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

Influence of Ambient Temperature Conditions

Influence of Ambient Temperature Conditions

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

Introduction

our paper Ambient Tempair tempera-

80 cm, and may with benefit also be

Diesel engines used as prime movers

ture as a common parameter.

applied for engines with a smaller bore.

The three chapters are entitled:

However, if needed, the existing load-

on ships are exposed to the varying climatic temperature conditions that prevail in different parts of the world, and
must therefore be able to operate un-

up programme recommendation (from

der all ambient conditions from winter

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

to summer and from arctic to tropical

areas.

and down.

Engine Room Ventilation

Note: The below recommendations are

As the temperature variations on the

surface of the sea are rather limited, the

Ambient Temperature Operation and

based on the assumption that the en-

Matching

gine has already been well run in.

diesel engine will not normally be exStart of warm engine normal load-

other things, cause a change in the

Chapter 1
Temperature Restrictions and
Load-up Procedures at Start of
Engine

specific fuel oil consumption, the ex-

In order to protect the engine against

gine are shown in Fig. 1.

haust gas amount and the exhaust gas

cold corrosion attacks on the cylinder lin-

temperature of the diesel engine. These

ers, some minimum temperature restric-

Recommended start of engine at normal en-

changes are already described in our

tions and load-up procedures have to be

gine load operation

Project Guides and will therefore not be

considered before starting the engine.

Fixed pitch propellers

Below stated load-up procedures are

Normally, a minimum engine jacket wa-

Also the scavenge air, compression and

valid for MAN B&W two-stroke engines

ter temperature of 50oC is recommend-

maximum firing pressures of the diesel

with a cylinder bore greater or equal to

ed before the engine may be started

posed to really extreme temperatures.

However, the changes that do occur
in the ambient conditions will, among

up procedures
As a summary, the load-up procedures
recommended for normal start of en-

discussed in this paper.

and run up gradually from 80% to 90%

engine will change with climatic changes

and, at very low ambient air temperatures, unrestricted engine operation
requires adjustments of individual engine parameters.
This paper describes our recommendations of load-up procedures on
engine startup, the supply of ventilation air to the engine room and engine

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
temp. 50oC

FPP From 0% up to 80% SMCR speed

CPP From 0% up to 50% SMCR power

B. Run up slowly,
(minimum 30 min)

FPP From 80% up to 90% SMCR speed

CPP From 50% up to 75% SMCR power

conditions.

C. Run up slowly,
(minimum 60 min)

FPP From 90% up to 100% SMCR speed

CPP From 75% up to 100% SMCR power

The paper is divided into three chap-

A. Run up slowly

operation under normal, high and

extremely low ambient temperature

2. at normal very low engine load operation

ters which, in principle, may be read

independently of each other. Thus,
Chapter 3 is more or less a copy of

If normally 10% to 40% engine low load operation

(slide fuel valves needed) extra slowly load-up procedure 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

of specified MCR speed (SMCR rpm).

during 30 minutes.

Start of cold engine (exceptional load-up procedures)

Required jacket water temperature at start of cold engine: minimum 20 o C

SMCR = Specified Maximum

FPP:
Fixed Pitch Propeller
CPP:
Controllable Pitch Propeller
Recommended start of engine at normal engine load operation

Continuos Rating.

A. Run up slowly

Minimum
temp. 20oC

FPP From 0% up to 80% SMCR speed

CPP From 0% up to 50% SMCR power

= revolutions per minute

B. Run up slowly,
(minimum 30 min)

Minimum
temp. 50oC

FPP From 80% up to 90% SMCR speed

CPP From 50% up to 75% SMCR power

For running-up between 90% and

C. Run up slowly,
(minimum 60 min)

rpm

100% of SMCR rpm, it is recommended that the speed be increased slowly

FPP From 90% up to 100% SMCR speed

CPP From 75% up to 100% SMCR power

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

Fixed pitch propellers

The time period required for increasing

Normally, a minimum engine jacket wa-

In exceptional circumstances where it is

the jacket water temperature from 20C

ter temperature of 50oC is recommend-

not possible to comply with the above-

to 50C depends on the amount of wa-

ed before the engine may be started

mentioned normal recommendations,

ter in the jacket cooling water system,

and run up gradually from 50% to 75%

a minimum of 20oC can be accepted

and on the engine load.

of specified MCR load (SMCR power)

before the engine is started and run up

during 30 minutes.

slowly to 80% of SMCR rpm.

