Kompletter PG 2017 Final Druckfertig CAT

POWER PLANT
PROJECT GUIDE
POWER PLANT PROJECT GUIDE
FOREWORD
Core Users for the Power Plant Project Guide are:

 Customers,
 Dealers & Sales Organization,
 Engineering, Procurement, Construction (EPC) Companies,
 Power Plant Consultants.
Purpose of this Power Plant Project Guide:

This guide is intended as a reference and informs about the product, design and operation of a
stationary power plant. The primary purpose is to explain in detail the core functions of handling a
stationary power plant. It presents individual component information covering all major mechanical,
thermodynamic, civil and electrical systems.
The proper selection and installation of gensets in accordance with the power plant and its associated
equipment is critical for the reliable performance and design life of the installation. For the successful
engineering, installation and project execution, Caterpillar Motoren GmbH & Co. KG provides a
predefined basic engineering package that can be extended with optional detail engineering packages.
Caterpillar Motoren GmbH & Co. KG offers extensive dealer support, civil engineering and system
expertise as well as noise and vibration analysis per customer request.
The project information, technical data and reference specifications contained in the following are not
binding, since technical data of products may change without prior notice; especially due to product
development and end-user requests. Caterpillar Motoren GmbH & Co. KG reserves the right to modify
and amend data at any time. Any liability for the accuracy of information provided herein is excluded.
Caterpillar Motoren GmbH & Co. KG will supply further and binding data, drawings, diagrams, electrical
drawings, etc. in connection with a corresponding sales order.
This project guide edition supersedes the previous edition.
Information in this documentation is property of Caterpillar Motoren GmbH & Co. KG and all rights are
reserved. Reproduction, copying or transmission to others of any portion of this document is prohibited
without our prior written consent.
For the latest information on Caterpillar Motoren GmbH & Co. KG systems guidelines and requirements,
please contact your authorized Caterpillar Motoren GmbH & Co. KG dealer.
Caterpillar Motoren GmbH & Co. KG

Falckensteiner Str. 2, 24159 Kiel
P.O. Box, 24157 Kiel
Germany
Phone: +49 (0) 431-3995-0
Telefax: +49 (0) 431-3995-2193
Project Guide Version February 2017 3

TABLE OF CONTENTS
SECTION 1: ENGINE INFORMATION ........................................................................................... 15
1.1 GENERAL ............................................................................................................................. 15
1.1.1 Diesel Engine ................................................................................................................. 15
1.1.1.1 Low Load Operation ............................................................................................... 15
1.1.1.2 Stand By Mode....................................................................................................... 15
1.1.1.3 Changeover to Distillate Fuel ................................................................................. 16
1.1.1.4 Load Application..................................................................................................... 16
1.1.1.5 Diesel Engine Operation at Low Intake Air Temperature ....................................... 17
1.1.1.6 Prospective Lifetimes for Diesel Engines ............................................................... 17
1.2 ENGINE TECHNICAL DATA ................................................................................................. 18
1.2.1 Inline CM20C Diesel Engines and Gensets ................................................................... 18
1.2.1.1 Descriptions ........................................................................................................... 18
1.2.1.2 Engine Technical Data and Operation ................................................................... 19
1.2.1.3 Exhaust Gas Emission Data................................................................................... 20
1.2.1.4 ISO Specific Fuel Consumption – SFC .................................................................. 21
1.2.1.5 ISO Exhaust Gas Data ........................................................................................... 21
1.2.1.6 Engine Noise Data ................................................................................................. 21
1.2.1.7 CM20 Inline Engine Dimensions and Weights ....................................................... 27
1.2.2.1 Description ............................................................................................................. 32
1.2.2.7 CM25C Inline Engine Dimensions and Weights ..................................................... 41
1.2.3.1 Description ............................................................................................................. 46
1.2.3.7 CM 32 Inline Engine Dimensions and Weights ...................................................... 55
1.2.4.1 Description ............................................................................................................. 63
4 Project Guide Version February 2017


1.2.4.7 CM43C Inline Engine dimensions and weights ...................................................... 74
1.2.5 CM32C Vee Diesel Engines and Gensets ..................................................................... 79
1.2.5.1 Description ............................................................................................................. 79
1.2.5.7 CM 32 Vee Engine Dimensions and Weights......................................................... 86
1.2.6 CM43C Vee Diesel Engines and Gensets ..................................................................... 92
1.2.6.1 Description ............................................................................................................. 92
1.2.6.7 CM43 Vee Engine dimensions and weights ........................................................... 99
1.2.7 GCM34 Vee Gas Engines and Gensets ....................................................................... 104
1.2.7.1 Description ........................................................................................................... 104
1.2.7.2 Engine Technical Data and Operation ................................................................. 105
1.2.7.3 Exhaust Gas Emission Data................................................................................. 106
1.2.7.4 ISO Specific Engine Efficiency ............................................................................. 107
1.2.7.5 ISO Exhaust Gas Data ......................................................................................... 107
1.2.7.6 Engine Noise Data ............................................................................................... 107
1.2.7.7 GCM 34 Vee Engine Dimensions and Weights .................................................... 111
1.3 STANDARD REFERENCE CONDITIONS........................................................................... 117
1.3.1 Declaration of Engine Power ........................................................................................ 117
1.3.2 Declaration of Specific Fuel Consumption ................................................................... 117
1.3.3 Declaration of Specific Lube Oil Consumption ............................................................. 118
1.3.4 Performance Parameter Tolerance Factors ................................................................. 118
1.3.5 Heat Rejection Tolerance Factors ................................................................................ 118

1.4 IMPACT ON ENGINE PERFORMANCE ............................................................................. 119

1.4.1 Ambient Air Temperature ............................................................................................. 119
1.4.2 Altitude ......................................................................................................................... 120
1.4.3 Ambient Air Humidity.................................................................................................... 121
1.4.4 Exhaust Gas Back Pressure ........................................................................................ 124
1.5 HEAT BALANCE ................................................................................................................. 125
1.5.1 Diesel Engine ............................................................................................................... 126
1.5.2 Gas Engine .................................................................................................................. 126
1.6 EMISSION REGULATIONS................................................................................................. 127
1.6.1 World Bank Regulations ............................................................................................... 127
1.6.2 United States Environmental Protection Agency (EPA) ............................................... 128
1.6.3 TA-LUFT 2002 – German Emission Regulation ........................................................... 129
SECTION 2: ENGINE FOUNDATION AND ELASTIC MOUNTING ............................................. 131
2.1 DIRECT ELASTIC MOUNTING OF ENGINE (STANDARD VERSION) .............................. 131
2.2 ELASTIC MOUNTING OF BASE FRAME ........................................................................... 134
2.3 CHARACTERISTICS OF ELASTIC MOUNTING ................................................................ 137
2.3.1 Rigid Body Modes ........................................................................................................ 137
2.3.2 Natural Vertical Frequency ........................................................................................... 138
2.3.3 Tuning Ratio  ............................................................................................................. 139
2.4 DESIGN AND DIMENSIONING OF ENGINE FOUNDATION.............................................. 140
2.5 VIBRATION ......................................................................................................................... 141
2.5.1 Sinusoidal Vibration ..................................................................................................... 141
2.5.2 Connection between Vibration Displacement, Velocity and Acceleration ..................... 141
2.6 GENSET VIBRATION.......................................................................................................... 142
2.6.1 Vibration Characteristic in Dependence on Frequency Range ..................................... 142
2.6.2 Assessment of Genset Vibration .................................................................................. 142
2.6.3 Location of Measuring Points ....................................................................................... 145
SECTION 3: MECHANICAL AUXILIARY SYSTEMS ................................................................... 146
3.1 FUEL SYSTEMS.................................................................................................................. 146
3.1.1 Heavy Fuel Oil/Light Fuel Oil (HFO/LFO) System ........................................................ 146
3.1.1.1 General Description ............................................................................................. 146
3.1.1.2 Technical Descriptions ......................................................................................... 147
3.1.2 Light Fuel Oil (LFO) Only System General Description ................................................ 151
3.1.2.1 System General Description................................................................................. 151
3.1.2.2 Technical Description ........................................................................................... 151
3.2 GAS SYSTEM ..................................................................................................................... 153
3.2.1 Gas system basic function ........................................................................................... 153

3.2.2 Gas Fuel Requirements ............................................................................................... 153

3.2.3 Gas System Components ............................................................................................ 154
3.2.4 Function of Gas Valve Unit (GVU) ............................................................................... 155
3.3 LUBE OIL SYSTEM............................................................................................................. 158
3.3.1 General Description ..................................................................................................... 158
3.3.1.1 Lube Oil System Basic Functions......................................................................... 158
3.3.1.2 Lube Oil Quality Requirements ............................................................................ 158
3.3.1.3 Lube Oil Quantities /- Change Intervals ............................................................... 158
3.3.1.4 Pre-Lubrication ..................................................................................................... 159
3.3.1.5 Plants in Cold Climatic Zones .............................................................................. 159
3.3.2 Lube Oil System Components...................................................................................... 159
3.3.2.1 Lube Oil Separator Module .................................................................................. 159
3.3.2.2 Main Lube Oil Components on the Lube Oil Separator Module ........................... 159
3.3.2.3 Lube Oil Separator Module Selection ................................................................... 160
3.3.2.4 Calculating of Lube Oil Separator Capacity.......................................................... 160
3.3.3 Combined Module Oil................................................................................................... 161
3.3.4 Lube Oil Circulating Tank ............................................................................................. 162
3.3.5 Lube Oil Transfer Pump Module .................................................................................. 163
3.4 CRANKCASE VENTILATION ............................................................................................. 164
3.4.1 General ........................................................................................................................ 164
3.4.2 Blow-By-Gas Flow........................................................................................................ 165
3.4.3 Blow-by-Gas Pipe Diameter ......................................................................................... 165
3.5 COOLING WATER SYSTEM............................................................................................... 166
3.5.1 Cooling Water Requirements ....................................................................................... 166
3.5.2 Water Consumption ..................................................................................................... 167
3.5.3 Cooling Water Components ......................................................................................... 168
3.5.4 Combined Module ........................................................................................................ 170
3.5.5 Expansion Tank ........................................................................................................... 172
3.5.6 Radiator ....................................................................................................................... 172
3.5.7 Maintenance Tank........................................................................................................ 175
3.5.8 Maintenance Pump Module ......................................................................................... 175
3.5.9 Cooling Tower .............................................................................................................. 176
3.5.10 Raw Water Cooling ...................................................................................................... 179
3.6 COMBUSTION AIR SYSTEM .............................................................................................. 180
3.6.1 Combustion Air............................................................................................................. 180
3.6.2 Combustion Air Filter Module ....................................................................................... 181
3.6.3 General Guideline to select the Combustion Air Filter .................................................. 183

3.6.3.1 Oil Bath Filter ....................................................................................................... 183

3.6.3.2 Pocket Filter ......................................................................................................... 184
3.6.3.3 Pulse Filter ........................................................................................................... 184
3.6.3.4 Combustion Air Silencer ....................................................................................... 185
3.6.3.5 Expansion Joints .................................................................................................. 185
3.7 EXHAUST GAS SYSTEM ................................................................................................... 186
3.7.1 Turbocharger................................................................................................................ 187
3.7.2 Exhaust Gas Piping...................................................................................................... 189
3.7.3 Exhaust Gas Silencer................................................................................................... 190
3.7.4 Exhaust Gas Stack....................................................................................................... 191
3.7.5 Rupture Disk ................................................................................................................ 192
3.7.6 Exhaust Gas Ventilation ............................................................................................... 192
3.7.7 Spark Arrestor .............................................................................................................. 193
3.7.8 Catalyst Housing .......................................................................................................... 193
3.7.9 Exhaust Gas Heater ..................................................................................................... 193
3.7.10 Chiller ........................................................................................................................... 195
3.8 EXHAUST GAS AFTERTREATMENT ................................................................................ 196
3.8.1 SCR System ................................................................................................................ 197
3.8.2 Oxidation Catalyst ........................................................................................................ 201
3.8.3 Flue Gas Desulfurization .............................................................................................. 202
3.8.3.1 Scrubber .............................................................................................................. 202
3.8.3.2 Packed Bed Filter ................................................................................................. 204
3.8.4 Electrostatic Precipitator .............................................................................................. 206
3.9 COMPRESSED AIR SYSTEM ............................................................................................. 208
3.9.1 General Description ..................................................................................................... 208
3.9.2 Compressed Air Components ...................................................................................... 209
3.9.3 System Schematic ....................................................................................................... 210
3.9.4 Compressed Air System Components ......................................................................... 211
3.9.4.1 MA02: Air Compressor Module, Starting .............................................................. 211
3.9.4.2 MA04: Air Receiver Module.................................................................................. 212
3.9.5 System Calculations..................................................................................................... 212
3.9.5.1 Capacity of Air Receiver Module .......................................................................... 212
3.9.5.2 Calculation of Receiver Module............................................................................ 212
3.9.5.3 Capacity of Air Compressor Module, Starting ...................................................... 213
3.9.5.4 Total Nominal Capacity of MA02 - Air Compressor Module, Starting ................... 213
3.9.5.5 Total Capacity of MA02 - Altitude Derating .......................................................... 213
3.9.5.6 Total Capacity of MA02 - Temperature De-Rating ............................................... 214

3.9.5.7 Total Nominal Capacity of MA02 - Air Compressor Module, Starting ................... 215
3.9.5.8 Plant Control Air ................................................................................................... 215
3.9.5.9 Standard Control Air Consumers ......................................................................... 215
3.10 POWER HOUSE VENTILATION ......................................................................................... 216
3.10.1 General ........................................................................................................................ 216
3.10.2 Plant Located in Extreme Climatic Zones..................................................................... 216
3.10.2.1 Plant in Cold Climatic Zones ................................................................................ 216
3.10.2.2 Plants in Hot Tropical Climatic Zones .................................................................. 216
3.10.2.3 Plants in Dusty Zones .......................................................................................... 216
3.10.3 Heat Loads ................................................................................................................... 217
3.10.4 Air Flow Rate................................................................................................................ 219
3.10.4.1 Air Flow Rate for Combustion Air ......................................................................... 220
3.10.4.2 Air Flow Rate based on Air Changes per Hour (ACH).......................................... 220
3.10.5 Power House Heating .................................................................................................. 221
3.10.6 Selection of Ventilation Type ........................................................................................ 221
3.10.6.1 Design of Natural Ventilation ................................................................................ 221
3.10.6.2 Design of Forced Ventilation ................................................................................ 222
3.10.7 Crude Oil Operation ..................................................................................................... 224
3.10.7.1 Power House Ventilation ...................................................................................... 224
3.10.7.2 Fuel Treatment House Ventilation ........................................................................ 224
3.10.7.3 Engine - Hot Box Ventilation ................................................................................ 224
3.10.8 Air Conditioning ............................................................................................................ 224
3.11 HEAT RECOVERY .............................................................................................................. 225
3.11.1 Thermal Oil System...................................................................................................... 227
3.11.1.1 Exhaust Gas Heater ............................................................................................. 228
3.11.1.2 Thermal Oil Auxiliary Heater ................................................................................ 228
3.11.1.3 Thermal Oil Pumps with Header Group................................................................ 228
3.11.1.4 Expansion Tank ................................................................................................... 229
3.11.1.5 Drain Tank ........................................................................................................... 229
3.11.1.6 Control System..................................................................................................... 229
3.11.2 Steam System .............................................................................................................. 229
3.11.2.1 Exhaust Heated Boiler with Bypass Flaps ............................................................ 231
3.11.2.2 Steam Header Group ........................................................................................... 231
3.11.2.3 Condensate Tank Group and Pump Module ........................................................ 231
3.11.2.4 Feed Water Tank Group and Pump Module......................................................... 231
3.11.2.5 Auxiliary Boiler ..................................................................................................... 231
3.11.2.6 Blow Down Tank Group ....................................................................................... 231

