MAN L23 - 30DF Proj Guides PDF

L23/30DF
Project Guide - Marine

Four-stroke GenSet
compliant with IMO Tier III
MAN Diesel & Turbo
Index
Page 1 (4) Table of contents
Table of contents
L23/30DF_GenSetIII
I 00 Introduction
Introduction to project guide I 00 00 0 1643483-5.5
Engine programme - MAN four-stroke marine GenSets I 00 02 0 1689461-0.4
Key for engine designation I 00 05 0 1609526-0.8
Designation of cylinders I 00 15 0 1607568-0.2
Code identification for instruments I 00 20 0 1687100-5.5
Symbols for piping I 00 25 0 1655279-1.1
D 10 General information
D10050_3700427-2 List of capacities
D10050_3700428-4 List of capacities
Vibration limits and measurements D 10 24 0 3700395-8.2
Description of sound measurements D 10 25 0 1609510-3.5
Description of structure-borne noise D 10 25 0 1671754-6.2
Exhaust gas components D 10 28 0 1655210-7.3
NOx emission D 10 28 0 3700270-0.0
Moment of inertia D 10 30 0 1607591-7.4
Inclination of engines D 10 32 0 1679798-5.2
Green Passport D 10 33 0 1699985-1.1
Overhaul recommendation, maintenance and expected life time D 10 35 0 3700425-9.0
Overhaul recommendation, maintenance and expected life time D 10 35 0 3700426-0.0
B 10 Basic diesel engine

Power, outputs, speed B 10 01 1 3700361-1.0
General description B 10 01 1 3700399-5.0
Main particulars B 10 01 1 3700422-3.0
Dimensions and weights B 10 01 1 3700488-2.0
Centre of gravity B 10 01 1 3700448-7.0
Overhaul areas B 10 01 1 3700455-8.0
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MAN Diesel & Turbo
Index
Table of contents Page 2 (4)
Low dismantling height B 10 01 1 1631462-8.0
Engine rotation clockwise B 10 11 1 1607566-7.2
B 11 Fuel oil system

Internal fuel oil system B 11 00 0 3700429-6.1
Gas oil / diesel oil (MGO) specification 010.000.023-01
Specification of natural gas B 11 00 0,

3700388-7.0
Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphurB 11 00 0 1699177-5.1
fuel oil
Calculation of specific fuel oil consumption (SFOC) B 11 01 0,

3700405-6.1
MDO / MGO cooler E 11 06 1 1689458-7.3
B 12 Lubricating oil system

Internal lubricating oil system B 12 00 0 3700430-6.0
Crankcase ventilation B 12 00 0 1699270-8.7
Lubricating oil in base frame B 12 01 1 3700393-4.0
Prelubricating pump B 12 07 0 1624477-3.10
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/ 010.000.023-07
MDO) and biofuels
Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.10
Treatment and maintenance of lubricating oil B 12 15 0 1643494-3.11
Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7
B 13 Cooling water system

Specification of engine coolant 010.000.023-13
Coolants inspecting 010.000.002-03
Cooling water system cleaning 010.000.002-04
Water specification for fuel-water emulsions 010.000.023-16
Internal cooling water system B 13 00 0 1613439-3.4
Internal cooling water system B 13 00 5 3700438-0.1
Design data for the external cooling water system B 13 00 0 1613441-5.6
External cooling water system B 13 00 0 1613442-7.0
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MAN Diesel & Turbo
Index
Page 3 (4) Table of contents
Central cooling system B 13 00 0 1631482-0.0
Jacket water cooling system B 13 00 0 1631481-9.1
Expansion tank B 13 00 0 1613419-0.5
Preheater arrangement in high temperature system B 13 23 1 1613485-8.5
Expansion tank pressurized T 13 01 1 1671771-3.5
B 14 Compressed air system

Specification for compressed air 010.000.023-21
Compressed air system B 14 00 0 3700439-2.0
Compressed air system B 14 00 0 1624476-1.1
Starting air system B 14 00 0 1631483-2.0
B 15 Combustion air system

Combustion air system B 15 00 0 3700440-2.0
Specifications for intake air (combustion air) 010.000.023-17
Water washing of turbocharger - compressor B 15 05 1 1639499-6.0
B 16 Exhaust gas system

Exhaust gas system B 16 00 0 1655213-2.6
Pressure droop in exhaust gas system B 16 00 0 1624460-4.2
Cleaning the turbocharger in service - turbine side B 16 01 3 3700418-8.0
B 17 Speed control system

Starting of engine B 17 00 0 1607583-4.6
Power Management - Alternator protection B 17 00 0 3700383-8.2
Actuators B 17 01 6 3700319-4.1
B 19 Safety and control system

Safety concept - dual fuel B 19 00 0,
3700390-9.4
Interface description B 19 00 0,
3700389-7.2
Combined box with prelubricating oil pump, preheater and el turning device E 19 07 2 3700290-3.0
Prelubricating oil pump starting box E 19 11 0 1631477-3.3
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MAN Diesel & Turbo
Index
Table of contents Page 4 (4)
High temperature preheater control box E 19 13 0 1631478-5.1
B 20 Foundation
Recommendations concerning steel foundations for resilient mounted Gen-B 20 01 0 3700449-9.1
Set
Holding down bolt arrangement 2170160-6.1
Resilient mounting of generating sets B 20 01 3 3700446-3.0
Fitting instructions for resilient mounting of GenSets B 20 01 3 3700489-4.0
E 23 Spare parts
Weight and dimensions of principal parts E 23 00 0 3700424-7.0
Spare parts for unrestricted service P 23 01 1 3700306-2.2
P 24 Tools
Standard tools for normal maintenance P 24 01 1,
3700435-5.2
Additional tools P 24 03 9,
3700404-4.0
Hand tools P 24 05 1,
3700415-2.0
B 50 Alternator
Information from the alternator supplier G 50 02 8 3700445-1.0
Information from the alternator supplier B 50 02 8 3700330-0.0
Engine/Alternator type B 50 02 3 3700329-0.1
Alternator cable installation B/G 50 00 0 1699865-3.4
Combinations of engine- and alternator layout B/G 50 00 0 3700084-3.8
2016-10-27 - en
MAN Diesel & Turbo
I 00 Introduction
Page 1 (1) I 00 Introduction
2016-10-27 - en
MAN Diesel & Turbo
1643483-5.5
Page 1 (2) Introduction to project guide I 00 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L28/32S-DF, L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L23/30DF
Introduction
Our project guides provide customers and consultants with information and data when planning new plants
incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the
modifications associated with upgrading of our project guides, the contents of the specific edition hereof will
remain valid for a limited time only.
Every care is taken to ensure that all information in this project guide is present and correct.
For actual projects you will receive the latest project guide editions in each case together with our quotation
specification or together with the documents for order processing.
All figures, values, measurements and/or other information about performance stated in the project guides are
for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings
and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warranties
either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the
information contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-
tions when the contract documentation has been completed.
The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of
our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is especially not
guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be
assessed and determined individually for each project. This will depend on the particular characteristics of each
individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the Eng-
lish text shall prevail.
Original instructions
2016.01.06
MAN Diesel & Turbo
1643483-5.5
I 00 00 0 Introduction to project guide Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L28/32S-DF, L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L23/30DF
Code numbers
Code letter: The code letter indicates the contents of the documents:
B : Basic Diesel engine / built-on engine
D : Designation of plant
E : Extra parts per engine
G : Generator
I : Introduction
P : Extra parts per plant
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil sys-
tem, monitoring equipment, foundation, test running, etc.
Sub-function: This figure occurs in variants from 0-99.
Choice number: This figure occurs in variants from 0-9:
0 : General information 1 : Standard
2-8 : Standard optionals 9 : Optionals
Further, there is a table of contents for each chapter and the pages follow immediately afterwards.
Drawing No: Each document has a drawing number including revision number i.e. 1643483-5.5.
Release date: The release date of the document Year.Month.Date. This is the date the document has been
created.
Notice: When refering to a document, please state both Drawing No including revision No and Release
date.
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
2016.01.06
MAN Diesel & Turbo
1689461-0.4
Page 1 (1) Engine programme - MAN four-stroke marine GenSets I 00 02 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF

Description
Four-stroke diesel engine programme for marine
applications complies with IMO Tier II/III, GenSet
application.
2016.02.19 - Tier II
MAN Diesel & Turbo
1609526-0.8
Page 1 (1) Key for engine designation I 00 05 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L23/30DF, L28/32S, L23/30S, L21/31S, L16/24S, L27/38S
Key for engine designation
2015.11.27
MAN Diesel & Turbo
1607568-0.2
Page 1 (1) Designation of cylinders I 00 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L27/38S, L28/32S,

L23/30DF, L23/30S, L21/31S, L16/24S
General
2016.08.24
MAN Diesel & Turbo
1687100-5.5
Page 1 (3) Code identification for instruments I 00 20 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L28/32S, L23/30DF, L23/30S, L21/31S, L27/38S, L16/24S
Explanation of symbols
Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Actuator
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1687100-5.5
I 00 20 0 Code identification for instruments Page 2 (3)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L28/32S, L23/30DF, L23/30S, L21/31S, L27/38S, L16/24S
Standard text for instruments
Diesel engine/alternator
LT water system
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler
03 outlet from lub. oil cooler 06 outlet from fresh water cooler 09
(SW)
HT water system
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Lubricating oil system

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler/inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter/inlet to engine 26 inlet rocker arms and roller
23 inlet to turbocharger guides
23B outlet from turbocharger 27 intermediate bearing/alternator
bearing
Charging air system

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter/inlet to TC 37 charge air from mixer
compr.
Fuel oil system

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47
Nozzle cooling system

50 inlet to fuel valves 54 58 oil splash
51 outlet from fuel valves 55 valve timing 59 alternator load
52 56 injection timing
53 57 earth/diff. protection
Exhaust gas system

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 combustion chamber 67
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MAN Diesel & Turbo
1687100-5.5
Page 3 (3) Code identification for instruments I 00 20 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L28/32S, L23/30DF, L23/30S, L21/31S, L27/38S, L16/24S
Compressed air system
70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
Load speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 95 voltage 99 common alarm
92 oil mist detector 96 switch for operating location 100 inlet to MDO cooler
93 knocking sensor 97 remote 101 outlet to MDO cooler
94 cylinder lubricating 98 alternator winding 102 alternator cooling air
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MAN Diesel & Turbo
1655279-1.1
Page 1 (10) Symbols for piping I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
General
No Symbol Symbol designation No Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.13 Blank flange
1.1 Pipe 2.14 Spectacle flange
1.2 Pipe with indication of direction flow 2.15 Orifice
1.3 Valves, gate valves, cocks and flaps 2.16 Orifice
1.4 Appliances 2.17 Loop expansion joint
1.5 Indicating and measuring instru- 2.18 Snap coupling

ments
1.6 High-pressure pipe 2.19 Pneumatic flow or exhaust to
atmosphere
1.7 Tracing 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.8 Enclosure for several components 3.1 Valve, straight through

as-sembled in one unit
2. PIPES AND PIPE JOINTS 3.2 Valve, angle
2.1 Crossing pipes, not connected 3.3 Valve, three-way
2.2 Crossing pipes, connected 3.4 Non-return valve (flap), straight
2.3 Tee pipe 3.5 Non-return valve (flap), angle
2.4 Flexible pipe 3.6 Non-return valve (flap), straight

screw down
2.5 Expansion pipe (corrugated) general 3.7 Non-return valve (flap), angle, screw
down
2.6 Joint, screwed 3.8 Safety valve
2.7 Joint, flanged 3.9 Angle safety valve
2.8 Joint, sleeve 3.10 Self-closing valve
2.9 Joint, quick-releasing 3.11 Quick-opening valve
2.10 Expansion joint with gland 3.12 Quick-closing valve
2.11 Expansion pipe 3.13 Regulating valve
2.12 Cap nut 3.14 Ball valve (cock)
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MAN Diesel & Turbo
1655279-1.1
I 00 25 0 Symbols for piping Page 2 (10)

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
3.15 Butterfly valve 3.37 3/2 spring return valve contr. by sol-
enoid
3.16 Gate valve 3.38 Reducing valve (adjustable)
3.17 Double-seated changeover valve 3.39 On/off valve controlled by solenoid

and pilot directional valve and with
spring return
3.18 Suction valve chest 4. CONTROL AND REGULATION PARTS
3.19 Suction valve chest with non-return 4.1 Fan-operated

valves
3.20 Double-seated changeover valve, 4.2 Remote control
straight
3.21 Double-seated changeover valve, 4.3 Spring
angle
3.22 Cock, straight through 4.4 Mass
3.23 Cock, angle 4.5 Float
3.24 Cock, three-way, L-port in plug 4.6 Piston
3.25 Cock, three-way, T-port in plug 4.7 Membrane
3.26 Cock, four-way, straight through in 4.8 Electric motor

plug
3.27 Cock with bottom connection 4.9 Electromagnetic
3.28 Cock, straight through, with bottom 4.10 Manual (at pneumatic valves)
conn.
3.29 Cock, angle, with bottom connec- 4.11 Push button
tion
3.30 Cock, three-way, with bottom con- 4.12 Spring
nection
3.31 Thermostatic valve 4.13 Solenoid
3.32 Valve with test flange 4.14 Solenoid and pilot directional valve
3.33 3-way valve with remote control 4.15 By plunger or tracer

(actuator)
3.34 Non-return valve (air) 5. APPLIANCES
3.35 3/2 spring return valve, normally 5.1 Mudbox

closed
3.36 2/2 spring return valve, normally 5.2 Filter or strainer

closed
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MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
5.3 Magnetic filter 6. FITTINGS
5.4 Separator 6.1 Funnel / waste tray
5.5 Steam trap 6.2 Drain
5.6 Centrifugal pump 6.3 Waste tray
5.7 Gear or screw pump 6.4 Waste tray with plug
5.8 Hand pump (bucket) 6.5 Turbocharger
5.9 Ejector 6.6 Fuel oil pump
5.10 Various accessories (text to be 6.7 Bearing

added)
5.11 Piston pump 6.8 Water jacket
5.12 Heat exchanger 6.9 Overspeed device
5.13 Electric preheater 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.14 Air filter 7.1 Sight flow indicator
5.15 Air filter with manual control 7.2 Observation glass
5.16 Air filter with automatic drain 7.3 Level indicator
5.17 Water trap with manual control 7.4 Distance level indicator
5.18 Air lubricator 7.5 Recorder
5.19 Silencer
5.20 Fixed capacity pneumatic motor

with direction of flow
5.21 Single acting cylinder with spring
returned
5.22 Double acting cylinder with spring
returned
5.23 Steam trap
2015.11.17
MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
List of Symbols
General
Pipe dimensions and piping signature
Pipe dimenesions
A : Welded or seamless steel pipes. B : Seamless precision steel pipes or Cu-pipes.
Normal Outside Wall Stated: Outside diameter and wall thickness i.e. 18 x 2
Diameter Diameter Thickness Piping
DN mm mm
: Built-on engine/Gearbox
: Yard supply
Items connected by thick lines are built-on engine/ gearbox.
15 21.3 In accordance
20 26.9 with classifica-
25 33.7 tion or other
32 42.4 rules
40 48.3
50 60.3
65 76.1
80 88.9
90 101.6
100 114.3
125 139.7
150 168.3
175 193.7
200 219.1
General
Pump, general DIN 2481 Ballcock
Centrifugal pump DIN 2481 Cock, three-way, L-port
Centrifugal pump with electric DIN 2481 Double-non-return valve DIN 74.253
motor
Gear pump DIN 2481 Spectacle flange DIN 2481
Screw pump DIN 2481 Spectacle flange, open DIN 2481
Screw pump with electric DIN 2481 Spectacle flange, closed DIN 2481
motor
Compressor ISO 1219 Orifice
Heat exchanger DIN 2481 Flexible pipe
Electric pre-heater DIN 2481 Centrifuge DIN 28.004
2015.11.17
MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
Heating coil DIN 8972 Suction bell
Non-return valve Air vent
Butterfly valve Sight glass DIN 28.004
Gate valve Mudbox
Relief valve Filter
Quick-closing valve Filter with water trap ISO 1219
Self-closing valve Typhon DIN 74.253
Back pressure valve Pressure reducing valve (air) ISO 1219
Shut off valve Oil trap DIN 28.004
Thermostatic valve Accumulator
Pneumatic operated valve Pressure reducing valve with

pressure gauge
General
Specification of letter code for measuring devices
2015.11.17
MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
1st letter Following letters
D : Density A : Alarm
E : Electric D : Difference
F : Flow E : Transducer
L : Level H : High
M ; Moisture I : Indicating
P : Pressure L : Low
S : Speed N : Closed
T : Temperature O : Open
V : Viscosity S : Switching, shut down
Z : Position T : Transmitter
X : Failure
(ISO 3511/I-1977(E)) C : Controlling
Z : Emergency/safety acting
The presence of a measuring device on a schematic dia-

gram does not necessarily indicate that the device is inclu-
ded in our scope of supply.
For each plant. The total extent of our supply will be stated
formally.
General
Specification of ID-no code for measuring signals/devices
1st digit 2nd digit

Refers to the main system to which the signal is related. Refers to the auxillary system to which the signal is rela-
ted.
1xxx : Engine x0xx : LT cooling water
2xxx : Gearbox x1xx : HT cooling water
3xxx : Propeller equipment x2xx : Oil systems (lub. oil, cooling oil, clutch oil, servo
oil)
4xxx : Automation equipment x3xx : Air systems (starting air, control air, charging air)
5xxx : Other equipment, not related to the propulsion x4xx : Fuel systems (fuel injection, fuel oil)
plant
x5xx :
x6xx : Exhaust gas system
x7xx : Power control systems (start, stop, clutch, speed,
pitch)
x8xx : Sea water
x9xx : Miscellaneous (shaft, stern tube, sealing)
The last two digits are numeric ID for devices referring to the same main and aux. system.
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter,
the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.
2015.11.17
MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
Basic symbols for piping
2237 Spring operated safety
valve
2238 Mass operated Safety

valve
2228 Spring actuator
2284 Float actuator
2229 Mass
2231 Membrane actuator
2230 Piston actuator
2232 Fluid actuator
2223 Solenoid actuator
2234 Electric motor actuator
2235 Hand operated
Basic Symbol
Valves 584 585 593 588 592 590 591 604 605 579
584: Valve general

585: Valve with continuous regulation
593: Valve with safety function
588:Straight-way valve
592: Straight-way valve with continuous regulation
590:Angle valve
591: Three-way valve
604: Straight-way non return valve
605: Angle non-return valve
579: Non-return valve, ball type
I - bored
L - bored
2015.11.17
MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
T - bored
2237 Spring operated

safety valve
2238 Mass operated
Safety valve
2228 Spring actuator
2284 Float actuator
2229 Mass
2231 Membrane actuator
2230 Piston actuator
2232 Fluid actuator
2223 Solenoid actuator
2234 Electric motor actua-

tor
2235 Hand operated
Basic Symbol
Valves 594 595 586 587 599 600 601 602 607 608 606
594: Straight-way reduction valve

595: Angle reduction valve
586: Gate valve
587: Gate valve with continuous regulation
599: Straight-way cock
600: Angle cock
601: Three-way cock
602: Four-way cock
607: Butterfly valve
608: Butterfly valve with continuous regulation
606: Non-return valve, flap type
Miscellaneous 972 Pipe threaded connection
582 Funnel xxx Blind
581 Atomizer Tanks
2015.11.17
MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
583 Air venting 631 Tank with domed ends
6.25 Air venting to the outside 771 Tank with conical ends
299 Normal opening/ closing speed yyy Electrical insert heater
300 Quick opening/ closing speed Heat exchanger
613 Orifice with diffuser 8.03 Electrical preheater
612 Orifice 8.08 Heat exchanger
611 Sight glass 792 Nest of pipes with bends
615 Silencer 798 Plate heat exchanger
617 Berst membrane Separators
629 Condensate relief 761 Separator
580 Reducer 764 Disc separator
589 Measuring point for thermo element Filters
1298 Air relief valve 669 Air filter
Couplings/ Flanges 671 Fluid filter
167 Coupling Coolers
955 Flanged connection 16.03 Cooling tower
971 Clamped connection 16.06 Radiator cooler

Chimney Pumps
838 Chimney 708 Centrifugal pump
Expansion joints 697 Piston pump
2285 Expansion bellow 704 Piston pump - radial
4.1 Expansion pipe 700 Membrane pump
2015.11.17
MAN Diesel & Turbo
1655279-1.1

L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
4.1.1.1 Loop expansion joint 702 Gear pump
4.1.1.2 Lyra expansion joint 705 Screw pump
4.1.1.3 Lens expansion joint 706 Mono pump
4.1.1.4 Expansion bellow 703 Hand vane pump
4.1.1.5 Steel tube Motors
4.1.1.6 Expansion joint with gland 13.14 Electrical motor AC
Compressors 13.14 Electrical motor AC
716 Piston compressor 13.14 Electrical motor AC
725 Turbo axial compressor 13.15 Electrical motor DC
726 Turbo dial compressor 13.15 Electrical motor DC
720 Roots compressor 13.15 Electrical motor DC
722 Screw compressors 13.15 Electrical motor DC
Ventilators 13.15 Electrical motor DC
637 Fan general 13.15 Electrical motor DC
638 Fan - radial 632 Turbine
639 Fan - axial 633 Piston engine
2015.11.17
MAN Diesel & Turbo
D 10 General
information D 10 General information
Page 1 (1)
2016-10-27 - en
MAN Diesel & Turbo
3700427-2.0
Page 1 (2) List of capacities D 10 05 0
L23/30DF
720/750 rpm
Reference condition: Tropic
Air temperature °C 45
LT water temperature inlet engine (from system) °C 36
Air pressure bar 1
Relative humidity % 50
Temperature basis 2)
Setpoint HT cooling water engibe outlet °C 82°C
(engine equipped with HT thermostatic valve)
Setpoint lube oil inlet engine °C 60°C (SAE30), 66°C (SAE40)
Number of cylinders 5 6 7 8
Engine output kW 710/740 852/888 994/1036 1136/1184
Speed rpm 720/750 720/750 720/750 720/750
Heat to be dissipated 1)
Cooling water (CW) cylinder kW 190/195 230/235 270/276 310/317
Charge air cooler; cooling water HT
(1 stage cooler: no HT-stage) kW - - - -
Charge air cooler; cooling water LT kW 299/327 356/390 413/452 470/514
Lube oil (LO) cooler kW 71/72 86/86 101/102 116/117
Heat radiation engine kW 30 36 42 48
Air data
Charge air temp. at charge air cooler outlet, max. °C 55 55 55 55
Air flow rate m3/h 4) 4792/4994 5750/5993 6708/6992 7667/7991
kg/kWh 7.39 7.39 7.39 7.39
Charge air pressure bar 3.08 3.08 3.08 3.08
Air required to dissipate heat radiation (eng.)
(t2-t1=10°C) m3/h 9756 11708 13659 15610
Exhaust gas data 5)
Volume flow (temperature turbocharger outlet) m3/h 6) 9516/9918 11419/11902 13323/13885 15226/15869
Mass flow t/h 5.4/5.6 6.5/6.7 7.5/7.9 8.6/9.0
Temperature at turbine outlet °C 342 342 342 342
Heat content (190°C) kW 244/254 293/305 341/356 390/407
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30
Pumps 3)
Engine driven pumps
HT cooling water pump (1-2.5 bar) m3/h 36 36 36 36
LT cooling water pump (1-2.5 bar) m3/h 55 55 55 55
Lube oil (3-5 bar) m3/h 16 16 20 20
External pumps 7)
Diesel oil pump (4 bar at fuel oil inlet A1) m3/h 0.52 0.62 0.73 0.83
Fuel oil supply pump 8) (4 bar discharge pressure) m3/h 0.25 0.31 0.36 0.41
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 0.53 0.63 0.74 0.84
Cooling water pumps for
"Internal cooling water system 1"
+ LT cooling water pump (1-2.5 bar) m3/h 35 42 48 55
HT cooling water pump (1-2.5 bar) m3/h 20 24 28 32
+ LT cooling water pump (1-2.5 bar) m3/h 35 42 48 55
Lube oil pump (3-5 bar) m3/h 14 15 16 17
Starting air system
Air consumption per start Nm3 2.0 2.0 2.0 2.0
2016.01.06 - 720/750 rpm, Capacities is for guidance only - test ongoing.

Contact MAN Diesel & Turbo for present result
MAN Diesel & Turbo
3700427-2.0
D 10 05 0 List of capacities Page 2 (2)
L23/30DF
Remarks to capacities
1) HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water
temperature outlet engine regulated by mechanical thermostat.
2) LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature
outlet engine regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
8) Tolerance of the pumps' delivery capacities must be considered by the manufactures.
2016.01.06 - 720/750 rpm, Capacities is for guidance only - test ongoing.

Contact MAN Diesel & Turbo for present result
MAN Diesel & Turbo
3700428-4.0
Page 1 (2) List of capacities D 10 05 0
L23/30DF
900 rpm
Reference condition: Tropic
Air temperature °C 45
LT-water temperature inlet engine (from system) °C 36
Air pressure bar 1
Relative humidity % 50
Temperature basis 2)
Setpoint HT cooling water engine outlet °C 82°C
(engine equipped with HT thermostatic valve)
Setpoint lube oil inlet engine °C 60° (SAE30), 66°C (SAE40)
Number of cylinders 6 7 8
Engine output kW 1050 1225 1400
Speed rpm 900 900 900
Heat to be dissipated 1)
Cooling water (CW) Cylinder kW 265 311 357
Charge air cooler; cooling water HT
1 stage cooler: no HT-stage kW - - -
Charge air cooler; cooling water LT kW 441 512 581
Lube oil (LO) cooler kW 126 148 170
Heat radiation engine kW 35 41 47
Air data
Temp. of charge air at charge air cooler outlet, max. °C 55 55 55
Air flow rate m3/h 4) 7355 8581 9806
kg/kWh 7.67 7.67 7.67
Charge air pressure bar 3.1 3.1 3.1
Air required to dissipate heat radiation (eng.) (t2-t1=10°C) m3/h 11383 13334 15285
Exhaust gas data 5)

Volume flow (temperature turbocharger outlet) m3/h 6) 15280 17826 20373
Mass flow t/h 8.3 9.6 11.0
Temperature at turbine outlet °C 371 371 371
Heat content (190°C) kW 447 521 595
Permissible exhaust back pressure mbar < 30 < 30 < 30
Pumps 3)
Engine driven pumps
HT cooling water pump (1-2.5 bar) m3/h 45 45 45
LT cooling water pump (1-2.5 bar) m3/h 69 69 69
Lube oil (3-5 bar) m3/h 20 20 20
External pumps 7)
Diesel oil pump (4 bar at fuel oil inlet A1) m3/h 0.74 0.87 0.99
Fuel oil supply pump 8) (4 bar discharge pressure) m3/h 0.36 0.43 0.49
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m3/h 0.75 0.88 1.01
HT cooling water pump (1-2.5 bar) m3/h 30 35 40
Lube oil pump (3-5 bar) m3/h 17 18 19
Starting air system
Air consumption per start Nm3 2.0 2.0 2.0
2016.01.06 - 900 rpm, Capacities is for guidance only - test ongoing. Con-
tact MAN Diesel & Turbo for present result
MAN Diesel & Turbo
3700428-4.0
D 10 05 0 List of capacities Page 2 (2)
L23/30DF
Remarks to capacities
1) HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water
temperature outlet engine regulated by mechanical thermostat.
2) LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature
outlet engine regulated by mechanical thermostat.
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery.
4) Basic values for layout of the coolers.
5) Under above mentioned reference conditions.
6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference condi-
tions.
8) Tolerance of the pumps' delivery capacities must be considered by the manufactures.
2016.01.06 - 900 rpm, Capacities is for guidance only - test ongoing. Con-
tact MAN Diesel & Turbo for present result
MAN Diesel & Turbo
3700395-8.2
Page 1 (2) Vibration limits and measurements D 10 24 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L28/32S-DF, L23/30DF
GenSet
Measure- Description Limit Measure- Description Limit Measure- Description Limit

ment ment ment
point point point
1 TC fore 18 5 Aft alternator 18 9 Alternator foot See
bearing below *
2 Governor/TC 18 6 Alternator 10
aft cooler
3 Front support 18 7 Intermediate 11
bearing
4 Aft support 18 8 Alternator foot See 12
below *
Engine: VDI 2063T * Alternator Value 1 Value 2
Alternator: ISO 8528-9, DIN 6280-11
P ≤ 1250 kVA 20 24
Note: All measurements are specified as mm/s r.m.s.
P >1250 kVA 18 22
Value 1 or 2 are depending on alternator make
Date Running Load Vertical (z)

Hours %
1 2 3 4 5 6 7 8 9 10 11 12
100
Crosswise (y)
100
Longitudinal (x)
100
2016.02.22
MAN Diesel & Turbo
3700395-8.2
D 10 24 0 Vibration limits and measurements Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L28/32S-DF, L23/30DF
Turbocharger
Vibration acceleration measuring point, see the project guide for turbocharger.
Turbocharger Recommendation Contact engine builder

type
Meas. Meas. Meas. Meas. Meas. Meas.
pt. (1) pt. (2) pt. (4) pt. (1) pt. (2) pt. (4)
f (Hz) mm/s g mm/s g mm/s g mm/s g mm/s g mm/s g
TCR10 2.9 2.2 2.9 6.4 3.2 5.8

TCR12 2.6 2.0 2.6 5.8 2.9 5.2
TCR14 2.0 1.6 2.0 4.5 2.2 4.0
TCR16 3-300 45 1.7 35 1.4 45 1.7 100 3.8 50 1.9 90 3.5
TCR18 1.4 1.1 1.4 3.2 1.6 2.9
TCR20 1.2 0.9 1.2 2.6 1.3 2.3
TCR22 0.9 0.7 0.9 1.9 1.0 1.7
Turbocharger vibration limit values - measuring point

Date Running Load Vertical (z)
Hours %
1 2 3 4 5 6 7 8 9 10 11 12
Shop test 100
Crosswise (y)
100
Longitudinal (x)
100
2016.02.22
MAN Diesel & Turbo
1609510-3.5
Page 1 (1) Description of sound measurements D 10 25 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF, L23/30DF, L28/32S
General Sound measuring "on-site"
The Sound Power Level can be directly applied to
Purpose on-site conditions. It does not, however, necessarily
result in the same Sound Pressure Level as meas-
This should be seen as an easily comprehensible
ured on test bed.
sound analysis of MAN GenSets. These measure-
ments can be used in the project phase as a basis Normally the Sound Pressure Level on-site is 3-5
for decisions concerning damping and isolation in dB higher than the given surface Sound Pressure
buildings, engine rooms and around exhaust sys- Level (Lpf) measured at test bed. However, it
tems. depends strongly on the acoustical properties of the
actual engine room.
Measuring equipment
All measurements have been made with Precision Standards
Sound Level Meters according to standard IEC Determination of Sound Power from Sound Pres-
Publication 651or 804, type 1 – with 1/1 or 1/3 sure measurements will normally be carried out
octave filters according to standard IEC Publication according to:
225. Used sound calibrators are according to ISO 3744 (Measuring method, instruments, back-
standard IEC Publication 942, class 1. ground noise, no of microphone positions etc) and
ISO 3746 (Accuracy due to criterion for suitability of
Definitions test environment, K2>2 dB).
Sound Pressure Level: LP = 20 x log P/P0 [dB ]
where P is the RMS value of sound pressure in pas-
cals, and P0 is 20 μPa for measurement in air.
Sound Power Level: LW = 10 x log P/P0 [dB]
where P is the RMS value of sound power in watts,
and P0 is 1 pW.
Measuring conditions
All measurements are carried out in one of MAN
Diesel & Turbo's test bed facilities.
During measurements, the exhaust gas is led out-
side the test bed through a silencer. The GenSet is
placed on a resilient bed with generator and engine
on a common base frame.
Sound Power is normally determined from Sound Figure 1: .
Pressure measurements.
New measurement of exhaust sound is carried out
at the test bed, unsilenced, directly after turbo-
charger, with a probe microphone inside the
exhaust pipe.
Previously used method for measuring exhaust
sound are DS/ISO 2923 and DIN 45635, here is
measured on unsilenced exhaust sound, one meter
from the opening of the exhaust pipe, see fig.1.
2016.02.22
MAN Diesel & Turbo
1671754-6.2
Page 1 (1) Description of structure-borne noise D 10 25 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF, L23/30DF, L28/32S
Introduction
This paper describes typical structure-borne noise
levels from standard resiliently mounted MAN Gen-
Sets. The levels can be used in the project phase
as a reasonable basis for decisions concerning
damping and insulation in buildings, engine rooms
and surroundings in order to avoid noise and vibra-
tion problems.
References
References and guidelines according to ISO 9611
and ISO 11689.
Operating condition
Levels are valid for standard resilient mounted Gen-
Sets on flexible rubber support of 55° sh (A) on rela-
tively stiff and well-supported foundations.
Frequency range
The levels are valid in the frequency range 31.5 Hz
to 4 kHz.
Figure 2: Structure-borne noise on resiliently mounted GenSets
2016.02.22
MAN Diesel & Turbo
1655210-7.3
Page 1 (2) Exhaust gas components D 10 28 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, V28/32H, V28/32S, L28/32S-DF, L23/30DF
Exhaust gas components of medium Hydrocarbons HC
speed four-stroke diesel engines The hydrocarbons (HC) contained in the exhaust
The exhaust gas is composed of numerous constit- gas are composed of a multitude of various organic
uents which are formed either from the combustion compounds as a result of incomplete combustion.
air, the fuel and lube oil used or which are chemical Due to the efficient combustion process, the HC
reaction products formed during the combustion content of exhaust gas of MAN Diesel & Turbo four-
process. Only some of these are to be considered stroke diesel engines is at a very low level.
as harmful substances.
For the typical exhaust gas composition of a MAN Particulate matter PM
Diesel & Turbo four-stroke engine without any Particulate matter (PM) consists of soot (elemental
exhaust gas treatment devices, please see tables carbon) and ash.
below (only for guidance). All engines produced cur-
rently fulfil IMO Tier II.
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 effi-
ciency.
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 effi-
ciency.
Nitrogen oxides NOX

The high temperatures prevailing in the combustion
chamber of an internal combustion engine causes
the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and
oxygen (contained in the combustion air) to nitrogen
oxides (NOX).
Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete
combustion.
In MAN Diesel & Turbo four-stroke diesel engines,
optimisation of mixture formation and turbocharging
process successfully reduces the CO content of the
exhaust gas to a very low level.
2016.02.22
MAN Diesel & Turbo
1655210-7.3
D 10 28 0 Exhaust gas components Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, V28/32H, V28/32S, L28/32S-DF, L23/30DF
Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]
Nitrogen N2 74.0 - 76.0 5,020 - 5,160
Oxygen O2 11.6 - 13.2 900 - 1,030
Carbon dioxide CO2 5.2 - 5.8 560 - 620
Steam H2O 5.9 - 8.6 260 - 370
Inert gases Ar, Ne, He ... 0.9 75

Total > 99.75 7,000
Additional gaseous exhaust gas con- approx. [% by volume] approx. [g/kWh]

stituents considered as pollutants
Sulphur oxides SOX1) 0.07 10.0
Nitrogen oxides NOX2) 0.07 - 0.10 8.0 - 10.0
Carbon monoxide CO 3)
0.006 - 0.011 0.4 - 0.8
Hydrocarbons HC4) 0.01 - 0.04 0.4 - 1.2
Total < 0.25 26
Additional suspended exhaust gas approx. [mg/Nm3] approx. [g/kWh]

constituents, PM5)
operating on operating on
MGO 6)
HFO 7)
MGO 6)
HFO7)
Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25
Lube oil ash 3 8 0.02 0.04
Note!
At rated power and without exhaust gas treatment.
1)
SOX, according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
2)
NOX according to ISO-8178 or US EPA method 7E, total NOX emission calculated as NO2.
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 VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
6)
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.
7)
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%.
8)
Pure soot, without ash or any other particle-borne constituents.
2016.02.22
MAN Diesel & Turbo
3700270-0.0
Page 1 (1) NOx emission D 10 28 0
L23/30H, L23/30DF
Maximum allowed emission value NOx
IMO Tier II
Rated output kW/cyl. 5L-8L : 130 kW/cyl. 5L-8L : 135 kW/cyl. 6L-8L : 160 kW/cyl.
Rated speed rpm 720 750 900
NOX 2) 4) 5)
IMO TIER II cycle D2 g/kWh 9.26 3) 9.02 3) 8.53 3)
1)
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, “Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier
II)” as adopted by the International Maritime Organization (IMO).
2)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)
3)
Maximum allowed NOX emissions for marine diesel engines according to IMO Tier II:
130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm)
4)
Calculated as NO2:
D2:Test cycle for “Constant-speed auxiliary engine” application
5)
Contingent to a charge air cooling water temperature of max. 36°C at 25°C sea water temperature.
Note!
The engine´s certification for compliance with the NOX limits will be carried out during factory acceptance test, FAT as a
single or a group certification.
2016.01.06 - Tier II
MAN Diesel & Turbo
1607591-7.4
Page 1 (1) Moment of inertia D 10 30 0
L23/30H, L23/30DF
GenSet
Moment of inertia (J)
No. of Generator Max. cont. Speed
cyl. type rating rpm Engine Flywheel Generator Total
kW ***
kgm2 kgm2 kgm2 kgm2
DIDBN* 780 720 37.4 273.5 132.0 442.9
121k/10
6
DIDBN* 810 750 37.4 273.5 94.0 404.9
121i/8
LSA** 960 900 65.5 273.5 83.0 422.0
52B L9/8p
DIDBN* 910 720 61.4 100.0 170.0 331.4
131h/10
7
DIDBN* 945 750 61.4 100.0 110.0 271.4
121k/8
LSA** 1120 900 47.9 111.3 120.0 279.2
54 VS4/8p
DIDBN* 1040 720 49.6 100.0 200.0 349.6
131i/10
8
DIDBN* 1080 750 49.6 100.0 152.0 301.6
131h/8
LSA** 1280 900 78.5 273.5 133.3 485.3
54 VS5/8p
* Generator, make A. van Kaick

** Generator, make Leroy Somer
*** If other generator is chosen the values will change.
Moment of intertia : GD2 = J x 4 (kgm2)
2016.01.06
MAN Diesel & Turbo
1679798-5.2
Page 1 (1) Inclination of engines D 10 32 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF

Description
All engines are as standard designed for and
approved by leading classification societies to be in
accordance with IACS's demands for inclination of
ships, that means the following angles (°) of inclina-
tion.
Max. permissible angle of inclination [°] 1)
Application Athwartships α Fore and aft β
Trim (static) 2)
Heel to each side Rolling to each Pitching
(static) side (dynamic) L < 100 m L > 100 m (dynamic)
GenSet/ 15 22.5 5 500/L 7.5
Main engines
1)
Athwartships and fore and aft inclinations may occur simultaneously.
2)
Depending on length L of the ship.
α Athwartships β Fore and aft
Figure 3: Angle of inclination.
Note:
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the ship.
2014.06.02
MAN Diesel & Turbo
1699985-1.1
Page 1 (1) Green Passport D 10 33 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L21/31S, L16/24S,

L23/30S, L23/30DF, L27/38S, L28/32S, V28/32H, V28/32S
Green Passport
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“.
Until this convention enters into force the recom-
mendatory guidelines “Resolution A.962(23)” (adop-
ted 2003) apply. This resolution has been imple-
mented by some classification societies as “Green
Passport”.
MAN Diesel & Turbo is able to provide a list of haz-
ardous materials complying with the requirements
of the IMO Convention. This list is accepted by clas-
sification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on
request.
2015.11.26
MAN Diesel & Turbo
3700425-9.0 Overhaul recommendation, maintenance and expected
Page 1 (2) D 10 35 0
life time
L23/30DF
* After starting up and before loading engine.

** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is oper-
ated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare
parts are used.
2016.01.06 - 720/750 rpm

MAN Diesel & Turbo
Overhaul recommendation, maintenance and expected 3700425-9.0
D 10 35 0 Page 2 (2)
life time
L23/30DF
In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section
B 11 00 0.
In the Instruction Manual for GenSet, see Lub. Oil treatment and Fuel oil specification in section 504/604.
3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet.
2016.01.06 - 720/750 rpm

MAN Diesel & Turbo
3700426-0.0 Overhaul recommendation, maintenance and expected
Page 1 (2) D 10 35 0
life time
L23/30DF
* After starting up and before loading engine.

** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is oper-
ated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare
parts are used.
2016.01.06 - 900 rpm

MAN Diesel & Turbo
Overhaul recommendation, maintenance and expected 3700426-0.0
D 10 35 0 Page 2 (2)
life time
L23/30DF
In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section
B 11 00 0.
In the Instruction Manual for GenSet, see Lub. Oil treatment and Fuel oil specification in section 504/604.
3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet.
2016.01.06 - 900 rpm

MAN Diesel & Turbo
B 10 Basic diesel
engine B 10 Basic diesel engine
Page 1 (1)
2016-10-27 - en
MAN Diesel & Turbo
3700361-1.0
Page 1 (3) Power, outputs, speed B 10 01 1
L23/30DF
Engine ratings
720 rpm 750 rpm 900 rpm
Engine type
No of cylinders 720 rpm Available turning 750 rpm Available turning 900 rpm Available turning
direction direction direction
kW CW 1) kW CW 1) kW CW 1)
5L23/30DF 625 Yes 625 Yes – –
6L23/30DF 750 Yes 750 Yes 900 Yes
7L23/30DF 875 Yes 875 Yes 1050 Yes
8L23/30DF 1000 Yes 1000 Yes 1200 Yes
1)
CW clockwise
Table 1: Engine ratings for emission standard.
Definition of engine ratings

General definition of diesel engine rating (acccording to ISO 15550: 2002; ISO 3046-1: 2002)
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr K/°C 298/25
Air pressure pr kPa 100
Relative humidity Φr % 30
Cooling water temperature upstream charge air cooler Tcr K/°C 298/25
Table 2: Standard reference conditions.
2014.05.19
MAN Diesel & Turbo
3700361-1.0
B 10 01 1 Power, outputs, speed Page 2 (3)
L23/30DF
Available outputs
PApplication Remarks
Available output Fuel stop power Max. allowed Tropic
in percentage (Blocking) speed reduction conditions
from ISO- at maximum tr/tcr/pr=100 kPa
Standard-Output torque 1)
Kind of application (%) (%) (%) (°C)

Electricity generation
Auxiliary engines in ships 100 110 – 45/38 2)
Marine main engines (with mechanical or diesel electric drive)

Main drive generator 100 110 – 45/38 2)
Maximum torque given by available output and nominal speed.

1)
According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.
2)
This additional engine output must not be used for the supply of electric consumers.
tr – Air temperature at compressor inlet of turbocharger.

tcr – Cooling water temperature before charge air cooler
pr – Barometric pressure.
Table 3: Available outputs / related reference conditions.