For running-up between 75% and

Before exceeding 80% SMCR rpm, a

45 days), it is recommended to keep

100% of SMCR power, it is recom-

minimum jacket water temperature of

the engine preheated, the purpose be-

mended that the load be increased

50oC should be obtained before the

ing to prevent temperature variations in

slowly over a period of 60 minutes.

above-described normal start load-up

the engine structure and corresponding

procedure may be continued.

variations in thermal expansions, and

Preheating during standstill periods

During short stays in ports (i.e. less than

Recommended start of engine at normal very

thus the risk of leakages.

low engine load operation

Controllable Pitch Propellers

For engines normally running at 10%

In exceptional circumstances where it is

The jacket cooling water outlet temper-

to 40% engine low load operation an

not possible to comply with the above-

ature should be kept as high as possi-

extra slowly load-up procedure is rec-

mentioned normal recommendations,

ble (max. 7580C), and should before

ommended compared with above de-

a minimum of 20oC can be accepted

startup be increased to at least 50C,

scribed load-up procedures, and is

before the engine is started and run up

either by means of the auxiliary engine

also shown in Fig. 1.

slowly to 50% of SMCR power.

cooling water, or by means of a builtin

Start of cold engine exceptional

Before exceeding 50% SMCR power,

load-up procedures

a minimum jacket water temperature

As a summary, the load-up pro-

of 50oC should be obtained before the

cedures

above described normal start load-up

preheater in the jacket cooling water

recommended

for

ex-

ceptional start of cold engine are

shown in Fig. 2.

Influence of Ambient Temperature Conditions

procedure may be continued.

system, or a combination of both.

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

system is shown schematically in Figs.
Preheater
pump

3 and 4, respectively.

Preheater
bypass

For system A, the circulating water flow

is divided into two branches, one going through the engine and one going
through the cooling water system outside the engine. As the arrows indicate,
the preheater water flows in the oppo-

Jacket water main pumps

Diesel engine

site direction through the engine, com-

Direction of main water flow

Direction of preheater circulating water flow

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 circulating pump are placed in parallel with
Preheater

the jacket water main pumps, and the

water flow direction is the same as for

Preheater
pump Preheater
bypass

the jacket cooling water system.

In both cases, the preheater operation
is controlled by a temperature sensor
after the preheater.
Preheater capacity
When a preheater is installed in the jacket
cooling water system, as shown in Figs.
3 and 4, the preheater pump capacity,

Jacket water main pumps

Diesel engine
Fig. 4: Preheating of jacket cooling water system System B

should be about 10% of the jacket water

main pump capacity. Based on experience, it is recommended that the pressure 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

The preheater capacity depends on

gine room are of equal temperatures.

the main engine, auxiliary engines, boil-

the required preheating time and the

It is assumed that the temperature will

ers and other components.

required temperature increase of the

increase uniformly all over the engine

engine jacket water. The temperature

structure during preheating, for which

A sufficient amount of ventilation air

and time relationship is shown in Fig. 5.

reason steel masses and engine surfaces

should be supplied and exhausted

The relationship is almost the same for

in the lower part of the engine are also

through suitably protected openings

all engine types.

included in the calculation.

arranged in such a way that these

openings can be used in all weather

If a temperature increase of for example

The results of the preheating calcula-

conditions. Care should be taken to

35C (from 15C to 50C) is required, a

tions may therefore be somewhat con-

ensure that no seawater can be drawn

preheater capacity of about 1% of the

servative.

into the ventilation air intakes.