3.11.3 Hot Water System ........................................................................................................ 232

3.12 COMBINED CYCLE ............................................................................................................ 233
3.12.1 Reference Combined Cycle Application ....................................................................... 234
3.13 COMBINED HEAT AND POWER (CHP) ............................................................................. 238
3.13.1 Combined Cooling, Heat and Power (CCHP)............................................................... 238
SECTION 4: ELECTRICAL SYSTEMS ........................................................................................ 239
4.1 GENERAL ........................................................................................................................... 239
4.2 MINIMUM SCOPE OF SUPPLY .......................................................................................... 241
4.2.1 For Liquid Fuel Genset ................................................................................................. 241
4.2.2 For Gas Genset............................................................................................................ 241
4.2.3 For Power Train Auxiliary Equipment and Radiators .................................................... 242
4.3 STANDARD OPTIONS SCOPE OF SUPPLY ..................................................................... 243
4.3.1 Power Plant Control System ........................................................................................ 243
4.3.2 Power Plant Electrical System ..................................................................................... 244
4.4 GENERATORS .................................................................................................................... 246
4.4.1 General ........................................................................................................................ 246
4.4.2 Standards ..................................................................................................................... 246
4.4.3 Typical Specifications................................................................................................... 246
4.4.3.1 Generator ............................................................................................................. 246
4.4.3.2 Automatic Voltage Regulator (AVR) ..................................................................... 247
4.5 CONTROL AND PROTECTION SYSTEMS ........................................................................ 248
4.5.1 General ........................................................................................................................ 248
4.5.2 Power Plants Consisting of Liquid Fuel Gensets.......................................................... 248
4.5.2.1 Local Data Panel (LDP) ....................................................................................... 248
4.5.2.2 Generator Control Panel (GCP) ........................................................................... 249
4.5.3 Power Plants Consisting of Gas Fuel Gensets............................................................. 250
4.5.3.1 Local Control Panel (LCP).................................................................................... 250
4.5.4 Power Train Control Functions ..................................................................................... 250
4.5.4.1 Power Train Annunciation Functions .................................................................... 251
4.5.4.2 Power Train Data Communication ....................................................................... 251
4.5.4.3 24 VDC Power Supply ......................................................................................... 251
4.5.5 Plant Master Control System (Common Control Panel) One per Plant ........................ 252
4.5.5.1 Master Control Panel (MCP) ................................................................................ 252
4.5.6 SCADA Station............................................................................................................. 253
4.6 POWER DISTRIBUTION ..................................................................................................... 253
4.6.1 Medium Voltage System .............................................................................................. 258
4.6.1.1 General ................................................................................................................ 258

4.6.1.2 Fault Current Verification ..................................................................................... 258

4.6.1.3 Technical Data ..................................................................................................... 259
4.6.2 Equipment and System Grounding .............................................................................. 260
4.6.2.1 Equipment Grounding .......................................................................................... 260
4.6.2.2 System Grounding ............................................................................................... 260
4.6.2.3 Summary .............................................................................................................. 261
4.6.2.4 Generator Neutral Grounding Equipment ............................................................. 261
4.6.3 Transformers ................................................................................................................ 262
4.6.3.1 General ................................................................................................................ 262
4.6.3.2 Mains or Step-up Transformer ............................................................................. 262
4.6.4 Low Voltage Switchgear ............................................................................................... 263
4.6.4.1 Main LV Distribution Panel ................................................................................... 263
4.6.4.2 Engine Motor Control Center................................................................................ 264
4.6.4.3 LV Station Auxiliary Panel .................................................................................... 264
4.6.4.4 Fuel Treatment House Motor Control Center (for Liquid Fuel Engine Only) ......... 265
4.6.4.5 Unloading Station Distribution Panel .................................................................... 265
4.6.5 DC Supply System ....................................................................................................... 266
4.6.5.1 110 VDC Charger Panel ...................................................................................... 266
4.6.5.2 110 V Batteries Bank ........................................................................................... 266
SECTION 5: PLANT LAYOUT, DESIGN AND CONSTRUCTION ............................................... 267
5.1 GENERAL ........................................................................................................................... 267
5.1.1 Example Layout ........................................................................................................... 268
5.1.1.1 Site Plan ............................................................................................................... 268
5.1.1.2 Cross Section ....................................................................................................... 269
5.2 SCOPE OF CIVIL WORK .................................................................................................... 270
5.3 BUILDING DESIGN: POWER HOUSE ................................................................................ 272
5.3.1 General Requirements for Arrangement ...................................................................... 272
5.3.2 Engine Hall ................................................................................................................... 274
5.3.2.1 Standard Power Train Concept ............................................................................ 274
5.3.2.2 Fast Installation Design Concept.......................................................................... 275
5.3.3 Construction Systems .................................................................................................. 276
5.3.3.1 Reinforced Concrete Construction ....................................................................... 276
5.3.3.2 Steel Frame Construction .................................................................................... 277
5.3.3.3 Combined Constructions ...................................................................................... 279
5.3.4 Constructional Details and Elements ........................................................................... 280
5.3.4.1 Massive Roof Construction .................................................................................. 285
5.3.4.2 Intermediate Floors (if any) .................................................................................. 285

5.3.4.3 Gratings in Steel................................................................................................... 286

5.3.4.4 Steel Sheet Floors................................................................................................ 286
5.3.4.5 Partition Walls ...................................................................................................... 286
5.3.4.6 Light Partition Walls ............................................................................................. 287
5.3.4.7 Suspended Ceilings ............................................................................................. 287
5.4 DESIGN BASIS FOR STRUCTURAL ENGINEERING........................................................ 296
5.4.1 Design Loads ............................................................................................................... 296
5.4.2 Earthquake Design....................................................................................................... 297
5.4.2.1 Purpose ................................................................................................................ 297
5.4.2.2 General ................................................................................................................ 297
5.4.2.3 Design Philosophy ............................................................................................... 299
5.4.2.4 Design Response Spectrum................................................................................. 300
5.4.2.5 Definitions ............................................................................................................ 301
5.4.3 Building Materials ......................................................................................................... 302
5.4.4 Subsoil ......................................................................................................................... 305
5.4.4.1 Minimum Soil Bearing Capacity ........................................................................... 307
5.5 DESIGN FEATURES / INTERIORS FOR VARIOUS ROOMS / AREAS ............................. 309
5.5.1 Switchgear Room / Control Room / Transformer Room / Battery Room ...................... 309
5.5.2 Rooms for Auxiliary Units and Treatment Plants .......................................................... 309
5.5.3 Special Requirements for Crude Oil Plants .................................................................. 310
5.5.4 Requirements for Ventilation Systems ......................................................................... 310
5.5.5 Requirements for Air Conditioning ............................................................................... 311
5.5.6 Office, Sanitation and Recreation Rooms for the Operating and Maintenance
Personnel ..................................................................................................................... 311
5.5.7 Room or House for Fire-Fighting Equipment ................................................................ 312
5.5.8 Workshop and Stores................................................................................................... 312
5.5.9 Windows, Strip Lighting, Doors, Gates ......................................................................... 313
5.5.10 Illumination ................................................................................................................... 314
5.5.11 Electric Supply Points .................................................................................................. 315
5.6 SOUND ATTENUATION ..................................................................................................... 316
5.6.1 General ........................................................................................................................ 316
5.6.2 Definitions .................................................................................................................... 316
5.6.2.1 Sound Pressure Level LP .................................................................................... 316
5.6.2.2 Equivalent Continuous Sound Pressure Level Leq,T ........................................... 316
5.6.3 Noise Immission ........................................................................................................... 317
5.7 DRAINAGE .......................................................................................................................... 318
5.7.1 Storm Water System .................................................................................................... 318

5.7.2 Sewage Water System................................................................................................. 318

5.7.3 Oil Water System ......................................................................................................... 318
5.8 TANK FARM ........................................................................................................................ 319
5.8.1 Plants in Cold Climatic Zones ...................................................................................... 319
5.9 PIPE WORK DEFINITION ................................................................................................... 320
5.9.1 Pipe Work .................................................................................................................... 320
5.9.1.1 General Compliance with Standards and Codes.................................................. 320
5.9.1.2 Standards Named in Specification ....................................................................... 320
5.9.1.3 Substitution of Standards and Design Codes ....................................................... 320
5.9.2 Piping Installation - General ......................................................................................... 324
5.9.3 Pipe Terminations and Connections ............................................................................ 325
5.9.4 Pipe Welding ................................................................................................................ 325
5.9.4.1 Pipe Supports and Anchors.................................................................................. 327
5.9.4.2 Internal Cleaning of Pipes .................................................................................... 327
5.9.4.3 Cleaning Instructions for Fuel and Lubricating Oil Lines ...................................... 328
5.9.4.4 Cleaning and Preservation ................................................................................... 328
5.9.4.5 Thermal Insulation................................................................................................ 329
5.9.4.6 Finishes and Appearance Cladding ..................................................................... 332
5.9.4.7 Testing Pipe Work ................................................................................................ 332
5.9.5 References ................................................................................................................... 333
SECTION 6: POWER PLANT EQUIPMENT OPTION DEFINITION............................................. 334
6.1 MINIMUM SCOPE OF SUPPLY .......................................................................................... 334
6.2 STANDARD OPTIONS ........................................................................................................ 336
SECTION 7: ENGINEERING SERVICE DEFINITION & PROJECT MANAGEMENT
(OFF / ON SITE) ........................................................................................................ 337
7.1 GENERAL ........................................................................................................................... 337
7.2 STANDARD SERVICES ...................................................................................................... 337
7.2.1 Order Management ...................................................................................................... 337
7.2.2 Standard Equipment Engineering (Basic Engineering) ................................................ 337
7.2.3 Balance of Plant – Standard Option Equipment Engineering ....................................... 340
7.2.4 Civil, Structural and Architectural Engineering ............................................................. 341
7.2.5 Mechanical Engineering ............................................................................................... 341
7.2.6 Electrical Engineering .................................................................................................. 341
7.2.7 On Site Service / Local Scope...................................................................................... 341
7.2.8 Site Technical, Mechanical, and Electrical Installation Support - Construction
Management by Others................................................................................................ 342

SECTION 8: IDENTIFICATION SYSTEM ..................................................................................... 343

8.1 GENERAL ........................................................................................................................... 343
8.2 CODE STRUCTURE............................................................................................................ 343
8.3 COMPONENTS CODE ........................................................................................................ 344
8.4 SUBCOMPONENTS CODE................................................................................................. 347
8.5 INTERCONNECT MATERIAL CODE .................................................................................. 348

SECTION 1: ENGINE INFORMATION

1.1 GENERAL
1.1.1 Diesel Engine
1.1.1.1 Low Load Operation

The engine can be started, stopped and run on heavy fuel oil under all operating conditions.
But below 25 % rated power operation on heavy fuel is neither appropriate nor economical. A
changeover to diesel oil is recommended to avoid disadvantages as e.g. increased wear and tear,
contamination of the air and exhaust gas systems and increased contamination of lube oil.
The Figure 1.1-1 shows the restrictions applying for low load HFO - operation. Continuous operation on
heavy fuel is permitted above 25 % of engine load (PE).
Below this range, the operating time on heavy fuel must be limited according to the load stage. The
engine load must be increased gradually and within a period of up to 15 minutes for reasons of safety.
Figure 1.1-1: Cleaning run of engine
1.1.1.2 Stand By Mode

Start and stop with heavy fuel is generally permissible. The following conditions have to be met for
stand-by mode.
 The HFO system of the engine remains in operation and keeps the HFO at injection viscosity.
The temperature of the engine injection system is maintained by circulating preheated HFO
and heat losses are compensated.
 The lube oil treatment system (lube oil separator) remains in operation; the lube oil is
separated continuously.
 The operating temperature of the engine cooling water is maintained by the cooling water
preheater.

1.1.1.3 Changeover to Distillate Fuel

When operating on heavy fuel a changeover to distillate fuel is always required, if:
 Maintenance work of longer duration is planned, or
 The engine has been in standby mode for more than 12 hours.
1.1.1.4 Load Application

The load on a preheated engine can be increased depending on the mean effective pressure (BMEP)
according to the values recommended by ISO 8528-5. The graph shows the possible load stages
ensuring the frequency settling time stipulated by the same standards as seen in the
Figure 1.1-2.
Figure 1.1-2: load stage according to ISO 8528-5
Recovery behavior after a sudden load-increase according to load steps depending on pme / unloading
corresponds to ISO 8528-5.

1.1.1.5 Diesel Engine Operation at Low Intake Air Temperature

If the intake air is preheated or mixed with engine room air so that the temperature before compressor
inlet is higher than +10 °C, the engine can be operated at full power output. Full load at compressor
inlet temperatures below +10 °C is admissible if charge air is blown off after compressor so that the
charging pressure does not exceed the values at +20 °C intake air temperature.
At intake air temperatures below +10 °C the engine may only be operated at maximum 90 % rated
output because otherwise the approved nominal firing pressure will be exceeded.
1.1.1.6 Prospective Lifetimes for Diesel Engines

The expectable TBO (time between overhaul) and actual life time may deviate significantly as a result
of, amongst others, fuel quality, load and operating profile / conditions and, however, the quality of
maintenance.
Lifetime [h]
Core components TBO [h]
DFO / MDO HFO
Piston crow (life time incl. 2 stages rework) 30000 90000 90000
Piston skirt cast iron (standard) - 60000 60000
Piston skirt steel (optional) - 90000 90000
Piston rings - 30000 30000
Piston pin bearing - 60000 60000
Cuff / Anti-polishing ring - 30000 30000
Cylinder liner - 90000 60000
Cylinder head 15000 90000 90000
Inlet valve 15000 30000 30000
Exhaust valve 15000 30000 30000
Nozzle element - 7500 5000
Pump element - 15000 15000
Main bearing - 30000 30000
Big end bearing - 30000 30000
Camshaft bearing - 45000 45000
Turbocharger plain bearing - 12000 12000
Vibration damper camshaft, Visco – all engines / -
15000 15000
except 9CM43C & 16VM43C
Vibration damper camshaft, Spring – only -
30000 30000
9CM43C & 16VM43C
Vibration damper crankshaft 30000 60000 60000
The above mentioned data is only indicative and relate to an average component life expectancy under
favorable operating conditions.

