Ambient Temperature

Operation and Matching

MAN B&W Two-stroke Engines

Content

Introduction ................................................................................................. 5
Standard ambient temperature matched engine............................................. 5
Operating at high seawater temperature with standard matched engine..... 6
Non-standard ambient temperature matched engine...................................... 7
Engine matching for non-standard air temperature conditions................... 7
Engine matching for high tropical seawater temperature conditions........... 8
Design recommendations for operation at extremely low air temperature....... 10
Main precautions for extreme low air temperature operation................... 10
Other low temperature precautions........................................................ 11
Ships with ice class notation.................................................................. 11
Increased steam production in wintertime............................................... 11
Closing remarks.......................................................................................... 12

Ambient Temperature Operation and Matching

MAN B&W Two-stroke Engines

Introduction
All diesel engines that are used as

Standard ambient temperature

matched engine

prime movers on ships are exposed

Standard unrestricted service demands

to the varying local climatic conditions

For a standard main engine, the en-

MAN Diesel has never measured levels

that prevail throughout the world.

gine layout is based on the ambient

above 50% at 45C, and humidity le-

reference conditions of the Interna-

vels above standard tropical ambient

tional Standard Organization (ISO):

conditions will never occur.

be extremely high. Likewise in arc-

ISO 3046-1:2002(E) and

When applying the central cooling wa-

tic areas, the temperatures can be

ISO 15550:2002(E):

ter system which, today, is more com-

very low. Under both extreme tem-

ISO ambient reference conditions

monly used than the seawater system,

perature conditions some engine de-

Barometric pressure: 1,000 mbar

the corresponding central cooling wa-

sign precautions might be necessary

to enable the engine to operate in unre-

Turbocharger air intake

temperature:

25C

4C higher than the seawater tempera-

stricted service.

Charge air coolant temperature:

25C

ture, i.e. equal to 36C.

Relative air humidity:

30%

In some areas, the ambient sea and

for humans to survive. The corresponding wet bulb temperature is 36.8C.

air temperatures can, occasionally,

This paper will outline operation possi-

ter/scavenge air coolant temperature is

bilities with a standard matched engine

The winter ambient reference conditions used as standard for MAN B&W

in any extreme temperature environ-

With this layout basis, the engine

ment and describe the possibilities for

must be able to operate in unrestrict-

special matching of engines for more

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

permanent operation under such con-

Maximum Continuous Rating (SMCR),

Winter ambient reference conditions

ditions.

within the typical ambient temperature

Barometric pressure:

range that the ship is exposed to, oper-

Turbocharger air intake

temperature:

ating from tropical to low winter ambi-

two-stroke engines are as follows:

1,000 mbar
10C

ent conditions.

Cooling water temperature:

(minimum for lub. oil cooler)

10C

According to the International Associa-

Relative air humidity:

60%

tion of Classification Societies (IACS)

rule M28, the upper requirement, nor-

Shipyards often specify a constant

mally referred to as tropical ambient ref-

(maximum) central cooling water tem-

erence conditions, is as follows:

perature of 36C, not only for tropical

ambient conditions, but also for winter
ambient conditions. The purpose is to

IACS M28 (1978):

reduce the seawater pump flow rate

Tropical ambient reference conditions

when possible, and thereby to reduce

Barometric pressure:

1,000 mbar

the electric power consumption, and/or

Air temperature:

45C

to reduce the water condensation in the

Seawater temperature

32C:

air coolers.

Relative air humidity:

60%

However, when operating with 36C

The above tropical ambient relative hu-

cooling water instead of for example

midity of 60% at 45C is theoretically

10C (to the scavenge air cooler), the

the absolute limit at which it is possible

specific fuel oil consumption (SFOC)

will increase by approx. 2 g/kWh, see

Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

SFOC
g/kWh
Turbocharger air intake temperature: 10C

36C C.W
10C C.W

2 g/kWh

of the engine room components. The

Nevertheless, the engines obtainable

55C is the temperature used when

load level will in all cases be much

approving engine room components.

higher than required to ensure a safe

This, however, must not be mistaken

manoeuvrability (46 knots) of the ship

for the above air intake temperature of

even at an extreme seawater tempera-

45C specified when related to the ca-

ture of for example 42C.

pacity or effect of the machinery.

