/hour.
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oil supply pump 1P018 and 2P018 (1 x operation and 1 x stand-by), modular mounted together with pre-filter, interconnecting pipe work and valves. Filter module MOD009 complete with the following equipment: - Fuel oil automatic backflushing filter 1FIL003. - Back flushing tank drain pump 1P010. - Leak oil tank 1T006. This equipment is modular mounted complete with interconnecting pipe work and valves. The required pressure in the ring pipe is achieved by means of the supply pump P018 and pressure relief valve system. Auxiliary systems connected to main system The following auxiliary systems are connected to the main system: Leakage fuel oil module. This module collects all the fuel oil leakages from the engine and modules indicated in the sludge and leakage diagram. Heavy fuel oil centrifuge module. This system is of special importance. The heavy fuel oil is cleaned by purifiers. The purifier removes impurities from the heavy fuel oil. The purifying temperature is 98C and the fuel oil sludge is pumped to sludge storage tank T037. Storage, buffer and daily service tank vent pipes. The vent pipes are located at the highest point on the tanks, allowing any gases to vent to the atmosphere. Heating system for the individual tanks. Drainage and de-watering device.
Main operating conditions Preheating (heavy fuel oil in the service tank) ...................................... 75C Heavy fuel oil upstream of the unloading pump and the different supply pumps except P018....................... 55C Heavy fuel pressure in the ringmain pipe ............................................. 5bar Heavy fuel oil quality HFO-quality see Chapter 3.7 "Quality of heavy fuel oil (HFO)", Page 3-27. Viscosity diagram see Chapter 3.10 "Viscosity temperature-diagram", Page 3-41.
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7.1.5
Purpose
Start / control air supply system

PDS: 40 50, 100 20 70
The start / control air system serves to: Start the Diesel engine (30bar). Control the accessories inside and outside the powerhouse (7bar). Protect the plant - safety system for emergency stops of the Diesel engine (30bar). Feature The starting air receivers, the compressors including the control air system as well as the interconnecting piping form a closed pressurised and balanced system. The individual components included in the total system can be isolated by shut-off valves although these are normally open. The system is protected against overpressure by various safety valves included in the starting air receivers and the compressors. Design criteria Several starting air receivers and compressors are provided, the number of which depends on the individual plant related systems. It is necessary that only one engine should be started whilst the others are running or in preparation for starting. The compressors operate between 24bar and 30bar, manually or automatically. Compressor 1 and / or 2 can operate manually or automatically depending on the demand. Components Main components The start / control air system consists of the following main components:
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watering device. Sized suitable for refilling the system within 30 minutes. A further standby, Diesel driven air compressor can be provided on request. The appropriate number and size of starting air receivers T007 are shown in the individual system and have to be calculated per contract. Pressure reducer PCV001 for station control air. Installed in the 30bar air line, the pressure is reduced to 7bar for providing control air to the engine and its accessories. De-oiler TR002 for removing oil from the air line. Air dryer TR003 for removing condensate from the air line. Low pressure air vessel T036 enabling a 7bar air supply to the pump house for controlling further accessories. Auxiliary systems connected to the main system The following auxiliary systems are connected to the main system: Shut-off valves. The start air receivers are connected in parallel in the system, each one can be isolated from the system by means of shut-off valves. In normal operation the shut-off valves are open. Safety valve PSV. The HFO separators, LO separators, LO filters, HFO module and HFO filters are some of the plant accessories supplied with control air at 7bar. A safety valve is installed downstream from the pressure reducing station, its setting is 7bars. Main operating conditions Minimum pressure required for engine start/stop attempt................... 15bar Maximum pressure of air receiver ........... 30bar
Electric motor driven air compressor C001 rated at 30bar, air cooled with automatic de-
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7.1.6
Purpose
Engine preheating system

PDS: 40 20 10
The preheating system serves to: Raise the temperature of the lube oil and engine cooling water to at least 20C, or to the optimum preheating temperature, before starting of the plant. Enable a quicker run-up and loading time of the plant. Protect the engine from thermal shock. Features The preheating system is a closed circulation system with a membrane expansion pot, controlled automatically, dependent on the water temperature. The system is installed at sites prone to low ambient conditions. Design criteria Selection of engines to be preheated at site. Components Main components The preheating system consists of the following main components: Common preheating module MOD004 complete with - Electrical flow heater H017 used to heat the circulating, treated water. - Centrifugal, electric motor driven pump P047, required to circulate the treated water and generate pressure in the system. - All interconnecting pipe work and valves within the boundaries of the module. - Expansion pot required to maintain the pressure in the system.
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Engine related preheating module MOD028 complete with - Three way temperature control valve TCV009, set at 20C complete with bypass for redirecting the water around the heat exchanger when the required engine cooling water temperature has been reached. - Engine cooling water heat exchanger H001 used to heat the engine cooling water circulating inside the engine. - Three way temperature control valve TCV018, set at 20C complete with bypass for redirecting the water around the heat exchanger when the required lube oil temperature has been reached. - Lube oil heat exchanger H025 used to heat the lube oil to the required temperature. - Screw type, electric motor driven, lube oil pump P021, required to generate pressure and circulate the lube oil through the secondary side of heat exchanger H025. Auxiliary systems connected to main system The following auxiliary systems are connected to the main system: Engine cooling water system. Engine cooling water is pumped through the secondary side of preheater H001. Lube oil system. Lube oil is pumped through the secondary side of preheater H025 and serves to raise the temperature of the lube oil inside the service tank. Water supply system. Serving to top up the water in the system.
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Main operating conditions Maximum operating temperature 80C. Normal operating pressure 2bar. Maximum operating pressure 6bar. Water quality Water quality requirements See Chapter 3.3 "Quality of engine cooling water", Page 3-11. Checking water Water softness. Concentration of additives. Water hardness. Chloride ion content. Periodical checks should be carried out on the cooling water and preheating system. Treated water may become contaminated in service and the additive will loose some of its efficiency as a result. It is therefore necessary to check the cooling system and the condition of the cooling water at regular intervals.
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Plant-related supply systems - drawings for 55MW plant
7.2
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7.2.1

PDS: 90 10
Lube oil supply system - 55MW plant
Equipment schedule for lube oil supply system - 55MW plant Version 5/2003
0703-0101PO.fm
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Figure 7-2
Schematic diagram for lube oil supply system - 55MW plant Page 7 - 19
Version 5/2003
7.2.2

PDS: 40 30
Water supply and treatment system - 55MW plant
Equipment schedule for water supply and treatment system - 55MW plant Version 5/2003
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0703-0201PO.fm
Figure 7-4
Schematic diagram for water supply and treatment system - 55MW plant Page 7 - 21
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7.2.3

PDS: 90 20
Diesel oil supply system - 55MW plant
Equipment schedule for Diesel oil supply system - 55MW plant Version 5/2003
0703-0301PO.fm
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Figure 7-6
Schematic diagram for Diesel oil supply system - 55MW plant Page 7 - 23
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7.2.4

PDS: 90 20
Heavy fuel oil supply and treatment system - 55MW plant
Equipment schedule for heavy fuel oil supply and treatment system - 55MW plant Version 5/2003
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Figure 7-8
Schematic diagram for heavy fuel oil supply and treatment system - 55MW plant Page 7 - 25
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7.2.5
Start / control air supply system - 55MW plant
equipment schedule for start / control air supply system - 55MW plant Version 5/2003
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Figure 7-10
Schematic diagram for start / control air supply system - 55MW plant Page 7 - 27
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Page 7 - 28
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7.2.6

PDS: 40 20 10
Engine preheating system - 55MW plant
Equipment schedule for engine preheating system - 55MW plant Version 5/2003
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Figure 7-12
Schematic diagram for engine preheating system - 55MW plant Page 7 - 31
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7.3
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7.3.1

PDS: 90 10
Equipment schedule for lube oil supply system - 105MW plant Version 5/2003
0704-0101PP.fm
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Figure 7-14
Schematic diagram for lube oil supply system - 105MW plant Page 7 - 35
Version 5/2003
7.3.2

PDS: 40 30
Equipment schedule for water supply and treatment system - 105MW plant Version 5/2003
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Figure 7-16
Schematic diagram for water supply and treatment system - 105MW plant Page 7 - 37
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7.3.3

PDS: 90 20
Equipment schedule for Diesel oil supply system - 105MW plant Version 5/2003
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Figure 7-18
Schematic diagram for Diesel oil supply system - 105MW plant Page 7 - 39
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7.3.4

PDS: 90 20
Equipment schedule for heavy fuel oil supply and treatment system - 105MW plant Version 5/2003
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0704-0401PP.fm
Figure 7-20
Schematic diagram for heavy fuel oil supply and treatment system - 105MW plant Page 7 - 41
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7.3.5
Equipment schedule for start / control air supply system - 105MW plant Version 5/2003
0704-0501PP.fm
0704-0501PP.fm
Figure 7-22
Schematic diagram for start / control air supply system - 105MW plant Page 7 - 43
Version 5/2003
7.3.6

PDS: 40 20 10
Equipment schedule for engine preheating system - 105MW plant Version 5/2003
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Figure 7-24
Schematic diagram for engine preheating system - 105MW plant Page 7 - 45
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8 Plant-related supply modules and components
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Plant-related supply modules and components - description for all plants
8.1
8.1.1
Plant-related supply modules and components description for all plants

Lube oil supply modules and components
PDS: 40 10, 90 10
Supply modules MOD017 Purpose Supply modules are used to deliever lube oil from and to different tanks, treatment units as well as to consumers. Features Supply modules consists of two or more pump units 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 Frame with 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 "Selection of economic serial products and procurement of accessories (electric motors, pumps, strainer and filter, control valves, cooler/ heat exchanger)", Page 6-3 and following. Drawings of the schematic diagram see Chapter 7.2.1 "Lube oil supply system", Page 7-18, Chapter 7.2.3 "Diesel oil supply system", Page 7-22 and Chapter 7.2.4 "Heavy fuel oil supply
and treatment system", Page 7-24 as well as module 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 modules and components", Page 8-16 and Chapter 8.3.1 "Lube oil supply modules and components", Page 8-28.
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8.1.2
Water supply, treatment modules and components

PDS: 40 30, 100 20 10
Water treatment module T040 Purpose A water processing plant convicts available water with the necessary quality to the different circuits, e.g.: Cooling water system Cooling tower Steam generator, etc... Features For each possible application the corresponding preparation procedure, depending on the quality of the available water, has to be chosen. This differs from the simple water softening plant with regeneration by recycling salt to the complete demineralisation by reverse osmosis or appropriate combinations. Depending on the circuit, additiv dosing has to be provided if necessary. Components The main parts of a water treatment plant are depending on the requirements: Softening Demineralisation Additiv dosing Design Criteria The essential concept of a water treatment plant has to be determinated individually according to the requirements, e.g. Size of the Power plant, means consumption of water
0801-0201PA.fm
Required water quality for different purpose see also Chapter 3 "Quality requirements", Page 3-1.
Water circuits (Cooling water circuits ,steam generation, and so on) available water quality
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Pressure increase plant MOD002 The intention of the pressure increase plant is to provide at any time network water under pressure at the disposal to defined consumers. Features The pressure increase plant consists of one or more pump with all necessary connections, diaphragm expansion tank and a control unit on a common base frame. The plant is pre- finished for installation. Components The pressure increase plant mainly consist of the following components: Feed pump Diaphragm type expansions tank Control of the pump by a pressure transmitter for manual or automatical mode Combination of valves for mixing, filling and draining for the engine water systems. Design criteria Depending on the dimensions of the power plant one or more pressure increase plants, arranged with one or more feed pumps, have to be applied. Therefor please See Schematic Diagram in Chapter 7.2.2 "Water supply and treatment system", Page 7-20, Chapter 7.2.2 "Water supply and treatment system", Page 7-20 and Chapter 7.3.2 "Water supply and treatment system", Page 7-36. ALso see Module drawings in Chapter 8.2.2 "Water supply, treatment modules and components", Page 8-17, Chapter 8.2.2 "Water supply, treatment modules and components", Page 8-17, Chapter 8.3.2 "Water supply, treatment modules and components", Page 8-29.
0801-0201PA.fm
For general description see Chapter "Centrifugal pumps", Page 6-5.
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8.1.3
Diesel oil supply modules and components

PDS: 40 40 10, 90 20
Supply modules MOD015 and MOD024 Purpose Supply modules are used to deliever fuel oil from and to different tanks, filter as well as to consumers. Features Supply modules consists of two or more pump units 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 Frame with 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 "Selection of economic serial products and procurement of accessories (electric motors, pumps, strainer and filter, control valves, cooler/ heat exchanger)", Page 6-3. Drawings of the schematic diagrams see Chapter 7.2.3 "Diesel oil supply system", Page 7-22, Chapter 7.2.3 "Diesel oil supply system", Page 7-22 and Chapter 7.3.3 "Diesel oil supply system", Page 7-38 as well as module drawings see Chapter 8.2.3 "Diesel oil supply modules and components", Page 8-19, Chapter 8.2.3 "Diesel oil supply modules and components", Page 8-19 and
Chapter 8.3.3 "Diesel oil supply modules and components", Page 8-31.
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DO- Filter module MOD009 Purpose Filter modules are used to refine possible impurities from the fuel system (Ring main pipe). Features The refined fuel oil/ dirt composite is gathered in a leakage oil tank. The mixture is carried back to HFO- separator, where it will be recycled, by a drainage pump. This process allows the re- use of the fuel. (Only small quantities of diesel oil are expected). Components The Filter module (Diesel oil part) consists of the following 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 the module. The aforementioned components are easy to maintain and mounted functionally on the chassis. By maintenance at the double filter the whole oil content can be discharged into the leakage tank. See Chapter 6.1 "Engine-related modules and components - data concerning all engines", Page 6-3 for components like filter and pumps and for drawings see Chapter 8.2 "Plant-related supply modules and components - drawings for 25MW plant", Page 8-15, Chapter 8.2 "Plant-related supply modules and components - drawings for 55MW plant", Page 8-15 and Chapter 8.3 "Plant-related supply modules and components - drawings for 105MW plant", Page 8-27.
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8.1.4
Heavy fuel oil supply modules and components

PDS: 40 40 20, 90 20, 100 20 60
Supply modules MOD025 Purpose
MOD016,
MOD018
and
Supply modules are used to deliever fuel oil from and to different tanks, treatment units as well as to consumers. Features Supply modules consists of two or more pump units 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 Frame with 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 "Selection of economic serial products and procurement of accessories (electric motors, pumps, strainer and filter, control valves, cooler/ heat exchanger)", Page 6-3. Drawings of the schematic diagrams see Chapter 7.2.4 "Heavy fuel oil supply and treatment system", Page 7-24, Chapter 7.2.4 "Heavy fuel oil supply and treatment system", Page 7-24 and Chapter 7.3.4 "Heavy fuel oil supply and treatment sys-
tem", Page 7-40 as well as module drawings see Chapter 8.2.4 "Heavy fuel oil supply modules and components", Page 8-21, Chapter 8.2.4 "Heavy fuel oil supply modules and components", Page 8-21 and Chapter 8.3.4 "Heavy fuel oil supply modules and components", Page 8-33.
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HFO- Filter module MOD009 Purpose Filter modules are used to refine possible impurities from the HFO- system (Ring main pipe). Features The refined fuel oil/ dirt composite is gathered in a leakage oil tank. The mixture is carried back to HFO- separator, where it will be recycled, by a drainage pump. This process allows the re- use of the fuel. Components The Filter module (HFO- part) consists of the following main components: - HFO oil automatic back flushing filter 1FIL003 - 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 the module. The aforementioned components are easy to maintain and mounted functionally on the chassis. By maintenance at the automatic back flushing filter the whole oil content can be discharged into the leakage tank. See Chapter 6.1 "Engine-related modules and components - data concerning all engines", Page 6-3 for components like filter and pumps and for drawings see Chapter 8.2 "Plant-related supply modules and components - drawings for 25MW plant", Page 8-15, Chapter 8.2 "Plant-related supply modules and components - drawings for 55MW plant", Page 8-15 and Chapter
8.3 "Plant-related supply modules and components - drawings for 105MW plant", Page 8-27.
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8.1.5
Start / control air supply modules and components

PDS: 40 50
Starting air receiver T007 Purpose To provide compressed air in adequate amount and pressure to start a diesel engine. Features Air receiver vertical type on footing frame welded construction with valve head DN80 for V48/ 60 engine or DN50 for V32/40 engine man hole, drain socket on the receiver bottom including drain valve. Components The air receiver consists of a welded bottle with a special designed and calculated valve head Design criteria Design pressure (Safety valve set to 33 bar) operating temperature at 50 C. Surface treatment Receiver inside and outside sandblast to DIN 55928 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,Chapter 7.2.5 "Start / control air supply system", Page 7-26 and Chapter 7.3.5 "Start / control air supply system", Page 7-42. Module drawings will be found in Chapter 8.2.5 "Start / control air supply modules and components", Page 8-23, Chapter 8.2.5 "Start / control air supply modules and components", Page 8-23 and Chapter 8.3.5 "Start / control air supply modules and components", Page 8-36.
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Compressor module MOD022 Purpose Production of compressed air for starting and control of diesel engines. Features Complete compressor units mounted on a common base frame for compressor and accessories. Components completely mounted piped and cabled with oil pan, oil drain and screw. Components Compressor is air cooled with intermediate and 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 resilient mounting flexible hoses between condensate discharge and condensate collecting accessories for automatic operation, control cabinets Selector actuator "Hand- O- Automatic" Programming unit for cyclic condensate discharge from the coolers durig operation Electro- magnetic 2- way valves for each step for starting relief and condensate discharge The module with its components is suited for diesel engine operation. The devices in the module are arranged to ensure easy maintenance and accessibility. Design criteria Three stage compressor air cooled, direct drive. MAN B&W Diesel uses 3 stage compressors because of lower air rtemperature after each stage compared with a 2 stage compressor . Thus re-
duces wear rate extended TBO (Time between overhaul) and easy to maintain. Switch- on pressure 24 bar Switch- off pressure 30bar Automatic condensate trap 100% power on time Elast. bearing See schematic diagrams in Chapter 7.2.5 "Start / control air supply system", Page 7-26, Chapter 7.2.5 "Start / control air supply system", Page 7-26 and Chapter 7.3.5 "Start / control air supply system", Page 7-42. Module drawing see Chapter 8.2.5 "Start / control air supply modules and components", Page 8-23, Chapter 8.2.5 "Start / control air supply modules and components", Page 8-23 and Chapter 8.3.5 "Start / control air supply modules and components", Page 8-36.
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8.1.6