1.2 ENGINE TECHNICAL DATA
1.2.1 Inline CM20C Diesel Engines and Gensets
1.2.1.1 Descriptions
Engine Type 4-stroke engine
Cylinder configuration Inline Type 6, 8, 9
Fuel type LFO, CRO and HFO up to 700 cSt
Bore 200 mm
Stroke 300 mm
Engine compression ratio 14,8
Cylinder displacement 9,4 l/cyl
Cylinder output 170 bkW @ 900 rpm / 190 bkW @ 1000 rpm
Mean piston speed 9 / 10 m/s
Mean effective pressure 24,1 / 24,2 bar
Engine speed 900 / 1000 rpm
Rotation direction Counterclockwise
Aspiration Turbocharged and after-cooled
Turbocharger mounting Free end
Engine rating 1020 – 1710 bkW
Emission directive WB II

1.2.1.2 Engine Technical Data and Operation

Engine type 6CM20C WBII 8CM20C WBII 9CM20C WBII
Engine output kW 1020 1140 1360 1520 1530 1710
Rated RPM 1/min 900 1000 900 1000 900 1000
Operation frequency Hz 60 50 60 50 60 50
Starting air
Air volume per start (preheated engine) Nm³ 0,5
Starting air pressure min / max bar 7 / 30
Combustion air
Air temperature min / max °C 10 / 50
Max. air pressure drop in charge air system mbar 15
Combustion air demand @ ISO condition kg/h 7385 8180 11165 11435 12560 12855
Combustion air demand @ ISO condition m³/h 6320 7000 9550 9780 10750 11000
Inlet manifold charge air pressure bar 3,01 3,1 3,35 3,43 3,35 3,43
Turbocharger type HPR4000 HPR5000 HPR5000
Connection flange at TC - compressor inlet DN
Exhaust gas
Exhaust gas temp. after turbine @ ISO cond. °C 355 360 310 330 300 330
Exhaust gas mass flow @ ISO condition kg/h 7580 8395 11420 11725 12850 13180
Nominal diameter turbocharger exhaust outlet mm 400 500 500
Reference diameter exhaust gas piping mm 400 500 500
Max. exhaust gas total back pressure mbar 35
Cooling water
Jacket water & CAC, flow rate m³/h 30 40 45
Jacket water pressure drop bar
Charge air cooler – pressure drop bar 0,15 0,26 0,32
Engine cooling water outlet, min / max °C 80 / 90
Charge air cooler, inlet temperature °C 38
Min. cooling water pressure before engine bar 2,5
Max. cooling water pressure bar 6
Engine cooling water preheating kW 12
Engine cooling water during preheating, 60 / 80
°C
min / max
Water volume of engine / without CAC m³ 0,12 0,16 0,18
Reference volume expansion tank m³ 0,1
Heat balance @ ISO condition, 100 % engine load 1
Jacket water kW 150 165 200 220 220 250
Charge air cooler kW 325 390 425 535 485 595
Lubricating oil cooler kW 130 150 175 195 200 220
Engine heat radiation kW 50 50 70 70 80 80
1 see chapter 1.3.5 Heat Rejection Tolerance Factors

Engine type 6CM20C WBII 8CM20C WBII 9CM20C WBII

Fuel oil
Flow rate, circulating pump m³/h 0,9 1,2 1,4
Fuel pressure before engine, DFO min / max bar 1,5 / 5
Fuel pressure before engine, HFO min / max bar 4 / 10
Heat dissipation of fuel injection2 kW 3,3 4,4 5
Max. DFO temperature at engine inlet °C 50
Max. HFO temperature at engine inlet °C 155
Max. HFO viscosity @ 50 °C / CIMAC fuel quality cSt 700 / K55
Injection viscosity, min / max cSt 2 / 12
HFO duplex filter nominal dia. (mounted at engine) DN 40
HFO filter mesh size (material stainless steel) mm 0,034
HFO automatic filter mm 0,010
Dynamical design pressure, fuel system components bar 20
Frequency of dynamical design pressure Hz 75
Lube oil
Lube oil flow rate, engine driven pump m³/h 52,5 58,8 52,5 58,8 52,5 58,8
Lube oil flow rate, min m³/h 32 36 36
Lube oil pressure, engine driven pump bar 10
Lube oil pressure before engine, min / max bar 4/5
Lube oil temperature before engine, min / max °C 55 / 65
Required pre-lubrication flow m³/h 10 12
Required pre-lubrication pressure bar 5
Lube oil consumption @ 100 % load g/kWh 0,6 ± 0,3
Duplex filter, mesh size (engine mounted) mm 0,08
Automatic filter, mesh size mm 0,034
Max. pressure drop in lube oil cooler bar 1,5
Volume of lube oil circulating tank, min / optimal m³ 0,9 / 2 1,2 / 2,6 1,3 / 2,9
Filling of lube oil circulating tank, min / optimal m³ 0,7 / 1,6 1 / 2,1 1 / 2,4
Crankcase ventilation
Max. allowed crankcase pressure mbar 2,5
Nominal diameter ventilation pipe mm 2 x DN50
1.2.1.3 Exhaust Gas Emission Data

Engine 6CM20C 8CM20C 9CM20C
Emission requirement World Bank II ( WBII )
NOx (nitrogen oxide) emission @ diesel oil g/kWh 8,34 8,34 8,34
CO (carbon monoxide) g/kWh 1,06 0,91 0,6
THC (total hydro carbon) g/kWh 0,62 0,62 0,6
NOx (nitrogen oxide) emission @ 15 % O2,
mg/m³ 1450 1450 1450
diesel oil
Particulate matter @ 15 % O2, diesel mg/m³ 7 7 7
2 depends on fuel quality / tolerance +50%

1.2.1.4 ISO Specific Fuel Consumption – SFC

The ISO specific fuel consumption is the quantity of fuel consumed by an engine per unit of power and
time at the ISO standard power.
Output Speed SFC [g/kWh]3
Engine [kW] [rpm] Output [%]
50 60 70 75 85 90 100 110
6CM20C 1020 900 202 197 192 190 188 188 189 -
WBII 1140 1000 203 197 192 190 189 189 190 -
8CM20C 1360 900 202 197 192 190 188 188 189 -
WBII 1520 1000 203 197 192 190 189 189 190 -
9CM20C 1530 900 202 197 192 190 188 188 189 -
WBII 1710 1000 203 197 192 190 189 189 190 -
1.2.1.5 ISO Exhaust Gas Data

All technical data regarding exhaust gas flow and temperature after turbine is given at ISO condition.
For different ambient conditions these values have to be corrected.
Output Speed Temperature after turbine [°C] / Mass flow rate [kg/h] 4
Engine Output [%]
[kW] [rpm]
25 50 75 85 100
- 375 355 345 355
1020 900
- 4155 5820 6550 7580
6CM20C WBII
- 360 355 350 360
1140 1000
- 4675 6795 7440 8395
- 320 300 290 290
1360 900
- 6205 8915 9985 11420
8CM20C WBII
- 330 310 315 330
1520 1000
- 7055 9700 10630 11725
- 300 300 290 300
1530 900
- 6980 10005 11235 12850
9CM20C WBII
- 330 305 310 330
1710 1000
- 7490 10910 11955 13180
1.2.1.6 Engine Noise Data

The following noise data has been measured on a Caterpillar Motoren GmbH & Co. KG engine test
bench. Even though the maximum overall noise level is usually generated by the engine at full load
operation, a part load operation may lead to higher noise levels at individual frequencies, i.e. the shape
of the Sound Power Level curve may deviate slightly from the below curve shapes.
3 refer to chapter 1.3.2 Declaration of Specific Fuel Consumption

4 Tolerances see chapter 1.3.4 Performance Parameter Tolerance Factors

Airborne Sound Power Level 6CM20C
Note a) A-correction according IEC 61672-1

Note b) Tolerance ±2 dB
Exhaust Gas Sound Power Level 6CM20C


Combustion Air Sound Power Level 6CM20C











1.2.1.7 CM20 Inline Engine Dimensions and Weights
Dimensions [mm] Weight *

Type
L1 L2 H1 H2 W1 W2 [t]
6CM20C 6073 5727 2164 1680 627 18,8
8CM20C 6798 6475 2335 1054 1816 710 23,1
9CM20C 7125 6802 2335 1816 710 26
*Depending on generator weight
Removal of:
Piston
 In transverse direction: X1 = 2960 mm
 In longitudinal direction: X2 = 3280 mm
Cylinder Liner
 In transverse direction: Y1 = 2965 mm

CM20C Inline Engine Connections
Compressed air Cooling water

C86 Compressed air, inlet C15 Charge air cooler, outlet
Combustion air C21 Jacket water, inlet
C39 Drain, condensate separator C22 Charge air cooler, inlet
C35 Drain, charge air duct C25 Jacket water, outlet
C36 Drain, turbocharger washing C37 Vent
C42 Turbine cleaning connection Lube oil
C91b Combustion air, inlet C51 Force pump, suction side
Exhaust gas C53 Lube oil discharge
C91a Exhaust gas, outlet C55 Protection filter, inlet
Fuel oil C58 Force pump, delivery side
C76 Duplex filter, inlet C60 Separator connection, suction side
C78 Fuel, outlet C61 Separator connection, pressure side
C81 Drip fuel connection C91 Crankcase ventilation
C81b Drip fuel connection, filter pan

Engine Parts Dimensions and Weights
Figure 1.1-3: Cylinder Head / Weight = 91,5 kg Figure 1.1-4: Cylinder liner / Weight = 60 kg
Figure 1.1-5: Connecting rod / Weight = 39 kg Figure 1.1-6: Piston with connecting rod / Weight =
78 kg

CM20C Inline Engine Dismantling of Charge Air Cooler and Turbocharger Cartridge
Charge air cooler cleaning is carried out with charge air cooler dismantled. A container to receive the
cooler and cleaning liquid is to be supplied by the customer.
Intensive cleaning is achieved by using ultrasonic vibrators.
Dimensions [mm] Weight [kg]
A B C D E Turbocharger
6CM20C 515 268 892 1330 830 236
8 / 9CM20C 670 276 1025 1400 910 354

CM20C Inline Genset on Base Frame
Dimensions of genset mounted on base frame [mm]

Type
A B C D E F G H K L
6CM20C 3040 6000 896 2843 1170 2000 800 325 1563 1658
9CM20C 3535 6700 775 3888 1631 2000 800 325 1686 1913
Dimensions of genset mounted on base Weight

Type frame [mm] of genset [t] approx.
M N with oil filling
6CM20C 1566 1054 18,5 20
9CM20C 1856 1669 26,2 27,3
Foundation dimensions may vary due to earthquake acceleration.

1.2.2.1 Description
Bore 255 mm
Stroke 400 mm
Cylinder output 300 bkW
Mean piston speed 9,6 / 10 m/s
Engine rating 1800 - 2700 bkW


6CM25C 8CM25C 9CM25C
Engine type
WBII WBII WBII
Engine output kW 1800 2400 2700
Rated RPM 1/min 750 / 720 750 / 720 750 / 720
Operation frequency Hz 50 / 60 50 / 60 50 / 60
Starting air
Combustion air
Combustion air demand @ ISO condition kg/h 12250 15780 18360
Combustion air demand @ ISO condition m³/h 10480 13500 15700
Inlet manifold charge air pressure bar 2,9 3 3
Turbocharger type HPR6000 HPR6000 HPR6000
Connection flange at TC - compressor inlet DN 300 300
Exhaust gas
Exhaust gas temp. after turbine @ ISO condition °C 330 330
Exhaust gas mass flow @ ISO condition kg/h 12600 16250 18880
Connection flange at TC – turbine outlet DN 500 600 600
Cooling water
Jacket water & Charge air cooler, HT - flow rate m³/h 40 55 60
Jacket water pressure drop bar 1,2 1,2 1,3
Charge air cooler, HT-stage – pressure drop bar 0,13 0,23 0,27
Charge air cooler, LT-stage – flow rate m³/h 40 45 50
Charge air cooler, LT-pressure drop @ LT flow 0,14
bar 0,18 0,21
rate
Charge air cooler, LT-stage – inlet temperature °C 38
Engine cooling water during preheating, min / max °C 60 / 80
Water volume of engine / without Charge air cooler m³ 0,2 0,25 0,28
Reference volume expansion tank m³ 0,2 0,25 0,3
Heat balance @ ISO condition, 100 % engine load 5
Jacket water kW 230 305 345
Charge air cooler, HT-stage kW 455 645 785
Charge air cooler, LT-stage kW 180 215 270
Lubricating oil cooler kW 230 300 335
Engine heat radiation kW 75 105 115


Engine type
WBII WBII WBII
Fuel oil
Heat dissipation of fuel injection 6 kW 5,2 7 7,8
Max. HFO viscosity @ 50°C / CIMAC fuel quality cSt 700 / K55
HFO duplex filter nominal dia. (mounted at engine) - DN 40
Dynamical design pressure, fuel system 20
bar
components
Lube oil
Lube oil flow rate, engine driven pump m³/h 93 / 89 93 / 89 93 / 89
Required pre-lubrication flow m³/h 20
Lube oil consumption @ 100% load g/kWh 0,6 ± 0,3
Volume of lube oil circulating tank, min / optimal m³ 1,4 / 3,1 1,8 / 4,1 2 / 4,6
Filling of lube oil circulating tank, min / optimal m³ 1,1 / 2,5 1,5 / 3,3 1,7 / 3,7
Nominal diameter ventilation pipe mm 80
6 depends on fuel quality / tolerance ±50%


NOx (nitrogen oxide) emission @ HFO g/kWh 10,5 10,5 10,5
NOx (nitrogen oxide) emission @ 15% O2, diesel oil mg/m³ 1250 1250 1250
NOx (nitrogen oxide) emission @ 15% O2, HFO mg/m³ 1360 1360 1360
CO (carbon monoxide) @ 15% O2 mg/m³ - - 106
THC (total hydro carbon) @ 15% O2 mg/m³ - - 380
Particulate matter @ 15 % O2, diesel / HFO 2 %
mg/m³ 7 / 24 7 / 24 7 / 24
sulfur

Output SFC [g/kWh] 7
Engine Output [%]
[kW]
50 60 70 75 85 90 100 110
6CM25C WBII 1800 196 191 186,5 185 184 184 185 -
8CM25C WBII 2400 196 191 186,5 185 184 184 185 -
9CM25C WBII 2700 196 191 186,5 185 184 184 185 -

All technical data regarding exhaust gas flow and temperature after turbine are given at ISO condition.
Engine Output [%]
[kW] [rpm]
25 50 75 85 100
375 375 350 340 330
6CM25C WBII 1800 750/720
- - - - 12600
2400 - - - - -
8CM25C WBII 750/720
- - - - 16250
380 350 335 335 330
9CM25C WBII 2700 750/720
5840 10180 14530 16270 18880

















1.2.2.7 CM25C Inline Engine Dimensions and Weights
Dimensions [mm] Weight *

Type
L1 L2 H1 H2 W1 W2 [t]
6CM25C 8070 7638 2950 2479 43
8CM25C 9130 8727 3097 1340 2534 977 53
9CM25C 9516 9057 3097 2534 56
*Depending on generator weight
Removal of:
Piston
Cylinder Liner


C86 Compressed air, inlet C15 Charge air cooler LT, outlet
Combustion air C17 Charge air cooler HT, outlet
C34 Drain, condensate separator, charge air cooler C19 Oil cooler, outlet
C35 Drain, charge air duct C21 HT pump engine, inlet
C36 Drain, turbocharger washing C22 Fresh water pump LT, inlet
C42 Turbine cleaning connection C28 Fresh water pump LT, outlet
C91b Combustion air, inlet C37 Vent
Exhaust gas C37b Charge air cooler LT, vent
C91a Exhaust gas, outlet Lube oil
Fuel oil C60 Separator connection, sution side
C76 Duplex filter, inlet C61 Separator connection, delivery side
C78 Fuel outlet C62a Oil drain, prelubrating pump
C81 Drip fuel connection C65 Lube oil filling socket
C81b Drip fuel connection, filter pan C91 Crankcase ventilation

Figure 1.1-7: Cylinder Head / Weight = 240 kg Figure 1.1-8: Cylinder liner / Weight = 162 kg
Figure 1.1-9: Connecting rod / Weight = 79 kg Figure 1.1-10: Piston / Weight = 46 kg

CM25C Inline Engine Dismantling of Charge Air Cooler and Turbocharger Cartridge
Turbocharger weight [kg]
6 / 8 / 9CM25C 563
Charge air cooler cleaning is carried out with charge air cooler dismantled. A container to receive the
cooler and cleaning liquid is to be supplied by the customer.