Chapter 2
Engine Room Ventilation

Furthermore, the ventilation air inlet

When sailing in arctic areas, the re-

In addition to providing sufficient air for

tance from the exhaust gas funnel in or-

quired temperature increase may be

combustion purposes in the main en-

der to avoid the suction of exhaust gas

higher, possibly 45C or even higher,

gine, auxiliary diesel engines, fuel fired

into the engine room.

and therefore a larger preheater capac-

boiler, etc., the engine room ventilation

ity is required. The curves in Fig. 5 are

system should be designed to remove

Major dust and dirt particles can foul

based on the assumption that, at the

the radiation and convection heat from

air coolers and increase the wear of

engines nominal MCR power is required

to obtain a preheating time of 12 hours.

start of preheating, the engine and en-

should be placed at an appropriate dis-

combustion

chamber

components.

Accordingly, the air supplied to the

Temperature
increase
of jacket water
o

Preheater capacity in %
of nominal MCR power

1.50% 1.25% 1.00%

C
60

0.75%

engine must be cleaned by appropriate filters. The size of particles passing

through the air intake filter should not
exceed 5m.
An example of an engine room ventila-

50

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 seawater.

0
0

10

20

30

40

50

60 70 hours
Preheating time

The temperature increase and corresponding

preheating time curves are shown for the different
preheater sizes indicated in % of nominal MCR power
Fig. 5: Preheating of diesel engine

Influence of Ambient Temperature Conditions

Measurements also show that, in a normal ventilation air intake system, where
combustion air is taken directly from
the engine room of a ship, the engine
room temperature is normally 1012C

Air outlet

Engine room
ventilation fans

Air inlet

Air inlet

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 ambient outside air temperature.
Air supply
In the case of a low speed twostroke
diesel engine installed in a spacious engine room, the capacity of the ventilation
system should be such that the ventilation air to the engine room is at least
1.5 times the total air consumption of
the main engine, auxiliary engines, boil-

ME
AE

AE

er, etc., all at specified maximum con-

AE

tinuous rating (SMCR).

As a rule of thumb, the minimum engine room ventilation air amount corre-

ME: Main engine

sponds to about 1.75 times the air con

AE: Auxiliary engines

sumption of the main engine at SMCR.

Main ducts for supply

Accordingly, 2.0 times the air con-

of combustion air

sumption of the main engine at SMCR

may be sufficient.

Fig. 6: Engine room ventilation system

On the other hand, for a compact engine

higher than the ambient outside air tem-

Since the air ventilation ducts for a nor-

room with a small twostroke diesel

perature. This temperature difference is

mal air intake system are placed near

engine, the above factor of 1.5 is rec-

even higher for winter ambient air tem-

the turbochargers, the air inlet temper-

ommended to be higher, at least 2.0,

peratures, see Fig. 7. In general, the en-

ature to the turbochargers will be lower

because the radiation and convection

gine room temperature should never be

than the engine room temperature. Un-

heat losses from the engine are relatively

below 5C, which is ensured by stopping

der normal air temperature conditions,

greater than from large twostroke

one or more of the air ventilation fans,

the air inlet temperature to the turbo-

engines, and because it may be difficult

thus reducing the air supply to and

charger is only 13C higher than the am-

to achieve an optimum air distribution

thereby the venting of the engine room.

bient outside air temperature.

in a small engine room.

This means that the average air tem-

This means that the turbocharger suc-

To obtain a correct supply of air for the

perature in a ventilated engine room will

tion air temperature will not be higher

main engines combustion process,

not be lower than 5C and not higher

than about 39 + 3 = 42C (ref. 36C

about 50% of the ventilation air should

than 39 + 12 = 51C, say 55C (ref.

S.W.), say 45C.

be blown in at the top of the main en-

36C S.W.), as often used as maximum

gine, near the air intake to the turbo-

temperature for design of the engine

For arctic running conditions, a ducted

room components.

air intake system directly to the turbo-

chargers, as shown in Fig. 6.