PDS: 40 20 10
Engine preheating system consisting of Generating module MOD004 Distribution module MOD028 The engine preheating system creates and distributes energy to the oil respectively water circuit of the stagnant engine.
flap on the units outlet prevents the medium flowing through opposite to the pumping direction. The pump and the heating battery are wired up electrically so the heating battery cannot be operated without the pump. A safety temperature limiter protects the heating battery against thermal overload. By means of the diaphragm expansion tank the volume expansion will be absorbed. The aforementioned components are easily accessible and convertible mounted on a steel frame. The modules are piped and wired ready for connection. Please see schematic diagram in Chapter 7.2.6 "Engine preheating system", Page 7-30, Chapter 7.2.6 "Engine preheating system", Page 7-30 and Chapter 7.3.6 "Engine preheating system", Page 7-44 as well as module drawings in Chapter 8.2.6 "Engine preheating modules and components", Page 8-25, Chapter 8.2.6 "Engine preheating modules and components", Page 8-25 and Chapter 8.3.6 "Engine preheating modules and components", Page 8-38.
Features At low ambient temperatures favourable starting and acceleration conditions for a reduced wear operating mode will be reached by tempering the lube oil and/or cooling water circuit. Components The module MOD004 consists of the following main components: - Electrical flow heating H017 - Circulating pump P047 - Diaphragm expansion tank The module MOD028 consists of the following man components: - Heat exchanger for water preheating H001, with appertaining to control valve TCV009. - Heat exchanger for lube oil preheating H025, with appertaining to control valve TCV018. - Lube oil circulating pump P021. Design criteria The unit is designed to heat up aqueous media by means of electrical energy and to maintain the required temperature by means of an regulator. A built- in pump forces the medium through the continuous- flow heating battery in a closed circuit and distribute the heated- up media to the respective engine circuit, while a non- return
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8.2.1

PDS: 40 10, 90 10
Figure 8-1
lube oil unloading pump module

ModuleNo. MOD017 MOD015/024 MOD025 MOD018 MOD016 Volume flow [m3/h] 11,52 22,3 21,62 21,62 77,8 A 1156 1379 1380 1380 1906 B C mm 1900 2210 2210 2210 3200 D 1375 1618 1618 1618 2114 1215 1458 1458 1458 1954 Weight [kg] 690 850 920 920 2250
Plant with 55 MW Lube oil unloading pump Diesel oil unloading/ supply pump HFO supply pump HFO filling pump HFO unloading
Page 8 - 16
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8.2.2

PDS: 40 30
Figure 8-2
Pressurising module for the water supply system (with stand- by pump)
Module weight: 50kg
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Pressurising module
Figure 8-3
Pressurising module for the water supply system (with single- by pump)
Module weight: 31 kg
Page 8 - 18
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8.2.3

PDS: 40 40 10, 90 20
Figure 8-4
Diesel oil unloading/ supply pump module

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Filter module
Figure 8-5 10 20 30 50
Fuel oil filter module N1 MDO inlet N2 MDO outlet N3 HFO inlet N4 HFO outlet N5 Leakage outlet N6 Vent N7 Steam inlet N8 Condensate outlet N9 Pressure air N10Temperature control N11Drain
0803-0301PO.fm
Flushing tank 540 litres with drain pump Automatic filter Reversible with cover safeguard Control box
Max. flow rate .....approx. 21,3m/h (HFO/MDO) Weight ...................................................... 980kg
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8.2.4

PDS: 40 40 20, 90 20
Figure 8-6
HFO unloading/ filling/ supply pump module

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Filter module
Figure 8-7
Fuel oil filter module N1 MDO inlet N2 MDO outlet N3 HFO inlet N4 HFO outlet N5 Leakage outlet N6 Vent N7 Steam inlet N8 Condensate outlet N9 Pressure air N10Temperature control N11Drain
10 Flushing tank 540 litres with drain pump 20 Automatic filter 30 Reversible with cover safeguard 50 Control box
Max. flow rate ........................approx. 21,3 m3/h Weight......................................................980 kg
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0803-0401PO.fm
8.2.5

PDS: 40 50
Compressor
Figure 8-8
Starting air compressor - capacity 163m3/h at 30bar - 37kW, 900kg (Double compressor unit)
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Start air receiver
Figure 8-9
Start air receiver (vertical)
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8.2.6
Engine preheating modules and components

PDS: 40 20 10
1 Electric flow heater 2 Switch cabinet 3 Circulating pump 4 Non- return valve 5 Safety valve 6 Manometer 7 Expansion pot Figure 8-10 Engine [kW] 12V 32/40 14V 32/40 16V 32/40 18V 32/40 12V 48/60 14V 48/60 18V 48/60 45 54 60 108 135 cooling water preheating MOD004- flow rate C Z [mm] 720 900 720 300 1100 Weight [kg] [kg] 7,3 m3/h
210 250 275 280
1455 1655
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Distribution module (engine preheater)
Figure 8-11
Engine preheating system- Distribution module MOD028 N1 Feed water inlet N2 cooling water inlet N3 cooling water outlet N4 lube oil inlet N5 lube oil outlet N6 feed water outlet
Operating weight :
280 kg
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1 plate heat exchanger -water 2 plate heat exchanger - oil 3 pump Temp. regulator 5 control valve 6 valve 7 valve 8 thermometer
8.3
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8.3.1

PDS: 40 10, 90 10
Figure 8-12
Lube oil unloading supply pump module

Module MOD017 MOD15/24 MOD025 MOD018 Volume flow [m3/h] 22,3 37,5 21,62 39,4 A 1379 1614 1380 1614 B C mm 2210 2662 2210 2662 D 1618 1881 1618 1881 1458 1720 1458 1720 Weight [kg] 850 1220 920 1100
Plant with 105 MW Lube oil unloading pump Diesel oil unloading/ supply pump HFO supply pump HFO filling pump
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Version 8/2003
0804-0101PP.fm
8.3.2

PDS: 40 30
Figure 8-13
Pressurising module for the water supply system (with stand- by pump)
Module weight: 50kg.
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Pressurising module
Figure 8-14
Pressurising module for the water supply system (with single- by pump)
Module weight: 31 kg
0804-0201PP.fm
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Version 5/2003
8.3.3

PDS: 40 40 10, 90 20
Figure 8-15
Diesel oil unloading/ supply pump module

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Filter module
Figure 8-16
Fuel oil filter module
10 20 30 50
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0804-0301PP.fm
N1 MDO inlet N2 MDO outlet N3 HFO inlet N4 HFO outlet N5 Leakage outlet N6 Vent N7 Steam inlet N8 Condensate outlet N9 Pressure air N10Temperature control N11Drain
8.3.4

PDS: 40 40 20, 90 20
Figure 8-17
0804-0401PP.fm
HFO unloading pump module
Weight: 6500 kg
Flow rate: 236 m3/h (3 x 78,67 m3/h)
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Page 8 - 33
HFO- supply module
Figure 8-18
HFO filling/ supply module

Page 8 - 34
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0804-0401PP.fm
Filter module
Figure 8-19
Fuel oil filter module
10 20 30 50

0804-0401PP.fm
N1 MDO inlet N2 MDO outlet N3 HFO inlet N4 HFO outlet N5 Leakage outlet N6 Vent N7 Steam inlet N8 Condensate outlet N9 Pressure air N10Temperature control N11Drain
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8.3.5

PDS: 40 50
Compressor
Figure 8-20
Starting air compressor - capacity 163m3/h at 30bar - 37kW, 900kg (Double compressor unit)
Page 8 - 36
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0804-0501PP.fm
Start air receiver
Figure 8-21
Start air receiver (vertical)
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Page 8 - 37
8.3.6
Engine preheating modules and components

PDS: 40 20 10
1 Electric flow heater 2 Switch cabinet 3 Circulating pump 4 Non- return valve 5 Safety valve 6 Manometer 7 Expansion pot Figure 8-22 Engine [kW] 12V 32/40 14V 32/40 16V 32/40 18V 32/40 12V 48/60 14V 48/60 18V 48/60 45 54 60 108 135 cooling water preheating MOD004 - flow rate C Z [mm] 720 900 720 300 1100 Weight [kg] [kg] 7,3 m3/h
210 250 275 280

0804-0601PP.fm
1455 1655
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Version 5/2003
Distribution module (engine preheater)
Figure 8-23
Engine preheating system- Distribution module MOD028
0804-0601PP.fm
1 plate heat exchanger -water 2 plate heat exchanger - oil 3 pump Temp. regulator 5 control valve 6 valve 7 valve 8 thermometer
N1 Feed water inlet N2 cooling water inlet N3 cooling water outlet N4 lube oil inlet N5 lube oil outlet N6 feed water outlet
Operating weight :
280 kg
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External exhaust and boiler systems
Kapiteltitel 9.fm
Version 5/2003
Page 9 - 1
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Kapiteltitel 9.fm
External exhaust and boiler systems - description for all plants
9.1

PDS: 60 10
Features The external exhaust gas system is, without interruption, connected to the exhaust gas system, which is installed directly downstream of the engine. Depending on the requirements or the fixed c scope of supply, the external exhaust gas system also comprises the following components: SCR- DeNOx Exhaust gas steam boiler DeSOx ESP The exhaust gas normally leaves the plant through 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 Chapter 10.3 "Heat recovery modules and components",Page 10-14 Concerning DeNOx and DeSOx see Chapter 9.2 "Exhaust gas treatment system - description for all plants",Page 9-4 and Chapter 10.2 "Exhaust gas treatment modules and components -photographs of existing power plants",Page 10-9. For ESP (dry electrostatic precipitator) see Chapter 9.2.3 "Particulate Matter (PM)",Page 99 and Chapter 10.2 "Exhaust gas treatment modules and components -photographs of existing 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 in Chapter 6.1.5 "Exhaust gas system",Page 6-38 apply for the design of the external exhaust gas system.
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9.2
9.2.1
Exhaust gas treatment system - description for all plants

Selective catalytic reduction system (DeNOx)
PDS: 60 90
NOx-emission limit (NOx calculated as NO2 ) By World Bank ........................ 2,000mg/Nm 15% 02, dry exhaust gas Or according to the regulations of the resp. country NOx-abatement By engine internal measures. To meet limits more stringent than the WB, Selective Catalytic Reduction (SCR) is necessary. By Selective Catalytic Reduction (SCR) with urea- 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 CO emissions depending on the sulphur content in the fuel urea-solution. Freezing point .........................approx. +5C (possibly the tank is to be heated) For injection pressure air or steam is required.
SCR
Figure 9-1
Typical installation of a SCR- system
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9.2.2
Desulphurisation system (DeSOx)

PDS: 60 100
SOx-emission limit (SOx calculated as SO2 ) By World Bank ........................ 2,000mg/Nm (15% O2, dry exhaust gas) or .................. 0.2t/d for power plants <50MWe MWe = Electrical output at generator terminals Or according to the regulations of the resp. country SOx- abatement by low sulphur fuels or SOxabsorption. SOx-absorption By wet cleaning in a scrubber using Limestone (or lime) with end product gypsum with approx. 20% water and solids (dust, ash, soot, heavy metals from fuel) Sodium hydroxide with end product waste water with sodium sulfate, sodium sulfite and solids (dust, ash, soot, heavy metals from fuel) Note One DeSOx-plant can be provided up to approx. 500,000Nm/h Per engine one exhaust gas bypass including flaps with heated sealing air should be provided. Experiences with DeSOx-plants Limestone scrubbing High investment costs Low operating costs No waste water Processing of gypsum, e.g. in cement production, is possible. However, it may be nec Gypsum must be disposed
essary to treat the process water and gypsum, depending on the used process water and fuel. Pressure air 6bar to 8bar is required. Sodium hydroxide scrubbing Low investment costs High operating costs Waste water with sodium sulfate and sodium sulfite has to be disposed if required. - Sodium sulfite can be changed to sodium sulfate by oxidation with additional equipment - Heavy metals can be eliminated by additional belt filter - pH-value can be documented by additional tank and measuring device.
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Figure 9-2
Schematic diagram of DeSOx-plant with scrubber
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9.2.3
Particulate Matter (PM)
PM- emission limit By World Bank............... 50mg/m3 at 15% O2 Or according to the regulations of responding country PM- abatement Regarding particulate the primary method is to use a low sulphur/ash fuel oil or gas. Secondary cleaning equipment for particulate is new in context with big oil fired diesel engines. Due to different temperature and oxygen content of the diesel flue gas, the electrical properties of the diesel particles are different compared to particles from a boiler flue gas. Of disadvantage is the big size, due to the needed low flue gas speed about 1m/s in the ESP in order to avoid reentrainment in the flue gas of erased particulate. See pictures in Chapter 10.2 where the size is given for a dry electrostatic precipitator (ESP). Distribution approx. of PM average 1my Note If a scrubber is used in generall no additional ESP is necessary. Further information must be obtained with a specific contract.
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Heat recovery system
9.3
9.3.1

Calculation of heat demand - for 55MW- plant
PDS: 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 boiler for heavy fuel oil heating (own consumption for the diesel power plants) Example for a 55MW power plant (3 x engine 18V 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 reduced by approx. 1/3 due to the development of deposits 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 do without extensive exhaust gas cleaning plants and to design larger heating areas instead. For the above example this results in an arrangement of Option a.) 2 exhaust gas boiler of 2t nominal size each (equals 1,150kW)
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1 auxiliary boiler of 1.5t nominal size (equals 850kW) Tis option is advantageous during intermittent operation (switch-off at night) because the entire plant can be kept "warm" by the auxiliary boiler. Thus, the plant may be started and switched off in HFO operation. Option b.) 3 exhaust gas boilers of each 1.4 to nominal size each (= 785kW) This option is suited for plants in permanent operation. For heavy fuel oil heating, saturated steam as well as thermal oil and hot water may be used. The following boiler designs are possible: Steam boiler Self-regulating boiler with integrated evaporator drum. This boiler has a certain selfcleaning effect on the exhaust gas tube side, see picture in Chapter 10.3.1 "Exhaust gas boiler for steam generation", Page 10-14 and according diagram Chapter 9.3.2 "Steam generation system - diagram", Page 9-13 . Thermal oil boiler, see picture in Chapter 10.3.2 "Exhaust gas boiler for thermal oil system", Page 10-15 and the according diagram in Chapter 9.3.3 "Thermal oil system - diagram", Page 9-15 Here the surplus heat is dissipated in the LT radiator cooler. For both solutions an exhaust gas bypass for the boiler is not necessary.
and
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Exhaust gas boiler system Output
Figure 9-3
Decrease of output because of deposition in exhaust gas boilers
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Steam generation system - diagram

PDS: 60 60
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Figure 9-4
Schematic diagram steam generation system
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9.3.3
Thermal oil system - diagram

PDS: 60 40, 100 20 130
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Figure 9-5
Schematic diagram of the thermal oil system
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9.3.4
Hot water generation system - diagram

PDS: 60 80, 100 20 110
Figure 9-6
Schematic diagram of hot water system
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10 External exhaust and boiler modules and components
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Exhaust modules and components - description for all plants
10.1
10.1.1

Main stacks and flow noise
PDS: 60 10
Chimney design MAN B&W Diesel recommends to install a prefabricated chimney. The chimney height is to comply with the local regulations and must usually be calculated in an Environmental Impact Study. The number of outlets (dependent on the number of engines), the output quantity and the output temperature are to be taken into consideration. The stability and the chimney movement are to be calculated for the conditions on site, e.g. wind velocity soil bearing capacity earthquakes etc. Depending on the required chimney height there are chimneys available, with or without vibration adsorber and baffle plate. MAN B&W Diesel recommends the use of double walled chimneys. They consist of a bearing tube (material: steel St37 or Korten) and an inner tube (material: stainless steel) ; between both tubes mineral rock wool is installed. The insulation is necessary to prevent the exhaust gas from cooling below the dew point temperature of the sulphur-eous exhaust gas at the chimney wall and thus to prevent the formation of sulphuric acid in the chimney. Sulphuric acid causes increased corrosion thus leading to more or less intense rust ejection when starting the Diesel engine, especially during intermittent operation. The chimney requires an access ladder with platform, measurement connections to measure the exhaust gases, regarding environmental compatibility and emergency lightning.
The self-supporting chimneys are connected with a screws connection to the foundation by means of an anchor basket set embedded into the concrete. The foundation into which the anchor basket is integrated is subject to structural calculations. See drawings on the following pages.
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Figure 10-2
Chimney without vibration damper special steel Corten B stainless steel milde steel
1) Anchor bolts 2) Outer Shell 3) Mineral wool 4) Insider liner 5) ladder and platform
Figure 10-1
Chimney with vibration damper
1) Safety vertical ladder 2) Exhaust gas inlet 3) Circulating vibration damper 4) Mineral wool 5) roller guide smoke tube 6) Supporting pipe 7) Smoke tube 8) Cleaning opening Page 10 - 4
- Material and design adapted and calculated to the local requirements - Attend local emission regulation - Air craft warning lights if required
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Figure 10-3 1 2 3 4 5 6 7 8 9 10 11 12
Typical anchor cage- sequenz of installation
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Fit in lateral reinforcement Shuttering Fit in lower reinforcement Layer to keep out impurities Positioning of anchoring cage Teaching for the mounting Fit in upper and remaining reinforcement Pour in concrete Remove shuttering Teaching for the mounting After assembly is completed, the base must be contraction-free underpoured up to the foot of the stack Finished dried up foundation approx. 1 week after the spill
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Figure 10-4
Typical anchor cage with connecting reinforcement
When as certaining the nois at the outlet on an exhaust 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 latest component must be taken into consideration
Flow noise The flow noise is to be calculated by the following 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]
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Flow noise is defined as the sound level caused by a certain flow velocity of a gas in a pipe, independent of a sound source.
Figure 10-5
Flow noise
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10.1.2
Bypass stack - Photograph of existing power plant

PDS: 60 20
Figure 10-6
Bypass stack at an executed power plant

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10.2
10.2.1
Exhaust gas treatment modules and components photographs of existing power plants
Desulphurisation (DeSOx) with NaOH- scrubber
PDS: 60 90
Figure 10-7
DeSOx- plant with NAOH- scrubber
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10.2.2
Desulphurisation (DeSOx) with limestone- scrubber

PDS: 60 100
1 Exhaust gas boiler 2 Limestone scrubFigure 10-8 DeSOx- plant with limestone scrubber
1 Power house 2 Exhaust gas boiler 3 Limestone scrubber Figure 10-9 DeSOx- plant with limestone scrubber
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Figure 10-10 DeSOx- plant with limestone scrubber 1 Steam drum 2 Feed water tank 3 Gypsum silo 4 2xbypass chimney
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Figure 10-11 DeSOx- plant with limestone scrubber 1 Tank farm
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10.2.3
ESP for V48/60

PDS: 60 100
Figure 10-12 Dry electrostatic percipitator for engine 48/60
Nominal power demand: Operating power demand: Availability approx. 98%
approx. 63kW approx. 30kW
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10.3
10.3.1
Heat recovery modules and components

Exhaust gas boiler for steam generation
PDS: 60 60
Figure 10-13 Steam boiler
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10.3.2
Exhaust gas boiler for thermal oil system