Type
A B C D E F G H J K L
6CM25C 3210 7400 1090 3661 1470 3000 1000 457 2162 2256 2416
9CM25C 4585 8300 1005 4951 1650 3000 1000 457 2162 2256 2416
Dimensions of genset mounted on base frame Weight of genset [t]

Type [mm] approx.
M N - with oil filling
6CM25C 2396 1517 40 42
9CM25C 2486 1390 54 56,8

1.2.3.1 Description
Bore 320 mm
Stroke 480 mm
Mean piston speed 9,6 m/s
Mean effective pressure 24,9 bar
Engine speed 600 rpm


Engine type
WBII WBII WBII
Engine output kW 2880 3840 4320
Rated RPM 1/min 600 600 600
Operation frequency Hz 50 / 60 50 / 60 50 / 60
Starting air
Combustion air
Combustion air demand @ ISO condition kg/h 19420 27350 30710
Combustion air demand @ ISO condition m³/h 16620 23400 26980
Inlet manifold charge air pressure bar 3,5 3,5 3,5
Turbocharger type ABB TPS61 ABB TPL65 ABB TPL67
Connection flange at TC - compressor inlet DN 300 400 400
Exhaust gas
Exhaust gas temp. after turbine @ ISO condition °C 300 320 300
Exhaust gas mass flow @ ISO condition kg/h 19970 28080 31650
Nominal diameter turbocharger exhaust outlet DN 600 700 700
Cooling water
Jacket water & Charge air cooler, HT - flow rate m³/h 70 70 80
Jacket water pressure drop bar 0,75 0,6 0,45
Charge air cooler, HT-stage – pressure drop bar 0,47 0,29 0,37
Charge air cooler, LT-stage – flow rate m³/h 70 80 90
Charge air cooler, LT– pressure drop @ LT flow rate bar 0,62 0,42 0,52
Water volume of engine / without Charge air cooler m³ 0,4 0,45 0,45
Reference volume expansion tank m³ 0,45 0,55 0,55
Heat balance @ ISO condition, 100% engine load 9
Jacket water kW 380 510 570
Charge air cooler, HT-stage kW 820 1080 1220
Charge air cooler, LT-stage kW 300 400 450
Lubricating oil cooler kW 350 470 520
Engine heat radiation kW 95 125 140


Engine type
WBII WBII WBII
Fuel oil
Fuel pressure before engine, HFO min / max 4 / 10
Heat dissipation of fuel injection 10 kW 8,4 11,1 12,5
Max. HFO viscosity @ 50°C / CIMAC fuel quality cSt 700 / K55
HFO duplex filter nominal dia. (mounted at engine) DN 40
Lube oil
Lube oil flow rate, engine driven pump m³/h 118 118 118
Volume of lube oil circulating tank, min / optimal m³ 2,2 / 4,9 2,9 / 6,5 3,3 / 7,3
Filling of lube oil circulating tank, min / optimal m³ 1,7 / 4 2,3 / 5,3 2,6 / 5,9

NOx (nitrogen oxide) emission @ HFO g/kWh 10,22 10,22 10,22
NOx (nitrogen oxide) emission @ 15 % O2, diesel oil mg/m³ 1420 1420 1420
NOx (nitrogen oxide) emission @ 15 % O2, HFO mg/m³ 1540 1540 1540
CO (carbon monoxide) @ 15 % O2 mg/m³ 48 48 48
THC (total hydro carbon) @ 15 % O2 mg/m³ 210 210 210
Particulate matter @ 15 % O2, diesel / HFO 2 % sulfur mg/m³ 32 / 45 33 / 45 32 / 45


Output Speed SFC [g/kWh] 11
50 60 70 75 85 90 100 110
6CM32C WBII 2880 600 186 182 179 178 176 176 177 -
8CM32C WBII 3840 600 186 182 179 178 176 176 177 -
9CM32C WBII 4320 600 186 182 179 178 176 176 177 -

25 50 75 85 100
360 320 300 300 300
6CM32C WBII 2880 600
5810 10530 15250 17140 19970
3840 335 310 305 310 320
8CM32C WBII 600
8460 15000 21540 24150 28080
390 320 290 290 300
9CM32C WBII 4320 600
31650

















1.2.3.7 CM 32 Inline Engine Dimensions and Weights
Dimensions [mm] Weight

Type
L1 L2 L3 L4 H1 H2 H3 H4 W1 W2 W3 [t]
6CM32C 5677 5677 5300 2622 939,5 2174 38,8
8CM32C 6797 6876 6369 852 2902 1052 550 1155 2175 1174 2367 47,7
9CM32C 7609 7467 7187 2969 972 2175 49,4
Removal of:
Piston
Cylinder Liner


C86 Compressed air, inlet C14 Charge air cooler LT, inlet
Combustion air C15 Charge air cooler LT, outlet
C34 Drain, condensate separator charge air cooler C16 Charge air cooler HT, inlet
C35 Drain, charge air duct C25 Charge air cooler HT, outlet
C42 Turbine cleaning connection C37b Charge air cooler LT, vent
C91b Combustion air, inlet Lube oil
Exhaust gas C51 Force pump, suction side
C91a Exhaust gas, outlet C53 Lube oil discharge
Fuel oil C55 Protection filter, inlet
C76 Duplex filter, inlet C58 Force pump, delivery side
C78 Fuel, outlet C91 Crankcase ventilation
C81 Drip fuel connection


CM32C Inline Engine Dismantling of Charge Air Cooler

Type
X1 X2 Y A B C [kg]
6CM32C 1338 1980 1413 530 676 1160 400
8 / 9CM32C 1350 2015 1625 720 870 1180 950
Cleaning is carried out with charge air cooler dismantled. A container to receive the cooler and cleaning
liquid is to be supplied by the customer.

CM32C Inline Genset direct elastic mounted on Concrete Foundation
Dimensions of genset resilient mounted on concrete foundation Weight of

Type [mm] genset [t]
approx.
6CM32C 3600 8300 1270 4408 1820 4000 2000 790 2176 2900 2347 50
8CM32C 4660 9500 1369 5627 1820 4000 2000 935 2165 2778 2180 69


Type
A B C D E F G H
6CM32C 3683 8100 1186 4408 1850 3500 1200 550
8CM32C 4743 9500 1342 5627 1800 3500 1200 550
9CM32C 5588 10000 1175 6334 1900 3500 1200 550
Weight of genset
[t] approx.
Type
with oil
J K L M N O -
filling
6CM32C 2176 2900 2347 2375 1975 1250 69 73
8CM32C 2165 2778 2180 2375 1977 1250 81 85
9CM32C 2165 2969 2175 2375 2001 1250 87 92
Dimensions may vary due to earthquake acceleration.

Engine Transportation

Attention!
If the engine is lifted in an oblique position, the dimension “A” must not be exceeded. When taking up
load, maximum 3° must not be exceedet all round. This means the rod must have no contact in this
area.
Attention!
Device to be used for transport of engine types 6/8/9M32 only.
Max. Lifting speed: 5 m/min
Design, Marking, tests etc. acc. to rules for prevention of accidents 18.4.
Belonging to this are test sheets or test book for load carrying facilities (cross bars).
Dimensions for transportation [mm]

Type
A B C X Y
6CM32C 100 795 2119 791
8CM32C 130 1590 2726 806
1325
9CM32C 140 3031 810
Transportation Shackle

1.2.4.1 Description
Cylinder configuration Inline Type 6, 7, 8, 9
Bore 430 mm
Stroke 610 mm
Mean piston speed 10,5 / 10,2 m/s


6CM43C 7CM43C 8CM43C 9CM43C
Engine type
WBII WBII WBII WBII
Engine output kW 5640 6580 7520 8460
Rated RPM 1/min 500/514 500/514 500/514 500/514
Operation frequency Hz 50/60 50/60 50/60 50/60
Starting air
Air volume per start (preheated engine) Nm³ 2,4 3
Combustion air
Max. pressure drop in charge air
mbar 15
system
Combustion air demand @ ISO 39450/ 42800/ 52600/ 59180/
kg/h
condition 39770 43140 53020 59650
Combustion air demand @ ISO 33760/ 36620/ 45010/ 50640/
m³/h
condition 34030 36910 45370 51040
Inlet manifold charge air pressure bar 3,25
Turbocharger type / ABB TPL71C TPL76C
Connection flange, TC - compressor
DN 600
inlet
Exhaust gas
Exhaust gas temperature after turbine
°C 300/305 300/305 300/305 315
@ ISO condition
Exhaust gas mass flow @ ISO 39740/ 46030/ 52610/ 59610/
kg/h
condition 40060 46400 53030 60080
Connection flange, TC – turbine outlet DN 900 1000
Reference diameter exhaust gas piping mm 900 1000
Cooling water
Jacket water & CAC, HT - flow rate m³/h 100 110 120 130
Jacket water pressure drop bar 0,45 0,45 0,45 0,45
CAC, HT-stage – pressure drop bar 0,18 / 0,21 0,25 / 0,28
CAC, LT-stage – min flow rate m³/h 80 100
CAC, LT-pressure drop @ min flow rate bar 0,14 0,19
CAC, LT-stage – inlet temperature °C 38
Min. cooling water pressure before
bar 2,5
engine
Engine water during preheating,
°C 60 / 80
min / max
Water volume of engine / without CAC m³ 0,6 0,7 0,8 0,9

6CM43C 7CM43C 8CM43C 9CM43C

Engine type
WBII WBII WBII WBII
Jacket water kW 660 770 880 985
Charge air cooler, HT-stage kW 1360/1370 1480/1490 1820/1830 2040/2060
Charge air cooler, LT-stage kW 540 580/590 710/720 800/810
Lubricating oil cooler kW 665 780 890 1000
Engine heat radiation kW 165 185 210 240
Fuel oil
Flow rate, circulating pump m³/h 4,2 4,9 5,6 6,2
Min / max DFO pressure before engine bar 1,5 / 5
Min / max HFO pressure before engine 4 / 10
Heat dissipation of fuel injection 14 kW 16,4 19,1 21,8 24,5
Max. HFO viscosity @ 50°C / CIMAC cSt 700 / K55
HFO duplex filter (mounted at engine) mm DN 40
HFO filter mesh size mm 0,034
Dynamical design pressure, fuel
bar 20
system
Frequency of dynamical design
Hz 40
pressure
Lube oil
Lube oil flow rate, engine driven pump m³/h 146 203
Lube oil flow rate, min m³/h 100 120 160 180
Lube oil pressure before engine,
bar 4/5
min / max
Lube oil temp before engine, min / max °C 60 / 65
g/kW
Lube oil consumption @ 100% load 0,6 ± 0,3
h
Duplex filter, mesh size mm 0,08
Filter mesh size mm 0,034
Volume of circulating tank, min /
m³ 4,3 / 9,6 50 / 11,2 5,7 / 12,8 6,4 / 14,4
optimal
Filling of circulating tank, min / optimal m³ 3,4 / 7,7 4,0 / 9,0 4,6 / 10,3 5,1 / 11,5
Nominal diameter ventilation pipe mm DN 150
13 see chapter 1.3.5 for Heat Rejection Tolerance Factors



Engine 6CM43C 7CM43C 8CM43C 9CM43C
NOx (nitrogen oxide) emission @ diesel oil g/kWh 11,44 11,44 11,44 11,44
NOx (nitrogen oxide) emission @ HFO g/kWh 12,6 12,6 12,6 12,6
CO (carbon monoxide) g/kWh - - - -
THC (total hydro carbon) g/kWh - - - -
NOx (nitrogen oxide) emission @ 15% O2, diesel mg/m³ 1800 1800 1800 1800
NOx (nitrogen oxide) emission @ 15% O2, HFO mg/m³ 1980 1980 1980 1980
CO (carbon monoxide) @ 15% O2 mg/m³ - - - -
THC (total hydro carbon) @ 15% O2 mg/m³ - - - -
Particulate matter @ 15% O2, diesel / HFO 2% sulfur mg/m³ 33 / 45 33 / 45 33 / 45 33 / 45

Output SFC [g/kWh] 15
Engine [kW] Output [%]
50 60 70 75 85 90 100 110
6CM43C WBII 5640 182 178 175 174 173 173 174 -
7CM43C WBII 6580 182 178 175 174 173 173 174 -
8CM43C WBII 7520 182 178 175 174 173 173 174 -
9CM43C WBII 8460 182 178 175 174 173 173 174 -

All technical data regarding exhaust gas flow and temperature after turbine is given at ISO condition.
25 50 75 85 100
385 335 310 305 300
500
20850 30310 34080 39740
6CM43C WBII 5640
385 335 310 305 305
514
21010 30550 34350 40060
385 335 310 305 300
500
24090 33660 39460 46030
7CM43C WBII 6580
385 335 310 305 305
514
24280 33930 39780 46400
385 335 310 305 300
500
27530 38470 45100 52610
8CM43C WBII 7520
385 335 310 305 305
514
27750 38780 45460 53030