40

50

60

70

80

100% SMCR
90
Engine shaft power

Fig. 1: Influence on SFOC of the cooling water

(scavenge air coolant) temperature

When sailing in, for example, the harIn recent years, owners/shipyards have

bour area during manoeuvring, the en-

sometimes required unrestricted ser-

gine load will normally be relatively low

vice on special maximum ambient tem-

(1530% SMCR), and the correspond-

peratures higher than the tropical am-

ing scavenge air temperature will then

bient temperatures specified by IACS

only be slightly higher than the scav-

Fig. 1. Any obtained gain in reduced

M28. In such cases, the main engine

enge air coolant temperature. There-

electric power consumption, therefore,

has to be special high temperature

fore, a seawater temperature as high

will be more than lost in additional fuel

matched, as described later in this pa-

as for example 42C in harbour areas

costs of the main engine.

per.

is not considered a problem for the

main engine, and a special temperature

The above ISO, tropical and win-

Furthermore, operation in arctic areas with

matching is not needed under these

ter ambient reference conditions are

extremely low air temperatures has also

operating conditions

used by MAN Diesel for ships, and

sometimes been required by owners/

MAN B&W two-stroke engines com-

shipyards, and the measures to be taken

In general, when sailing in areas with a

ply with the above rules. MAN B&W

are also described later in this paper.

high seawater temperature, it is pos-

engines matched according to the

sible to operate the standard ambient

above rules are able to operate con-

Operating at high seawater tempera-

temperature matched main engine at

tinuously up to 100% SMCR in the

ture with standard matched engine

any load as long as the scavenge air

air temperature range between about

An increase of the seawater tempera-

temperature alarm limit is not reached.

-10 and 45C.

ture and, thereby, the scavenge air

If the alarm is activated, the engine load

temperature has a negative impact on

has to be reduced.

Often the engine room temperature is mi-

the heat load conditions in the combus-

staken for being equal to the turbocharger

tion chamber. Therefore, all MAN B&W

air intake temperature. However, since the

twostroke engines for marine applica-

air ventilation duct outlets for a normal

tions have an alarm set point of 55C

air intake system are placed near the

for the scavenge air temperature for pro-

turbochargers, the air inlet temperature

tection of the engine, as described later.

to the turbochargers will be very close

to the ambient outside air temperature.

For a standard ambient temperature

Under normal air temperature condi-

matched engine operating at an in-

tions, the air inlet temperature to the

creased seawater temperature existing

turbocharger is only 13C higher than

in some inland, gulf, bay and harbour

the ambient outside air temperature.

areas, the maximum power output of

the engine should be reduced to an

The classification society rules often

engine load resulting in a scavenge

specify an engine room air temperature

air temperature below the level of the

of 0-55C as the basis for the design

scavenge air temperature alarm.

Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

Non-standard ambient temperature

matched engine

Engine matching for non-standard

An increase of, for example, 5C of the

air temperature conditions

tropical air temperature from standard

If unrestricted loads are desired in a

Usually, higher or lower turbocharger

45C to special 50C will result in a too

temperature range different from the

air intake temperatures may result in

low scavenge air pressure at 50C.

standard, different matching possibili-

lower or higher scavenge air pressures,

ties are available.

respectively, and vice versa.

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

Standard
design
Temperature
ISO
25 C

ISO based
design
layout

0
-5
Min.
-10 C

-15

-25
-30
-35

Min.

Lowest
ambient air
temperature

Max.

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

Normal
tropical
temperature

Max.
45 C

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

Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

However, the pressure reduction can

At the other end of the air temperature

This involves that the exhaust gas tem-

be compensated for by specifying a

range, the increase of 5C of the de-

perature will increase by about 16C

correspondingly higher (turbocharger)

sign air intake temperature will involve

compared with a standard ISO tem-

scavenge air pressure at ISO ambient

a too high scavenge air pressure when

perature matched engine, whereas the

reference conditions. This involves that

operating at -10C. Operation below

SFOC will increase.

the engine, instead of being matched

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

for the ISO-based design air tempera-

sible when installing a variable exhaust

Engine matching for high tropical

ture of 25C, has to be matched for the

gas bypass valve system for low air

seawater temperature conditions

25 + 5 = 30C turbocharger air intake

temperatures, as described later.

For long time operation in an area with

high tropical seawater temperatures,

temperature.
Fig. 2 may in a similar way also be used

the following should be observed.