Influence of Ambient Temperature Conditions

Air pressure

Engine room temperature TER

and difference T

The air in the engine room should have

a slightly positive pressure, but should

C
60

not be more than about 5 mm WC (Water 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)

20

into the accommodation.

T = TER  Tamb.


The ventilation air can be supplied, for

10

example, by fans of the lowpressure

Amb. air temp. Tamb.

0

axial and highpressure centrifugal or

20

40 C

20

The engine room temperature TER and the engine

room/ambient air temperature difference T are shown
as functions of the ambient air temperature Tamb

axial types. The required pressure head

of the supply fans depends on the resistance in the air ducts.
All ventilation air is normally delivered
by lowpressure air supply fans which,
to obtain sufficient air ventilation in all

Fig. 7: Engine room temperature

corners of the engine room, may require extensive ducting and a pressure
Otherwise, this can have a negative ef-

Moreover, a sufficient amount of air

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

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

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.

auxiliary

head as stated below.

engines/generators

8861: 1998 (E).

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

The above tropical ambient relative hu-

10C (to the scavenge air cooler), the

midity of 60% at 45C is theoretically

specific fuel oil consumption (SFOC)

the absolute limit at which it is possible

will increase by approx. 2 g/kWh, see

for humans to survive. The correspon-

Fig. 8. Any obtained gain in reduced

ding wet bulb temperature is 36.8C.

electric power consumption, therefore,

matched engine

will be more than lost in additional fuel

MAN Diesel & Turbo has never measured

costs of the main engine.

Standard unrestricted service demands

levels above 50% at 45C, and humidity

For a standard main engine, the engine

levels above standard tropical ambient

The above ISO, tropical and winter

layout is based on the ambient refer-

conditions will never occur.

ambient reference conditions are used

ence conditions of the International

Standard Organization (ISO):

by MAN Diesel & Turbo for ships, and

When applying the central cooling wa-

MAN B&W two-stroke engines com-

ter system which, today, is more com-

ply with the above rules. MAN B&W

ISO 3046-1:2002(E) and

ISO 15550:2002(E):
ISO ambient reference conditions

monly used than the seawater system,

engines matched according to the

the corresponding central cooling wa-

above rules are able to operate con-

ter/scavenge air coolant temperature is

tinuously up to 100% SMCR in the

Barometric pressure:

4C higher than the seawater tempera-

air temperature range between about

ture, i.e. equal to 36C.

-10 and 45C.

1,000 mbar

Turbocharger air intake

temperature:

25C

Charge air coolant temperature:

The winter ambient reference condi-

Often the engine room temperature is mi-

25C

tions used as standard for MAN B&W

staken for being equal to the turbocharger

Relative air humidity:

30%

two-stroke engines are as follows:

air intake temperature. However, since the

air ventilation duct outlets for a normal

With this layout basis, the engine

Winter ambient reference conditions

air intake system are placed near the

must be able to operate in unrestrict-

Barometric pressure:

turbochargers, the air inlet temperature

ed service, i.e. up to 100% Specified

Turbocharger air intake

temperature:

Maximum Continuous Rating (SMCR),

within the typical ambient temperature

1,000 mbar

to the turbochargers will be very close

10C

Cooling water temperature:

(minimum for lub. oil cooler)

10C

range that the ship is exposed to, operating from tropical to low winter ambi-

Relative air humidity:

60%

to the ambient outside air temperature.

Under normal air temperature conditions, the air inlet temperature to the

ent conditions.
According to the International Associa-

Shipyards often specify a constant

tion of Classification Societies (IACS)

(maximum) central cooling water tem-

rule M28, the upper requirement, nor-

perature of 36C, not only for tropical

mally referred to as tropical ambient ref-

ambient conditions, but also for winter

erence conditions, is as follows:

ambient conditions. The purpose is to

SFOC
g/kWh
Turbocharger air intake temperature: 10C

36C C.W

reduce the seawater pump flow rate

IACS M28 (1978):
Tropical ambient reference conditions

when possible, and thereby to reduce

Barometric pressure:

to reduce the water condensation in the

1,000 mbar

Air temperature:

45C

Seawater temperature:

32C

Relative air humidity:

60%

2 g/kWh

10C C.W

the electric power consumption, and/or

air coolers.
However, when operating with 36C
cooling water instead of for example

40

50

60

70

80

90 100% SMCR
Engine shaft power

Fig. 8: Influence on SFOC of the cooling water

(scavenge air coolant) temperature

Influence of Ambient Temperature Conditions

11

turbocharger is only 13C higher than

in some inland, gulf, bay and harbour

perature conditions

the ambient outside air temperature.

areas, the maximum power output of

Usually, higher or lower turbocharger

the engine should be reduced to an

air intake temperatures may result in

The classification society rules often

engine load resulting in a scavenge

lower or higher scavenge air pressures,

specify an engine room air temperature

air temperature below the level of the

respectively, and vice versa.

of 0-55C as the basis for the design

scavenge air temperature alarm.

of the engine room components. The

An increase of, for example, 5C of the

55C is the temperature used when

Nevertheless, the engines obtainable

tropical air temperature from standard

approving engine room components.

load level will in all cases be much

45C to special 50C will result in a too

This, however, must not be mistaken

higher than required to ensure a safe

low scavenge air pressure at 50C.

for the above tropical air intake tempe-

manoeuvrability (46 knots) of the ship

rature of 45C specified when related to

even at an extreme seawater tempera-

However, the pressure reduction can

the capacity or effect of the machinery.

ture of for example 42C.

be compensated for by specifying a

correspondingly higher (turbocharger)

In recent years, owners/shipyards have

When sailing in, for example, the har-

scavenge air pressure at ISO ambient

sometimes required unrestricted ser-

bour area during manoeuvring, the en-

reference conditions. This involves that

vice on special maximum ambient tem-

gine load will normally be relatively low

the engine, instead of being matched

peratures higher than the tropical am-

(1530% SMCR), and the correspond-

for the ISO-based design air tempera-

bient temperatures specified by IACS

ing scavenge air temperature will then

ture of 25C, has to be matched for the

M28. In such cases, the main engine

only be slightly higher than the scav-

25 + 5 = 30C turbocharger air intake

has to be special high temperature

enge air coolant temperature. There-

temperature.

matched, as described later in this pa-

fore, a seawater temperature as high

per.

as for example 42C in harbour areas

The original ISO-based heat load con-

is not considered a problem for the

ditions will then almost be obtained

Furthermore, operation in arctic areas with

main engine, and a special temperature

for this higher design air temperature.

extremely low air temperatures has also

matching is not needed under these

The principles for standard and special

sometimes been required by owners/

operating conditions.

high (or low) ambient air temperature

shipyards, and the measures to be taken

are also described later in this paper.

matched engines are shown in Fig. 9.

In general, when sailing in areas with a
high seawater temperature, it is pos-

At the other end of the air temperature

Operating at high seawater temperature with

sible to operate the standard ambient

range, the increase of 5C of the de-

standard matched engine

temperature matched main engine at

sign air intake temperature will involve

An increase of the seawater tempera-

any load as long as the scavenge air

a too high scavenge air pressure when

ture and, thereby, the scavenge air

temperature alarm limit is not reached.

operating at -10C. Operation below

temperature has a negative impact on

If the alarm is activated, the engine load

-10 + 5 = -5C will then only be pos-

the heat load conditions in the combus-

has to be reduced.

sible when installing a variable exhaust

gas bypass valve system for low air

tion chamber. Therefore, all MAN B&W

twostroke engines for marine applica-

Non-standard ambient temperature

tions have an alarm set point of 55C

matched engine

for the scavenge air temperature for pro-

If unrestricted loads are desired in a

Fig. 9 may in a similar way also be

tection of the engine, as described later.

temperature range different from the

used to explain a special low tempera-

standard, different matching possibili-

ture matched engine. For example, if

ties are available.

the standard tropical air temperature

For a standard ambient temperature

needed is reduced by 10C, from 45C

matched engine operating at an increased seawater temperature existing

12

Influence of Ambient Temperature Conditions

temperatures, as described later.