PDS: 60 40
Figure 10-14 Thermal ol boiler
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Figure 10-15 Thermal oil boiler
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11
Plant-related electrical systems
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Electrical system
11.1
11.1.1
Electrical system
General design
PDS: 70 10
With regard to the electrical power part a typical Diesel power plant consists of the following equipment: High voltage part See Chapter 11.1.2 "High voltage part", Page 11-5. Step-up-transformer See Chapter 11.1.3 "Step-up-transformer", Page 11-6. Medium voltage part incl. neutral earthing system See Chapter 11.1.4 "Medium voltage system", 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", Page 11-18. Alternator See Chapter 11.2 "Generator / alternator", Page 11-19. The medium voltage part consists of the following single panels: Alternator circuit breaker per genset (i.e. circuit breakers 1, 2 and 3). See Chapter 11.5 "Single line diagram", Page 11-37. Export circuit breaker (i.e. circuit breakers 01 and 03). See Chapter 11.5 "Single line diagram", Page 11-37.
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Circuit breaker for internal auxiliary consumers (i.e. circuit breaker 02). See Chapter 11.5 "Single line diagram", Page 11-37. Voltage transformers for measuring, synchronisation, protection etc. Depending of the short circuit capacity of the medium voltage switch board the quantity of gensets which are directly connected to the same medium voltage busbar is limited. Bigger Diesel power plants will consequently be designed with two or more medium voltage busbar sections which are connected with their own step-up-transformers to the high voltage side. Accordingly, the same physically limits are valid for the low voltage-part. The quantity of service-transformers and consequently the quantity of sections of the low voltage busbar must be increased if the limits of the short circuit capacity are reached. The requirement for separate sections of low voltage busbars, each fed from its own servicetransformer, is also possible in Diesel power plants with only one medium voltage busbar. In such a case it is recommendable to make a separate part of the low voltage busbar for the common part like black start Diesel, plant related common auxiliaries and other common consumers. This low voltage common busbar will be either connected to one or the other low voltage busbar section. Such a technically required subdivision needs more space, more control logic, is more expensive etc., but on the other hand it gives the advantage of a higher availability of the Diesel power plant. A problem in one part can easily be isolated from the rest of the Diesel power plant and will not cause a total shut down.
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Depending on customers requests and special requirements of the local authorities the electrical system may differ from this description. In any case the design and manufacturing of the electrical components as well as the calculation / engineering of the plant system has to be carried out by a qualified and potential consortial partner of MAN B&W Diesel. The selection of suitable electrical components (switch boards, busbars, circuit breakers, transformers, cables and so on) for each different project, especially with regard to the maximum ambient temperature is a part of the detail engineering of MAN B&W Diesel. Standards All offered material complies with the following relevant standards DIN/EN, VDE, ISO, IEC. The products and systems described in this guideline manual are manufactured and marketed using a quality assurance system based on German standard DIN ISO 9001/EN 29001. Measuring instruments Measuring instruments are flush-mounted, normal frame size 96mm x 96mm, with 90 scale deflection, accuracy class 1.5 or better. With regard to the technical progress digital multifunction devices are also applicable. Low voltage wirings All secondary circuits are wired with PVC insulated flexible with pressed on ferrules. Additional wire numbering is not required because of the clear and easy device and terminal identification system inside the panels which corresponds with the drawings of the electrical system.
The wires are collected in plastic ducts or in flexible PVC pipes as connections to doors. The power wires are separated from the control or measuring wires as far as possible. Terminals All terminals are of "non hygroscopic" material. The terminals have a minimum rating of at least 1.5 at operating intensity. Terminals for the secondaries of voltage transformers are designed as test terminals. The terminal blocks and all terminals are clearly marked and numbered in correspondence with the drawings of the electrical system. Normal colour codes of the wiring Black 3 phase and normal control wiring and secondary winding of voltage transformers Neutral DC-wiring 24 V+ DC-wiring 24 VDC-wiring 110 V+ DC-wiring 110 VSecondary wiring transformers of current
Light blue Red Blue Brown Violet Grey White
Yellow/green Earthing
Wiring for potential-free contacts.
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Electrical system
11.1.2
High voltage part

PDS: 70 10, 70 20
The design of the high voltage part is specific for each particular project and depends on the number of step-up-transformers and number of systems of the over head line. Standard design Air insulated, installed outdoors SF6-type circuit breaker with spring-charged mechanism Motor operated disconnector with built-on, manually operated earthing switch Lightning arrestors Inductive current transformers (if not already covered from the step-up-transformers current transformers) Capacitor voltage transformers for measuring and protection Control, protection and metering cubicle containing - Protection relay(s) - Electricity meter (accuracy: active 0,2 / reactive 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 components Lightning piles Electrical and key data
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Service voltage [kV, Hz] (acc. to the projectspecific definition) Basic impulse insulation level [kV] (acc. to the project-specific definition) Rated short circuit-breaking current [kA/sec] (acc. to the project-specific definition) Control voltage [V, ACUPS or DC] (acc. to the project-specific definition) Auxiliary voltage [V, ACUPS or DC] (acc. to the project-specific definition)
Rated voltage [kV, Hz] (acc. to the projectspecific definition)
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11.1.3
Step-up-transformer
PDS: 70 30
Electricity is usually transported over large distances using high voltage because of economic reasons. Therefore, the step-up-transformer and the high voltage part might not exist in power plants with an adjacent power consumption (e.g. industrial powerplant, city power station). The electrical energy for export into the grid will be transformed to high voltage level by means of step-up-transformer. Depending of the number of gensets, the power, the short circuit capacity, the required availability and other parameters the number of step-uptransformers are to be specified. Under special circumstances (e.g. on a barge because of the limited space) it is recommended to use a three winding type with 2 x medium voltage windings. The step-up-transformer will be located outside and near to the high voltage switchyard. Because of the high current in the medium voltage cables to the transformer it should be placed as near as possible to the export feeder of the medium voltage switch board. Description of the step-up-transformer Three-phase oil-immersed transformer for outdoor installation, generally designed according to IEC 76 standards, with motor operated on load tap changer. Accessories, fittings and material testing are acceptable according to the relevant DIN standards. Electrical and thermal data Rated output at ONAF [MVA] acc. to the project-specific definition Rated power factor acc. to the project-specific definition
No load voltage ratio [kV/kV] acc. to the project-specific definition Rated frequency, 50 or 60Hz, acc. to the project-specific definition Vector Group, YNdd, or acc. to the projectspecific definition Tapping range on the high voltage side, 10% ... +10% or acc. to the project-specific definition Tap changer motor operated, on load, or acc. to the project-specific definition Method of cooling: ONAN or ONAF - First letter: Coolant for the winding O = Mineral oil - Second letter: Manner of circulation for the winding N = Natural circulation - Third letter: Coolant for cooling the outside of the transformer A = Air - Fourth letter: Manner of circulation for cooling the outside of the transformer N = Natural circulation F = Forced circulation Temperature rise in oil / winding, 60C / 65C or acc. to the project-specific definition Impedance voltage at ONAF output, 18% or acc. to the project-specific definition Accessories Bushings on high voltage and medium voltage side Built on current transformers on high voltage side for metering and protection Remote control for OLTC (loose supply to be installed at a suitable location) Motor drive unit for OLTC Double float Buchholz relay
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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
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Legend for the following figure:

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 22 23 24 25 26 27 28 Rating and diagram plates, general plan of pipes and valves Transformer lifting lugs Jacking lugs Transformer haulage eyes Skids Conservator lifting eyes Earthing terminal for tank Potential connection High voltage bushing Low voltage neutral bushing Low voltage bushing On load tap changer Motor drive unit Radiator Fan Butterfly valve Conservator for oil transformer Conservator for OLTC oil Silicagel breather for transformer oil Silicagel breather for OLTC oil Handholes for lifting of core windings and cover Transformer oil filling and filtering valve Transformer oil drain and filtering valve Conservator filling and drain valve for transformer oil Conservator filling and drain valve for OLTC oil Conservator oil filling hole and plug (additional) Tank oil sediment drain plug 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 Conservator oil sediment drain plug Oil sampling plugs (bottom, top) Terminal box for current transformer Buchholz protective relay Cut-off valve for Buchholz protective relay Oil flow operated relay for OLTC protection Cut-off valve for OLTC protective relay Magnetic oil level indicator for transformer oil Magnetic oil level indicator for OLTC oil Pressure relief device Air vent plug Oil temperature indicator Manometric sensor of oil thermometer Winding temperature indicator Manometric sensor of winding thermal relay of winding thermometer indicator (42) Cable box Cut-off valve on pipe connection between tank and OLTC Control cabinet Terminal marking plates Oil outlet to oil treatment plant Oil inlet form oil treatment plant Plates for cables Bushing for core earthing Bushing for core beams earthing Surge arrester Surge counter
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Figure 11-1
Step-up transformer
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Figure 11-3
Pit for transformer
Figure 11-2
Foundation for step-up transformer
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11.1.4
Description
Medium voltage system

PDS: 70 40
Required room height: 3000mm Required space in front of switchgear: 1500mm (for removing of the circuit breaker part) The panels are self-supporting steel constructions with a maximum of stability and a minimum of weight. Protection against accidental contacts with life parts is provided by earthed sheet-steel inside and outside the panel. The circuit breakers are draw-out types and metal safety shutters will automatically close the 6 disconnecting contacts in the test position. The panels are divided into 4 compartments Busbar compartment Circuit breaker compartment Voltage transformer/current transformer/cable termination compartment Low voltage compartment for measuring and protection The panel can be assembled directly on the levelled floor. The design allows safe operation in extremely onerous climatic conditions. Cables can easily be installed in the cable connection chamber at the lower part of the panel. Type tests are carried out. Test certificates are available. Switchboard 1 Generator panel per genset 1 Busbar voltage measuring panel 1 Service transformer panel 1 Main feeder panel (depending on generated load) 1 Bus tie panel (depending on the special philosophy)
General information Metal cald cubicles with draw-out circuit breakers and fixed mounted load break switches Shock-wave resistant construction Arc-resistant design Floor mounted type Completely assembled, wired and factory tested Standard and Ratings IEC 298 DIN/VDE 0670 Part 6 Protection Class IP 4X Technical data The following data are subject to detailed calculations from the supplier of the electrical equipment: 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
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Steel sections and sheets: galvanized Doors and front frame: Electrophoretic, primer and stoved, enemelled grey (RAL 7032)
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Outside panel dimensions (approx.) Height: Width: Depth: 2200mm Depending on nos. 1300/1500mm (depending on the panel type)
Busbar voltage measuring panel Power part - 1 Busbar system - 3 Voltage transformers, single-pole tape, with two secondary windings (one for measuring bus voltage and one for earth fault measuring, open delta) Low voltage part. - 1 Voltmeter - 1 Voltmeter selector switch Station transformer panel Power part - 1 Busbar system - 1 Vacuum or SF6 circuit breaker, withdrawable, with safety shutters, motor charged, spring operated, with closing and tripping coil, with emergency hand operation and the necessary auxiliary contacts - 3 current transformers, double-core type (core 1 for measuring cl. 1M5, core 2 for protection cl. 10P10) Main feeder panel Power part - 1 Busbar system - 1 Vacuum or SF6 circuit breaker, with drawable, with safety shutters, motor charged, spring operated, with closing and tripping coil, with emergency hand operation 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. 10P10) - 3 Potential transformers, single-pole type - 1 Earthing switch, manually operated
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Generator circuit breaker panels Power part - 1 Busbar system - 1 Vacuum or SF6 circuit breaker, withdrawable, with safety shutters, motor charged, spring operated, with closing/ tripping and undervoltage coil for the control voltage, with emergency hand operation 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 delivery to the alternator manufacturer (see Chapter 11.2 "Generator / alternator", Page 11-19): - 3 Current transformers, single or doublecore type, for mounting in the alternator star point for differential and overcurrent protection 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 indicator for the circuit breaker - Test terminals for current transformers and voltage transformers
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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 indicator for circuit breaker / earthing switch - Test terminals for current transformers and voltage transformers Neutral Earthing system The medium voltage system in a Diesel power plant is relatively small and exists only in a limited area. It is isolated against the external grid and against the low voltage system by means of transformers with a delta winding on the medium voltage side. In case of an earth fault of one phase in such a system the fault current would be only determined by means of the capacity between the medium voltage system and the earth. The location of such an earth fault would be difficult to detect. The occurrence of an earth fault could cause a voltage surge on the alternator terminals which is very dangerous for the machine itself. Therefore the medium voltage system should be in a defined condition to the earth potential. However an unlimited earth fault current trough the alternator could cause severe damage. Thus, in most cases the star point of the alternator windings will be connected via a current limiting resistor to the earth potential. In small Diesel power plants with only one or two gensets which are connected to the same medium voltage system it is easiest to connect a separate resistor to each alternator star point. The disadvantage is that in case of an earth fault the fault current will be multiplied with the quantity
of the activated resistors. The other handicap is the required space for the resistors. See Figure 11-4, Page 11-14. A more convenient solution would be to use only one star point resistor per medium voltage system in combination with a simple one pole switch board. Such a system is theoretically suitable for Diesel power plants with an unlimited number of gensets. The system shall be operated with exactly one closed connection between the star point resistor and a switched on alternator. However the defined star point connection is only possible with at least one genset which is connected to the medium voltage system. In any case the software of the programmable logic controller (PLC) will monitor the neutral switch board and give an alert in case of a wrong connection (less than one star point connected, more than one star point connected, wrong star point connected). See Figure 11-5, Page 11-14. The neutral earthing system can be made according to the following specification. Metal enclosed cubicles with front doors for floor 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 or hand operated, single-pole, load break type, monitored in such a way that only one generator is earthed at any time. 1 Overcurrent relay Mechanical indicator, indicating ON/OFF position of the isolating switches For separate installation 1 Neutral earthing resistor, mounted in IP 2x enclosure, non-corrosive type, A/10s (recommended: 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 transformer
PDS: 70 60
For the electrical power supply of the auxiliaries in typical MAN & BW Diesel power plants we use only low voltage equipment. No auxiliary is so large that it has to be operated with higher voltage. Depending of the rated frequency in the relevant area MAN B&W Diesel normally uses a voltage level of 230/400V, 50Hz or 277/480V, 60Hz. In case the voltage for lighting and other small power equipment differs from this auxiliary voltage an additional small transformer is required. This would be apply to the 60Hz grids with a lighting voltage of e.g.120V. The electrical energy for the auxiliaries in a typical powerplant will be transformed to the low voltage level by means of the service-transformer (station transformer). The number of service-transformers is to be specified depending of the number of gensets, the required auxiliary power, the short circuit capacity, the required availability and other parameters. The normal type of service-transformer will be an outside standing oil-immersed transformer but under special circumstances (e.g. on a barge because of the limited space) it is recommended to use a dry type encapsulated cast resin power transformer for inside installation. The service-transformer will be located outside of the powerhouse. Because of the high current in the low voltage cables to the low voltage subdistribution the service-transformer should be placed as near as possible to the import feeder of the low voltage main distribution. Description of the service-transformer Three-phase oil-immersed transformer, for outdoor installation designed in general according to IEC 76 standards, with manual operating off load tap changer.
Accessories, fittings and material testing are acceptable according to the relevant DIN standards. Electrical and thermal data Rated output at ONAN [kVA] acc. to the project-specific definition Rated power factor acc. to the project-specific definition No load voltage ratio [kV/kV] acc. to the project-specific definition Rated frequency 50 or 60Hz acc. to the project-specific definition Vector Group, Dyn5 or acc. to the projectspecific definition Tapping range on the high voltage side -5% ... +5% or acc. to the project-specific definition Tap changer, manually operated, off load or acc. to the project-specific definition Method of cooling, ONAN Temperature rise in oil / winding 60C / 65C or acc. to the project-specific definition Impedance voltage at ONAN output 6% (or acc. to the project-specific definition Accessories Bushings on high voltage and low voltage side Manual operating device for off-circuit tapchanger 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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Electrical system
Figure 11-6 1 2 3 4 5 6 7 8
Service transformer 9 10 11 12 13 14 20 21 HV bushings Buchholz relay Rollers Pulling eye Fillling plug Pressure relief device Terminal box Oil thermometer
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Dehydrating breather Oil level gauge Thermometer pocket Tap changer handle Oil drain valve Rating and diagram plates Lifting lugs LV bushings
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Electrical system
Figure 11-7
Foundation for service transformer
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Figure 11-8
Pit for transformer
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Electrical system
11.1.6
Low voltage part