The original ISO-based heat load con-

to explain a special low temperature

ditions will then almost be obtained for

matched engine. For example, if the

An increase in the seawater tempera-

this higher design air temperature. The

standard tropical air temperature need-

ture and, thereby, of the scavenge air

principles for standard and special high

ed is reduced by 10C, from 45C to

coolant temperature will involve a simi-

ambient air temperature matched en-

35C, the engine matching design air

lar increase in the scavenge air tem-

temperature can be reduced to 25 -10

perature, which has a negative impact

= 15C.

on the combustion chamber tempera-

gines are shown in Fig. 2.

tures. Therefore, for all marine applica-

Temperature C
Standard 55 C

56

Standard ISO temperature

matched engine

Special high temperature

matched engine

Standard air cooler design

Special air cooler design

Scavenge air temperature limit

Scavenge air temperature limit

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

Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

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 temperature difference between the cooling
water inlet and the scavenge air outlet
at 100% SMCR, which gives a maximum 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.
A temperature difference of 8C is considered to be the lowest possible temperature 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 cooling water system, see the principles for
layout of the scavenge air cooler in Fig. 3.
The demand for an increased tropical scavenge air coolant (central cooling 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 water flow and/or a bigger scavenge air
cooler.

Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

Design recommendations for operation at extremely low air temperature

Furthermore, the scavenge air cool-

compressor, thus reducing the air sup-

ant (cooling water) temperature

ply and scavenge air pressure to the

When a standard ambient temperature

should be kept as low as possible

engine.

matched main engine on a ship occa-

and/or the engine power in service

sionally operates under arctic condi-

should be reduced.

For the electronically controlled ME

tions with low turbocharger air intake

engine (ME/ME-C/ME-B), the load-de-

temperatures, the density of the air will

However, for an inlet air temperature

pendent bypass control can be incor-

be too high. As a result, the scavenge

below approx. -10C, some engine de-

porated in the Engine Control System

air pressure, the compression pressure

sign precautions have to be taken.

(ECS) as an add-on.

Main precautions for extreme low

Engine load, fuel index and scavenge

air temperature operation

air pressure signals are already availa-

In order to prevent such excessive pres-

With a load-dependent exhaust gas by-

ble for the ME software and, therefore,

sures under low ambient air tempera-

pass system (standard MAN Diesel rec-

additional measuring devices are not

ture conditions, the turbocharger air in-

ommendation for extreme low air tem-

needed for ME engines.

let temperature should be kept as high

perature operation), as shown in Fig. 4,

and the maximum firing pressure will be

too high.

as possible (by heating, if possible).

part of the exhaust gas bypasses the tur-

In general, a turbocharger with a nor-

bocharger turbine, giving less energy to

mal layout can be used in connection

Air intake casing

Exhaust gas bypass

Exhaust gas system

Exhaust gas
receiver

Turbine

C1+2

Turbocharger

D1
2

Scavenge
air receiver

D2
Diesel engine

Scavenge
air cooler

Compressor

Exhaust gas bypass valve

Controlled by the scavenge air pressure

D
D1
D2

Required electric measuring device

Scavenge air pressure
Engine speed and engine load

C1+2 Control device

Ensures that the load dependent scavenge air
pressure does not exceed the corresponding
ISO-based pressure

Fig. 4: Standard load-dependent low ambient air temperature exhaust gas bypass system

10 Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

the

with an exhaust gas bypass. However,

in a few cases a turbocharger modifica-

The following additional modifications

Ships with ice class notation

tion may be needed.

of the standard design practice should

For ships with the FinnishSwedish ice

be considered as well:

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

The exhaust gas bypass system ensures

that when the engine is running at part

1A super or similar, all MAN B&W

load at low ambient air temperatures,

the load-dependent scavenge air pressure 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-

Larger electric heaters for the cylin-

twostroke diesel engines meet the

der lubricators or other cylinder oil

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

ancillary equipment

changes to the main engines.

Cylinder oil pipes to be further heat

traced/insulated

However, if the ship is with ice class

Upgraded steam tracing of fuel oil

notation 1A super and the main engine

pipes

has to be reversed for going astern

Increased preheater capacity for

(Fixed Pitch Propeller), the starting air

jacket water during standstill

compressors must be able to charge

Different grades of lubricating oil for

the starting air receivers within half an

turbochargers

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

that the engine is not overloaded. At the

Space heaters for electric motors

pressors must be the double in size

same time, it will keep the exhaust gas

Sea chests must be arranged so that

compared to normal.

tive of the ambient conditions, will ensure

temperature relatively high.

blocking with ice is avoided.