POperating: Available output under local conditions and dependent on application.
Dependent on local conditions or special application demands, a further load reduction of PApplication, ISO might be
needed.
De-rating
1) No de-rating due to ambient conditions is nee-
ded as long as following conditions are not
exceeded:
No de-rating up to stated Special calculation needed
reference conditions if following values are
(Tropic) exceeded
Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)
Ambient pressure ≥ 100 kPa (1 bar) 90 kPa

Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)
Intake pressure before compressor ≥ -20 mbar 1)
-40 mbar 1)
Exhaust gas back pressure after turbocharger ≤ 30 mbar 1) 60 mbar 1)
1)
Overpressure
Table 4: De-rating – Limits of ambient conditions.
2014.05.19
MAN Diesel & Turbo
3700361-1.0
Page 3 (3) Power, outputs, speed B 10 01 1
L23/30DF
2) De-rating due to ambient conditions and nega- ▪ any requirements of MAN Diesel & Turbo men-
tive intake pressure before compressor or tioned in the Project Guide can not be kept
exhaust gas back pressure after turbocharger.
a Correction factor for ambient conditions

Tx Air temperature before turbocharger [K] being
considered (Tx = 273 + tx)
U Increased negative intake pressure before
compressor leeds to a de-rating, calculated
as increased air temperature before turbo-
charger
U = (-20mbar – pAir before compressor [mbar]) x 0.25K/

mbar
with U ≥ 0
O Increased exhaust gas back pressure after

turbocharger leads to a de-rating, calculated
as increased air temperature before turbo-
charger:
O = (PExhaust after turbine [mbar] – 30mbar) x 0.25K/

mbar
with O ≥ 0
Tcx Cooling water temperature inlet charge air

cooler (LT-stage) [K] being considered (Tcx =
273 + tcx)
T Temperature in Kelvin [K]

t Temperature in degree Celsius [°C]
3) De-rating due to special conditions or

demands. Please contact MAN Diesel & Turbo,
if:
▪ limits of ambient conditions mentioned in "Table
4 De-rating – Limits of ambient conditions" are
exceeded
▪ higher requirements for the emission level exist
▪ special requirements of the plant for heat recov-
ery exist
▪ special requirements on media temperatures of
the engine exist
2014.05.19
MAN Diesel & Turbo
3700399-5.0
Page 1 (5) General description B 10 01 1
L23/30DF
General running of the engine. Sealing for the cooling water
is obtained by means of rubber rings which are fit-
The engine is a turbocharged, single-acting, four- ted in grooves machined in the liner.
stroke diesel engine of the trunk piston type with a
cylinder bore of 225 mm and a stroke of 300 mm, Cooling water is supplied at the bottom of the cool-
the crankshaft speed is 720, 750 or 900 rpm. ing water space between the liner and the engine
frame and leaves through bores in the top of the
The engine can be delivered as an in-line engine frame to the cooling water jacket.
with 5 to 8 cylinders.
Cylinder head
Engine frame
The cylinder head is of cast iron, made in one piece.
The engine frame which is made of cast iron is a It has a central bore for the fuel injection valve and
monobloc design incorporating the cylinder bloc, bores for two exhaust valves, two inlet valves, indi-
the crankcase and the supporting flanges. cator valve and cooling water.
The charge air receiver, the cooling water jackets The cylinder head is tightened by means of 4 nuts
and the housing for the camshaft and drive are also and 4 studs, which are screwed into the engine
integral parts of this one-piece casting. frame. The nuts are tightened by means of hydraulic
The main bearings for the underslung crankshaft jacks.
are carried in heavy supports in the frame plating The cylinder head has a screwed-on coaming
and are secured by bearing caps. To ensure strong which encloses the valves. The coaming is closed
and sturdy bedding of the caps, these are provided with a top cover and thus provides an oil tight
with side guides and held in place by means of enclosure for the valve gear.
studs with hydraulically tightened nuts. The main
bearings are equipped with replaceable shells which
are fitted without scraping. Air inlet and exhaust valves
The crankshaft guide bearing is located at the fly- The inlet and exhaust valve spindles are different.
wheel end of the engine. The valves are made of heat-resistant material.
On the sides of the frame there are covers for Hard metal is welded on to the valve spindle seats.
access to the camshaft, the charge air receiver and The valve spindles are fitted with valve rotators
crankcase. Some of the covers are fitted with relief which turn the spindles a little each time the valves
valves which will act, if oil vapours in the crankcase open.
should be ignited, for instance in the event of a hot
The cylinder head is equipped with replaceable seat
bearing.
rings for inlet and exhaust valves.
The valve seat rings for inlet and exhaust valves are
Base frame
different due to dual fuel running.
The engine and alternator are mounted on a com-
The seat rings are made of heat-resistant steel,
mon base frame. The rigid base frame construction
hardened on the seating surface and water cooled
can be embedded directly on the engine seating or
in order to assure low valve temperature and
flexibly mounted.
increased overhaul intervals.
The engine part of the base frame acts as lubricat-
ing oil reservoir.
Valve actuating gear
The rocker arms are actuated through rollers, roller
Cylinder liner
guides and push rods. The roller guides for fuel
The cylinder liner is made of fine grained, pearlite pump and for inlet and exhaust valves are mounted
cast iron and fitted in a bore in the engine frame. in one common housing for each cylinder. This
The liner is clamped by the cylinder head and is gui- housing is bolted to the engine frame.
ded by a bore at the bottom of the cooling water
Each rocker arm activates two spindles through a
space of the engine frame. The liner can thus
spring-loaded valve bridge with thrust screws and
expand freely downwards when heated during the
adjusting screws for valve clearance.
2015.05.07
MAN Diesel & Turbo
3700399-5.0
B 10 01 1 General description Page 2 (5)
L23/30DF
The valve actuating gear is pressure-feed lubricated Nitrogen purging system
from the centralized lubricating system of the
engine. A non-return valve blocks the oil inlet to the In the end of the gas pipe installed on all cylinder
rocker arms during prelubricating. heads, is installed a nitrogen purging valve, which
will open to purge the gas pipe’s/part’s if a gas
leakage should appear.
Fuel injection system
The engine is provided with one fuel injection pump, Piston
an injection valve, and a high pressure pipe for each
cylinder. The piston, which is oil-cooled and of the compo-
site type, has a body made of nodular cast iron and
The injection pump is mounted on the valve gear a crown made of forged deformation resistant steel.
housing by means of two screws. The pump con- It is fitted with 3compression rings and 1 oil scraper
sists of a pump housing, a centrally placed pump ring in hardened ring grooves.
barrel and a plunger. The pump is activated by the
fuel cam, and the volume injected is controlled by
turning the plunger.
The fuel injection valve is located in a valve sleeve in
the center of the cylinder head. The opening of the
valve is controlled by the fuel oil pressure, and the
valve is closed by a spring.
The high pressure pipe which is led through a bore
in the cylinder head is surrounded by a shielding
tube.
The shielding tube has two holes in order to ensure
that any leakage will be drained off to the cylinder
head bore. The bore is equipped with drain channel
and pipe.
The complete injection equipment inclusive injection
pumps, high pressure and low pressure pipes is Figure 4: Piston
well enclosed behind removable covers.
By the use of compression rings with different bar-
Gas injection equipment relshaped profiles and chrome-plated running surfa-
ces, the piston ring pack is optimized for maximum
Each Cylinder unit has its own injection equipment, sealing effect and minimum wear rate.
comprising injection valve “SOGAV valve” , casted
gas valve housing and injection pipe. The piston has a cooling oil space close to the pis-
ton crown and the piston ring zone. The heat trans-
The gas supply parts and gas valve housing is fer, and thus the cooling effect, is based on the
made as double walled parts, which mean that the shaker effect arising during the piston movement.
gas carrying pipes/parts has a pipe outside to catch The cooling medium is oil from the engine's lubri-
the gas if a leakage should appear. cating oil system.
The double walled pipe’s/part’s is connected to a Oil is supplied to the cooling oil space through
suction fan which are venting the room between channels from the oil grooves in the piston pin
inner pipe and outer pipe, and a gas detector is bosses. Oil is drained from the cooling oil space
mounted in the suction system to see if gas is through ducts situated diametrically to the inlet
present. channels.
If gas is present the gas will be shut off and the
nitrogen purging system will purge all the gas The piston pin is fully floating and kept in position in
equipment. the axial direction by two circlips.
The quantity injected into each cylinder is regulated
by the electrical system SACOS.
2015.05.07
MAN Diesel & Turbo
3700399-5.0
L23/30DF
Camshaft and camshaft drive
Connecting rod The inlet and exhaust valves as well as the fuel
The connecting rod is die-forged. The big-end has pumps of the engine are actuated by a camshaft.
an inclined joint in order to facilitate the piston and The camshaft is placed in the engine frame at the
connecting rod assembly to be withdrawn up control side (left side, seen from the flywheel end).
through the cylinder liner. The joint faces on con- The camshaft is driven by a gear wheel on the
necting rod and bearing cap are serrated to ensure crankshaft through an intermediate wheel, and
precise location and to prevent relative movement rotates at a speed which is half of that of the crank-
of the parts. shaft.
The connecting rod has bored channels for supply The camshaft is located in bearing bushes which
of oil from the big-end to the small-end. are fitted in bores in the engine frame. Each bearing
The big-end bearing is of the trimetal type coated is replaceable and locked in position in the engine
with a running layer. frame by means of a locking screw.
The bearing shells are of the precision type and are A guidering mounted at the flywheel end guides the
therefore to be fitted without scraping or any other camshaft in the longitudinal direction.
kind of adaption. Each section is equipped with fixed cams for opera-
The small-end bearing is of trimetal type and is tion of fuel pump, air inlet valve and exhaust valve.
pressed into the connecting rod. The bush is equip- The foremost section is equipped with a splined
ped with an inner circumferential groove, and a shaft coupling for driving the fuel oil feed pump (if
pocket for distribution of oil in the bush itself and for mounted). The gear wheel for driving the camshaft
supply of oil to the pin bosses. as well as a gear wheel connection for the governor
drive are screwed on to the aftmost section.
Crankshaft and main bearings The lubricating oil pipes for the gear wheels are
The crankshaft, which is a one-piece forging, is sus- equipped with nozzles which are adjusted to apply
pended in underslung bearings. The main bearings the oil at the points where the gear wheels are in
are of the trimetal type, which are coated with a mesh.
running layer. To attain a suitable bearing pressure
and vibration level the crankshaft is provided with Governor
counterweights, which are attached to the crank-
The engine speed is controlled by an electric gover-
shaft by means of two screws.
nor.
At the flywheel end the crankshaft is fitted with a
gear wheel which through an intermediate wheel
Monitoring and control system
drives the camshaft.
Also fitted here is a coupling flange for connection All media systems are equipped with thermometers
of a generator. At the opposite end (front end) there and manometers for local reading and for the most
is a claw-type coupling for the lub. oil pump or a essential pressures the manometers are together
flexible gear wheel connection for lub. oil and water with tachometers centralized in an engine-mounted
pumps. instruments panel.
Lubricating oil for the main bearings is supplied The number of and type of parameters to have
through holes drilled in the engine frame. From the alarm function are chosen in accordance with the
main bearings the oil passes through bores in the requirements from the classification societies.
crankshaft to the big-end bearings and hence The engine has as standard shutdown functions for
through channels in the connecting rods to lubricate lubricating oil pressure low, cooling water tempera-
the piston pins and cool the pistons. ture high and for overspeed.
2015.05.07
MAN Diesel & Turbo
3700399-5.0
B 10 01 1 General description Page 4 (5)
L23/30DF
The compressed air system comprises a main start-
Turbocharger system ing valve, an air strainer, a remote controlled start-
ing valve and an emergency starting valve which will
The turbocharger system of the engine, which is a make it possible to start the engine in case of a
constant pressure system, consists of an exhaust power failure.
gas receiver, a turbocharger, a charging air cooler
and a charging air receiver, the latter being intergra-
ted in the engine frame.
Fuel oil system
The turbine wheel of the turbocharger is driven by The built-on fuel oil system consists of the fuel oil fil-
the engine exhaust gas, and the turbine wheel ter and the fuel injection system.
drives the turbocharger compressor, which is The fuel oil filter is a duplex filter. The filter is equip-
mounted on the common shaft. The compressor ped with a three-way cock for single or double
draws air from the engine room, through the air fil- operation of the filters.
ters. Fuel oil leakage is led to a leakage alarm which is
The turbocharger presses the air through the charg- heated by means of fuel return oil.
ing air cooler to the charging air receiver. From the The fuel leak oil can be reused and led to the fuel oil
charging air receiver, the air flows to each cylinder, tank as it not are mixed with the waste oil.
through the inlet valves.
As mentioned above the waste oil is separated from
The charging air cooler is a compact tube-type leak oil, and led to the waste oil tank.
cooler with a large cooling surface. The cooling
water is passed twice through the cooler, the end
covers being designed with partitions which cause Internal nozzle cooling system
the cooling water to turn. The nozzles of the injection valves on the engines
The cooling water tubes are fixed to the tube plates are temperature controlled by means of a circuit
by expansion. containing the engines lubricating oil as media.
From the exhaust valves, the exhaust is led through The system maintains a nozzle surface temperature
a water cooled intermediate piece to the exhaust low enough to prevent formation of carbon trum-
gas receiver where the pulsatory pressure from the pets on the nozzle tips during high load operation
individual exhaust valves is equalized and passed to and high enough to avoid cold corrosion during
the turbocharger as a constant pressure, and fur- idling or low-load operation.
ther to the exhaust outlet and silencer arrangement.
The exhaust gas receiver is made of pipe sections, Lubricating oil system
one for each cylinder, connected to each other, by All moving parts of the engine are lubricated with oil
means of compensators, to prevent excessive circulating under pressure.
stress in the pipes due to heat expansion.
The lubricating oil pump is of the gear wheel type
In the cooled intermediate piece a thermometer for with built-in pressure control valve. The pump
reading the exhaust gas temperature is fitted and draws the oil from the sump in the base frame, and
there is also possibility of fitting a sensor for remote on the pressure side the oil passes through the
reading. lubricating oil cooler and the filter which both are
To avoid excessive thermal loss and to ensure a mounted on the engine.
reasonably low surface temperature the exhaust Cooling is carried out by the low temperature cool-
gas receiver is insulated. ing water system and the temperature regulating is
made by a thermostatic 3-way valve on the oil side.
Compressed air system The engine is as standard equipped with an electri-
The engine is started by means of a built-on air cally driven prelubricating pump.
starter.
Cooling water system
The cooling water system consists of a low temper-
ature system and a high temperature system.
2015.05.07
MAN Diesel & Turbo
3700399-5.0
L23/30DF
The water in the low temperature system is passed
through the charge air cooler and the lubricating oil
cooler, and the alternator if the latter is water
cooled.
The low temperature system is normally cooled by
fresh water.
The high temperature cooling water system cools
the engine cylinders and the cylinder head. The high
temperature system is always cooled by fresh
water.
Tools
The engine can be delivered with all necessary tools
for the overhaul of each specific plant.
2015.05.07
MAN Diesel & Turbo
3700422-3.0
Page 1 (1) Main particulars B 10 01 1
L23/30DF
Main particulars
Cycle : 4-stroke
Configuration : In-line
Cyl. nos available : 5-6-7-8
Power range : 625 - 1200 kW
Speed : 720/750/900 rpm
Bore : 225 mm
Stroke : 300 mm
Stroke/bore ratio : 1.33 : 1
Piston area per cyl. : 398 cm2
swept volume per cyl. : 11.9 ltr
Compression ratio : TBD
Max. design combustion pressure : 145 bar*
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : MGO (DMA, DMZ)
according ISO8217-2010
Gas/Fuel ratio:
at load 20-100% : 99/1
Gas methane number : ≥ 80
Power lay-out MCR version
Speed rpm 720 750 900
Mean piston speed m/sec. 7.2 7.5 9.0
Mean effective pressure bar 17.5 16.8 16.8
Power per cylinder kW per cyl. 125 125 150
* For L23/30H-900 rpm version a pressure of 150 bar measured at the indicator cock correspond to 145 bar in the com-
bustion chamber
These values are general.

For specific values, please see the acceptance test protocol.
2016.01.05 - Tier III

MAN Diesel & Turbo
3700488-2.0
Page 1 (2) Dimensions and weights B 10 01 1
L23/30DF
Dimensions
Cyl. no A (mm) B (mm) * C (mm) H (mm) ** Dry weight

GenSet (t)
5 cyl. engine 3469 2202 5671 2749 17.3

(720/750 rpm
6 cyl. engine 3839 2252 6091 2749 19.0
(720/750 rpm)
6 cyl. engine 3839 2252 6091 2749 19.2
(900 rpm)
7 cyl. engine 4209 2302 6511 2749 21.4
(720/750 rpm)
7 cyl. engine 4276 2302 6578 2749 21.4
(900 rpm)
8 cyl. engine 4579 2352 6931 2749 23.3
(720/750 rpm)
8 cyl. engine 4896 2352 7248 2749 23.4
(900 rpm)
Free passage between the engines, width 600 mm and height 2000 mm
Distance between engines - see page 2
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to change without prior notice.
2016.09.28
MAN Diesel & Turbo
3700488-2.0
B 10 01 1 Dimensions and weights Page 2 (2)
L23/30DF
Distance between engines
2016.09.28
MAN Diesel & Turbo
3700448-7.0
Page 1 (1) Centre of gravity B 10 01 1
L23/30H, L23/30S, L23/30DF

Description
cyl. no X (mm) Z (mm)

5 cyl. engine 2460 855
X= Horizontal - measured from base frame front

Z= Vertical - measured from base frame bottom
The values here are based on a standardized alternator model
The actual values will depend on the alternator chosen, and other plant specification
2016.02.11 - monocoque
MAN Diesel & Turbo
3700455-8.0
Page 1 (2) Overhaul areas B 10 01 1
L23/30H, L23/30S, L23/30DF

Dismantling height for piston
cyl. no H1 (mm) H2 (mm) H3 (mm)

5- 8 cyl. engine 2768 3247 3469
H1: For dismantling of piston and connecting rod at the camshaft side
H2: For dismantling of piston and connecting rod passing the alternator (Remaining cover not removed)
H3: For dismantling of piston and connecting rod passing the turbocharger
If lower dismantling height is required, special tools can be delivered. See also B 10 01 1, Low dismantling height
MAN Diesel & Turbo
3700455-8.0
B 10 01 1 Overhaul areas Page 2 (2)
L23/30H, L23/30S, L23/30DF
Dismantling space
Is must be considered that there is sufficient space for pulling the charge air cooler element, air filter on the
turbocharger, lubricating oil cooler, lubricating oil filter cartridge and bracing bolt.
Figure 5: Overhaul areas for charge air cooler element, turbocharger filter element, lubricating oil cooler, lubricating oil filter cartridge and
bracing bolt
MAN Diesel & Turbo
1631462-8.0
Page 1 (1) Low dismantling height B 10 01 1
L23/30H, L23/30DF, L23/30S

Space requirements
Figure 6: Minimum dismantling height of pistons only with special tools.
Figure 7: Minimum lifting height of cylinder liner only with special tools.
2014.05.21
MAN Diesel & Turbo
1607566-7.2
Page 1 (1) Engine rotation clockwise B 10 11 1
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Engine rotation clockwise
2014.05.19
MAN Diesel & Turbo
B 11 Fuel oil system
Page 1 (1) B 11 Fuel oil system
2016-10-27 - en
MAN Diesel & Turbo
3700429-6.1
Page 1 (3) Internal fuel oil system B 11 00 0
L23/30DF
Internal fuel oil system
Figure 8: Diagram for internal fuel oil system (for guidance only, please see the plant specific engine diagram)
▪ gas injection equipment
Pipe description ▪ nitrogen purging system
A1 Fuel oil inlet DN20 ▪ an internal nozzle cooling system

▪ a waste oil system
A2 Fuel oil outlet DN20
A3A Clean leak oil to service tank DN15
Fuel oil system
A3B Waste oil outlet to sludge tank DN15
The fuel oil is delivered to the injection pumps by
A11 Gas inlet DN80 means of an external feed pump through an exter-
R3 Inert gas (purge) inlet, 6 bar (g) DN25 nal safety filter.
The safety filter is a duplex filter of the split type with
Table 5: Flange connections are as standard according to DIN a filter fineness of 25 microns (sphere passing
2501 mesh). The filter is equipped with a common three-
way cock for manual change of both the inlet and
outlet side.
General
The internal built-on fuel oil system as shown in fig 1
consists of the following parts:
▪ the running-in filter
▪ the high-pressure injection equipment
2016.01.20
MAN Diesel & Turbo
3700429-6.1
B 11 00 0 Internal fuel oil system Page 2 (3)
L23/30DF
It maintains the engine speed at the preset value by
Running-in filter a continuous positioning of the fuel pump racks, via
a common regulating shaft and spring-loaded link-
The running-in filter has a fineness of 50 microns ages for each pump.
(sphere passing mesh) and is placed in the fuel inlet
The injection valve is for "deep" building-in to the
pipe. Its function is to remove impurities in the fuel
centre of the cylinder head.
pipe between safety filter and the engine in the run-
ning-in period.
Note: The filter must be removed before ship deliv-
Fuel oil injection valve
ery or before handling over to the customer. The joint surface between the nozzle and holder is
It is adviced to install the filter every time the extern machine-lapped to make it oil-tight.
fuel pipe system has been dismantled, but it is The fuel injector is mounted in the cylinder head by
important to remove the filter again when the extern means of the integral flange in the holder and two
fuel oil system is considered to be clean for any studs with distance pieces and nuts.
impurities. A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
Fuel injection equipment valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
Each cylinder unit has its own set of injection equip-
the bottom rubber sealing ring for leak oil.
ment, comprising injection pump, high-pressure
pipe and injection valve.
The injection equipment and the distribution supply
Fuel oil high pressure pipe
pipes are housed in a fully enclosed compartment The high-pressure pipe between fuel injection pump
thus minimizing heat losses from the preheated fuel. and fuel injector is a shielded pipe with coned pipe
This arrangement reduces external surface temper- ends for attachment by means of a union nut, and a
atures and the risk of fire caused by fuel leakage. nipple nut, respectively.
The high-pressure pipe is led through a bore in the
Fuel oil injection pump cylinder head, in which it is surrounded by a shield-
ing tube, also acting as union nut for attachment of
The fuel oil injection pump is installed on the roller the pipe end to the fuel injector.
guide housing directly above the camshaft, and it is
The shielding tube has two holes in order to ensure
activated by the cam on the camshaft through roller
that any leakage will be drained off to the cylinder
guides fitted in the roller guide housing.
head bore. The bore is equipped with drain channel
The injection amount of the pump is regulated by and pipe.
transversal displacement of a toothed rack in the
The shielding tube is supported by a sleeve, moun-
side of the pump housing.
ted in the bore with screws.
By means of a gear ring, the pump plunger with the
The sleeve is equipped with O-rings in order to seal
two helical millings, the cutting-off edges, is turned.
the cylinder head bore.
Hereby the length of the pump stroke is specified
when the plunger closes the inlet holes until the cut-
ting-off edges again uncover the holes. Gas injection equipment
The release of high pressure through the cutting-off Each Cylinder unit has its own injection equipment,
edges presses the oil with great force against the comprising injection valve “SOGAV valve” , casted
wall of the pump housing. At the spot, two gas valve housing and injection pipe.
exchangeable plug screws are mounted. The gas supply parts and gas valve housing is
The amount of fuel injected into each cylinder unit is made as double walled parts, which mean that the
adjusted by means of the governor. gas carrying pipes/parts has a pipe outside to catch
the gas if a leakage should appear.
2016.01.20
MAN Diesel & Turbo
3700429-6.1
Page 3 (3) Internal fuel oil system B 11 00 0
L23/30DF
The double walled pipe’s/part’s is connected to a should be arranged continuously sloping. The tank
suction fan which are venting the room between and the pipes must be heated and insulated, unless
inner pipe and outer pipe, and a gas detector is the installation is designed for operation exclusively
mounted in the suction system to see if gas is on MDO/MGO.
present. The leak fuel piping should be fully closed to pre-
If gas is present the gas will be shut off and the vent dirt from entering the system.
nitrogen purging system will purge all the gas
equipment.
Sludge tank
The quantity injected into each cylinder is regulated
by the electrical system SACOS. In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
Nitrogen purging system water may spill in the hot box of the engine. The
In the end of the gas pipe installed on all cylinder spilled liquids are collected and drained by gravity
heads, is installed a nitrogen purging valve, which from the engine through the dirty fuel connection.
will open to purge the gas pipe’s/part’s if a gas Waste and leak oil from the hot box is drained into
leakage should appear. the sludge tank.
The tank and the pipes must be heated and insula-
Internal nozzle cooling system ted, unless the installation is designed for operation
The nozzles of the injection valves on the engines exclusively on MDO/MGO.
are temperature controlled by means of a circuit
from the engines lubricating oil system. Optionals
The system maintains a nozzle surface temperature Besides the standard components, the following
low enough to prevent formation of carbon trum- standard optionals can be built-on:
pets on the nozzle tips during high load operation
and high enough to avoid cold corrosion during ▪ Pressure differential alarm high
idling or low-load operation. – PDAH 43-40 Fuel oil, inlet and outlet filter
▪ Pressure differential transmitting
Waste oil system – PDT 43-40 Fuel oil, inlet and outlet filter
Clean leak oil from the fuel injection valves, fuel ▪ Pressure alarm low
injection pumps and high-pressure pipes, is led to
the fuel leakage alarm unit, from which it is drained – PAL 40 Fuel oil, inlet fuel oil pump
into the clean leak fuel oil tank. ▪ Pressure transmitting
The leakage alarm unit consists of a box, with a – PT40 Fuel oil, inlet fuel oil pump
float switch for level monitoring. In case of a leak-
▪ Temperature element
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led – TE40 Fuel oil, inlet fuel oil pump
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage Data
even for high-viscous waste/leak oil.
For pump capacities, see "D 10 05 0 List of capaci-
Waste and leak oil from the hot box is drained into ties"
the sludge tank.
Fuel oil consumption for emissions standard is sta-
ted in "B 11 01 0 Fuel oil consumption for emis-
Clean leak fuel tank sions standard"
Clean leak fuel is drained by gravity from the engine. Set points and operating levels for temperature and
The fuel should be collected in a separate clean pressure are stated in "B 19 00 0 operation data &
leak fuel tank, from where it can be pumped to the set points"
service tank and reused without separation. The
pipes from the engine to the clean leak fuel tank
2016.01.20
MAN Diesel & Turbo 010.000.023-01
Specification of gas oil/diesel oil (MGO)
D010.000.023-01-0001
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel oils that satisfy specification NATO F-75 or F-76 may be used.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2012 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Biodiesel content (FAME) % (v/v) EN 14078 not permissible
Cetane index - ISO 4264 ≥ 40
Other specifications:
2016-02-10 - de
British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
General
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015
D010.000.023-01-0001 EN 1 (2)
010.000.023-01 MAN Diesel & Turbo
D010.000.023-01-0001
Additional information
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Analyses
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
2016-02-10 - de
General
2 (2) D010.000.023-01-0001 EN
MAN Diesel & Turbo B 11 00 0
Specification of natural gas

Gas types and gas quality
Natural gas is obtained from a wide range of sources. They can be differenti-
ated not only in terms of their composition and processing, but also their
energy content and calorific value.
Combustion in engines places special demands on the quality of the gas
composition.
The following section explains the most important gas properties.
Requirements for natural gas The gas should:
▪ comply with the general applicable specifications for natural gas, as well
as with specific requirements indicated in the table Requirements for nat-
ural gas.
▪ be free of dirt, dry and cooled (free of water, hydrocarbon condensate
and oil) when fed to the engine. If the dirt concentration is higher than 50
mg/Nm3, a gas filter must be installed upstream of the supply system.
You can check the gas quality using a gas analyser.
Measures In the gas distribution systems of different cities that are supplied by a central
natural gas pipeline, if not enough natural gas is available at peak times, a
mixture of propane, butane and air is added to the natural gas in order to
keep the calorific value of Wobbe index constant. Although this does not
actually change the combustion characteristics for gas burners in relation to
natural gas, the methane number is decisive in the case of turbocharged gas
engines. It falls drastically when these kind of additions are made.
To protect the engine against damage in such cases, the MAN Diesel &
Turbo gas engines are provided with antiknock control.
Methane number The most important prerequisite that must be met by the gas used for com-
bustion in the gas engine is knock resistance. The reference for this evalua-
tion is pure methane which is extremely knock-resistant and is therefore the
name used for the evaluation basis:
▪ Methane number (MN)
Pure methane contains the methane number 100; hydrogen was chosen as
the zero reference point for the methane number series as it is extremely
prone to knocking. See the table titled Anti-knocking characteristic and
methane number.
However, pure gases are very rarely used as fuel in engines. These are nor-
mally natural gases that also contain components that are made up of high-
quality hydrocarbons in addition to knock-resistant methane and often signifi-
cantly affect the methane number. It is clearly evident that the propane and
butane components of natural gas reduce the anti-knock characteristic. In
contrast, inert components, such as N2 and CO2, increase the anti-knock
characteristic. This means that methane numbers higher than 100 are also
possible.
Anti-knock characteristic of
2015-11-04 - en
Gas Methane number (MN)

different gases expressed as
Description
Hydrogen 0.0
3700388-7.0
methane number (MN).

N-butane 99 % 2.0
Butane 10.5
Butadiene 11.5
2014.12.19 1 (3)
L28/32DF; L23/30DF EN
B 11 00 0 MAN Diesel & Turbo
Gas Methane number (MN)

Ethylene 15.5
β-butylene 20.0
Propylene 20.0
Isobutylene 26.0
Propane 35.0
Ethane 43.5
Carbon monoxide 73.0
Natural gas 70.0 – 96.0
Natural gas + 8% N2 92.0
Natural gas + 8% CO2 95.0
Pure methane 100.0

Natural gas + 15% CO2 104.4
Natural gas + 40% N2 105.5

Table 1: Anti-knock characteristic and methane number
Determining the methane MAN Diesel & Turbo can determine the gas methane number with high preci-
number sion by analyzing the gas chemistry.
The gas analysis should contain the following components in vol. % or mol
%:
Carbon dioxide CO2
Nitrogen N2
Oxygen O2
Hydrogen H2
Carbon monoxide CO
Water H2O
Hydrogen sulphide H2S
Methane CH4
Ethane C2H6
Propane C3H8
I-butane I-C4H10
N-butane n-C4H10
Higher hydrocarbons
Ethylene C2H4
2015-11-04 - en
Propylene C3H6
Description
3700388-7.0
The sum of individual components must be 100 %.
2 (3) 2014.12.19
L28/32DF; L23/30DF EN
Gas mol %

CH4 94.80
C2H6 1.03
C3H8 3.15
C4H10 0.16
C5H12 0.02
CO2 0.06
N2 0.78
Table 2: Exemplary composition natural gas MN 80
Fuel specification for natural gas

The fuel at the inlet of the gas engine's gas valve unit must match the follow-
ing specification.
Fuel Natural gas
Unit Value
Hydrogen sulphide content (H2S) max. mg/Nm 3
5
Total sulphur content max. mg/Nm3 8

Hydrocarbon condensate mg/Nm3 not permissible at engine
inlet
Humidity mg/Nm3 200 (max. operating pres-
sure
≤ 10 bar)
mg/Nm3
50 (max. operating pressure
> 10 bar)
Condensate not permissible
Particle concentration max. mg/Nm 3
50
Particle size max. μm 10
Total fluorine content max. mg/Nm3 5
Total chlorine content max. mg/Nm3 10
Table 3: Requirements for natural gas
One Nm3 is the equivalent to one cubic metre of gas at 0 °C and 101.32
kPa.
Fuel conditions
Fuel conditions
Type of gas natural gas

Methane no. ≥ 80
2015-11-04 - en
Gas fuel LHV 38000 kJ/kg

Description
3700388-7.0
Pilot fuel DMA or DMZ

Liquid fuel LHV 42700 kJ/kg
Table 4: Fuel conditions
2014.12.19 3 (3)
L28/32DF; L23/30DF EN
MAN Diesel & Turbo
1699177-5.1 Guidelines regarding MAN Diesel & Turbo GenSets
Page 1 (1) B 11 00 0
operating on low sulphur fuel oil
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

V28/32S-DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L23/30DF
When operating on MDO/MGO a larger leak oil
General
amount from fuel oil injection pumps and fuel oil
Exhaust emissions from marine diesel engines have injection valves can be expected compared to oper-
been the focus of recent legislation. Apart from ation on HFO.
nitrous oxides (NOx), sulphur oxides (SOx) are con-
sidered to be the most important pollution factor. A In order to carry out a quick change between HFO
range of new regulations have been implemented and MDO/MGO the change over should be carried
and others will follow (IMO, EU Directive, and out by means of the valve V1-V2 installed in front of
CARB). These regulations demand reduction of the engine.
SOx emissions by restricting the sulphur content of For the selection of the lubricating oil the same
the fuel. That is to say sulphur limits for HFO as well applies as for HFO. For temporary operation on dis-
as mandatory use of low sulphur distillate fuels for tillate fuels including low sulphur distillates nothing
particular applications. This guideline covers the has to be considered. A lubricating oil suitable for
engine related aspects of the use of such fuels. operation on diesel fuel should only be selected if a
distillate fuel is used continuously.
Low sulphur HFO
From an engine manufacturer’s point of view there
is no lower limit for the sulphur content of HFO. We
have not experienced any trouble with the currently
available low sulphur HFO, that are related to the
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are
applied for the production of low sulphur HFO
(desulphurization, uncommon blending compo-
nents). MAN Diesel & Turbo will monitor develop-
ments and inform our customers if necessary.
If the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be
selected according to the highest sulphur content
of the fuels in operation.
Low sulphur distillates

In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occa-
sionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not
cause problems, but please notice the following
restrictions:
In order to avoid seizure of the fuel oil injection
pump components the viscosity at engine fuel oil
inlet must be > 2 cSt. In order achieve this it may be
necessary to install a fuel oil cooler, when the
engine is running on MGO. This is both to ensure
correct viscosity and avoid heating up the service
tank, which is important as the fuel oil injection
pumps are cooled by the fuel.
2015.11.27
Calculation of specific fuel oil consumption (SFOC)

General
Figure describes the standardized calculation order for conversion of SFOC
from Reference condition (ISO) to Site/FAT condition, and from Site/FAT con-
dition to Reference condition (ISO).
Following description is focussed on how to calculate a conversion from

site/FAT condition to reference condition ISO.
2015-09-10 - en
Description
3700405-6.1
1 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
Fuel consumption (kg/h):

Fuel oil consumption is measured by a measuring tank. Recommended is
that a recently calibrated electronic weight is measuring the fuel consump-
tion. Measuring time should minimum have duration of 10 minutes. Values
are stated in kg/h.
The leakage oil (kg/h) is measured over minimum 10 min and subtracted
from measured fuel consumption.
Leak oil
Please find below diagram for different engine types running on MGO.
The mentioned values are measured under controlled condition on a test bed
using new fuel injection pump / fuel injection valve, and taking into considera-
tion that temperature, viscosity, clearance, oil condition, oil quality etc can
differ and thereby affect the leak oil amount.
Tolerance of the values is +/-25%.
2015-09-10 - en
Figure 1: Leak oil on full load for MGO operation (for guidance only)
Description
3700405-6.1
2 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN

1) Safety tolerance 5%
Safety tolerance 5% is subtracted from fuel consumption
2) Correction for ambient (β-calculation)

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal
combustion engines – Performance, Part 1: Declarations of power, fuel and
lubricating oil consumptions, and test methods – Additional requirements for
engines for general use” MAN Diesel & Turbo specifies the method for recal-
culation of fuel consumption dependent on ambient conditions for 1-stage
turbocharged engines as follows:
The formula is valid within the following limits:

+ Ambient air temperature 5°C – 55°C
+ Charge air temperature before cylinder 25°C – 75°C
+ Ambient air pressure 0.885 bar – 1.030 bar
β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder,
see »Reference conditions« in »Fuel oil consumption for emissions standard
«.
Legend Reference Site/FAT

Specific fuel consumption [g/kWh] br bx
Ambient air temperature [°C] tr tx
Charge air temperature before cylinder [°C] tbar tbax
Ambient air pressure [bar] pr px

2015-09-10 - en
Example
Description
3700405-6.1
Reference values:
br = 200 g/kWh, tr = 25°C, tbar = 40°C, pr = 1.0 bar
At site:
tx = 45°C, tbax = 50°C, px = 0.9 bar
3 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
3) Correction for lower calorific value (LCV)

Whenever LCV value rise 427 kJ/kg the SFOC will be reduced with 1%
4) Correction for engine mounted pumps

Engine type L16/24, L21/31,
L27/38
Engine type L23/30H,

L28/32S, V28/32S
5) Correction for exhaust gas back pressure

Increased negative intake pressure before compressor leads to increased
fuel oil consumption, calculated as increased air temperature before turbo-
charger:
2015-09-10 - en
U = (-20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0

Description
3700405-6.1
Increased exhaust gas back pressure after turbine leads to increased fuel oil
consumption, calculated as increased air temperature before turbocharger:
O = (pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0
4 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN

Charge air blow-off for exhaust gas temperature control (ex. plants with cata-
lyst) leads to increased fuel oil consumption:
For every increase of the exhaust gas temperature by 1° C, due to activation
of charge air blow-off device, an addition of 0.05 g/kWh to be considered.
6) Correction for MGO (+2 g/kWh)

When engine is running MGO the fuel consumption can be increased by up
to +2 g/kWh due to lower energy content and longer injection duration.
SFOC can in some case also be reduced by inverted fuel values of MGO.
2015-09-10 - en
Description
3700405-6.1
5 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
MAN Diesel & Turbo
1689458-7.3
Page 1 (3) MDO / MGO cooler E 11 06 1
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L21/31S, L16/24S, L23/30S, L23/30DF, L27/38S, L28/32S
General
Figure 9: Fuel temperature versus viscosity.

In order to ensure a satisfactory hydrodynamic oil We recommend that the actual pump maker is con-
film between fuel injection pump plunger/barrel, tacted for advice.
thereby avoiding fuel injection pump seizures/stick-
ing, MAN Diesel & Turbo recommends to keep a Installation of MDO/MGO Cooler or
fuel oil viscosity at minimum 2.0 cSt measured at
the engine inlet. This limit has been used over the MDO/MGO Cooler & Chiller
years with good results and gives the required To be able to maintain the required viscosity at the
safety margin against fuel injection pump seizures. engine inlet, it is necessary to install a MDO/MGO
For some MGO´s viscosities below 2.0 cSt may be cooler in the fuel system (MDO/MGO cooler instal-
reached at temperatures above 35°C. As the fuel led just before the engine).
temperature increases during operation, it is impos- The advantage of installing the MDO/MGO cooler
sible to maintain this low temperature at the engine just before the engine is that it is possible to opti-
inlet without a MDO/MGO cooler. mise the viscosity regulation at the engine inlet.
In the worst case, a temperature of 60-65°C at the However, the viscosity may drop below 2.0 cSt at
engine inlet can be expected corresponding to a the circulating and other pumps in the fuel system.
viscosity far below 2.0 cSt. The consequence may The MDO/MGO cooler can also be installed before
be sticking fuel injection pumps or nozzle needles. the circulating pumps. The advantage in this case is
Also most pumps in the external system (supply that the viscosity regulation may be optimised for
pumps, circulating pumps, transfer pumps and feed both the engine and the circulating pumps.
pumps for the separator) already installed in existing It is not advisable to install the MDO/MGO cooler
vessels, need viscosities above 2.0 cSt to function just after the engine or after the Diesel oil service
properly. tank as this will complicate viscosity control at the
engine inlet. In case the MDO/MGO cooler is instal-
2016.03.03
MAN Diesel & Turbo
1689458-7.3
E 11 06 1 MDO / MGO cooler Page 2 (3)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L21/31S, L16/24S, L23/30S, L23/30DF, L27/38S, L28/32S
led after the service tank, the supply pumps will Engine type kW/cyl.
have to handle the pressure drop across the
L16/24 0.5
MDO/MGO cooler which cannot be recommended.
The cooling medium used for the MDO/MGO cooler L21/31 1.0
is preferably fresh water from the central cooling L27/38 1.5
water system.
L32/40 2.0
Seawater can be used as an alternative to fresh
L23/30H 0.75
water, but the possible risk of MDO/MGO leaking
into the sea water and the related pollution of the L28/32H 1.0
ocean, must be supervised. L28/32DF 1.0
The horizontal axis shows the bunkered fuel viscos-
V28/32S 1.0
ity in cSt at 40°C, which should be informed in the
bunker analysis report.
If the temperature of the MGO is below the upper Based on the fuel oils available in the market as of
blue curve at engine inlet, the viscosity is above 2.0 June 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuel
cSt. The black thick line shows the viscosity at ref- inlet temperature ≤ 40°C is expected to be sufficient
erence condition (40°C) according to ISO8217, to achieve 2.0 cSt at engine inlet (see fig 1).
marine distillates.
In such case, the central cooling water / LT cooling
Example: MGO with viscosity of 4.0 cSt at 40°C water (36°C) can be used as coolant.
must have a temperature below 55°C at engine inlet
For the lowest viscosity MGO´s and MDO´s, a water
to ensure a viscosity above 3.0 cSt.
cooled MGO/MGO cooler may not be enough to
Example: MGO with a viscosity of 5.0 cSt at 40°C is sufficiently cool the fuel as the cooling water availa-
entering the engine at 50°C. The green curves ble onboard is typically LT cooling water (36°C).
show that the fuel enters the engine at approxi-
In such cases, it is recommended to install a so-
mately 4.0 cSt.
called “Chiller” that removes heat through vapour-
Example: MGO with a viscosity of 2.0 cSt at 40°C compression or an absorption refrigeration cycle
needs cooling to 18°C to reach 3.0 cSt. (see fig 2).
The following items should be considered before
specifying the MDO/MGO cooler :
▪ The flow on the fuel oil side should be the same
as the capacity of the fuel oil circulating pump
( see D 10 05 0, List of Capacities )
▪ The fuel temperature to the MDO/MGO cooler
depends on the temperature of the fuel in the
service tank and the temperature of return oil
from the engine(s)
▪ The temperature of the cooling medium inlet to
the MDO/MGO cooler depends on the desired
fuel temperature to keep a minimum viscosity of
2.0 cSt
▪ The flow of the cooling medium inlet to the
MDO/MGO cooler depends on the flow on the
fuel oil side and how much the fuel has to be
cooled
The frictional heat from the fuel injection pumps,
which has to be removed, appears from the table
below.
2016.03.03
MAN Diesel & Turbo
1689458-7.3
Page 3 (3) MDO / MGO cooler E 11 06 1
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L21/31S, L16/24S, L23/30S, L23/30DF, L27/38S, L28/32S
Figure 10: Chiller.
2016.03.03
MAN Diesel & Turbo
B 12 Lubricating oil
system B 12 Lubricating oil system
Page 1 (1)
2016-10-27 - en
MAN Diesel & Turbo
3700430-6.0
Page 1 (3) Internal lubricating oil system B 12 00 0
L23/30DF
Internal lubricating oil system
Figure 11: Diagram for internal lubricating oil system (for guidance only, please see the plant specific engine diagram
The standard engine is equipped with built-on:
Pipe description ▪ Engine driven lubricating oil pump
C3 Lubricating oil from separator DN25 ▪ Lubricating oil cooler

▪ Lubricating oil thermostatic valve
C4 Lubricating oil to separator DN25
▪ Duplex full-flow depth filter
C13 Oil vapour discharge* DN50
▪ Pre-lubricating oil pump
C16 Lubricating oil supply DN25
▪ Centrifugal by-pass filter
C30 Venting of oil vapour from TC DN40
Table 6: Flange connections are as standard according to DIN Oil quantities

2501 The approximate quantities of oil necessary for a
new engine, before starting up are given in the
table, see "B 12 01 1 / 504.06 / 604.06 Lubricating
* For external pipe connection, please see Crank- Oil in Base Frame" (max. litre H3)
case ventilation, B 12 00 0/515.31.
If there are connected external, full-flow filters etc.,
the quantity of oil in the external piping must also be
General taken into account.
As standard the lubricating oil system is based on Max. velocity recommendations for external lubri-
wet sump lubrication. All moving parts of the engine cating oil pipes:
are lubricated with oil circulating under pressure in a
closed built-on system. - Pump suction side 1.0 - 1.5 m/s
The lubricating oil is furthermore used for the pur- - Pump discharge side 1.5 - 2.0 m/s
pose of cooling the pistons.
2016.01.08
MAN Diesel & Turbo
3700430-6.0
B 12 00 0 Internal lubricating oil system Page 2 (3)
L23/30DF
2. Lubricating oil for the main bearings is supplied
Lubricating oil consumption through holes drilled in the engine frame. From
the main bearings it passes through bores in
The lubricating oil consumption, see "Specific lubri- the crankshaft to the connecting rod big-end
cating oil consumption - SLOC, B 12 15 0 / bearings.
504.07"
The connecting rods have bored channels for
It should, however, be observed that during the run- supply of oil from the big-end bearings to the
ning in period the lubricating oil consumption may small-end bearings, which has an inner circum-
exceed the values stated. ferential groove, and a pocket for distribution of
oil in the bush itself and for supply of oil to the
Quality of oil pin bosses and the piston cooling through holes
and channels in the piston pin.
Only HD lubricating oil (Detergent Lubricating Oil)
should be used, characteristic stated in "Lubricating From the front main bearings channels are
Oil Specification, 010.000.023". bored in the crankshaft for lubricating of the
pump drive.
System flow 3. The lubricating oil pipes, for the camshaft drive
gear wheels, are equipped with nozzles which
The lubricating oil pump draws oil from the oil sump are adjusted to apply the oil at the points where
and presses the oil through the cooler and filter to the gear wheels are in mesh.
the main lubricating oil pipe, from where the oil is
distributed to the individual lubricating points. From 4. The lubricating oil pipe, and the gear wheels for
the lubricating points the oil returns by gravity to the the governor drive are adjusted to apply the oil
oil sump. at the points where the gear wheels are in
mesh.
The main groups of components to be lubricated
are: 5. The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It contin-
1. Turbocharger uos through bores in the cylinder head and
2. Main bearings, big-end bearing etc. rocker arm to the movable parts to be lubrica-
ted at rocker arms and valve bridge. Further,
3. Camshaft drive
lubricating oil is led to the movable parts in need
4. Governor drive of lubrication.
5. Rocker arms 6. Through a bore in the frame lubricating oil is led
6. Camshaft to the first camshaft bearing and through bores
in the camshaft from where it is distributed to
1. For priming and during operation, the turbo-
the other camshaft bearings.
charger is connected to the lubricating oil circuit
of the engine, the oil serves for bearing lubrica-
tion. Lubricating oil pump
The inlet line to the turbocharger is equipped The lubricating oil pump, which is of the gear wheel
with an orifice in order to adjust the oil flow and type, is mounted on the front end of the engine and
a non-return valve to prevent draining during is driven by means of the crankshaft through a cou-
stand-still. pling. The oil pressure is controlled by an adjustable
spring- loaded relief valve built-on the oil pump.
The non-return valve has back-pressure func-
tion requiring a pressure slightly above the pri-
ming pressure to open in normal flow direction. Lubricating oil cooler
In this way overflooding of the turbocharger is As standard the lubricating oil cooler is of the plate
prevented during stand-still periods, where the type. The cooler is mounted to the front end of the
pre-lubricating pump is running. base frame.
2016.01.08
MAN Diesel & Turbo
3700430-6.0
Page 3 (3) Internal lubricating oil system B 12 00 0
L23/30DF
External full/flow filter Branches for separator is
Thermostatic valve standard.
The thermostatic valve is a fully automatic three-

way valve with thermostatic elements set of fixed
Data
temperature. For heat dissipation and pump capacities, see D 10
05 0 "List of capacities".
Built-on full-flow depth filter Operation levels for temperature and pressure are
stated in B 19 00 0 "Operating Data and Set
The built-on lubricating oil filter is of the duplex
Points".
paper cartridge type. It is a depth filter with a
nominel fineness of 10-15 microns, and a safety fil-
ter with a fineness of 60 microns.
Pre-lubricating
As standard the engine is equipped with an electric-
driven prelubricating pump mounted parallel to the
main pump. The pump must be arranged for auto-
matic operation, ensuring stand-still of the pre-lubri-
cating pump when the engine is running, and run-
ning during engine stand-still in stand-by position.
Running period of the pre-lubricating pump is pref-
erably to be continuous. If intermittent running is
required for energy saving purpose, the timing
equipment should be set for shortest possible inter-
vals, say 2 minutes of running, 10 minures of stand-
still, etc. Further, it is recommended that the pre-
lubricating pump is connected to the emergency
switch board thus securing that the engine is not
started without pre-lubrication.
Centrifugal by-pass filter

The centrifugal filter is a by-pass filter mounted
directly on the engine base frame. the centrifugal fil-
ter is a supplement to the main filter.
Draining of the oil sump

It is recommended to use the separator suction
pipe for draining of the lubricating oil sump.
Optionals
Besides the standard components, the following
optionals can be built-on:
▪ Temperature element
TE 29 Lubricating oil inlet main bearings
Branches for:
▪ External fine filter
2016.01.08
MAN Diesel & Turbo
1699270-8.7
Page 1 (2) Crankcase ventilation B 12 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

Crankcase ventilation of the vent outlet is not less than the aggregate
area of the individual crankcase vent pipes
The crankcase ventilation is not to be directly con- entering the manifold.
nected with any other piping system. It is preferable
that the crankcase ventilation pipe from each 4) The manifold is to be provided with drainage
engine is led independently to the open air. The out- arrangement.
let is to be fitted with corrosion resistant flame The ventilation pipe must be designed to eliminate
screen separately for each engine. the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
▪ The connection between engine (C13 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continu-
ous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine Nominal diameter ND (mm)

A B C
L16/24, L16/24S 50 65
L21/31, L21/31S 65 40 80
L23/30H, L23/30S 50 - 65
L23/30DF, L23/30H* 50 25 65
L27/38, L27/38S 100 - 100
L28/32DF 50 40 65
L28/32H, L28/32S 50 - 65
V28/32H 100 - 125
V28/32DF 100 - 125
V28/32S 100 - 125
Figure 12: Crankcase ventilation
Table 7: Pipe diameters for crankcase ventilation
However, if a manifold arrangement is used, its

arrangements are to be as follows: ▪ Dimension of the flexible connection, see pipe
1) The vent pipe from each engine is to run inde- diameters in table 1.
pendently to the manifold and be fitted with ▪ Dimension of the ventilation pipe after the flexi-
corrosion resistant flame screen within the ble connection, see pipe diameters in table 1.
manifold.
2) The manifold is to be located as high as practi-
The crankcase ventilation flow rate varies over time,
cable so as to allow a substantial length of pip-
from the engine is new/major overhauled, until it is
ing, which separates the crankcase on the indi-
time to overhaul the engine again.
vidual engines.
The crankcase ventilation flow rate is in the range of
3) The manifold is to be vented to the open air, so
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
that the vent outlet is fitted with corrosion
at 100 % engine load.
resistant flame screen, and the clear open area
2015.04.15 - (* Mk2)
MAN Diesel & Turbo
1699270-8.7
B 12 00 0 Crankcase ventilation Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condi-
tion) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
The crankcase ventilation flow rate will then be in

the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2015.04.15 - (* Mk2)
MAN Diesel & Turbo
3700393-4.0
Page 1 (1) Lubricating oil in base frame B 12 01 1
L23/30H, L23/30DF
Lubricating oil in base frame
5 cyl. 6 cyl. 7 cyl. 8 cyl.