Engine matching for non-standard air tem-

to 35C, the engine matching design

Turbocharger
air intake temperature
65
60

Standard
ISO temperature
matched engine

55
50
45

Special
Low temperature
matched engine

40
35

Max.

Special
tropical
temperature

30
25
20
15

Special
design
temperature

Max.
45 C

Standard
design
Temperature
ISO
25 C

ISO based
design
layout

5
0
-5
Min.
-10 C

-10
-15

-25
-30
-35

Min.

Lowest
ambient air
temperature

Max.

Normal
tropical
temperature

Special
tropical
temperature

Special
design
temperature

ISO
design
layout
For engine loads
higher than 30% SMCR
a low scavenge air
coolant temperature
is recommended
(Giving low SFOC and
low scav. air press.)

10

-20

Special
High temperature
matched engine

Normal min.
ambient air
temperature

Possible low ambient

air temperature
exhaust gas bypass for
operation under
extremely low ambient
temperature conditions

Min.

ISO based
design
layout

Lowest
ambient air
temperature

Low ambient air

temperature exhaust
gas bypass will be
needed below min.
temperature

-40
-45
-50

Up to 100% SMCR running is not allowed

Up to 100% SMCR running is allowed
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

perature, which has a negative impact

A temperature difference of 8C is con-

25 10 = 15C.

on the combustion chamber tempera-

sidered to be the lowest possible tem-

tures. Therefore, for all marine applica-

perature difference to be used for a

This involves that the exhaust gas tem-

tions, an alarm set point of 55C for the

realistic specification of a scavenge air

perature will increase by about 16C

scavenge air temperature is applied for

cooler. Accordingly, the 48 8 = 40C is

compared with a standard ISO tem-

protection of the engine.

the maximum acceptable scavenge air

perature matched engine, whereas the

SFOC will increase.

coolant temperature for a central coolThe standard marine scavenge air cooler

ing water system, see the principles for

is specified with a maximum 12C tem-

layout of the scavenge air cooler in Fig. 10.

Engine matching for high tropical seawater

perature difference between the cooling

temperature conditions

water inlet and the scavenge air outlet

The demand for an increased tropi-

For long time operation in an area with

at 100% SMCR, which gives a maxi-

cal scavenge air coolant (central cool-

high tropical seawater temperatures,

mum scavenge air temperature of 36 +

ing water) temperature of up to 40C,

the following should be observed.

12 = 48C for the scavenge air cooler

layout and, accordingly, a margin of 7C

therefore, can be compensated for by a

An increase in the seawater tempera-

to the scavenge air temperature alarm

of the scavenge air cooler. This can be

ture and, thereby, of the scavenge air

limit of 55C.

obtained by means of an increased wa-

coolant temperature will involve a similar increase in the scavenge air tem-

Temperature C
Standard 55 C

56

ter flow and/or a bigger scavenge air

Standard ISO temperature

matched engine

Special high temperature

matched engine

Standard air cooler design

Special air cooler design

Scavenge air temperature limit

reduced design temperature difference

Scavenge air temperature limit

cooler.

Max. 55 C

54
52
50
Standard 48 C

48
46

Maximum
scavenge air
temperature
at 100% SMCR

Maximum
scavenge air
temperature
at 100% SMCR

Max. 48 C

High tropical
scavenge air
coolant
temperature

Max. 40 C

High tropical
seawater
temperature

Max. 36 C

44
42
40
38
Standard 36 C

36
34

Standard 32 C

32
30

Standard
tropical
scavenge air
coolant
temperature

Up to 100% SMCR running is

allowed (scavenge air)

Standard tropical
seawater
temperature

High scavenge
air coolant
temperature

28
Standard
basis 25 C

26
24

ISO based
scavenge air
coolant
temperature

Up to 100% SMCR running is

not allowed (scavenge air)

ISO
design
layout

ISO based
design
layout

Max. 29 C

Up to 100% SMCR running is

allowed (scavenge air coolant/central
cooling water)
Up to 100% SMCR running is
allowed (seawater)

