Influence of Ambient

Temperature Conditions
Main engine operation of MAN B&W two-stroke engines
Contents

Introduction...................................................................................................... 5
Chapter 1......................................................................................................... 5
Temperature Restrictions and Load-up Procedures at Start of Engine................. 5
Start of warm engine normal load-up procedures....................................... 5
Start of cold engine exceptional load-up procedures.................................. 6
Preheating during standstill periods.............................................................. 6
Jacket cooling water systems with a builtin preheater.................................. 7
Preheater capacity....................................................................................... 7
Chapter 2......................................................................................................... 8
Engine Room Ventilation.................................................................................... 8
Air temperature............................................................................................ 8
Air supply.................................................................................................... 9
Air pressure............................................................................................... 10
Chapter 3....................................................................................................... 11
Ambient Temperature Operation and Matching................................................ 11
Standard ambient temperature matched engine......................................... 11
Non-standard ambient temperature matched engine.................................. 12
Design recommendations for operation at extremely low air temperature..... 15
Closing Remarks............................................................................................. 17
4 Influence of Ambient Temperature Conditions
Influence of Ambient Temperature Conditions
Main engine operation of MAN B&W two-stroke engines
Introduction
Diesel engines used as prime movers
on ships are exposed to the varying cli-
matic temperature conditions that pre-
vail in different parts of the world, and
must therefore be able to operate un-
der all ambient conditions from winter
to summer and from arctic to tropical
areas.
As the temperature variations on the
surface of the sea are rather limited, the
diesel engine will not normally be ex-
posed to really extreme temperatures.
However, the changes that do occur
in the ambient conditions will, among
other things, cause a change in the
specific fuel oil consumption, the ex-
haust gas amount and the exhaust gas
temperature of the diesel engine. These
changes are already described in our
Project Guides and will therefore not be
discussed in this paper.
Also the scavenge air, compression and
maximum firing pressures of the diesel
engine will change with climatic changes
and, at very low ambient air tempera-
tures, unrestricted engine operation
requires adjustments of individual en-
gine parameters.
This paper describes our recommen-
dations of load-up procedures on
engine startup, the supply of ventila-
tion air to the engine room and engine
operation under normal, high and
extremely low ambient temperature
conditions.
The paper is divided into three chap-
ters which, in principle, may be read
independently of each other. Thus,
Chapter 3 is more or less a copy of
our paper Ambient Tempair tempera- 80 cm, and may with benefit also be
ture as a common parameter. applied for engines with a smaller bore.
The three chapters are entitled: However, if needed, the existing load-
up programme recommendation (from
Temperature Restrictions and Load- 90% to 100% in 30 minutes) is still valid
up Procedures at Start of Engine for engines with bore sizes from 70 cm
and down.
Engine Room Ventilation
Note: The below recommendations are
Ambient Temperature Operation and based on the assumption that the en-
Matching gine has already been well run in.
Chapter 1 Start of warm engine normal load-
Temperature Restrictions and up procedures
Load-up Procedures at Start of As a summary, the load-up procedures
Engine recommended for normal start of en-
In order to protect the engine against gine are shown in Fig. 1.
cold corrosion attacks on the cylinder lin-
ers, some minimum temperature restric- Recommended start of engine at normal en-
tions and load-up procedures have to be gine load operation
considered before starting the engine. Fixed pitch propellers
Below stated load-up procedures are Normally, a minimum engine jacket wa-
valid for MAN B&W two-stroke engines ter temperature of 50oC is recommend-
with a cylinder bore greater or equal to ed before the engine may be started
and run up gradually from 80% to 90%
Start of warm engine (normal load-up procedures)
Required jacket water temperature at normal start of engine: minimum 50oC
FPP: Fixed Pitch Propeller
CPP: Controllable Pitch Propeller
Recommended start of engine
1. at normal engine load operation
A. Run up slowly minimum FPP From 0% up to 80% SMCR speed
temp. 50oC CPP From 0% up to 50% SMCR power
B. Run up slowly, FPP From 80% up to 90% SMCR speed
(minimum 30 min) CPP From 50% up to 75% SMCR power
C. Run up slowly, FPP From 90% up to 100% SMCR speed
(minimum 60 min) CPP From 75% up to 100% SMCR power
2. at normal very low engine load operation
A. Run up slowly If normally 10% to 40% engine low load operation
(slide fuel valves needed) extra slowly load-up proce-
dure is recommended: minimum 30 min from 10% to
40% load and minimum 60 min from 40% to 75% load
Fig. 1: Temperature restrictions and load-up procedures at normal start of engine
Influence of Ambient Temperature Conditions 5
 Start of cold engine (exceptional load-up procedures)
of specified MCR speed (SMCR rpm).
Required jacket water temperature at start of cold engine: minimum 20 o C
during 30 minutes.
FPP: Fixed Pitch Propeller
CPP: Controllable Pitch Propeller
SMCR = Specified Maximum Recommended start of engine at normal engine load operation
Continuos Rating. A. Run up slowly Minimum FPP From 0% up to 80% SMCR speed
temp. 20oC CPP From 0% up to 50% SMCR power
rpm = revolutions per minute B. Run up slowly, Minimum FPP From 80% up to 90% SMCR speed
(minimum 30 min) temp. 50oC CPP From 50% up to 75% SMCR power
C. Run up slowly, FPP From 90% up to 100% SMCR speed
For running-up between 90% and
(minimum 60 min) CPP From 75% up to 100% SMCR power
100% of SMCR rpm, it is recommend-
ed that the speed be increased slowly Fig. 2: Temperature restrictions and load-up procedures at start of cold engine in exceptional cases