Min. level alarm H1 (mm) 265 265 265 265
Min. level H2 (mm) 275 275 275 275
Max. level H3 (mm) 325 325 325 325
Max. level alarm H4 (mm) 340 340 340 340
Min. alarm litre H1 410 490 560 640

Min. litre H2 430 510 590 670
Max. litre H3 520 610 710 800
Max. alarm litre H4 540 640 740 840
2016.06.27 - Mk2 - Monocoque

MAN Diesel & Turbo
1624477-3.10
Page 1 (1) Prelubricating pump B 12 07 0
L28/32H, L23/30H, V28/32S, V28/32H, V28/32S-DF, L28/32DF, L23/30DF,

L23/30S, L28/32S
General
The engine is as standard equipped with an electri-
cally driven pump for prelubricating before starting.
The pump which is of the tooth wheel type is self-
priming.
The engine shall always be prelubricated 2 minutes
prior to start if intermittent or continuous prelubrica-
tion is not installed. Intermittent prelub. is 2 minutes
every 10 minutes.
Electric motor 230/400 V, 50 Hz (IP 55)

Engine No. of cyl. Pump type m3/h rpm
Type kW Start cur- Full-load
type
rent Amp. current
Amp.
L23/30H 5-6-7-8
L23/30S R25/12.5
L28/32H 5-6-7-8-9 FL-Z-DB-SO 2.14 2870 5APE80M-2K 0.75 24.65 2.97
L28/32S
L23/30DF 5-6-7-8-9
L28/32DF
V28/32H 12-16-18 R35/25
FL-Z-DB-50 4.2 2860 5APE90S-2 1.5 34.0 6.2
V28/32S 12-16-18 R35/40
FL-Z-DB-50 6.9 2905 6APE100L-2 3.0 74.2 10.6
V28/32DF 12-16-18
Electric motor 265/460 V, 60 Hz (IP 55)

Engine No. of cyl. Pump type m3/h rpm
Type kW Start cur- Full-load
type
rent Amp. current
Amp.
L23/30H 5-6-7-8
L23/30S R25/12.5
L28/32H 5-6-7-8-9 FL-Z-DB-SO 2.57 3485 5APE80M-2K 0.86 14.9 1.71
L28/32S
L23/30DF 5-6-7-8-9
L28/32DF
V28/32H 12-16-18 R35/25
FL-Z-DB-50 5.12 3432 5APE90S-2 1.8 20.0 3.6
V28/32S 12-16-18 R35/40
FL-Z-DB-50 8.3 3505 6APE100L-2 3.45 42.7 6.1
V28/32DF 12-16-18
2014.08.18
Specification of lubricating oil (SAE 40) for operation with MGO/MDO and
D010.000.023-07-0001
biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Specification of lubricating oil (SAE 40) for operation with

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN Diesel & -
up to 135 °C Turbo ageing oven
*
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel & Precipitation of resins or
Turbo test asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
MGO/MDO and biofuels
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
2016-02-15 - de
(HD oils) must have the following properties:

Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
D010.000.023-07-0001 EN 1 (5)
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
D010.000.023-07-0001
osition in the combustion chamber will be higher, particularly at the outlet

valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54, 40
45/60, 48/60, 58/64, 51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mech.hydr. speed Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
governor lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
2016-02-15 - de
no difference whether synthetic or mineral-based oils are used.

The military specification applied for these oils is NATO O-236.
General
2 (5) D010.000.023-07-0001 EN
Experience with the drive engine L27/38 has shown that the operating tem-
D010.000.023-07-0001
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. As long as the
oil properties are within the defined limit values the oil may be used further.
See table Limit values for used lubricating oil.
An oil sample must be analysed every 1-3 months (see maintenance sched-
ule). The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more

than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
2016-02-15 - de
Regular analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse samples for customers at MAN Diesel & Turbo labora-
tory PrimeServLab.
General
D010.000.023-07-0001 EN 3 (5)
Improper handling of operating fluids

D010.000.023-07-0001
If operating fluids are improperly handled, this can pose a danger to

health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Approved lube oils SAE 40

Manufacturer Base number 10 - 16 1 (mgKOH/g)
ENI Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40 / MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Marbrax CCD-415
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Caprano M40
Disola M4015
Table 3: Lube oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and diesel
fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
2016-02-15 - de
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
General
4 (5) D010.000.023-07-0001 EN
Limit value Procedure
D010.000.023-07-0001
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2016-02-15 - de
General
D010.000.023-07-0001 EN 5 (5)
MAN Diesel & Turbo
1607584-6.10
Page 1 (2) Specific lubricating oil consumption - SLOC B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S, L23/30S
General
Engine type RPM SLOC [g/kWh]
L16/24, L16/24S 1000/1200 0.4 - 0.8
L21/31, L21/31S 900/1000 0.4 - 0.8
L23/30H, L23/30S, L23/30DF 720/750/900 0.6 - 1.0
L27/38, L27/38S 720/750 0.4 - 0.8
L28/32H, L28/32S, L28/32DF 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
The lubricating oil density, ρ @ 15°C must be
Description known in order to convert ρ to the present lubricat-
ing oil temperature in the base frame. The following
Please note that only maximum continuous rating formula is used to calculate ρ:
(PMCR (kW)) should be used in order to evaluate the
ρlubricating oil [kg/m3] =
SLOC.
Please note, during engine running-in the SLOC
may exceed the values stated.
The following formula is used to calculate the
SLOC:
SLOC [g/kWh] = The engine maximum continuous design rating
(PMCR) must always be used in order to be able to
compare the individual measurements, and the run-
ning hours since the last lubricating oil adding must
be used in the calculation. Due to inaccuracy *) at
adding lubricating oil, the SLOC can only be evalu-
ated after 1,000 running hours or more, where only
the average values of a number of lubricating oil
In order to evaluate the correct engine SLOC, the addings are representative.
following circumstances must be noticed and sub-
tracted from the engine SLOC:
A1:
▪ Desludging interval and sludge amount from the
lubricating oil separator (or automatic lubricating
oil filters). The expected lubricating oil content of
*) A deviation of ± 1 mm with the dipstick meas-
the sludge amount is 30%.
urement must be expected, which corresponds
The following does also have an influence on the uptill ± 0.1 g/kWh, depending on the engine
SLOC and must be considered in the SLOC evalua- type.
tion:
A2:
▪ Lubricating oil evaporation
Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
exchange
2016.02.16
MAN Diesel & Turbo
1607584-6.10
B 12 15 0 Specific lubricating oil consumption - SLOC Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S, L23/30S
2016.02.16
MAN Diesel & Turbo
1643494-3.11
Page 1 (9) Treatment and maintenance of lubricating oil B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

General Operation on Heavy Fuel Oil (HFO)
During operation of trunk engines the lubricating oil HFO-operated engines require effective lubricating
will gradually be contaminated by small particles oil cleaning. In order to ensure a safe operation it is
originating from the combustion. necessary to use supplementary cleaning equip-
Engines operated on heavy fuels will normally ment together with the built-on full flow depth filter.
increase the contamination due to the increased It is mandatory to run bypass separator units con-
content of carbon residues and other contaminants. tinuously for engines operated on HFO, as an opti-
Contamination of lubricating oil with either freshwa- mal lubricating oil treatment is fundamental for a
ter or seawater can also occur. reliable working condition. Therefore it is mandatory
to clean the lubricating oil with a bypass separator
A certain amount of contaminants can be kept sus- unit, so that the wear rates are reduced and the life-
pended in the lubricating oil without affecting the time of the engine is extended.
lubricating properties.
The condition of the lubricating oil must be kept Bypass cleaning equipment
under observation (on a regular basis) by analyzing
oil samples. See Section 504.04 "Criteria for Clean- As a result of normal operation, the lubricating oil
ing/Exchange of Lubricating Oil". contains abraded particles and combustion resi-
dues which have to be removed by the bypass
The moving parts in the engine are protected by the cleaning system and to a certain extent by the
built-on duplex full-flow lubricating oil filter. The duplex full-flow lubricating oil filter as well.
replaceable paper filter cartridges in each filter
chamber has a fineness of 10-15 microns. The With automatic mesh filters this can result in an
safety filter, at the centre of each filter chamber, is a undesirable and hazardous continuous flushing. In
basket filter element, with a fineness of 60 microns view of the high cost of cleaning equipment for
(sphere passing mesh). removing micro impurities, this equipment is only
rated for a certain proportion of the oil flowing
The pressure drop across the replaceable paper fil- through the engine since it is installed in a bypass.
ter cartridges is one parameter indicating the con-
tamination level. The higher the dirt content in the The bypass cleaning equipment is operated
oil, the shorter the periods between filter cartridge ▪ continuously when the engine is in operation or
replacement and cleaning. at standstill
The condition of the lubricating oil can be main- For cleaning of lubricating oil the following bypass
tained / re-established by exchanging the lubricat- cleaning equipment can be used:
ing oil at fixed intervals or based on analyzing oil
▪ Separator unit
samples.
▪ Decanter unit
Operation on Marine Diesel Oil (MDO) & ▪ Self cleaning automatic bypass mesh filter
Marine Gas Oil (MGO) ▪ Built-on centrifugal bypass filter (standard on
MAN Diesel & Turbo, Holeby GenSets)
For engines exclusively operated on MDO/MGO we
recommend to install a built-on centrifugal bypass ▪ Bypass depth filter
filter as an additional filter to the built-on full flow The decanter unit, the self-cleaning automatic
depth filter. bypass mesh filter and the bypass depth filter
It is advisable to run bypass separator units contin- capacity must be adjusted according to maker’s
uously for engines operated on MDO/MGO as sep- recommendations.
arator units present the best cleaning solution. In case full flow filtration equipment is chosen, this
Mesh filters have the disadvantage that they cannot must only be installed as in-line cleaning upstream
remove water and their elements clog quickly. to the duplex full-flow lubricating oil filter, built onto
the engine.
MAN Diesel & Turbo
1643494-3.11
B 12 15 0 Treatment and maintenance of lubricating oil Page 2 (9)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

The most appropriate type of equipment for a par- Lubricating oil preheating
ticular application depends on the engine output,
the type and amount of combustion residues, the The installed heater on the separator unit ensures
annual operating time and the operating mode of correct lubricating oil temperature during separa-
the plant. Even with a relatively low number of oper- tion. When the engine is at standstill, the heater can
ating hours there can be a great deal of combustion be used for two functions:
residues if, for instance, the engine is inadequately ▪ The oil from the sump is preheated to 95 –
preheated and quickly accelerated and loaded. 98 °C by the heater and cleaned continuously
by the separator unit.
Separator unit ▪ The heater can also be used to maintain an oil
temperature of at least 40 °C, depending on
Continuous lubricating oil cleaning during engine
installation of the lubricating oil system.
operation is mandatory. An optimal lubricating oil
treatment is fundamental for a reliable working con-
dition of the engine. Cleaning capacity
If the lubricating oil is circulating without a separator Normally, it is recommended to use a self-cleaning
unit in operation, the lubricating oil will gradually be filtration unit in order to optimize the cleaning period
contaminated by products of combustion, water and thus also optimize the size of the filtration unit.
and/or acid. In some instances cat-fines may also Separator units for manual cleaning can be used
be present. when the reduced effective cleaning time is taken
In order to prolong the lubricating oil lifetime and into consideration by dimensioning the separator
remove wear elements, water and contaminants unit capacity.
from the lubricating oil, it is mandatory to use a by-
pass separator unit. The centrifuging process in separator
The separator unit will reduce the carbon residue
content and other contaminants from combustion bowl
on engines operated on HFO, and keep the amount Efficient lubricating oil cleaning relies on the princi-
within MDT’s recommendation, on condition that ple that - provided the through-put is adequate and
the separator unit is operated according to MDT's the treatment is effective - an equilibrium condition
recommendations. can be reached, where the engine contamination
When operating a cleaning device, the following rate is balanced by the centrifuge separation rate
recommendations must be observed: i.e.:
▪ The optimum cleaning effect is achieved by ▪ Contaminant quantity added to the lubricating
keeping the lubricating oil in a state of low vis- oil per hour = contaminant quantity removed by
cosity for a long period in the separator bowl. the centrifuge per hour.
▪ Sufficiently low viscosity is obtained by preheat- It is the purpose of the centrifuging process to
ing the lubricating oil to a temperature of 95°C - ensure that this equilibrium condition is reached,
98°C, when entering the separator bowl. with the lubricating oil insolubles content being as
low as possible.
▪ The capacity of the separator unit must be
adjusted according to MDT's recommenda- Since the cleaning efficiency of the centrifuge is
tions. largely dependent upon the flow rate, it is very
important that this is optimised.
Slow passage of the lubricating oil through the sep-
arator unit is obtained by using a reduced flow rate A centrifuge can be operated at greatly varying flow
and by operating the separator unit 24 hours a day, rates (Q).
stopping only for maintenance, according to mak- Practical experience has revealed that the content
er's recommendation. of insolubles, before and after the centrifuge, is rela-
ted to the flow rate as shown in Fig. 1.
MAN Diesel & Turbo
1643494-3.11
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

The most important factor is the particle size (risk of
scratching and wear of the bearing journals). In gen-
eral the optimum centrifuge flow rate for a detergent
lubricating oil is about 25% of the maximum centri-
fuge capacity.
Operation flow
In order to calculate the required operation flow
through the separator unit, MDT recommends to
apply the following formula:
Figure 13: .
Fig. 1 illustrates that the amount of insolubles

removed will decrease with rising flow rate (Q).
It can be seen that:
▪ At low flow rate (Q), only a small portion of the
lubricating oil is passing the centrifuge/hour, but Q = required operation flow [l/h]
is being cleaned effectively. P = MCR (maximum continuous rating)
[kW]
▪ At high flow rate (Q), a large quantity of lubricat-
ing oil is passing the centrifuge/hour, but the t = actual effective separator unit sep-
cleaning is less effective. arating time per day [hour]
(23.5 h separating time and 0.5 h
Thus, by correctly adjusting the flow rate, an opti- for sludge discharge = 24 h/day)
mal equilibrium cleaning level can be obtained (Fig.
2). n = number of turnovers per day of the
theoretical oil volume correspond-
ing to 1.36 [l/kW] or 1 [l/HP]
The following values for "n" are recommended:

n = 6 for HFO operation (residual)
n = 4 for MDO operation
n = 3 for distillate fuel
Example 1
For multi-engine plants, one separator unit per
engine in operation is recommended.
For example, for a 1,000 kW engine operating on
HFO and connected to a self-cleaning separator
Figure 14: . unit, with a daily effective separating period of 23.5
hours, the calculation is as follows:
This minimum contamination level is obtained by
employing a suitable flow rate that is only a fraction
of the stated maximum capacity of the centrifuge
(see the centrifuge manual).
MAN Diesel & Turbo
1643494-3.11
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

Figure 15: One separator per engine plant

MAN Diesel & Turbo
1643494-3.11
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

Example 2
As an alternative, one common separator unit for
max. three engines can be installed, with one in
reserve if possible.
For the calculation in this example it is necessary
include the combined average power demand of
the multi-engine plant. The load profile experienced
for the majority of merchant vessels is that the aver-
age power demand is around 43-50% of the total
GenSet power installed. With three identical engines
this corresponds to 1.3-1.5 times the power of one
engine.
▪ Bulk carrier and tankers : ~1.3 times the power
of one engine
▪ Container vessel : ~1.5 times the power of one
engine
For example, for a bulk carrier with three 1,000 kW
engines operating on HFO and connected to a 1 Interconnected valves
common self-cleaning separator unit, with a daily
effective separating period of 23.5 hours, the calcu- Figure 16: One common separator unit for multi-engine plant
lation is as follows:
With an average power demand higher than 50% of

the GenSet power installed, the operation flow must
be based on 100% of the GenSet power installed.
MAN Diesel & Turbo
1643494-3.11
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

Density and viscosity are important parameters for
Separator unit installation efficient separation. The greater the difference in
density between the particle and the lubricating oil,
With multi-engine plants, one separator unit per the higher the separation efficiency. The settling
engine in operation is recommended (see figure 3), velocity increases in inverse proportion to viscosity.
but if only one separator unit is in operation, the fol- However, since both density and viscosity vary with
lowing layout can be used: temperature, separation temperature is the critical
▪ A common separator unit (see figure 4) can be operating parameter.
installed, with one in reserve, if possible, for Particle size is another important factor. The settling
operation of all engines through a pipe system, velocity increases rapidly with particle size. This
which can be carried out in various ways. The means that the smaller the particle, the more chal-
aim is to ensure that the separator unit is only lenging the separation task. In a centrifuge, the term
connected to one engine at a time. Thus there (rω2) represents the centrifugal force which is sev-
will be no suction and discharging from one eral thousand times greater than the acceleration
engine to another. due to gravitational force. Centrifugal force enables
It is recommended that inlet and outlet valves are the efficient separation of particles which are only a
connected so that they can only be changed over few microns in size.
simultaneously. The separation efficiency is a function of:
With only one engine in operation there are no
problems with separating, but if several engines are
in operation for some time it is recommended to
split up the separation time in turns on all operating
engines.
With 2 out of 3 engines in operation the 23.5 hours
separating time must be split up in around 4-6
hours intervals between changeover.
Stokes' law
The operating principles of centrifugal separation
are based on Stokes’ Law.
V = settling velocity [m/sec]

rω 2
= acceleration in centrifugal field [m/sec2]
d = diameter of particle [m]
ρp = density of particle [kg/m3]
ρl = density of medium [kg/m3]
µ = viscosity of medium [kg/m, sec.]
The rate of settling (V) for a given capacity is deter-

mined by Stokes’ Law. This expression takes into
account the particle size, the difference between
density of the particles and the lubricating oil, and
the viscosity of the lubricating oil.
MAN Diesel & Turbo
1643494-3.11
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

bowl, the separator unit must always be operated
with an inlet temperature of 95-98°C for lubricating
oil.
A control circuit including a temperature transmitter
and a PI-type controller with accuracy of ±2°C must
be installed. If steam-heated, a correctly sized
steam valve should be fitted with the right KvS
value. The steam trap must be a mechanical float
type. The most common heaters on board are
steam heaters. This is due to the fact that steam in
most cases is available at low cost.
Most ships are equipped with an exhaust boiler uti-
lizing the exhaust gases to generate steam.
A large proportion of smaller tonnage does, how-
ever, use electric heaters.
It is essential to keep the incoming oil temperature
to the separator unit steady with only a small varia-
tion in temperature allowed (maximum ±2°C).
The position of the interface between oil and water
in the separator bowl is a result of the density and
the viscosity of the oil, which in turn depends on the
temperature.
Flow rate
It is known that separation efficiency is a function of
the separator unit’s flow rate. The higher the flow
rate, the more particles are left in the oil and there-
fore the lower the separation efficiency. As the flow
rate is reduced, the efficiency with which particles
are removed increases and cleaning efficiency thus
Operating parameters
improves. It is, however, essential to know at what
Various operating parameters affect separation effi- capacity adequate separation efficiency is reached
ciency. These include temperature, which controls in the specific case.
both lubricating oil viscosity and density, flow rate
In principle, there are three ways to control the flow:
and maintenance.
▪ Adjustment of the built-in safety valve on the
pump.
Temperature of lubricating oil before
This method is NOT recommended since the
separator unit
built-on valve is nothing but a safety valve.
It is often seen that the lubricating oil pre-heaters
The opening pressure is often too high and its
are undersized, have very poor temperature control,
characteristic far from linear.
the steam supply to the pre-heater is limited or the
temperature set point is too low. In addition, circulation in the pump may result in
oil emulsions and cavitation in the pump.
Often the heater surface is partly clogged by depos-
its. These factors all lead to reduced separation ▪ A flow regulating valve arrangement on the
temperature and hence the efficiency of the separa- pressure side of the pump, which bypasses the
tor unit. In order to ensure that the centrifugal forces separator unit and re-circulates part of the
separate the heavy contaminants in the relatively untreated lubricating oil back to the treated oil
limited time that they are present in the separator return line, from the separator unit and NOT
directly back to the suction side of the pump.
MAN Diesel & Turbo
1643494-3.11
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

The desired flow rate is set manually by means Deterioration of oil
of the flow regulating valve. Further, the require-
ment for backpressure in the clean oil outlet Oil seldomly loses its ability to lubricate, i.e. to form
MUST also be fulfilled, helping to maintain the a friction-decreasing oil film, but it may become cor-
correct interface position. rosive to the steel journals of the bearings in such a
way that the surface of these journals becomes too
▪ Speed control of the pump motor with a fre- rough and wipes the bearing surface.
quency converter or a 2-speed motor.
In that case the bearings must be renewed, and the
This is a relatively cheap solution today and is a journals must also be polished. The corrosiveness
good alternative for flow control. of the lubricating oil is either due to far advanced
oxidation of the oil itself (TAN) or to the presence of
Maintenance inorganic acids (SAN). In both cases the presence
of water will multiply the effect, especially sea water
Proper maintenance is an important, but often over-
as the chloride ions act as an inorganic acid.
looked operating parameter that is difficult to quan-
tify. If the bowl is not cleaned in time, deposits will
form on the bowl discs, the free channel height will Signs of deterioration
be reduced, and flow velocity increases. This further If circulating oil of inferior quality is used and the oxi-
tends to drag particles with the liquid flow towards dative influence becomes grave, prompt action is
the bowl’s centre resulting in decreased separation necessary as the last stages in the deterioration will
efficiency. develop surprisingly quickly, within one or two
weeks. Even if this seldomly happens, it is wise to
Check of lubricating oil system be acquainted with the signs of deterioration.
For cleaning of the lubricating oil system after over- These may be some or all of the following:
hauls and inspection of the lubricating oil piping ▪ Sludge precipitation in the separator unit multi-
system the following checks must be carried out: plies
1. Examine the piping system for leaks. ▪ Smell of oil becomes acrid or pungent
2. Retighten all bolts and nuts in the piping sys- ▪ Machined surfaces in the crankcase become
tem. coffee-brown with a thin layer of lacquer
3. Move all valves and cocks in the piping system. ▪ Paint in the crankcase peels off or blisters
Lubricate valve spindles with graphite or similar.
▪ Excessive carbon is formed in the piston cool-
4. Blow through drain pipes. ing chamber
5. Check flexible connections for leaks and dam- In a grave case of oil deterioration the system must
ages. be cleaned thoroughly and refilled with new oil.
6. Check manometers and thermometers for pos-
sible damages. Oxidation of oils
7. Engines running at HFO, will as standard be At normal service temperature the rate of oxidation
delivered with centrifugal by-pass filter mounted is insignificant, but the following factors will acceler-
on engine. Centrifugal by-pass filter can be ate the process:
used as indicator of lubricating oil system con-
dition. High temperature
Define a cleaning interval (ex. 100 hours). Check If the coolers are ineffective, the temperature level
the sludge weight. If the sludge weight is raising will generally rise. A high temperature will also arise
please check separator and lubricating oil sys- in electrical pre-heaters if the circulation is not con-
tem condition in general. tinued for 5 minutes after the heating has been
stopped, or if the heater is only partly filled with oil.
Catalytic action
Oxidation of the oil will be accelerated considerably
if catalytic particles are present in the oil. Wear par-
ticles of copper are especially harmful, but also fer-
MAN Diesel & Turbo
1643494-3.11
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

rous particles and rust are active. Furthermore, the
lacquer and varnish oxidation products of the oil
itself have an accelerating effect. Continuous clean-
ing of the oil is therefore important to keep the
sludge content low.
Water washing
Water washing of HD oils (heavy duty) must not be
carried out.
Water in the oil

If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental
while the engine is in operation. Naturally, it should
be brought down again as quickly as possible
(below 0.2% water content, which is permissible,
see description "B 12 15 0/504.04 criteria for
exchange of lube oil”). If the engine is stopped while
corrosion conditions are unsatisfactory, the crank-
shaft must be turned ½ - ¾ revolution once every
hour by means of the turning gear. Please make
sure that the crankshaft stops in different positions,
to prevent major damage to bearings and journals.
The lubricating oil must be circulated and separated
continuously to remove water.
Water in the oil may be noted by steam formation
on the sight glasses, by appearance, or ascertained
by immersing a piece of glass or a soldering iron
heated to 200-300°C in an oil sample. If there is a
hissing sound, water is present. If a large quantity of
water has entered the lubricating oil system, it has
to be removed. Either by sucking up sediment
water from the bottom, or by replacing the oil in the
sump. An oil sample must be analysed immediately
for chloride ions.
MAN Diesel & Turbo
1609533-1.7
Page 1 (2) Criteria for cleaning/exchange of lubricating oil B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

Replacement of lubricating oil 2. Flash point
The expected lubricating oil lifetime in operation is Min. value : 185° C
difficult to determine. The lubricating oil lifetime is
depending on the fuel oil quality, the lubricating oil Possible test : ASTM D-92, ISO 2719
method
quality, the lubricating oil consumption, the lubricat-
ing oil cleaning equipment efficiency and the engine Normally used to indicate fuel dilution.
operational conditions.
In order to evaluate the lubricating oil condition a 3. Water content
sample should be drawn on regular basis at least
once every three month or depending on the latest Max. value : 0.2 %
analysis result. The lubricating oil sample must be Unit : Weight %
drawn before the filter at engine in operation. The
sample bottle must be clean and dry, supplied with Possible test : ASTM D4928, ISO 3733
method
sufficient indentification and should be closed
immediately after filling. The lubricating oil sample Water can originate from contaminated fuel oil, an
must be examined in an approved laboratory or in engine cooling water leak or formed as part of the
the lubricating oil suppliers own laboratory. combustion process. If water is detected also
A lubricating oil replacement or an extensive lubri- Sodium, Glycol or Boron content should be
cating oil cleaning is required when the MAN Diesel checked in order to confirm engine coolant leaks.
& Turbo exchange criteria's have been reached.
4. Base number
Evaluation of the lubricating oil condition
Min. value : The BN value should not be lower
Based on the analysis results, the following guid- than 50% of fresh lubricating oil value,
ance are normally sufficient for evaluating the lubri- but minimum BN level never to be
cating oil condition. The parameters themselves can lower than 10-12 at operating on
not be jugded alonestanding, but must be evalu- HFO!
ated together in order to conclude the lubricating oil Unit : mg KOH/g
condition. Possible test : ASTM D-2896, ISO 3771
method
1. Viscosity
The neutralization capacity must secure that the
Limit value: acidic combustion products, mainly sulphur origi-
nate from the fuel oil, are neutralized at the lube oil
Normal min. max.
consumption level for the specific engine type.
value value value
Gradually the BN will be reduced, but should reach
SAE 30 [cSt@40° C] 95 - 125 75 160 an equilibrium.
SAE 30 [cSt@100° C] 11 - 13 9 15
SAE 40 [cSt@40° C] 135 - 165 100 220 5. Total acid number (TAN)
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Max. value : 3.0 acc. to fresh oil value
Unit : mg KOH/g
Unit : cSt (mm /s)
2 Possible test : ASTM D-664
method
Possible test : ASTM D-445, DIN51562/53018, ISO
method 3104 TAN is used to monitor oil degradation and is a
measure of the total acids present in the lubricating
Increasing viscosity indicates problems with insolu-
oil derived from oil oxidation (weak acids) and acidic
bles, HFO contamination, water contamination, oxi-
products of fuel combustion (strong acids).
dation, nitration and low load operation. Decreasing
viscosity is generally due to dilution with lighter vis-
cosity oil.
2015.11.27
MAN Diesel & Turbo
1609533-1.7
B 12 15 0 Criteria for cleaning/exchange of lubricating oil Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

6. Insolubles content
Max. value : 1.5 % generally, depending upon
actual dispersant value and the
increase in viscosity
Unit : Weight %
Possible test : ASTM D-893 procedure B in Hep-
method tane, DIN 51592
Additionally : If the level in n-Heptane insolubles is
test considered high for the type of oil and
application, the test could be followed
by a supplementary determination in
Toluene.
Total insolubles is maily derived from products of

combustion blown by the piston rings into the
crankcase. It also includes burnt lubricating oil,
additive ash, rust, salt, wear debris and abrasive
matter.
7. Metal content
Metal content Remarks Attention limits
Iron Depend upon max. 50 ppm
Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
Lead tions max. 20 ppm
Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
2015.11.27
MAN Diesel & Turbo
B 13 Cooling water
system B 13 Cooling water system
Page 1 (1)
2016-10-27 - en
Specification of engine coolant
D010.000.023-13-0001
Preliminary remarks
An engine coolant is composed as follows: water for heat removal and cool-
ant additive for corrosion protection.
As is also the case with the fuel and lubricating oil, the engine coolant must
be carefully selected, handled and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con-
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated coolant must correspond to the following limit
values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 °dH*
pH value 6.5 – 8 -
Chloride ion content max. 50 mg/l**
Table 1: Coolant - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel & Turbo water testing equipment incorporates devices that
determine the water properties directly related to the above. The manufactur-
ers of anticorrosive agents also supply user-friendly testing equipment.
Notes for cooling water check see 010.005 Engine – Work Instructions
010.000.002-03
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than normal hard water as the
2016-02-10 - de
thin film of lime scale that would otherwise provide temporary corrosion pro-
tection does not form on the walls. This is why distilled water must be han-
dled particularly carefully and the concentration of the additive must be regu-
larly checked.
General
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
overriding importance. The temporary hardness is determined by the carbo-
D010.000.023-13-0001 EN 1 (7)
nate content of the calcium and magnesium salts. The permanent hardness
D010.000.023-13-0001
is determined by the amount of remaining calcium and magnesium salts (sul-

phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the coolant system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the coolant has not been treated correctly.
Treatment of engine coolant

Formation of a protective The purpose of treating the engine coolant using anticorrosive agents is to
film produce a continuous protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In order for an anticorrosive
agent to be 100 % effective, it is extremely important that untreated water
satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the coolant with anticorrosive
chemicals or emulsifiable slushing oil.
Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the coolant

The engine may not be brought into operation without treating the
coolant.
2016-02-10 - de
Additives for coolants

General
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled Approved Coolant Additives may be used.
2 (7) D010.000.023-13-0001 EN
Required approval A coolant additive may only be permitted for use if tested and approved as
D010.000.023-13-0001
per the latest directives of the ICE Research Association (FVV) "Suitability test
of internal combustion engine cooling fluid additives.” The test report must
be obtainable on request. The relevant tests can be carried out on request in
Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials
Research and Testing), Abteilung Oberflächentechnik (Surface Technology
Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the coolant additive has been tested by the FVV, the engine must be
tested in the second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of coolant containing
additives. For more information, consult the additive supplier.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Antifreeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled Antifreeze Agent with Slushing Properties (Military specifi-
cation: Federal Armed Forces Sy-7025), while observing the prescribed mini-
mum concentration. This concentration prevents freezing at temperatures
down to -22 °C and provides sufficient corrosion protection. However, the
quantity of antifreeze agent actually required always depends on the lowest
temperatures that are to be expected at the place of use.
Antifreeze agents are generally based on ethylene glycol. A suitable chemical
anticorrosive agent must be added if the concentration of the antifreeze
2016-02-10 - de
agent prescribed by the user for a specific application does not provide an
appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
General
that the antifreeze agents listed in the table Antifreeze Agents with Slushing
D010.000.023-13-0001 EN 3 (7)
Properties also contain corrosion inhibitors and their compatibility with other
D010.000.023-13-0001
anticorrosive agents is generally not given, only pure glycol may be used as
antifreeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Chemical additives –
nitrite free together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is no more possible.
Antifreeze agents may only be mixed with one another with the consent of
the manufacturer, even if these agents have the same composition.
Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.
Biocides
If you cannot avoid using a biocide because the coolant has been contami-
nated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of coolant are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system.
The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see 010.005 Engine – Work Instructions
010.000.001-01 and 010.000.002-04).
Loose solid matter in particular must be removed by flushing the system

thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
2016-02-10 - de
cooling system must be flushed thoroughly after cleaning. Once this has
been done, the engine coolant must be immediately treated with anticorro-
sive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.
General
4 (7) D010.000.023-13-0001 EN
Regular checks of the coolant condition and coolant system
D010.000.023-13-0001
Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore
advisable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks of water in the expansion tank. Indications of oil content in water are,
e.g. discoloration or a visible oil film on the surface of the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months, a coolant sample must be sent to an independent labo-
ratory or to the engine manufacturer for an integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or antifreeze agents are used, coolant should be
replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ant or by emulsion break-up, corrosion in the system, and limescale deposits
if the water is very hard. If the concentration of chloride ions has increased,
this generally indicates that seawater has entered the system. The maximum
specified concentration of 50 mg chloride ions per kg must not be exceeded
as otherwise the risk of corrosion is too high. If exhaust gas enters the cool-
ant, this can lead to a sudden drop in the pH value or to an increase in the
sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of anticorrosive agent must subsequently be checked and
adjusted if necessary.
Subsequent checks of the coolant are especially required if the coolant had
to be drained off in order to carry out repairs or maintenance.
2016-02-10 - de
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
General
health or the environment if incorrectly used. Comply with the directions in

the manufacturer's material safety data sheets.
D010.000.023-13-0001 EN 5 (7)
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
D010.000.023-13-0001
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the coolant system used in a MAN Diesel & Turbo two-stroke main engine
is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H,
the coolant recommendations for the main engine must be observed.
Analysis
The MAN Diesel & Turbo can analyse antifreeze agent for their customers in
the chemical laboratory PrimeServLab. A 0.5 l sample is required for the test.
Permitted coolant additives
Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for Minimum concentration ppm
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

Maxigard 40 l 40,000 1,330 2,000
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600
Dieselguard 4.8 kg 4,800 2,400 3,600
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500
Nalco Nalcool 2000 30 l 30,000 1,000 1,500
TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000

Colorcooling 24 l 24,000 2,000 3,000
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
Non-Chromate
Marine Care Caretreat 2 16 l 16,000 4,000 6,000
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
2016-02-10 - de
Table 2: Nitrite-containing chemical additives

General
6 (7) D010.000.023-13-0001 EN
Nitrite-free additives (chemical additives)
D010.000.023-13-0001
Manufacturer Product designation Initial dosing Minimum concentration
for 1,000 litres
Arteco Havoline XLI 75 l 7.5 %
Total WT Supra 75 l 7.5 %
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Diatsol M
Fedaro M
Castrol Solvex WT 3
Shell Oil 9156
Table 4: Emulsifiable slushing oils
Antifreeze agents with slushing properties

Manufacturer Product designation Concentration range Antifreeze agent range *
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell Min. 35 vol. % Min. -20 °C
Max. 60 vol. % ** Max. -50 °C
Mobil Antifreeze agent 500
Arteco Havoline XLC
Total Glacelf Auto Supra
Total Organifreeze
Table 5: Antifreeze agents with slushing properties
* Antifreeze agent acc. to ASTMD1177. 35 vol. % corresponds to ca. -20
°C // 55 vol. % corresponds to ca. -45 °C // 60 vol. % corresponds to ca.
-50 °C (manufacturer's instructions)
** Antifreeze agent concentrations higher than 55 vol. % are only permitted, if

safe heat removal is ensured by a sufficient cooling rate.
2016-02-10 - de
General
D010.000.023-13-0001 EN 7 (7)
Coolants
M010.000.002-03-0001
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the coolant circuits must satisfy the specifications.
The coolant in the system must be checked regularly in accordance with the
maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the anticorrosive agent con-
centration.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated coolant
Total hardness ≤ 10 dGH 1)
≤ 10 dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for coolants (short version)
1)
dGH German hardness
1 dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/l
2)
1mg/l = 1 ppm
2016-01-11 - de
Coolants
General
M010.000.002-03-0001 EN 1 (2)
M010.000.002-03-0001
Testing the concentration of rust inhibitors

Short specification
Anticorrosive agent Concentration
Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Table 2: Concentration of coolant additives
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings Small quantities of lube oil in coolant can be found by visual check during
regular water sampling from the expansion tank.
Testing Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.
2016-01-11 - de
Coolants
General
2 (2) M010.000.002-03-0001 EN
Coolant system
M010.000.002-04-0001
cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Coolant systems containing deposits or contamination prevent effective cool-
ing of parts. Contamination and deposits must be regularly eliminated.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents for the type of deposits and materials in the cooling circuit. The clean-
ing should only be carried out by the engine operator if this cannot be done
by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge. Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
Coolant system
the elements that are responsible for water hardness, this forms what is
2014-11-26 - de
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
General
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing lime scale and rust deposits. Products by other
manufacturers can be used providing they have similar properties. The man-
M010.000.002-04-0001 EN 1 (3)
ufacturer's instructions for use must be strictly observed. Prior to cleaning,

M010.000.002-04-0001
check whether the cleaning agent is suitable for the materials to be cleaned.
The products listed in the table entitled Cleaning agents for removing lime
scale and rust deposits are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled Cleaning agents for removing
lime scale and rust deposits.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
Coolant system
Hot engine components must not come into contact with cold water.
2014-11-26 - de
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) M010.000.002-04-0001 EN
Cleaning products can cause damage
M010.000.002-04-0001
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.
Coolant system
2014-11-26 - de
General
M010.000.002-04-0001 EN 3 (3)
Specification of water for fuel-water emulsions
Specification of water for fuel-water emulsions

Prerequisites
The water used for the fuel-water emulsion is an operating fluid that must be
carefully selected, processed (if necessary) and monitored. If this is not done,
deposits, corrosion, erosion and cavitation may occur on the fuel system
components that come into contact with the fuel-water emulsion.
Specifications
Limit values The characteristic values of the water used must be within the following limit
values:
Properties/ Characteristic value Unit
Characteristic
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 ºdH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l
Table 1: Fuel-water emulsion - characteristic values to be observed
*) 1º dH (German hard- ≙ 10 mg CaO ≙ 17.9 mg CaCO3/l

ness) in 1 litre of water
≙ 0.357 mval/l ≙ 0.179 mmol/l
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
Distillate If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emul-
sion. These types of water are free of lime and salts.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in Specification of water for fuel-water emulsions
the calcium and magnesium salts. The lasting (permanent) hardness is deter-
mined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hard-
ness of extremely soft water.
Treatment with anticorrosive agents not required

Treatment with anticorrosive agents is not required and must be
omitted.
2014-10-28 - de
General
D010.000.023-16-0001 EN 1 (1)
MAN Diesel & Turbo
1613439-3.4
Page 1 (1) Internal cooling water system B 13 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF

Internal cooling water system To be able to match every kind of external systems,
the internal system can as optional be arranged
The engine's cooling water system comprises a low with two separate circuits or as a single circuit with
temperature (LT) circuit and a high temperature (HT) or without a built-on pump and a thermostatic valve
circuit. The systems are designed only for treated in the HT-circuit, so that engine cooling can be inte-
fresh water. grated fully or partly into the external system, or can
be constructed as a stand-alone unit.
Low temperature cooling water system Different internal basis system layouts for these
The LT cooling water system includes charge air applications are shown on the following pages.
cooling, lubricating oil cooling and alternator cooling
if the latter is water-cooled. The LT system is HT-circulating pump
designed for freshwater (FW) as cooling medium.
The circulating pump which is of the centrifugal type
In order to prevent a too high charge air tempera- is mounted on the front cover of the engine and is
ture, the design freshwater temperature in the LT driven by the crankshaft through a resilient gear
system should not be too high. Max. 36°C is a con- transmission.
venient choice.
Technical data: See "list of capacities" D 10 05 0
Regarding the lubricating oil cooler, the inlet tem- and B 13 18 1-2.
perature of the LT cooling water should not be
below 10°C.
Thermostatic valve
High temperature cooling water system The termostatic valve is a fully automatic three-way
valve with thermostatic elements set at fixed tem-
The high temperature cooling water is used for the perature.
cooling of cylinder liners and cylinder heads.
Technical data: See B 13 15 1.
An engine outlet temperature of 80°C ensures a
perfect combustion in the entire load area when
running on Heavy Fuel Oil (HFO), i.e. this tempera- Preheating arrangement
ture limits the thermal loads in the high-load area, As an optional the engine can be equipped with a
and hot corrosion in the combustion area is avoi- built-on preheating arrangement in the HT-circuit
ded. including a thermostatic controlled el-heating ele-
In the low-load area, the temperature is sufficiently ment and safety valve.
high to secure a perfect combustion and at the The system is based on thermo-syphon circulation.
same time cold corrosion is avoided; the latter is
For further information see B 13 23 1.
also the reason why the engine, in stand-by position
and when starting on HFO, should be preheated
with a medium cooling water temperature of ≥ 60°C
– either by means of cooling water from running
engines or by means of a separate preheating sys-
tem.
System lay-out
MAN Diesel & Turbo's standard for the internal
cooling water system is shown on Basis Diagram 2.
The system has been constructed with a view to full
integration into the external system.
Temperature regulation in the HT and LT systems
takes place in the external system where also
pumps and fresh water heat exchangers are situ-
ated. This means that these components can be
common for propulsion engine(s) and GenSets.
2016.05.23
MAN Diesel & Turbo
3700438-0.1
Page 1 (2) Internal cooling water system B 13 00 5
L23/30DF
System no 5 (2-string)
Figure 17: Diagram for cooling water system no 5 (for guidance only, please see the plant specific engine diagram)
The purpose of the two-circuit design is to increase
Pipe description the engine's charge air temperature and thus the
combustion temperature when the engine operates
F1 HT fresh water inlet DN 80 in the low-load area, i.e. below 30% of MCR (Max.
Continuous Rating).
F2 HT fresh water outlet DN 80
The charge air temperature is increased by chang-
F3 Venting to expansion tank DN 15
ing the cooling water temperature in the charge air
G1 LT fresh water inlet DN 100 cooler. In conventional systems and during opera-
tion with this system in the high-load area, the
G2 LT fresh water outlet DN 100
charge air is cooled by water from the LT-water
Table 8: Flange connections are standard according to DIN 2501 system.
When an engine equipped with this system enters
Description the low-load area - during start-up or operation –
change-over valves are activated automatically,
The cooling water system consists of two circuits. whereby HT-water instead of LT-water is led
The low temperature (LT) circuit and the high tem- through the charge air cooler, i.e. the charge air is
perature (HT) circuit. heated.
2016.08.26
MAN Diesel & Turbo
3700438-0.1
B 13 00 5 Internal cooling water system Page 2 (2)
L23/30DF
▪ Thermostatic valve on outlet LT-system
Low temperature circuit ▪ Engine driven pump for LT-system
The low temperature circuit is used for cooling of Branches for:
the charge air and the lubricating oil. ▪ External preheating
▪ Alternator cooling
High temperature circuit
If the alternator is cooled by water, the pipes for this
The high temperature circuit is used for cooling of can be integrated on the GenSet.
the cylinder units.
Cooling water is led through a distributing pipe to Data
the bottom of the cooling water space between the
liner and the frame of each cylinder unit. The water For heat dissipation and pump capacities, see D 10
is led out through bores in the top of the frame via 05 0, "List of Capacities".
the cooling water guide jacket to the bore cooled Set points and operating levels for temperature and
cylinder head for cooling of this, the exhaust valve pressure are stated in B 19 00 0, "Operating Data
seats and the injector valve. and Set Points".
From the cylinder heads the water is led through an Other design data are stated in B 13 00 0, "Design
collector pipe to the HT thermostatic valve, and Data for the External Cooling Water System".
depending on the engine load, a smaller or larger
amount of the water will be led to the external sys-
tem or will be re-circulated.
High-load mode
In this mode the flow goes from gate A to gate B.
The cooling water from the cylinder units will now
be led directly to the HT thermostatic valve.
The charge air cooler is connected to the LT-sys-
tem i.e. the automatically operated butterfly valve,
built into the pipe between the charge air cooler and
the external LT-system, is open in high-load mode.
Low-load mode
In this mode the flow goes from gate A to gate C.
The cooling water from the cylinder units will now
be led through the charge air cooler and further on
to the HT thermostatic valve. The charge air cooler
is now disconnected from the LT-system and con-
nected to the cylinder units in the HT-system.
To avoid HT-water being led back to the LT-system
during low-load mode, because of the higher pres-
sure in the HT-system, an automatically operated
butterfly valve, built into the pipe between the
charge air cooler and the external LT-system, is
closed in low-load mode.
Optionals
Alternatively the engine can be equipped with the
following:
2016.08.26
MAN Diesel & Turbo
1613441-5.6
Page 1 (2) Design data for the external cooling water system B 13 00 0
L23/30H, L23/30S, L23/30DF

General FW SW
This data sheet contains data regarding the neces- Differential pressure 1-2.5 bar 1-2.5 bar
sary information for dimensioning of auxiliary machi-
Working temperature max. 90°C max. 50°C
nery in the external cooling water system for the
L23/30 type engine(s).The stated data are for one
engine only and are specified at MCR. Expansion tank
For heat dissipation and pump capacities see D 10 To provide against changes in volume in the closed
05 0 "List of Capacities". Set points and operating jacket water cooling system caused by changes in
levels for temperature and pressure are stated in B temperature or leakage, an expansion tank must be
19 00 0 "Operating Data and Set Points". installed.
As the expansion tank also provides a certain suc-
External pipe velocities tion head for the fresh water pump to prevent cava-
For external pipe connections we prescribe the fol- tion, the lowest water level in the tank should be
lowing maximum water velocities: minimum 8-10 m above the centerlinie of the crank-
shaft.
Fresh water : 3.0 m/s
Sea water : 3.0 m/s The venting pipe must be made with continuous
upward slope of minimum 5°, even when the ship
heel or trim (static inclination).
Pressure drop across engine
The venting pipe must be connected to the expan-
The pressure drop across the engines HT system, sion tank below the minimum water level; this pre-
exclusive pump and thermostatic valve, is approx. vents oxydation of the cooling water caused by
0.5 bar. "splashing" from the venting pipe. The expansion
tank should be equipped with venting pipe and
Lubricating oil cooler flange for filling of water and inhibitors.
The pressure drop of cooling water across the built- Minimum recommended tank volume: 0.1 m³.
on lub. oil cooler is approx. 0.3 bar; the pressure For multiplants the tank volume should be min.:
drop may be different depending on the actual V = 0.1 + (exp. vol. per ekstra eng.) [m³]
cooler design.
On engines equipped with 1-string cooling water
system, the LT system is vented via the HT system.
Thermostatic valve This means that both systems are connected to the
The pressure drop across the built-on thermostatic same expansion tank.
valve is approx. 0.5 bar. On engines equipped with 2-string cooling water
system, separate expansion tanks for the LT sys-
Charge air cooler tem and HT system must be installed. This to
accommodate for changes of volume due to vary-
The pressure drop of cooling water across the ing temperatures and possible leakage in the LT
charge air cooler is: system and/or the HT system. The separated HT
∆P = V² x K [Bar] system and LT system facilitates trouble shooting.
V = Cooling water flow in m³/h
K = Constant, see B 15 00 0, Charge Air Cooler
Pumps
The cooling water pumps should be of the centrifu-
gal type.
2016.01.05
MAN Diesel & Turbo
1613441-5.6
B 13 00 0 Design data for the external cooling water system Page 2 (2)
L23/30H, L23/30S, L23/30DF
Data for external preheating system

The capacity of the external preheater should be
0.8-1.0 kW/cyl. The flow through the engine should
for each cylinder be approx. 1.4 l/min with flow from
top and downwards and 10 l/min with flow from
bottom and upwards. See also table 1 below.
Cyl. No. 5 6 7 8
Quantity of water in eng:
HT-system (litre) 200 240 280 320
LT-system (litre) 55 60 65 70
Expansion vol. (litre) 11 13 15 17
Preheating data:
Radiation area (m2) 14.0 16.1 18.2 20.3
Thermal coeff. (kJ/°C) 2860 3432 4004 4576
Table 9: Showing cooling water data which are depending on

the number of cylinders.
2016.01.05
MAN Diesel & Turbo
1613442-7.0
Page 1 (1) External cooling water system B 13 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF

Design of external cooling water system Ad 5) If the engines are preheated with reverse
cooling water direction, i.e. from the top and down-
It is not difficult to make a system fulfil the require- wards, an optimal heat distribution is reached in the
ments, but to make the system both simple and engine. This method is at the same time more eco-
cheap and still fulfil the requirements of both the nomic since the need for heating is less and the
engine builder and other parties involved can be water flow is reduced.
very difficult. A simple version cannot be made with-
out involving the engine builder. Ad 6) The systems have been designed in such a
way that the change-over from sea operation to
The diagrams on the following pages are principal harbour operation/stand-by with preheating can be
diagrams, and are MAN Diesel & Turbo's recom- made with a minimum of manual or automatic inter-
mendation for the design of external cooling water ference.
systems.
Ad 7) If the actual running situations demand that
The systems are designed on the basis of the fol- one of the auxiliary engines should run on low-load,
lowing criteria: the systems have been designed so that one of the
1. Simplicity engines can be equipped with a cooling system for
ICS-operation (Integrated Charge air System).
2. Separate HT temperature regulation for propul-
sion and alternator engines.
Fresh water treatment
3. HT temperature regulation on engine outlet.
The engine cooling water is, like fuel oil and lubricat-
4. Preheating with surplus heat.
ing oil, a medium which must be carefully selected,
5. Preheating in engine top, downwards. treated, maintained and monitored.
6. As few change-over valves as possible. Otherwise, corrosion, corrosion fatigue and cavita-
7. Possibility for MAN Diesel & Turbo ICS-system. tion may occur on the surfaces of the cooling sys-
tem which are in contact with the water, and
Ad 1) Cooling water systems have a tendency to be deposits may form.
unnecessarily complicated and thus uneconomic in
Corrosion and cavitation may reduce the life time
installation and operation. Therefore, we have
and safety factors of parts concerned, and deposits
attached great importance to simple diagram
will impair the heat transfer and may result in ther-
design with optimal cooling of the engines and at
mal overload of the components to be cooled.
the same time installation- and operation-friendly
systems resulting in economic advantages. The treatment process of the cooling water has to
be effected before the first commission of the plant,
Ad 2) Cooling of alternator engines should be inde-
i.e. immediately after installation at the shipyard or
pendent of the propulsion engine load and vice
at the power plant.
versa. Therefore, there should be separate cooling
water temperature regulation thus ensuring optimal
running temperatures irrespective of load.
Ad 3) The HT FW thermostatic valve should be
mounted on the engine's outlet side ensuring a
constant cooling water temperature above the
engine at all loads. If the thermostat valve is placed
on the engine's inlet side, which is not to be recom-
mended, the temperature on the engine depends
on the load with the risk of overheating at full load.
Ad 4) It has been stressed on the diagrams that the
alternator engines in stand-by position as well as
the propulsion engine in stop position are prehea-
ted, optimally and simply, with surplus heat from the
running engines.
2016.01.05
MAN Diesel & Turbo
1631482-0.0
Page 1 (2) Central cooling system B 13 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF

Central cooling system
Figure 18: Diagram for central cooling system.
2014.03.26 - UNI
MAN Diesel & Turbo
1631482-0.0
B 13 00 0 Central cooling system Page 2 (2)
L28/32H, L23/30H, L28/32DF, L23/30DF

To prevent the accumulation of air in the cooling
Design features and working principle water system, a de-aeration tank, item 11, is loca-
ted below the expansion tank. An alarm device is
This diagram describes the possibilities with regard inserted between the de-aeration tank and the
to the design of a common auxiliary system for a expansion tank so that the operating crew can be
two-stroke main engine of the MC-type and four- notified if excess air or gas is released, as this sig-
stroke GenSets from MAN Diesel & Turbo. nals a malfunction of engine components.
The central cooling system is an alternative to the
conventional seawater cooling system, based on Operation in port
the same design principles with regard to cooler
locations, flow control and preheating, but with a During operation in port, when the main engine is
central cooler and one additional set of pumps. The stopped but one or more auxiliary engines are run-
central cooler minimizes maintenance work by ning, the valve, item A, is closed and the valve, item
being the only component that is in contact with B, is open. A small central water pump, item 3, will
seawater. In all other parts of the system, inhibited circulate the necessary flow of water for the air
fresh water is used in accordance with MAN Diesel cooler, the lubricating oil cooler, and the jacket
& Turbo's specifications. cooler of the auxiliary engines. The auxiliary engine-
driven pumps and the integrated loop mentioned
above ensure a satisfactory jacket cooling water
Operation at sea temperature at the auxiliary engine outlet.
The seawater cooling pumps, item 1, pump seawa- The main engine is preheated as described for the
ter from the sea chests through the central cooler, jacket water system, fig. 1.
item 2, and overboard. Alternatively, some ship-
yards use a pumpless scoop system. On the fresh-
water side, the central cooling water pumps, item 3,
circulate the low-temperature fresh water, in a cool-
ing circuit, directly through the lubricating oil cool-
ers, item 4, of the main engine, the auxiliary engines
and the air coolers, item 5.
The jacket water cooling system for the auxiliary
engines is equipped with engine-driven pumps and
a by-pass system integrated in the low-temperature
system, whereas the main engine jacket system has
an independent pump circuit with jacket water
pumps, item 6, circulating the cooling water
through the fresh water generator, item 7, and the
jacket water cooler, item 8, to the inlet of the
engine.
A thermostatically controlled 3-way valve, item 9, at
the jacket cooler outlet mixes cooled and uncooled
water to maintain an outlet water temperature of
80-82°C from the main engine.
As all fresh cooling water is inhibited and common
for the central cooling system, only one common
expansion tank, item 10, is necessary, for de-aera-
tion of both the low and high temperature cooling
systems. This tank accommodates the difference in
the water volume caused by changes in the tem-
perature.
2014.03.26 - UNI
MAN Diesel & Turbo
1631481-9.1
Page 1 (3) Jacket water cooling system B 13 00 0
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF

Jacket water cooling system
Figure 19: Operating at sea.
2014.03.26 - UNI
MAN Diesel & Turbo
1631481-9.1
B 13 00 0 Jacket water cooling system Page 2 (3)
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF
Figure 20: Operating in port.
2014.03.26 - UNI
MAN Diesel & Turbo
1631481-9.1
Page 3 (3) Jacket water cooling system B 13 00 0
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF

As the temperature sensor for the valve in this oper-
Design features and working principle ating mode is measuring in a non-flow, low temper-
ature piping, the valve will lead most of the cooling
This diagram describes the possibilities with regard water to the jacket water cooler.
to the design of a common auxiliary system for a
The integrated loop in the auxiliary engines will
two-stroke main engine of the MC-type and four-
ensure a constant temperature of 80°C at the auxili-
stroke GenSets from MAN Diesel & Turbo.
ary engine outlet, the main engine will be preheated,
The jacket water cooling system controls the tem- and auxiliary engines in stand-by can also be pre-
perature of the engines proper. heated by operating valves F3 and F1.
The jacket water is to be inhibited to protect the
surfaces of the cooling system against corrosion,
corrosion fatigue, cavitation and the formation of
scale.
Operation at sea
The jacket water pumps circulate hot cooling water
from the engines to the fresh water generator and
from there to the jacket water cooler. Here a ther-
mostatically controlled 3-way valve mixes cooled
and uncooled water to maintain an outlet tempera-
ture of 80-82°C from the main engine.
An integrated loop in the auxiliary engines ensures a
constant temperature of 80°C at the outlet of the
auxiliary engines.
There is one common expansion tank for the main
engine and the auxiliary engines.
To prevent the accumulation of air in the jacket
water system, a de-aeration tank is located at the
outlet of the main engine. An alarm device is inser-
ted between the de-aeration tank and the expan-
sion tank so that the operating crew can be notified
if excess air or gas is released, as this signals a mal-
function of engine components.
Operation in port
The main engine is preheated by utilizing hot water
from the auxiliary engine(s). Depending on the size
of main engine and auxiliary engines, an extra pre-
heater may be necessary. This preheating is activa-
ted by closing valve A and opening valve B.
Activating valves A and B will change the direction
of flow, and the water will now be circulated by the
auxiliary engine-driven pumps. From the auxiliary
engines, the water flows directly to the main engine
jacket outlet. When the water leaves the main
engine, through the jacket inlet, it flows to the ther-
mostatically controlled 3-way valve.
2014.03.26 - UNI
MAN Diesel & Turbo
1613419-0.5
Page 1 (1) Expansion tank B 13 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L28/32S,

V28/32H, V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S
General
To provide for changes in volume in the closed jacket water cooling system caused by changes in temperature
or leakage, an expansion tank must be installed.
As the expansion tank also should provide a certain suction head for the fresh water pump to prevent cavita-
tion, the lowest water level in the tank should be minimum 8-10 m above the centerline of the crankshaft.
The venting pipe must be connected to the expansion tank below the minimum water level; this prevents oxy-
dation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equip-
ped with venting pipe and flange for filling of water and inhibitors.
Volume
Engine type Expansion volume Recommended tank volume
litre* m3**
5L23/30H, 5L23/30H Mk2, 5L23/30S, 5L23/30DF 11 0.1
6L23/30H, 6L23/30H Mk2, 6L23/30S, 6L23/30DF 13 0.1
7L23/30H, 7L23/30H Mk2, 7L23/30S, 7L23/30DF 15 0.1
8L23/30H, 8L23/30H Mk2, 8L23/30S, 8L23/30DF 17 0.1
5L28/32H, 5L28/32S, 5L28/32DF 28 0.15
6L28/32H, 6L28/32S, 6L28/32DF 33 0.15
7L28/32H, 7L28/32S, 7L28/32DF 39 0.15
8L28/32H, 8L28/32S, 8L28/32DF 44 0.15
9L28/32H, 9L28/32S, 9L28/32DF 50 0.15
12V28/32S, 12V28/32S-DF, 12V28/32H 66 0.3
16V28/32S, 16V28/32S-DF, 16V28/32H 88 0.3
18V28/32S, 18V28/32S-DF, 18V28/32H 99 0.3
5L16/24, 5L16/24S 4 0.1
6L16/24, 6L16/24S 5 0.1
7L16/24, 7L16/24S 5 0.1
8L16/24, 8L16/24S 5 0.1
9L16/24, 9L16/24S 6 0.1
5L21/31, 5L21/31S 6 0.1
6L21/31, 6L21/31S 7 0.1
7L21/31, 7L21/31S 8 0.1
8L21/31, 8L21/31S 9 0.1
9L21/31, 9L21/31S 10 0.1
5L27/38, 5L27/38S 10 0.15
6L27/38, 6L27/38S 12 0.15
7L27/38, 7L27/38S 13 0.15
8L27/38, 8L27/38S 15 0.15
9L27/38, 9L27/38S 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5
Table 10: Expansion volume for cooling water system and recommended volume of expansion tank.
* Per engine
** Common expansion tank
2016.02.24
MAN Diesel & Turbo
1613485-8.5
Page 1 (1) Preheater arrangement in high temperature system B 13 23 1
L23/30H, L23/30DF, L23/30S

General
The built-on cooling water preheating arrangement
consist of a thermostat-controlled el-preheating ele-
ment built into the outlet pipe for the HT cooling
water on the engine's front end. The pipe dimen-
sion has been increased in the piping section where
the heating element is mounted.
Cyl. No. Preheater
3x400V/3x440V
kW
5 1 x 7.5
6 1 x 9.0
7 1 x 9.0
8 1 x 12.0
The system is based on thermo-syphon cooling and

reverse water direction, i.e. from top and down-
ward, and an optimal heat distribution in the engine
is thus reached.
When the engine is in standstill, an extern valve
must shut off the cooling water inlet.
Operation
Engines starting on HFO and engines in stand-by
position must be preheated. It is therefore rcom-
mended that the preheater is arranged for auto-
matic operation, so that the preheater is disconnec-
ted when the engine is running and connected
when the engine is in stand-by position. The ther-
mostat setpoint is adjusted to 70°C, that gives a
temperature of app. 50°C at the top cover. See also
E 19 13 0, High Temperature Preheater Control
Box.
2016.01.05
MAN Diesel & Turbo
1671771-3.5
Page 1 (2) Expansion tank pressurized T 13 01 1
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, V28/32H,

V28/32S-DF, L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S
Description
Engine type Expansion volume Recommended tank volume
litre* m3**
5L23/30H, 5L23/30H Mk2, 5L23/30S, 5L23/30DF 11 0.1
6L23/30H, 6L23/30H Mk2, 6L23/30S, 6L23/30DF 13 0.1
7L23/30H, 7L23/30H Mk2, 7L23/30S, 7L23/30DF 15 0.1
8L23/30H, 8L23/30H Mk2, 8L23/30S, 8L23/30DF 17 0.1
5L28/32H, 5L28/32S, 5L28/32DF 28 0.15
6L28/32H, 6L28/32S, 6L28/32DF 33 0.15
7L28/32H, 7L28/32S, 7L28/32DF 39 0.15
8L28/32H, 8L28/32S, 8L28/32DF 44 0.15
9L28/32H, 9L28/32S, 9L28/32DF 50 0.15
12V28/32S, 12V28/32S-DF, 12V28/32H 66 0.3
16V28/32S, 16V28/32S-DF, 16V28/32H 88 0.3
18V28/32S, 18V28/32S-DF, 18V28/32H 99 0.3
5L16/24, 5L16/24S 4 0.1
6L16/24, 6L16/24S 5 0.1
7L16/24, 7L16/24S 5 0.1
8L16/24, 8L16/24S 5 0.1
9L16/24, 9L16/24S 6 0.1
5L21/31, 5L21/31S 6 0.1
6L21/31, 6L21/31S 7 0.1
7L21/31, 7L21/31S 8 0.1
8L21/31, 8L21/31S 9 0.1
9L21/31, 9L21/31S 10 0.1
5L27/38, 5L27/38S 10 0.15
6L27/38, 6L27/38S 12 0.15
7L27/38, 7L27/38S 13 0.15
8L27/38, 8L27/38S 15 0.15
9L27/38, 9L27/38S 20 0.15
6L32/40 13 0.5
7L32/40 15 0.5
8L32/40 18 0.5
9L32/40 20 0.5
* Per engine
** Common expansion tank
Table 11: Expansion volume for cooling water system and recommended volume of expansion tank.
2016.02.24
MAN Diesel & Turbo
1671771-3.5
T 13 01 1 Expansion tank pressurized Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, V28/32H,

V28/32S-DF, L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S
Figure 21: Function of expansion tank.
▪ Water connection in the top ensures easy and

simple installation and control under operation.
▪ Cooling water is absorbed in a rubber bag
which is hanging in the all-welded vessel.
▪ Corrosion of the all-welded vessel is excluded.
▪ The rubber bag is replaceable.
The expansion vessel should be connected to the
system at a point close to the cooling water inlet
connections (G1 / F1) in order to maintain positive
pressures throughout the system and allow expan-
sion of the water.
The safety valves are fitted on the manifold.
The pressure gauge is fitted on the manifold in such
a position that it can be easily read from the filling
point.
The filling point should be near the pressure expan- 1 Pressure vessel 2 Exchangeable rubber bag
sion vessel. Particularly the pressure gauge in such 3 Safety valves 4 Automatic air venting valve
a position that the pressure gauge can be easily 5 Pressure gauge 6 Manifold
read from the filling point, when filling from the
7 Threaded pipe 8 Elbow
mains water.
9 Shutt-off valve
Automatic air venting valve should be fitted at the
highest point in the cooling water system.
Figure 22: Expansion tank
2016.02.24
MAN Diesel & Turbo
B 14 Compressed
air system B 14 Compressed air system
Page 1 (1)
2016-10-27 - en
Specification of compressed air
D010.000.023-21-0001
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality in the The starting air must fulfil at least the following quality requirements accord-
starting air system ing to ISO 8573-1:2010.
Purity regarding solid particles Quality class 6
Particle size > 40µm max. concentration < 5 mg/m3
Purity regarding moisture Quality class 7
Residual water content < 0.5 g/m3
Purity regarding oil Quality class X
Additional requirements are:

▪ The layout of the starting air system must ensure that no corrosion may
occur.
▪ The starting air system and the starting air receiver must be equipped
with condensate drain devices.
▪ By means of devices provided in the starting air system and via mainte-
nance of the system components, it must be ensured that any hazard-
ous formation of an explosive compressed air/lube oil mixture is preven-
ted in a safe manner.
Compressed air quality in the Please note that control air will be used for the activation of some safety
control air system functions on the engine – therefore, the compressed air quality in this system
is very important.
Control air must meet at least the following quality requirements according to
ISO 8573-1:2010.
▪ Purity regarding solid particles Quality class 5
▪ Purity regarding moisture Quality class 4
▪ Purity regarding oil Quality class 3
For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality
soot blowing requirements according to ISO 8573-1:2010.
2015-03-26 - de
Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
reducing agent atomisation following quality requirements according to ISO 8573-1:2010.
General
D010.000.023-21-0001 EN 1 (2)

D010.000.023-21-0001

Clogging of catalysts
To prevent clogging of catalysts and catalyst lifetime shortening, the
compressed air specification must always be observed.
For gas valve unit control (GVU)

Compressed control air Compressed air for the gas valve unit control (GVU) must meet at least the
quality for the gas valve unit following quality requirements according to ISO 8573-1:2010.
control (GVU) ▪ Purity regarding solid particles Quality class 2
2015-03-26 - de
General
2 (2) D010.000.023-21-0001 EN
MAN Diesel & Turbo
3700439-2.0
Page 1 (2) Compressed air system B 14 00 0
L23/30DF
Compressed air system
Figure 23: Diagram for compressed air system (for guidance only, please see the plant specific engine diagram)
system, the rigsaver valve, the waste gate valve and
Air supply! the change over valves for cooling water (low load
operation).
The compressed air is supplied from the starting air
receivers (30 bar) through an external reduction sta-
tion, from where compressed air at 7-9 bar is sup-
plied to the engine.
To avoid dirt particles in the internal system, a
Air supply must not be interrupted when engine strainer is mounted in the inlet line to the engine.
is running
Starting system
Pipe description
The engine is started by means of a built-on air
Pipe description starter, which is a turbine motor with gear box,
safety clutch and drive shaft with pinion. Further,
K1 Compressed air inlet DN 40 there is a main starting valve.
Table 12: Flange connections are standard according to DIN
2501
Control system
The air starter is activated electrically with a pneu-
matic 3/2 way solenoid valve. The valve can be acti-
General vated manually from the starting box on the engine,
The compressed air system on the engine contains and it can be arranged for remote control, manual
a starting system, starting control system and safety or automatic.
system. Further, the system supplies air to the jet
2016.01.14
MAN Diesel & Turbo
3700439-2.0
B 14 00 0 Compressed air system Page 2 (2)
L23/30DF
For remote activation, the starting spool is connec- Data
ted so that every starting signal to the starting spool
goes through the safe start function, which is con- For air consumption pr. start, see D 10 05 0 "List of
nected to the converter for engine rpm. Capacities".
Further, the system is equipped with an emergency Operating levels and set points, see B 19 00 0,
starting valve which makes it possible to activate "Operating Data and Set Points".
the air starter manually in case of a power failure.
Safety system
Air supply must not be interrupted when the
engine is running.
As standard the engine is equipped with a electri-
cal/mechanic stop cylinder, which starts to operate
if the safety system is activated.
When the maximum permissible rpm is exceeded,
the engine speed sensor will activate a pneumati-
cally controlled stop cylinder, which will bring the
fuel index to zero and stop the engine.
A microswitch will be activated too and give a stop
signal to the safety system.
Pneumatic start sequence

When the starting valve is opened, air will be sup-
plied to the drive shaft housing of the air starter.
The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
the engine flywheel.
When the pinion is fully engaged, the pilot air will
flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
turn the engine.
When the rpm exceeds approx. 140, at which firing
has taken place, the starting valve is closed
whereby the air starter is disengaged.
Optionals
standard optionals can be built-on:
▪ Main stop valve, inlet engine
Pressure transmitting:
▪ PT 70 Compressed air inlet
Position switching, stop:
▪ ZS75 Microswitch on flywheel
2016.01.14
MAN Diesel & Turbo
1624476-1.1
Page 1 (1) Compressed air system B 14 00 0
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF

Diagram
Figure 24: Diagram for compressed air system

▪ The starting air pipes should be mounted with a
Design of external system slope towards the receivers, preventing possi-
ble condensed water from running into the
The external compressed air system should be compressors.
common for both propulsion engines and GenSet
▪ Drain valves should be mounted at the lowest
engines.
position on the starting air pipes.
Separate tanks shall only be installed in turbine ves-
sels, or if GenSets in engined vessels are installed
far away from the propulsion plant.
The design of the air system for the plant in ques-
tion should be according to the rules of the relevant
classification society.
As regards the engine's internal compressed air
system, please see B 14 00 0 "Internal Com-
pressed Air System".
An oil and water separator should be mounted
between the compressor and the air receivers, and
the separator should be equipped with automatic
drain facilities.
Each engine needs only one connection for com-
pressed air, please see diagram for the compressed
air system.
Installation
In order to protect the engine's starting and control
equipment against condensation water, the follow-
ing should be observed:
▪ The air receiver(s) should always be installed
with good drainage facilities. Receiver(s)
arranged in horizontal position must be installed
with a slope downwards of min. 3°-5°.
▪ Pipes and components should always be trea-
ted with rust inhibitors.
2016.01.05
MAN Diesel & Turbo
1631483-2.0
Page 1 (2) Starting air system B 14 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF

Design features and working principle
Figure 25: Starting air system

The main engine is supplied with 30 bar starting air
This diagram describes the possibilities with regard directly from the starting air receivers. Through a
to the design of a common auxiliary system for a pressure reduction station compressed air at 7 bar
two-stroke main engine of the MC-type and four- is supplied as control air for the engine manoeu-
stroke GenSets from MAN Diesel & Turbo. vring system, and as safety air for the emergency
system.
Two starting air compressors with automatic start
and stop maintain a starting air pressure of 30 bar Starting air and control air for the auxiliary engine(s)
in the starting air receivers. is also supplied from the same starting air receivers,
via reduction valves that lower the pressure to a
value suited to the actual type of MAN Diesel &
1992.08.31 - UNI
MAN Diesel & Turbo
1631483-2.0
B 14 00 0 Starting air system Page 2 (2)
L28/32H, L23/30H, L28/32DF, L23/30DF

Turbo four-stroke auxiliary engines chosen. An
emergency air compressor and a starting air bottle
are installed for redundant emergency start of the
auxiliary engines.
If high-humidity air is taken in by the air compres-
sors, an oil and water separator will remove mois-
ture drops present in the 30 bar compressed air.
When the pressure is subsequently reduced to 7
bar, as for the main engine manoeuvring system,
the humidity in the compressed air will be very
slight. Consequently, further air drying is considered
unnecessary.
From the starting air receivers a special air line leads
to the valve testing equipment.
1992.08.31 - UNI
MAN Diesel & Turbo
B 15 Combustion air
system B 15 Combustion air system
Page 1 (1)
2016-10-27 - en
MAN Diesel & Turbo
3700440-2.0
Page 1 (2) Combustion air system B 15 00 0
L23/30DF
Combustion air system
Figure 26: Diagram for combustion air system (for guidance only, please see the plant specific engine diagram)
General
Pipe description The air intake to the turbochargers takes place
direct from the engine room through the intake
Pipe description
silencer on the turbocharger.
M1 Charge air inlet
From the turbocharger the air is led via the charge
M6 Drain from charge air cooler, 3/4" air cooler and charge air receiver to the inlet valves
charge air receiver and oil vapour of each cylinder.
discharge - outlet
The charge air cooler is a compact tube-type cooler
P2 Exhaust gas outlet ** with a large cooling surface.
P6 Drain from turbocharger outlet 22 x 2.5 The charge air receiver is integrated in the engine
frame on the exhaust side.
P7 Water washing turbine side inlet 1/2"
(quick coupling) It is recommended to blow ventilation air in the level
P8 Water washing, compressor side
of the top of the engine(s) close to the air inlet of the
with quick coupling inlet turbocharger, but not so close that sea water or
vapour may be drawn in. It is further recommended
Table 13: *Flange connections are standard according to DIN that there always is a positive air pressure in the
2501. **See B 16 01 0 "Exhaust gas system" and B 16 02 0
engine room.
"Position of gas outlet on turbocharger".
2016.01.14
MAN Diesel & Turbo
3700440-2.0
B 15 00 0 Combustion air system Page 2 (2)
L23/30DF
▪ TAH 31 Charge air, outlet from cooler
Water mist catcher ▪ TAL 31 Charge air, outlet from cooler
At outlet charge air cooler the charge air is led Temperature element
through the water mist catcher. The water mist ▪ TE 31 Charge air, outlet from cooler
catcher prevents condensed water (one of the
major causes of cylinder wear) from entering the ▪ TE 60 Exhaust gas, outlet cylinder
combustion chamber. ▪ TE 61 Exhaust gas, outlet turbocharger
▪ TE 62 Exhaust gas, inlet turbocharger
Turbocharger
The engine is as standard equipped with a high- Data
effeciency MAN Diesel & Turbo TCR turbocharger For charge air heat dissipation and exhaust gas
of the radial type, which is located on the front end data, see D 10 05 0 "List of Capacities".
of the engine, mounted on the top plate of the
charging air cooler housing. Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data
and Set Points".
Cleaning of turbocharger
The turbocharger is fitted with an arrangement for
cleaning of the turbine side, see B 16 01 3, and
water washing of the compressor side, see B 15 05
1.
Charge air shut-off valve, "rig saver"

The valve is applicable for installations with risk of
gas penetration such as dual fuel engines.
The principle of the valve is to activate in case of
external gas leakage alarm in the safety system or in
case of overspeed. In both cases the safety system
will release the rig saver valve shortly after the shut-
down signal. The reason for the slight delay is to get
as much air out of the turbocharger as possible
before the valve blocks for the air passage between
the turbocharger and the engine.
Waste gate
For air-fuel ratio control, part of the exhaust gas
bypasses the turbine via the waste gate valve. The
air-fuel ratio control is only active in gas operating
mode. In diesel operating mode, the waste gate
valve is closed.
Optionals
standard optionals can be built-on:
Pressure transmitting
▪ PT 31 Charge air, outlet from cooler
Temperature alarm high
2016.01.14
Specifications of intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the engine output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures
must be taken. This includes the use of pre-separators, pulse filter systems
and a higher grade of filter efficiency class at least up to M5 according to EN
779.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
dual-fuel engines must be equipped with a dry filter. Oil bath filters are not
permitted because they enrich the inlet air with oil mist. This is not permissi-
ble for gas operated engines because this may result in engine knocking. If
the combustion air is drawn in from outside, in the environment with a risk of
higher inlet air contamination (e.g. due to sand storms, due to loading and
unloading grain cargo vessels or in the surroundings of cement plants) addi-
tional measures must be taken. This includes the use of pre-separators,
pulse filter systems and a higher grade of filter efficiency class at least up to
M5 according to EN 779.
In general, the following applies:
The inlet air path from air filter to engine shall be designed and implemented
airtight so that no false air may be drawn in from the outdoor.
The concentration downstream of the air filter and/or upstream of the turbo-
2014-09-01 - de
charger inlet must not exceed the following limit values.

Properties Limit Unit *
Particle size < 5 µm: minimum 90% of the particle number
General
Particle size < 10 µm: minimum 98% of the particle number

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
D010.000.023-17-0001 EN 1 (2)
Properties Limit Unit *

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
* One Nm corresponds to one cubic meter of
3
gas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive and is not drawn in from the ATEX
Zone.
2014-09-01 - de
General
2 (2) D010.000.023-17-0001 EN
MAN Diesel & Turbo
1639499-6.0
Page 1 (1) Water washing of turbocharger - compressor B 15 05 1
L28/32H, L27/38, L23/30H, L21/31, V28/32S, L28/32DF, L21/31S, L23/30S,

L27/38S, L28/32S, L23/30DF
Description
During operation the compressor will gradually be
fouled due to the presence of oil mist and dust in
the inlet air.
The fouling reduces the efficiency of the turbo-
charger which will result in reduced engine perform-
ance.
Therefore manual cleaning of the compressor com-
ponents is necessary in connection with overhauls.
This situation requires dismantling of the turbo-
charger.
However, regular cleaning by injecting water into
the compressor during normal operation of the
engine has proved to reduce the fouling rate to
such an extent that good performance can be
maintained in the period between major overhauls
of the turbocharger.
The cleaning effect of injecting pure fresh water is
1 Injection tube 2 Pipe
mainly based upon the mechanical effect arising,
when the water droplets impinge the deposit layer 3 Snap coupling 4 Plug-in coupling
on the compressor components. 5 Hand valve with handle 6 Container
The water is injected in a measured amount and 7 Charge air line

within a measured period of time by means of the
water washing equipment. Figure 27: Water washing equipment.
The water washing equipment, see fig 1, comprises

two major parts. The transportable container (6)
including a hand valve with handle (5) and a plug-in
coupling (4) at the end of a lance.
Installed on the engine there is the injection tube (1),
connected to a pipe (2) and a snap coupling (3).
The cleaning procedure is:

1) Fill the container (6) with a measured amount of
fresh water. Blow air into the container by
means of a blow gun, until the prescribed
operation pressure is reached.
2) Connect the plug-in coupling of the lance to
the snap coupling on the pipe, and depress the
handle on the hand valve.
3) The water is then injected into the compressor.
The washing procedure is executed with the engine
running at normal operating temperature and with
the engine load as high as possible, i.e. at a high
compressor speed.
The frequency of water washing should be matched
to the degree of fouling in each individual plant.
2016.01.05
MAN Diesel & Turbo
B 16 Exhaust gas
system B 16 Exhaust gas system
Page 1 (1)
2016-10-27 - en
MAN Diesel & Turbo
1655213-2.6
Page 1 (4) Exhaust gas system B 16 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF, L16/24S,

L21/31S, L23/30S, L27/38S, L28/32S
Internal exhaust gas system The gas outlet of turbocharger, the expansion bel-
lows, the exhaust pipe, and silencer, (in case of
From the exhaust valves, the gas is led to the silencer with spark arrestor care must be taken that
exhaust gas receiver where the fluctuating pressure the cleaning parts are accessible), must be insula-
from the individual cylinders is equalized and the ted with a suitable material.
total volume of gas led further on to the turbo-
charger, at a constant pressure. After the turbo- The insulation should be shielded by a thin plating,
charger, the gas is led to the exhaust pipe system. and should comply with the requirements of the
classification society and/or the local authorities.
The exhaust gas receiver is casted sections, one for
each cylinder, connected to each other, by means
of compensators, to prevent excessive stress due Exhaust pipe dimensions
to heat expansion. It should be noted that concerning the maximum
After each cylinder a thermosensor for reading the exhaust gas velocity the pipe dimension after the
exhaust gas temperature is fitted. expansion bellows should be increased for some of
the engines.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust The wall thickness of the external exhaust pipe
gas receiver is insulated. should be min. 3 mm.
External exhaust gas system Exhaust pipe mounting

The exhaust back-pressure should be kept as low When the exhaust piping is mounted, the radiation
as possible. of noise and heat must be taken into consideration.
It is therefore of the utmost importance that the Because of thermal fluctuations in the exhaust pipe,
exhaust piping is made as short as possible and it is necessary to use flexible as well as rigid sus-
with few and soft bends. pension points.
Long, curved, and narrow exhaust pipes result in In order to compensate for thermal expansion in the
higher back-pressure which will affect the engine longitudinal direction, expansion bellows must be
combustion. Exhaust back-pressure is a loss of inserted. The expansion bellows should preferably
energy and will cause higher fuel comsumption. be placed at the rigid suspension points.
The exhaust back-pressure should not exceed 30 Note: The exhaust pipe must not exert any force
mbar at MCR. An exhaust gas velocity through the against the gas outlet on the engine.
pipe of maximum 35 m/sec is often suitable, but One sturdy fixed-point support must be provided
depends on the actual piping. for the expansion bellows on the turbocharger. It
During commissioning and maintenance work, should be positioned, if possible, immediately above
checking of the exhaust gas back pressure by the expansion bellows in order to prevent the trans-
means of a temporarily connected measuring mission of forces, resulting from the weight, thermal
device may become necessary. For this purpose, a expansion or lateral displacement of the exhaust
measuring socket must be provided approx. 1-2 m piping, to the turbocharger.
after the exhaust gas outlet of the turbocharger at The exhaust piping should be mounted with a slope
an easily accessible place. Usual pressure measur- towards the gas outlet on the engine. It is recom-
ing devices require a measuring socket size of ½". mended to have drain facilities in order to be able to
This measuring socket must be provided to ensure remove condensate or rainwater.
utilisation without any damage to the exhaust gas
pipe insulation.
Position of gas outlet on turbocharger
MAN Diesel & Turbo will be pleased to assist in
making a calculation of the exhaust back-pressure. B 16 02 0 shows turning alternatives positions of
the exhaust gas outlet. Before dispatch of the
engine exhaust gas outlet will be turned to the wan-
ted position.
The turbocharger is, as standard, mounted in the
front end.
2015.01.14
MAN Diesel & Turbo
1655213-2.6
B 16 00 0 Exhaust gas system Page 2 (4)

L21/31S, L23/30S, L27/38S, L28/32S
Exhaust gas boiler
To utilize the thermal energy from the exhaust, an
exhaust gas boiler producing steam or hot water
can be installed.
Each engine should have a separate exhaust gas
boiler or, alternatively, a common boiler with sepa-
rate gas ducts. Concerning exhaust gas quantities
and temperature, see "List of capacities" D 10 05 0,
and "Engine performance" D 10 10 0.
The discharge temperature from the exhaust gas
boiler should not be lower than 180°C (in order to
avoid sulphuric acid formation in the funnel).
The exhaust gas boilers should be installed with by-
pass entering in function at low-load operation.
The back-pressure over the boiler must be included
in the back-pressure calculation.
Expansion bellows
The expansion bellows, which is supplied sepa-
rately, must be mounted directly on the exhaust gas
outlet, see also E 16 01 1-2.
Exhaust silencer
The position of the silencer in the exhaust gas pip-
ing is not decisive for the silencing effect. It would
be useful, however, to fit the silencer as high as
possible to reduce fouling. The necessary silencing
depends on the loudness of the exhaust sound and
the discharge from the gas outlet to the bridge
wing.
The exhaust silencer, see E 16 04 2-3-5-6, is sup-
plied loose with counterflange, gaskets and bolts.
2015.01.14
MAN Diesel & Turbo
1655213-2.6
Page 3 (4) Exhaust gas system B 16 00 0

L21/31S, L23/30S, L27/38S, L28/32S
2015.01.14
MAN Diesel & Turbo
1655213-2.6
B 16 00 0 Exhaust gas system Page 4 (4)

L21/31S, L23/30S, L27/38S, L28/32S
Resulting installation demands
If the recommended exhaust gas back pressure
cannot be kept due to exhaust gas after treatment
installations. Following items need to be consid-
ered.
Exhaust gas back pressure after turbocharger

Operating pressure Δpexh, standard 0 ... 30 mbar
Operating pressure Δpexh, range with increase of fuel consumption 30 ... 60 mbar
Operating pressure Δpexh, where a customized engine matching is needed > 60 mbar
Table 14: Exhaust gas back pressure after turbocharger
Intake air pressure turbocharger

Operating pressure Δpintake, standard 0 ... –20 mbar
Operating pressure Δpintake, range with increase of fuel consumption –20 ... –40 mbar
Operating pressure Δpintake, where a customized engine matching is needed < –40 mbar
Table 15: Intake air pressure turbocharger
Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure Δpexh + Abs(Δpintake), standard 0 ... 50 mbar
Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption 50 ... 100 mbar
Operating pressure Δpexh + Abs(Δpintake), where a customized engine matching is needed > 100 mbar
Table 16: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before turbocharger
▪ At the same time the pressure drop Δpintake in
Maximum exhaust gas pressure drop – Layout the intake air path must be kept below stated
▪ Shipyard and supplier of equipment in exhaust standard operating pressure at all operating
gas line have to ensure that pressure drop Δpexh conditions and including aging over lifetime.
over entire exhaust gas piping incl. pipe work,
scrubber, boiler, silencer, etc. must stay below
stated standard operating pressure at all oper-
ating conditions.
▪ It is recommended to consider an additional
10 mbar for consideration of aging and possible
fouling/staining of the components over lifetime.
▪ Possible counter measures could be a proper
dimensioning of the entire flow path including all
installed components or even the installation of
an exhaust gas blower if necessary.
2015.01.14
MAN Diesel & Turbo
1624460-4.2
Page 1 (2) Pressure droop in exhaust gas system B 16 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,

V28/32H, V28/32S-DF, L16/24S, L21/31S, L27/38S, L23/30S, L28/32S
General
Figure 28: Nomogram for pressure drop in exhaust gas piping system.
2015.11.27
MAN Diesel & Turbo
1624460-4.2
B 16 00 0 Pressure droop in exhaust gas system Page 2 (2)