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-

porated in the Engine Control System

sure is close to the corresponding pres-

tion at extremely low air temperature

(ECS) as an add-on.

sure on the scavenge air pressure curve

which is valid for ISO ambient condi-

When a standard ambient temperature

matched main engine on a ship occa-

Engine load, fuel index and scavenge

tions. When the scavenge air pressure

sionally operates under arctic condi-

air pressure signals are already availa-

exceeds the read-in ISO-based sca-

tions with low turbocharger air intake

ble for the ME software and, therefore,

venge air pressure curve, the bypass

temperatures, the density of the air will

additional measuring devices are not

valve will variably open and, irrespec-

be too high. As a result, the scavenge

needed for ME engines.

tive of the ambient conditions, ensure

that the engine is not overloaded. At the

air pressure, the compression pressure

and the maximum firing pressure will be

In general, a turbocharger with a nor-

same time, it will keep the exhaust gas

too high.

mal layout can be used in connection

temperature relatively high.

with an exhaust gas bypass. However,

In order to prevent such excessive

in a few cases a turbocharger modifica-

The latest generations of turbochargers

pressures under low ambient air tem-

tion may be needed.

with variable flow, e.g. the VTA (Variable

Turbine Area) system from MAN Diesel

perature conditions, the turbocharger

The exhaust gas bypass system ensures

& Turbo, can replace the variable by-

high as possible (by heating, if possi-

that when the engine is running at part

pass and ensure the same scavenge air

ble).

load at low ambient air temperatures,

pressure control.

air inlet temperature should be kept as

the load-dependent scavenge air presFurthermore, the scavenge air coolAir intake casing

ant (cooling water) temperature should

be kept as low as possible and/or the
engine power in service should be reduced.

Exhaust gas bypass

Exhaust gas system

Exhaust gas
receiver
B

Turbine

However, for an inlet air temperature

below approx. 10C, some engine design precautions have to be taken.

1 C1+2

Turbocharge r

Main precautions for extreme low air temperature operation

D1

With a load-dependent exhaust gas

bypass system (standard MAN Diesel &
Turbo recommendation for extreme low
air temperature operation), as shown
in Fig. 11, part of the exhaust gas bypasses the turbocharger turbine, giving
less energy to the compressor, thus reducing the air supply and scavenge air
pressure to the engine.
For the electronically controlled ME

Scavenge
air receiver
D2
Diesel engine

Scavenge
air cooler

Compressor

Exhaust gas bypass valve

Controlled by the scavenge air pressure

C1+2 Control device

Ensures that the loaddependent scavenge air pressure
does not exceed the corresponding ISO based pressure
D
D1
D2

Required electric measuring device

Scavenge air pressure
Engine speed and engine load

engine (ME/ME-C/ME-B), the load-dependent bypass control can be incor-

Fig. 11: Standard loaddependent low ambient air temperature exhaust gas bypass system

Influence of Ambient Temperature Conditions

15

Other low temperature precautions

Ships with ice class notation

For other special ice class notations,

Low ambient air temperature and low

For ships with the FinnishSwedish ice

the engines need to be checked indi-

seawater temperature conditions come

class notation 1C, 1B, 1A and even

vidually.

together. The cooling water inlet tem-

1A super or similar, all MAN B&W

perature to the lube oil cooler should

twostroke diesel engines meet the

The exhaust gas bypass system to be

not be lower than 10C, as otherwise

ice class demands, i.e. there will be no

applied is independent of the ice class-

the viscosity of the oil in the cooler will

changes to the main engines.

es, and only depends on how low the

be too high, and the heat transfer in-

specified ambient air temperature is

adequate. This means that some of the

However, if the ship is with ice class

expected to be. However, if the ship is

cooling water should be recirculated to

notation 1A super and the main engine

specified with a high ice class like 1A

keep up the temperature.

has to be reversed for going astern

super, it is advisable to make prepara-

(Fixed Pitch Propeller), the starting air

tions for, or install, an exhaust gas by-

Furthermore, to keep the lube oil vis-

compressors must be able to charge

pass system.

cosity low enough to ensure proper

the starting air receivers within half an

suction conditions in the lube oil pump,

hour, instead of one hour, i.e. the com-

Increased steam production in wintertime

it may be advisable to install heating

pressors must be the double in size

During normal operation at low am-

coils near the suction pipe in the lube

compared to normal.

bient temperatures, the exhaust gas

temperature after the turbochargers will

oil bottom tank.