over a period of 60 minutes.

Controllable Pitch Propellers
Normally, a minimum engine jacket wa-
ter temperature of 50oC is recommend-
ed before the engine may be started
and run up gradually from 50% to 75%
of specified MCR load (SMCR power)
during 30 minutes.
For running-up between 75% and
100% of SMCR power, it is recom-
mended that the load be increased
slowly over a period of 60 minutes.
Recommended start of engine at normal very
low engine load operation
For engines normally running at 10%
to 40% engine low load operation an
extra slowly load-up procedure is rec-
ommended compared with above de-
scribed load-up procedures, and is
also shown in Fig. 1.
Start of cold engine exceptional
load-up procedures
As a summary, the load-up pro-
cedures recommended for
ceptional start of cold engine are
shown in Fig. 2.
Fixed pitch propellers
In exceptional circumstances where it is
not possible to comply with the above-
mentioned normal recommendations,
a minimum of 20oC can be accepted
before the engine is started and run up
slowly to 80% of SMCR rpm.
Before exceeding 80% SMCR rpm, a
minimum jacket water temperature of
50oC should be obtained before the
above-described normal start load-up
procedure may be continued.
Controllable Pitch Propellers
In exceptional circumstances where it is
not possible to comply with the above-
mentioned normal recommendations,
a minimum of 20oC can be accepted
before the engine is started and run up
slowly to 50% of SMCR power.
Before exceeding 50% SMCR power,
a minimum jacket water temperature
of 50oC should be obtained before the
ex- above described normal start load-up
procedure may be continued.
The time period required for increasing
the jacket water temperature from 20C
to 50C depends on the amount of wa-
ter in the jacket cooling water system,
and on the engine load.
Preheating during standstill periods
During short stays in ports (i.e. less than
45 days), it is recommended to keep
the engine preheated, the purpose be-
ing to prevent temperature variations in
the engine structure and corresponding
variations in thermal expansions, and
thus the risk of leakages.
The jacket cooling water outlet temper-
ature should be kept as high as possi-
ble (max. 7580C), and should before
startup be increased to at least 50C,
either by means of the auxiliary engine
cooling water, or by means of a builtin
preheater in the jacket cooling water
system, or a combination of both.

6 Influence of Ambient Temperature Conditions

Jacket cooling water systems with a
builtin preheater
For two different jacket water preheater
systems, A and B, the positioning of a Preheater
preheater in the jacket cooling water
Preheater
system is shown schematically in Figs.
bypass
3 and 4, respectively. Preheater
pump

For system A, the circulating water flow

is divided into two branches, one go-
ing through the engine and one going
through the cooling water system out-
Jacket water main pumps
side the engine. As the arrows indicate,
the preheater water flows in the oppo- Diesel engine Direction of main water flow
Direction of preheater circulating water flow
site direction through the engine, com-
pared with the main jacket water flow.
As the water inlet is at the top of the Fig. 3: Preheating of jacket cooling water system System A

engine, the engine preheating is more

effective in this way.

For system B, the preheater and circu-

lating pump are placed in parallel with
Preheater Preheater
the jacket water main pumps, and the pump Preheater
water flow direction is the same as for bypass
the jacket cooling water system.

In both cases, the preheater operation

is controlled by a temperature sensor
after the preheater.

Preheater capacity
Jacket water main pumps
When a preheater is installed in the jacket
Diesel engine
cooling water system, as shown in Figs.
3 and 4, the preheater pump capacity, Fig. 4: Preheating of jacket cooling water system System B

should be about 10% of the jacket water

main pump capacity. Based on experi-
ence, it is recommended that the pres-
sure drop across the preheater should
be approx. 0.2 bar. The preheater pump
and the jacket water main pump should
be electrically interlocked to avoid the
risk of simultaneous operation.