25 50 75 85 100
390 340 315 315 315
500
31190 43280 51100 59610
9CM43C WBII 8460
390 340 315 315 315
514
31440 43630 51500 60080




















1.2.4.7 CM43C Inline Engine Dimensions and Weights
Dimensions [mm]
Type
L1 L2 L3 L4 L5 H1 H2 H3 H4 H5
6CM43C 7560 1351 1255 3650 - 750 1344 - - -
7CM43C 8638 1351 1255 4380 5977 750 1344 - - -
8CM43C 9368 1351 1255 5110 6707 750 1344 - - -
9CM43C 10098 1351 1255 5840 7437 750 1344 2990 4238 5802

Type
W1 W2 W3 [t]
6CM43C 3300 - 215 82
7CM43C 3300 - 232 97
8CM43C 3300 - 232 114
9CM43C 3300 1124 232 124
Removal of:
Piston
Cylinder Liner
 In longitudinal direction: Y2 = 4610 mm
 In transverse dir. reduced: Y1red.= 3705 m


C86 Compressed air inlet C14 Charge air cooler LT, inlet
C34 Drain, condensate separator, charge air cooler C16 Charge air cooler HT, inlet
Fuel oil C58 Force pump, delivery side
C76 Duplex filter, inlet C59 Lube oil inlet, duplex filter
C78 Fuel, outlet C62 Drip oil, pan duplex filter
C80 Drip fuel connection C91 Crankcase ventilation
C80b Drip fuel connection

Figure 1.1-15: Cylinder Head / Weight = 1.100 kg Figure 1.1-16: Cylinder liner / Weight = 674 kg

Space Requirement for Dismantling of Charge Air Cooler and Turbocharger Cartridge
Charge Air Cooler Cleaning

liquid is to be provided at site. Intensive cleaning is achieved by using ultrasonic vibrators.
Charge air cooler Turbocharger cartridge
Engine type
Weight [kg] Weight [kg]
6CM43C 1138 460
7 / 8 / 9CM43C 1124 820
*Splitted charge air cooler
Turbocharger Dismantling
Caterpillar Motoren GmbH & Co. KG recommends to provide a lifting rail with a travelling trolley right
above the center of the turbocharger in order to carry out scheduled maintenance work

CM43C Inline Genset direct elastic mounted on Concrete Foundation
Dimensions of genset resilient mounted on concrete block [mm]

Type
9CM43C 6885 12800 1863 7437 2550 4500 2000 1010 2990 4238 2998
Weight of genset [t]

Type
approx.
9CM43C 175

1.2.5 CM32C Vee Diesel Engines and Gensets
1.2.5.1 Description
Cylinder configuration Vee Type 12, 16
Bore 320 mm
Stroke 460 mm
Cylinder displacement 37 l / cyl
Mean piston speed 11,5 / 11 m/s


Engine type 12CM32C WBII 16CM32C WBII
Engine output kW 6000 8000
Rated RPM 1/min 720 750 720 750
Operation frequency Hz 60 50 60 50
Starting air
Combustion air
Combustion air demand @ ISO condition kg/h 41670 41550 57620 56990
Combustion air demand @ ISO condition m³/h 35660 35550 49300 48770
Inlet manifold charge air pressure bar 3,25 3,4 3,35 3,5
Turbocharger type 2xABB TPL65 2xABB TPL65
Exhaust gas
Exhaust gas temp. after turbine @ ISO condition °C 305 300 315 320
Exhaust gas mass flow @ ISO condition kg/h 42800 42680 59120 58500
Nominal diameter turbocharger exhaust outlet mm 600 700
Cooling water
Jacket water & Charge air cooler, HT - flow rate m³/h 100 130
Jacket water pressure drop bar 0,5 0,5
Charge air cooler, HT-stage – pressure drop bar 0,52 0,62
Charge air cooler, LT-stage – min / max flow rate m³/h 80 / 110 100 / 110
Charge air cooler, LT– pressure drop @ LT flow rate bar 0,37 / 0,69 0,58 / 0,69
Engine cooling water outlet, min / max °C 80 / 90 80 / 90
Water volume of engine / without Charge air cooler m³ 0,7 0,8
Jacket water kW 740 740 980 990
Charge air cooler, HT-stage kW 1790 1790 2385 2385
Charge air cooler, LT-stage kW 560 570 750 750


Fuel oil
Flow rate, circulating pump m³/h 4,5 6
Heat dissipation of fuel injection 18 kW 17,4 23,2
Max. HFO viscosity / fuel quality acc. to CIMAC cSt / 50°C 700 / K55
HFO duplex filter nominal dia. (mounted at engine) mm DN 40
Lube oil
Lube oil flow rate, engine driven pump m³/h 161 168 161 168
Lube oil flow rate, min m³/h 100 130
Duplex filter, mesh size (material stainless steel) mm 0,08
Filter mesh size (material stainless steel) mm 0,034
Volume of lube oil circulating tank, min / optimal m³ 4,5 / 10,3 6 / 13,6
Filling of lube oil circulating tank, min / optimal m³ 3,6 / 8,2 4,8 / 10,9

Engine 12CM32C 16CM32C
Speed rpm 720 750 720 750
Emission requirement World bank II ( WBII )
NOx (nitrogen oxide) emission @ HFO g/kWh 10,4 10 10,4 10
CO (carbon monoxide) g/kWh 0,32 0,36 0,32 0,36
THC (total hydro carbon) g/kWh 1,07 1,1 1,07 1,1
NOx (nitrogen oxide) emission @ 15% O2, diesel oil mg/m³ 1260 1220 1260 1220


Speed rpm 720 750 720 750
Emission requirement World bank II ( WBII )
CO (carbon monoxide) @ 15% O2 mg/m³ 50 55 50 55
THC (total hydro carbon) @ 15% O2 mg/m³ 110 110 110 110

Engine Output [%]
[kW] [rpm]
50 60 70 75 85 90 100 110
12CM32C 720 189 185 181 179 176 176 177 -
6000
WBII 750 190 186 182 180 177 177 178 -
16CM32C 720 189 185 181 179 176 176 177 -
8000
WBII 750 190 186 182 180 177 177 178 -

25 50 75 85 100
425 360 320 310 305
720
12CM32C 13610 23340 33080 36970 42800
6000
WBII 405 340 305 300 300
750
13570 23280 32980 36860 42680
370 355 315 310 315
720
16CM32C 20430 33325 46230 51390 59120
8000
WBII 370 365 330 325 320
750
20215 32980 45745 50850 58500












1.2.5.7 CM 32 Vee Engine Dimensions and Weights

Type
L1 L2 L3 H1 H2 H3 W1 W2 [t]
12CM32C 6956 6535 949 2318 1205 750 3115 1133 65
16CM32C 8328 6885 949 2318 1205 750 3115 1133 82
Removal of:
Piston
Cylinder Liner

CM32 Vee Engine Connections



Space requirement for Dismantling of Charge Air Cooler and Turbocharger Cartridge
12 / 16CM32C
Turbocharger Dismantling
R [mm] Weight [kg]
12 / 16CM32C 1115 211

CM32C Vee Genset direct elastic mounted on Concrete Foundation
Dimensions of genset resilient mounted on concrete block [mm]

Type
12CM32C 4290 9500 1522 4586 2130 4500 2000 1010 2319 1898 2998
16CM32C 5640 10800 1522 5936 2130 4500 2000 1010 2319 1898 2998
Weight of genset
Type
[t]
12CM32C approx. 95
16CM32C approx. 118

CM32C Vee Genset on Base Frame

Type
12CM32C 4432 9800 1372 4595 2300 4000 1200 750 1899 2319 2998
16CM32C 5612 11200 1550 5936 2290 4000 1200 750 1899 2319 3130
Dimensions of genset mounted Weight

Type on base frame [mm] of genset [t] approx.
M N with oil filling
12CM32C 3040 2375 108 114
16CM32C 2990 2390 137 144

1.2.6 CM43C Vee Diesel Engines and Gensets
1.2.6.1 Description
Bore 430 mm
Stroke 610 mm


Rated RPM 1/min 500 514 500 514
Starting air
Air volume per start (preheated engine) Nm³ 3 3,5
Combustion air
Inlet manifold charge air pressure bar 3,2 3,2 3,2 3,2
Turbocharger type 2xABB TPL71C 2xABB TPL76C
Exhaust gas
Nominal diameter turbocharger exhaust outlet mm 900 1000
Cooling water
Charge air cooler, LT-stage – min / max flow rate m³/h 100 / 200 130 / 260
Charge air cooler, LT-pressure drop @ min flow rate bar 0,1 / 0,35 0,16 / 0,56
Reference volume expansion tank m³ 1
Jacket water kW 1300 1300 1740 1740


Fuel oil
Flow rate, circulating pump m³/h 8,3 11
Heat dissipation of fuel injection 22 kW 32,7 43,6
Max. HFO viscosity / fuel quality acc. to CIMAC cSt/50°C 700 / K55
HFO duplex filter nominal dia. (mounted at engine) mm DN 65
Lube oil
Lube oil flow rate, engine driven pump m³/h 250 400
Lube oil consumption @ 100 % load g/kWh 0,6 ± 0,3
Filter mesh size (material stainless steel) mm 0,034
Volume of lube oil circulating tank, min / optimal m³ 8,5 / 19,2 11,3 / 25,6
Filling of lube oil circulating tank, min / optimal m³ 6,8 / 15,4 9 / 20,5

Speed rpm 500 514 500 514
NOx (nitrogen oxide) emission @ HFO g/kWh 12,38 12,38 12,38 12,38
NOx (nitrogen oxide) emission @ 15% O2, diesel oil mg/m³ 1680 1680 1680 1680


Speed rpm 500 514 500 514
CO (carbon monoxide) @ 15% O2 mg/m³ 40 40 40 40
THC (total hydro carbon) @ 15% O2 mg/m³ 240 240 240 240

50 60 70 75 85 90 100 110
12CM43C 500 180 176 173 172 172 172 173 -
11280
WBII 514 180 176 173 172 172 172 173 -
16CM43C 500 180 176 173 172 172 172 173 -
15040
WBII 514 180 176 173 172 172 172 173 -

25 50 75 85 100
430 355 310 305 300
500
12CM43C 41690 60600 68170 79480
11280
WBII 430 355 310 305 300
514
42020 61080 68710 80110
440 360 320 315 310
500
16CM43C 55450 83000 90840 105970
15040
WBII 440 360 320 315 310
514
55890 83200 91560 106810












1.2.6.7 CM43 Vee Engine Dimensions and Weights

Type
L1 L2 L3 L4 H1 H2 H3 W1 W2 [t]
12CM43C 9840 8466 1440 2030 4121 1713 875 1571 3810 162
16CM43C 11760 10409 1440 2030 4113 1846 875 1670 3822 220
Removal of:
Piston
Cylinder liner

CM43C Vee Engine Connections



Space Requirement for Dismantling of Charge Air Cooler and Turbocharger Cartridge
Charge Air Cooler Cleaning

liquid is to be provided at site. Intensive cleaning is achieved by using ultrasonic vibrators.
Charge air cooler dimensions [mm]
Engine type Weight [kg]
A B C
12CM43C 670 2760 1164 2493
16CM43C 670 2760 1164 2493
Turbocharger dismantling
Caterpillar Motoren GmbH & Co. KG recommends providing a lifting rail with a travelling trolley right
above the center of the turbocharger in order to carry out scheduled maintenance work.

CM43C Vee Genset direct elastic mounted on Concrete Foundation

Type [mm] genset
[t] approx.
12CM43C 5975 12300 1980 6591 2650 5000 3000 1290 2793 3369 3875 227
16CM43C 7791 14500 2065 8533 2670 5000 3000 1300 2867 3473 3875 286
Foundation dimensions may vary due to earthquake acceleration

1.2.7 GCM34 Vee Gas Engines and Gensets
1.2.7.1 Description
Fuel type Natural Gas
Bore 340 mm
Stroke 420 mm
Engine compression ratio 11,4 / 12,5
Cylinder output 420 / 500 bkW
Mean effective pressure 18,4 / 17,6 21,9 / 21 bar
Emission directive TA-Luft
Engine version EP – electrical efficiency optimized


Engine type G16CM34 G20CM34
Rated RPM 1/min 720 750 720 750
Starting air
Air volume per start (preheated engine) Nm³ 40 47
Combustion air
Air temperature min / max °C -20 / 50 10 / 50 -15/ 50
Max. air pressure drop in charge air system mbar 15 30
TC-Compressor outlet air pressure bar (abs) 3,4 3,3 3,8 3,65
Turbocharger type 2 x ABB TPL65 2 x ABB A155
Exhaust gas
Nominal diameter turbocharger exhaust outlet mm 2 x 700 800
Max. exhaust gas total back pressure mbar 30 30
Cooling water
Charge air cooler, LT-stage – min / max flow rate m³/h 90 /110 130
Charge air cooler, LT– pressure drop @ LT flow rate bar 0,48 / 0,69 0,16
Charge air cooler, LT-stage – inlet temperature °C 38 32 / 38
Min. cooling water pressure before engine bar 2
Jacket water kW 710 710 1210 1210

Engine type G16CM34 G20CM34

Gas fuel
Gas pressure before pressure regulator, min / max bar 5/8 6,5 / 9,5
Min. Operating Gas temperature to engine °C 0
Max. Operating Gas temperature to engine °C 60
Recommended lower heat value kJ/mN³ 31500 - 43300
Min. methane number 70 80
Max. operating pressure pulsation bar 0,017
Lube oil
Lube oil flow rate, engine driven pump m³/h 161 168 161 168
Volume of lube oil sump m³ 3 3,8
Operating range crankcase pressure mbar -2,5 to -3

Engine G16CM34 G20CM34
Speed rpm 720 750 720 750
Emission requirement TA-Luft = 500 mg/mN³ @ 5 % O2
NOx (nitrogen oxide) emission g/kWh 1,21 1,21 - -
VOC (volatile organic compound) g/kWh - - 0,2 0,2
NMHC (none methane hydrocarbon) g/kWh - - 0,5 0,5
PM (particulate matter) g/kWh 0,047 0,047 0,05 0,05
NOx (nitrogen oxide) emission @ 5% O2 mg/m³ 500 500 500 500
CO (carbon monoxide) @ 5% O2 mg/m³ 1000 1000 - -
THC (total hydro carbon) @ 5% O2 mg/m³ 2500 2500 - -
PM 10 (particulate matter) @ 5% O2 mg/m³ 19 19 - -

1.2.7.4 ISO Specific Engine Efficiency

The ISO specific engine efficiency is the mechanical efficiency of an engine at the ISO standard power.
Output Speed Efficiency [%] 26
Engine Output [%]
[kW] [rpm]
25 50 75 85 100
720 - - 45,7 46,4 47,4
G16CM34 6720
750 - - 46,2 46,8 47,8
720 40,9 45,6 47,8 48,5 48,9
G20CM34 10000
750 40,2 45,2 47,6 47,9 48,9