V28/32H, V28/32S-DF, L16/24S, L21/31S, L27/38S, L23/30S, L28/32S
The exhaust system is correctly designed since the permissible total resistance of 30 mbar is not exceeded.
* This formula is only valid between -20° to 60°C.
Density of air Example
Density of air can be determined by following At ambient air conditions 20°C and pressure 0.98
empiric, formula*: bar, the density is:
2015.11.27
MAN Diesel & Turbo
3700418-8.0
Page 1 (6) Cleaning the turbocharger in service - turbine side B 16 01 3
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
Description
High exhaust gas temperatures are often observed
and claimed in service. High exhaust gas tempera-
tures are normally caused by fouling on the turbine
side of the turbocharger:
➣ Fouling turbine (coke deposit)
➭ Lower turbocharger performance
➭ Lower air flow / pressure through the engine
➭ Increasing exhaust gas temperatures
➭ Increasing fuel oil consumption
Fouling of the turbine and consequently higher On account of their hardness, particularly suited
exhaust gas temperature is influenced by: level of blasting agents such as nut-shells, broken or artifi-
maintenance, condition of the fuel injection noz- cially shaped activated charcoal with a grain size of
zles / fuel pumps, fuel oil quality and/or long-term 1.0 mm to max. 1.5 mm should be used as clean-
low-load operation. ing a gents.
Smaller turbochargers are, due to area-relation in The solid bodies have a mechanical cleaning effect
matching parts, more sensitive to coke deposit than which removes any deposits on nozzle vanes and
larger turbochargers and consequently low power turbine blades.
engines as L16/24 or L23/30H will need turbine Dry cleaning can be executed at full engine load
cleaning more frequent than more powerful and does not require any subsequent operating
engines. period of the engine in order to dry out the exhaust
Turbine cleaning intervals must be expected to be system.
following when operating on HFO:
“D-D” Dry-cleaning Daily Cleaning
“W-W” Wet-cleaning Weekly
Cleaning intervals can be shorter/longer based on
operational experience. Regular performance
observations will show the trend in charge air pres-
sure, exhaust gas temperatures, and define the
cleaning intervals for the turbine. However the tur-
bine must be cleaned when exhaust gas tempera-
ture before turbine are about 20°C above the nor-
mal temperature (ISO corrected) (Sea trial).
Practical service experience have revealed that tur-
bine side of turbocharger only can be sufficient
cleaned by combination of nut-shell dry cleaning
and water washing.
Dry cleaning of turbine side

This cleaning method employs cleaning agents con-
sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of work-
ing air with a pressure of 5-7 bar.
2015.12.02
MAN Diesel & Turbo
3700418-8.0
B 16 01 3 Cleaning the turbocharger in service - turbine side Page 2 (6)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
Cleaning system
The cleaning system consists of a cleaning agent
container (2) with a capacity of approx. 0.5 liters
and a removable cover. Furthermore the system
consists of an air valve (3), a closing valve (1) and
two snap on connectors.
The position numbers (2) and (3) indicate the sys-
tem's "blow-gun". Only one "blow-gun" is used for
each engine plant. The blow-gun is working accord-
ing to the ejector principle with pressure air (working
air) at 5-7 bar as driven medium. Injection time
approx. 2 min. Air consumption approx. 5 Nm3/2
min.
1 Closing valve 2 Container

3 Air valve 4 Working air inlet
5 Exhaust pipe 6 Snap coupling
Figure 29: Arrangement of dry cleaning of turbocharger - turbine
2015.12.02
MAN Diesel & Turbo
3700418-8.0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
2015.12.02
MAN Diesel & Turbo
3700418-8.0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
2015.12.02
MAN Diesel & Turbo
3700418-8.0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
Water washing of turbine side Heavily contaminated turbines, which where not
cleaned periodically from the very beginning or after
The necessary water flow is depending on exhaust
an overhaul, cannot be cleaned by this method.
gas flow and temperature. E.g. the flow needed for
L16/24 is from 2 - 5 litres per minute for 5 and 9 If vibration in the turbocharger occur after water-
cylinder engines. The water flow must be so high washing has been carried out, the washing should
that all of the water do not evaporate. Also the be repeated. If unbalance still exists, this is presum-
waterflow must not be so high that the turbine ably due to heavy fouling, and the engine must be
wheel is drowned and stops rotating. The washing stopped and the turbocharger dismantled and man-
sequence should be in accordance with the turbo- ually cleaned.
charger manual. Engine load, exhaust gas tempera- The cleaning effect is based on the water solubility
ture before turbine and turbine speed must be of the deposits and on the mechanical action of the
according to turbocharger manual. Carry out impinging water droplets and the water flow rate.
sequential washing so that exhaust gas tempera-
ture after turbine drops below 100°C and in the dry- The washing water should be taken from the fresh
ing period increases to more than 100°C. For pre- water system and not from the fresh cooling water
adjustment of the washing tool, install the correct system or salt water system. No cleaning agents
orifice for the actual engine size, check that the and solvents need to be added to the water.
water flow is in accordance with the table by adjust- To avoid corrosion during standstill, the engine
ing the water pressure. Check in a bucket that the must, upon completing of water washing run for at
water flow is in the correct range. least 1 hour before stop to insure that all parts are
dry.
Water flow Diameter orifice
l/min mm
5-9L16/24 2-5 2.5
5-9L21/31 5-10 3.5
5L27/38 (NR20/S) 7-11 3.5
5-6L27/38 (TCR18)
6-8L27/38 (NR24/S) 10-15 4.5
7-9L27/38 (TCR20)
5-6L23/30H 2-5 2.5
5-6L23/30H Mk2
7-8L23/30H 4-7 3.5
7-8L23/30H Mk2
5-6L28/32H 5-10 3.5
7-9L28/32H 7-11 3.5
12V28/32S 5-10 3.5
16-18V28/32S 7-11 3.5
Experience has shown, that washing at regular

intervals is essential to successful cleaning, as
excessive fouling is thus avoided. Washing at inter-
vals of 100 hours is therefore recommended.
Depending on the fuel quality these intervals can be
shorter or longer. However, the turbine must be
washed at the latest when the exhaust gas temper-
ature upstream of the turbine has risen about 20° C
above the normal temperature.
2015.12.02
MAN Diesel & Turbo
3700418-8.0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
Water washing arrangement / tool
Some customized engines are delivered with water
washing arrangement consisting of a pipe system
with a regulating valve, a manoeuvring valve, a 3-
way cock and a drain pipe with a drain valve from
the gas outlet, see illustration on work card
512-15.00/612-15.00.
New engines are as standard delivered with "water
washing gun" as a part of standard tools for
engines. The tool can be seen in figure 2 and is
using the same connecting as the dry cleaning con-
nection.
Figure 30: .
The water for washing the turbine, is supplied from

the external fresh water system through a flexible
hose with couplings. The flexible hose must be dis-
connected after water washing.
By activating the maneuvering valve and the regu-
lating valve the water is sprayed into the exhaust
gas pipe before the turbine side of the turbo-
charger. See specific work card for water washing
of turbine side. The water that is not evaporated is
led out through a drain pipe in the exhaust gas out-
let.
2015.12.02
MAN Diesel & Turbo
B 17 Speed control
system B 17 Speed control system
Page 1 (1)
2016-10-27 - en
MAN Diesel & Turbo
1607583-4.6
Page 1 (1) Starting of engine B 17 00 0
L28/32H, L23/30H, V28/32S, L28/32DF, L23/30DF, L23/30S, L28/32S

General
The engine may be loaded according to the follow- If the engine normally runs on HFO preheated fuel
ing procedure: must be circulated through the engine while pre-
A: Normal start without preheated cooling water. heating although the engine has run or has been
Only on MDO. flushed on MDO for a short period.
B: Normal start with preheated cooling water. MDO

or HFO. Starting on MDO
C: Stand-by engine. Emergency start, with pre- For starting on MDO there are no restrictions exept
heated cooling water, intermediate prelubricating lub. oil viscosity may not by higher than 1500 cSt.
or continuos prelubricating. MDO or HFO. (5°C for lub. oil SAE 30, or 10°C for SAE 40).
Initial ignition may be difficult if the engine and ambi-
Starting on HFO ent temp. are lower than 5°C, and the cooling water
temperature is lower than 15°C.
During shorter stops or if the engine is in stand-by
on HFO the engine must be preheated.
Prelubricating
During preheating the cooling water outlet tempera-
ture should be kept as high as possible at least The engine shall always be prelubricated 2 minutes
60°C (± 5°C) -either by means of cooling water from prior to start if there is not intermittent or continuos
engines which are running or by means of a built-in prelubricating installed. Intermittent prelub. is 2 min.
preheater. every 10 minutes.
2015.12.15
MAN Diesel & Turbo
3700383-8.2
Page 1 (6) Power Management - Alternator protection B 17 00 0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32H,

L28/32S, V28/32S, L28/32DF, L23/30DF
Description It is protecting of the generator against abnormally
high net voltage, works with phase to phase and
The Power Management System and the Alternator phase to neutral voltage, each voltage is monitored
Protection System will not be delivered within the separately. Min volt. 95%, max volt 105%, volt to
scope of MAN Diesel & Turbo. ground 5% 200msec.
But in order to advise and give our customers the Function: Protecting generator, mains decoupling,
best possible background to make some investiga- Radial feeder, Overhead lines, and cables by trip-
tions regarding their Power Management System / ping the alternator circuit breaker.
Alternator Protection System MAN Diesel & Turbo
will in the following give some guidelines and rec-
ommendations. Earth fault current protection
It is only our recommendation and it is the custom- ANSI-Code: 50+51N
er’s responsibility to specify source and to set the Application: Independent time over current relay,
different protection values together with the PMS inverse overcurrent with selectable characteristic.
system maker. The directional earth fault determination is based on
The customer must be aware that local regulations the active and the reactive current flow and the zero
and requirements from authorities must also be sequence system.
taken into considerations during thespecification Insulated or compensated as solid state earthed/
and design phase of these systems. resistance-earth, neutral point systems, is the crite-
rion for earth fault detection depending on the neu-
Overcurrent protection Node tral point connection method.
ANSI – Code: 50+51 Function : Protecting generator, by tripping the
alternator circuit breaker.
Application: Two stage. Overcurrent/ time and short
Circuit/time. It shall be an independent time over-
current relay, with inverse overcurrent time adjust- Mains decoupling (vector surge)
ments, with selectable characteristics, and determi- ANSI-code: 78
nation of fault direction.
Application: The mains decoupling relay is protect-
Function: Protecting generator, mains decoupling, ing parallel running generators against short time
Radial feeder, Overhead lines and cables by tripping voltage interruptions. Whit this it is possible to get a
the generator circuit breaker. protection against damaging asynchronous syn-
chronisation. An interruption of 300 msec is damag-
Thermal overload ing.
ANSI-Code:49 Function : Protecting generator, by tripping the
alternator circuit breaker.
Protection of thermal damage caused by overload .
The thermal capacity used is calculated according
to a model, which takes into account: Frequency protection
Current RMS values, ambient temperature, negative ANSI-code: 81
sequence current. Application: Frequency protection is protecting the
alternator and consumers against over and under
AC voltage protection frequency continuous and fluctuating.
ANSI-Code: 27+59 Function: Protecting generator, by tripping the alter-
nator circuit breaker.
Application : Voltage supervision of 1-phase og 3 –
phase systems, two stage over- and under voltage
protection of the alternator against abnormally low Directional power protection
net voltage, which trigger load transfer in to the ANSI-code: 32
machine.
2015.11.17
MAN Diesel & Turbo
3700383-8.2
B 17 00 0 Power Management - Alternator protection Page 2 (6)

L28/32S, V28/32S, L28/32DF, L23/30DF
Application: To control the power flow, between to Ground faults and faults between phases outside
two more power producing plants. The plants are the alternator but within the protected zone, at the
not allowed to fed or heat each other. terminal or on external connections.
Function 1: adjust the power flow or decoupling the Function: Protecting alternator, by tripping the alter-
plants. If it is over the limit. nator circuit breaker.
Function 2: Protecting generator, by tripping the
alternator circuit breaker. Temperature monitoring
IEC/EN 60751
Negative sequence Protection that detects abnormal temperature build
ANSI-code: 46 up inside the alternator windings. The measurement
Application: to protect the alternator against imbal- is done by sensors placed inside the stator winding
ance loading of the phases or loss of phase. If there in the slots. There at two types
is a difference between the phases, this will create a PT 100 Ohm normal 2 x 3 pcs with three Leeds pr.
negative rotating vector system in the alternator, Sensor. (Base Module)
which will produce harmonics and course heating of PT1000 Ohm normal 2 x 3 pcs with three Leeds pr.
the rotor. Sensor (SaCos One)
Function: Protecting generator, by tripping the gen- Thermistors or thermocouples 2 x 3 pcs. whit two
erator circuit breaker. leads for each sensor.
Alternator bearing protection can also be done by a
Field failure protection PT100 / PT1000 Sensor
ANSI-code: 40
Application: To protect the synchronous generator Synchronising protection
against operation outside the stable operation area ANSI-code: 79
due to loss of excitation. When partial or complete
loss of excitation occurs on a synchronous machine The synchronising protection is to protect the gen-
it obtaining reactive power, it flows from the system erator set when synchronising with the grid or other
into the machine and the apparent impedance as rotating GenSets. To do this it is necessary to
viewed from the machine terminals, goes into the detect the Phase angel position and acceleration,
negative X region in the R-X diagram. the phase angel must not be more than 2 deg.
The Field failure system detects the low or under Voltage difference, max 2%
impedance condition. Max. 15% 2sec Frequency difference, max 100mHz, min 98%, max
Function: Protecting generator, by tripping the alter- 102%
nator circuit breaker. To determine the max. acceptable tolerance, where
the switching can be done safely.
Alternator differential protection Function: Protecting alternator, by blocking the
ANSI-code: 87G switching on of the alternator circuit breaker.
Differential protection of alternator compares cur-

rent in two measuring points, the star point with the Surge arrestors
current at the bus bar; it is a fast and selective form IEC 60871-1, IEEE18, NEMA CP-1, VDE 0560 part
of protection. Faults lying within the protected zone 410, CIGRE 13.02
are clearly and rapidly detected and reacted by
Is installed to protect the alternator insulation and
switching the alternator of to limit the fault damage.
electronics against lightning and bad synchronisa-
The type of faults which occurring is insulation fail- tion, and in rush peaks from transformers and large
ure. consumers. To do this, it is necessary to mount the
Faults between stator and windings arrestors direct at or near to the alternator (within a
few meters from the terminals), the earth connec-
Stator earth faults.
2015.11.17
MAN Diesel & Turbo
3700383-8.2

L28/32S, V28/32S, L28/32DF, L23/30DF
tion of the surge arrestors is not allowed to use the This system can be used in ships or smaller power
common earth connection of the plant, it shall have plants, in the simple standard version, if the new
its own earth. GenSet I relation to the total installed power (30%),
Function: Protecting alternator, it is not doing any and the existing alternators have very old AVR’s .
action, which is interfering with the duty, it is neces-
sary to have a counter, where it is possible to see Parallel running with other GenSets with
how many hits it has taken. Compensation Lines
Older alternators are using compensations lines, the
Automatic Voltage Regulator AVR AVR have to be selected specially for this.
The AVR can be delivered in two versions: It is not possible to run a standard analogue AVR
▪ Analogue with voltage droop in parallel with GenSet plants
using compensations lines.
▪ Digital
It is also possible to use digital regulators, they are
If the analogue AVR is selected, it is necessary to
then using a power factor mode.
consider, which type of AVR is used in the existing
generator sets to secure the correct reactive load
shearing. Digital regulators (AVR)
If the digital AVR is selected, it is necessary to con- Digital Regulators are equipped with many protec-
sider it is supplied with the power-factor measure- tion features to protect the alternator.
ment module. But they are not activated automatically. It is neces-
sary to state it in the contract:
Stand alone Who is responsible for the adjustment: the people
Is the GenSet running as a “Stand Alone” Type who have the best information about how much the
which means there is the only running a single Gen- generator can withstand is the generator manufac-
Set, the AVR has to be adjusted for Constant volt- turer. They shall be forced to make the adjustments
age. and control the functions before the generator is
leaving the test bench in the generator factory.
Parallel running The functions from the protection features can be
allocated to some configurable relay outputs (1,2 or
The GenSet are running in parallel with other Gen-
3 pcs with priority) in the alternator AVR, which can
Sets or the grid.
give signals to the supervision system in the Switch-
The AVR has to be equipped with a voltage drop, board.
compensation lines power-factor regulator.
It has to be decided by the manufacturer, if the out-
puts have to result in an alarm, switch of the main
Parallel running with voltage droop circuit breaker, or switch of the main circuit breaker
The AVR has to be equipped with a voltage droop and stop of the GenSet.
function; this means the generator AVR is adjusting The following has to be stated from the generator
(Decreasing the voltage linear) the voltage by buyer by order:
increasing load, the AVR are dropping the voltage It is recommended to use the protection features in
from rated voltage by no-load to max – 2,5% droop the alternator AVR and following alarms can be
at full load. generated on configurable relay outputs.
▪ Rated voltage UmN (Volt)
Parallel running with the grid by Power
▪ Rated current ImN (amp)
factor (Cos phi)
▪ Largest inrush current and accepted voltage
The AVR has to be equipped with a power factor drop (amp), (Volt)
regulator; this means the generator is adjusting the
voltage after the Grid voltage and keeping the ▪ Power factor PFmN (pu)
“Power factor” from the GenSet constant. ▪ Apperent power SmN (kVA)
2015.11.17
MAN Diesel & Turbo
3700383-8.2

L28/32S, V28/32S, L28/32DF, L23/30DF
▪ Active power PmN (kW) Efficiency n ( % )
▪ Frequency FmN (Hz) Mechanical M-
▪ Pole number (RPM) Power ( KW )
▪ Field overvoltage Frequency FmN Max Frequency Min Freq.

( Hz ) 110% ( Hz ) 90% ( Minutes )
▪ Field overcurrent
▪ Alternator overvoltage Pole number
▪ Alternator undervoltage Gen. Sens Pt Pri. Voltage ( Volt )
▪ Watchdog Gen. Sens Pt Sec. Voltage ( Volt )
▪ Loss of sensing Gen. Sens Ct Pri. Current ( amp )
▪ Exciter diode monitoring Gen. Sens Ct Sec. Current ( amp )
▪ Loss of field AVR CT Input terminal ( amp )
Please note that not all Digital regulators may have Gen. Differential protection CT. Pri. Current ( amp )
all of above mentioned protection features
Gen. Differential protection CT. Sec. Current ( amp )
The alternator will be delivered with the alternator
supplier standard AVR settings and all protection Excitation current open Ieo ( amp ) Rippel 5% delay 2 sec
features are NOT enabled. Excitation current Short IeK ( amp ) Rippel 10% delay 2 sec
The alternator supplier can be requested from the Excitation Current Rated IeN ( amp )
customer or MAN Diesel & Turbo to put other set-
tings in the AVR. Such customize settings must be Excitation Resistance Re ( ohms )
informed to MAN Diesel & Turbo one month before Excitation voltage Rated UeN ( Volt ) Max. Excitation voltage
the FAT-Test of the Genset. ( volt ) Time ( sec )
The reactances of the alternator have to be stated Excitation pole Number
from the alternator supplier by order confirmation. It
is the basic information for ordering the Switch- The alternator manufacturer has to adjust the AVR,
board with power managament. and state the adjustments done by the test-run.
The alternator manufacturer has to state which sig- The alternator manufacturer has to state if there is
nal contacts in the AVR is used for: Alarms / Switch any alteration in the statement by the order confir-
off and which for Stop of plant. mation.
Following values must be given in the alternator
data sheet: Cabling for Alternator Connections
The cabling for connecting the alternator has to be
Generator reaktanses
dimensioned after the local rules / regulations or
Rated voltage Min Voltage Max Voltage (Volt) classification societies’ demands and the type of
UmN ( Volt ) 80% ( Volt )120% cable you want to use.
Rated current ImN Max Current Time ( sec ) Because of the vibration of the generator which is
(amp ) 115% ( amp )50 put to a max of 22 mm/sec the installation have to
be done in such a way that the cable can take
Power factor PFmN ( pu ) these constant movements.
Apperent El-power Max Power Time ( Minutes ) The cables have to be of Class5 which gives the
SmN ( KVA )110% ( KVA )60 flexibility of the cable.
Aktive power El- Max Power Time ( Minutes ) The cable has to be hanging in a U from the fixed
PmN ( KW ) 110% ( KW )60 point in the installation to the terminal box.
2015.11.17
MAN Diesel & Turbo
3700383-8.2

L28/32S, V28/32S, L28/32DF, L23/30DF
The length of the U shall min. be 1 meter the cable Classification Cooling air Temp. enc. Red. fact.
manufacturer can have prescriptions for the min
RINA 50 90 0,86
bending diameters. Se also installation manual
chapter B/G 50 00 0: Alternator cable installation LR 45 90 0,86
NKK 45 90 0,86
Dimentioning of the Alternator
DNV 45 90 0,86
Before buying the alternator it has to be decided
BV 50 90 0,86
which DIN norm has to be fulfilled.
ABS 50 95 0,89
The most normal is DIN6270A (popular said, 12
hours 100%+1hour 110%) at rated surrounding MRS 45 100 0,89
temperature, for industry air 40 deg C and cooling
medium at rated temp. Classification Cooling air Temp. enc. Red. fact.
If it is an water cooled Generator it is 32 deg C B insulation
Insulation class and the construction lifetime has to VDE 40 80 0,79
be decided.
GL 45 75 0,76
The insulation can be H=165 deg.C, F=145 deg.C,
RINA 50 70 0,73
B=120 deg.C. in respect of IEC 34
F used as F theoretical lifetime 30 years. The most LR 45 70 0,73
common for high voltage machines. NKK 45 70 0,73
150% lifetime-dimension if the machine is running DNV 45 70 0,73
with an under temperature for 7 deg.C
BV 50 70 0,73
200% lifetime-dimension the machine is running
one class lower as insulation F used as B. ABS 50 70 0,73
MRS 45 75 0,76
Power reductions factors for marine
generators Alternator Protection
Classification Cooling air Temp. enc. Red. fact.
H insulation ▪ Alternator protection settings below are all
standard values.
VDE 40 125 1
▪ For each individual plant the settings can be
GL 45 120 0,96 adjusted to the site condition.
RINA 50 115 0,93 ▪ Further to below we also recommend imple-
LR 45 110 0,9
menting Start blocking of the diesel engine in
case of MSB earthing
NKK 45 110 0,9
▪ In case of Differential protection we recommend
DNV 45 115 0,93 to implement trip of excitation.
BV 50 110 0,9 ▪ For Earth fault protection special consideration
ABS 50 115 0,93 must be made due to Island operation, Grid
operation and type of earthing system.
MRS 45 120 0,96
Classification Cooling air Temp. enc. Red. fact.

F insulation
VDE 40 105 0,93

GL 45 100 0,89
2015.11.17
MAN Diesel & Turbo
3700383-8.2

L28/32S, V28/32S, L28/32DF, L23/30DF
Alternator protection settings Required by MAN Diesel Nice to have
Short Circuit phase L1 – set _250_% of In. trip time_300_ms. x
Earth fault trip – set_20__% of In. trip time¬¬_8__s. x
Over voltage - set_110% of Un. trip time_5__s. x
Under voltage - set _90_% of Un. trip time_5__s. x
Over frequency - set_105_% of Hzn. trip time_10__s. x
Under frequency - set_ 95_% of Hzn. trip time__5_s. x
Reverse power (-P<) - set_8__% of Pn. trip time__10_s. x
Overload (P>) - set_110_% of Pn. trip time_20_s. x
Over current (I>) – set__130 % of In. trip time_4_s. x
Winding temp. Phase L1 – set 130 °C Alarm time__3__s. x
Winding temp. Phase L2 – set 130 °C Alarm time__3__s. x
Winding temp. Phase L3 - set 130 °C Alarm time__3__s. x
Bearing temp. – set 85° C Alarm time___3_s. x
Generator differential protection settings Required by MAN Diesel Nice to have

Generator phase L1 – Set _10_% of In Shutdown time_<50_ms. P>2500kW
Generator phase L2 Set _10_% of In Shutdown time_<50_ms. P>2500kW
Generator phase L3 Set _10_% of In Shutdown time_<50_ms. P>2500kW
Switchgear phase L1 Set _10_% of In Shutdown time_<50_ms. P>2500kW
2015.11.17
MAN Diesel & Turbo
3700319-4.1
Page 1 (1) Actuators B 17 01 6
L28/32DF, L23/30DF, L16/24, L16/24S, L21/31, L21/31S, L27/38, L27/38S

Actuator types
The engines can be equipped with an electro-
hydraulic actuator, make Regulateurs Europa, type
2800. Speed Control is carried out via SaCoSone
GENSET.
Actuator signal
Actuator input signal
Regulateurs Europa, 0-1 A nominal operating
type 2800 range
Speed adjustment range

Speed adjustment range is adjustable in SaCoSone.
Droop
Droop is adjustable in SaCoSone.
2016.03.30 - SaCoS
MAN Diesel & Turbo
B 19 Safety and
control system B 19 Safety and control system
Page 1 (1)
2016-10-27 - en
Safety concept - Dual fuel engines

1 Introduction
The aim of the safety concept is to demonstrate that MAN Diesel & Turbo
Dual Fuel engines can be installed in ships fulfilling the requirements of the
IGF- and IGC-Code (see section 3.1 Abbreviations) and IACS-Classification
requirements.
The Dual Fuel engines will be type approved by the individual IACS Classes
according to their rules. Therefore in this document the general and special
requirements relating to Dual Fuel engines and gas fuel supply to the engine
are mentioned only. The class approval in principle and safety concept
should give confidence to the yard that MAN Diesel & Turbo Dual Fuel
engines fulfil IACS Class requirements as well as the IGF- and IGC-Code (see
section 3.1 Abbreviations) requirements. The gas fuel supply system is con-
sidered beginning with the Shut off valve upstream of the gas valve unit
room. The engines are suitable as prime movers in Diesel-mechanic or Die-
sel-electric propulsion plants and as auxiliary engines. This safety concept is
applicable for multi and single engine plants. The requirements stated in this
safety concept for the installation of the Dual Fuel engine and the equipment
are MAN’s recommendations. If the customer or yard make modifications on
the arrangements and design principles, they are responsible for the appro-
val of the deviations by the classification societies and the flag state adminis-
trations.
2 Basic standards
The following basic standards were used for this safety concept:
Relevant classification rules (e.g. BV RN481 (2007), DNV, etc.)
API 500 (Nov. 2007)
DVGW standards
IACS unified requirements
IEC 60079-10
IEC 60079-14
IEC 60092-502: 1999
IGF- and IGC-Code (see section 3.1 Abbreviations)
SOLAS IMO convention "Safety of Life at Sea"
EC directive 94/9/EC European Commission directive (ATEX) regarding devi-
ces and protecting systems used in explosion hazardous areas
European pressure vessel directive 97/23/EC
2016-03-18 - en
Description
3700390-9.5
dual fuel 1 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
3 Abbreviations and definitions

3.1 Abbreviations AL Alarm level (acc. IEC 60050-426)
API American Petroleum Institute
ATEX European Commission Directive (94/9/EC) (ATEX) regarding
devices and protecting systems used in explosion hazardous
areas
DF engine Dual fuel engine
Dual fuel mode Gas mode
DVGW German association for the sectors gas and water (Deutsche
Vereinigung des Gas- und Wasserfaches)
EC Directive 94/9/EC European Commission Directive (ATEX) regarding devices
and protecting systems used in explosion hazardous areas
FBOG Forced boil off gas
FMEA Failure Mode and Effect Analysis
GCU Gas combustion unit, thermal oxidiser
GS Gas sensors
GVU Gas valve unit
HT High temperature
IACS International Association of Classification Societies
IGC-Code IMO Convention "International Code for the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk"
IGF Code IMO Convention “International Gas-Fuelled Ships
code“ (interim guidelines of safety for natural gasfuelled
engine installations, IMO Resolution MSC.285(86))
IEC International Electrotechnical Commission
LEL Lower explosion level (acc. IEC 60050-426)
LFL Lower flammable level
LNG Liquefied natural gas
LNGC Liquefied natural gas carrier
LT Low temperature
NBOG Natural boil off gas
PLD Injection pump with a pipe and an injection nozzle
PREAL Pre alarm
SaCoSone MAN Diesel & Turbo Engine Safety and Control System
SOLAS IMO convention “Safety of Life at Sea”, 1974 with amend-
ments 2008
TI Temperature indicator
2016-03-18 - en
UEL Upper explosion level (acc. IEC 60050-426)

Description
VTA Variable Turbine Area

3700390-9.5
2 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
3.2 Definitions Block and bleed valve

For gas carrier installations in accordance to IGC-Code Chapter 16, 16.3.6.
For other gas-fueled vessel applications in accordance to the interim guide-
lines for safety for natural gas-fuelled engine installations (IGF) Chapter 5,
5.6.3
Dual Fuel engine
Engines able to burn liquid fuel or gaseous fuel gases with liquid pilot fuel
simultaneously
Engine room
See Machinery space
Explosion proof design
Pressure related components are designed to withstand an internal explo-
sion pressure without destroying the components and to make them untight.
Plastic deformation is allowed, but the system has to be tight after the explo-
sion that no contained media could be let to the surrounding atmosphere.
Gas high-pressure piping
Gas fuel piping with working pressure above 10 bar
Gas safe areas
Zones or areas not being gas dangerous
Gas dangerous zones
Zones or areas defined as gas dangerous zones Z0, Z1 or Z2, according to
IEC 60092-502: 1999
Gas mode
Operation with gas and pilot fuel as ignition source
Gas sources
Any valves or detachable pipe joints in the fuel gas system. Also all seals of
rotating components in which there is a overpressure to the surrounding
environment regarded as gas sources.
High pressure fuel oil pipe
Double walled piping with leakage monitoring according to SOLAS Chapter
II-2, Regulation 4, 2.2.5
Machinery space of category A
For gas carrier installations definition according to IGC-Code 1, 1.3.24. For
other gas-fueled vessel applications in accordance to the interim guidelines
for safety for natural gas-fuelled engine installations (IGF) Chapter 2, 2.3.4.2
Machinery space
For gas carrier installations definition according to IGC-Code Chapter 1,
1.3.25. For other gas-fueled vessel applications in accordance to the interim
guidelines for safety for natural gas-fuelled engine installations (IGF) Chapter
2, 2.3.3
Shut off valve
2016-03-18 - en
The Shut off valve is an automatic valve in the gas supply line to each engine
Description
3700390-9.5
room located upstream of the gas valve unit outside the machinery space.
For gas carrier installations definition according to IGCCode Chapter 16,
16.3.7. For other gas-fueled vessel applications in accordance to the interim
guidelines for safety for natural gas-fuelled engine installations (IGF) Chapter
5, 5.6.8.
dual fuel 3 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
4 Ambient reference conditions

The ambient reference conditions according to IACS URM28 are the regular
machinery space room temperature 45°C, ambient pressure 1,000 mbar
absolute and air humidity 60 %.
5 Condition of applied fuels

5.1 Gas fuel Gas fuel main components
Component mainly Methane CH4
Pressure < 10 bar

Operation temperature after shut off valve 0° to 50° C
Ignition temperature 595° C
LEL in air 4.4 Vol%
UEL in air 16.5 Vol%
Flash point tk = -82° C
Max explosion pressure at ambient pressure 7.2 bar
Density of gaseous CH4 0.72 kg/Nm3
Methane number of fuel gas ≥ 80
Table 1: Fuel gas component conditions
5.2 Diesel fuel Main fuel / Pilot fuel / Back-up-fuel
Marine diesel fuel Ignition temperature [° Flash point [° C] Remark
C]
MGO (class DMA) > 250 ≥ 60 Acc. to MAN Diesel &
Turbo quality require-
ments
Table 2: Ignition temperature and fuel oil quality requirements
2016-03-18 - en
Description
3700390-9.5
4 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

6 Basics
6.1 Explosion danger Explosive atmosphere (air/fuel mixture) and an effective ignition source are
simultaneously present.
6.2 Safety concept ▪ Prevention from formation of an explosive atmosphere (e.g. ventilation,
operation of equipment over UEL or below LEL, (gas detection and
warning system) inertisation)
▪ Exclusion of igniting sources by design measures (no surfaces at or over
ignition temperature of critical substances, neither electrostatic nor elec-
tric ignition sources, no spark generation, no open flame)
▪ Limitation of the effect of explosion. Safety measures against dangerous
overpressure (rupture discs, safety valves, explosion proof design (design
pressure = max. explosion pressure x initial pressure), flame arresting
piping equipment)
7 Gas feeding concept

7.1 Marine rule requirements The basic requirement is the prevention from formation of an explosive
atmosphere.
The design principle for explosion protection is the application of a double
barrier between the fuel gas and the environment. The space between the
first and the second barrier is defined as explosion hazardous zone. The
space outside of the second barrier is defined as a gas safe area.
To realise this, there are the following two possibilities:
▪ Double walled piping or
▪ Single walled piping installed in a separate compartment
The space between the first and second barrier could be realised as follows:
▪ Gas monitoring and venting of the space or
▪ Gas tight space, monitored and filled with over pressurised inert gas
7.2 Fuel gas concept Based on the criteria in chapter 6 MAN Diesel & Turbo decided to select for
the fuel gas supply system of the DF engine the following design concept.
The gas fuel system is designed to fulfil all requirements for a gas safe engine
room.
2016-03-18 - en
Description
3700390-9.5
dual fuel 5 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 1: Gas feeding system
6 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
General requirements on double wall fuel gas piping:

▪ Ventilation by suction in the outer pipe with an air change of 30 times per
hour and control and monitoring of possible fuel gas concentration in the
space between the inner and outer pipe (see Figure 1) or alternative iner-
tisation media in the outer pipe, inert media pressure > operating pres-
sure of flammable gas, control and monitoring of the inert gas media due
to inertisation pressure and inert media leakages
▪ Closing of shut off valve in case of gas leakage detection
▪ Purging or inertisation of the gas pipe in case of gas leakage
General requirements for ventilation of possible gas leakages:
▪ Air change ≥ 30 times per hour monitored and controlled by differential
pressure switches (see Figure 1, PDSL)
– Switch-over from gas fuel mode to diesel fuel mode in case of provi-
ded air changes < 30 air changes per hour
▪ Control of leakage gas by gas detection sensors
▪ Closing of Shut off valve
2016-03-18 - en
Description
3700390-9.5
dual fuel 7 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
8 Installation plan
8.1 Definition of explosion The protection and certification requirements on components used in explo-
hazardous areas sion hazardous areas are related to the explosion hazardous zones in which
they are used. The definitions according to IEC 60092- 502: 1999 are:
▪ Zone 0: Area in which an explosive gas atmosphere is present continu-
ously or is present for long periods
▪ Zone 1: Area in which an explosive gas atmosphere is likely to occur in
normal operation
▪ Zone 2: Area in which an explosive gas atmosphere is not likely to occur
in normal operation and, if it does occur, is likely to do so only infre-
quently and will exist for a short period only.
8.2 Plan of explosion
hazardous areas
8.2.1 Engine
Figure 2: Engine related hazardous areas

2016-03-18 - en
Description
3700390-9.5
8 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

Figure 3: Engine related hazardous areas - 2
2016-03-18 - en
Description
3700390-9.5
dual fuel 9 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
8.2.2 External engine

systems
Figure 4: Plant related hazardous areas

Note Z0 : explosion protection zone 0 (EN60079-10); Class I, Special Divi-
sion 1 (API 500, November 1997)
Z1 : explosion protection zone 1 (EN60079-10); Class I, Division 1
(API 500, November 1997)
Z2 : explosion protection zone 2 (EN60079-10); Class I, Division 2
(API 500, November 1997)
GS : Gas Sensor certified intrinsically safe type
GVU room : Gas valve unit room
Ventilation : mechanical ventilation with at least 30 air changes per hour,
2016-03-18 - en
GVU room in depression

Description
3700390-9.5
10 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
8.2.3 Further system System Explosion zone Remark

components - plant related Lube oil system Zone 2 Description, see chapter 9.1.5
HT-cooling water system Zone 2 Description, see chapter 9.1.6.1
LT- cooling water system Zone 2 Description, see chapter 9.1.6.2
Nozzle cooling water system Zone 2 Description, see chapter 9.1.6.3
Shipboard exhaust gas sys- Zone 2 Description, see chapter 9.1.4.2
tem
Venting pipe for engine Zone 1 Description, see chapter 9.1.2
crankcase
Venting pipes in general / Zone 2 Description, see chapter 9.1.4.2
other ventings
Table 3: Plant related hazardous areas
9 Explosion protection requirements on components

9.1 Engine
9.1.1 Functional description The engine is an Dual Fuel type. The engine could either operate on liquid
fuel or on fuel gas.
9.1.1.1 Operation modes
▪ Gas mode: Gaseous fuel with pilot fuel oil ignition
In the gas operation mode the fuel gas, which is burned, will be supplied
in accordance to Table 1 in chapter 5.1. The ignition of the lean gas mix-
ture is provided by a small amount of diesel fuel, which ignites the gas-air
mixture. The operating principle in gas-mode is the lean-burn concept. A
lean mixture of fuel gas and charge air will be provided to the combustion
chamber of each cylinder by individually controlled fuel gas admission
valves, see also 9.4.6 Dual fuel engine operation modes.
▪ Diesel mode: Main fuel oil
In Diesel mode liquid fuel oil is provided by the conventional injection
pump system to be burned inside the combustion chamber, see also
9.4.6 Dual fuel engine operation modes.
▪ Back-up mode: Main fuel oil only
In Back-up mode liquid fuel oil is provided by the conventional fuel oil
injection pump system and burned inside the combustion chamber, see
also 9.4.6 Dual fuel engine operation modes.
9.1.1.2 Fuel system
Gas-Fuel-System
The general arrangement of the gas-fuel system is shown in Figure 5. The
explanation of the different systems is given in the following chapters.
2016-03-18 - en
Description
3700390-9.5
dual fuel 11 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 5: Gas feeding system (detailed drawing see Appendix A.3)
12 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
Gas fuel piping on the engine

The fuel gas supplied to the engine is provided to the cylinders individually
through the gas admission valves mounted in the air inlet manifold of each
cylinder. The gas admission valves are controlled individually by the engine
control system in order to regulate the engine power and speed through
controlling the amount of fuel gas fed to each cylinder.
The design of the gas admission valves and pipings ensures, that only air
and not fuel gas is contained in the charge air manifold. The gas admission
valves are actuated (opened) through solenoids and are closed through
springs (normally closed type).
All engine mounted fuel gas pipes upstream of the cylinder heads are of dou-
ble-walled pipe design, including the sections around the fuel gas admission
valves. The outer space of the double wall piping is continuously ventilated
by 30 air changes per hour and monitored by at least 1 intrinsically safe certi-
fied gas sensor mounted at the entrance of the GVU room (see next section
Gas fuel piping between gas valve unit room and engine). The ventilation flow
is monitored by differential pressure monitoring (see Figure 5, PDSL).
The piping together with safety valve is designed to withhold an internal
explosion without being untight. The components are allowed to experience
a non dangerous deformation. Ductile material has to be used.
Compressor should deliver 6-9 bar to GVU. After compressor a 10 bar safety
valve must be installed to protect against overpressure. Piping and valve
from compressor to GVU need to be approved for min. PN10.
GVU regulate gas pressure to 4-6 bar inlet engine. After GVU a 6 bar safety
valve must be installed to protect against overpressure after GVU and on
engine. All components after GVU and on engine need to be approved for
min PN6.
It is not required to install a flame arrester in the fuel gas pipe, as there is no
homogeneous ignitable mixture of gas available and due to the explosion
proof design of the inner gas pipe.
Features:
▪ Gas admission valve for each cylinder.
▪ Gas supply on the engine by double walled distribution pipe.
▪ Complete double wall piping system including gas admission valves and
compensators
▪ The outer space of the double walled piping is in depression and ventila-
ted by at least 30 air changes per hour. This function is monitored by dif-
ferential pressure switches.
▪ The outer space of the double wall pipe is controlled by at least two
intrinsically safe and certified gas detectors (to be installed in the pipe
section between the engine and gas valve unit room, see next section
Gas fuel piping between gas valve unit room and engine).
▪ Explosion proof design of the inner gas pipe.
Gas fuel piping between gas valve unit room and engine
2016-03-18 - en
The pipe between the gas valve unit room and the engine is a double walled
pipe, also the compensator used to connect the engine is double walled. The
Description
3700390-9.5
outer space of the double walled pipe is continuously ventilated by 30 air

changes per hour. The ventilation flow is monitored by differential pressure
switches (see Figure 5, PDSL) and by at least 1 intrinsically safe certified gas
sensor. When reaching PREAL (see Table 1-1 Automatic safety actions) the
detectors will cause an alarm and will automatically change the gas fuel
dual fuel 13 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
mode to the diesel mode. In that case the gas supply line will be shut off by
closing the Shut off valve upstream the GVU and the block and bleed valve in
the GVU and they will be purged by Nitrogen. No additional flammable gas
can be supplied to defect components and therefore could be a source of
fuel gas related explosion danger.
Compressor should deliver 6-9 bar to GVU. After compressor a 10 bar safety
valve must be installed to protect against overpressure. Piping and valve
from compressor to GVU need to be approved for min. PN10.
GVU regulate gas pressure to 4-6 bar inlet engine. After GVU a 6 bar safety
valve must be installed to protect against overpressure after GVU and on
engine. All components after GVU and on engine need to be approved for
min PN6.
Is not required to install a flame arrestor in the fuel gas pipe as there is no
homogeneous ignitable mixture of gas available and due to the explosion
proof design of the inner gas pipe.
Installation:
▪ Gas lines passing through the engine room, or other enclosed spaces
with exception of the gas valve control room, are to be of the double wal-
led type with controlled ventilation in depression, or controlled overpres-
sure of inert gas in the outer pipe space.
▪ The outer space of the double wall pipe is controlled by at least two
intrinsically safe and certified gas detectors (installed between the engine
and gas valve unit room).
▪ Double walled compensator.
▪ Explosion proof design of the inner pipe.
Gas valve unit
The fuel gas pressure supplied to the Dual fuel engine is regulated and con-
trolled individually by one gas valve unit (GVU) for each Dual fuel engine. The
GVU has to be protected against excessive inlet-overpressure by an external
safety valve (to be mounted upstream of the Shut off valve, e.g. downstream
of the gas compressor). The piping scheme is shown in Figure 6 - Gas valve
unit (GVU) P + I - Diagram and Figure 7 - Gas valve unit (GVU) Measuring
devices diagram.
The Gas valve unit has the following functions:
Functions:
▪ Gas leakage test through engine control systems before engine is enter-
ing dual fuel mode (see Table 5)
▪ Control of gas feed pressure to Dual fuel engine
▪ At the end of gas-operation, the unit shuts off the gas supply and allows
the gas pipe to be inerted.
▪ Shut off of the fuel gas supply in case of emergency stop
▪ Automatically inert of gas distribution after DF-Operation with inert gas
▪ Inert for maintenance reasons with inert gas
▪ Unit is controlled by an engine control sequence of SaCoSone
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Description
Installation:
3700390-9.5
▪ Installation of gas valve unit in dedicated compartment (GVU room) with

gastight walls
▪ Single wall gas pipes and instrumentation in the gas valve unit room
14 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
▪ The gas valve unit room has to be ventilated by 30 air changes per hour.
The ventilation system of the GVU-room consists of an exhaust ventilator

installed in a separate exhaust air duct. When approved safety measures
are provide the ventilation ducts of several GVU-rooms may have a com-
mon discharge line, if agreed by the classification society. However, the
ventilation outlet is to discharge to the vent mast. The ventilation air for
the GVU-room will be sucked out of the engine room by an air inlet duct.
Therefore the air pressure in the GVU-room is constantly lower than the
air pressure in the engine room. The differentiation of pressure has to be
monitored
▪ The volume of the gas valve unit room has to be as small as possible.
Maintenance work must be possible
▪ The GVU-room has to be monitored by at least one intrinsically safe cer-
tified gas sensors
▪ Gas overpressure safety valve has to be installed upstream to the Shut
off valve
Figure 6: Gas valve unit (GVU) P + I - Diagram

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Description
3700390-9.5
dual fuel 15 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Figure 7: Gas valve unit (GVU) Measuring devices diagram

The gas valve unit (MOD-052, see Figure 6) is a regulating and safety device,
allowing the engine to be safely operated in the gas mode. The control unit is
equipped with block and bleed valves (quick-acting stop valves and venting
valves) and a gas pressure regulating device.
In order to keep impurities away from the downstream control and safety
equipment, a gas filter (FIL- 026) is installed after the manuel-stop valve
(V-003).
The gas pressure control device (PCV-014) adjusts the pressure of the gas
fed into the gas pressure regulating valve on the engine.
In accordance with the engine load, the pressure control device on the
engine maintains a differential gas overpressure to the charge air pressure.
This ensures that the gas feed pressure is correct at all operating points of
the DF-engine.
At the outlet of the gas valve line are quick-acting stop valves (1,2 QSV-001,
1 PV5864, 1 PV5865) and automatic venting valves (1,2,3 FV-002 =
1PV5863, 2PV5864, 2PV5865, 3PV5865) mounted. The quick-acting stop
valves will interrupt on the request the gas supply to the engine. The auto-
matic venting valve (2 FV- 002) relieves the pressurised gas trapped between
the two closed quick-acting stop valves (1,2 QSV- 001). The automatic vent-
ing valve (3 FV-002) relieves the pressurised gas trapped between the quick-
acting stop valves (2 QSV-001) and the engine and is used to purge the gas
distribution system and pipe with Nitrogen in inverse direction.
For safety reasons, the working principle of the quick-acting stop valves (1,2
QSV-001) ensures that the valves are normally closed (closed in case there is
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no signal or no control media i.e pressurized air) while the venting valves (2,3
Description
FV-002) are normally open.