Influence of Ambient Temperature Conditions 7

The preheater capacity depends on
the required preheating time and the
required temperature increase of the
engine jacket water. The temperature
and time relationship is shown in Fig. 5.
The relationship is almost the same for
all engine types.
If a temperature increase of for example
35C (from 15C to 50C) is required, a
preheater capacity of about 1% of the
engines nominal MCR power is required
to obtain a preheating time of 12 hours.
When sailing in arctic areas, the re-
quired temperature increase may be
higher, possibly 45C or even higher,
and therefore a larger preheater capac-
ity is required. The curves in Fig. 5 are
based on the assumption that, at the
start of preheating, the engine and en-
Temperature
increase
of jacket water
o
C 1.50% 1.25% 1.00%
60
gine room are of equal temperatures.
It is assumed that the temperature will
increase uniformly all over the engine
structure during preheating, for which
reason steel masses and engine surfaces
in the lower part of the engine are also
included in the calculation.
The results of the preheating calcula-
tions may therefore be somewhat con-
servative.
Chapter 2
Engine Room Ventilation
In addition to providing sufficient air for
combustion purposes in the main en-
gine, auxiliary diesel engines, fuel fired
boiler, etc., the engine room ventilation
system should be designed to remove
the radiation and convection heat from
Preheater capacity in %
of nominal MCR power
0.75%
the main engine, auxiliary engines, boil-
ers and other components.
A sufficient amount of ventilation air
should be supplied and exhausted
through suitably protected openings
arranged in such a way that these
openings can be used in all weather
conditions. Care should be taken to
ensure that no seawater can be drawn
into the ventilation air intakes.
Furthermore, the ventilation air inlet
should be placed at an appropriate dis-
tance from the exhaust gas funnel in or-
der to avoid the suction of exhaust gas
into the engine room.
Major dust and dirt particles can foul
air coolers and increase the wear of
combustion chamber components.
Accordingly, the air supplied to the
engine must be cleaned by appropri-
ate filters. The size of particles passing
through the air intake filter should not
exceed 5m.

50 An example of an engine room ventila-

tion system, where ventilation fans blow
air into the engine room via air ducts, is
40
shown in Fig. 6.

30 Air temperature
Measurements show that the ambient
20 air intake temperature (from deck) at sea
will be within 1 to 3C of the seawater
10 temperature, i.e. max. 35C for 32C
seawater, and max. 39C for 36C sea-
0 water.
0 10 20 30 40 50 60 70 hours
Preheating time
Measurements also show that, in a nor-
The temperature increase and corresponding mal ventilation air intake system, where
preheating time curves are shown for the different
combustion air is taken directly from
preheater sizes indicated in % of nominal MCR power
the engine room of a ship, the engine
Fig. 5: Preheating of diesel engine room temperature is normally 1012C

8 Influence of Ambient Temperature Conditions


Air inlet
AE
ME: Main engine
AE: Auxiliary engines
Main ducts for supply
of combustion air
Fig. 6: Engine room ventilation system
higher than the ambient outside air tem-
perature. This temperature difference is
even higher for winter ambient air tem-
peratures, see Fig. 7. In general, the en-
gine room temperature should never be
below 5C, which is ensured by stopping
one or more of the air ventilation fans,
thus reducing the air supply to and
thereby the venting of the engine room.
This means that the average air tem-
perature in a ventilated engine room will
not be lower than 5C and not higher
than 39 + 12 = 51C, say 55C (ref.
36C S.W.), as often used as maximum
temperature for design of the engine
room components.
Air outlet
Engine room
ventilation fans
Air inlet
ME
AE AE
Since the air ventilation ducts for a nor-
mal air intake system are placed near
the turbochargers, the air inlet temper-
ature to the turbochargers will be lower
than the engine room temperature. Un-
der normal air temperature conditions,
the air inlet temperature to the turbo-
charger is only 13C higher than the am-
bient outside air temperature.
This means that the turbocharger suc-
tion air temperature will not be higher
than about 39 + 3 = 42C (ref. 36C
S.W.), say 45C.
For arctic running conditions, a ducted
air intake system directly to the turbo-
charger can be an advantage in order to
maintain sufficiently high temperatures
for the crew in the engine room. With
a ducted air intake, the turbochargers
intake air temperature may be assumed
to be approximately equal to the ambi-
ent outside air temperature.
Air supply
In the case of a low speed twostroke
diesel engine installed in a spacious en-
gine room, the capacity of the ventilation
system should be such that the ventila-
tion air to the engine room is at least
1.5 times the total air consumption of
the main engine, auxiliary engines, boil-
er, etc., all at specified maximum con-
tinuous rating (SMCR).
As a rule of thumb, the minimum en-
gine room ventilation air amount corre-
sponds to about 1.75 times the air con
sumption of the main engine at SMCR.
Accordingly, 2.0 times the air con-
sumption of the main engine at SMCR
may be sufficient.
On the other hand, for a compact engine
room with a small twostroke diesel
engine, the above factor of 1.5 is rec-
ommended to be higher, at least 2.0,
because the radiation and convection
heat losses from the engine are relatively
greater than from large twostroke
engines, and because it may be difficult
to achieve an optimum air distribution
in a small engine room.
To obtain a correct supply of air for the
main engines combustion process,
about 50% of the ventilation air should
be blown in at the top of the main en-
gine, near the air intake to the turbo-
chargers, as shown in Fig. 6.
Influence of Ambient Temperature Conditions 9
 Air pressure
Engine room temperature TER
The air in the engine room should have
and difference T
a slightly positive pressure, but should
o
C not be more than about 5 mm WC (Wa-
60 ter Column) above the outside pressure
TER
at the air outlets in the funnel.
50
Accommodation quarters will normally
40 have a somewhat higher overpressure,
so as to prevent oil fumes from the en-
30
gine room penetrating through door(s)
into the accommodation.
20 T = TER  Tamb.