Engine Output [%]
[kW] [rpm]
25 50 75 85 100
- 24450 32180 36140 42730
720
- 435 375 360 325
G16CM34 6720
- 24800 32970 36800 43260
750
- 435 375 360 325
16075 29800 43310 48665 57310
720
475 420 380 365 340
G20CM34 10000
16015 29700 43205 48825 57130
750
480 425 380 365 350



Airborne Sound Power Level G16CM34

Exhaust Gas Sound Power Level G16CM34


Combustion Air Sound Power Level G16CM34

Airborne Sound Power Level G20CM34


Exhaust Gas Sound Power Level G20CM34

Combustion Air Sound Power Level G20CM34


1.2.7.7 GCM 34 Vee Engine Dimensions and Weights

Type
L1 L2 L3 H1 H2 H3 W1 W2 [t]
G16CM34 8405 6885 949 2318 1255 750 2857 1133 82

Type
L1 L2 L3 H1 H2 H3 W1 [t]
G20CM34 9855 9192 949 2873 2250 750 3818 93

G16CM34 Engine Connections

Exhaust gas C37b Charge air cooler LT, vent
C91a Exhaust gas, outlet Lube oil
C95 Waste gate C55 Protection filter, inlet
Fuel oil C56 Connection prelubricatng pump
C79a Gas mainchamber, inlet C58 Force pump, delivery side
C79b Gas pre chamber, inlet C66 Filling, drain
C67 Level indicator
C91 Crankcase ventilation

G20CM34 Engine Connections

C35 Drain, charge air duct / flywheel side C17 Charge air cooler HT, outlet
Exhaust gas Lube oil
C91a Exhaust gas, outlet C21b Preheated oil, inlet
C79a Gas mainchamber, inlet C56 Connection prelubricatng pump
C79b Gas pre chamber, inlet C58 Force pump, delivery side
C66 Filling, drain
C67 Level indicator
C91 Crankcase ventilation

G16CM34 Genset direct elastic mounted on Concrete Foundation

Type [mm] genset
[t] approx.
G16CM34 5700 10800 1270 5936 2130 4500 2000 1010 1899 2319 2826 113

G16CM34 Genset on Base Frame

Type
G16CM34 6332 11200 830 5936 2350 4000 1200 750 1899 2319 2998
Dimensions of genset mounted on Weight

Type base frame [mm] of genset [t] approx.
G16CM34 3492 2490 135 137,7

G20CM34 Genset on Base Frame

Type
G20CM34 7562 13700 1170 8243 2350 4000 1200 750 2400 2467 3818
Dimensions of genset mounted on Weight

Type base frame [mm] of genset [t] approx.
G20CM34 3300 2580 161 165

1.3 STANDARD REFERENCE CONDITIONS

The International standard ISO 15550 established the framework for ISO engine power measurement
standards. It was prepared to serve as a “Core” standard and contains the requirements that are
common to all engine applications.
ISO 3046 contains as a “Satellite” standard those requirements that are necessary to tailor power
measurements and declaration to suit the particular engine application.
If requirements from the regulations of any other authority (e.g. inspecting and/or legislative authority)
have to be met, it is recommended that these requirements are subject to agreement between
manufacturer and customer.
ISO 3046 Part 1 specifies the requirements for the declaration of power, fuel consumption, lubricating oil
consumption and test methods in addition to the basic requirements defined in “Core” standard ISO
15550.
The CM engine family has been tested according the ISO standards. The following standard reference
conditions shall be used for the purpose of determining the power and fuel consumption of an engine:
Total barometric pressure: pr = 100 kPa
Air temperature: Tr = 298 K (tr = 25 °C)
Relative humidity: r = 30 %
Charge air coolant temperature Tcr = 298 K (tcr = 25 °C)
1.3.1 Declaration of Engine Power

The published power stated in the engine selection data is the ISO standard power. The ISO standard
power is the maximum continuous brake power that an engine is capable of delivering under the
following conditions:
 Fitted only with the essential dependent auxiliaries.
 Between maintenance intervals as stated by the manufacturer.
 With the maintenance prescribed by the engine manufacturer having been carried out.
 At a stated speed at the operating conditions.
 With the declared power adjusted by the manufacturer to the following reference conditions:
Total barometric pressure: 100 kPa
Charge air temperature: 318 K (45 °C)
Cooling water temperature at charge air cooler inlet: max. 311 K (38 °C)
1.3.2 Declaration of Specific Fuel Consumption

The specific fuel consumption of an engine stated by Caterpillar Motoren GmbH & Co. KG refers to:
 Standard reference conditions.
 The declared power and at specific engine speed.
 For diesel engines: distillate type of fuel with a lower calorific value of 42700 kJ/kg acc. to
ISO 3046.
 For gas engines: natural gas with a lower heating value of 31,5 MJ/m³ and a minimum
methane number of 80 for rated power output.
 Without engine driven pumps.
 5 % tolerance for the specific fuel oil consumption for the declared power.

For each engine driven pump an additional consumption has to be calculated.

For C engines an additional specific fuel consumption (SFC) of 1 % for each engine driven pump must
be considered.
For all E engines following additional specific fuel consumption (SFC) must be considered.
 Per engine driven lube oil pump:
Engine power [%] 100 85 75 50 25
Additional BSFC [%] 1 1,2 1,3 2 4
 Per engine driven cooling water pump:

Engine power [%] 100 85 75 50 25
Additional BSFC [%] 0,4 0,47 0,53 0,8 1,6
1.3.3 Declaration of Specific Lube Oil Consumption

The specific lube oil consumption of an engine stated by Caterpillar Motoren GmbH & Co. KG refers to:
 The declared power and at specific engine speed,
 An oil consumption without oil discarded during an engine oil change or during lube oil
treatment (e.g. separator has to shut off),
 After a stated period of running-in, normally after 500 hours,
 50 % tolerance for the specific lube oil consumption for the declared power.
1.3.4 Performance Parameter Tolerance Factors

Power ±3%
Torque ±3%
Exhaust stack temperature ± 20 K
Inlet mass flow ± 10 %
Intake manifold pressure ± 10 %
Exhaust mass flow ± 10 %
Specific fuel consumption ±5%
Specific lube oil consumption ± 50 % (reference is rated power)
1.3.5 Heat Rejection Tolerance Factors

Heat rejection ± 10 %
Heat rejection to atmosphere ± 50 %
Heat rejection to lube oil ± 10 %
Heat rejection to charge air cooler ± 10 %

1.4 IMPACT ON ENGINE PERFORMANCE
1.4.1 Ambient Air Temperature

The CM engine family has been tested according the ISO standards. The standard reference
temperature of 25 °C shall be used for the purpose of determining the power and fuel consumption of
an engine.
With variation in temperature the air density changes. At sea level and 25 °C air has a density of
approximately 1292 kg/m³. Any increase in temperature means a decrease in the optimum performance,
because its fuel-air mixture is reduced.
To avoid bad performance of the engine and to ensure a safe and reliable engine operation, the engine
load will be limited at higher ambient air temperatures. For DFO and HFO application the engine ISO
power will be reduced (VD 8777-4) to the at site rating. The maximum permissible air temperature
before turbocharger is 50 °C for HFO and 55 °C for diesel. For higher air temperature a special rating
and turbocharger matching will be offered.
Reference values for the additional fuel oil consumption at different ambient air temperatures as 25 °C
for diesel engines are shown in Figure 1.1-27 (according ISO 3046).
Figure 1.1-27: Additional fuel oil consumption at different ambient air temperature (<> 25 °C)
The ambient air temperature influences the incoming air temperature of the engine and therefore is also
relevant for different technical data as exhaust gas flow and temperature as well as heat rejection
values. For different ambient temperatures these values can be corrected according the Table 1.1-1.
Please note that these values are only applicable for diesel engines.

Exhaust gas mass flow -2,5 % per 10 K suction air temperature

Exhaust gas temperature +12 K per 10 K suction air temperature
Heat rejection to jacket water +2,0 % per 10 K suction air temperature
Heat rejection to lube oil +0,5 % per 10 K suction air temperature
Heat rejection to HT water +4,0 % per 10 K suction air temperature
Heat rejection to LT water +1,0 % per 10 K suction air temperature
Table 1.1-1: correction values for different ambient temperatures
1.4.2 Altitude
The mean sea level pressure is the atmospheric pressure at sea level. Average sea-level pressure is
101325 Pa, equivalent to 1013 mbar or 760 mmHg (torr). The atmospheric pressure varies in the
altitude and with the weather. As altitude increases, atmospheric pressure decreases. Temperature and
humidity also affect the pressure. The atmospheric pressure from elevation in meter above sea level at
an air temperature of 25 °C is given in Figure 1.1-28.
Figure 1.1-28: Atmospheric pressure at altitude
Engine power, fuel economy, reliability and emissions were effected by altitude level. As altitude
increases, air pressure and air density will be reduced and less air is available. The engine makes less
power. Soot emissions of the diesel engine increase with the decrease of atmospheric pressure too.
The reference altitude above sea level for engine derating is 500 m for CM25C, CM32C and CM43C
engines and 200 m for CM20C engines. All altitudes at site which exceed the reference altitude will
result in a reduced engine power, the so called at site rating. At higher altitudes other turbocharger
matching can be necessary, too.
The impact on the fuel oil consumption when differ from an atmospheric pressure of 1000 mbar by
running with diesel engines is shown in Figure 1.1-29.

Figure 1.1-29: additional fuel oil consumption due to changed ambient pressure (according ISO 3046)
1.4.3 Ambient Air Humidity

Relative Humidity measures water vapor relative to the air temperature. It is expressed as the amount of
water vapor in the air as a percentage of the total amount that could be held at its current temperature.
Warm air can hold far more moisture than cold air meaning that the absolute humidity of warm air would
be far higher than of cold air if their relative humidity levels were equal. Therefore the relative humidity is
always related to a temperature. For instance ambient air with a relative humidity of 60 % at a
temperature of 25 °C is equal to an absolute humidity of 12 g/kg. Ambient air with the same relative
humidity of 80 %, but at a temperature of 40 °C has an absolute humidity of 29 g/kg. Figure 1.1-30 can
be used to identify the absolute humidity.

Figure 1.1-30: Relationship between relative and absolute humidity at ambient air temperature (air pressure ~ 1bar) -
(VD8914-4)
The absolute humidity is the measure of water vapor (moisture) in the air, regardless of temperature. It
is expressed as grams of moisture per kilograms of dry air (g/kg). The maximum measured absolute
humidity on the earth is 31 g/kg.
The CM engine family has been tested according the ISO standards. The standard fixed the humidity to
a relative humidity of 30 % at an air temperature of 25 °C. This value is referring to an absolute humidity
of 6 g/kg. Deviations will influence the engine performance and can result in a charge air temperature
control and / or in a derate of the engine load.
When air with a given relative humidity will be cooled, it reaches a temperature at which it is saturated.
At saturation, the relative humidity of the air is 100 %, i.e. the air contains as much water vapor as it can
hold. The air temperature at 100 % relative humidity is known as the dew point of the air. Cooling air
beyond the dew point results in condensation of the water vapor.
The ambient air surged in by the compressor of the engine mounted turbocharger will be compressed
and results in a temperature rise. The increased temperature of the compressed air increases its vapor

holding capacity which, in turns, reduces the relative humidity of the air because the water vapor
remains constant. It must be noted that compressing the air has also increased the dew point. This
means that subsequent cooling of the air by an aftercooler to standard charge air temperature of 45 °C
could cause condensation.
The charge air temperature control avoids cooling beyond the dew point of the charge air and
condensation within the engine. The maximum charge air temperature can’t be exceeded (VD 8777-4).
If at maximum charge air temperature condensation water should still emerge at the permanent drain,
the engine power must be reduced until drain of condensate is stopped.
Figure 1.1-31 shows the minimum required charge air temperature under consideration of the absolute
humidity of the air and the charge air pressure.
Figure 1.1-31: Required charge air temperature for charge air temperature control (VD8914-4)
Unfortunately the uprating of charge air will influence the engine efficiency and therefore the standard
fuel oil consumption (SFOC), too. Figure 1.1-32 gives an indication about the increased consumption at
CM diesel engines.

Figure 1.1-32: Increase in SFOC at increased charge air temperature (> 45 °C) according ISO 3046
1.4.4 Exhaust Gas Back Pressure

Higher back pressure will influence significantly the performance of the CM engines. All engines will
work well with a back pressure of 35 mbar referring to an engine load of 100 %.
An exhaust gas back pressure up to 50 mbar is generally permissible. The following table shows the
dependence between exhaust back pressure and additional fuel oil consumption as well as exhaust
temperature for diesel engines.
0 … 35 mbar no corrections
exhaust gas temperature after turbine: +3K per 10 mbar
> 35 … 50 mbar
fuel consumption: +0.3 g/kWh per 10 mbar
> 50 mbar restricted / PAR required
Table 1.1-2: Back pressure vs. fuel oil consumption and exhaust gas temperature
Please contact your Caterpillar Motoren GmbH & Co. KG representative if an exhaust gas back
pressure above 50 mbar is necessary.

1.5 HEAT BALANCE

Internal combustion engines run on gaseous or liquid fuel which is delivering the fuel energy. After
ignition the compressed fuel and air mixture burns inside a cylinder, and the high-pressure cylinder
contents push the piston back. The net result of a complete engine cycle is an amount of work that is
transferred to the shaft of the engine, named as mechanical energy.
The fraction of fuel energy that is not converted into work will be available in the exhaust gas.
Friction between the piston and the cylinder liner is the major cause of friction loss. Other friction losses
occur in the crankshaft and camshaft bearings. The friction losses can be found in terms of heat in the
lubricating oil and subsequently in the lube oil cooler.
Additional it is impossible to prevent heat from the hot cylinder contents escaping to the cylinder walls
and heads. Cooling with jacket water avoids melting of the cylinder material and overstressing of the
engine construction. Heat transfers also from the engine block to the surrounding due to convection and
radiation.
CM engines are equipped with turbocharging to increase the power output. The turbocharger increases
not only the pressure but also the temperature. The charge air cooler brings the temperature back to a
lower value. With the two-stage intercooler, much of the heat can be captured at a temperature level of
75 °C … 90 °C.
Further efficiency losses are caused by incomplete fuel combustion.
The heat amounts to be dissipated are calculated by means of the HBC (Heat Balance Calculation).
Engine’s energy balance is always based on the lower heating value (Hu) of the fuel applied. Fuel’
higher heating value (Ho) includes the energy that can be recovered by condensing the water vapor in
the exhaust gas.
The energy balance data given in chapter 1.2 Engine Technical Data applies only to a fully loaded
engine operating at ISO conditions.
The engine’s output often has to be adapted to the on-site power demand and ambient conditions.
Therefore the HBC for defining the size of the recooling system is always site related and considers a
worst case scenario with some reserves.
The HBC for heat recovery will be shown for as close as possible to 100 % energy balance. Due to
engine mounting tolerances and different used fuel qualities deviations must be taken into account.
Tolerance factors are given in the chapter 1.3 Standard Reference Conditions.