3700390-9.5
16 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
The gas valve unit includes pressure transmitters/gauges and a temperature

transmitter. The output of these sensors is transmitted to the engine man-
agement system. The control logic meets MAN Diesel & Turbo requirements
and controls the opening and closing of the block and bleed valves as well
as the gas valve line leak test.
At the gas input connection (A) of the gas valve unit, all gas parameters as
specified for the engine are to be observed (see Project Guide, Chapter
"Specification for natural gas").
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Description
3700390-9.5
dual fuel 17 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Gas leakage test

Step Action
1 Valves 1PV5864, 1PV5865 are closed and 2PV5865,
3PV5865 are open. Valve 2PV5865 and 3PV5865 will be
closed. The gas pressure shall not increase beyond a certain
value within a certain time (measures by pressure transmitter
1PT5865). This indicates a leaking valve 1PV5865.
Reaction: Alarm and Shut-off sequence.
No alarm: step 2
2 Valve 1PV5865 will be opened for a short time to let gas
enter between the two block valves 1PT5864 and 1PV5865.
Valve 1PV5865 hereafter closes. If there is pressure
decrease measured by pressure transmitter, it indicates that
there is either a defect pressure transducer 1PT5865 or the
valves 1PV5864 or 2PV5864 are defect.
Reaction: Alarm and Shut-off sequence.
3 Gas leakage sequence complete. Gas supply for gas
engines will be opened
Table 4: Gas leakage test, procedure
Please see Figure 6 and Figure 7 for control unit and valve arrangements.
Shut-Off sequence
Step Action
1 Valves 1PV5864 and 1PV5865 will be immediately closed
2 Valves 2PV5864, 2PV5865 and 3PV5865 will be opened
with an individual delay time
Table 5: Shut-off sequence, procedure
Purging with inert gas
To secure a gas free gas supply line on the DF-engine up to the block valve
1PV5865 of the GVU, the piping will be automatically purged with inert gas
after each normal or quick change over from gas mode to liquid fuel mode,
before each change over to DF mode from liquid fuel mode and each emer-
gency shut down from gas mode. Therefore a inert gas purge valve
1FSV5888 will be installed on the DF-engine (see Figure 16).
During purge mode the inert valve 1FSV5888, pressure control valve
1ET5862 and the venting valves 2PV5865 and 3PV5865 will be opened and
inert gas can purge the remaining gas downstream over the valves 2PV5865
and 3PV5865 out to the gas venting installation. In any case the inert gas
pressure has to be 0.5 bar higher than the maximum operating fuel gas pres-
sure.
After the purge time (depending on the length of the gas piping from GVU to
DF-engine manifold) there are two different sequences possible:
▪ 2PV5865, 1ET5862 and 1FSV5888 will be closed. During preparation to
gas mode the purge mode has to be started once again to secure an air
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free gas piping

▪
Description
During inert sequence is monitored by the SaCoSone system. In case of a

3700390-9.5
failure of the inert gas pressure a manual purged mode has to be started
before the gas operation can be started. If engine is running inert failure
alarm will be given. If engine is stopped engine cannot be started before
manual inert on Local Display at engine is initiated and successful ended.
18 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
▪ During standstill block valves 1PV5864 and 1PV5865, bleed valve

2PV5864 and venting valves 2PV5865 and 3PV5865 will be de-ener-

gized and status of de-energized position.
During the design stage it has to be decided which option will be followed.
The system has to be designed accordingly. The control of the valves has to
be automatic.
Gas fuel piping between Shut off valve and gas valve unit room
The gas fuel pipe, and also all other pipes which are installed downstream,
are monitored against sudden total rupture by a differential pressure meas-
urement across an orifice. This device is mounted in the external part of the
gas pipe, at the beginning of the individual pipe for each engine (each one for
each branching to the engines). In case more than 150% to 200% of the nor-
mal max. allowed gas flow of the engine are passing through the pipe, the
differential pressure across the orifice will increase and finally a differential
pressure switch is activated. This signal is processed in the ship alarm sys-
tem and will automatically close the Shut off valve and will open the venting
valve (both valves are mounted at the beginning of this pipe and also on the
exterior).
The pipe between the Shut off valve and the gas valve unit room must be
double walled if passing trough enclosed areas (In frequent cases this pipe
can pass directly from the exterior to the gas valve unit room without passing
in other enclosed areas, then a double walled pipe is not required). The outer
space of the double walled pipe is continuously ventilated by 30 air changes
per hour. The ventilation flow is monitored by differential pressure switches
(see Figure 1, PDSL) and by at least one intrinsically safe certified gas sensor.
By detection of PREAL (see Table 1-1) the gas fuel mode will be automati-
cally changed to diesel fuel mode. In that case the Shut off valve will be
closed and the external venting valve will be opened. No additional flamma-
ble gas can be supplied to the possible defect component and therefore
cannot be a source of danger for a fuel gas related explosion.
Installations:
▪ Shut off valve and venting valves are installed at the exterior upstream of
the GVU room in accordance to IGF- and IGC-Code. For each separate
engine room we recommend to provide one separate shut off and vent-
ing valve
▪ One pipe rupture detection is installed with each engine gas feeding pipe
▪ Gas fuel piping should not pass through accommodation spaces. Gas
lines passing through enclosed spaces, with exception of the gas valve
control room, are to be of double walled type with controlled ventilation
in depression, or controlled overpressure of inert gas in the outer pipe
space
▪ The outer space of the double wall pipe is controlled by at least one
intrinsically safe and certified gas detector (installed between the exterior
and the gas valve unit room)
Fuel-Oil- Systems
Main fuel-oil-system / Pilot fuel oil system
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Conventional Diesel engine fuel oil system, with one engine driven injection
Description
pump for each cylinder which actuates the injection valve by double wall and
3700390-9.5
leakage monitored high pressure pipes. The system is build according to the
actual classification rules in force. The fuel gas mixture in the cylinder can not
enter in any case of failure into the main fuel oil injection system. The injection
dual fuel 19 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
pressure is higher than the ignition pressure and there is a non return valve
installed on the injection pump, which protects the low pressure fuel system
from gas flow in case of an untight injection nozzle.
9.1.2 Crankcase Crankcase safety valves are used for every crankgear. The certified safety
valves are to be used in gas dangerous zones to protect components. The
certification is usually according to the ATEX EC directive 94/9/EC and IMO
rules.
The crankcase ventilation pipe (natural ventilation) is led to a safe location on
the open deck, remote from any source of ignition. The end of the ventilation
pipe has to be equipped with a flame arrester. The ventilation pipe has to be
build steadily ascending to avoid any accumulation of explosive gas concen-
tration.
An additional crankcase forced ventilation is not necessary and during Diesel
operation mode the ventilation of the crankcase is strictly prohibited by the
classification rules. The maximum explosion pressures in the crankcase of
dual fuel engines and conventional diesel engines are comparable (explosion
pressure of lube oil mist 8 bar, explosion pressure Methane gas 7.2 bar). The
ignition sources (see Figure 3) are monitored and alarmed by MAN Diesel &
Turbo splash-oil-monitoring- system with main bearing temperature monitor-
ing.
For maintenance work the crankcase is provided with a manual gas detec-
tion connection and a inert gas connection.
If required by classification societies, shipyard can install a gas detection
device (Methane) in the crankcase ventilation pipe after the flange at the
crankcase.
9.1.3 Charge air system The explosion relief valves with flame arrester are certified according to the
ATEX EC directive 94/9/EC protect the piping system (charge air manifold)
on the engine. The material used for the piping and its components are duc-
tile. The discharged overpressure and the discharged media are led to a safe
place, which is not allowed to be entered during engine operation in gas
mode and where person or equipment could be injured.
If the combustion air is sucked from the machinery room no additional
requirements are necessary, as the machinery room is a gas safe area,
which is additionally monitored and supervised by approved gas detection
sensors.
In case of combustion air is taken directly from the free atmosphere, the air
has to be taken from a gas safe area via ducting. The air inlet ducting has to
be protected by a shut-off device and must be monitored by at least two
independent approved gas detectors. In case of fuel gas inrush the shut-off
device has to close the combustion air intake of the engine.
9.1.4 Exhaust gas system 9.1.4.1 Exhaust gas system (engine)
Gas can only enter into the exhaust gas system in case of an incomplete
combustion or misfiring of one ore more cylinders. Misfiring will be detected
by the combustion monitoring. The material used for the piping and its com-
ponents are ductile. The design is as thus, that there are no pockets where
unburned gas can be accumulated.
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Nevertheless a pressure relief valve with flame arrester protect the piping
Description
3700390-9.5
system on the engine. The discharged overpressure and the discharged

media are let to a safe place, which is not allowed to be entered during
engine operation in gas mode.
9.1.4.2 Exhaust gas system (external)
20 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
DF engine exhaust gas pipes after outlet TC should not be connected to

other exhaust gas pipes from any other engine or systems. The exhaust
ducts have to be build steadily ascending to avoid any accumulation of
explosive gas concentration.
During abnormal operation conditions due to incomplete combustion or mis-
firing gas mixture could enter the exhaust system. Piping or spaces in which
explosive atmosphere could enter or accumulate must be protected against
dangerous overpressure which could destroy them or will cause injury to per-
son or equipment. Rupture discs or other safety valves must reliable dis-
charge the overpressure and the discharged media to a safe place and be
suitable to be used in gas dangerous, explosive atmosphere.
The rupture discs or other safety valves have to be monitored. An alarm is to
be provided in cases were the exhaust systems is open so that exhaust gas
can be released. The following options are possible:
▪ In cases where the exhaust gas is released through the rupture disc or
other safety valves without detrimental effect the engine can be operated
in backup mode for emergency reasons.
▪ In case of multi-engine propulsion, an alarm is to be provided and the
shut off of the engine is to be activated in cases where safe engine oper-
ation with release of exhaust gas through the rupture disc or other safety
devices is not guaranteed.
▪ In case of single-engine propulsion: An automatic safety valve raise an
alarm and cause a changeover from diesel operation mode to the gas
operation.
During the design stage it has to be decided which option will be followed.
The system has to be designed accordingly. The respective alarms and sig-
nals have to be included in the ships safety system.
By turning of the engine until standstill the exhaust gas system of the engine
itself will be ventilated after an emergency stop.
The external exhaust gas installation, as duct, silencers, boiler and stack (see
Figure 8), will be ventilated by an additional exhaust gas ventilation unit. The
purging is done sufficiently by an air volume equal to 3 times of the total vol-
ume of the exhaust gas system. A valve is protecting the exhaust gas ventila-
tion unit against exhaust gas inrush. If the valve is not closed completely an
engine start is blocked.
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Description
3700390-9.5
dual fuel 21 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Figure 8: Exhaust gas ducting arrangement

9.1.5 Lubricating oil (LO) In the lubrication oil system there is explosion protection necessary for the
2016-03-18 - en
system above mentioned crankcase and the lube oil sump/base frame. The other
system components contain no hazardous fuel gas.
Description
3700390-9.5
The lubrication oil return pipe from the separator to the lube oil sump/base
frame must be installed such that the open end discharges are at a minimum
of 100 mm below the lowest possible oil level surface, considering inclina-
tion. This is to ensure that there is no direct communication between the
crankcase and the gas area (upper area) of the lube oil sump/base frame
22 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
possible. The level of the oil surface is controlled by a level indicator, which

will switch the engine from gas mode to diesel fuel mode in case of low level
lube oil alarm in lube oil sump/base frame.
However the lube oil sump/base frame, in which the lube oil is collected after
leaving the crankcase, could accumulate an important amount of in solution
held gas of the lube oil stream. This leaked gas from the settled down lube oil
is lighter than the air and is constantly by natural ventilation lead through a
separate venting pipe to a safe location on the open deck, remote from any
source of ignition. The venting pipe has to be build steadily ascending to
avoid any accumulation of explosive gas concentration. The free end of the
venting pipe is protected by a flame arrester. The venting pipe must not be
connected to venting pipes of other systems. The inner space of the crank-
case and lube oil sump/base frame is related to explosion protection zone
"1". All electrical equipment has to be certified for that use.
For save maintenance work the crankcase is equipped with a manual gas
detection connection and an inert gas connection to prove that there is no
explosive atmosphere available before starting any maintenance works.
Lubrication oil filters, strainers and centrifugal separators are supplied with
lubrication oil from the lube oil sump/base frame. The oil level in the lube oil
sump/base frame is monitored that no fuel gas from the crankcase could
enter directly into lubrication oil filters, strainers and centrifugal separators.
The oil in the lube oil sump/base frame is degassed during the dwell period.
Oil sucked from the lube oil sump/base frame bottom is pumped to the sep-
arators and filters, where only well degassed lubrication oil is treated. There-
fore is in these equipment no considerable amount of fuel gas which can be
accumulated to an explosion hazardous atmosphere. No special explosion
protection precautions have to be taken. Nevertheless in all tanks filled with
used lube oil, unburned fuel gas can be present. Therefore due attention has
to be paid on the equipment used on tanks and the related piping. That
means that all tanks for used lube oil need vent pipes led to a safe location
on the open deck, remote from any source of ignition.
9.1.6 Cooling water system The following cooling water system is an example for a separated HT/LT sys-
tem, it can be designed also as an integrated cooling water system.
9.1.6.1 High temperature cooling water system
The high temperature cooling water system is an open system.
During normal operation, there would not be any accumulation of unburned
fuel gas in the cooling system. Only in case of a damage an important
amount of fuel gas could enter the high temperature cooling system. This
leaked unburned fuel gas is lighter than the air and is constantly naturally
vented through a separate venting pipe from the expansion tank to a safe
location on the open deck, remote from any source of ignition. The venting
pipe has to be build steadily ascending to avoid any accumulation of explo-
sive gas concentration. The free end of the venting pipe is protected by a
flame arrester. The inner space of the tank is related to explosion protection
zone "2". All electrical equipment has to be certified for that use.
For save maintenance the high temperature cooling water tank has to be
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equipped with a manual gas detection connection and an inert gas connec-
tion to prove that there is no explosive atmosphere available before starting
Description
3700390-9.5
any maintenance works.

9.1.6.2 Low temperature cooling water system
The low temperature cooling water system is an open system.
dual fuel 23 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
During normal operation, there would not be any accumulation of unburned

fuel gas in the cooling system. Only in case of a damage in the high tempera-
ture cooling water system and if the HT system is connected with the LT sys-
tem, an important amount of fuel gas could enter into the low temperature
cooling system. This leaked fuel gas is lighter than the air and is constantly
naturally vented through a separate venting pipe from the tank to a safe loca-
tion on the open deck, remote from any source of ignition. The venting pipe
has to be build steadily ascending to avoid any accumulation of explosive
gas concentration. The free end of the venting pipe is protected by a flame
arrester (only required in case that the HT-system is connected to LT-sys-
tem). The inner space of the tank is related to explosion protection zone "2".
All electrical equipment has to be certified for that use.
For save maintenance work the low temperature cooling water tank has to
be equipped with a manual gas detection connection and an inert gas con-
nection to prove that there is no explosive atmosphere available before start-
ing any maintenance works.
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Description
3700390-9.5
24 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
3700390-9.5
Figure 9: Cooling water system - single engine
dual fuel 25 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Figure 10: Legend, cooling water system - single engine

2016-03-18 - en
Description
3700390-9.5
26 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
Figure 11: Cooling water system - twin engine plant, part 1

2016-03-18 - en
Description
3700390-9.5
dual fuel 27 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Figure 12: Cooling water system - twin engine plant, part 2

2016-03-18 - en
Description
3700390-9.5
28 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

Figure 13: Legend, cooling water system - twin engine plant
9.1.7 Electrical systems To avoid ignition sources within gas explosive areas, the electrical equipment
is to be designed according to ATEX guidelines RL 94/9/EG for manufacturer
and RL 1999/92/EG for operators. Furthermore the appropriate standards
EN 50014 ff and EN 60079-0 have to be considered.
This design description is valid for the vicinity of engine room and the gas
valve unit room.
The cable connection to and between the gas hazardous areas has to be
carried out with approved gasket sets for cables.
The assortment of the electrical devices has to be done according to the
defined explosion zones in chapter 8.1. The verification of suitability of each
electrical equipment for the corresponding explosion zone is necessary
according to IEC 60092-502: 1999.
The flooring in rooms within gas hazardous areas has to be equipped with an
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anti static surface.

Description
3700390-9.5
9.1.7.1 Electrical equipment in hazardous areas

According to IEC 60092-502: 1999. The following equipment may be con-
sidered for the associated zones:
▪ Zone 0
– certified intrinsically-safe apparatus of category "ia";
dual fuel 29 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
– simple electrical apparatus and components (for example thermo-

couples, photocells, strain gauges, junction boxes, switching devi-

ces), included in intrinsically-safe circuits of category "ia", not capable
of storing or generating electrical power energy in excess of the limits
given in IEC 60079- 14 and accetable to the appropriate authority.
– or additional parts according IEC 60092-502: 1999; Chapter 6.5.2
▪ Zone 1
Only the following equipment may be considered for zone 1:
– any type that may be considered for zone 0;
– certified intrinsically-safe apparatus of category "ib";
▪ Zone 2
The following equipment may be considered for zone 2:
– any type that may be considered for zone 1;
– tested specially for zone 2 (for example type "n" protection);
9.1.7.2 Control cabinets/Terminal boxes on engine
The control cabinets of SaCoSone and the terminal boxes on engine are
installed in a non-gas-hazardous area. The engine room is defined as a non-
gas-hazardous area because of double-wall fuel gas piping and a permanent
ventilation.
Moreover, in the unlikely case of leakage the gas mixture ascends. This
avoids the development of an explosive atmosphere in the control cabinets
or terminal boxes.
The control cabinets are not subject to approval by a notified body.
For the protection degree (IP code) IP 54 is required at minimum.
9.1.7.3 Ventilation
For each engine room a redundant ventilation system is required, which per-
manently aerates the engine room during engine operation.
9.1.7.4 Grounding/Potential equalisation
In general all electrical devices and the engine (via ground straps) are to con-
nect to the potential equalization.
In case of earthing of inherently safe circuit there are differences between
potentials possible. This fact should be taken in consideration.
It is possible to isolate inherently safe circuits. The risk of electrostatic charge
is to be considered. The connection with the ground via a resistor of maxi-
mum R = 0.2 ... 1 Mega Ohm for dissipation of electrostatic charges applies
not as a grounding measurement.
An inherently safe circuit can be connected to the potential equalization sys-
tem, if this is done at one location only and this circuit is galvanic isolated.
This requirement is fulfilled if a galvanic isolator is used.
2016-03-18 - en
In case of a functional caused earthing of a sensor/actuator, the earthing can

Description
3700390-9.5
be done outside zone 0 only.

For the conductor of the potential equalization a cross section of 16 mm² is
required at minimum.
30 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
Exemption: Diameter of engines‘ grounding cables according to Project

Guide Marine 51/60DF (see section Earthing of Diesel engines and bearing
insulation on generators).
9.1.7.5 Lighting
The emergency lighting in the engine room is to be carried out for a usage in
zone 1.
The multiple coach lighting in the gas valve unit room is to be carried out for
a usage in zone 1.
9.1.8 Insulation Maximum permissible surface temperature
For fire protection reasons the maximum permissible surface temperature is
for common marine Diesel fuel not more than 220 °C.
In any case the maximum permissible surface temperature

must be below 80% of the lowest self ignition temperature of
the used gas fuels.
For the prevention of human injuries according to SOLAS Chapter II-1,
regulation 26.1, the maximum surface temperatures have to be
determined according to EN 563.
Mechanical requirements
The insulation system and materials have to withstand the vibrations, thermal
load and media used in the engines systems for a defined service period.
The non combustible material has to be certified according to Marine Equip-
ment Directive 2002/75/EC. The materials used are to be of non toxic type.
The insulation system has to be tight against penetration by flammable
medias. The insulation design has to give easy access for maintenance and
must be effectively refitted. Proper reassembly should normally be possible
without the need of spare parts.
Accumulation of dangerous gas concentration
Due to the lean burn concept and the detection of misfiring with change from
gas fuel mode to Diesel fuel mode, the risk of leakage from a noteworthy gas
volume through untight flange connections into the insulation is not very
probably. Therefore no special consideration is paid for that reason to the
design and evaluation of the insulation material.
9.2 Turbocharger
9.2.1 Explosion protection The exhaust pipe on the engine to the turbocharger turbine inlet is protected
turbine side by approved explosion pressure relief valves with flame arrestor and the
opening pressure set point is 5.0 barg overpressure. The certification is usu-
ally according to the ATEX EC directive 94/9/EC. All pressure related parts
are designed to withstand at least an overpressure of 8 bar. The used mate-
rials are to be ductile. Spheroidal casted iron is to be of the minimum quality
"RT18" according to EN 1563.
9.2.2 Explosion protection During engine operation is the pressure on the compressor side higher than
2016-03-18 - en
compressor side on the suction side of the compressor wheel. Therefore no fuel gas could
Description
3700390-9.5
reach the suction side of the compressor wheel. In case of stopping the
engine, the engine is switched over from the gas fuel mode to Diesel fuel
mode by shut down of the fuel gas supply including venting and purging of
the fuel gas supply piping. Therefore no fuel gas could pass through the
compressor wheel outside the turbocharger. The charge air pipe is protected
by approved explosion pressure relief valves with flame arrestor and the
dual fuel 31 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
opening pressure set point is 5.5 barg overpressure. The certification is usu-
ally according to the ATEX EC directive 94/9/EC. All pressure related parts
are designed to withstand at least an overpressure of 8 bar.
9.3 Piping systems Design requirements for piping systems on gas fueled engine installed ships
see Appendix A.2 Piping design requirements.
9.4 Safety and control
system SaCoSone
9.4.1 Components of The Safety and Control System for the dual fuel (DF) engine serves for full
SaCoSone monitoring and control of an engine (see Figure 14 System overview - block
diagram and Figure 15 Schematic drawing of SaCoSone system (exhaust gas
waste gate).
SaCoSone comprises:
▪ two units directly mounted on the engine, one containing two independ-
ent modules for safety and engine control/alarm initiation, the other con-
taining the injection module(s) (the number of injection modules is
dependent on the engine's number of cylinders).
▪ the local operating panal directly mounted on the engine and the remote
operating panel in the engine control room
The two subsystems, safety system and engine control/alarm system, are
independent from each other. However, exchange of information is effected
via a common system bus.
Each of the subsystems is connected with its appertaining signal processing
modules, which are directly installed in the engine's terminal box, via sepa-
rate field bus systems.
The SaCoSone interface cabinet contains all interfaces to the other system
components and to external systems, i.e.:
▪ Generator protection (optional)
▪ Load management
▪ Alarm system/remote control
▪ Pump control
▪ Gas alarm system
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Description
3700390-9.5
32 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

Figure 14: System overview - block diagram
2016-03-18 - en
Description
3700390-9.5
dual fuel 33 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
SaCoSone (Engine Safety and Control System

on Engine) GVU (Gas Valve Unit)
Figure 15: Schematic drawing of SaCoSone system (optional exhaust gas waste gate or VTA)
9.4.2 Safety system The safety system monitors all operating data of the engine and initiates the
required actions, i.e. engine shut down, in case the limit values are excee-
ded. The system is designed to ensure that the functions are achieved in
accordance with the classification societies' requirements for marine auxillary
engines, stationary power plant requirements are met just as well.
In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
functions by external systems.
▪ Auto shut down from external by the generator protection
▪ Auto shut down by engine protection
▪ Emergency stop by manual emergency shut down device (emergency
stop push button)
▪ Monitoring of generator bearings
▪ Monitoring of the generator windings (optional)
Auto shut down
Auto shut down is an engine shut down initiated by any automatic supervi-
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sion of either engine internal parameters or above mentioned external control

Description
systems.
3700390-9.5
Emergency stop
Emergency stop is an engine shut down initiated manually by an operator.
Engine shut down
34 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
If an engine shut down is triggered by auto shut down, emergency stop or

engine shut down the signal has an immediate effect on the emergency shut
down device, the speed control and the gas valve unit. At the same time the
shut down is triggered, SaCoSone issues a signal resulting in the generator
switch to be opened.
Override (for small bore GenSets this is emergency generator mode)
Only during operation in the Diesel mode, safety actions can be suppressed
by the override function for various parameters. In gas operating mode by
selecting the override function, automatic changeover to liquid fuel mode is
carried out. The override has to be selected before a safety action is actu-
ated. The scope of parameters prepared for override are different and
depend to the chosen classification society.
9.4.3 Engine control/alarm The subsystem engine control/alarm initiation works independently from the
initiation safety system. It monitors all operating parameters and signals alarms in
case impermissible deviations occur.
Following functions are included:
Start/stop sequences
▪ Demands regarding pre-lubricating oil pump
▪ Monitoring of the pre-lubrication
▪ Monitoring of the acceleration period
Fuel change over
▪ Release of the gas operating mode
▪ Control of the switch-over from one type of fuel to another
▪ Fuel injection flow is controlled by the speed governor
Control station switch-over
Switch-over from local operation in the engine room to remote control from
the engine control room or external control from power management system.
Fast switch over to Diesel mode at gas alarm
The external gas warning system monitors the engine room and, in the case
of a gas alarm, issues an emergency switch over to Diesel mode demand to
SaCoSone.
Knock control
For the purpose of knock recognition, a special evaluation unit is fitted to the
engine and connected with the engine control via the field bus.
Lambda control
For air fuel ratio control purposes, part of the exhaust gas is rerouted via a
bypass flap (waste gate). The charge air pressure as well as characteristic
fields stored in the engine control are used for control purposes. The air fuel
ratio control is only active in the gas operating mode. In the Diesel mode, the
flap remains closed.
Control of the pressure control valve and gas valve unit
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The gas pressure at the engine inlet is specified by the engine control and
regulated by the engine mounted pressure control valve. The pressure con-
Description
3700390-9.5
trol valve is activated by the engine control system. Prior to every switch-over
to the gas operating mode, the block and bleed valves on the gas valve unit
are checked for tightness (see also 9.1.1.2 Fuel System).
Jet-assist
dual fuel 35 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
To improve the response of the engine in case of fast increasing load, start-
ing air is supplied to the turbocharger via a valve.

Pump control
The demands regarding the electric pumps for lubricating oil and cooling
water are issued by SaCoSone. SaCoSone also supplies the requested signals
for standby start of the lube oil and HT cooling water pumps.
Alarm initiation
All impermissible deviations from operating parameters as well as malfunc-
tions cause alarm signals to be issued and transmitted to the alarm systems
via an serial bus interface.
Temperature control
Temperature controllers for various operating medias are integrated in
SaCoSone. For more details, please refer to the temperature control of the
respective subsystems.
9.4.4 Electronic speed The electronic speed governing system is part of the injection module(s) and
control includes the control and regulating devices for activating all of the engine's
fuel control valves.
It comprises:
▪ Speed control
▪ Gas admission valve control
The speed governing system effects the exchange of all data required for
safe and reliable operation with the safety and control system. This data
exchange takes place via bus and hardware connections.
Speed alteration
An influence on speed is exerted by SaCoSone. In the case of remote con-
trol, a set point input by the plant-specific control system is possible either by
means of binary contacts (e.g. for synchronisation) or, alternatively, by an
active 4-20 mA analogue signal via SaCoSone.
In the case of local control, speed alteration is only possible at the local oper-
ating panel.
Operating modes
The following operating modes are available:
▪ Isochronous (optional)
▪ Droop (with a 5-percent speed increase when reducing load from nomi-
nal load to no load, as a standard)
Load sharing
In the case of multi-engine plants, load sharing is effected by a droop func-
tion.
Autobalancing
For autobalancing a load control for each single cylinder is implemented in
the modules "engine control" and "speed governing" of SaCoSone.
2016-03-18 - en
Interfaces
Description
3700390-9.5
The speed governing system is supplied with electric power of the required
voltage from yard side. It is recommended that both primary power and back
up power is galvanic isolated from the 24VDC system and supervised by an
earth failure relay.
9.4.5 Operation Local operation
36 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
Local operation takes place via an operating panel which is directly fitted to

the engine.
An integrated display permits the visualisation of all operating data as well as
status and fault indications available via SaCoSone. The following operational
functions are possible:
▪ Starting
▪ Stopping
▪ Adjustment of the desired speed value
▪ Local control/remote control switch-over
▪ Reset for stops and alarms
▪ Engine emergency stop
Remote operation
An operating panel to be installed in the control console in the engine control
room can be delivered for remote control as an option.
The panel is equipped with an interactive display for visualisation of all engine
parameters, status and fault indications.
The following operational functions are possible:
▪ Starting
▪ Stopping
▪ Control station switch-over (local/remote control) to load management
▪ Reset for stops and alarms
▪ Engine emergency stop
▪ External shutdown
▪ Switch over DF mode <-> MGO mode
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Description
3700390-9.5
dual fuel 37 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 16: Diesel fuel system, measuring device diagram
38 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
3700390-9.5
Figure 17: Gas fuel system, measuring device diagram
dual fuel 39 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
9.4.6 Dual fuel engine The control system performs two modes of operation. The gas mode, and
operation modes the Diesel mode. The desired operating mode can be selected via the interfa-
ces to the remote control. For detail information about ventilation and gas
detection see the chapters 11.4 Ventilation and 11.5 Gas detection.
Gas mode
In the Dual-Fuel mode (Gas mode), the fuel mixture generation is done sepa-
rately for each cylinder, by individual fuel gas admission valves directly in the
cylinder head. The required amount of pilot fuel oil is made available by the
conventional fuel injection system controlled by the injection module via an
electronic/hydraulic actuator.
Diesel mode
In the Diesel mode, main fuel supply is realised by a conventional injection
system. Flow control takes place by means of an electric/hydraulic actuator,
which is activated by the speed governor.
The different operation modes and their availability are summarised in Table
7 and Table 8
Backup mode Diesel mode Gas mode
Gas fuel system not active not active active
Main diesel system active active active
as pilot injector
Table 6: Fuel supply systems and operating modes active
Availability of operating modes

Diesel mode Gas mode
Normal operation available available

Gas pre alarm available not available
Gas valve unit failure available not available
Gas supply failure available not available
Table 7: Alarm settings and operating modes available
Engine control sequences
▪ Engine start
The engine will be always started in liquid fuel oil mode. From an engine
load higher than 20 %* up to 100 % load, the operator is free to select
between the fuel gas mode and the liquid fuel oil mode.
▪ Engine stop
If an engine stop is requested, the power management system has to
reduce the engine load. If the engine is operating in fuel gas mode, a
switch over to liquid fuel oil mode will be accomplished before the load
will be further reduced and the automatic generator trip switch has to be
opened. Thereafter SaCoSone will stop the engine.
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If stop is activated, engine will stop immediately without any provisions

to the engine running state
Description
3700390-9.5
▪ Emergency shut down
40 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
Is an emergency shut down triggered in liquid fuel oil mode, the main
injection pumps will be pushed to zero filling, through a pneumatic emer-

gency stop system.
In case of an emergency shut down in fuel gas mode, the double block
and bleed valve of the GVU will be automatically closed. The gas injec-
tion through the main gas valves will be deactivated. The main injection
pumps will be pushed to zero filling, through a pneumatic emergency
stop system, like above mentioned. The fuel gas pipe will be purged with
inert gas in this case. Exhaust gas purging will be started.
▪ Switch over from liquid fuel oil mode to gas fuel mode
The switch over from liquid fuel oil mode to fuel gas mode is carried out
automatically. If the fuel gas mode is selected, a prior check of all impor-
tant gas equipment is effected like, for example, the accomplishment of a
leakage test of the GVU, as well as the review of all relevant alarms see
Table 1 Alarmlist. If no failure or alarm is detected, the pre purge mode
will be activated. In this purge mode the gas pipe will be filled with gas,
so that gas is available on each main gas valve. After finishing the pre
purge mode the switch over will be enabled. During the switch over pro-
cedure, the filling of the main fuel oil injection is regulated reduced. The
injection module balances the decreasing main fuel oil amount, through a
controlled increasing amount of fuel gas. During the switch over proce-
dure the engine will be controlled and checked at any time by the
SaCoSone system.
▪ Switch over from fuel gas mode to liquid fuel mode
If no fuel gas operation is needed, the operator can deselect this mode.
Then the engine will be automatically transferred to the fuel oil mode by
the SaCoSone System. If the engine operates on liquid fuel oil, the gas
valves 1PV 5864 and 1PV 5865 will be immediately closed and the vent-
ing valves 2PV5865 and 3PV5865 will be opened (see shut-off sequence
in chapter 9.1.1.2 Fuel System). The after purge mode will be initiated,
this will cause the flushing of the gas pipe. If a gas alarm occurs (see
Table 1- 1 Alarm list), a switch over to the liquid fuel oil mode is applied
by the SaCoSone system.
▪ Quick change over (QCO)
A quick change over from gas fuel mode to liquid fuel oil mode is only
released, if relevant alarms (see chapter 9.4.8) occur. In this case it will
be changed to liquid fuel oil mode without a delay and the gas valves
1PV5864 and 1PV5865 will be closed. The shut off sequence will be initi-
ated and the gas pipe will be purged with inert gas.
2016-03-18 - en
Description
3700390-9.5
dual fuel 41 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Figure 18: Load application and time to change over to gas mode operation at nominal speed
9.4.7 Switching from Gas For the Gas mode a detailed FMEA (Cause and effect-analysis) was carried
mode to Diesel mode out with focus on the MAN Diesel & Turbo Dual-Fuel engine operating in Gas
(according FMEA) mode and faults affecting gas safety. The following spreadsheet shows a
summary of the FMEA report:
1) QCO = Quick change over to Diesel mode, ACO = Automatic change over to Diesel mode, SD = Shut down, AL =
Alarm
System/Signal/Fault Detection Measure1)

Run
Control/starting air system

Pressure sensor failure - Monitoring sensor status AL, ACO

Run
Air-Fuel control system

Bypass-Flap malfunction - Knocking AL
- Heavy Knocking QCO, AL
- Exhaust gas temperature before tur- AL; ACO
bocharger high AL; ACO
- Exhaust gas temperature after cylin-
der, mean value deviation high
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Total failure of Exhaust gas tempera- - Monitoring sensor status AL, QCO
Description
ture measurement
3700390-9.5
42 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

Run
Ignition Fuel System

Injector failure - Temperature after cylinder low, AL, QCO
deviation
Failure injection module/DF - Internal alarm AL, QCO to backup-mode
- Exhaust temperature low -> AL,
QCO
Failure in fuel supply - pressure drop in fuel supply - AL, ACO, QCO
Pressure sensor failure - monitoring sensor status - AL, QCO
- signal deviation below limit

Run
Gas supply System

Low control air pressure to GVU - pressure drop over GVU AL, ACO
Gas pressure peak to GVU - pressure rise over GVU pressure AL, QCO
Gas admission valve leakage - Heavy knocking AL, QCO
(SOGAV) - Exhaust gas temperature high AL, QCO
- Exhaust gas temperature mean AL, ACO
value deviation
Gas admission valve not opening - Exhaust gas temperature low AL, QCO
(SOGAV) - Exhaust gas temperature mean AL, ACO
value deviation
Gas pressure regulating valve failure - Deviation between setpoint and AL, QCO
actual reading
Gas pressure sensor on engine failure - monitoring sensor status AL, QCO

Run
Combustion monitoring
1. Exhaust gas temperature after cyl- - Exhaust gas temperature high AL, QCO
inder - Exhaust gas temperature low = Mis- AL; QCO
firing
- Exhaust gas temperature mean AL, ACO
value deviation
2. Failure of exhaust temperature - Monitoring sensor status AL, ACO
sensors before turbocharger
3. Abnormal value of knock sensor Heavy knocking AL, QCO
5. Gas admission duration limit over- - Maximum duration reached (NO- AL, QCO
expanded content!)
2016-03-18 - en
Description
3700390-9.5
dual fuel 43 (73)

V28/32S-DF; L28/32DF; L23/30DF EN

Run
Exhaust System
1. Exhaust system ventilation failure - Flow sensor venting system failure AL, Start blocking
- Power Supply failure for fan (Exter-
nal control)
2. Ventilation valve malfunction (not - Position sensor (External control) AL, Start blocking
completely closed)

Run
Speed Devices - Single engine

1. Failure of one speed sensor - Self detection in control unit AL
2. Total loss of both speed sensors AL, QCO, SD
3. Injection module / DF supply failure - Voltage monitoring AL
QCO, SD
4. Injection module / DF failure - Monitoring by control modules AL
QCO, SD
Table 8: FMEA
Special attention was drawn to the automatic safety actions in regard to the
gas valves and engine modes. The following spreadsheet is giving detailed
information on this matter:
Parameter Automatic Safety Actions 1) External sig-
nal
Alarm Activation of Activation of Activation of Switch over Engine shut
all shut-off the block- the shut off to Diesel down
valves and-bleed valve valves mode
valves upstream of
upstream of the location
the location of detection
of detection
Ventilation pressure difference
Engine PDSL low X X X X X
room inlet
GVU room PDSL low X X X X X
outlet
room -
GVU room
Engine PDSL low X X X
room – on
engine pip-
ing
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– outside
Description
3700390-9.5
Gas High / Low

parameters
at GVU
inlet (A)
44 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

nal
valves upstream of
of detection
Gas pres- H/L X X X
sure
Gas tem- H/L X X X
perature
Fire alarm
GVU room X X X X
Engine X X X X
room
Table 9: Automatic safety actions
1. Automatic Safety Actions released by
– MAN SaCoSone: Activation of the block-and-bleed valves, switch over
to diesel mode, engine shut down, alarm generation
– External safety systems: Activation of the Shut off valves, Alarm gen-
eration
2. PREAL
– acc. IGF = 20–30 % LEL
– acc. IGC = 30 % LEL
3. AL
– acc. IGF = 40 % LEL
For more information about gas detection see chapter 11.5.
9.4.8 Alarmlist for SaCoSone
control system (additional
alarmlist for DF engine)
Alarm ident Alarmtype Measuring point ident
General
2EAS0099 ACO to diesel from external optional
3EAS0099 QCO to diesel from external optional
2ESZ0099 auto shutdown from external optional

Speed- and injection control
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3SCAS1005-3 QCO to diesel communication error injec- SD

Description
tion module 1
3700390-9.5
2SCZ1005-1 auto shutdown major alarm injection mod- engines with fully electric
ule 1 governor
3SASL1005 QCO to diesel engine speed low ("speed
undershoot")
dual fuel 45 (73)

V28/32S-DF; L28/32DF; L23/30DF EN

Override
3EAS1013 QCO to diesel override active marine engines only

Engine load
1EAL1022 ACO to diesel engine load low 20%
3EASL1022 QCO to diesel engine load low 15%
1EAH1022 alarm engine load high
3EAS1022 QCO to diesel engine load total loss of sig- fall back to internal calc.
nals
Lambda control
1ESA1050A/B alarm lambda control disturbed
Main bearings
3TASH1064 QCO to diesel main bearing temp high
3TEAS1064 ACO to diesel main bearing temp total

loss of signals
Knock control
1XAH1200 alarm knocking detected
3XASH1200-SW QCO to diesel heavy knocking, SW-detec-

ted
3XASH1200-HW QCO to diesel heavy knocking, HW-detec-
ted
3XEAS1200 QCO to diesel knock sensor failure
3XCAS1200-1 QCO to diesel KCU failure
3XCAS1200-2 QCO to diesel knock control communica-

tion failure

Lube oil
3PASL2170 AL lube oil pressure engine
inlet low
2LASL2310 QCO to diesel lube oil level in service tank
low
Splash oil
3TASH2880 QCO to diesel splash-oil temp high
3TEAS2880 ACO to diesel splash-oil temp total loss of

signals
2016-03-18 - en

Description
3700390-9.5
Fuel low-pressure system

1PAL5275/PAL40 alarm fuel supply pressure low
ACO to diesel
QCO to diesel
46 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

1PTA5275/PT40 alarm fuel supply pressure total
QCO to diesel loss of signals
1PDAH5275/PDAH43-40 alarm fuel fine filter differential
pressure high
1TAH5275/TAH40 alarm fuel oil temp high

Gas valve unit
1TAL5860 alarm gas temp GVU inlet low
2TASL5860 ACO to diesel gas temp GVU inlet low
1TAH5860 alarm gas temp GVU inlet high
2TASH5860 ACO to diesel gas temp GVU inlet high
2TEAS5860 ACO to diesel gas temp GVU inlet total

loss of signals
3EAS5860 QCO to diesel bus communication to GVU
lost
1PAL5862 alarm gas pressure GVU inlet low
1PAH5862 alarm gas pressure GVU inlet high
1PTA5862 alarm gas pressure GVU inlet total

QCO to diesel loss of signals
3PTAS5865 QCO to diesel gas pressure GVU outlet
signal not available
1PAL7460 alarm control air pressure GVU
low
1PAH7460 alarm control air pressure GVU
high
2FASL7460 QCO to diesel control air pressure GVU
low
2TASH7460 QCO to diesel control air pressure GVU
high
2TEAS7460 ACO to diesel control air pressure GVU
total loss of signals
Gas leakage and ventilation
1PAH5870 alarm mantle gas pipe leakage
3PASH5870 QCO to diesel mantle gas pipe leakage
2PTAS5870 ACO to diesel mantle gas pipe pressure

3EAS5800 QCO to diesel from gas warning unit All external QCO's as one
common signal
3PDASH5850 QCO to diesel excessive gas flow depending on class
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3EAS7300 QCO to diesel from ventilation control

Description
3700390-9.5
dual fuel 47 (73)

V28/32S-DF; L28/32DF; L23/30DF EN

Gas pressure
1PDAH5884 alarm differential pressure gas to
CA high
3PDASL5884 QCO to diesel differential pressure gas to
CA low
3PDASH5884 QCO to diesel differential pressure gas to
CA high
3PTAS5884 QCO to diesel gas pressure engine inlet

Gas injection
3FSVAS5885 QCO to diesel gas injector common error
1KAH5885 alarm gas injection duration high
3KASH5885 QCO to diesel gas injection duration high

Charge air
1TAL6180/TAL31 alarm CA temp low
2TEAS6180 ACO to diesel CA temp total loss of sig-

nals
3PTAS6180 QCO to diesel CA pressure total loss of
signals

Exhaust gas
3TASL6570/TAL60-X QCO to diesel exhaust gas temp after cyl.
low
3TASH6570/TAH60-X QCO to diesel exhaust gas temp after cyl.
high
2TDASH6570/TAD60-X ACO to diesel exhaust gas temp after cyl.
mean value deviation
3TEAS6570/TE60-X QCO to diesel exhaust gas temp total loss
of signals
2TASH6575/TAH62 ACO to diesel exhaust gas temp TC inlet
high
Table 10: Alarmlist
10 Engine related systems

10.1 Air pressure systems 10.1.1 Starting air system
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The engine will be always started in diesel fuel mode and run on diesel fuel oil
Description
3700390-9.5
mode up to the rated speed. The engine is started by means of a built-on air
starter, which is a turbine motor with gear box, safety clutch and a drive shaft
with pinion. Further, there is a main starting valve. Since the fuel gas and
starting air system are completely separated no fuel gas during starting with
48 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
starting air is able to ingress into the starting air system. As commonly for

MAN Diesel & Turbo small bore engines the starting air system overpressure
is 7-9 bar at 50 °C temperature.
10.1.2 Control air
There is no connection on the engine through which any fuel gas could
ingress into the control air system. The control air system overpressure is 7-9
bar at max. 50°C temperature. The block valves on the GVU are operated at
7-9 bar.
10.2 Inert gas system It is to be build according to the yards specification and IGF- and IGC-Code.
Inert gas consumption according to purged volumes.
11 Plant
11.1 General To keep the complexity and costs on a reasonable level, the components of
the plant are installed in special, functionality related, machinery spaces.
Due to the double wall concept of the fuel gas pipes, the dual fuel engines
can be installed in engine rooms, with substantially similar requirements as
engine rooms for conventional diesel engines. Nevertheless, for the engine
room same special provisions are to be observed and recommended.
It is not possible to equip the gas valve unit with double wall pipes. For this
reason the GVU is installed in a separate GVU room or in a special protected,
compartment near the DF engine.
The complete arrangement drawings and design proposal for a new building
with dual fuel engines have to be in accordance with applicable marine rules
(IGF-Code, IGC-Code, IACS unified requirements etc.) and approved by the
marine classification society.
For the MAN Diesel & Turbo proposal see Figure 21 and Figure 22. For
detailed drawings see appendix A.3.
2016-03-18 - en
Description
3700390-9.5
dual fuel 49 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 19: Example: Gas feeding system, two engine rooms. Detailed drawing see appendix A.3
50 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
Figure 20: Example: Gas feeding system, single engine plant. Detailed drawings see
3700390-9.5
appendix A.3
11.2 Gas valve unit room The GVU room is a separate compartment with gastight walls. It is a gas
hazardous area, related to explosion hazardous area, zone 1.
Usually in the GVU room are installed:
dual fuel 51 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
▪ Gas valve unit