10 The ventilation air can be supplied, for

Amb. air temp. Tamb. example, by fans of the lowpressure
0 axial and highpressure centrifugal or
o axial types. The required pressure head
20 0 20 40 C
of the supply fans depends on the re-
The engine room temperature TER and the engine sistance in the air ducts.
room/ambient air temperature difference T are shown
as functions of the ambient air temperature Tamb
All ventilation air is normally delivered
by lowpressure air supply fans which,
Fig. 7: Engine room temperature to obtain sufficient air ventilation in all
corners of the engine room, may re-
quire extensive ducting and a pressure
Otherwise, this can have a negative ef- Moreover, a sufficient amount of air head as stated below.
fect on the main engine performance. should be supplied to areas with a high
Thus, the maximum firing pressure will heat dissipation rate in order to ensure Lowpressure fans,
be reduced by 2.2% for every 10C the that all the heat is removed, for instance p = 60100 mm WC
turbocharger air intake temperature is around auxiliary engines/generators
raised, and the fuel consumption will go and boilers. Ventilation ducts for these For further information, please consult
up by 0.7%. areas are not shown in Fig. 6. engine room ventilation standard ISO
8861: 1998 (E).
Furthermore, a correct air supply near In the winter time, the amount of air
the turbochargers will reduce the dete- needed to remove the radiation/con-
rioration of the turbocharger air filters vection heat from the engine room may
(from oil fumes, etc., in the engine room be lower.
air), and a too draughty engine room
can be avoided.