For other special ice class notations,

The latest generations of turbochargers

the engines need to be checked indi-

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

vidually.

Turbine Area) system from MAN Diesel,

can replace the variable bypass and

The exhaust gas bypass system to be

ensure, the same scavenge air pressu-

applied is independent of the ice class-

re control.

es, and only depends on how low the

specified ambient air temperature is

Other low temperature precautions

expected to be. However, if the ship is

Low ambient air temperature and low

specified with a high ice class like 1A

seawater temperature conditions come

super, it is advisable to make prepara-

together. The cooling water inlet tem-

tions for, or install, an exhaust gas by-

perature to the lube oil cooler should

pass system.

not be lower than 10C, as otherwise

the viscosity of the oil in the cooler will

Increased steam production in win-

be too high, and the heat transfer in-

tertime

adequate. This means that some of the

During normal operation at low am-

cooling water should be recirculated to

bient temperatures, the exhaust gas

keep up the temperature.

temperature after the turbochargers will

decrease by about 1.6C for each 1.0C

Furthermore, to keep the lube oil vis-

reduction of the intake air temperature.

cosity low enough to ensure proper

The load-dependent exhaust gas by-

suction conditions in the lube oil pump,

pass system will ensure that the exhaust

it may be advisable to install heating

gas temperature after the turbochargers

coils near the suction pipe in the lube

will fall by only about 0.3C per 1.0C

oil bottom tank.

drop in the intake air temperature, thus

enabling the exhaust gas boiler to pro-

Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

11

duce more steam under cold ambient

Closing remarks

The use of the standard loaddependent

temperature conditions.

Diesel engines installed on oceangoing

low ambient air temperature exhaust

ships are exposed to different clima-

gas bypass system may as an additi-

Irrespective of whether a bypass sys-

tic temperature conditions because of

onal benefit also improve the exhaust

tem is installed or not, the exhaust gas

the ships trading pattern. Because the

gas heat utilisation when running at low

boiler steam production at ISO ambient

temperature variations on the sea sur-

ambient air temperatures.

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

face are relatively limited, the engines

higher ambient temperature conditions,

will normally be able to operate world-

Furthermore, at the other end of the

will be the same, whereas in wintertime

wide in unrestricted service without any

temperature scale, if the ship should

the steam production may be relatively

precautions being taken.

need to sail in unrestricted service in

increased, as the scavenge air pressure

is controlled by the bypass valve.

areas with very high ambient air tempeEven if the ship has to sail in very cold

ratures, higher than 45C, this will also

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

be possible provided a high tempera-

As an example, Fig. 5 shows the influ-

gines can, as this paper illustrates, also

ture matching of the engine is applied.

ence of the load-dependent exhaust gas

operate under such conditions without

Even when sailing should be needed at

bypass system on the steam production

any problems as long as some low

very high seawater temperatures, this

when the engine is operated in winter-

temperature precautions are taken.

will be possible provided a specially de-

time, with an ambient air temperature of

signed scavenge air cooler is installed

0C and a scavenge air cooling water

on the diesel engine.

temperature of 10C.
Steam production

The calculations have been made for a

6S60MC-C7/ME-C7 engine equipped

kg/h

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

2,500

with a high-efficiency turbocharger, i.e.

Air intake temperature: 0 C

Cooling water temperature: 10C

having an exhaust gas temperature of

245C at SMCR and ISO ambient con-

Total steam production,

with exhaust gas bypass

2,000

ditions.

Surplus steam
Total steam production,
without bypass

Fig. 5 shows that in wintertime, it is

questionable whether an engine with-

1,500
Steam consumption

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 by-

Extra steam needed

1,000

pass system, the engine can meet the

steam demand.
500

40

50

60

70

80

90

100% SMCR
Engine shaft power

Fig. 5: 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

12 Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

Ambient Temperature Operation and Matching MAN B&W Two-stroke Engines

13

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.
5510-0069-02ppr Aug 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.mandieselturbo.com

MAN Diesel & Turbo a member of the MAN Group