▪ Gas and fire detection systems

▪ Fire fighting system
▪ Room ventilation system
▪ Lighting
For redundancy reasons it is recommended to distribute the gas valve units
in separate GVU rooms. In this way not all engines are involved, if a gas or
fire alarm happens in one of the gas valve unit rooms.
For single engine plants only one GVU room is necessary.
The ambient air pressure in the GVU room is in depression related to the
engine room and related to the exterior. In this way the space between the
double walls of the fuel gas pipes leading to the GVU room and leading from
the GVU room to the engine, are ventilated in direction to the GVU room. The
depression in the GVU room is monitored and verified by differential pressure
switches. In case of abnormal differential pressures, the Shut off valve
(upstream of the GVU room) is closed and the engines are switched over to
liquid fuel mode.
In accordance with IEC 60092-502:1999 and considering that the outside of
the GVU room is a nonhazardous area, the GVU room is to be equipped with
a double door system forming an air-lock. Alternatively a single door system
can be considered if the ventilation of the GVU room is capable to ensure a
minimum underpressure of 25 mbar within the GVU-room. The doors must
be self closing giving an alarm when the doors remain open for longer than
60 seconds. If the ship layout of the yard leads to another area classification
of the outside of the GVU room, other door arrangements might be possible
according to IEC 60092-502:1999. In case persons are in the gas valve unit
room, the automatic fire fighting system has to be disabled (only in case that
personal could be endangered). In that case other fire protection measure-
ments have to be organised.
All installed electrical equipment has to be of certified safe type for zone 1.
In case of a gas PREAL (see Table 1-1) in the GVU room or inside double
wall piping only an alarm is generated.
In case of a main gas alarm (AL) in the GVU room or inside double wall pip-
ing, the Shut off valve is closed automatically and the engine is switched over
to liquid fuel mode. The ventilating system will remain in operation to remove
the fuel gas from the GVU room. This alarm has to be visual and audible indi-
cated also locally at the entrance of the GVU room.
In case of a sudden total rupture of a gas pipe in the GVU room (this is
detected by an external differential pressure measurement across an orifice
in case of a gas flow of more than 150 % to 200 % of the nominal gas flow)
the external Shut off valve is closed and all engines served by the involved
Shut off valve are switch over to Diesel mode. The ventilating system will
remain in operation to remove the fuel gas from the GVU room. This alarm
has to be visually and audibly indicated also locally at the entrance of the
GVU room.
2016-03-18 - en
In case of fire alarm in the GVU room the Shut off valve is closed automati-
Description
cally, the engine is shifted to liquid mode, the ventilation of the GVU room is
3700390-9.5
stopped, louvers in the ventilating system are closed to avoid air or oxygen
admission from the exterior and fire extinguishing agent is injected in the gas
valve unit room.
52 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
The requirements on gas detection, ventilation and electrical equipment are

mentioned in the following chapters (11.4 - 11.6).
11.3 Engine room The engine room is considered as a gas safe area due to the complete dou-
ble wall fuel gas piping system on the engine and in the engine room. Addi-
tionally each engine room must be equipped with at least two intrinsically
safe certified gas sensors of continuos monitoring type. One intrinsically safe
certified gas sensor in the ventilation outlet and one intrinsically safe certified
gas sensor above each DF-engine. The detection equipment shall be located
where gas may accumulate. The number of detectors could depend on size,
layout and ventilation of the engine room, and has to be agreed by the classi-
fication society.
Usually in the engine room are installed:
▪ Dual fuel engines
▪ Alternators
▪ Gear box
▪ Propeller system
▪ Gas and fire detection systems
▪ Fire fighting system
▪ Inlets and outlets of the engine room ventilation system
▪ Lighting
▪ Lube oil pumps and lube oil system
▪ Liquid fuel pumps and liquid fuel system
▪ Cooling water pumps and parts of the cooling water system
▪ Different components of auxiliary engine systems
For redundancy reasons it is recommended to distribute the main engines in
at least two separate engine rooms. (Not for single engine plants)
In case of gas PREAL (see Table 1-1) at one gas detector in the engine room
an audible and visible alarm is given. In case of a gas prealarm at two gas
detectors in the engine room, the Shut off valve of the affected engine room
is closed automatically and all engines installed in the affected engine room
are switched over to Diesel mode. The engine room ventilation system will
remain in operation to remove the fuel gas from the engine room.
In case of a main gas alarm AL (see Table 1-1) at one gas detectors in the
engine room, the Shut off valve of the affected engine room is closed auto-
matically and all engines installed in the affected engine room are switching
over to Diesel mode (Fast Gas to Diesel).
In case of a sudden total rupture of a gas pipe in the engine room (this is
detected, by an external differential pressure measurement across an orifice
in case of a gas flow of more than 150 % to 200 % of the nominal gas flow),
the external Shut off valve of the involved engine room is closed automatically
and all engines installed in the affected engine room are switching over to
Diesel mode (Fast Gas to Diesel).
The setting of the alarms ensures that the engine room is protected against a
2016-03-18 - en
major inrush of gas as the gas supply lines would be shut off and purged
with inert gas in the case that the level of PREAL (see Table 1-1) is reached
Description
3700390-9.5
and detected by two gas detectors. The second alarm level of AL (see Table
1-1) at two gas detectors is a theoretical setting which cannot be reached as
to the safety measures before. There is no internal source of gas which could
release that much gas to the engine room that a level of AL (see Table 1-1)
could be reached. A sudden, strong gas release which would lead to fast
dual fuel 53 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
increasing gas concentrations would be detected by the engine monitoring

system, by the gas pressure monitoring and by the gas detectors within the
double piping system. However it is possible that gas could be sucked into
the engine room from external sources. Therefore the second alarm level at
AL should be established to have the information and to start the necessary
countermeasures. For safety reasons no automatic shut down of the engines
is planned as this last decision is to be made by the crew appropriate to the
ships situation. The second alarm level is to be equivalent to fire alarm within
the machinery space.
In case of fire alarm in the engine room the Shut off valve of the affected
engine room is closed automatically and all engines installed in the affected
engine room are switching over to Diesel mode (Fast Gas to Diesel). For fur-
ther information see chapter 11.7 Fire detection and fire fighting system.
The fuel gas content in the combustion air has to be monitored by a gas
detection system. In case of combustion air taken from the engine room this
will be done by the gas detection system of the engine room. In case that the
combustion air is taken directly from the exterior gas detectors have to be
installed within the air admission system.
The requirements on gas detection, ventilation and electrical equipment are
mentioned in the following chapters (11.4 - 11.6).
2016-03-18 - en
Description
3700390-9.5
54 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
3700390-9.5
dual fuel 55 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Figure 21: Ventilation and gas detection

11.4 Ventilation Rooms and spaces to be ventilated for gas leakage fighting reasons:
▪ GVU room
▪ Space between the double wall gas pipes
Technical requirements of the ventilation:
▪ The complete design of the ventilation system for a gas engine fueled
newbuilding has to be in accordance with applicable marine rules (IGF-
and IGC-Code etc.) and approved by the marine classification society.
▪ The design of the ventilation is in general a mechanical forced ventilation
system.
▪ The complete ventilation system has to be optimised in the engine- and
GVU room that way that no "dead" edges or spaces with no or less effi-
cient ventilation will occur. The efficiency of the ventilation system has to
be shown with simulation methods or practical testing on the vessel.
▪ Ventilation air is taken from free atmosphere and gas safe area via duct-
ing.
▪ Ventilation inlet and outlet duct have to be equipped with automatically
closing fire louvers and are mechanically protected by screens with not
more than 13 mm square mesh.
▪ Ventilation capacity: for not gas save areas min. 30 air changes per hour.
Monitoring of the suction with alarm below 30 air changes per hour.
▪ Indication and alarming of loss of ventilation capacity in engine control
station.
▪ Ventilation system independent from other ventilation systems.
▪ Independent systems for each engine room. Each GVU room will be
forced exhaust ventilated.
▪ Ventilation is in operation even under shut down conditions.
▪ Ventilation fans have to be approved for ventilating explosive atmos-
phere.
▪ GVU room ventilation: number and power of fans are to be such that the
capacity is not less than 100 %. Redundant fans (100 % each) have to
be installed.
▪ The ventilation air for the GVU room taken from the engine is equipped
with gas detection with alarm points set at PREAL (see Table 10).
▪ Ventilation air outlet kept away from ignition sources
▪ Electric fan motors are not allowed to be installed in ventilation ducts or
piping.
▪ Ventilation air outlets are to discharge upwards in locations at least 10 m
in the horizontal direction from ventilation intakes and openings for gas
safe spaces.
▪ Inlet and outlet equipped with closing arrangement (louvers) in case of
fire in engine or GVU room.
11.5 Gas detection The project related requirements have to be in accordance with applicable
marine rules (IGF- and IGCCode etc.) and approved by the marine classifica-
2016-03-18 - en
tion society.
Description
3700390-9.5
General requirements:
▪ Each engine room must be equipped with at least two intrinsically safe
certified gas sensors of continuous monitoring type. One intrinsically safe
certified gas sensor in ventilation outlet and one intrinsically safe certified
gas sensor above each DF-engine, where gas may accumulate
56 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN
▪ The GVU room ventilation outlet must be monitored at least by additional

one intrinsically safe certified gas sensor

▪ Gas sensors are to be connected to a common alarm system with audi-
ble and visible alarms
▪ Gas sensors have to be of intrinsically-safe and certified type and have to
be type approved by IACS Classification societies
▪ Two independent, continuous working, fixed gas monitoring systems in
operation when gas fuel is in piping or during purging
▪ Gas detection requirements: self monitoring
▪ Self detection of system: malfunction shall not lead to false emergency
shut down of the engine
▪ Functional redundancy when either one of the systems fails
▪ System designed to be readily tested
The alarm levels, see Table 10.
11.6 Safety of electrical Please note the requirements of chapter 9.1.7 for electrical equipment.
equipment Additional requirements are:
▪ Inside gas duct and piping: electrical equipment intrinsically-safe type.
▪ GVU room: fire and gas detectors, fire and gas alarm equipment, light-
ning, ventilation fans and other installed equipment is certified safe for
zone 1.
11.7 Fire detection and fire The complete design of the fire detection and fire fighting system for a gas
fighting system engine fueled newbuilding engines has to be in accordance with applicable
marine rules (IGF- and IGC-Code etc.) and approved by the marine classifi-
cation society.
The fire detection and fire fighting system is to be approved by the IACS
Classification Societies acc. SOLAS Ch II-2 and IGF- and IGC-Code and the
relevant classification rules.
11.8 Gas pipe rupture Detection of sudden total gas pipe rupture is according to the actual classifi-
detection (only in case of cation societies rules necessary. It has to monitor all pipes in enclosed
DNV classification) spaces. A pipe rupture detection can be realised by differential pressure
monitoring across an orifice mounted on the exterior part (not enclosed part)
of the gas pipe of each engine. The upstreaming gaspipe up until the pipe
rupture detection will now be as well monitored together with the external
gas fuel supply pipe against sudden total pipe rupture.
In case more than approx. 150% to 200% of the nominal max. gas flow is
passing, the gas pipe is considered broken. An alarm is generated and the
external Shut off valve is closed. All engines connected to the affected Shut
off valve are immediately switched over to Diesel mode.
2016-03-18 - en
Description
3700390-9.5
dual fuel 57 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Appendix
No. Measuring Description Function Measuring Location Connected to Depending on
point 1) range option
Pressure
1 1PT2170/ pressure alarm at low 0-10 bar engine control mod-
PT22 transmitter lube oil pres- ule/ alarm
lube oil pressure
sure engine
inlet
2 PSL22 pressure auto shut 0-10 bar engine display mod-
switch down at low ule/ safety
lube oil pres- pressure
sure engine
inlet
PT23 transmitter lube oil pres- ule/ alarm
lube oil pressure
sure turbo-
charger inlet
PT10 transmitter pressure ule/ alarm
HT-cooling
water pres-
sure engine
inlet
PT01 transmitter cooling ule/ alarm
LT-water water pres-
pressure sure
charge air
cooler inlet
9 1PT5070/ pressure remote indi- 0-16 bar engine control mod-
PT40 transmitter cation and ule/ alarm
fuel pressure alarm
engine inlet
11 1PT6180/ pressure engine con- 0-4 bar engine control mod-
PT31 transmitter trol ule/ alarm
charge air
pressure
before cylin-
ders
PT70 transmitter trol, remote ule/ alarm
starting air/ indication
control pres-
sure
2016-03-18 - en
engine speed, turbocharger speed and injection control

Description
17 1SE1004/ speed indication, 0-60000 turbocharger control mod-

3700390-9.5
SE89 pickup supervision rpm/ ule/ alarm

turbocharger 0-60000
speed rpm
58 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

18 1SC1005 injection speed con- engine
module/ DF trol, control
of gas injec-
tion valves,
main fuel,
pilot fuel
19 1SE1005/ pickup engine 0-1400rpm drive wheel injection
PS90 speed, cam- 0-20KHz module( s)/D
shaft posi- F/ safety/
tion detec- knocking
tion control mod-
ule
20 2SE1005/ pickup engine 0-1400rpm drive wheel injection
SE90-3 speed, cam- 0-20KHz module(3),
shaft posi- knocking
tion detec- module/
tion Injection
module(4)
control mod-
ule/ display
module
21 1SV1010 actuator speed and engine Injection
engine con- load govern- module
ventional fuel ing
admission
start and stop of engine
23 1SSV1011// solenoid actuated engine control mod-
SS83 valve during ule / alarm
engine start engine start
24 1SZV1012/ solenoid manual and engine control mod-
SS86 valve auto-emer- ule/ safety
engine shut gency shut
down down
main bearings
33 xTE1064-1/ temp sen- indication 0-120° C engine ATEX-Unit,
TE29-x sors and engine Crankcase
main bear- protection monitoring
ings system
turning gear
35 1GOS1070/ limit switch indication engine control mod-
ZS75-1/ turning gear and start ule/ alarm
ZS75-2 engaged blocking
jet assist
38 1SSV1080/ solenoid turbocharger engine control mod-
SS32 valve acceleration ule/ alarm
2016-03-18 - en
for jet assist by jet assist

Description
3700390-9.5
knock control
39 1XC1200 control unit knock moni- engine control mod-
knock monitoring and ule/ alarm
toring regulation
dual fuel 59 (73)

V28/32S-DF; L28/32DF; L23/30DF EN


40 3SE1200/ speed speed and 0-1400 rpm camshaft anti knock-
PS90 / pickup camshaft 0-20KHz ing regula-
SE90-3 for knock position tion
detection input for
knocking
detection
41 1..nXE1200 knock sen- knock event engine knock con-
A/B *) sors detection trol unit
Lube oil system
42 1TE2170-1/ temp sensor alarm at high 0-120° C engine control mod-
TE22 lube oil temp temp ule/ alarm
engine inlet
44 1LS2310/ level sensor lube oil level Lube oil control mod-
LAL28 lube oil serv- low alarm service tank ule/ alarm
ice tank
45 2LS2310/ level sensor lube oil level Lube oil control mod-
LAH28 lube oil serv- high service tank ule/ alarm
ice tank
48 1TE2580-1/ temp sensor 0-120° C engine control mod- Depending
TE23 lube oil temp ule/ alarm on class and
turbocharger application
drain
splash oil
51 xTE2880-1/ temp sen- splash oil 0-120° C engine control mod-
TE58-x sors supervision ule/ alarm
splash oil
temp rod
bearings
cooling water systems
54 1TE3170-1/ temp sensor alarm indica- 0-120° C engine control mod-
TE10 HT-water tion ule/ alarm
temp engine
inlet
56 1TE3180-1/ temp sensor alarm at high 0-120° C engine control mod-
TE12 HT-water temp ule/ alarm
temp engine
outlet
58 1TE4170-1/ temp sensor alarm, indi- 0-120° C LT-pipe control mod-
TE01 LT-water cation charge air ule/ alarm
temp charge cooler inlet
air cooler of engine
inlet
main fuel system
60 1TE5070/ temp sensor alarm at high 0-200° C engine control mod-
2016-03-18 - en
TE40 fuel temp temp in ule/ alarm

Description
engine inlet MDO-mode

3700390-9.5
and for EDS

use
60 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

65 1LSAH5276/ level switch alarm at high pilot fuel control mod-
LAH42 fuel level level leakage ule/ alarm
pilot fuel oil monitoring
leakage tank
monitoring
tank
gas system
69 xFSV5885 solenoid injection of engine injection
valves main gas module/DF
main gas cylinders A
injectors A
gas control unit GVU
70 1TE5860 temp sensor temp gas GVU control cabi-
gas temp GVU inlet net GVU
sensor gas
control unit
inlet
71 1PDS5862 differential GVU control cabi-
pressure net GVU
switch filter
GVU inlet
72 1PT5862 pressure indication of 0-10 bar GVU control cabi-
transmitter supply gas net GVU
gas pressure pressure,
before gas alarm
control valve
74 1PC5862 pneumatic pneumatic engine control mod-
pressure gas pressure ule/ alarm
controller control
75 1GOS5862 proximity position GVU control cabi-
switch feedback net GVU
for valve 1
PCZV5862
76 1PV5863 venting valve venting of GVU control cabi-
gasline net GVU
between
pressure
control valve
and main
gas valve 1
77 1PV5864 main gas blocking of GVU control cabi-
valve 1 gas supply net GVU
gas line net GVU
between
2016-03-18 - en
main gas
valves
Description
3700390-9.5
79 1PV5865 main gas blocking of GVU control cabi-

valve 2 gas supply net GVU
dual fuel 61 (73)

V28/32S-DF; L28/32DF; L23/30DF EN


gas pipe net GVU
between
GVU and
engine
81 1PT7460 pressure 0-10 bar GVU control cabi-
transmitter net GVU
GVU control
air pressure
gas leakage and venting
82 1QE5860 gas sensor gas detec- gas pipe gas warning
tion before GVU unit
83 1QE5868 gas sensor gas detec- gas pipe gas warning
tion after GVU unit
84 1PDS5850 differential pipe rupture gas inlet gas warning Depending
pressure detection pipe before unit on class
switch pipe GVU
rupture
detection
orifice
Lambda control and charge air system
PT31 transmitter trol ule/ alarm
charge air
pressure
before cylin-
ders
93 1TE6180-1/ temp sensor 0-120° C engine control mod-
TE31 charge air ule/ alarm
temp after
charge air
cooler
exhaust gas system
95 1..nTE6570( element 1 of alarm, 0-800° C engine control mod-
A/B)-1/ double- remote indi- ule/ alarm
TE60-x PT1000 cation
1..nTE6570
safety sys-
tem
97 1TE6575-1/ double alarm, indi- 0-800° C engine control mod-
TE62 PT1000 cation ule/ alarm
exhaust gas
temp before
turbocharger
99 1TE6580-1/ double indication 0-800° C engine control mod-
2016-03-18 - en
TE61 PT1000 ule/ alarm

Description
exhaust gas
3700390-9.5
temp after
turbocharger
101 1FSV6582 venting valve exhaust gas exhaust pipe external
exhaust gas system ven- (off engine)
system tilation
62 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

102 1GOS6582 limit switch position indi- external
exhaust gas cation
system vent-
ing valve
control air
103 1PT7460 pressure 0-10 bar GVU control cabi-
transmitter net GVU
control air
pressure for
gas control
unit
Table 11: List of measuring and control devices
*) In general all pressure rates are over-pressure data
Special attention was drawn to the automatic safety actions in regard to the
gas valves and engine modes. The following spreadsheet is giving detailed
information on this matter:
nal
valves upstream of
of detection
Ventilation
pressure
difference
room inlet
outlet
room -
GVU room
Engine PDSL low X X X
room – on
engine pip-
ing
– outside
Gas High / Low
parameters
at GVU
2016-03-18 - en
inlet (A)
Description
Gas pres- H/L X X X

3700390-9.5
sure
Gas tem- H/L X X X
perature
Fire alarm
dual fuel 63 (73)

V28/32S-DF; L28/32DF; L23/30DF EN

nal
valves upstream of
of detection
GVU room X X X X
Engine X X X X
room
Table 12: Automatic safety actions
1. Automatic Safety Actions released by
– MAN SaCoSone: Activation of the block-and-bleed valves, switch over
to diesel mode, engine shut down, alarm generation
– External safety systems: Activation of the Shut off valves, Alarm gen-
eration
2. PREAL
– acc. IGF = 20–30 % LEL
3. AL
– acc. IGF = 40 % LEL
A2 Piping design
requirements
2016-03-18 - en
Description
3700390-9.5
64 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
3700390-9.5
Figure 22: Piping design requirements 1
dual fuel 65 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 23: Piping design requirements 2
66 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
3700390-9.5
Figure 24: Plant arrangement (gas feeding system, ventilation system) - general
dual fuel 67 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 25: Example: Plant arrangement (gas feeding system, ventilation system) -alternative 1;
68 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
Figure 26: Example: Plant arrangement (gas feeding system, ventilation system),
3700390-9.5
single engine plant.
dual fuel 69 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 27: Example: Plant arrangement (gas feeding system, ventilation system), two engine rooms
70 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
3700390-9.5
Figure 28: Example: Plant arrangement (gas feeding system, ventilation system) - alternativ2; two engine rooms
dual fuel 71 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Description
3700390-9.5
Figure 29: Diesel fuel system, measuring device diagram
72 (73) dual fuel

V28/32S-DF; L28/32DF; L23/30DF EN

2016-03-18 - en
Description
3700390-9.5
Figure 30: Gas fuel system, measuring device diagram
dual fuel 73 (73)

V28/32S-DF; L28/32DF; L23/30DF EN
Interface description - dual fuel engines

General
Validity This document describes the interfaces between SaCoSone GenSet DF and
externals systems. This description is valid for engines L23/30DF, and
L28/32DF equipped with SaCoSone GenSet Hardware Version V 1.2.0 and
higher (see type plate).
Signals All analogue inputs have to be electrically isolated by signal supplier. All digi-
tal inputs are designed as passive switching contacts.
All digital outputs (DOs) are designed as relay outputs switching of at a maxi-
mum 250 VAC / 2A or 30 VDC / 2A.
Terminal bars Terminal bars are split depending on different signal types. The power sup-
plies must be connected to terminal bar –X12. Terminal bar –X14 is reserved
to binary signals. Analogue signals must be connected to terminal bar –X15.
The MODBUS is connected to terminal bar –X36 and speed sensors for
injection module and knocking module is connected to –X18.
Power supply requirements
Redundant and controlled power supply for SaCoSone GenSet

Power supply 1 is 24V DC, 0,72kW, with a 30A pre-fuse. Power supply 2
(UPS buffered) is 24V DC, 0,72kW, with a 30A pre-fuse.
Detailed signal description
Signals between SaCoSone GenSet and ship alarm system

Stop from engine (Engine is This binary signal can be used by the ship alarm system to indicate that the
stopping) engine stop sequence is in progress (closed contact).
Remote shutdown This input to SaCoSone GenSet can be used for a remote shutdown from the
ship alarm system. The contact in the ship alarm system has to be bridged
with a wire break resistor (24kΩ, 1%, 0,6W).
Common alarm Open contact indicates that an alarm (system alarms and pre-alarms) has
occurred at the GenSet. If a new alarm occurs, the contact is closed again
for 1 second and then reopened again.
Ready to start The closed contact indicates that no start blockings are active. The engine
can only be remote started if this contact is closed. If start sequence is abor-
ted due to start failure, this contact is opened again. The start failure has to
be fixed and afterwards acknowledged and reset. If the engine is in local
control, the signal is not used.
Engine running Signal is used for to release the synchronisation of the generator. Contact is
closed if engine speed reaches synchronisation speed (above 90% of nomi-
nal speed).
2015-09-11 - en
Start prelubrication oil pump Closed contact requests the start of the prelubrication oil pump. The contact
Description
stays closed as long as prelubrication is required.

3700389-9.2
Start preheater control Closed contact requests the start of the HTCW preheating. The contact
stays closed as long as preheating is required.
Start failure Open contact indicates a start failure. The signal is 5 seconds active.
Common shutdown This closed contact indicates the following events:
Dual fuel 1 (17)

L28/32DF; L23/30DF EN
▪ automatic shutdown by the safety system and the alarm system

▪ remote shutdown by external control system

▪ automatic shutdown by Crankcase Monitoring
▪ an emergency stop pushbutton is pressed
Signal between SaCoSone GenSet and load sharing control device

Speed setpoint analog The 4-20mA-signal is used for the regulation of the engine load setpoint. The
signal has to be adjusted during commissioning.
System will read in information, if digital signal “Speed setpoint analog” is set
– means contact is closed.
Signals between SaCoSone GenSet and PMS

Remote stop If this contact is closed, an engine stop is initiated (only while in remote con-
trol). The contact has to be bridged with a resistor (24kΩ, 1%, 0,6W).
Remote start Start request by remote system (closed contact), available when contacts
“ready to start” and “remote control” are closed.
If contact “engine ready to start” is active, the PMS can close this contact to
start the start sequence of the GenSet. The contact has to be bridged with a
resistor (24kΩ, 1%, 0,6W).
Remote reset of alarms Closing of this contact will reset all actual faults (alarms, start failures) if
remote control is enabled. It is a pulse contact. Shutdowns can only be reset
from the Control Unit. The contact has to be bridged with a resistor (24kΩ,
1%, 0,6W).
Selector switch local/remote This signal is used for remote control indication. The closed contact indicates
(Remote control indication) that remote control is enabled.
Remote lower speed For generator synchronisation, the synchronisation unit requests engine
speed decrease via this signal (closing of the contact). The contact has to be
bridged with a resistor (24kΩ, 1%, 0,6W).
Remote raise speed For generator synchronisation, the synchronisation unit requests engine
speed increase via this signal (closing of the contact). The contact has to be
bridged with a resistor (24kΩ, 1%, 0,6W).
Speed setpoint analog Signal is used to enable analogue set-point control (closing of the contact).
Otherwise speed will be controlled digital with the Lower- / Raise Speed sig-
nal. The contact has to be bridged with a resistor (24kΩ, 1%, 0,6W).
Signals between SaCoSone GenSet and crankcase monitoring unit

Crankcase Monitoring Unit (CCM) is separate stand alone unit with hard
wired interface to the engine control system.
Engine running Hardwired digital engine speed signal from engine control is signaling to
CCM that engine is running.
Crankcase monitoring pre- Open contact indicates that a pre-alarm occurred at the Crankcase Monitor-
alarm ing Unit. The contact has to be bridged with a resistor (24kΩ, 1%, 0,6W).
2015-09-11 - en
Crankcase monitoring pre-alarm will cause change over to diesel mode.

Description
3700389-9.2
Automatic shut down This closed contact indicates an automatic shutdown is triggered by the
Crankcase monitoring CMU. The contact in the Crankcase Monitoring Unit has to be bridged with a
resistor (24kΩ, 1%, 0,6W).
Bearing sensors All main and rod bearing sensors are RTD type PT100.
2 (17) Dual fuel

L28/32DF; L23/30DF EN
Crankcase monitoring Open contact indicates that a system failure occurred at the Crankcase

Monitoring Unit. The contact has to be bridged with a resistor (24kΩ, 1%,
0,6W).
Crankcase monitoring system failure will cause change over to diesel mode.
Signals between SaCoSone GenSet and engine room

Ambient air temperature A PT1000 resistance thermometer transmits the temperature of the engine
room. This signal is used for calculations in EDS.
Signal can be used and is available, if Signal TC Lube Oil Temperature is not
needed in case of diesel electric propulsion application. Please see Signal
Cooling Air Alternator also.
Ambient air pressure A pressures transmitter provides the ambient air pressure of the engine
room. This signal is used for calculations in EDS.
Signals between SaCoSone GenSet and alternator

Alternator cooling water Closed contact indicates that a leakage occurred at the alternator’s cooling
leakage alarm water supply. The contact has to be bridged with a resistor (24kΩ, 1%,
0,6W).
Alternator front bearing A PT1000 resistance thermometer transmits the temperature of the alterna-
temperature tor front bearing.
Alternator rear bearing A PT1000 resistance thermometer transmits the temperature of the alterna-
temperature tor rear bearing.
Alternator winding A PT1000 resistance thermometer transmits the temperature of the alterna-
temperature L1 tor winding L1. This signal has to be connected to Control Unit.
Cooling Air Alternator A PT1000 resistance thermometer transmits the temperature of the cooling
air of the alternator. This signal has to be connected to Connection Box.
Signals between SaCoSone GenSet and main switch board

Generator load Analogue 4…20mA used for engine control.
Signals between SaCoSone GenSet and EDS

CoCoS-EDS can be connected to engine control system. This requires addi-
tional gateway module (GM).
Signals between SaCoSone GenSet and actuator

Actuator healthy The MA1.031-1 actuator provides this signal to the system. Closed contact
indicates that the actuator is healthy.
2015-09-11 - en
Signals between SaCoSone GenSet and alarm system

Description
3700389-9.2
Quick change over (QCO) External QCO is a common signal from alarm system. QCO shall be gener-
ated of following signals
▪ Manual External Quick Change Over switch
▪ Gas Leakage in engine relevant areas
Dual fuel 3 (17)

L28/32DF; L23/30DF EN
▪ Fire alarm
▪ External gas blockings
External gas plant shutdown

External gas plant shutdown is a common signal sent parallel to all GCU con-
trols to shutdown DF mode. Inert sequences will be conducted by all GVU's
on their respective engines in order to remove all gas from the systems. Fur-
thermore, there is possibility that the controls are able to also inert te incom-
ing gas line upstream the GVU's. However, for this operation following sig-
nals are required:
▪ Close main gas supply valve
▪ Inert valve gas supply side
▪ Position feedback switches on main gas supply valve
▪ Position feedback switches on inert valve supply side
It is also possible for the FGSS or alarm system to control this function and
the GVU's will then only inert the system downstream the GVU's.
External gas plant shutdown is to be given if the complete gas system must
be shutdown. This should be as minimum:
▪ Emergency stop of gas plant
▪ Fire
▪ Gas leakage in GVU room
▪ Pipe rupture in gas supply line
▪ Ventilation GVU room
Signals between GVU control cabinet and all equipment

Numbering for all interfaces are connected for one engine GVU control cabi-
net.
If multiple engines are connected one common GVU cabinet cable and wire
numbers will be different for other engines than the first.
2015-09-11 - en
Description
3700389-9.2
4 (17) Dual fuel

L28/32DF; L23/30DF EN

Interface list
Power supply
SaCoSone GenSet connection box Power supply Remarks
No. Signal descrip- Signal Symbol Terminal Cable/core Terminal Symbol Signal
tion type type
1 Power sup- 24V DC -X12:5 -W1/1
ply 1
-X12:6 -W1/2
2 Power sup- 24V DC -X12:7 -W2/1
ply 2
-X12:8 -W2/2
Ship alarm system

SaCoSone GenSet connection box Ship alarm system Remarks
tion type type
1a Modbus / RS422 TxH -X36:11 -W513/1 Terminating resistor
RS422 (last Bus Device)
TxL -X36:111 -W513/2
TxH -X36:12 -W513/3
TxL -X36:112 -W513/4
EMC- -W513/S
Gland
1b Modbus / RS485 TxH -X36:11 -W514/1 Terminating resistor
RS485 (last Bus Device)
TxL -X36:111 -W514/2
EMC- -W514/S
Gland
2 Stop from DO -X14:1 -W10/1 External supply
engine max. max. 250VAC/2A
200mA -X14:101 max. 30VDC/2A
EMC- -W10/2
Gland
-W10/S
3 Remote DI -X14:2 -W11/1 No

shutdown
(option) -X14:102 -W11/2
EMC- -W11/S
Gland
4 Common DO -X14:12 -W12/1 External supply
alarm max. max. 250VAC/2A
2015-09-11 - en
(option) 200mA -X14:112 -W12/2 max. 30VDC/2A

Description
3700389-9.2
5 Ready to DO -X14:13 -W12/3 External supply

start max. max. 250VAC/2A
200mA -X14:113 -W12/4 max. 30VDC/2A
Dual fuel 5 (17)

L28/32DF; L23/30DF EN
SaCoSone GenSet connection box Ship alarm system Remarks

tion type type
6 Engine is DO -X14:14 -W12/5 External supply
running max. max. 250VAC/2A
200mA -X14:114 -W12/6 max. 30VDC/2A
EMC- -W12/S
Gland
7 Start prelu- DO -X14:15 -W13/1 External supply
brication oil max. max. 250VAC/2A
pump 200mA -X14:115 -W13/2 max. 30VDC/2A
EMC- -W13/S
Gland
8 Start pre- DO -X14:17 -W14/1 External supply
heater con- max. max. 250VAC/2A
trol 200mA -X14:117 -W14/2 max. 30VDC/2A
EMC- -W14/S
Gland
9 Start failure DO -X14:18 -W15/1 External supply
max. max. 250VAC/2A
200mA -X14:118 -W15/2 max. 30VDC/2A
EMC- -W15/S
Gland
10 Common DO -X14:19 -W16/1 External supply
shutdown max. max. 250VAC/2A
200mA -X14:119 -W16/2 max. 30VDC/2A
EMC- -W16/S
Gland
11 Quick DI -X14:31 -W475/1 No
change over
-X14:131 -W475/2
EMC- -W475/S
Gland
Load sharing control device

SaCoSone GenSet connection box Load sharing control device Remarks
tion type type
11 Speed set AI -X15:6 -W20/1 Analogue used for load shar-
point analog ing
-X15:106 -W20/2 Calibration:
EMC- -W20/S 4mA = 0 rpm
Gland 20mA = max. rpm
of engine
2015-09-11 - en
Description
3700389-9.2
6 (17) Dual fuel

L28/32DF; L23/30DF EN

Power management system
SaCoSone GenSet connection box Power management system Remarks
tion type type
1 Remote stop DI -X14:6 -W30/1 No
-X14:106 -W30/2
2 Remote start DI -X14:7 -W30/3 No
-X14:107 -W30/4
EMC- -W30/S
Gland
3 Remote DI -X14:8 -W31/1 No
reset of
alarms -X14:108 -W31/2
(option) EMC- -W31/S
Gland
4 Selector DI -X14:9 -W32/1 No
switch local/
remote -X14:109 -W32/2
(Remote
control indi-
cation)
5 Remote - DI -X14:10 -W32/3 No
lower speed
setpoint -X14:110 -W32/4
6 Remote - DI -X14:11 -W32/5 No

raise speed
setpoint -X14:111 -W32/6
EMC- -W32/S
Gland
7 Speed set- DI -X14:22 -W43/1 No Has been changed.
point analog See document
-X14:122 -W43/2 SW_1.2.0_Release-
EMC- -W43/S Note - Digital input
Gland for selecting digital
(open contact) or
analogue (closed
contact) speed set-
ting
2015-09-11 - en
Description
3700389-9.2
Dual fuel 7 (17)

L28/32DF; L23/30DF EN
Crankcase monitoring unit

SaCoSone GenSet connection box Crankcase monitoring unit Remarks
tion type type
1 Crankcase DI -X14:3 -W25/BK No Instead of OMD
monitoring monitoring CCM
pre-alarm -X14:103 -W25/BU can be used. CCM
is using same DIs
as OMD monitor-
ing
2 Crankcase DI -X14:4 -W25/BN No Instead of OMD
shutdown -X14:104 -W25/GN can be used. CCM
is using same DIs
as OMD monitor-
ing
3 Crankcase DI -X14:5 -W25/TR No Instead of OMD
system fail- -X14:105 -W25/WH can be used. CCM
ure is using same DIs
as OMD monitor-
ing
4 Engine run- DO -X14:26 -W25/RD
ning
-X14:126 -W25/GY
EMC- -W25/S
Gland
Engine room Crankcase monitoring cabinet Remarks
tion type type
5 Jacket pipe AI -X7:12 Analogue Calibration:
pressure 4...20 mA
-X7:13 -10...3 mbar
EMC- EMC-
Gland Gland
Crankcase monitoring cabinet GVU cabinet Remarks
tion type type
6 Jacket pipe AI -X7:14 -W117/1 -X11:10 Analogue Calibration:
pressure 4...20 mA
-X7:15 -W117/2 -X11:110 -10...3 mbar
2015-09-11 - en
EMC- -W117/S EMC-

Description
3700389-9.2
Gland Gland
8 (17) Dual fuel

L28/32DF; L23/30DF EN

Engine room
SaCoSone GenSet connection box Engine room Remarks
tion type type
1 Ambient air TI -X15:2 -W50/1 PT1000 Optional available, if
temperature TC lube oil tempera-
-X15:102 -W50/2 ture is not needed
EMC- -W50/S for classification
Gland approval for diesel
electric propulsion
application. See sig-
nal cooling air alter-
nator also.
2 Ambient air AI -X15:10 -W76/BK Analogue
pressure
(option) -X15:110 -W76/BU
EMC- -W76/S
Gland
3 Remote start DI -X14:16 -W34/1 No Feedback from
blocking exhaust gas fan
-X14:116 -W34/2 control
EMC- -W34/S
Gland
Alternator
SaCoSone GenSet connection box Alternator Remarks
tion type type
1 Alternator DI -X14:21 -W40/1 No
cooling
water leak- -X14:121 -W40/2
age alarm EMC- -W40/S
Gland
2 Alternator TI -X35:31 -W41/1 PT1000
front bearing
temperature -X35:131 -W41/2

rear bearing
temperature -X35:132 -W41/4
EMC- -W41/S
Gland
winding tem-
2015-09-11 - en
perature L1 -X35:128 -W42/2

Description
3700389-9.2

winding tem-
perature L2 -X35:129 -W42/4

winding tem-
perature L3
Dual fuel 9 (17)

L28/32DF; L23/30DF EN
SaCoSone GenSet connection box Alternator Remarks

tion type type
-X35:130 -W42/6
EMC- -W42/S
Gland
7 Cooling air TI -X15:8 -W52/1 PT1000 Optional available, if
alternator TC lube oil tempera-
-X15:108 -W52/2 ture is not needed
EMC- -W52/S for classification
Gland approval for diesel
electric propulsion
application. See sig-
nal ambient air tem-
perature also.
Main switch board

SaCoSone GenSet connection box Main switch board Remarks
tion type type
1 Generator AI -X15:12 -W114E Analogue Calibration:
load /BK 4mA = 0 kW
20mA = depending
-X15:112 -W114 on generator
/BU
EMC- -W114/S
Gland
2 Circuit DI -X14:32 -W477/1 No
breaker
closed -X14:132 -W477/2
EMC- -W477/S
Gland
Actuator
SaCoSone GenSet connection box Actuator MA1.031-1 Remarks
tion type type
1 Major alarm DI -X15:9 -W116E No Signal is only availa-
actuator /BK ble with MA1.031-1
-X15:109 -W116E
/BU
EMC- -W116E
Gland /S
2015-09-11 - en
Description
3700389-9.2
10 (17) Dual fuel

L28/32DF; L23/30DF EN

Signal between SaCoSone and GVU cabinet
SaCoSone GenSet connection box Gas valve unit control cabinet Remarks
tion type type
1 Power sup- 24VDC -F7:2 -X13:14 Numbering may
ply 5A differ on applica-
-F7:3 -X13:15 tion
-X11:PE -X13:PE
EMC- EMC-
Gland Gland
2 Common DO -X14:27 -W17/1 -X11:6 No
shutdown max.
200mA -X14:127 -W17/2 -X11:106
EMC- -W17/S EMC-
Gland Gland
3 Inert valve DI -X14:28 -W124/1 -X12:7 Numbering may
differ on applica-
-X14:128 -W124/2 -X12:107 tion
-X14:PE -X12:207
(PE)
EMC- EMC-
Gland Gland
4 Inert valve DI -X12:20 -W131/1 No Position switch
Open Posi- Optional
tion -X12:120 -W131/2
5 Inert valve DI -X12:21 -W131/3 No Position switch

Closed posi- Optional
tion -X12:121 -W131/4
-X12:PE -W131/5
EMC- -W131/S
Gland
Signals between GVU cabinet and external control

Gas valve unit control cabinet External control Remarks
tion type type
1 Power sup- 24VDC -F7:0 From UPS back-
ply 5A up power supply
-F7:0
-X0:PE
EMC-
2015-09-11 - en
Gland
Description
2 Gas opera- DI -X11:2 -W111/3 No

3700389-9.2
tion
select -X11:102 -W111/4
EMC- -W111/S
Gland
Dual fuel 11 (17)

L28/32DF; L23/30DF EN
Gas valve unit control cabinet External control Remarks

tion type type
3 External gas DI -X11:1 -W111/1 No Numbering may
plant shut- differ on applica-
down -X11:101 -W111/2 tion
4 Master gas DI -X0:1 No Position switch
valve Optional
Closed posi- -X0:101
tion
5 Master gas DI -X0:2 No Position switch
valve Optional
Open posi- -X0:102
tion
6 External inert DI -X0:3 No
valve
Closed posi- -X0:103
tion
7 External inert DI -X0:4 No
valve
Open posi- -X0:104
tion
8 External inert DO -X0:5 No
valve
-X0:105
-X0:PE
EMC-
Gland
9 Exhaust gas DO -X11:8 -W115/1 No Signal high for 3
fan sec. as start signal
-X11:108 -W115/2
EMC- -W115/S
Gland
10 GVU enclo- DI -X14:24 -W123/1 No
sure pres-
sure switch -X14:124 -W123/2
EMC- -W123/S
Gland
Signals between GVU control cabinet and GVU

Gas valve unit control cabinet Gas valve unit Remarks
tion type type
1 Block valve 24VDC -X12:1 -W118/1 -1PV
2015-09-11 - en
1 5864:+
Description
3700389-9.2
-X12:101 -W118/2 -1PV

5864:-
-X12:PE -W118 -1PV
/PE 5864:PE
12 (17) Dual fuel

L28/32DF; L23/30DF EN

tion type type
EMC- -W118/S EMC-
Gland Gland
2 Block valve 24VDC -X12:2 -W119/1 -1PV
2 5865:+
-X12:102 -W119/2 -1PV
5865:-
-X12:202 -W119 -1PV
(PE) /PE 5865:PE
EMC- -W119/S EMC-
Gland Gland
3 Venting 24VDC -X12:3 -W120/1 -1PV
valve 1 5863:+
-X12:103 -W120/2 -1PV
5863:-
-X12:203 -W120 -1PV
(PE) /PE 5863:PE
EMC- -W120/S EMC-
Gland Gland
4 Bleed valve 24VDC -X12:4 -W121/1 -2PV
5864:+
-X12:104 -W121/2 -2PV
5864:-
-X12:204 -W121 -2PV
(PE) /PE 5864:PE
EMC- -W121/S EMC-
Gland Gland
5 Venting 24VDC -X12:5 -W122/1 -2PV
valve 3 5865:+
-X12:105 -W122/2 -2PV
5865:-
-X12:205 -W122 -2PV
(PE) /PE 5865:PE
EMC- -W122/S EMC-
Gland Gland
6 Block valve DI -X12:8 -W125/1 -2GOS No Optional
1 5864:7
open posi-
tion -X12:108 -W125/2 -2GOS
5864:8
2015-09-11 - en
1 5864:6
closed posi-
Description
3700389-9.2
tion -X12:109 -W125/4 -1GOS

5864:5
-X12:209 -W125
(PE) /PE
Dual fuel 13 (17)

L28/32DF; L23/30DF EN

tion type type
EMC- -W125/S EMC-
Gland Gland
2 5865:7
open posi-
tion -X12:110 -W126/2 -2GOS
5865:8
2 5865:6
closed posi-
tion -X12:111 -W126/4 -1GOS
5865:5
-X12:211 -W126
(PE) /PE
EMC- -W126/S EMC-
Gland Gland
10 Venting DI -X12:12 -W127/1 -2GOS No Optional
valve 1 5863:7
open posi-
tion -X12:112 -W127/2 -2GOS
5863:8
valve 1 5863:6
closed posi-
tion -X12:113 -W127/4 -1GOS
5863:5
-X12:213 -W127
(PE) /PE
EMC- -W127/S EMC-
Gland Gland
12 Bleed valve DI -X12:14 -W128/1 -4GOS No Optional
open posi- 5864:7
tion
-X12:114 -W128/2 -4GOS
5864:8
13 Bleed valve DI -X12:15 -W128/3 -3GOS No Optional
closed posi- 5864:6
tion
-X12:115 -W128/4 -3GOS
5864:5
-X12:215 -W128
(PE) /PE
EMC- -W128/S EMC-
Gland Gland
2015-09-11 - en
valve 3 5865:7
open posi-
Description
3700389-9.2
tion -X12:116 -W129/2 -4GOS

5865:8
valve 3 5865:6
closed posi-
tion
14 (17) Dual fuel

L28/32DF; L23/30DF EN

tion type type
-X12:117 -W129/4 -3GOS
5865:5
-X12:217 -W129
(PE) /PE
EMC- -W129/S EMC-
Gland Gland
16 control air AI -X13:3 -W140/1 -1PT Analogue Calibration:
pressure 7460:+ 4...20 mA
0...16 bar
-X13:103 -W140/2 -1PT
7460:-
EMC- -W140/S
Gland
17 Gas pres- AI -X13:4 -W141/1 -1PT Analogue Calibration:
sure GVU 5860:+ 4...20 mA
inlet 0...16 bar
-X13:104 -W141/2 -1PT
5860:-
EMC- -W141/S EMC-
Gland Gland
18 Gas pres- AI -X13:5 -W142/1 -1PT Analogue Calibration:
sure in GVU 5865:+ 4...20 mA
0...16 bar
-X13:105 -W142/2 -1PT
5865:-
EMC- -W142/S EMC-
Gland Gland
19 Gas flow AI -X13:6 -W143/1 -1FQ Analogue Calibration:
5870:26 4...20 mA
0...400 kg/h
-X13:106 -W143/2 -1FQ
5870:27
EMC- -W143/S EMC-
Gland Gland
20 Gas flow 24VDC -X11:5 -1FQ Power
power sup- 5870:1 supply
ply
-X11:105 -1FQ
5870:2
-X11:205 -1FQ
(PE) 5870:PE
EMC- EMC-
Gland Gland
21 Gas temper- TI -X13:7 -W144/1 -1TE RTD Calibration:
2015-09-11 - en
ature inlet 5860:1 PT1000

GVU -100...400° C
Description
3700389-9.2
-X13:107 -W144/2 -1TE

5860:2
EMC- -W144/S EMC-
Gland Gland
Dual fuel 15 (17)

L28/32DF; L23/30DF EN
Signals between engine - A10 box and crankcase monitoring cabinet

Engine - W10 box Crankcase monitoring cabinet Remarks
tion type type
1 Rod bearing TI -A10:1 -1A15:1 RTD
cyl. 1
-A10:101 -1A15:3
-A10:201 -1A15:4

cyl. 2
-A10:102 -1A16:3
-A10:202 -1A16:4

cyl. 3
-A10:103 -1A17:3
-A10:203 -1A17:4

cyl. 4
-A10:104 -1A18:3
-A10:204 -1A18:4

cyl. 5
-A10:105 -1A19:3
-A10:205 -1A19:4

cyl. 6
-A10:106 -1A20:3
-A10:206 -1A20:4

cyl. 7
-A10:107 -1A21:3
-A10:207 -1A21:4

cyl. 8
-A10:108 -1A22:3
-A10:208 -1A22:4

cyl. 9
-A10:109 -1A23:3
-A10:209 -1A23:4
EMC- EMC-
2015-09-11 - en
Gland Gland
Description
3700389-9.2
01 Main bearing TI -A10:10 -1A14:1 RTD

cyl. 01
-A10:110 -1A14:3
-A10:210 -1A14:4
16 (17) Dual fuel

L28/32DF; L23/30DF EN
Engine - W10 box Crankcase monitoring cabinet Remarks

tion type type
cyl. 1
-A10:111 -1A14:7
-A10:211 -1A14:8

cyl. 2
-A10:112 -1A15:7
-A10:212 -1A15:8

cyl. 3
-A10:113 -1A16:7
-A10:213 -1A16:8

cyl. 4
-A10:114 -1A17:7
-A10:214 -1A17:8

cyl. 5
-A10:115 -1A18:7
-A10:215 -1A18:8

cyl. 6
-A10:116 -1A19:7
-A10:216 -1A19:8

cyl. 7
-A10:117 -1A20:7
-A10:217 -1A20:8

cyl. 8
-A10:118 -1A21:7
-A10:218 -1A21:8

cyl. 9
-A10:119 -1A22:7
-A10:219 -1A22:8
2015-09-11 - en
Description
3700389-9.2
Dual fuel 17 (17)

L28/32DF; L23/30DF EN
MAN Diesel & Turbo
3700290-3.0 Combined box with prelubricating oil pump, preheater
Page 1 (2) E 19 07 2
and el turning device
L32/40, L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

V28/32S-DF
Description
Figure 31: Dimensions

The temperature is controlled by means of an on/off
The box is a combined box with starters for prelu- thermostat mounted in the common HT-outlet pipe.
bricating oil pump, preheater and el turning device. Furthermore the control system secures that the
heater is activated only when the engine is in stand-
The starter for prelubricating oil pump is for auto- still.
matic controlling start/stop of the prelubricating oil
pump built onto the engine. The box also include the control of el turning device.
There is a "running" indication lamp and a on/off
Common for both pump starters in the cabinet is power switch on the front. The control for the turn-
overload protection and automatic control system. ing gear is prepared with to contactors for forward
On the front of the cabinet there is a lamp for and reverse control. The turning gear control has
"pump on", a change-over switch for manual start also overload protection.
and automatic start of the pump; furthermore there
is a common main cut-off switch.
The pump starter can be arranged for continuous or
intermittent running. (For engine types L16/24,
L21/31 & L27/38 only continuous running is accep-
ted). See also B 12 07 0, Prelubricating Pump.
The preheater control is for controlling the electric
heater built onto the engine for preheating of the
engines jacket cooling water during stand-still.
On the front of the cabinet there is a lamp for
"heater on" and a off/auto switch. Furthermore
there is overload protection for the heater element.
2013.04.19
MAN Diesel & Turbo
Combined box with prelubricating oil pump, preheater 3700290-3.0
E 19 07 2 Page 2 (2)
and el turning device
L32/40, L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

V28/32S-DF
Figure 32: Wiring diagram
2013.04.19
MAN Diesel & Turbo
1631477-3.3
Page 1 (2) Prelubricating oil pump starting box E 19 11 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

Description
Figure 33: Dimensions.