10 Influence of Ambient Temperature Conditions

Chapter 3
Ambient Temperature Operation and
Matching
Standard ambient temperature
matched engine
Standard unrestricted service demands
For a standard main engine, the engine
layout is based on the ambient refer-
ence conditions of the International
Standard Organization (ISO):
ISO 3046-1:2002(E) and
ISO 15550:2002(E):
ISO ambient reference conditions
Barometric pressure: 1,000 mbar
Turbocharger air intake
temperature:
Charge air coolant tem-
perature:
Relative air humidity:
With this layout basis, the engine
must be able to operate in unrestrict-
ed service, i.e. up to 100% Specified
Maximum Continuous Rating (SMCR),
within the typical ambient temperature
range that the ship is exposed to, oper-
ating from tropical to low winter ambi-
ent conditions.
According to the International Associa-
tion of Classification Societies (IACS)
rule M28, the upper requirement, nor-
mally referred to as tropical ambient ref-
erence conditions, is as follows:
IACS M28 (1978):
Tropical ambient reference conditions
Barometric pressure: 1,000 mbar
Air temperature:
Seawater temperature:
Relative air humidity:
The above tropical ambient relative hu-
midity of 60% at 45C is theoretically
the absolute limit at which it is possible
for humans to survive. The correspon-
ding wet bulb temperature is 36.8C.
MAN Diesel & Turbo has never measured
levels above 50% at 45C, and humidity
levels above standard tropical ambient
conditions will never occur.
When applying the central cooling wa-
ter system which, today, is more com-
monly used than the seawater system,
the corresponding central cooling wa-
ter/scavenge air coolant temperature is
4C higher than the seawater tempera-
ture, i.e. equal to 36C.
25C
The winter ambient reference condi-
25C tions used as standard for MAN B&W
30% two-stroke engines are as follows:
Winter ambient reference conditions
Barometric pressure: 1,000 mbar
Turbocharger air intake
temperature: 10C
Cooling water temperature: 10C
(minimum for lub. oil cooler)
Relative air humidity: 60%
Shipyards often specify a constant
(maximum) central cooling water tem-
perature of 36C, not only for tropical
ambient conditions, but also for winter
ambient conditions. The purpose is to
reduce the seawater pump flow rate
when possible, and thereby to reduce
the electric power consumption, and/or
to reduce the water condensation in the
45C air coolers.
32C
60% However, when operating with 36C
cooling water instead of for example
Influence of Ambient Temperature Conditions
10C (to the scavenge air cooler), the
specific fuel oil consumption (SFOC)
will increase by approx. 2 g/kWh, see
Fig. 8. Any obtained gain in reduced
electric power consumption, therefore,
will be more than lost in additional fuel
costs of the main engine.
The above ISO, tropical and winter
ambient reference conditions are used
by MAN Diesel & Turbo for ships, and
MAN B&W two-stroke engines com-
ply with the above rules. MAN B&W
engines matched according to the
above rules are able to operate con-
tinuously up to 100% SMCR in the
air temperature range between about
-10 and 45C.
Often the engine room temperature is mi-
staken for being equal to the turbocharger
air intake temperature. However, since the
air ventilation duct outlets for a normal
air intake system are placed near the
turbochargers, the air inlet temperature
to the turbochargers will be very close
to the ambient outside air temperature.
Under normal air temperature condi-
tions, the air inlet temperature to the
SFOC
g/kWh
Turbocharger air intake temperature: 10C
36C C.W
2 g/kWh 10C C.W
40 50 60 70 80 90 100% SMCR
Engine shaft power
Fig. 8: Influence on SFOC of the cooling water
(scavenge air coolant) temperature
11
turbocharger is only 13C higher than
the ambient outside air temperature.
The classification society rules often
specify an engine room air temperature
of 0-55C as the basis for the design
of the engine room components. The
55C is the temperature used when
approving engine room components.
This, however, must not be mistaken
for the above tropical air intake tempe-
rature of 45C specified when related to
the capacity or effect of the machinery.
In recent years, owners/shipyards have
sometimes required unrestricted ser-
vice on special maximum ambient tem-
peratures higher than the tropical am-
bient temperatures specified by IACS
M28. In such cases, the main engine
has to be special high temperature
matched, as described later in this pa-
per.
Furthermore, operation in arctic areas with
extremely low air temperatures has also
sometimes been required by owners/
shipyards, and the measures to be taken
are also described later in this paper.
Operating at high seawater temperature with
standard matched engine
An increase of the seawater tempera-
ture and, thereby, the scavenge air
temperature has a negative impact on
the heat load conditions in the combus-
tion chamber. Therefore, all MAN B&W
twostroke engines for marine applica-
tions have an alarm set point of 55C
for the scavenge air temperature for pro-
tection of the engine, as described later.
For a standard ambient temperature
matched engine operating at an in-
creased seawater temperature existing
12 Influence of Ambient Temperature Conditions
in some inland, gulf, bay and harbour
areas, the maximum power output of
the engine should be reduced to an
engine load resulting in a scavenge
air temperature below the level of the
scavenge air temperature alarm.
Nevertheless, the engines obtainable
load level will in all cases be much
higher than required to ensure a safe
manoeuvrability (46 knots) of the ship
even at an extreme seawater tempera-
ture of for example 42C.
When sailing in, for example, the har-
bour area during manoeuvring, the en-
gine load will normally be relatively low
(1530% SMCR), and the correspond-
ing scavenge air temperature will then
only be slightly higher than the scav-
enge air coolant temperature. There-
fore, a seawater temperature as high
as for example 42C in harbour areas
is not considered a problem for the
main engine, and a special temperature
matching is not needed under these
operating conditions.
In general, when sailing in areas with a
high seawater temperature, it is pos-
sible to operate the standard ambient
temperature matched main engine at
any load as long as the scavenge air
temperature alarm limit is not reached.
If the alarm is activated, the engine load
has to be reduced.
Non-standard ambient temperature
matched engine
If unrestricted loads are desired in a
temperature range different from the
standard, different matching possibili-
ties are available.
Engine matching for non-standard air tem-
perature conditions
Usually, higher or lower turbocharger
air intake temperatures may result in
lower or higher scavenge air pressures,
respectively, and vice versa.
An increase of, for example, 5C of the
tropical air temperature from standard
45C to special 50C will result in a too
low scavenge air pressure at 50C.
However, the pressure reduction can
be compensated for by specifying a
correspondingly higher (turbocharger)
scavenge air pressure at ISO ambient
reference conditions. This involves that
the engine, instead of being matched
for the ISO-based design air tempera-
ture of 25C, has to be matched for the
25 + 5 = 30C turbocharger air intake
temperature.
The original ISO-based heat load con-
ditions will then almost be obtained
for this higher design air temperature.
The principles for standard and special
high (or low) ambient air temperature
matched engines are shown in Fig. 9.
At the other end of the air temperature
range, the increase of 5C of the de-
sign air intake temperature will involve
a too high scavenge air pressure when
operating at -10C. Operation below
-10 + 5 = -5C will then only be pos-
sible when installing a variable exhaust
gas bypass valve system for low air
temperatures, as described later.
Fig. 9 may in a similar way also be
used to explain a special low tempera-
ture matched engine. For example, if
the standard tropical air temperature
needed is reduced by 10C, from 45C
to 35C, the engine matching design
 Turbocharger
air intake temperature
65
Special
60 High temperature
Standard matched engine
55 ISO temperature
matched engine Special
50 Max. tropical
Special Normal temperature
Low temperature Max.
45 tropical
matched engine 45 C
temperature
40
Special
35 Max. tropical
Standard
temperature Special ISO based
design
30 Temperature design design
ISO temperature layout
ISO design
25
25 C layout
20
Special ISO based
15 design design For engine loads
temperature layout higher than 30% SMCR
10 a low scavenge air
coolant temperature
5 is recommended
(Giving low SFOC and
0 low scav. air press.)
Lowest
ambient air
-5 Min.
Normal min. temperature
Min. ambient air
-10
-10 C temperature Low ambient air
-15 temperature exhaust
Lowest
gas bypass will be
ambient air
-20 Min. needed below min.
temperature Possible low ambient
air temperature temperature
-25 exhaust gas bypass for
operation under
-30 extremely low ambient
temperature conditions
-35