PDS: 70 70, 70 80
The purpose of the low voltage part is to supply the energy for the auxiliaries of the Diesel power plant. The typical low voltage part consists of Low voltage main distribution with a bus bar section for common auxiliaries and the black start Diesel Engine related auxiliary switch board(s) (one per Diesel engine) Common auxiliary switch board(s) inside the power house Common auxiliary switch board(s) ouside the power house
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Generator / alternator
11.2
11.2.1
General design
PDS: 210 60 20
The sole device for the conversation of mechanical into electrical power in a Diesel power plant is the alternator. In this property the alternator is a mechanical as well as an electrical main component. Because of the very complex mechanical and electrical requirements, MAN B&W Diesel carefully selects the generators. Each new type of alternator for the MAN B&W Diesel gensets passes through an extensive internal allowance procedure which will be worked out in collaboration with the alternator manufacturer.
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11.2.2
Mechanic part
PDS: 20 20
Type of construction All generators are generally mounted rigidly Engine 32/40: on the base frame of the genset Engine 48/60: on the concrete foundation block. Our normal design for Diesel gensets is with flexible coupling between the Diesel engine and the alternator. Therefore the standard design according to IEC34-7 is IM1101/7301 or IM1001/7201 (2 bearings). Type of enclosure The standard type of enclosure according IEC34-5 is IP23. The alternator may be equipped with its own filter elements which can be exchanged during the running of the genset. For water cooled alternators the protection degree will normally be IP54 which can be decreased up to IP23 in case of an emergency mode with opened air flow flaps. Bearings General design Depending on the manufacturer and the alternator size the machines will be equipped either with antifriction or sleeve bearings. Thermal protection One Pt100 thermometer per bearing shall be fitted to trigger high temperature alarm and to shut down the Diesel engine in the event of excessive high bearing temperature. MAN B&W Diesel uses two stages of over temperature signals, one for warning and the other for trip of the genset.
Lubrication of the bearings Antifriction bearings are designed for re-greasing and shall have a grease volume control system. Sleeve bearings are fitted as a standard with a lubricating ring for self lubrication. Depending on the application it may be necessary to provide forced oil lubrication. In this case the required fittings, pipes, armatures and pumps have to be supplied and mounted by the generator manufacturer. This solution may be necessary for lubrication during slow rotation speed (start, stop, turning for maintenance purposes) or for disposal of the load losses of the bearings (cooling). If only the load losses shall be removed from the bearing, we prefer a heat exchanger between the bearing lubrication oil and the LT cooling water system because of the independence from the lubrication system of the Diesel engine.
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11.2.3
Electrical part
PDS: 20 20
Terminal boxes Main terminal box The main terminal boxes shall be enclosed to IP54 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 of the alternator normally include the required star point current transformers. Therefore it is only required to handle one single star point cable and the power cables. Because of the general design of the alternator it is not in every case possible to have star point and power terminals/cables on the same side. This needs to be considered for the design of the cable routing. The plate of the main terminal box will be made of an antimagnetic material. The plate can be drilled and the required cable glands can be delivered from the alternator manufacturer if the quantity and dimensions of the power and star point cables are known in time. Auxiliary terminal box A separate terminal box shall be fitted for connection of voltage regulation, temperature sensors, secondary current transformer loops, exciter current measuring leads, heater and similar equipment. The terminal blocks of different voltage levels or function groups shall be separated. Heating terminals which remain live when the alternator is shut down shall be of safe touch design. All secondary current transformer loops must be short circuited before the first run of the alternator.
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eas (e.g. with the crane) for maintenance purposes. Our standard design (powerhouse layout) is based on the decision that the electrical interface (main and auxiliary terminal box) of the alternator shall be on the left side as seen from the Diesel engine to the alternator shaft. Protection against negative influence of the shaft voltage The alternator maker must guarantee that no shaft voltage will cause a current through the shaft to the bearings or via the coupling to the Diesel crankshaft. This will normally be avoided by means of isolated bearings and/or additional earthed brushes on the driven side. Direction of rotation Our Diesel engines are designed for clockwise rotation, seen from the driven equipment to the Diesel engines coupling flange. Therefore, the alternator must consequently be designed for counter clockwise rotation, seen from the Diesel engine to the alternator shaft. This point must be considered for the connection of the three phases between the alternator and the grid. Cooling method The selection of a suitable alternator for each project, especially with regard to the maximum ambient temperature is part of MAN B&W Diesel detail engineering. The alternator has a shaft mounted fan inside so that normally no additional forced air stream is required. The standard cooling method according to IEC34-6 is IC0A1 (open circuit air cooling) with the fresh air direct from the adjacent area.
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In case of difficult surrounding conditions (dusty, sandy and/or aggressive atmosphere) it is also possible to have water cooled alternators with a cooling method according to IEC34-6 of IC8A1W7. Water cooled alternators will additionally be equipped with leakage detectors. The flanges of the cooling water system and the electrical terminal boxes will be on the opposite sides, that means the flanges will be according to MAN B&W Diesel standard design on the right side. Excitation system and voltage regulator The electrical power for the excitation system is supplied by the alternator itself and the initial excitation at start-up realized by means of a permanent magnet in the exciter or by remanence. It is no external power source required for the excitation (except the control voltage). The excitation power at short circuit is supplied by the alternators built in current transformers through rectifier. In general a digital automatic voltage regulator is used, which is located outside of the alternator. The automatic voltage regulator is either installed in the panel of the electrical control system or in a small separate cubicle near the alternator. Parallel operation Conditions The generators to be connected to the mains or operated in parallel must comply with the synchronization conditions, i.e. they must be identical 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 to closing 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 guiding values. In weak networks it could be required to increase these tolerances to ensure that the synchronisation will be possible within an acceptable time. In order to prevent synchronization errors, for example due to the actions of unqualified operating personnel, it is advisable to install a synchronizing checking relay in the switchgear which releases the circuit breaker only after the prescribed synchronizing conditions have been met. After paralleling the active and reactive load distribution must be balanced. Stationary operation / load distribution Active load sharing is achieved by the Diesel engines speed governor. Reactive load sharing is made by the generators voltage regulator. The following methods of reactive load distribution may be used: Voltage Droop The terminal voltage is lowered relative to the reactive current. The identical voltage droop is required for maintaining the reactive load distribution in proportion to the output. The voltage droops cos relationship ensures that in parallel operation with the mains and when the mains voltage fluctuates any apparent change in output is kept to a minimum. This method can be used up to mains voltage fluctuation of 2%. The voltage droop at nominal current is as follows: 0% at cos = 1
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1.3% at cos = 0,9 1.8% at cos = 0,8 3% at cos = 0
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Proven experience results in a factory setting for ensuring stable operation of 3% at nominal current and cos = 0.1. For alignment purposes with different makes, the droop shall be adjustable infinitely from 0% - 6% of the nominal voltage. Power Factor Regulation This method is used for parallel operation with the mains when heavy voltage fluctuations occur, or in co-generation plants when they have to be operated with a defined cos to the mains. A cos regulator energises the voltage regulator in order to maintain the pre-set power factor, i.e. the generator voltage is automatically adjusted to the mains voltage. Mains Parallel Operation Since in the majority of cases the mains has a much higher short-circuit capacity than the generators, the number of units running in parallel is irrelevant so that no significant influence is exerted. As a result, almost all voltage fluctuations are determined by the mains. In the event of mains voltage fluctuations of U 2% the voltage droop as described above can be used. In the event of mains voltage fluctuations of U 2% a cos regulator is used which automatically adjusts the generator voltage to the mains voltage by influencing the exciter voltage. This ensures that the pre-set power factor remains constant in the event of mains voltage fluctuations or if the generator is subject to various loads. If a certain power factor is required at the mains interface point, the current transformer effecting the cos regulator must be located at this point, It is advisable in this case to install an exciter current limiter in order to prevent the exciter circuit from being overloaded. It limits the exciter current to the value of the nominal power rating at cos =0,8.
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eration that, if voltage and frequency deviate from the nominal values, the temperature at constant nominal power will increase. This reduces the service life of the winding and, as a result, that of the overall machine. Voltage increases cause temperature rises in the iron of the main machine which will be transmitted to the winding. Drop in voltage cause a rising current and, as a result, the winding temperature increases. Since the service life of the winding is always compromised if the temperature in the relevant temperature class is exceeded, it is advisable to prevent operation at the extreme limits for longer periods. This will be ensured if the generator is built and operated in accordance with the operating data known during project stage. Oscillations Periodic fluctuations in active and reactive load are caused by the irregular torque variations of internal combustion engines. In order to attenuate these fluctuations in parallel operation, a damper cage shall be installed in the generator as standard.
It is further possible to influence the reactive power supply by using a reactive power regulator. But in this case it must be taken into consid-
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Control, monitoring and alarm system
11.3
11.3.1

General design
PDS: 80
The overall plant control and monitoring system starts and stops the Diesel generating sets - and power plant related auxiliaries (some of the auxiliary systems, e.g. separators, are started manually). It synchronises the generating sets with each other and with the grid, and controls loading and load sharing of the generating sets. The plant control and monitoring system is responsible for safe, reliable and easy operation of the plant. It monitors the operation parameters of the plant, displays its present operation status and prints events onto a printer. Long term trend monitoring and intelligent diagnosis functions can be implemented. Design criteria As far as possible, the plant control and monitoring system is designed for centralised operation of the plant. Centralised operation is realised through a high degree of automation on all control levels. However, local start is required for some auxiliary systems for operational reasons only. High degree of automation, simplicity of the control and monitoring architecture and reliability of all components allow safe and economic running of the plant with a minimum of staff. If desired, the power plant can also be operated manually by turning the selector switch. Architecture The overall plant control and monitoring system comprises three different levels of automation.
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Figure 11-9
Control and monitoring system
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11.3.2
Control system
PDS: 10 30, 80 20, 80 30, 80 40, 210 60 80
Common control and monitoring system The common control and monitoring system starts and stops the generating sets and the common mechanical power plant systems. It controls all common mechanical power plant systems which do not have individual local control functions. The common control and monitoring system synchronises the power plant with the grid, disconnects the plant from the grid in case of grid failure and controls and protects all common electrical systems such as feeders, transformers, etc. The main control & protection features of the Common control and monitoring system are: System for network disconnection by monitoring of grid frequency and grid voltage (grid parallel operation only) Plant active and reactive load control Automatic synchronising for the mains feeder Circuit breaker control and monitoring (low voltage, over current, short circuit, earth fault) Load shedding Load sharing on the generating sets The plant operating panel allows direct influence on all plant equipment The graphic display of the plant operating panel visualises the present operation status of the generating sets and the complete plant. The following system pictures can be displayed (example): Engine with essential measuring value Alternator with main electrical measuring values
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Single line diagram with circuit breaker position indication and additional electrical measuring values Long term trend monitoring and intelligent diagnosis functions can be implemented. Operation parameters Mechanical Engine speed Turbocharger speed-; exhaust gas temperatures after cylinder, before and after turbocharger 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 after engine Cooling water pressure before engine Fuel oil pressure before engine Fuel oil temperature before engine Charge air temperature before and after compressor Charge air temperature after charge air cooler Charge air pressure before cylinder Starting air pressure Control air pressure
Lube oil system, fuel oil system, cooling water systems, intake air system, exhaust gas system with all relevant information on flows, temperatures and pressures
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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 power, power factor - Station transformer: active power - Busbar system: voltage, frequency Various other mechanical and electrical operating parameters of all systems can be displayed additionally.The common control and monitoring system panels and the Plant operating panel are located in the control room. Generating set control After having received the start signal from the common control and monitoring system the generating set control system starts the engine auxiliaries and the engine. It synchronizes the alternator feeder and loads the generating set, as requested. Once the engine is running, the operation of the generating sets and of all its auxiliaries that are not individually controlled, are controlled by the generating set control system. It monitors the generating sets' operation parameters, initiates necessary action if any parameters are found to be incorrect and protects the generating set from any harmful exterior conditions. The power control function of the generating set control system reduces load in case that ambient air temperature rises over a pre-set design temperature. The following alarm and safety functions are included in the local generating set control system: Engine speed high Exhaust gas temperature after cylinder high Exhaust gas temperature before turbo charger high
Exhaust gas temperature after turbo charger high 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 engine high-Nozzle cooling water pressure low LT cooling water pressure low-Charge air temperature after charge air cooler high Start air pressure low Control air pressure low-Alternator winding temperature high Alternator bearing temperature high In case any of these values deviate from the preset operating range, an alarm will be given, engine load will be reduced or the engine will be stopped. All operation parameters of the generating sets are transferred to the common control system for visualisation and monitoring; no staff is required at the engines during normal operation. The generating set control system is connected to the common control and monitoring system via data link. The panels of the generating set control system are located in the control room, close to the common control and monitoring system. In addition, the operation parameters of the generating set are displayed on a coloured graphic screen integrated in the control panel. If desired, local start and operation of the generating sets is also possible.
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Local auxiliary control system Most of the power plant systems and auxiliaries are arranged on modules and equipped with an individual 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 (local start/stop) The auxiliary modules are started remotely either from the common control and monitoring system or from the generating set control system. For operational reasons some of the modules have to be started locally. Once in operation, the modules are controlled from their individual local auxiliary control system. The panels of the local auxiliary control systems are mounted on the respective auxiliary modules. All operation parameters of the modules are transferred to the control room where they are shown on the common control and monitoring system; no staff is required at the modules during normal operation. For all auxiliaries which are not mounted on modules with individual control system the controller is integrated in the common control and monitoring system or in the generating set control system.
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11.3.3
Engine
PDS: 10 30, 80 10
Engine management system Each engine is equipped with an engine management system, located near the engine, inside the powerhouse. The system includes modules to realise and control functions related to operation. These modules are individual components, which offer the advantage that they can be optimized, maintained and exchanged independently 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 - Engine Diagnostic System (CoCoEDS) is a personal computer-based system for the supervision of plant operation, which allows the user far more than simply the visualisation of current operating data in various forms (monitoring function). The trend function of CoCoEDS allows the user to study all relevant engine operating data, in short term trend mode, i.e. at very short intervals, over a period of 2 weeks, and in long term trend mode, i.e. at longer intervals, over several years, and thus to recognise developments and changes of operating values long before they have an effect on the plant operation. Based on current readings taken during operation of the plant, the diagnosis function provides the user with a clear analysis of defects and failures, a list of symptoms that lead to this conclusion (operating figures that deviate from the reference figures) and a list of remedial measures to be taken. CoCoEDS, with its functions monitoring, trend and diagnosis, does not replace the engine alarm system. It is in fact subordinate to the engine alarm system. However, due to its sensitivity in detecting and reporting occurrences, it
responds prior to the engine alarm system. Thus CoCoEDS allows the user to take the necessary countermeasures long before any serious defects or failures appear. In this way, unnecessary stoppages of the engines can be avoided, maintenance work reduced and availability of the plant increased. To achieve these unique features, CoCoEDS relies on performance graphs which are generated by MAN B&W Diesel engineers for each single engine at the place of installation. Thus, the actual operating conditions at site are taken into accout. This would not be possible with performance graphs created on the test bed only. As CoCoEDS can be freely configured and extended, it is also possible to include further plant auxiliaries in its functions. Since its introduction, CoCoEDS has not only been installed in more than 50 stationary power plants world-wide, further it monitors and controls our own testbeds at our works in Augsburg without the use of any additional systems. In fact, we rely on computer CoCoEDS as our round-the-clock engineer on our testbeds. The computer controlled surveillance - engine diagnostic system can also be your round-the-clock MAN B&W Diesel service engineer in your power plant. In addition to CoCoEDS, MAN B&W Diesel optionally offers software for Computer Controlled Surveillance - Maintenance Planning System (CoCoMPS) Computer Controlled Surveillance - Spare Part Catalogue (CoCoSPC) Computer Controlled Surveillance - Spare Part Ordering Software (CoCoSPO)
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Concept layout for MAN B&W Diesel standard scope
11.4

PDS: 80 10
In many projects it seems to become quite usual that MAN B&W Diesel is not responsible for the complete turnkey power plant. The scope of supply only consists of main components (e.g. Diesel engine, alternator, auxiliaries, etc.) which will be delivered to various contractors. Although the contractor might be responsible for the overall function of the power plant it is of greatest interest to MAN B&W Diesel that Diesel engine and alternator are protected in the best possible manner without depending on the contractors experience and knowledge. Therefore, MAN B&W Diesel will not deliver Diesel engine and alternator without MAN B&W Diesel standard control panels. Two alternatives shall be covered by the new control concept: Engine Management System MAN B&W Diesel is supplier of the Diesel engine and accessories only. The control system will entirely cover Diesel engine and engine related auxiliaries. It shall also include the MCC-board for engine auxiliaries to simplify communication and layout during engineering. Genset Management System MAN B&W Diesel is supplier of the alternator also. In addition to engine management system the genset management system control system shall also cover the alternator and the genset circuit breaker incl. all necessary protection relays and synchronizing unit / check synch. relay (for the alternator circuit breaker). Our solution is to use the engine management system as basic module which can be extended (into genset management system) by an additional alternator module if necessary.
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The following items shall be used as a basis for technical discussion between MAN B&W Diesel and possible suppliers for engine management system / genset management system: The Common Control System as well as the Plant Control System shall be realized by the contractor. It shall cover all items that are not directly related to the Diesel engine (for engine management system) or the genset (for genset management system). We recommend that engine management system / genset management system panel and engine MCC-board shall be located adjacent to the genset. The PLC concept shall be based on usual components (e.g. SIEMENS S7 or ABB) to get the best acceptance from individual contractors. Engine management system / genset management system panel shall be designed acc. to the local operation level / philosophy, e.g. detailed indication of all measuring values is not required. Local operation shall be limited for maintenance purposes only, e.g. no-load test, indication of most important engine values on a display. The contractor must provide a genset operation / visualization panel to be located in the control room. This allows the contractor to follow his own design / layout criterias in the control room which will not be effected by the future MAN B&W Diesel concept. For genset management system the following alternator protection relays shall be used: - For differential protection - For overall protection.
This modular concept can be used for turnkey power plants, meaning that the genset management system can be easily implemented into the standard plant control philosophy.
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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
11.5
Single line diagram

PDS: 70
Figure 11-14, Page 11-37, shows a typical arrangement of the electrical power part of a simple Diesel power plant with only one medium voltage busbar. Figure 11-15, Page 11-38, shows a typical arrangement of the electrical power part of a bigger Diesel power plant with more than one medium voltage busbar and separate sections of low voltage busbars.
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Figure 11-14 Electrical power part of a smaller Diesel power plant
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Single line diagram
Figure 11-15 Electrical power part of a larger Diesel power plant
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Lists for electrical systems
11.6
11.6.1

List of cables
PDS: 240 30
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11.6.2
List of equipment
PDS: 240 30
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11.6.3
List of measuring points

PDS: 240 30
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11.6.4
List of consumers
PDS: 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 motors

PDS: 240 30
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11.6.6
List of measurement and control devices

PDS: 240 30
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Table 11-5
List of measurement and control devices, example, part 1
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Table 11-6
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Table 11-7
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Table 11-8
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11.6.7
List of signals
PDS: 240 30
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Data sheets for electrical system
11.7

PDS: 240 30
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Earthing and protection system
11.8
11.8.1

Earthing system
PDS: 210 60 100
The earthing system has to be designed, beside other requirements, according to the short circuit capacity of the network and valid local regulations. Responsible for the earthing system are Civil contractor Electrical contractor A complete earthing system consists of Foundation earthing (design, supply and installation usually by civil contractor) Outside earthing (design, supply and installation usually by civil contractor) Inside earthing (design, supply and installation or supervision usually by electrical contractor) Lightning protection connected to the earthing system (design, supply and installation usually by civil contractor) In case of order, MAN B&W Diesel will submit a final documentation. Foundation earthing MAN B&W Diesel requests a foundation earthing. In order to achieve low resistance, it is highly recommended to install a foundation earthing system which consists of hot-dipped galvanised band steel or round steel of at least 120mm. Galvanised steel each with connectors creating a concrete-embedded grid with good contacting nodes has to be laid in the concrete of Piles Genset foundations
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connection points have to be provided on the inside walls around the power house at a height of approx. 700mm above the floor. These connection points will later be connected to the equipotential bus bar which is part of the inside earthing system. Outside earthing MAN B&W Diesel requests an outside earthing. For buildings, standing tanks in the tankfarm grounding conductors with suitable connectors forming a complete ring - earthing loop - have to be provided. For these earthing loops, it is necessary to have a nude copper cable with a cross-section that depends upon the value of failure current and clearing time. It is also possible to use two parallel cables each with half this cross-section. The earthing loop should be laid at a distance of at least 1m outside the building and the tank line at least 1m below the surface. In order to achieve an acceptable low grounding resistance, deep-earthing rods of sufficient length should be connected to the outside earthing loops according to the specific grounding 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 earthing loops. The earthing loops should be connected together, to the foundation earthing and to the inside earthing. Further, all metal structures such as exhaust gas stacks, radiator cooling plant, substation, transformers, fence, etc. should be connected to the earthing system.
Building foundations It is also recommended to interconnect the reinforcement steel to the earthing system. Several
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Inside earthing MAN B&W Diesel requests an inside earthing. Inside earthing systems will be designed according to the electrical contractor and DIN/ VDE-standards, if the supplier is a German company. All metal parts, other than those forming part of an electrical circuit, will be connected to the earthing system by suitable connectors (made of galvanised steel and / or copper). Such parts are 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 the earthing system by means of suitable welding or screw-type connectors. Lightning protection The lightning protection system has to protect buildings, persons etc. against lightning effects and will be designed according to the local regulations and / or the DIN/VDE-standards, especially if it will be supplied from Germany. The lightning protection system consists of Collecting device Down lead Grounding
higher parts within the power plant. If necessary, additional collecting rods will be mounted. Down leads will be arranged in such a manner that the connections between the collecting devices and the grounding system will be as short as possible. The outside earthing system will be used for grounding the lightning protection system.
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Collection devices will be mounted on several points of the roof in a mesh pattern - the size of each mesh is maximum 10m x 10m - and on
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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 11-20 Sealed typical connection bar
Figure 11-19 Earthing simple sabot