1.5.1 Diesel Engine

Due to the sulfur content in the liquid fuel the heat in the exhaust gas will be mostly used in a
temperature range above 180 °C. This simplifies the components for exhaust gas recovery and ensures
a long lifetime. In case of low sulfur fuel applications the exhaust gas recovery can be optimized.
1.5.2 Gas Engine

The following figure shows the energy balance of the G20CM34 for electricity driven operation at ISO
conditions:
FUEL ENERGY
21500 kW
MECHANICAL
USEABLE HEAT HEAT LOSSES
ENERGY
jacket water
charge air unburned
electrical generator exhaust gas + charge air lube oil exhaust gas
cooler, hydro- radiation*
output losses ≥ 120 °C** cooler, cooler* < 120 °C
LT-stage* carbons ect.
HT-stage*
9700 kW 300 kW 3970 kW 3390 kW 1125 kW 905 kW 1590 kW 305 kW 215 kW

45 % 1,5 % 18,5 % 16 % 5% 4% 7,5 % 1,5 % 1%
General Notes:
* see chapter 1.3.5 Heat Rejection Tolerance Factors
** see chapter 1.3.4 Performance Parameter Tolerance Factors
Figure 1.1-33: Energy balance - G20CM34
If useable heat at higher temperature level is needed, the charge air cooler HT-stage can be rearranged
after the engine jacket water. The maximum outlet water temperature at the charge air cooler HT-stage
is limited to 105 °C. Temperatures above this limit require an updated charge air cooler design.

1.6 EMISSION REGULATIONS

The reason for establishing emission standards for stationary engines is that they are a source of
pollution. The emission standards are based on the engine classifications and vary in various
jurisdictions.
The main model regulations that are used by many countries are the United States Environmental
Protection Agency (EPA) and the directive of the European Commission. The standards for non-road
diesel engines are more harmonized. Many countries adopt the emission standards derived from either
the US or the European models.
In 1998, the World Bank Group has issued a guideline for New Plants, which defines procedures for
establishing maximum emission levels for thermal power plants with a capacity of 50 or more
megawatts of electricity (MWe). The guideline assists the World Bank in making funding decisions for
new power plants. Internationally the World Bank’s guideline has been widely used as the minimum
norm if the host country has not its own specific legislation for the engine-driven power plants.
1.6.1 World Bank Regulations

The Environmental, Health and Safety (EHS) for Thermal Power Plants guidelines include air emission
limits for engine-driven power plants as well as energy efficiency and Greenhouse Gas emission and
provisions applicable to water consumption, noise, effluents, hazardous materials, oils and solid wastes
from power plants.
The maximum emission levels are expressed as concentrations, to facilitate monitoring.
This emission guideline includes information relevant to combustion processes fueled by gaseous, liquid
and solid fossil fuels and biomass with a total rated heat input capacity above 50 Megawatt thermal
input (MWth) on Higher heating Value (HHV) basis. It applies to boilers, reciprocating engines and
combustion turbines in new and existing facilities.
The following air emission limits for reciprocating engines are applicable for new facilities in mg/Nm³ @
15 % O2 content, dry gas (issued December 19, 2008).
Particulate
Sulfur Dioxide (SOx) Nitrogen Oxides (NOx)
Fuel Matter (PM)
NDA DA NDA DA NDA DA
200 (SI) 200 (SI)
Natural Gas - - - -
400 (Dual Fuel) 400 (CI, Dual Fuel)
1460 (CI, bore dia
Liquid Fuels 1170 or < 400 mm)
(Plant> 50 MWth 50 30 use of 0,5 % S 1850 (CI, bore dia 400
to < 300 MWth) ≤2%S ≥ 400 mm)
2000 (Dual Fuel)
Liquid Fuels
585 or use 740 (contingent upon water
(Plant ≥ 300 50 30 0,2 % S 400
of ≤ 1 % S availability for injection)
MWth)
Biofuels / 30 % higher limits than
Gaseous Fuels those provided above for 200 (SI, Natural
50 30 - -
other than Natural Gas and Liquid Gas), 400 (other)
Natural Gas Fuels
General Notes:
NDA = Non-degraded airshed Guideline limits apply to facilities operating more than
DA = Degraded airshed (poor air quality) 500 hours per year
S = sulfur content (expressed as a percent by mass) Emission levels should be evaluated on a one hour
SI = Spark Ignition average basis and be achieved 95 % of
CI = Compression Ignition annual operating our

Emission guidelines applicable to facilities with a total heat input capacity of less than 50 MWth are
presented in the General EHS guidelines and are related to Small Combustion Facilities between 3 and
50 MWth.
The following table is applicable for engines in mg/Nm³ @ 15 % O2 content, dry gas (issued April 30,
2007).
Particulate
Fuel Sulfur Dioxide (SO2) Nitrogen Oxides (NOx)
Matter (PM)
200 (Spark Ignition)
Gas - - 400 (Dual Fuel)
1600 (Compression Ignition)
1460 if bore dia < 400 mm (or up to 1600 if
50 1,5 % S
Liquid justified to maintain high energy efficiency)
(up to 100 *1) (up to 3 % S *2)
1850 if bore dia = 400 mm
General Notes:
*1) if justified by project specific consideration (e.g. Economic feasibility of using lower ash
content fuel, or adding secondary treatment to meet 50, and available environmental capacity of the site)
*2) if justified by project specific consideration (e.g. Economic feasibility of using lower sulfur content fuel, or adding secondary
treatment to meet 1,5 % sulfur fuel, and available environmental capacity of the site)
1.6.2 United States Environmental Protection Agency (EPA)

Most US Air Permitting Authorities are State based, but can also be at the county or “air board” level.
”Criteria” pollutants are defined by the EPA to be: Ozone, Nitrogen Dioxide (NO2), Carbon Monoxide
(CO), and Particulate Matter (PM). Hazardous Air Pollutants (HAP’s) that are relevant are Volatile
Organic Compounds (VOC’s). EPA excludes methane and ethane from VOC measurement.
EPA Tier 2, 3, 4i and 4f used to certify diesel engines from air emission standpoint.
The following details focus on large lean burn natural gas engines. The table presents the EPA
Regulatory Framework:
LAW - provides the
authority for the EPA to Clean Air Act (Congress)
write Regulations
REGULATIONS - explain
NAAQS NSPS RICE NESHAP
the implementation details
Reciprocating Internal
Combustion Engine
National Ambient Air New Source Performance
Explanation National Emission
Quality Standards Standards
Standards for Hazardous
Air Pollutants
Regulatory / Reference for 40 CFR Part 60 part JJJJ 40 CFR Part 63 subpart
40 CFR Part 50
Stationary SI Engines (for Stationary SI Engines) ZZZZ
Defines the specific
pollutants and the
allowable limits for Applies to new stationary Applies to existing and
Overview
“criteria” pollutants in engines new stationary engines
EPA defined
geographic “areas”
Depends on which March 2010 with
Latest Amendments criteria pollutants is December 30, 2015 amendments in January
being considered 2013

NAAQS, the National Ambient Air Quality Standards applies to 6 “criteria” pollutants. This minimum
definition must be met by all states. Additional “Attainment” or “Non-Attainment” areas are determined
by EPA. “Areas” are often at the county or major urban center level and may have additional
requirements. There are many exceptions and special cases in the EPA regulatory framework.
Therefore no overview or table for emission limits can be given.
1.6.3 TA-LUFT 2002 – German Emission Regulation

The technical guide „Technische Anleitung zur Reinhaltung der Luft“ (TA-Luft) is a general
administrative regulation of the German Federal Government to the “Bundes-Immisionsschutzgesetz”
(BImSchG). It contains limits on emission and immission of pollutants from stationary sources and
determines the appropriate measurement procedures and calculation methods.
 Subject of this technical guide are facilities with internal combustion engines for use of
 Gas and liquid fuels with a thermal power of more than 1 MW
 Emission limits are related to a volume content of oxygen in the dry exhaust gas of 5 %.
Gas engines:
Carbon
Thermal load NOx
Gas Engine Monoxide, CO
[MWth] [mg/mN³]
[mg/mN³]
Lean gas engines 300 500
Natural gas -
Others 300 250
Lean gas engines 650 500
Mine & landfill gas -
Others 650 250
<3 2000 1000
Pilot injection
≥3 650 500
Biogas & sewage gas
<3 1000 500
Spark ignition
≥3 650 500
Sulfur Oxide (SOX)
By usage of gases fuels the following requirements are valid.
≤ 5 mg/m³ for SOX by usage of liquid gas
≤ 10 mg/m³ for SOX by usage of gas from the public gas supply
For other gas types different emission limits are given, see chapter 5.4.1.2.3 of “TA-Luft”.
Formaldehyde
≤ 60 mg/m³

Diesel engines:
Thermal load Particulate Matter Carbon Monoxide, CO NOx
[MWth] [mg/mN³] [mg/mN³] [mg/mN³]
<3 20 300 1000
≥3 20 300 500
Sulfur Oxide (SOx)

Only diesel oils according DIN 51603 part 1 (issued march 1998) with a sulfur mass content
according the latest revision of the 3. BImSchV shall be used as liquid fuel.
 Light fuel oil with sulfur mass content of max. 0,1 %
Alternatively equivalent exhaust gas treatment can be considered.
Formaldehyde
 ≤ 60 mg/m³
Black Start or Peak Load Engines:

 Operating hours less than or equal to 300 hours per year,
 Particulate Matter (PM) ≤ 80 mg/m³,
 No limitations for CO and NOx.

SECTION 2: ENGINE FOUNDATION AND ELASTIC MOUNTING

2.1 DIRECT ELASTIC MOUNTING OF ENGINE (STANDARD VERSION)
The engine is mounted direct elastically on the concrete foundation via spring VISCO® damper elements
underneath the spring support plates.
The generator is rigidly mounted on the concrete foundation.
The above configuration requires usage of two-bearing alternator and a flexible coupling between
crankshaft and alternator shaft.
The concrete foundation must absorb all acting loads (e.g. dead loads, mean working torque, short
circuit torque, and earthquake). It compensates the opposed torques between engine and generator as
a torsional stiff reinforced concrete block.
The design principles are shown by the following sketch.
This variant can apply for almost all engine types and is most commonly used.
Figure 2.1-1: Diagram direct elastic mounting of engine – side view

Figure 2.1-2: Diagram direct elastic mounting Figure 2.1-3: Detail spring element
Foundation dimensions for direct elastic mounting:

Foundation length L Foundation breadth B Foundation Height H
Engine type
[mm] [mm] [mm]
6CM20C 5150 2500 1500
8CM20C 6100 2500 1500
9CM20C 6450 2500 1500
6CM25C 7000 3000 1800

8CM25C 7800 3000 1800
9CM25C 8400 3000 1800
6CM32C 8300 4000 2000

8CM32C 9500 4000 2000
9CM32C 10000 4000 2000
12CM32C 9500 4500 2000
16CM32C 10800 4500 2000
G16CM34 10800 4500 2000
6CM43C 9800 4500 2000

7CM43C 10800 4500 2000
8CM43C 11800 4500 2000
9CM43C 12800 4500 2000
12CM43C 12300 5000 3000
16CM43C 14500 5000 3000

Foundation dimensions are sufficient for operating conditions (permanent loads) and minimum soil
bearing capacity of 150 kN/m². Emergency conditions including seismic loads will need higher soil
bearing capacity or larger foundation.
Figure 2.1-4: Engine on spring elements

2.2 ELASTIC MOUNTING OF BASE FRAME

The base frame accommodates engine and generator on a common steel substructure. The base frame
is designed as torsional stiff reinforced box type steel construction, which transmits all weight loads to
the foundation and compensates opposed torques between engine and generator during operation and
emergency situation (e.g. short circuit).
The base frame is elastically mounted on a massive reinforced concrete block by means of spring
elements. The basic design principles are explained in the following sketch.
This variant is mainly used for our smaller engines CM20C and CM25C, however, can also apply for
bigger engines up to CM32C, GCM34 and CM43C if explicitly desired by the client. For G20CM34 a
base frame is mandatory.
Figure 2.1-1: Diagram elastic mounting of base frame – side view

Figure 2.1-2: Diagram elastic mounting of base frame, front view Figure 2.1-3: Detail spring element
Figure 2.1-4: Base frame on spring elements

Foundation length L Foundation breadth B Foundation Height H

Engine type
[mm] [mm] [mm]
6CM20C 6000 2000 800

8CM20C 6400 2000 800
9CM20C 6700 2000 800
6CM25C 7400 3000 1000

8CM25C 7850 3000 1000
9CM25C 8300 3000 1000
6CM32C 8100 3500 1200

8CM32C 9500 3500 1200
9CM32C 10000 3500 1200
12CM32C 9800 4000 1200
16CM32C 11200 4000 1200
G16CM34 11200 4000 1200

G20CM34 13700 4000 1200

2.3 CHARACTERISTICS OF ELASTIC MOUNTING
2.3.1 Rigid Body Modes

Each elastic mounted oscillating system (e.g. engine direct on spring elements or base frame on spring
elements) is characterized by six degrees of freedom. These degrees of freedom mean translation in
the three directions x, y and z and rotation about the x, y and z axis. Each translation and rotation has a
natural frequency. Together they are the six rigid body modes of the system.
Figure 2.1-1: oscillating system with six degrees of freedom
The rigid body modes of the system, the oscillation amplitudes and the dynamic forces transmitted by
the spring elements to the sub-structure or subgrade can be calculated with good precision. Those
calculations are based on the characteristic data of the supported system (e.g. engine or base frame),
spring elements and concrete foundation.

2.3.2 Natural Vertical Frequency
The natural vertical frequency of the elastic mounted system can be calculated according to Geiger:
5
fz  28
z
fz: natural vertical frequency of elastic mounted system [Hz]
z: static compression of spring elements [cm]
Figure 2.1-2: Natural vertical frequency
The natural vertical frequency is a suitable choice of the spring elements.
28This formula applies only to linear elastic material (e.g. helical springs). Not applicable for disc springs and rubber
elements.

2.3.3 Tuning Ratio 

The tuning ratio  is defined as the ratio of exciter frequency and natural frequency.
Ω
η Following conditions are defined:
ω
: exciting frequency  < 1: high tuning or supercritical
: natural frequency  = 1: resonance
 > 1: low tuning or subcritical
Figure 2.1-3: Transmissibility V(F) versus the tuning ratio 
In the figure the transmissibility V(F) is shown versus the tuning ratio .
The transmissibility V(F) is a coefficient, that describes the transmission of dynamic forces through the
spring element.
Our elastic mounting systems are designed as low tuning or subcritical. Therefore the transmitted
dynamic loads are reduced significantly. The benefit is that the dynamic loads are not guided into the
foundation and cannot harm the surrounding structures and equipment (e.g. generator).
Each time during start and stop of the engine the elastic mounting system will pass resonance. Without
damping (D = 0) the transmissibility V(F) will theoretically increase up to infinitely. To pass resonance
without encountering excessive motion, spring elements are equipped with a viscos elastic dampers
(D = D(e)).
Viscos elastic dampers also reduce motion of elastic mounted systems in case of earthquake.