-40

-45 Up to 100% SMCR running is not allowed

Up to 100% SMCR running is allowed
-50
Up to 100% SMCR running only allowed when low
ambient temperature exhaust gas bypass (C1+2)
is installed

Fig. 9: Principles for standard and special high (or low) ambient air temperature matched engines

Influence of Ambient Temperature Conditions 13

air temperature can be reduced to
25 10 = 15C.
This involves that the exhaust gas tem-
perature will increase by about 16C
compared with a standard ISO tem-
perature matched engine, whereas the
SFOC will increase.
Engine matching for high tropical seawater
temperature conditions
For long time operation in an area with
high tropical seawater temperatures,
the following should be observed.
An increase in the seawater tempera-
ture and, thereby, of the scavenge air
coolant temperature will involve a simi-
lar increase in the scavenge air tem-
Standard ISO temperature
matched engine
perature, which has a negative impact
on the combustion chamber tempera-
tures. Therefore, for all marine applica-
tions, an alarm set point of 55C for the
scavenge air temperature is applied for
protection of the engine.
The standard marine scavenge air cooler
is specified with a maximum 12C tem-
perature difference between the cooling
water inlet and the scavenge air outlet
at 100% SMCR, which gives a maxi-
mum scavenge air temperature of 36 +
12 = 48C for the scavenge air cooler
layout and, accordingly, a margin of 7C
to the scavenge air temperature alarm
limit of 55C.
Special high temperature
matched engine
A temperature difference of 8C is con-
sidered to be the lowest possible tem-
perature difference to be used for a
realistic specification of a scavenge air
cooler. Accordingly, the 48 8 = 40C is
the maximum acceptable scavenge air
coolant temperature for a central cool-
ing water system, see the principles for
layout of the scavenge air cooler in Fig. 10.
The demand for an increased tropi-
cal scavenge air coolant (central cool-
ing water) temperature of up to 40C,
therefore, can be compensated for by a
reduced design temperature difference
of the scavenge air cooler. This can be
obtained by means of an increased wa-
ter flow and/or a bigger scavenge air
cooler.