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Figure 11-21 Typical civil work for a checking chamber
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Figure 11-22 Principle of connection in checking chamber
Figure 11-24 Protection of floors crossing on electr. rooms
Figure 11-23 Earthing connection for electronic mass
Figure 11-25 Wall crossing
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Figure 11-26 Earthing of low voltage motor frame
Figure 11-28 Lightning earthing connection to crows foot
Figure 11-27 Cable in trench
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
Figure 11-32 Earthing of the chimney 1) Smoke tube Page 11 - 62 Version 5/2003
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2) Support tube 3) Way for lightening 4) U- shaped steel as support for smoke tube welded with support tube 5) Compensation of potential by welding 6) Brass band as connection between upper and lower part 7) loop for earthing No additional lightening poles are necessary
11.8.2
Protection
PDS: 210 60 90
Protection relays are of fixed mounted type, micro processor controlled with switches (software or hardware) for value selection of actual settings and trippings. The protection relays can be installed in the medium voltage and low voltage switchboards as well as in the electrical control panels. Our standard design for Diesel power plants does not include a special panel for the limited purpose of protection because these functions can easily be included in other panels. The following types of protection will be realized in a typical Diesel power plant. Protections on the medium voltage side Alternator protections Overcurrent Overload Negative phase sequence Zero sequence fault (current or voltage with directionality functions) Reverse power (active) Minimum excitation or reverse reactive power Overfluxing U/F Percentage longitudinal differential or restricted differential protection Complementary protections for units connected on existing grids If the gensets are connected to a grid where the voltage and / or frequency are not under the responsibility of MAN B&W Diesel and its partner electrical company, the protections shall be provided with the minimum and maximum functions of frequency and voltage to separate the gensets 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 50 time overcurrent 51 time overcurrent Thus, if multifunction protection relays, in every case more than one device will be used. Neutral earthing In MAN B&W Diesel standard design, the alternator star points are connected to earth through a limitation resistor to reduce the effect of destruction of the insulation due to earth faults as much as possible. Other neutral earthing types are possible and must be examinated individually in accordance with the system which is already used by the client on the same type of installation. If the neutral point is earthed, a zero sequence current detection is used. If the neutral point is isolated, zero sequence voltage is used.
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Protections of the Diesel engine All protection and control functions of the genset will be fed from a safety voltage which is battery buffered (either direct or indirect via an UPS system). In case of loss of this safety voltage the Diesel engine must be stopped and the alternator breaker must be tripped to avoid reverse power to the Diesel engine. The trip of the alternator breaker must also be guaranteed in case of loss of the auxiliary voltage of the medium voltage switch board (undervoltage coil). This engine safety feature in our common Diesel power plants is a very significant difference to marine or other special Diesel applications. Please consider carefully if a deviation from this fundamental safety philosophy, which could be necessary in some cases, is needed. Protections of the busbar connected to the grid These protections protect the power plant by isolating it from the grid during faults from the grid which can not be controlled and mastered by the dedicated protections and the dispatching: Minimum frequency Maximum frequency Minimum voltage Maximum voltage Detection of zero sequence voltage on the busbar. Protection against ferro resonance to avoid overheating and destruction of voltage transformers connected to a busbar operating at no load or slightly loaded. Protections of step up transformer Overcurrent Overload (or thermal image) Buchholz relay
Overfluxing U/F. This function is normally covered 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 impedance differential protection (line of 50 to 70m), or - Longitudinal differential (line of 50 to 70m), or - Pilot wire differential protection (line of 100 to 1000m), or - Distance protection (line of more than 1000m), Protections on the low voltage side Protections of black start units and service transformers. These equipments are generally connected to the main low voltage distribution board.
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Their incomings on the board are normally equipped with circuit breakers with the following minimum 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 evaluation

PDS: 210 60 110
Purpose and definitions Dangerous touch / step voltages must be prevented from occurring or persisting in the event of a fault phase / earth. Touch voltage UB is the part of the earthing voltage that a person can bridge, whereat the current flows over the human body from hand to foot (horizontal distance from the touched part approx. 1m) or from hand to hand. Step voltage US is the part of the earthing voltage that a person can bridge with a step of 1m length, whereat the current flows over the human body from foot to foot. In contrast to the IEEE, the DIN VDE 0141 does not give limit values for the step voltage. 480V system as a typical For low voltage system the limit values for touch voltages are 50V A.C. 120V D.C. In the T.N.C. system, in the event of an earth fault on a phase conductor, the potential of the P.E.N. and the exposed conductive parts connected to it, relative to "0" voltage "far earth" is generated according to the following formula. RB U B = U 0 -------------------R +R
E B U0 RE RB System voltage to earth, here 277V Resistance of earth fault Earthing resistance, here = 0.9
The touch voltage is therefore still kept down to a safe value. No step voltage evaluation is required for low voltage system. 13.8kV system as a typical Touch voltage is the potential difference which occurs between hand and foot of a person who touches an earthed structure during a fault. Step voltage is the potential difference which could be picked off between the feet of a person standing on the soil during a fault. The tolerable touch and step voltages depend of surface soil resistivity, duration of shock current, body resistance etc. According to IEEE a rough simple evaluation is given by Tolerable touch voltage (body resistance = 1000) ET ( 1000V + 1.5c s s ) 0.157 = ---------------------------------------------------------------------------ts
Tolerable touch voltage [V] Soil resistivity, here 100m Correction factor for surface resistivity, here 1 Duration of shock current
tol
ETtol s cs ts
Tolerable step voltage. ES

EStol s cs ts
tol
( 1000V + 6c s s ) 0.157 = ----------------------------------------------------------------------ts

Tolerable step voltage [V] Soil resistivity, here 100m Correction factor for surface resistivity, here 1 Duration of shock current
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On the assumption, based on experience, that the resistance to earth RE at the fault location will be at least 7, the touch voltage UB is 1 U B = 277V --------------------------- 35V 50V 7 + 0.9
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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 fault is not likely to occur within the power house but more probably outside the power house, MAN B&W Diesel considers the total earthing resistance of the plant to be 0.4. In this case, the earthing voltage UE is given by U E = w r I K1 Z E
UE w r Ik1 ZE Earthing voltage [V] Probability factor, here 1 Reduction factor, here 0.8 Single phase short circuit current, here 240A Earthing impedance (assured to be = RE = 0.33)
If we assume a reduction factor of 10% with Ik1 = 18kA In = 1,000A U E = 1 10% ( 18,000A 1,000A ) 0.4 UE = 680V The earthing voltage being higher than the tolerable touch voltages. The system is not safe. To make it safer we have to reduce the earthing resistance of the substation by improving the earthing grid to a value of approx. 0.5 and to add a crushed rock surface layer of 10cm.
U E = 1 0.8 240A 0.4 = 77V < 81V Touch and step voltages being less than the earthing voltage which is less than the tolerable voltages. The system is safe. 69kV system as a typical If we consider a duration of shock for 69kV system of 0.1 sec., The touch step voltage given by formula 1 U B = 277V --------------------------- 35V 50V 7 + 0.9 is 571V. The tolerable step voltage is 795V. The earthing voltage UE in this case is U E = w r ( I K1 I N ) Z E
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Lighting and small power system
11.9
General

PDS: 210 60 60
Outdoor lighting system Outdoor lighting will be installed for areas included in the scope of supply for the utilised area. High-pressure sodium lamps or fluorescent lamps will be used for outdoor lighting, the lamps will be controlled by photocell. Lighting fixtures at building doors and gateway will be mounted on brackets fixed to the building structures. Road lighting fixtures will be mounted on hot dip galvanized poles 7m high or mounted on brackets fixed to the building structures. Floodlight fixtures will be mounted on hot dip galvanized poles. The average illumination levels will be according to 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 be measured at the surface. Emergency Lighting System Emergency lighting units will be installed in the escape routes at strategic points of the engine rooms, the switchboard rooms, the workshop, the control room, the stairways, etc. to satisfy the requirements for emergency operation and to permit safe exit from the building. The lighting units will consist of luminary and hermetically sealed rechargeable battery for 2 hours emergency supply.
The design of the lighting and small power system will follow the regulation of the local authorities and be in accordance with applicable electrical contractor standards. The scope will include lighting sub-distribution boards, lighting fittings complete with lamps and tubes, switches, lighting poles, socket plugs, interconnection cables, etc. Indoor lighting system The luminaries will in general be selected so that the whole location will be as lit and uniform as possible. The lamps at the engine hall will be of highpressure sodium vapour type. Fluorescent lighting will be used in the auxiliary rooms, control room, switchboard rooms, offices, workshop, etc. The lighting fixtures in self-contained rooms as offices, switchboard rooms, battery rooms, control room, passages, staircases, etc. will be switched on and off locally. The average illumination levels will be according to 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 ...................................... 350lux with dimming device.
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The illumination level of indoor lighting will be measured horizontally at a height of 1,0m above the floor.
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Socket outlets and Plugs Socket outlets and plugs for building services will be provided in such a number that normal and maintenance work relying on AC can be done conveniently. The following types of outlets will be provided: Three phase AC sockets, 32A, 63A and higher ratings (if required), with five pins, incorporated switch and mechanical interlocking. Single phase sockets, 16A. For some tools for the Diesel engine a special voltage of 230/400V is needed. Sockets for this voltage will be located only in the engine hall, this sockets will have their own colour and plug arrangement according to the CEE-standard. Thus, it is impossible to confuse plugs of different voltages.
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Drawings and documentation for electrical systems
11.10

PDS: 240 30
Drawings and documentation will be issued to the following standards: DIN/EN VDE ISO IEC Most drawings of the electrical equipment will be realized in DIN A4 size and in English language. Larger formats are only required for some special drawings such as the complete detailed single line diagram. Thanks to the standardised designation system and the cross references orientation in the drawings is easy. The complete set of electrical drawings consists of the following: Electrical circuit drawings Terminal diagrams Single line diagram Cable list Equipment list Layout and main dimension drawings of the panels Please note that parts of these documents may be prepared by different sub-suppliers. Therefore the uniformity could be more or less liberal. In addition to the project related tailor-made drawings the complete documentation will contain all required manuals, spare part lists, mechanical drawings, data sheets etc. of the supplied modules and components. Diagrams, charts, tables
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Item designation acc. to DIN 40719-2 (IEC750) Graphical symbols of diagrams acc. to DIN 40900-1.12 (IEC 617-112)
Function-oriented diagrams acc. to DIN/EN 61082-1-3 (IEC 1082-1-3)
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Tank farm
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Tank farm - description for all plants
12.1
Purpose

PDS: 110 10, 110 20, 110 30, 130 50
Regulations Restrictions The following tank farm particulars are not complete and serve only as general guidelines. The regulations of the legislator or local authorities at the tank farm site are binding. Diesel plants supplied directly from a refinery or through a pipeline are not considered in this Project Guide. There are no uniform rules regarding tank farms, except that fuels of different grades must always be stored in separate tanks. Location of the tank farm The location of the tank farm on the power plant grounds 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 to a size of 100m are usually installed vertically. Depending on their size, they are delivered to the site fully or partly assembled. Tanks exceeding 100m content are generally installed vertically. They are always assembled on site. The required tank size (content) depends on consumption, fuel supply sources, size of the premises and, partly, on safety regulations. Please refer to Chapter 7 "Plant-related supply systems", Page 7-1. It is advisable to store the fuel in two tanks, so that the plant can operate from the stand-by
The tank farm serves as storage of inflammable liquids that are necessary to operate the power plant (lube oil, Diesel oil, heavy oil), intermediate storage of sludge and waste oil that arise during operation of the power plant. Design The tank farm consists of tanks of defined design, number and size on a specially prepared storage area (sump). The tanks are to be planned and built according to international and / or national standards and regulations. Usually, the storage area has a nonleakage floor and a surrounding wall to avoid influences on the environment during leakages. Figure 12-1, Page 12-5, shows the typical design of a vertical tank with ring foundation. The tank 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 international and national regulations valid at the tank farm site. Static calculations are necessary for Each tank and tank foundation, and Each tank sump and its walls (liquid pressure of filled sump).
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tank when the other one is to be replenished or cleaned (cleaning interval about 2 to 4 years). The tanks must be mounted on a fully satisfactory foundation. Differences in settlement between tank foundation and surrounding overflow trough must be avoided to prevent the contamination of ground water. Heavy fuel oil tanks are heated with steam, thermal oil or hot water. The heating devices have to be rated so that the fuel can, under no circumstances, be heated above its flash point. Classification of inflammable liquids Germany In the Federal Republic of Germany facilities for the storage, filling and transport of fuel must comply with the technical regulations and the regulations of the government boards issued for water engineering, building construction and factories. The technical regulations are: VbF = Regulation on inflammable liquids TRbF = Technical rules on inflammable liquids According of the law, inflammable liquids are fuels or mineral oils whose flash point is below 100C, or whose temperature is raised above their flash point. Fuels are divided into dangerous materials classes depending on their flash point.
Flash point Equal to, or under 21C 21C to 55C 55C to 100C Table 12-1 Dangerous materials class AI A II A III
United States The U.S. NFPA classifies inflammable liquids. Danger class III A according to NFPA is more or less the same as danger class A III according to German regulations. NFPA-class III applies to heavier fuel oil if its flash point is higher than 93.4C.
Class I IA IB IC II III A III B Table 12-2 Fuel flash point < 37.8C < 22.7C < 22.7C 22.7 - 37.8C 37.8 - 60C 60 - 93.4C > 93.4C Classification of inflammable liquids according to U.S. NFPA < 100F (< 37.8C) > 100F (> 37.8C) Boiling point
Distances between tanks The United States NFPA specifies a distance of less than 1m between tanks. The minimum distances between tanks specified for classes I, II and III A liquids are as follows:
1 A min = - ( D1 + D2 ) 6 Amin D Minimum distance between the tanks Tank diameter
If the diameter of one of the two adjacent tanks is smaller than 1/2 diameter of the other tank, the following applies:
1 A min = - ( D1 ) 2 Amin D1 Minimum distance between the tanks Diameter of smaller tank
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Classification of inflammable liquids according to German regulations
The lower the flash point of an inflammable liquid, the higher its degree of danger.
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Example: First tank Contents: III A liquid Diameter: 8m Second tank Contents: III A liquid Diameter: 12m Distance between both tanks according to the 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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Series of photographs showing typical process of how to built up a vertical storage tank including ring foundation.
Figure 12-4
Building the casing
Figure 12-5
Filling of gravel and compaction
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Figure 12-6
Application of Bitumen
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Figure 12-7
Welding the tank
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Figure 12-8
Paintwork
Figure 12-9
Sealing and fastening
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Tank farm - drawings for 55MW plant
12.2

PDS: 110 10, 110 20, 110 30, 130 50
1203-0101PO.fm
TANKFARM LEGEND A) 2 x 2435 m3 HFO-STORAGE (15 DAYS) B) 1 x 310 m3 HFO- TREATED/SERVICE C) 1 x 400 m3 MDO- STORAGE/SERVICE D) 2 x 20 m3 SLUDGE E) 1 x 65 m3 LUBE OIL STORAGE F) 1 x 30 m3 LUBE OIL MAINTENANCE G) 1 x 105 m3 HFO BUFFER TANK
Figure 12-10 Tank farm - 55MW plant
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12.3

PDS: 110 10, 110 20, 110 30, 130 50
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TANKFARMLEGEND A) 2 x 4475 m3 HFO- STORAGE (15DAYS) B) 1 x 650 m3 HFO - TREATED/SERVICE C) 1 x 650 m3 MDO- STORAGE/SERVICE D) 2 x 20 m3 SLUDGE E) 1 x 100 m3 LUBE OIL STORAGE F) 2 x 30 m3 LUBE OIL MAINENANCE G) 1 x 200 m3 HFO BUFFER TANK
Figure 12-11 Tank farm - 105MW plant
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13
Plant Service and protection system
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Plant Service and protection systems- description for all plants
13.1
13.1.1
Purpose

Work air system
PDS: 100 20 80, 120 10
The work air system serves to provide air at 6 bar for General use Maintenance Cleaning Working tools Description Compressed air is produced at 10 bar and then reduced to 6 bar via a pressure reducing valve. Air is provided to the pump house and workshop. The electric- powered work- air compressor is switched on and off automatically, depending on the pressure in the supply pipe. Design criteria This system should not be connected to the start air system as damage to this system (flexible hose) can result in distribution to the starting and stopping of the engines. Components Main components The work air system consists of the following main components: Electric motor driven air compressor C003, rated at 10bar, single stage, air cooled. Working air receiver T036 for storing the compressed air. Pressure reducer PCV002 to reduce the air pressure from 10bar down to 7bar, Auxiliary systems connected to the main system
The following auxiliary systems are connected to the main system: Shut- off valves The consumers are connected to the system via hoses and protected with shut- off valves. During normal operation the shut- off valves are open. De- watering system A de- watering system is provided on the air receiver. Safety valve PSV A safety valve is provided on the working air tank protecting the tank from excessive pressures. Main operating conditions 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 systems

PDS: 120 20
Fire detection system Purpose The fire detection system serves to detect a starting fire at the Power house Control room Pump house Fire fighting container Buildings, such as work shop, administration building, etc. and as well as to support the fire fighting. Description The complete system operates independently from a network and monitors itself. Malfunctions and fires will be indicated. The fire detection system consists of manual releases and automatic detectors. The manual releases are mounted next to the exits. Local regulations must be taken into consideration. Components Automatic smoke detectors are installed at the ceiling of the control room and the pump house Thermal (heat) detectors are installed over the lowered ceilings at the control room and cable ducts inside the building Main operation A fire at one of the buildings mentioned above will be detected by automatic detectors and the signal will be evaluated by the fire detection controller placed on a wall at the low voltage control room.
The attendants are warned by electric horns mounted beside the exits. The fire detection controller sends out a alarm- tone self- acting. Besides, an alarm- signal can be send to a permanently manned place. The detectors, manual releases etc. as well as the alarm cables for each area are monitored independently to avoid complications in case of cable breaks or short circuits. In case of malfunction, an audible alarm is activated at the fire detection controller. Potential- free relays are placed inside the fire detection controller so that the relevant apparatus can be automatically switched according to the pre- and main alarm signals (e.g. switching off the machines, air conditioning system and alarm 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 distribution of water for the fire fighting is laid around the area enclosing the tank farm, the radiator plant, the pump house and the power house. The pipe system is fed by fighting pumps which are connected to a water storage for fire fighting of about 500m3. Local regulations must be taken into consideration. Components Gate valves are integrated in the pipe ring to take out a part of the ring system in case of emergency (for install pipe burst) landing valves mounted to connect the hoses to the pipe system.
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Hose cabinets which contain two hoses of 30m and a branch pipe each. several cabinets contain an inductor and foam concentrate. Foam cabinets that are mounted to the wall contain a landing valve, a hose, an inductor, a medium foam nozzle and foam concentrate Mobile foam carts to utilise if foam is needed at a landing valve where no inductor and foam concentrate is stored. Dry chemical extinguishers and CO2- extinguishers to fight fire that are small or that are in areas where extinguishing with water is not allowed. Pipe system, laid around entire area. Main operation conditions A fire of the transformers should be fought by using foam. The building and equipment near the transformer should be protected by nozzles that produce a spray angle of 30 to 90 without passing through a solid stream. If solid hoses streams are used with equipment up to 138kV the minimum approach distance should be 9.1 m for 2 1/2 inch nozzle. If a fuel tank is on fire the neighbouring tanks must be cooled. This is to take place from several platforms around the tank area. Burning liquids inside the tanks may be extinguished with foam. In case of a fire at the unloading station it is to be fought from the nearest landing valve at groundlevel or from the platform at the unloading station, which can be reached through the tank farm. The sanitary facilities of the power house are also supplied with water by the pipe system. To avoid the fire fighting to start a water pump for small quantities is installed in the fire fighting container. This smaller pump should only be used for short therms insets and for the usage of the sanitary facilities. It is not applicable for continuous operation.
If pressure loss is caused by the withdrawn water, the fire fighting pump starts and an alarm is sent to the fire detection controller.
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13.1.3
13.1.3.1
Purpose
Waste treatment and disposal