The following additional modifications
of the standard design practice should
be considered as well:

Steam production
kg/h

6S60MC-C7/ME-C7
SMCR = 13,560 kW at 105 r/min

2,500

Air intake temperature: 0 C

Cooling water temperature: 10C

Larger electric heaters for the cylinder lubricators or other cylinder oil
ancillary equipment

2,000
Surplus steam
Total steam production,
without bypass

Cylinder oil pipes to be further heat

traced/insulated

Total steam production,

with exhaust gas bypass

1,500
Steam consumption

Upgraded steam tracing of fuel oil

pipes

Extra steam needed

1,000

Increased preheater capacity for

jacket water during standstill

Different grades of lubricating oil for

500

turbochargers

Space heaters for electric motors

Sea chests must be arranged so that

40

50

60

70

80

90

100% SMCR
Engine shaft power

blocking with ice is avoided.

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

16

Influence of Ambient Temperature Conditions

decrease by about 1.6C for each 1.0C

Closing Remarks

reduction of the intake air temperature.

Diesel engines installed in oceangoing

The load-dependent exhaust gas by-

ships are often exposed to different cli-

pass system will ensure that the exhaust

matic temperature conditions because

gas temperature after the turbochargers

will fall by only about 0.3C per 1.0C

of the ships trading pattern, but as the

drop in the intake air temperature, thus

temperature variations on the sea sur-

enabling the exhaust gas boiler to pro-

face are normally relatively limited, the

duce more steam under cold ambient

engines will normally be able to operate

temperature conditions.

worldwide in unrestricted service without any precautions being taken.

Irrespective of whether a bypass system is installed or not, the exhaust gas

Even if the ship has to sail in very cold

boiler steam production at ISO ambient

areas, the MAN B&W two-stroke en-

conditions (25C air and 25C C.W.) or

gines can, as this paper illustrates, also

higher ambient temperature conditions,

operate under such conditions without

will be the same, whereas in wintertime

any problems as long as special low

the steam production may be relatively

temperature precautions are taken.

increased, as the scavenge air pressure

is controlled by the bypass valve.

The use of the standard loaddependent

low ambient air temperature exhaust

As an example, Fig. 12 shows the influ-

gas bypass system may as an ad-

ence of the load-dependent exhaust gas

ditional benefit also improve the ex-

bypass system on the steam production

haust gas heat utilisation when running

when the engine is operated in winter-

at low ambient air temperatures.

time, with an ambient air temperature of

0C and a scavenge air cooling water

Furthermore, at the other end of the

temperature of 10C.

temperature scale, if the ship should

need to sail in unrestricted service in ar-

The calculations have been made for a

eas with very high ambient air tempera-

6S60MC-C7/ME-C7 engine equipped

tures, higher than 45C, this will also be

with a high-efficiency turbocharger, i.e.

possible provided a high temperature

having an exhaust gas temperature of

matching of the engine is applied. Even

245C at SMCR and ISO ambient con-

when sailing should be needed at very

ditions.

high seawater temperatures, this will be

possible provided a specially designed

Fig. 12 shows that in wintertime, it is

scavenge air cooler is installed on the

questionable whether an engine with-

diesel engine.

out a bypass will meet the ship's steam

demand for heating purposes (indicated for bulk carrier or tanker), whereas
with a load-dependent exhaust gas bypass system, the engine can meet the
steam demand.

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
[email protected]
www.marine.man.eu

MAN Diesel & Turbo a member of the MAN Group