Temperature C Standard air cooler design Special air cooler design

56 Scavenge air temperature limit Scavenge air temperature limit

Standard 55 C Max. 55 C
54

52

50 Maximum Maximum
scavenge air scavenge air
Standard 48 C 48 Max. 48 C
temperature temperature
at 100% SMCR at 100% SMCR
46

44

42 High tropical
scavenge air
40 Max. 40 C
coolant
Standard temperature
38
tropical
High tropical
Up to 100% SMCR running is
scavenge air
Standard 36 C 36
coolant seawater Max. 36 C not allowed (scavenge air)
temperature temperature
34
Up to 100% SMCR running is
Standard tropical allowed (scavenge air)
Standard 32 C 32
seawater
temperature
30 High scavenge
ISO based Up to 100% SMCR running is
design Max. 29 C allowed (scavenge air coolant/central
air coolant
28 layout cooling water)
temperature
ISO based
26 ISO Up to 100% SMCR running is
Standard scavenge air
design
basis 25 C coolant allowed (seawater)
24 layout
temperature
22

Fig. 10: Principles for layout of scavenge air cooler for standard and special high scavenge air coolant temperature (illustrated for a central cooling water system)

14 Influence of Ambient Temperature Conditions

Design recommendations for opera-
tion at extremely low air temperature
When a standard ambient temperature
matched main engine on a ship occa-
sionally operates under arctic condi-
tions with low turbocharger air intake
temperatures, the density of the air will
be too high. As a result, the scavenge
air pressure, the compression pressure
and the maximum firing pressure will be
too high.
In order to prevent such excessive
pressures under low ambient air tem-
perature conditions, the turbocharger
air inlet temperature should be kept as
high as possible (by heating, if possi-
ble).
Furthermore, the scavenge air cool-
ant (cooling water) temperature should
be kept as low as possible and/or the
engine power in service should be re-
duced.
porated in the Engine Control System
(ECS) as an add-on.
Engine load, fuel index and scavenge
air pressure signals are already availa-
ble for the ME software and, therefore,
additional measuring devices are not
needed for ME engines.
In general, a turbocharger with a nor-
mal layout can be used in connection
with an exhaust gas bypass. However,
in a few cases a turbocharger modifica-
tion may be needed.
The exhaust gas bypass system ensures
that when the engine is running at part
load at low ambient air temperatures,
the load-dependent scavenge air pres-
Exhaust gas bypass
Exhaust gas
receiver
sure is close to the corresponding pres-
sure on the scavenge air pressure curve
which is valid for ISO ambient condi-
tions. When the scavenge air pressure
exceeds the read-in ISO-based sca-
venge air pressure curve, the bypass
valve will variably open and, irrespec-
tive of the ambient conditions, ensure
that the engine is not overloaded. At the
same time, it will keep the exhaust gas
temperature relatively high.
The latest generations of turbochargers
with variable flow, e.g. the VTA (Variable
Turbine Area) system from MAN Diesel
& Turbo, can replace the variable by-
pass and ensure the same scavenge air
pressure control.
Air intake casing
Exhaust gas system

B
Turbine
However, for an inlet air temperature
below approx. 10C, some engine de-
sign precautions have to be taken.
1 C1+2 Turbocharge r
Main precautions for extreme low air tem-
perature operation D1

With a load-dependent exhaust gas Scavenge Compressor

bypass system (standard MAN Diesel &
Turbo recommendation for extreme low
air temperature operation), as shown
in Fig. 11, part of the exhaust gas by-
passes the turbocharger turbine, giving
less energy to the compressor, thus re-
ducing the air supply and scavenge air
pressure to the engine.
For the electronically controlled ME
engine (ME/ME-C/ME-B), the load-de-
pendent bypass control can be incor-
2 air cooler
Scavenge
air receiver
B Exhaust gas bypass valve
D2
Controlled by the scavenge air pressure
Diesel engine C1+2 Control device
Ensures that the loaddependent scavenge air pressure
does not exceed the corresponding ISO based pressure
D Required electric measuring device
D1 Scavenge air pressure
D2 Engine speed and engine load
Fig. 11: Standard loaddependent low ambient air temperature exhaust gas bypass system