Sludge and leakage treatment and discharge system
2T037, located in the tankfarm normally with steam heating coil. Prosthetic type, electric motor driven sludge pumps 1P029 and 2P029 (one for operation and one for stand-by) Auxiliary systems connected to the main system The following auxiliary systems are connected to the main system: Fuel leakage and lube oil sludge tank vent pipe The vent pipe is located at the highest point on the tanks, allowing any gases to vent to the atmosphere. Quality Each centrifuge in operation produces sludge which is of a fuel- water mixture. Lube oil sludge and fuel oil sludge contain up to 85% water. The sludge is transferred from the centrifuges to the sludge tank. Two sludge tanks are installed at site, providing enough capacity for sludge storage should a continuous disposal system not be ensured. The tanks are provided with a mixing device to ensure pump ability of the sludge. The storage tank includes a heating coil.
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 collected in the power house in a tank and then forwarded to the tankfarm where it is stored in the separator sludge tanks ready for disposal. The sludge is disposed of by incineration or removal. Further, a leakage fuel oil tank with heating coil in the powerhouse collects the leakage fuel oil. Supply pump P071 then pumps the leakage fuel oil back to the storage tank for separation by the centrifuge. One leakage module is designed for a maximum of 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. Local regulations must be taken into consideration. Components Main Components The sludge and leakage system consists of the following main components: Fuel oil leakage tank T071, located in the powerhouse, normally with steam heating coil. Lubricating oil sludge tank T072, located in the powerhouse. Gear type, electric motor driven fuel oil tank drain pump P071.
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Gear type, electric motor driven lube oil sludge tank drain pump P072 Separator sludge collecting tanks 1T037 and
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13.1.3.2
Purpose
Contaminated process water treatment and discharge system

not been reached the oil water mixture is re- circulated automatically this until the correct level is obtained. Chemical treatment After one pre- water treatment by means of the aforementioned systems the remaining contamination, i.e. zinc, copper, etc. which could prevent the power plant operator from discharging it could be removed by an additional chemical treatment. The subsequent process to remove the water contamination comprises oil fission, neutralization and flocculation plus an additional filtration. After this additional process the clean water could be discharged into the admissible system. Components Oily water collecting tank sludge collecting tank oily water separator Coalescer Chemical treatment Main operating conditions The contaminated process waters have to be collected in sludge and/or oily watertanks. According to the current local water cleanliness guidelines one of the aforementioned typical systems could be applied in order to achieve the required cleanliness level. The entire cleaning process could be fully automated and automatically controlled. After the required water quality is reached the water could be discharged into admissible system.
Prior to discharge, the collected contaminated power plant process water quality has to be in accordance with the local standards and/or other applicable international standards. The contaminated water treatment system has to be designed from case to case in order to meet the required discharge standards. Typical water cleaning systems for diesel power plants, but not limited to, are: Gravitation coalescer working principle (Coalescer) Mechanical emulsion breaker working principle (Oily water separator) Chemical treatment Description The hydrocarbon and water mixture enters the coalescing element and flows from inside to outside. This is where small droplets of dispersed phase liquid come together, or coalesce, as the mixture moves through the depth of the coalescer medium. As oil coalesced within the unit, it rises to the top of the water surface where the oil accumulates and builds a layer. The layer will continue to increase in size until a pumpout system or skimmer discharges it either manually or automatically. Oil can be removed from he unit at any time; however, it must be removed prior exceeding the maximum oil storage capacity rating of the unit. Mechanical emulsion breaker An oil water mixture is pumped through separation profiles. Small oil droplets will transform into larger drops by a coalescing process. The oil drops will be collected in a separate space and discharged into a separate sludge tank. The deoiled water will be discharged when it has reached the required cleanliness. When this has
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Plant service and protection systems- drawings for all plants
13.2
13.2.1

Schematic diagram treatment of contaminated process waters
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Figure 13-1
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13.2.2
13.2.2.1
Components
Leakage oil/sludge module
Figure 13-2
Leakage oil /sludge module
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1 Leakage oil tank 2 Gear pump 3 Ball cock 4 Non- return valve 5 Pressure indicator 6 Sludge pump 7 Level switch 8 Non return valve 10 Connection box 11 Dip stick 12 Overflow safety device
N1 Sludge inlet N2 Heavy fuel inlet N3 Venting N4 Venting N5 Sludge with drawal N6 Sludge outlet N7 Heavy fuel oil outlet N8 Steam inlet N9 Condensate outlet N10 Drain from tank N11 Drain from tank N12 Drain from tank N13 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)
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Figure 13-5
3- chamber sludge- pit
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Plant service and protection systems- drawing for 55 MW plant
13.3
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13.3.1
Work air system
Equipment schedule for work air system - 55MW plant Version 5/2003
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Figure 13-7
Schematic diagram for work air system - 55MW plant Page 13 - 23
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13.3.2
Sludge-, leakage-, HFO treatmentsystem
and discharge
Equpiment schedule for HFO- treatment (sludge and leakage disposal) Version 5/2003
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Figure 13-9
Schematic diagram for HFO treatment (sludge and leakage disposal) Page 13 - 27
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13.3.3
Heavy- fuel oil separator- module
HFO separator
Figure 13-10 Separator module for 55MW plant 10 11 12 16 17 18 19 94 98 Untreated HFO inlet Treated HFO outlet Return of untreated HFO to tank Steam inlet Condensate discharge Compressed air Water inlet Sludge outlet (oily) Vent
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Separators for 55MW plant Transport weight approx. 4350kg Operating weight approx. 5150kg Do not discharge the oily sludge into the public sewage system. A hoist should be installed above the separator so that the heavy bowl parts can be handled more easily. The hoist should be mounted on a running rail so that bowl parts can be moved from the separator to a workbench.
Separator for Height H mm 55MW power plant for 380 cSt 50C Table 13-1 2700 Height H1 mm 2100 Weight of bowl kg 380
Hoist for separator
Separator module for 55MW plant
Figure 13-11 Hoist for separator - 55MW plant
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Plant service and protection systems - drawings for 105 MW plant
13.4
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13.4.1
Work air system
Figure 13-12 Equipment schedule for work air system - 105 MW pant Page 13 - 32 Version 5/2003
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Figure 13-13 Schematic diagram for work air system - 105MW plant Version 5/2003 Page 13 - 33
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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) Page 13 - 36 Version 5/2003
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Figure 13-15 Schematic diagram for HFO treatment (sludge and leakage disposal) Version 5/2003 Page 13 - 37
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13.4.3
Heavy- fuel oil separator - module
HFO separator
Figure 13-16 Separator - 105MW plant 10 11 12 16 17 18 19 94 98 Untreated HFO inlet Treated HFO outlet Return of untreated HFO to tank Steam inlet Condensate discharge Compressed air Water inlet Sludge outlet (oily) Vent
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Separators for 105MW plant Transport weight approx. 6,790kg Operating weight approx. 7,990kg Do not discharge the oily sludge into the public sewage system. A hoist should be installed above the separator so that the heavy bowl parts can be handled more easily. The hoist should be mounted on a running rail so that bowl parts can be moved from the separator to a workbench.
Separator for Height H mm 105MW power plant for 380 cSt 50C Table 13-2 2740 Height H1 mm 2140 Weight of bowl kg 380
Hoist for separator
Figure 13-17 Hoist for separator - 105MW plant
Separator - 105MW plant
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14
Buildings
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Descriptions for engines V32/40 and V48/60
14.1
14.1.1
Design

Power House
PDS: 30 100, 30 110, 130 30, 120 30
- Soil replacement - Soil compaction - Pile foundation The experience shows that the skeleton framework of the power house should preferably be a steel construction because of the time advantage compared to other constructions. Exterior stone walls MAN B&W Diesel recommends hollow blocks of 24 cm thickness that are generated sufficient for all applications and regions. The walls are plastered on the interior and exterior. MAN B&W Diesel recommends to paint the walls inside the power house with an oil- resistant coating up to approx. 1.5m height. Epoxy painting has shown good results.
Purpose The power house is an essential element of the single floor power plant developed by MAN B&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 slaps with insulation Even concrete floor Description Skeleton framework and foundation For the skeleton framework and the foundation a static calculation and a stability survey must be issued taking into consideration the following local conditions: - Wind velocity - Earthquakes - Soil bearing capacity These calculations must also take into account the load data from the assembly layout by MAN B&W Diesel as well as load due to earthquakes, wind, sand and snow.
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Generally, MAN B&W Diesel assumes a necessary soil bearing capacity of 200 kN/m2. If this soil bearing capacity is not achieved by the natural conditions, it must be obtained e.g. by
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Material
Thickness
Apparent wall density kg/dm3
Weight kg/m2 whithout plaster
Heat transition coefficient K W/m2 x K without plaster
Sound attenuation RW
cm
with plaster
with plaster
whithout plaster
Light concrete, solid or hollow block stone walls, supporting wall
20 24
1,2 1,2
290 340
240 290
2,2 1,9
50 52
48 50
Table 14-1
Main data of exterior stone walls
Multiple layer trapezoidal roof slabs

Material Weight Heat transition coefficient K W/m2 x K Sound attenuation RW
kg/m2 Multiple layer construction Layer 1: Sheets with trapezoidal corr. 0.8mm Layer 2: Air layer vented 40mm Layer 3: Foil Layer 4: Mineral insulation 60mm Layer 5: Sheets with trapezoidal corr. 1.2mm
Figure 14-1
Multiple layer trapezoidal roof slabs
29
0.60
30
1 Sheets with trapezoidal corr. 2 Air layer vented 3 Foil 4 Mineral insulation 60mm 5 Sheets with trapezoidal corr.
Concrete floor The concrete floor must meet the load values given in the MAN B&W Diesel layout. As well, it is to be painted with an oil resistant, nonslip coating. Texture epoxy painting have shown good results. The local regulations concerning material and the local potentials for its selection are to be acquired. As well, the concept arrangement is to be checked with regard to local regulations concerning noise and other local requirements.
Table 14-2
Main data of multiple layer trapezoidal roof labs
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Further, local fire regulations are to be considered. The ferroconcrete, roof slab, walls, doors, gates and windows must meet the demands of the local regulations. In the electric annex an elevated floor with the required load capacity is used for the installation of the control cabinets. Sound If a window between control room and engine room is desired, MAN B&W Diesel recommends a special vintrification with an insulation property of 65dB(A). The sound level in the control room must undershoot 50dB(A). Also see chapter 15.6 "Noise investigation", page 15-27. Bringing in openings For bringing in engine/ gensets and heavy equipment, well dimensioned bringing- inopenings are required, for instance: - 15x 7m - 14x 6m for 18V 48/60 engine for 18V 32/40 genset
Conduits The conduits used by MAN B&W Diesel have the following advantages: - The floor surface is plane - The floor surface can be carry load - The conduit openings can be closed, thus the conduits are free of dirt - Simply assembly For each power plant check if type, number and arrangement of the conduits comply with the heat dissipation necessary due to ambient conditions.
Typical arrangement of conduits The following figures show a typical arrangement of cable conduits respective cable routing in the power plant. Here 25MW and 55MW plant.
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Figure 14-2
Typical cable conduits in power house25MW plant Page 14 - 5
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Figure 14-3
Typical cable conduits in power house- 25MW plant
Figure 14-4
Typical cable conduits in power house- 25MW plant
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Figure 14-5
Cable conduit in power house - 55MW plant Page 14 - 7
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Cable conduits in power house- 55MW plant Version 5/2003
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Figure 14-7
Cable conduits in power house- 55MWplant Page 14 - 9
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Skeleton framework MAN B&W Diesel has developed a system which allows to configurate different sizes of power house 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
Rastergraphic of power house for engine 14V32/40 Version 5/2003
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Figure 14-9
Rastergraphik of power house for engine 14V32/40 Page 14 - 11
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1.) Electrical equipment has to be determined finally with the electrical contractor 2.) Whether this option will be executed depends on the remaining space in view of electrical equipment and the requirements by the customer
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Figure 14-10 Unitised rastergraphic of power house for engine 14V32/40 Page 14 - 12 Version 5/2003
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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 foundation size. This can be seen on the following figures.
Figure 14-14 Item plan of power house for engine 14V32/40 (cross- section) Page 14 - 16 Version 5/2003
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Figure 14-15 Item plan of power house for engine 14V32/40 Version 5/2003 Page 14 - 17
Figure 14-16 Itemplan of power house for engine 14V32/40 (longitudinal section) Page 14 - 18 Version 5/2003
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Figure 14-17 Item plan power house for engine 14V32/40 (Ground floor with foundation measurement) Version 5/2003 Page 14 - 19
Figure 14-18 Item plan of power house for engine 18V48/60 (cross- section) Page 14 - 20 Version 5/2003
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Figure 14-19 Item plan of power house for engine 18V48/60 Version 5/2003 Page 14 - 21
Figure 14-20 Itemplan of power house for engine 18V48/60 (longitudinal section) Page 14 - 22 Version 5/2003
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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 demonstrate the 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 possible as shown in the latest photograph.
Figure 14-22 Original state of construction site
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Figure 14-23 Replacement of soil
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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 Page 14 - 26 Version 5/2003
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Figure 14-27 Placement of form work for engine foundtion
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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 reinforced concrete - engine V32/40
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Figure 14-1
Foundation of power house for engine V 32/40
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Figure 14-2
Framework of power house made of reinforced concrete - V 32/40
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14.1.2
Purpose
Power House Ventilation system
The heat loss is dissipated from the power house by forced ventilation to achieve tolerable room temperatures for the personal operating and maintaining the power plant. Design The direction of air flow must be from the generator to the engine. This precludes the possibility of generator windings being fouled by oil. The exhaust air opening must be arranged and designed in such a way, that the heated air can freely escape even during windy conditions. The pressure difference between the atmosphere outside and inside the power house should not exceed 5mm W.C., having in mind the force required to open the power house gates. The air flow of the ventiation units in the power house should pass the engines symmetrically, see Figure 14-3, Page 14-31. It should be possible to reduce the air flow at low ambient temperatures to avoid strong cooling in the power house. This may be achieved by two- step ventilators with startriangle- control or by switching off single ventilators. The symmetrical air flow to the engines must be maintained. The control cabinets in the power house must have, at least an own ventilation with filter pads in order to exceed the allowed operating temperature. At higher temperatures a faultless operation of the electrical controls is not 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 following formula: (Qeng + Qgeno + Qepq) x 3600
Heat due to solar radiation (Qs) Value by experience: approx. 8% of heat loss of engine, or to be calculated by the following formula: Qs = S x f x A [kW]
S = 1.33 ... 1.42 kW/m2 (solar constant) f Absorption factor A Roof area [m2]
V=
x x cp
cp = 1.01 [kJ/kgK] const. between -10C up to 55C V 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] Heat due to solar radiation [kW] Qs Admissible temperature increase in power house Specific air weight [kg/m3]
The literature shows a dependency between absorption factor f and K- value (heat transmission coefficient), see figure below. A tin roof has a K- value of 6.1 W/m2K. Tin roofs are not recommended due to their insufficient sound insulation and high heat transmission. MAN B&W diesel recommends custromary roof slabs with insulation layer of 60 mm with a Kvalue of 0.6 W/m2K.
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 contractor or rough calculation by the following formula:
Qgeno
100 geno
100
x Peng [kW]
According to experiences values, ngeno varies between 96%...98%. Heat loss from auxiliaries(Qeqp)
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Qeqp Qeng x 12% [kW] Value due to experience: approx. 12% of heat loss from engine.
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Figure 14-5
Building heat transmission due to solar radiation
Tn = 288 K pn = 1,01325 bar n = 1,2255 kg/m3
The K- value given in the figure above results in the negligible heating of the building by solar radiation. For savety reasons, calculate with an interim value and take the above mentioned experiences values into account. This results in the simplified formula for the calculation of heat transmission by solar radiation. Qs Qeng x 8% [kW] The specific air weightis calculated using air pressure and design temperature:
The barometric pressure is calculated simplified using the installation height of the power plant:
= 1013.25 x (1 22.57 x 10 6 x H )5.255
= [mbar]
The admissible heating ( = admissible temperature increase in the power house) of the input air of the power house is given in the following figure.
n x Tn x p pn x T
3 [kg/m ]
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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 .............................35C Installation height............73m above sea level
Parameter Engine output Engine output at site Ambient air temperature Admissible temperature increase inside power house Barometric pressure Specific air weight 73m above sea level and ambient air temperatur Heat to be dissipated Engine heat loss (according to projedat calculation) Generator Plant auxiliaries (12% of engine heat loss) Thermal prosperties of buildins (8% of engine heat loss) Total heat to be dissipated per genset Minimum required volumetric air flow rate per engine Figure 14-7 Calculation of heat to be dissipated per genset (example) and required air flow
Abbreviation
Unit % kW
Value 100 18,900 35 19 1004,5 1.136
T1 T P
C C mbar kg/m3
Qeng Qgeno Qeqp Qs
kW kW kW kW kW
638 567 77 51 1,333 220,055
m3/h
Second calculation as control Calculation of expected temperature increase with air flow rates acc. Table 14-3, Page 14-37.
Expected temperature increase

T
= 19C
T =
(Qeng + Qgeno + Qepq + Qs) x 3600 x V x cp
Due to this calculation MAN B&W Diesel recommends the air flow rates given in Table 14-3, Page 14-37, for diffent engine types and cylinder numbers at an ambient temperature of 35C, an installation height of 73m above sea level and a design condition of 35C.
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cp = 1,01 kJ/kgK
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Recommended minimum volumetric air flow rate per engine [m3/h] up to 35C ambient temperature Enigne 32/40 48/60 Table 14-3 12v 80,0000 150,000 14V 95,0000 175,000 16V 110,000 18V 120,000 225,000
Recommended air flow rates for power house ventilation (example)
As ambient temperatures are often above 35C MAN B&W Diesel recommends to increase the values given in the above table in such cases by 10 - 15%.
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14.1.3
Power House crane