The prelubricating oil pump box is for controlling the Depending on the number of engines in the plant,
prelubricating oil pump built onto the engine. the control box can be for one or several engines.
The control box consists of a cabinet with starter, The prelubricating oil pump starting box can be
overload protection and control system. On the combined with the high temperature preheater con-
front of the cabinet there is a lamp for "pump on", a trol box. See also B 12 07 0, Prelubricating Pump.
change-over switch for manual start and automatic
start of the pump, furthermore there is a main
switch.
The pump can be arranged for continuous or inter-
mittent running. (For L16/24, L21/31 and L27/38
only continuous running is accepted).
2015.11.27
MAN Diesel & Turbo
1631477-3.3
E 19 11 0 Prelubricating oil pump starting box Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,

Figure 34: Wiring diagram.
2015.11.27
MAN Diesel & Turbo
1631478-5.1
Page 1 (2) High temperature preheater control box E 19 13 0
L28/32H, L23/30H, V28/32S, V28/32H, L28/32DF, V28/32S-DF

Description
Figure 35: Dimensions of the control cabinet.

The preheater control box is for controlling the elec- The high temperature preheater control box can be
tric heater built onto the engine for preheating of the combined with the prelubricating oil pump control
engines jacket cooling water during stand-still. box.
The control box consists of a cabinet with contactor See also B 13 23 1 Preheating arrangement in high
and control system. On the front of the cabinet temperature system.
there is a lamp for "heater on" and a main switch for
activating the system. Furthermore there is overload
protection for the heater element.
The temperature is controlled by means of an on/off
thermostat mounted in the common HT-outlet pipe.
Furthermore the system secures that the heater is
activated only when the engine is in stand-still.
Depending on the numbers of engines in the plant,
the control box can be for one or several engines,
however the dimensions of the cabinet will be the
same. fig 1 illustrates a front for 3 engines.
2001.03.05
MAN Diesel & Turbo
1631478-5.1
E 19 13 0 High temperature preheater control box Page 2 (2)
L28/32H, L23/30H, V28/32S, V28/32H, L28/32DF, V28/32S-DF
Figure 36: Wiring diagram.
2001.03.05
MAN Diesel & Turbo
B 20 Foundation
Page 1 (1) B 20 Foundation
2016-10-27 - en
MAN Diesel & Turbo
3700449-9.1 Recommendations concerning steel foundations for
Page 1 (2) B 20 01 0
resilient mounted GenSet
L23/30H, L23/30S, L23/30DF

Foundation recommendations
Three point support (standard)
Figure 37: Resilient support
Engine Front edge of base frame to First conical pair to alternator Front edge of base frame to
first conical pair (A) conical (B) alternator conical (C)
5 cyl. 1246 3623 4869
6 cyl 1246 3993 5239
7 cyl 1246 4363 5609
8 cyl 1246 4733 5979
Table 17: Dimensions and distance between conicals

For longitudinal stiffened decks it is recommended
The strength and the stiffness of the deck structure to add transverse stiffening below the resilient sup-
must be based on the actual deck load, i.e. weight ports. It is a general recommendation that the steel
of machinery, tanks etc. and furthermore, reso- foundations are in line with both the supporting
nance with the free forces and moments. transverse and longitudinal deck structure.
Each of the three supports carries approximately

one third of the total weight of the GenSet. Stiffness for foundation has to be minimum the follow-
An example of Standard GenSet weights can be ing:
found in MAN ‘Marine Engine programme’
* Z-direction, stiffness for foundation has to be mini-
The loads for a specific GenSet /Alternator combi-
mum 20 times the conical stiffness
nation & situation can be calculated by MAN on
request. * Y-direction, stiffness for foundation has to be mini-
mum 10 times the conical stiffness
When the generating sets are installed on a trans-
verse stiffened deck structure, it is generally recom- Example for conical stiffness:
mended to strengthen the deck by a longitudinal * RD214-45 shore A to 65 shore A - stiffness 5.100
stiffener in line with the resilient supports, see fig 1. kN/m to 11.620 kN/m (preload 30 kN - 20 deg. C)
MAN Diesel & Turbo
Recommendations concerning steel foundations for 3700449-9.1
B 20 01 0 Page 2 (2)
resilient mounted GenSet
L23/30H, L23/30S, L23/30DF
Four point support (optional)
Figure 38: Resilient support
Engine Front edge of base frame to First conical pair to alternator Front edge of base frame to
first conical pair (A) conical pair (B) alternator conical pair (C)
5 cyl. 1241 2860 4101
6 cyl 1241 3230 4471
7 cyl 1241 3600 4841
8 cyl 1241 3970 5211
Table 18: Dimensions and distance between conicals

A GenSet with four point support will require level-
The same general considerations as for the three ling, so that the resilient supports are evenly loaded.
point supports apply for the four point support var- See B 20 01 3.
iant: The strength and the stiffness of the deck Note! The more flat & level the deck supports struc-
structure must be based on the actual deck load. ture is the easier the levelling process will be.
Each of the four supports carries approximately one
quarter of the total weight of the GenSet.
An example of Standard GenSet weights can be Stiffness for foundation has to be minimum the follow-
ing:
found in MAN ‘Marine Engine programme’,
The loads for a specific GenSet /Alternator combi- * Z-direction, stiffness for foundation has to be mini-
nation & situation can be calculated by MAN on mum 20 times the conical stiffness
request. * Y-direction, stiffness for foundation has to be mini-
As for the three point support, additional stiffeners mum 10 times the conical stiffness
in the deck structure are generally recommended Example for conical stiffness:
below the resilient supports, additional transvers
* RD214-45 shore A to 65 shore A - stiffness 5.100
stiffeners on a longitudinally stiffened deck & addi- kN/m to 11.620 kN/m (preload 30 kN - 20 deg. C)
tional longitudinal stiffeners on a transversely stiff-
ened deck.
MAN Diesel & Turbo
3700446-3.0
Page 1 (2) Resilient mounting of generating sets B 20 01 3
L23/30H
Resilient mounting of generating sets
Figure 39: Support of conicals
On resilient mounted generating sets, the diesel

engine and the generator are placed on a common
rigid base frame mounted on the ship's/erection
hall's foundation by means of resilient supports.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections, and pipes, gangway etc. must not be wel-
ded to the external part of the installation.
Resilient support
A resilient mounting of the ‘monocoque’ generating
set is made with three conical mountings (optionally
Four). Their placement depends on the size of the
engine (number of cylinders).
These conical mountings are bolted to brackets on
the base frame & bolted to ‘shim’ plates which can
be welded to the deck. (see fig 1).
The conicals will yield elastically under load, this set- Figure 40: Resilient mounting of generating sets
ting from unloaded to loaded condition is normally
between 5-11 mm for the conical mounting. The The ‘monocoque’ GenSet can be placed directly on
exact setting can be determined by a calculation of a flat deck, - if this is dimensioned to carry the load
the conical mountings for the plant in question. of the GenSet, - No extra support structure is
After first loading the conicals will further settle over required. The conicals can adjust to local small
time (plastic deformation) the majority of this settling deflections (<5°) in the deck surface, and the three
will take place in the first 48 hours of loading. We point support is self-levelling.
recommend that alignment & fitting is first finalized (The four point mounting will require levelling of the
after 48 hours of load application to ensure that this GenSet, so that all conicals are evenly loaded)
settling has taken place. The support between the bottom flange of the coni-
For the ‘monocoque’ GenSet the support of the cal and the foundation of the conical mounting is
individual conical mounting is simplified compared made with a loose steel shim. This steel shim is typ-
to other MAN GenSets ically supplied already mounted on the conical, and
MAN Diesel & Turbo
3700446-3.0
B 20 01 3 Resilient mounting of generating sets Page 2 (2)
L23/30H
the GenSet may be placed directly and the shim
welded to the deck. If the GenSet must later be
moved, or if the conical shall be replaced then it can
then simply be unbolted from this shim, so that the
mounting position is retained.
Figure 41: Conical mounting
Check of Crankshaft Deflection

The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Even though engine and alternator have been
adjusted by the engine builder, with the alternator
rotor placed correctly in the stator and the crank-
shaft deflection of the engine (autolog) within the
prescribed tolerances, it is recommended to check
the crankshaft deflection (autolog) before starting up
the GenSet.
MAN Diesel & Turbo
3700489-4.0
Page 1 (3) Fitting instructions for resilient mounting of GenSets B 20 01 3
L23/30H, L23/30DF
Mounting and adjustment instructions for Mounting & adjustment instructions for
new generating sets new generating sets
Preparation
1) If the conical elements have been mounted on
the GenSet by the factory, please proceed
Please refer to MAN drawing 2170160-6 ‘Hold- from point 5.
ing down arrangement’ which shows the general
layout as well as components; welding & tighten- 2) Ensure that the upper surface of the foundation
ing data. is free from dust, rust, oil, dirt & contamination
at the intended positions of the conical mount-
ings. Anti-corrosion oil should be applied on
Starting position steel parts
The foundation should be:
▪ Able to support the GenSet weight. (please see
engine program for GenSet masses)
▪ Flat and level: The individual conical allows an
inclination of ±0,5 mm across its foot.
▪ Free from dust, rust, oil, dirt, particles, or other
contamination. at the intended positions of the
conical mountings. Anti-corrosion oil should be
applied to steel parts.
1 Screw, M20 2 Washer, M20

4 Conical 2 5 Screw, M20
6 Washer, M20 7 Welded plate
Mounting
Normally the Conicals & the welding plates will be
supplied already fitted on the GenSet, if this is not
the case, or if the conicals or welding plates are
damaged and require replacement, they will need to
be fitted.
3 Conical 1
All threads should be lubricated with Molykote.
2016.10.19 - monocoque - 3point

MAN Diesel & Turbo
3700489-4.0
B 20 01 3 Fitting instructions for resilient mounting of GenSets Page 2 (3)
L23/30H, L23/30DF
3) Attach the 35 mm thick ‘welding plate’ to the 9) As only three sides of the welding plate are
conical foot with M20x55 bolts (Width across welded, We recommend sealing the fourth side
flats 30 mm) & torque these to 350Nm (see to prevent corrosion from ingress of air &
drawing 2170160-6) water.
4) Attach the conical with welding plate to the 10) If the conical elements have not been previ-
GenSet Base Frame with M20x40 bolts, & & ously loaded or have been unloaded during
torque these to 250Nm (see drawing transport, Let conical elements settle for 48
2170160-6) hours before making position critical connec-
5) When all conicals are fitted on the GenSet: - tions.
Lower the generating set until it rests com- 11) To avoid any risk of heating the conical rubber
pletely on the foundation at the final position. a possible alternative procedure is to:
6) Measure the height of the conical top part ▪ Lower the generating set until it rests com-
above the base at, both lengthwise and across pletely on the foundation at the final position.
the conical. (see dimension ‘A’ on figure 2) The ▪ Tack-weld the welding plates in position.
difference between the measured values on
opposite sides of a conical mounting should ▪ Loosen & remove the M20 mounting bolts
not be more than 0.5 mm. between the conical & welding plate. (pos. 5 on
drawing 2170160-6)
7) If the conical inclination is greater than 0,5mm
it is possible to correct this by lifting the conical ▪ Lift the GenSet & remove it from the area.
welding plate up at one or more points before ▪ Fully weld the welding plate to the foundation,
welding. here it is an advantage to weld all four (4) sides.
8) Weld the welding plates to the foundation Mini- ▪ Allow the welding plate / foundation to cool.
mum dimension a=8mm (see drawing
▪ Lower the generating set into position.
2170160-6)
▪ While it is still possible to move the GenSet, fit
the M20 mounting bolts ‘finger tight’
▪ Lower the GenSet fully.
▪ Tighten conical mounting bolts to 350Nm tor-
que.
As access to the side of the welding plate under Settling of conical elements for 48 hours
the Base Frame is poor it is only specified to The conical element will settle under load. This set-
weld three (3) sides this is sufficient to secure the tling is much greater at the beginning of the coni-
GenSet. cals life:
During welding, the conical, especially its rubber, ▪ It can generally be expected that over 20 years,
should be protected from sparks, flame or hot air ½ of the settling will occur in the first 48 hours.
by the use of a suitable flameproof cover.
We recommend waiting 48 hours after the conical is
The approx. 35 mm thick plate, & foundation loaded before making connections where displace-
structure, are a sufficient heat sink to prevent ment is critical (exhaust etc.)
conducted heat from affecting the conical, how-
ever in the case that the conical is getting too hot
the welding should be stopped while the assem-
bly is allowed to cool or is cooled, when the
welding is resumed is should be with a lower
duty cycle to avoid overheating.

MAN Diesel & Turbo
3700489-4.0
Page 3 (3) Fitting instructions for resilient mounting of GenSets B 20 01 3
L23/30H, L23/30DF
loading in commissioning test, transport, storage

etc. counts to this 48 hours – as long as the
conicals have received the complete weight of
the GenSet.

MAN Diesel & Turbo
E 23 Spare parts
Page 1 (1) E 23 Spare parts
2016-10-27 - en
MAN Diesel & Turbo
3700424-7.0
Page 1 (1) Weight and dimensions of principal parts E 23 00 0
L23/30DF
Cylinder head approx.130 kg Piston approx. 23 kg

Cylinder head incl. rocker arms approx. 180 kg
Cylinder liner approx. 75 kg Connecting rod approx. 41 kg
2016.01.06
MAN Diesel & Turbo
3700306-2.2
Page 1 (2) Spare parts for unrestricted service P 23 01 1
L28/32DF, L23/30DF
General
Spare parts for unrestricted service, according to the classification societies requirements/recommendations
and/or MAN Diesel & Turbo standard.
Description Quantity 2)
Cylinder Head
Valve seat ring, inlet 2

O-ring 2
Valve seat ring, outlet 4
Valve spindles and valve gear
Conical ring 6
Rotocap complete 6
Spring, inner 6
Spring, outer 6
Valve sprindl, outlet 4
Valve spindle, inlet 2
Piston and connecting rod
Piston ring packet 1

Piston pin 1
Retaining ring 2
Bush for connecting rod 1
Connecting rod bearing 2/2 1
Screw for connecting rod 2
Nut 2
Screw for connecting rod 4
Nut 4
Frame with main bearings
Main bearing shell, 2/2 1

Thrust bearing ring 2
Fuel injection pump
Fuel injection pump, complete 1

Fuel inection valve
O-ring 5
O-ring 5
Fuel valve 5
Fuel injection pipe
Fuel injection pipe, complete 1

Cooling water connections
Seal ring 8
Gaskets
Kit for cylinder unit 1

2)
Quantity is in force per engine type per plant
2016.05.12
MAN Diesel & Turbo
3700306-2.2
P 23 01 1 Spare parts for unrestricted service Page 2 (2)
L28/32DF, L23/30DF
Notice:
Scope of this list are subject to change and therefore the latest version of this document should always be
used, please see MAN Diesel & Turbo homepage or Extranet. Spare parts listed may also vary if optional com-
ponents are selected.
Please notice that the content of spare parts for specific projects may vary from the list of standard
spare parts.
2016.05.12
MAN Diesel & Turbo
P 24 Tools
Page 1 (1) P 24 Tools
2016-10-27 - en
MAN Diesel & Turbo P 24 01 1
Standard tools for normal maintenance

Cylinder head
Name Sketch Supply per ship Item no
Working Spare
Lifting tool for cylinder head, 1 014
complete
Mounting tool for valves, com- 1 051

plete
Grinding tool for cylinder head

and cylinder liner 1 205
2016-10-19 - en
Description
3700435-5.2
with CE-mark 1 (15)

L23/30DF EN
P 24 01 1 MAN Diesel & Turbo
Piston, connecting rod and cylinder liner

Working Spare
Eye screw for lifting of piston 1 021
Shackle for lifting of piston 1 033
Eye bolt for piston lift at check

of connecting rod big-end bear- 1 070
ing
Back stop for cylinder liner, 2 1 094

pcs
2016-10-19 - en
Description
3700435-5.2
2 (15) with CE-mark

L23/30DF EN

Working Spare
Guide ring for mounting of pis- 1 116
ton with flame ring
only for 900 rpm engines and
720/750 stationary engines
Guide ring for mounting of pis- 1 117

ton
only for 720/750 rpm marine
engines
Piston ring opener 1 141
Testing mandrel for piston ring 1 153

grooves, 4.43 mm
Testing mandrel for scraper ring 1 165

grooves, 7.43 mm
Plier for piston pin lock ring 1 200

2016-10-19 - en
Description
3700435-5.2
Torque spanner, 20-120 Nm 1 261
with CE-mark 3 (15)

L23/30DF EN

Working Spare
Torque spanner, 80-360 Nm 1 273
Socket 1 381
Lifting tool for cylinder liner 1 452
Honing brush incl. wooden box 1 488
2016-10-19 - en
Description
3700435-5.2
4 (15) with CE-mark

L23/30DF EN

Working Spare
Funnel for honing of cylinder 1 511
liner
Magnifier (30x) 1 559
Grinding tool for cylinder liner 1 655

2016-10-19 - en
Description
3700435-5.2
with CE-mark 5 (15)

L23/30DF EN
Operating gear for inlet valves, exhaust valves and fuel injection pumps
Working Spare
Feeler gauge for inlet valves (2 1 010
pcs)
Feeler gauge for exhaust valves 1 022

(2 pcs)
Extractor for thrust piece on

roller guide for fuel pump 1 058
Distance piece 1 071
2016-10-19 - en
Description
3700435-5.2
6 (15) with CE-mark

L23/30DF EN

Crankshaft and main bearing
Working Spare
Turning rod 1 012
Crankshaft alignment gauge 1 059

(autolog)
Dismantling tool for main bear-

ing, 2 pieces 1 106
Lifting straps for main and guide

bearing cap, 2 pieces 1 156
2016-10-19 - en
Description
3700435-5.2
with CE-mark 7 (15)

L23/30DF EN

Working Spare
Dismantling tool for guide bear-
ing shells 1 220
Tool for upper main bearing 1 214

O-ring 1 226
2016-10-19 - en
Description
3700435-5.2
8 (15) with CE-mark

L23/30DF EN

Turbocharger system
Working Spare
Container complete for water 1 355
washing of compressor side
Water washing of turbine side, 1 481

complete
2016-10-19 - en
Description
3700435-5.2
with CE-mark 9 (15)

L23/30DF EN
Fuel oil system and injection equipment

Working Spare
Pressure testing pump, com-
plete 1 013
Clamping bracket for fuel injec-
tor 1 025
Clamping bracket for fuel injec-
tion pump 1 037
Fuel pipe 1 049
Fuel pipe 1 050
Spanner for fuel injection pump 1 204
Grinding tool for seat for fuel 1 361

injection valve
Extractor for fuel injector valve 1 407

2016-10-19 - en
Description
3700435-5.2
10 (15) with CE-mark

L23/30DF EN

Working Spare
Measuring device for plunger lift 1 420
Long socket spanner 1/2" 843

24 mm
Long socket spanner 1/2" 855

27 mm
Torque spanner 1/2" 50-300 902

Nm
Lubricating oil system

Working Spare
Guide bar for dismantling of 1 019
lubricating oil cooler
2016-10-19 - en
Description
3700435-5.2
with CE-mark 11 (15)

L23/30DF EN
Hydraulic tools
Working Spare
Hydraulic tools complete con- 806
sisting of the following boxes:
Pressure pump, complete 1 011
with wooden box, incl item
023, 118, 096, 026
Manometer 1 023
Gasket for item 096 1 118
Quick coupling 1 096
Distributor 1 026
Hydraulic tools for connecting

rod with wooden box, complete
Venting screw 1 179
Ball 1 275
Disc 1 645
Piston for hydraulic jack 1 657
Set of O-rings with back-up ring 1 704
Adjusting rod
1 716
Cylinder for hydraulic jack
1 728
Hydraulic jack as item nos 179,
275, 645, 657, 704, 716, 728, 1 741
741, 753
Spacer piece
1 586
Angle piece complete, incl item
765, 777, 789, 790 1 753
O-ring
1 621
Adapter
1 765
Coupling socket
1 777
Quick coupling
1 789
1 790
2016-10-19 - en
Description
3700435-5.2

L23/30DF EN

Working Spare
Hydraulic tools for cylinder
head with wooden box,
complete 1 251
Allen key, 7 mm 1 263
Venting screw 1 275
Ball 1 645
Set of O-rings with
back-up ring 1 299
Cylinder for hydraulic jack 1 310
Tommy bar 1 334
Hydraulic jack as item nos
179, 275, 287, 299, 309,
310, 645, 657, 812 1 358
Disc 1 657
2016-10-19 - en
Description
3700435-5.2

L23/30DF EN

Working Spare
Hydraulic tools for main
bearings with wooden box,
complete 1 405
Allen key, 7 mm 1 263
Venting screw 1 275
Tommy bar 1 334
Ball 1 645
Disc 1 657
Spacer piece 1 417
Cylinder for hydraulic jack 1 429
Set of O-ring with
back-up ring 1 430
Hydraulic jack as item
179, 275, 429, 430, 454,
645, 657, 824 1 466
Guide 1 574
Hose for hydraulic tools

complete (600 mm),
4 pieces 1 501
Hose for hydraulic tools
complete (3000 mm),
1 piece 1 513
Hose (3000 mm) 1 537
Quick coupling with
protecting cap 1 549
Hose (600 mm) 1 525
Disc 1 836
2016-10-19 - en
Description
3700435-5.2

L23/30DF EN

Working Spare
Distributing piece for cylinder
head, complete 1 155
Gasket 1 167
Distributing piece for main bear-

ing, complete 1 202
Gasket 1 167
Measuring device 2 533

2016-10-19 - en
Description
3700435-5.2

L23/30DF EN
Additional tools
Additional tools
Cylinder head
Working Spare
Grinding table for cylinder head 1 254
with bracket for wall mounting,
complete
Grinding table for cylinder head 1 301

with frame for floor mounting,
complete
Grinding machine for valve seat

rings 1 070
Mandrel 1 071
Cutting tool 1 072
Carbide cutting insert 1 073
Supporting spider 1 074
2016-01-14 - en
Description
3700404-4.0
1 (5)
L23/30H; L23/30S; L23/30DF EN

Additional tools
Working Spare
Grinding machine for
valve seat rings 1 222
Frequence converter 1 761
Tool holder 1 773
Turning bit 1 785
Pilot spindle incl. stabilizer 1 797
Cleaning tool 1 807
Tool holder bracket 1 819
Grinding machine for valve spin-

dle, complete 1 285
Grinding wheel hub 1 820
Balancing apparatus 1 832
Grinding wheel dresser 1 844
Grinding wheel,
grain size 46 1 856
Grinding wheel,
grain size 80 1 868
Stabilizer
(valve stem ø10-18 mm) 1 881
Mounting tool for valve seat ring, 1 457

complete
2016-01-14 - en
Description
3700404-4.0
2 (5)
L23/30H; L23/30S; L23/30DF EN
Additional tools
Working Spare
Extractor for valve seat ring, 1 504
complete
Mandrel for dismounting of valve 1 060

guide
Grinding tool for valves 1 283
Reamer for valve guide 1 748

2016-01-14 - en
Description
3700404-4.0
3 (5)
L23/30H; L23/30S; L23/30DF EN
Additional tools
Piston, connecting rod and cylinder liner

Working Spare
Tools for low overhaul height of
piston, connecting rod and cyl- 1 655
inder liner 1 021
Pull lift 1 033
Lifting tool for cylinder liner 1 045
Collar for connecting rod 1 057
Shackle
Pneumatic impact spanner 1 415
Inside micrometer (cylinder 1 618

liner):
measuring range 225-250 mm
Inside micrometer (connecting 1 631

rod):
measuring range 175-200 mm
2016-01-14 - en
Description
3700404-4.0
4 (5)
L23/30H; L23/30S; L23/30DF EN
Additional tools
Fuel oil system and injection equipment
Name Sketch Supply per Spare Item no
ship
Working
Grinding tool for 1 300
fuel injection valve
Hydraulic tools
Name Sketch Supply per Spare Item no
ship
Working
Air driven high pressure pump 1 608
for hydraulic tools
2016-01-14 - en
Description
3700404-4.0
5 (5)
L23/30H; L23/30S; L23/30DF EN
Hand tools
Hand tools
Hand tools
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Set of tools, consists of: 1 019
Item 01 Ratchet
Item 02 Extension, 125 mm
Item 03 Extension, 250 mm
Item 04 Universal
Item 05, Sockets
double hexagon, 10 mm
internal hexagon, 5 mm
screw driver, 1.6x10 mm
cross head screw, 2 mm
Combination spanner,
10 mm 1 032
12 mm 1 044
13 mm 1 056
14 mm 1 068
17 mm 1 081
19 mm 1 093
22 mm 1 103
24 mm 1 115
30 mm 1 127
16 mm 1 223
Description
3700415-2.0
18 mm 1 235
27 mm 1 402
32 mm 1 414
2015.10.14 1 (3)
L23/30H; L23/30S; L23/30DF; L28/32DF; V28/32S; L28/32S EN

Hand tools

36 mm 1 426
41 mm 1 438
46 mm 1 451
Tee handle 1/2" square 1 139
drive
Ratchet, 20 mm 1 140
Extension bar 1 152
Socket spanner, square 1 164

drive, size 24

drive, size 30

drive, size 36
Bit, hexagon socket screw, 1 247

square drive, size 8


Description
3700415-2.0
2 (3) 2015.10.14
Hand tools
Torque spanner,
20-120 Nm - 1/2" 1 272
Torque spanner,
40-200 Nm - 1/2" 1 284
Torque spanner,
60-320 Nm - 1/2" 1 296
Hexagon key 7 mm 1 331
Description
3700415-2.0
2015.10.14 3 (3)
MAN Diesel & Turbo
B 50 Alternator
Page 1 (1) B 50 Alternator
2016-10-27 - en
MAN Diesel & Turbo
3700445-1.0
Page 1 (3) Information from the alternator supplier G 50 02 8
L23/30H, L23/30DF, L23/30S

Installation aspects
Figure 44: Outline drawing of alternator

The drawing must show all dimensions of the
The following information and documentation must, rotor shaft’s length and diameter as well as
as minimum be included in the material supplied to rotor weight (kg).
MAN Diesel & Turbo in order to permit design/prep- C: For alternators with external lubricating of bear-
aration of drawings of the base frame and the gen- ing(s) following information is required:
eral arrangement of the GenSet & torsional and lin- ▪ Position of connections
ear vibration calculations for the complete GenSet.
▪ Dimension of connections
For the mechanical design: Outline drawing of the ▪ Dimensions of flange connections
alternator, including alternator type and total weight, ▪ Required lub. oil flow
position of centre of gravity, indication of direction
▪ Required lub. oil pressure
of rotation, all dimensions for installation on base
frame, external connections, covers for inspection, ▪ Pressure regulator (if required/delivered)
terminal box, vent openings, overall dimensions, ▪ Oil sight glas (if required/delivered)
minimum overhaul space for rotor, cooler, filter etc.
A: Air-cooled alternators: If the alternator is unknown to MAN Diesel & Turbo
▪ Maximum permissible ambient (inlet) tempera- the following information has to be forwarded for
ture. carrying out finite element calculations for the com-
plete GenSet. Drawings including dimensions and
B: Water-cooled alternators:
weight for:
▪ Cooling water capacity required (m3/h).
▪ Fan wheel housing
▪ Maximum water velocity (m3/sec).
▪ Aft end cover
▪ Pressure loss across heat exchanger (bar).
▪ Stator housing
▪ Amount of water in alternator cooling system
▪ Stator
(litres).
▪ Shaft and rotor
▪ Dimension/placement of external connections
(mm/standard).
▪ Drawing of rotor with sufficient information for
calculation of torsional vibrations, such as
moment of inertia –kgm2 for all rotating parts.
2016.02.04 - Monocoque
MAN Diesel & Turbo
3700445-1.0
G 50 02 8 Information from the alternator supplier Page 2 (3)
L23/30H, L23/30DF, L23/30S
Figure 45: Shaft dimension for alternator
For the electrical design

▪ Electrical wiring diagram.
▪ Load efficiency in % of loads 25%, 50%, 75%,
100%, 110% for cos 0.8 and 1.0.
▪ Power consumption of anti-condensation
standstill heater.
▪ Full load and no load short circuit ration.
▪ Direct axis synchronous reactance, Xd.
▪ Direct axis transient reactance, Xd’.
▪ Direct axis sub-transient reactance, Xd’’.
▪ Open circuit time constant, Tdo’’.
▪ Transient time constant. Td’.
▪ Sub-transient time constant, td’’.
MAN Diesel & Turbo
3700445-1.0
Page 3 (3) Information from the alternator supplier G 50 02 8
L23/30H, L23/30DF, L23/30S
Figure 46: Shaft dimensions for alternator, 2 bearings
MAN Diesel & Turbo
3700330-0.0
Page 1 (3) Information from the alternator supplier B 50 02 8
L23/30DF
Installation aspects
Figure 47: Outline drawing of alternator

Project information
Dimensions 3 sets of Project Information should be forwarded
to MAN Diesel & Turbo, according to the delivery
Engine H I øJ K L M
Types (min)
times stated in "Extent of Delivery".
Drawings included in the alternator Project Informa-
5-6 Cyl. 230 120 39 1280 1380 230
tion must have a max. size of A3.
7-8 Cyl. 230 160 39 1500 1600 230
Project Information should as a minimum contain
the following documentation:
For mounting of diesel engine and alternator on a
common base frame, the alternator supplier should 1. General description of alternator
fullfill the dimensions given in fig. 1. Further, inspec-
tion shutters, components and other parts to be 2. "outline" drawing
operated/maintained should not be placed below
the level of the alternator feet on front edge of, and Following information is required in order to be able
in the longitudinal direction of the alternator in the to work out drawings for base frame and general
area covered by the base frame. arrangement of GenSet.
Regarding air cooled alternators, the ventilating out- Side view and view of driving end with all main
let should be placed above the level of the alterna- dimensions, i.e. length, width, height, foot position,
tor feet. For water cooled alternators the flanges for foot width, shaft height, etc. as well as all the
cooling water should be placed on the left side of dimensions of the alternator's coupling flange, alt.
the alternator seen from the shaft end. The flanges groove shaft pin.
should be with counter flanges. As minimum all the dimensions in fig. 1 should be
stated.
2014.04.02
MAN Diesel & Turbo
3700330-0.0
B 50 02 8 Information from the alternator supplier Page 2 (3)
L23/30DF
Further the "outline" drawing is to include alternator
type, total weight with placement of center of grav-
ity in 2 directions (horizontal and vertical), direction
of revolution, terminal box position, lifting eyes vent-
hole position for air cooled alternators and min.
overhaul space for rotor, cooler, filter, etc.
a. For water cooled alternators following

information is required:
▪ position of connections
▪ dimension of connections
▪ dimensions of flange connections
▪ cooling water capacity
▪ cooling water temperature
▪ heat dissipation
▪ cooling water pressure loss across heat
exchanger
▪ Amount of water in alt. cooling system
b. For alternators with extern lubricating

of bearing(s) following information is
required:
▪ position of connections Figure 48: Shaft dimension for alternator, type B16
▪ dimension of connections
▪ dimensions of flange connections The following components, which are part of the
complete rotor, must be mentioned:
▪ required lub. oil flow
- Shaft
▪ required lub. oil pressure
- Pole wheel
▪ pressure regulator (if required/delivered)
- Exciter
▪ oil sight glas (if required/delivered)
- Ventilator
c. For air cooled alternators following The shaft dimensions for alternator should be ac-
cording to figure 2 or 3.
information is required:
▪ Max. permissible ambient inlet air temp.
3. Rotor shaft drawing

Following information is required in order to be able
to work out torsional vibration calculations for the
complete GenSet.
The rotor shaft drawing must show all the dimen-
sions of the rotor shaft's lengths and diameters as
well as information about rotor parts with regard to
mass inertia moment - GD2 or J (kgm2) and weight
(kg).
2014.04.02
MAN Diesel & Turbo
3700330-0.0
Page 3 (3) Information from the alternator supplier B 50 02 8
L23/30DF
In connection with the delivery of alternator, docu-
mentation and spare parts, these should be speci-
fied with our order no. and the specific yard or
project identification.
For further information, please contact MAN Diesel
& Turbo.
Figure 49: Shaft dimension for alternator, type B20
4. Other drawings necessary for

installation.
5. Spare parts list.
6. List of loose supplied components.
7. Data:
▪ Construction form
▪ Rated voltage
▪ Rated power kVA
▪ Rated current, amp
▪ Rated power factor
▪ Frequency, Hz
▪ Insulation class
▪ Load efficiency in % of nominal load at 1/4 - 1/2
- 3/4 - 1/1 load (with cos.phi. = 0.8 and 1.0)
▪ If the alternator bearings are lubricated by the
engines' intermal lub. oil system:
– Max lub. oil pressure
– Lub. oil capacity (m3/h)
– Heat radiation
Besides the above-mentioned documentation, 3
sets of alternator test reports should be forwarded.
2014.04.02
MAN Diesel & Turbo
3700329-0.1
Page 1 (1) Engine/Alternator type B 50 02 3
L23/30DF
General
Engine speed 720/750/900 RPM
Cylinder Standard Alternative option
Alternator type Requirements Alternator type Requirements
5 Cyl. 720/750 rpm B 16 None B 20 Elastic coupling
6 Cyl. 720/750/900 rpm B 16 None B 20 Elastic coupling
7 Cyl. 720/750 rpm B 16 None B 20 Elastic coupling
7 Cyl. 900 rpm B 20 Elastic coupling - -
8 Cyl. 720/750/900 rpm B 16 None B 20 Elastic coupling
Alternator type B 16
One bearing type, shaft end with flange.
Alternator type B 20
Two bearing types, shaft end with keyway.
One bearing shall be of the guide bearing type.
Note for Re-engineering

In case of using an existing alternator, calculation
for torsional vibrations has to be carried out before
determination concerning intermediate bearing and
elastic coupling can be established.
2016.01.29
MAN Diesel & Turbo
1699865-3.4
Page 1 (3) Alternator cable installation B/G 50 00 0

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Description
Figure 50: Connection of cables (example)

The following can be used as a guideline:
The fix point of the alternator cables must be as
Main cables close as possible to the centre line of the rotor.
Bending of the cables must follow the recommen-
The resilient installation of the GenSet must be con-
dations of the cable supplier regarding minimum
sidered when fixing the alternator cables.
bending radius for movable cables.
The cables must be installed so that no forces have
If questions arise concerning the above, please do
any effect on the terminal box of the alternator.
not hesitate to contact MAN Diesel & Turbo.
A support bracket can be welded on the engine
Note: The responsibility for alternator cable installa-
base frame. If this solution is chosen, the flexibility in
tion lies with the Installation Contractor. The Installa-
the cables must be between the cable tray and the
tion Contractor has to define the dimension of the
support bracket.
cables with due respect to heat conditions at site,
The free cable length from the cable tray to the cable routing (nearby cables), number of single
attachment on the alternator must be appropriate to wires per phase, cable material and cable type.
compensate for the relative movements between
the GenSet and the foundation.
2014.04.07
MAN Diesel & Turbo
1699865-3.4
B/G 50 00 0 Alternator cable installation Page 2 (3)

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 51: Marine operation (example)
Binding radius has to be observed, and furthermore

binding radius for cables used for resilient installed
engines must be observed.
Earth cable connection

It is important to establish an electrical connecting
across the rubber dampers. The earth cable must
be installed as a connection between alternator and
ship hull for marine operation, and as a connection
between alternator and foundation for stationary
operation.
For stationary operation, the Contractor must
ensure that the foundation is grounded according to
local legislation.
Engine, base frame and alternator have internal
metallic contact to ensure earth connection. The
size of the earth cable is to be calculated on the
basis of output and safety conditions in each spe-
cific case; or must as a minimum have the same
size as the main cables.
2014.04.07
MAN Diesel & Turbo
1699865-3.4
Page 3 (3) Alternator cable installation B/G 50 00 0

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 52: Stationary operation (example)
2014.04.07
MAN Diesel & Turbo
3700084-3.8
Page 1 (2) Combinations of engine- and alternator layout B/G 50 00 0

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Engine and alternator combinations
For a GenSet the engine and alternator are fixed on Comments to possible combinations:
a common base frame, which is flexibly installed.
This is to isolate the GenSet vibration-wise from the • : Standard
environment. As part of the GenSet design a full # : Option
FEM calculation has been done and due to this and X : Not recommended
our experience some combinations of engine type 1) : Only in combination with "top bracing" between
and alternator type concerning one - or two bear- engine crankcase and alternator frame
ings must be avoided. In the below list all combina- 2) : Need for 'topbracing' to be evaluated case by
tions can be found. case
2016.02.04
MAN Diesel & Turbo
3700084-3.8
B/G 50 00 0 Combinations of engine- and alternator layout Page 2 (2)

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
2016.02.04

MAN L23 - 30DF Proj Guides PDF

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L23/30DF

Project Guide - Marine

Engine programme - MAN four-stroke marine GenSets I 00 02 0 1689461-0.4

Key for engine designation I 00 05 0 1609526-0.8

Designation of cylinders I 00 15 0 1607568-0.2

Code identification for instruments I 00 20 0 1687100-5.5

Symbols for piping I 00 25 0 1655279-1.1

D10050_3700428-4 List of capacities

Vibration limits and measurements D 10 24 0 3700395-8.2

Description of sound measurements D 10 25 0 1609510-3.5

Description of structure-borne noise D 10 25 0 1671754-6.2

Exhaust gas components D 10 28 0 1655210-7.3

NOx emission D 10 28 0 3700270-0.0

Moment of inertia D 10 30 0 1607591-7.4

Inclination of engines D 10 32 0 1679798-5.2

Green Passport D 10 33 0 1699985-1.1

Overhaul recommendation, maintenance and expected life time D 10 35 0 3700425-9.0

Overhaul recommendation, maintenance and expected life time D 10 35 0 3700426-0.0

B 10 Basic diesel engine

General description B 10 01 1 3700399-5.0

Main particulars B 10 01 1 3700422-3.0

Dimensions and weights B 10 01 1 3700488-2.0

Centre of gravity B 10 01 1 3700448-7.0

Overhaul areas B 10 01 1 3700455-8.0

Low dismantling height B 10 01 1 1631462-8.0

Engine rotation clockwise B 10 11 1 1607566-7.2

B 11 Fuel oil system

Gas oil / diesel oil (MGO) specification 010.000.023-01

Specification of natural gas B 11 00 0,

Calculation of specific fuel oil consumption (SFOC) B 11 01 0,

MDO / MGO cooler E 11 06 1 1689458-7.3

B 12 Lubricating oil system

Crankcase ventilation B 12 00 0 1699270-8.7

Lubricating oil in base frame B 12 01 1 3700393-4.0

Prelubricating pump B 12 07 0 1624477-3.10

Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.10

Treatment and maintenance of lubricating oil B 12 15 0 1643494-3.11

Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7

B 13 Cooling water system

Coolants inspecting 010.000.002-03

Cooling water system cleaning 010.000.002-04

Water specification for fuel-water emulsions 010.000.023-16

Internal cooling water system B 13 00 0 1613439-3.4

Internal cooling water system B 13 00 5 3700438-0.1

Design data for the external cooling water system B 13 00 0 1613441-5.6

External cooling water system B 13 00 0 1613442-7.0

Central cooling system B 13 00 0 1631482-0.0

Jacket water cooling system B 13 00 0 1631481-9.1

Expansion tank B 13 00 0 1613419-0.5

Preheater arrangement in high temperature system B 13 23 1 1613485-8.5

Expansion tank pressurized T 13 01 1 1671771-3.5

B 14 Compressed air system

Compressed air system B 14 00 0 3700439-2.0

Compressed air system B 14 00 0 1624476-1.1

Starting air system B 14 00 0 1631483-2.0

B 15 Combustion air system

Specifications for intake air (combustion air) 010.000.023-17

Water washing of turbocharger - compressor B 15 05 1 1639499-6.0

B 16 Exhaust gas system

Pressure droop in exhaust gas system B 16 00 0 1624460-4.2

Cleaning the turbocharger in service - turbine side B 16 01 3 3700418-8.0

B 17 Speed control system

Power Management - Alternator protection B 17 00 0 3700383-8.2