Influence of Ambient Temperature Conditions 15

Other low temperature precautions
Low ambient air temperature and low
seawater temperature conditions come
together. The cooling water inlet tem-
perature to the lube oil cooler should
not be lower than 10C, as otherwise
the viscosity of the oil in the cooler will
be too high, and the heat transfer in-
adequate. This means that some of the
cooling water should be recirculated to
keep up the temperature.
Furthermore, to keep the lube oil vis-
cosity low enough to ensure proper
suction conditions in the lube oil pump,
it may be advisable to install heating
coils near the suction pipe in the lube
oil bottom tank.
The following additional modifications
of the standard design practice should
be considered as well:
Larger electric heaters for the cylin-
der lubricators or other cylinder oil
ancillary equipment
Cylinder oil pipes to be further heat
traced/insulated
Upgraded steam tracing of fuel oil
pipes
Increased preheater capacity for
jacket water during standstill
Different grades of lubricating oil for
turbochargers
Space heaters for electric motors
Sea chests must be arranged so that
blocking with ice is avoided.
16 Influence of Ambient Temperature Conditions
Ships with ice class notation
For ships with the FinnishSwedish ice
class notation 1C, 1B, 1A and even
1A super or similar, all MAN B&W
twostroke diesel engines meet the
ice class demands, i.e. there will be no
changes to the main engines.
However, if the ship is with ice class
notation 1A super and the main engine
has to be reversed for going astern
(Fixed Pitch Propeller), the starting air
compressors must be able to charge
the starting air receivers within half an
hour, instead of one hour, i.e. the com-
pressors must be the double in size
compared to normal.
Steam production
kg/h
6S60MC-C7/ME-C7
2,500 SMCR = 13,560 kW at 105 r/min
Air intake temperature: 0 C
Cooling water temperature: 10C
2,000
1,500
Extra steam needed
1,000
500
0
40 50 60 70
Fig. 12: Expected steam production by exhaust gas boiler at winter ambient conditions (0 C air) for main
engine 6S60MC-C7/ME-C7 with/without a load-dependent low air temperature exhaust gas bypass system
For other special ice class notations,
the engines need to be checked indi-
vidually.
The exhaust gas bypass system to be
applied is independent of the ice class-
es, and only depends on how low the
specified ambient air temperature is
expected to be. However, if the ship is
specified with a high ice class like 1A
super, it is advisable to make prepara-
tions for, or install, an exhaust gas by-
pass system.
Increased steam production in wintertime
During normal operation at low am-
bient temperatures, the exhaust gas
temperature after the turbochargers will
Total steam production,
with exhaust gas bypass
Surplus steam
Total steam production,
without bypass
Steam consumption
80 90 100% SMCR
Engine shaft power
decrease by about 1.6C for each 1.0C
reduction of the intake air temperature.
The load-dependent exhaust gas by-
pass system will ensure that the exhaust
gas temperature after the turbochargers
will fall by only about 0.3C per 1.0C
drop in the intake air temperature, thus
enabling the exhaust gas boiler to pro-
duce more steam under cold ambient
temperature conditions.
Irrespective of whether a bypass sys-
tem is installed or not, the exhaust gas
boiler steam production at ISO ambient
conditions (25C air and 25C C.W.) or
higher ambient temperature conditions,
will be the same, whereas in wintertime
the steam production may be relatively
increased, as the scavenge air pressure
is controlled by the bypass valve.
As an example, Fig. 12 shows the influ-
ence of the load-dependent exhaust gas
bypass system on the steam production
when the engine is operated in winter-
time, with an ambient air temperature of
0C and a scavenge air cooling water
temperature of 10C.
The calculations have been made for a
6S60MC-C7/ME-C7 engine equipped
with a high-efficiency turbocharger, i.e.
having an exhaust gas temperature of
245C at SMCR and ISO ambient con-
ditions.
Fig. 12 shows that in wintertime, it is
questionable whether an engine with-
out a bypass will meet the ship's steam
demand for heating purposes (indicat-
ed for bulk carrier or tanker), whereas
with a load-dependent exhaust gas by-
pass system, the engine can meet the
steam demand.
Closing Remarks
Diesel engines installed in oceangoing
ships are often exposed to different cli-
matic temperature conditions because
of the ships trading pattern, but as the
temperature variations on the sea sur-
face are normally relatively limited, the
engines will normally be able to operate
worldwide in unrestricted service with-
out any precautions being taken.
Even if the ship has to sail in very cold
areas, the MAN B&W two-stroke en-
gines can, as this paper illustrates, also
operate under such conditions without
any problems as long as special low
temperature precautions are taken.
The use of the standard loaddependent
low ambient air temperature exhaust
gas bypass system may as an ad-
ditional benefit also improve the ex-
haust gas heat utilisation when running
at low ambient air temperatures.
Furthermore, at the other end of the
temperature scale, if the ship should
need to sail in unrestricted service in ar-
eas with very high ambient air tempera-
tures, higher than 45C, this will also be
possible provided a high temperature
matching of the engine is applied. Even
when sailing should be needed at very
high seawater temperatures, this will be
possible provided a specially designed
scavenge air cooler is installed on the
diesel engine.
Influence of Ambient Temperature Conditions 17
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. CopyrightMAN Diesel & Turbo.
5510-0074-00ppr Sep 2014 Printed in Denmark

MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
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