The crane is controlled from the floor by a pushbutton panel suspended from the crane. It is movable by hand and designed for indoor service. For each project the following parameters are to be 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 delivery of the building, and The crane rails are included in the delivery of the crane. The delivery of the cranes usually includes the power supply as contact line, preferably on the side of the power house that is turned away from the exhaust duct, with Control and power element, and Manual emergency- off- switch including supply line to contact line. The checking of the crane on site is performed by authorised person.
The crane inside the power house is a maintenance 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 speed lifting 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 crane control must be accessible from the power house floor ( 0,00).
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Figure 14-8
Typical power house crane ( single beam crane) Page 14 - 39
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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
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Figure 14-9
Typical foundation for genset and maintenance platform with outline drawing - engine V48/60 Page 14 - 41
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Table 14-4
Typical foundation for genset and maintenance platform with outline drawing - engine V48/60
Figure 14-10 Typical foundation for genset and maintenance 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 - engine V48/60
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14.1.4
Pump House, fuel treatment

Adequate ventilation of the pump house and treatment statiion is obligatory. Final location of the equipment and final dimensions of the building in case of order.
Pump house and fuel treatment station for operating media are located near the tank farm in order to achieve short suction pipes.
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Figure 14-13 Proposal for fuel treatment and pump house
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14.1.4.1
Ventilation of the separator room

max. 45 C (113 F) - is not exceeded. The decisive factor in this connection is the design of the electrical equipment.
Make sure to arrange the air supply and extraction pipe so as to ensure that the separator room is ventilated efficiently, the admissible room temperature - generally
Figure 14-14 Example for the installation of a ventilation system
Air renewal rate referred to room volume guide values

renewal rate [times/h] For small, closed separator rooms For large separator rooms For niches within engine room Table 14-5 Air renewal rate - guide values 30 - 50 15 - 20 50 - 70
Table of air quantities per separator
Size of separator throughput [m3/h] approx. 1.1 - 1.7 approx 1.8 - 4.5 approx. 3.0 - 10.0 Table 14-6
Air quantity [m3/h] 30 100 150
Table of air quantities per separator

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Figure 14-15 Inside view of pump house and treatment plant of a executed power plant
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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 station

PDS: 13040
Unloading and weighing station for operating substances 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
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Figure 14-18 Proposal for workshop and store buildings Version 5/2003 Page 14 - 53
Workshop and stores
Figure 14-19 Proposal for workshop and store buildings Page 14 - 54 Version 5/2003
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Project engineering
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Minimum data for quotation of MAN B&W Diesel stationary power plant
15.1
4. Required plant power output
Electrical power Measuring point Thermal power MW MW
1. Introduction It is absolute necessary to obtain basic information on the projectbefore starting the tendering process. To ensure the best quality of quotation the MAN B&W Diesel sales manager is responsible that the following data sheets are completed (whenever important). Missing information must be considered as not relevant then. 2. Customer
Company name Type of activity Project- name Contact person Telephone- no. Telefax- no. E- mail- adress Number/ Diesel engine type x No Yes rpm Hz
Operation mode
Mains parallel [MW]
Island [MW]
Heat export [MW]
Base load Peak load Stand- by (backup only) Stand-by/ peak load (back-up only)
5. Preferences for Diesel gensets
3. Required service from MAN B&W Diesel

Budgetary quotation Fixed price quotation Technical data + spec./ simplified Technical data +spec./ detailed
Engine speed preference Frequency cos
6. Site location
Country, town Nearest dest. harbour for unloading
Required supply date for quotation/ spec. Estimated date for order/ project start Target date for completion of project
Nearest airport
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7. Ambient conditions
Installation height Ambient temperature Design temperatures for guarantees Typical wet bulb temp. Relative humidity Dust content in the air Max. wind velocity Seismic conditions, transverse acceleration Seismic zone > % Sand km/h % > C C C m above sea level < C
9. Main parallel operation/ grid quality

Mains voltage variation dU > 10% Mains frequency variation df > 3Hz Mains short circuit capacity C < Salt _______ Non- linear consumers (e.g. AC- drivers) continuous unbalanced load (l2/l1 > 8%)2 Special load pattern required No No No Yes l2/l1= Yes % Main stability approx MVA kV No dU = + V dU= V
Cement mph
10. Island mode operation, special consumers quality of alternator voltage
% g (percent of g = 9.81 m/s2)
MM (Modified Mercalli 1956)
Earthquake intensity scale (extract)

Max. load application MM I IV VI VII VIII XII Description Imperceptible Moderate Strong Very strong Destructive Major disaster Acceleration [%g] < 0.1 0.5 ... 1 2 ... 5 5 ... 10 (0.1g) 10 ... 20 (0.2g) > 200 (>2g) Max. variation Max. load rejection Max. variation p.f. p.f.
1) Detailed information about non- linear currents (for aech harmonics) and max allowable voltage distortion factor Ku to be attached. 2) Additional information/diagrams to be attached. 3) Additional load diagram to be attached .
8. Voltage levels
High voltage level/ mains voltage Medium voltage level/ alternator voltage Low voltage level/ auxiliary voltage kV kV V
Remarks: __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________
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11. Maximum operation hours per genset

Base load Peak load hours/year hours/year
13. Type of liquid fuel

Heavy fuel oil Diesel fuel oil Crude oil
12. Type of cooling system

Fuel analysis available No
Radiator Cooling tower Available water quantity for cooling tower m3/h
Yes, see
River water
Viscosity cSt kg/dm3 c % weight
Inlet water temperatur Quantity Return water temperature
>/= </=
C C C m3/h
Density Crude oil flash point Sulphur content
>/= </=
% % %
14. Gaseous fuel for gas / dual fuel engines

Natural gas Associated gas
or According to world bank standard dT = 3K Sea water Inlet water temperatur Quantity Return water temperature >/= </= >/= </= C C C m3/h % % %
Supply pressure (overpressure) Supply temperature Lower calorific value Methane number
barg C kJ/kg
or According to world bank standard dT= 3K
Gas analysis
No Yes, see
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15. Tank farm

HFO storage capacity LFO storage capacity days full operation days full operation Low temperature (LT) required, Usable temp.range: 25 ... 31C Power demand No Yes
MW C C
MW C C
16. Heat recovery system Exhaust gas heat recovery for internal plant heat consumption only
Special requirements With steam 8barg With thermal oil
Return water temperaure Output water temperature
17. Noise requirements

Special requirements Allowable noise level at measuring point/ location for noise (e.g. distance from powerhouse premises boundaries) t/h barg C C Emission requirements % Acc. world bank standard 1998 Acc. to other requirements MW C C NOx SOx CO HC mg/Nm3 mg/Nm3 mg/Nm3 mg/Nm3 mg/Nm3 % O2, dry No No No Yes Yes Yes, see Direction No < dB(A) Yes
Heat export for external consumption

Steam heat Steam flow Steam pressure Steam temperature Condensate return temperature Amount of condensate return No t/h Yes
18. Exhaust gas emissions
Thermal oil heat Power demand Thermal oil return capacity Thermal oil output temperature
No MW C C
Yes
High temperature heat (HT) Usable temp.range: 62 ... 87C Power demand Return water temperature
No
Yes
PM Rederence oxygen content
MW C
MW C
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19. Exhaust gas treatment system

Eyhaust gas treatment system DeSOx scrubber system with limestone DeSOx scrubber system with NAOH DeSOx Scrubber system with SCR cathalyst No No No No Yes Yes Yes Yes
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20. Scope of supply

MDB
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 auxiliaries Steel construction for mechanical scope Sanitary installations
Mechanical system
Customer N/A Remarks
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Electrical system Please indicate number of components (if required)

MBD 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 generator Neutral earthing system Tank farm DC- supply system Engine control/ protection system Alternator control /protection system Common plant control system Communication/ telephone system Electric system, e.g. light, sockets.... Customer N/A Remarks
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Civil works / buildings / areas
MDB 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, illumination Temp. installation for erection/ comm.
Customer
N/A
Remarks
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21. Services by MAN B&W Diesel

Delivery to European North seaport Nearest dest. harbour, see "Site location", page 15-3 See "Site location", page 15-3 See "Site location", page 15-3 FOB CIF
22. Pricing/ calculation factor for quotation

Additions Commissions Leadership fee for consortial partner Bank fees + + + + + + + % % % % % % %
CIP
Insurance fees Additional/ special costs (SEK)
DDU
Site service Complete erection (turnkey) Erection/ installation supervision Commissioning Training at site Training in factory No No No No No Yes Yes Yes Yes Yes Yes days
23. Final Remarks __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________
Acceptance/ relia- No bility test
Remarks: __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________ __________________________________________
Signature of sales manager/ date:
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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
15.2
Software

PDS: 210
Planning documents MAN B&W Diesel submits the following documents 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 generator Layout/foundation plan The layout/foundation plan describes the demands on the civil construction in order to enable the proper installation of the mechanical and electrical equipment of the power plant. Among others, it serves to design the construction. The asseccories are therefore shown in their approximate position. The relevant load values are given in this drawing. Flow charts Flow charts are pipe and instrumentation diagrams (P&ID) and include all pipings, fittings, modules, components and their instrumentation. Intake air system and exhaust gas system These drawings include all important information for the installation of the system and the relevant loads for the design of the civil structure. Drawings of modules and components (models) These 3-D models are transferred to the installation planning.
MAN B&W Diesel uses the following software to design a power plant: For layout, genset, genset foundation and drive- 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 programmes Pipe support extractor (PSE) for pipe support drawing Ortogen for drawing derivates 2D Speedicom (construction application for concrete) MDP- Manager for bills of material
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Concept study A concept study basically shows the layout with detailed information concerning: - Genset - Accessories - Intake air system and exhaust gas system - Piping (approx. 50% to 80% of all pipes exceeded DN50) - Main cable routes This document serves as a basis for disscusions with the client. It is preliminary phase of the installation plan. Equipment location plan The equipment location plan shows the position of the accessories with exact measures. Pipeline installation plans Pipeline installation plans are plan views and side views showing the exact position of all pipelines. Pipe isometric drawings Isometries are special drawings of the pipes with exact positions of all fittings, measurings points, pipe supports and further installation parts. 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 isometric display. Pipe support drawing The pipe support drawing shows all information on the type and function of the supports (degrees of freedom). As well, the loads to be carriedby the supports are stated. The implementation planning due to static requirements and the connections is incumbent on the company carrying out the construction.
Support location plan The support location plan shows the position of the support in all three dimensions. Installation drawing of the exhaust gas boiler This drawing showsthe installationof the boiler in the exhaust gas plant and the pipes for the heating medium. Additonal steel structure plan This plan covers the steel constructions required in addition to the pipe supports, e.g. monorails , walkways or pipe bridges. Tank Farm: clean lube oil tank, HFO- storage tank, Diesel oil storage tank Installation and pipelining drawing Also see Chapter 12.1 "Tank farm - description for all plants", Page 12-3 Drawing of main cable routes Drawing of entire earthing Construction planning/ construction drawings Electric planning Norms and standards For the planning and delivery of a power plant the 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
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AD2000, Rules of the German " Arbeitsgemeinschaft Druckbehlter" (work group on pressure vessels).
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15.3
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Piping with related fittings, seals, armatures
15.4

PDS: 100
Piping scope The piping inside the power house, included in the scope of supply, is determined to meet the layout requirements according to the layout proposal. The piping outside the power house, included in the scope of supply, is determined to meet the layout requirements according to the site drawing proposal. Additional equipment to be connected to the piping 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 will be supplied in straight length, with the necessary pipe bends, seals, bolts and flanges and with the welding electrodes required for assembly 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 colour table below and direction arrows.
Medium Lube oil Oil mist Cooling water (HT) raw water piping Charge air cooling (NT) Diesel oil (MDO) Heavy fuel oil (HFO) Gas Combustion air Pressurised air Control- air for water Control- air for oil Heat recuperation Condensate inside Condensate outside Drainage Exhaust gas Engine (with steel frame) Alternator Colour Yellow orange Yellow orange Yellow green Azure blue Yellow green/ black stripes Zinc yellow Loam brown Zinc yellow/ black stripes Pure white Pure white Yellow green Yellow orange Flammig red Red lilac Flammig red Pure black Grey or aluminium bronze Blue grey Blue grey RAL.No. 2003 2003 6018 5015 6026 1018 8003 1017 7001 9010 6018 2003 3000 4001 3000 7010 7000/9006 7031 7031
Insulation If contained to the scope of supply, insulating material for pipes and tanks will be mounted.
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Piping classification
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Figure 15-2
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Typical drawings generated from plant design
15.4.1
System - isometric - lube oil
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15.5.1

Steel support construction
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Pipe- isometric
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Photoseries of existing power plants
15.6

can be moved by means of cranes or hoists if necessary. The following figure shows auxiliaries at the elevated level with walkway on the free engine end with the access to the auxiliaries.
The following photo series show the userfriendly arrangement of the equipment and the pipe installation on a executed power plant with V48/60 engines. All relevant components are easily accessible for maintenance. Also parts
Figure 15-4
Engine free end side
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The next figure shows the maintenance platform of the engine with starting air bottle, air inlet of the power house ventilation, control box for al-
ternator and at the front, the arrangement of the lube oil purifier.
Figure 15-5
Intake air for power house ventilation, starting air bottle and lube oil separator
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The next figure shows the main lube oil pump with 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 cooling water pumps, HT and LT, with pipe installation.
Figure 15-7
Cooling water pumps
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Walkway on floor level between lube oil module and cooling water pumps, HT and LT, with hoist beam at the top.
Figure 15-8
Cooling water pumps and Hoist beam
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Noise investigation
15.7
Noise investigation
Figure 15-9
Noise map estimation for a 55MW power plant with 3 x engine 18V 48/60
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Noise investigation
Design of Diesel power plant
Standard design with el. annex at the long side of the power house
No. of engines Center of coordinates system (X = 0, Y = 0) Type of engines (32/40 or 48/60) No. of Cylinders Frequency of electrical system No. of loading bays in power house height of exhaust gas stacks Type of cooling No. of step- up/ Station transformers 3 wall of mech. annex and centerline of DG set No.2 48/60 18 50 1 32 1 1 m Radiator cooling 1 Hz
Design of acoustic measures and acoustic data of components:

Combustion air inlet silencer Exhaust gas silencer Sound press. lev. of p.h. ventilation inlet Silencer of power house ventilation inlet Silencer of power house ventilation outlet Attenuating capacity of walls Attenuanting capacity of doors Attenuating capacity of roofs Sound press. lev. of radiator cooler Sound press. lev. of step- up transformator Sound press. lev. of station transformer 30 25 80 15 15 50 30 30 85 85 60 dB(A) dB(A) dB(A) in 1m distance dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) dB(A) in 1m distance in 1m distance in 1m distance
Standards and conditions:

Noise immission levels shown in noise map to be calculated acc. VDI2714 and ISO 9613- 2 Free field conditions, not considering reflections, ambient/externanl noises, meterological influences, etc... Preliminary estimations, nozt binding.
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Noise investigation
Figure 15-11 Decrease of noise with distance
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Miscellaneous
15.8
Miscellaneous
Painting of the supplies equipment The outher surface of the Diesel generating sets will be delievered with contracted coating. The pipng and installation material will be delievered with untreated outher surface, seaworthy packed. Parts made of aluminium, nonferrous metals or plastics and galvanised parts might be paked for overlnd transportation. Auxiliary equipment is delievered in the original colour as supplied by the sub- supplier. Torsiograph and vibrograph measurements Torsiograph and vibrograph measurements are not included. Weights Stated weights have a tolerance of +/- 5% and do not include packing or water and oil fillings of the plant
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Appendix
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Symbols
16.1
Symbols
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Marking instruction for power plant components
16.2
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Code for accessories
16.3
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Abbreviations
16.4
Abbreviations
MGO Marine Gas oil National Fire Protection Association (United States of America) Pipe and instrumentation diagram Programmable logic controller Technische Regeln fr brennbare Flssigkeiten (German technical Rules on inflammable Liquids) Verordnung ber brennbare Flssigkeiten (german Regulations on inflammable Liquids) Verband der Elektrotechnik, Elektronik, Informationstechnik (German Association for Electrical, Electronic and Information Technologies)
BSI CCAI
British Standards Institute Calculated Carbon Aromaticity Index International Council on Combustion Engines Deutsches Institut fr Normung (German Institute for Standardisation)
NFPAU
P&ID PLC TRbF
CIMAC
DIN
VbF EN FGD HFO HT ICS IEC European Norm Flue Gas Desulphurisation VDE Heavy fuel oil High temperature International Chamber of Shipping International Electrotechnical Commission Institute of Electrical and Electronics Engineers International Standard Organisation Low temperature Cubic metre at stnadard temperature and pressure Marine Diesel oil
IEEE
ISO
LT m3 (STP)
MDO
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Conversion of Units
16.5
Conversion of Units
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Flow rate and velocity diagram for liquids, gases and vapours
16.6
The guide values for designing the nominal width of systems are definedin the following figure.
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Calculation of the system resistance and adjustment of the centrifugal pump to the service point
16.7
The centrifugal pump is to be designed in order to: overcome the flow resistance in the system maintain the necessary pressure, e.g. before and after the diesel engine (prevention of steam bubbles) and guarantee the required flow quantity of the coolin medium Procedure: 1.) Calculation of the system resistance and determination of the necessary pump head. The pump head may not be selected to narrow. A safety factor of 10% should be possible for accurate adjustment. 2.) Calculation of screen diameter The selected centrifugal pump should have a "steep" flow rate- height- refernce curve to enable stable operation.
Figure 16-2 Orifice
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Flow rate height reference curve (Q- H- diagram)
Figure 16-3
System resistance
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Q1 is the required flow rate with built- in screen. the differnce between H1 and H2 is the value (in bar) that must be removed by screen I. Note: under no circumstances is the pump to be operated in the breakway area (instabile flow conditions). The screen diameter is calculated in an iteration method using the calculated value (in bar) and the formula:
Figure 16-5
loss factor
m 0.1 0.2 0.3 0.4 0.5 Table 16-1 Loss factor 0.604 0.616 0.637 0.665 0.7025
fv 1.189 1.143 1.087 1.023 0.952
To operate the system stable, a screen II is to be installed in the control bypass. this screen must have approx. the same pressure loss as the cooler. The screen is to be calculated as described above. The pressure loss may be calculated with the programme "Druckverlust Version 5.0 for Windows 95/98/NT".
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List of MAN B&W drawings
16.8
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Numerics...E
Index
Numerics
2-circuit radiator cooling system Engine 48/60 - related system . . . . . . . . . . . . . . . 5-8 Cooler Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48 Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30 Cooling tower cooling system Engine 48/60 - related system . . . . . . . . . . . . . . . 5-20 Cooling tower cooling system (forced- air- cooled) . . 6-30 Cooling tower module, component Engine 48/60 - related module, component . . . . 6-59 Cooling water Checking of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19 Cleaning of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23 For engine, quality requirement . . . . . . . . . . . . . . 3-11 Cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40 Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
A
Acceleration times . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15 Accessories procurement. . . . . . . . . . . . . . . . . . . . . . . 6-3 Adjustment Output power . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23 Air intake filter Deposition degree . . . . . . . . . . . . . . . . . . . . . . . . 6-31 Air intake protection Weather protection grid. . . . . . . . . . . . . . . . . . . . 6-31 Air vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
D
Data sheets for electric system . . . . . . . . . . . . . . . . . 11-53 Design parameter Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39 Designation Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37 Desulphurisation module, component . . . . . . . . . . . 10-10 Desulphurisation system . . . . . . . . . . . . . . . . . . . . . . . . 9-6 Diesel oil supply module, component Plant-related module, component . . . . . . . . . . . . . 8-7 Plant-related module, component 105 MW . . . . . 8-31 Plant-related module, component 55 MW . . . . . . 8-19 Diesel oil supply system Plant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-7 Plant-related system 105 MW . . . . . . . . . . . . . . . 7-38 Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-22 Dimension Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
C
Calculation Heat demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11 Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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, 2-35 Condensate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35 Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55 Chimney . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4, 10-5 Circular oil bath filter. . . . . . . . . . . . . . . . . . . . . . . . . . 6-31 Combustion air Quality requirement . . . . . . . . . . . . . . . . . . . . . . . 3-43 Combustion air module, component Engine 48/60 - related module, component . . . . 6-65 Combustion air system Engine 48/60 - related system . . . . . . . . . . . . . . 5-26
Buch PowerPlant 48-60 externSIX.fm
E
Earthing measures Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 Earthing, protection system Earthing system . . . . . . . . . . . . . . . . . . . . . . . . . 11-55 Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-63 Touch, step voltages evaluation . . . . . . . . . . . . 11-66 Electric motor Procurement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Concept Power plant . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3, 1-7 Contaminated process water treatment and discharge system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9 Control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-27 Control, monitoring, alarm system Control system . . . . . . . . . . . . . . . . . . . . . . . . . 11-27 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30 General design . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Index - i
F...F
Electric system Drawings, documentation . . . . . . . . . . . . . . . . . 11-71 General design . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3 High voltage part . . . . . . . . . . . . . . . . . . . . . . . . . 11-5 Low voltage part . . . . . . . . . . . . . . . . . . . . . . . . 11-18 Medium voltage system . . . . . . . . . . . . . . . . . . 11-11 Service transformer . . . . . . . . . . . . . . . . . . . . . . 11-15 Step-up-transformer . . . . . . . . . . . . . . . . . . . . . . 11-6 Engine Acceleration times . . . . . . . . . . . . . . . . . . . . . . . . 2-15 Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23 Earthing measures. . . . . . . . . . . . . . . . . . . . . . . . 2-10 Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . 2-28 Historical development . . . . . . . . . . . . . . . . . . . . . 2-3 Load application . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12 Sankey-diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7 Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25 Work test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Engine 48/60 Calculation of performance . . . . . . . . . . . . . . . . . 2-43 Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . 2-55 Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48 Cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41 Design parameter . . . . . . . . . . . . . . . . . . . . . . . . 2-39 Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39 Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45 Exhaust gas noise . . . . . . . . . . . . . . . . . . . . . . . . 2-47 Genset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 Intake noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46 Maintenance, spare part . . . . . . . . . . . . . . . . . . . 2-51 Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38 Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43 Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37 Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38 Turbo charger . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55 Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40 Engine 48/60 - related module, component 2-circuit radiator cooling, module, component . . Combustion air module, component. . . . . . . . . . Cooling tower module, component. . . . . . . . . . . Exhaust gas module . . . . . . . . . . . . . . . . . . . . . . Fuel oil module, component . . . . . . . . . . . . . . . . High temperature (HT) cooling water module, component . . . . . . . . . . . . . . . . . . . . . . Low temperature (LT) cooling water module, component . . . . . . . . . . . . . . . . . . . . . . Nozzle cooling water module, component . . . . . 6-52 6-65 6-59 6-69 6-62 6-52 6-55 6-57
Cooling tower cooling system . . . . . . . . . . . . . . . 5-20 Exhaus gas system . . . . . . . . . . . . . . . . . . . . . . . 5-30 Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22 High temperature (HT) cooling water system. . . . . 5-8 Low temperature (LT) cooling water system . . . . 5-12 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 Nozzle cooling water system . . . . . . . . . . . . . . . . 5-17 Engine noise Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45 Engine preheating module, component Plant-related module, component 105 MW . . . . . 8-38 Plant-related module, component 55 MW . . . . . . 8-25 Engine preheating system Plant-related system . . . . . . . . . . . . . . . . . . . . . . 7-13 Plant-related system 105 MW . . . . . . . . . . . . . . . 7-44 Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-30 Exhaust gas Emission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28 Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14 Exhaust gas boiler for thermal oil system . . . . . . . . . 10-15 Exhaust gas module Engine 48/60 - related module, component . . . . 6-69 Exhaust gas noise Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47 Exhaust gas system Engine 48/60 - related system . . . . . . . . . . . . . . . 5-30 Exhaust gas treatment module, component Desulphurisation . . . . . . . . . . . . . . . . . . . . . . . . 10-10 Selective catalytic reduction . . . . . . . . . . . . . . . . 10-9 Exhaust gas treatment system Desulphurisation system . . . . . . . . . . . . . . . . . . . . 9-6 Selective catalytic reduction system . . . . . . . . . . . 9-4 Exhaust module, component External duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3 External exhaust and boiler system . . . . . . . . . . . . . . . 9-3
F
Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5 Fire detection and fire fighting systems . . . . . . . . . . . 13-5
Fuel oil Quality requirement HFO . . . . . . . . . . . . . . . . . . . Quality requirement of Gas oil, Diesel fuel (MGO) Quality requirements MDO. . . . . . . . . . . . . . . . . . Viscosity-diagram (VT) . . . . . . . . . . . . . . . . . . . . .
3-27 3-39 3-37 3-41
Engine 48/60 - related system 2-circuit radiator cooling system. . . . . . . . . . . . . . 5-8 Combustion air system . . . . . . . . . . . . . . . . . . . . 5-26
Fuel oil filter module . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22 Fuel oil module, component Engine 48/60 - related module, component . . . . 6-62
Index - ii
G...O
Fuel oil system Engine 48/60 - related system . . . . . . . . . . . . . . 5-22
G
General design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19 Control, monitoring, alarm system . . . . . . . . . . 11-25 Generator Isolated operation . . . . . . . . . . . . . . . . . . . . . . . . 2-30 Generator, alternator Electric part . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21 General design . . . . . . . . . . . . . . . . . . . . . . . . . 11-19 Mechanic part . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20 Genset Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Lists for electrical systems List of cables . . . . . . . . . . . . . . . . . . . . . . . . . . . List of consumers. . . . . . . . . . . . . . . . . . . . . . . . List of engines . . . . . . . . . . . . . . . . . . . . . . . . . . List of equipment . . . . . . . . . . . . . . . . . . . . . . . . List of measurement, control devices . . . . . . . . List of measuring points. . . . . . . . . . . . . . . . . . . List of signals . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-39 11-42 11-46 11-40 11-47 11-41 11-51
Load application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 Low temperature (LT) cooling water module, component Engine 48/60 - related module, component . . . . 6-55 Low temperature (LT) cooling water system Engine 48/60 - related system . . . . . . . . . . . . . . . 5-12 Low voltage part . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18 Lube oil Quality requirement (HFO) . . . . . . . . . . . . . . . . . . . 3-7 Quality requirement (MGO/MDO). . . . . . . . . . . . . . 3-3 Lube oil module, component Engine 48/60 - related module, component . . . . 6-47 Lube oil supply module, component Plant-related module, component . . . . . . . . . . . . . 8-3 Plant-related module, component 105 MW . . . . . 8-28 Plant-related module, component 55 MW . . . . . . 8-16 Lube oil supply system Plant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-3 Plant-related system 105 MW . . . . . . . . . . . . . . . 7-34 Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-18 Lube oil system Engine 48/60 - related system . . . . . . . . . . . . . . . . 5-3
H
Heat recovery module, component Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . 10-14 Exhaust gas boiler for thermal oil system . . . . . 10-15 Heat recovery system Calculation of heat demand . . . . . . . . . . . . . . . . Hot water generation system . . . . . . . . . . . . . . . Steam generation system . . . . . . . . . . . . . . . . . . Thermal oil system . . . . . . . . . . . . . . . . . . . . . . . 9-11 9-16 9-13 9-15
Heavy fuel oil supply, treatment module and component Plant-related module and component. . . . . . . . . . 8-9 Plant-related module and component 105 MW . 8-33 Plant-related module, component 55 MW . . . . . 8-21 Heavy fuel oil supply, treatment system Plant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-9 Plant-related system 105 MW . . . . . . . . . . . . . . . 7-40 Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-24 High temperature (HT) cooling water system Engine 48/60 - related system . . . . . . . . . . . . . . . 5-8 High voltage part . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5 Hot water generation system . . . . . . . . . . . . . . . . . . . 9-16
M
Maintenance Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51 Measurements for fix and sliding point support . . . . . 6-37 Medium voltage system . . . . . . . . . . . . . . . . . . . . . . 11-11
I
N
Nozzle cooling water module, component Engine 48/60 - related module, component . . . . 6-57 Nozzle cooling water system Engine 48/60 - related system . . . . . . . . . . . . . . . 5-17
Intake noise Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
L
Lighting small power system . . . . . . . . . . . . . . . . . . 11-69 List of MAN B&W drwaings . . . . . . . . . . . . . . . . . . . 16-51
O
Output Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38
Index - iii
P...S
P
PDS-Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Plant service and protection systems- drawings for all plants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11 Plant-related module, component Diesel oil supply module, component . . . . . . . . . . 8-7 Engine preheating system . . . . . . . . . . . . . . . . . . 8-13 Heavy fuel oil supply, treatment module and component . . . . . . . . . . . . . . . . . . . . . . . 8-9 Lube oil supply module, component . . . . . . . . . . . 8-3 Start, control air supply module, component . . . 8-11 Water supply, treatment module, component. . . . 8-5 Plant-related module, component 105 MW Diesel oil supply module, component . . . . . . . . . Engine preheating module, component . . . . . . . Heavy fuel oil supply, treatment module and component . . . . . . . . . . . . . . . . . . . . . . Lube oil supply module, component . . . . . . . . . . Start, control air supply module, component . . . Water supply, treatment module, component. . . Plant-related module, component 55 MW Diesel oil supply module, component . . . . . . . . . Engine preheating module, component . . . . . . . Heavy fuel oil supply, treatment module and component . . . . . . . . . . . . . . . . . . . . . . Lube oil supply module, component . . . . . . . . . . Start, control air supply module, component . . . Water supply, treatment module, component. . . 8-31 8-38 8-33 8-28 8-36 8-29 8-19 8-25 8-21 8-16 8-23 8-17
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3, 1-7 Cross section 105 MW. . . . . . . . . . . . . . . . . . . . . 1-20 Cross section 25 MW. . . . . . . . . . . . . . . . . . . . . . . 1-9 Cross section 55 MW. . . . . . . . . . . . . . . . . . . . . . 1-14 Description 105 MW. . . . . . . . . . . . . . . . . . . . . . . 1-23 Description 55 MW. . . . . . . . . . . . . . . . . . . . . . . . 1-17 Layout 105 MW . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19 Layout 55 MW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12 Site plan 105 MW. . . . . . . . . . . . . . . . . . . . . . . . . 1-24 Site plan 25 MW. . . . . . . . . . . . . . . . . . . . . . . . . . 1-11 Site plan 55 MW. . . . . . . . . . . . . . . . . . . . . . . . . . 1-18 Project Guide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-63 Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3, 6-4 Centrifugal pump . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4 Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Q
Quality requirement Checking cooling water . . . . . . . . . . . . . . . . . . . . 3-19 Cleaning cooling water. . . . . . . . . . . . . . . . . . . . . 3-23 Combustion air. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43 Engine cooling water . . . . . . . . . . . . . . . . . . . . . . 3-11 Gas oil, Diesel fuel . . . . . . . . . . . . . . . . . . . . . . . . 3-39 Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27 Lube oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7 Lube oil (MGO/MDO) . . . . . . . . . . . . . . . . . . . . . . . 3-3 Marine Diesel fuel. . . . . . . . . . . . . . . . . . . . . . . . . 3-37 Raw-water, cooling tower . . . . . . . . . . . . . . . . . . 3-25 Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . 3-41 Water, exhaust gas boiler . . . . . . . . . . . . . . . . . . 3-45
Plant-related system Diesel oil supply system . . . . . . . . . . . . . . . . . . . . 7-7 Engine preheated system . . . . . . . . . . . . . . . . . . 7-13 Heavy fuel oil supply, treatment system . . . . . . . . 7-9 Lube oil supply system . . . . . . . . . . . . . . . . . . . . . 7-3 Start, control air system . . . . . . . . . . . . . . . . . . . 7-11 Water supply, treatment system . . . . . . . . . . . . . . 7-5 Plant-related system 105 MW Diesel oil supply system . . . . . . . . . . . . . . . . . . . Engine preheating system . . . . . . . . . . . . . . . . . . Heavy fuel oil supply, treatment system . . . . . . . Lube oil supply system . . . . . . . . . . . . . . . . . . . . Start, control air supply system. . . . . . . . . . . . . . Water supply, treatment system . . . . . . . . . . . . . Plant-related system 55 MW Diesel oil supply system . . . . . . . . . . . . . . . . . . . Engine preheating system . . . . . . . . . . . . . . . . . . Heavy fuel oil supply, treatment system . . . . . . . Lube oil supply system . . . . . . . . . . . . . . . . . . . . Start, control air supply system. . . . . . . . . . . . . . Water supply, treatment system . . . . . . . . . . . . . Power plant 7-38 7-44 7-40 7-34 7-42 7-36 7-22 7-30 7-24 7-17 7-26 7-20
R
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26 Radiator cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26 Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 Rating Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37 Raw-water, cooling tower Quality requirement . . . . . . . . . . . . . . . . . . . . . . . 3-25
Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
S
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11 Schematic diagram treatment of contaminated process water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11 Schematic diagram treatment of contaminated process
Index - iv
T...W
waters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11 Selective catalytic reduction system . . . . . . . . . . . . . . 9-4 Serial product selection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 Service transformer . . . . . . . . . . . . . . . . . . . . . . . . . 11-15 Silencer Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31 Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38 Sludge and leakage treatment and discharge system 13-7 Spare part Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52 Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38 Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38 Start, control air supply module, component Plant-related module, component. . . . . . . . . . . . 8-11 Plant-related module, component 105 MW . . . . 8-36 Plant-related module, component 55 MW . . . . . 8-23 Start, control air supply system Plant-related system . . . . . . . . . . . . . . . . . . . . . . 7-11 Plant-related system 105 MW . . . . . . . . . . . . . . . 7-42 Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-26 Steam generation system. . . . . . . . . . . . . . . . . . . . . . 9-13 Step-up-transformer. . . . . . . . . . . . . . . . . . . . . . . . . . 11-6 Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3 Drawing 105 MW plant. . . . . . . . . . . . . . . . . . . . 12-13 Drawing 55 MW plant. . . . . . . . . . . . . . . . . . . . . 12-11 Thermal oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15 Turbo charger . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32, 2-33 Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55 Jet assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
V
Ventilation Power house . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-30 Separator room . . . . . . . . . . . . . . . . . . . . . . . . . 14-48
W
Waste treatment and disposal . . . . . . . . . . . . . . . . . . 13-7 Water supply, treatment module, component Plant-related module, component . . . . . . . . . . . . . 8-5 Plant-related module, component 105 MW . . . . . 8-29 Plant-related module, component 55 MW . . . . . . 8-17 Water supply, treatment system Plant-related system . . . . . . . . . . . . . . . . . . . . . . . 7-5 Plant-related system 105 MW . . . . . . . . . . . . . . . 7-36 Plant-related system 55 MW . . . . . . . . . . . . . . . . 7-20 Water, exhaust gas boiler Quality requirement . . . . . . . . . . . . . . . . . . . . . . . 3-45 Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40 Engine 48/60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
T
Tank farm
Index - v
W...W
Index - vi

Diesel Power Plant Project Guide

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Diesel Power Plant Project Guide

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STATIONARY POWER

Project Guide for Diesel Power Plants

Project Guide for Diesel Power Plants Stationary Plants

Buch PowerPlant 48-60 externIVZ.fm

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

5.1.3 5.1.4 5.1.5 5.1.6

Engine-related modules and components - data concerning all engines ...

Buch PowerPlant 48-60 externIVZ.fm

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

6.1.1.4 6.1.1.5 6.1.1.6 6.1.2 6.1.3 6.1.4 6.1.5 6.1.6

Engine-related modules and components engine V48/60 - for

Lube oil system.................................................................................................. 6 - 47

6.2.3 6.2.4 6.2.5 6.2.6

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

Plant-related supply systems - drawings for 55MW plant...........................

Buch PowerPlant 48-60 externIVZ.fm

Plant-related supply systems - drawings for 105MW plant.........................

Start / control air supply system........................................................................ 7 - 42 Engine preheating system ................................................................................. 7 - 44

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

Plant-related supply modules and components - drawings for 55MW plant

Plant-related supply modules and components - drawings for 105MW plant

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

Heat recovery system......................................................................................

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

10 External exhaust and boiler modules and components

Exhaust modules and components - description for all plants...................

Heat recovery modules and components ...................................................

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

Control, monitoring and alarm system ........................................................

Buch PowerPlant 48-60 externIVZ.fm

11.4 11.5 11.6

List of cables ................................................................................................... 11 - 39

11.6.2 11.6.3 11.6.4 11.6.5 11.6.6 11.6.7

Lighting and small power system ................................................................

11.10 Drawings and documentation for electrical systems.................................

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

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

Schematic diagram treatment of contaminated process waters .................... 13 - 11

Plant service and protection systems- drawing for

Buch PowerPlant 48-60 externIVZ.fm

System - isometric - lube oil............................................................................ 15 - 31

Typical drawings generated from plant design ..........................................

Steel support construction .............................................................................. 15 - 33 Pipe- isometric................................................................................................. 15 - 35

15.6 15.7 15.8

16.1 16.2 16.3 16.4

16.5 16.6 16.7 16.8

Buch PowerPlant 48-60 externIVZ.fm

Power plants by MAN B&W Diesel

Power plants by MAN B&W Diesel

Simple and cost-effective design of the structure,

Power plants by MAN B&W Diesel

Cross-section of single-floor power house

About the Project Guide

About the Project Guide

exhaust gas temperature depending on the site conditions, e.g.:

About the Project Guide

Power plant concept

Power plant concept

Power plant concept

25MW power plant

Three dimensional view generated from plant design

Side view of power house - example for 25MW power plant