2.4 DESIGN AND DIMENSIONING OF ENGINE FOUNDATION

The engine foundation design is carried out by Caterpillar Motoren GmbH & Co. KG. Following data
must be available for the design:
 Engine data: available by Caterpillar Motoren GmbH & Co. KG
 Generator data: available by Caterpillar Motoren GmbH & Co. KG via generator supplier
 Subsoil data: soil investigation report29 for job site from customer with data of:
o Recommendation: shallow or deep foundation
(mandatory)
o Soil bearing capacity respectively piling design
(mandatory)
o Static and dynamic elasticity moduli
groundwater level
o Aggressiveness of groundwater / degree of
corrosiveness
o Aggressiveness of subsoil / degree of
corrosiveness
 Earthquake: If earthquakes have to be considered for foundation design, see
chapter 5.4.2 Earthquake Design for design response spectrum for job
site30 from customer.
 Building materials31: Concrete available at job site
Reinforced available at job site
Steel quality embedded plates available at job site
29 See also chapter 5.4.4 Subsoil

30 Caterpillar Motoren GmbH & Co. KG can help to create design response spectrum, see also chapter 5.4.2 Earthquake
31 See also recommendations in chapter 5.4.3 Building Materials

2.5 VIBRATION
2.5.1 Sinusoidal Vibration

A mechanical sinusoidal vibration is characterized by:
 Vibration displacement,
 Vibration velocity,
 Vibration acceleration.
Figure 2.1-1 shows a diagram of a sinusoidal profile for vibration velocity.
Figure 2.1-1: Vibration Velocity
Following characteristics can be derived from the sinusoidal profile:

 Peak value of velocity: vˆ  v peak
vˆ
 Value of vibration quantity (rms32): v rms 
2
Same is valid for vibration displacement and acceleration.
2.5.2 Connection between Vibration Displacement, Velocity and Acceleration

Following mathematic connection exists between sinusoidal vibrations:
v rms
srms 
2 * f
arms  v rms * 2π * f
In the equation means:

 srms: rms value of vibrations displacement [mm]
 vrms: rms value of vibrations velocity [mm/s]
 arms: rms value of vibrations acceleration [m/s²]
 f: frequency [Hz] = [1/s]
v12  v 22    v n2
32 Definition of root mean square (rms): v rms 
n

2.6 GENSET VIBRATION
2.6.1 Vibration Characteristic in Dependence on Frequency Range

The range of vibration frequency between 2 to 300 Hz is divided into three parts. To limit the effect of
sinusoidal vibrations in each part a different vibration characteristic is decisive:
 Range 2 – 10 Hz: vibration displacement,
 Range 10 – 100 Hz: vibration velocity,
 Range 100 – 300 Hz: vibration acceleration.
This subdivision has been made in order to limit the magnitude of the corresponding vibration
characteristics.
2.6.2 Assessment of Genset Vibration

The international standard ISO 8528: Reciprocating internal combustion (RIC) engine driven alternating
current gensets – part 9: Measurement and evaluation of mechanical vibrations has to be applied for
assessment of genset vibration.
This standard is to be used for gensets for fixed and mobile installations with rigid and / or resilient
mountings.
ISO 8528 Part 9 defines following RMS values for vibrations:
Engine Rated power output Vibration Vibration velocity Vibration
speed of the genset displacement acceleration
U P srms vrms arms
[1/min] [kW] [mm] [mm] [mm]
RIC RIC RIC

Generator Generator Generator
engine engine engine
- Note 1 - Note 2 & 3 - Note 2 & 3 - Note 2 & 3
200 ≤ P ≤ 1000 0,32 / 0,39 20 / 24 13 / 15
720 < U <
0,72 45 28
1300 P > 1000 0,29 / 0,35 18 / 22 11 / 14
0,24 / 0,32 15 / 20 9,5 / 13

U ≤ 720 P > 1000 0,72 45 28
(0,16) / (0,24) (10) / (15) (6,5) / (9,5)
Note 1: Electrical power based on cos  = 0,8.

Note 2: Value 1 / value 2 see details in ISO 8528 Part 9 chapter 10 evaluation of results
Note 3: Values given in brackets are applied to generators mounted on solid concrete foundations. In
these cases the axial measurement for point 7 and 8 in Figure 2.1-2 shall be 50 % of the given
values in brackets.

Figure 2.1-2: Relationship between vibration displacement, vibration velocity and vibration acceleration in function of the
frequency

In the above diagram following limiting curves are shown:

 RIC:
mm
v rms  45
s
mm mm
vˆ  45 * 2  63,6
s s
mm
63,6
sˆ  s  1,01 mm
2π * 10Hz
mm 1m mm
a  63,6 * 2π * 100Hz *  40,0 2
s 1000mm s
For symbols and conversion formulas see chapter 2.5.1 Sinusoidal Vibration and 2.5.2
Connection between Vibration Displacement, Velocity and Acceleration.
 Gen 1:
mm
v rms  10
s
mm mm
vˆ  10 * 2  14,1
s s
mm
14,1
sˆ  s  0,22 mm
2π * 10Hz
mm 1m mm
a  14,1 * 2π * 100Hz *  8,9 2
s 1000mm s
 Gen 2:
mm
v rms  15
s
mm mm
vˆ  15 * 2  21,2
s s
mm
21,2
ˆs  s  0,34 mm
2π * 10Hz
mm 1m mm
a  21,2 * 2π * 100Hz *  13,3 2
s 1000mm s

2.6.3 Location of Measuring Points

ISO 8528 part 9 defines measuring points. For a genset with flexible coupling and generator with
integral bearings measuring points below shown apply (this combination is not shown in ISO 8528, but
derived from the existing diagrams).
Figure 2.1-3: Measuring Points
Measuring Point Note

1 Front end top edge
2 Back end top edge
3 Front end of engine base
4 Back end of engine base
5 Generator main bearing housing, drive end
6 Generator bearing, free end
7 Generator base, drive end
8 Generator end, free end

SECTION 3: MECHANICAL AUXILIARY SYSTEMS

3.1 FUEL SYSTEMS
3.1.1 Heavy Fuel Oil/Light Fuel Oil (HFO/LFO) System
3.1.1.1 General Description

The Caterpillar Motoren GmbH & Co. KG CM engine family is designed to run optimally on a wide range
of heavy fuel oils (HFO), but these fuels require proper pretreatment prior to delivery to the engine fuel
pump and injection system. The Operating Media provides guidance to the user as to the specific
ranges of acceptable fuel qualities.
The light fuel oil (LFO) system described in this section is intended for engine commissioning and
startup procedures, as well as for engine shutdown procedures. Although the engine is designed to run
on HFO, it is recommended to start and stop on LFO.
The HFO/LFO pretreatment systems, provided in modular form by Caterpillar Motoren GmbH & Co. KG
as part of their engine system supply, are sized and designed to process and properly treat the
HFO/LFO prior to its injection into the engine. These pretreatment modules, which are discussed in
more detail over the next few pages, consist of an HFO separator module, an HFO/LFO pre-pressure
module and a HFO/LFO circulation module.
These modules are normally sized and selected for the end-user by Caterpillar Motoren GmbH & Co.
KG. In all cases, the final selection and specification of the proper modules and equipment will be
performed by Caterpillar Motoren GmbH & Co. KG, based on the information provided in the Project
Application Request.
HFO is delivered to the plant in a pumpable state, assumed to be at least 50 C°, and is pumped to the
HFO storage tank(s) via redundant HFO transfer pumps at the HFO unloading station.
Normal power plant practices call for the HFO transfer piping from the unloading station to the storage
tank(s) to be heat traced and insulated, but this is ultimately dependent on the specific properties and
characteristics (nominal viscosity and pour point at ambient temperatures) of the HFO specified for the
power plant.
LFO is delivered to the plant and pumped to the LFO storage tank via a LFO transfer pump at the LFO
unloading station.
In extreme environmental conditions, such as very low temperatures (below 0 C°), fuels specially
treated for low temperatures or arctic grade fuels should be used.
HFO is drawn from the storage tank(s) to the HFO separator module via the HFO separator pumps. The
HFO is then heated to the proper temperature before entering the separator(s) to remove sludge and
water.
After treatment, the HFO is pumped to the heated HFO service tank(s). Should the HFO service tank be
full, then the treated fuel is returned to the HFO storage tank(s). LFO fuel does not require this
treatment.
HFO is drawn from the service tank(s) to the HFO/LFO pre-pressure module via the pre-pressure
pump(s). The pre-pressure pumps discharge the HFO through an automatic back-flushing filter and then
to the individual HFO/LFO circulation module(s) at each engine.
LFO pre-pressure pumps (on the same HFO/LFO pre-pressure module) are arranged to pump the LFO
directly from the LFO storage tank to the same circulation modules as the HFO.

HFO and LFO are to be delivered to the HFO/LFO circulation module(s) at each engine through a 3-way
changeover valve into a small mixing tank on the module. The changeover valve is used to control
which fuel is delivered to the engine, either HFO or LFO, but is not set up to mix HFO and LFO for
blending purposes.
From the mixing tank, HFO is pumped through the final pre-heater where further heat is to be applied to
meet the required viscosity. The viscosity controller, located downstream of the final heater, controls the
HFO viscosity by adjusting the final heater output. At no time is the viscosity of the HFO to be adjusted
by means of blending HFO and LFO. The fuel is then delivered to the engine pump where the pressure
is raised again before entering the injectors. Excess fuel is returned to the mixing tank.
When the engine is operating on LFO, the excess LFO from the injectors is returned to the mixing tank
through a LFO cooler, to prevent the fuel temperatures from exceeding 65 °C.
3.1.1.2 Technical Descriptions
Delivery and Storage

Details of the HFO and LFO delivery and storage systems are not described in this guide.
HFO Separator Module

A minimum of two (2) HFO separators will be provided for each power plant, with each separator
designed for 100 % of the plant capacity. The separators can be run in parallel or in series. This
redundant design allows for one (1) separator to be shut down for service, at any time, without
interrupting the HFO treatment process.
The HFO separator module must be located as near as possible to the HFO storage tank(s), as the
separator pumps, used to draw fuel from the HFO storage tank(s), are located on the module.
HFO separator module major components, typically as follows:
 Two separator pump suction filters,
 Two separator pumps,
 Two preheaters (steam, thermal oil, or electric),
 Two separators,
 One leak oil pump (diaphragm type).

HFO Separator Module Selection

The following tables may be useful in determining which of the standard modules might be applicable.
A two-step process is required.
Fuel oil separators can be used to determine the capacity of treatment that is required, given the desired
plant operating kW (see Table 3.1-1).
Fuel oil separators
Plant o/p Capacity
kW l/hr
3000 645
6000 1290
9000 1935
12000 2581
18000 3871
28000 6022
42000 9032
65000 13978
84000 18065
100000 21505
Table 3.1-1: Fuel oil separator sizing
Fuel Spec IF180 - IF700 Cst, Density: 0.93 kg/l Temp Range: tin = 50 °C tout = 98 °C
Optimum capacities of mineral oil separators in power plants
Heavy fuel oil
Kinematic viscosity [mm²/s] at
30 80 180 380 420 500 600 700
50°C
Separation temp.(°C) recommended 75 98 98 98 98 98 98 98
Module Code No. l/h l/h l/h l/h l/h l/h l/h l/h
9 3400 3400 - - - - - -
18 6800 6800 5500 3400 - - - -
6/ 3 1200 1200 1000 650 550 450 400 350
6/ 4 1500 1500 1250 800 700 550 500 450
6/ 5 2250 2250 1900 1200 1050 800 750 700
6/ 6 3000 3000 2550 1600 1400 1100 950 900
18/ 8 3750 3750 3150 1950 1750 1350 1200 1150
18/ 10 4500 4500 3800 2350 2100 1600 1450 1350
18/ 15 6250 6250 5250 3250 2900 2250 2000 1900
18/ 18 7500 7500 6300 3900 3450 2700 2400 2250
35/ 20 10000 10000 8400 5200 4600 3600 3200 3000
35/ 25 12000 12000 10100 6250 5500 4300 3850 3600
35/ 30 13500 13500 11350 7050 6200 4850 4300 4050
35/ 35 16500 16500 13850 8600 7600 5950 5300 4950
60/ 40 19000 19000 15950 9900 8750 6850 6100 5700
60/50 23500 23500 19750 12200 10800 8450 7500 7050
60/ 60 28750 28750 24150 14950 13200 10350 9200 8630
* The capacities apply for continuous cleaning of the product in the by-pass.
Table 3.1-2: HFO separator module selection

The HFO separator module selection shown in Table 3.1-2 can be used to assist the reader in
determining which of the standard separator modules would be appropriate, given the total plant
demand obtained from Table 3.1-1 above.
HFO/LFO Pre-Pressure Module

Similar to the HFO separator module previously outlined, the number of HFO/LFO pre-pressure
modules is related to power plant output. Typically, one module is supplied per plant and each module
is provided with two HFO pre-pressure pumps for 100% redundancy. Since the engines are only started
and stopped on LFO, only one LFO pre-pressure pump is provided on the module. The HFO/LFO pre-
pressure modules are usually located in the treatment house or near the tank farm.
HFO/LFO pre-pressure module major components, typically as follows:
 Two HFO pre-pressure pump suction filters,
 Two HFO pre-pressure pumps,
 One HFO automatic back-flushing filter,
 One LFO pre-pressure pump suction filter,
 One LFO pre-pressure pump,
HFO/LFO Pre-Pressure Module Selection

The final selection of the appropriate module size is to be made by Caterpillar Motoren GmbH & Co.
KG. However, the following table may be useful in determining which of the standard modules might be
applicable.
HFO/LFO pre-pressure module shown in Table 3.1-3 can be used to select the required module based
on the available plant output. Additional detailed specifications for the equipment provided on the
modules are also included.
HFO Pre-pressure Module
Sized for HFO up to 700 cSt @ 50 °C
Capacity up to (kW) 28000 42000 65000 84000
Pre-pressure pump 50 9,2 m3/h 12 m3/h 19,5 m3/h 25 m3/h
Hz @ 10 bar @ 10 bar @ 10 bar @ 10 bar
Pre-pressure pump 60 9,4 m3/h 14,9 m3/h 23,9 m3/h 27 m3/h
Hz @ 10 bar @ 10 bar @ 10 bar @ 10 bar
Table 3.1-3: HFO/LFO Pre-pressure Module
HFO/LFO Circulation Module

Viscosity control and final filtering on HFO/LFO circulation module is provided for each engine. The
circulation module is located in the power house.
HFO/LFO circulation module major components, typically as follows:
 One HFO/LFO circulating pump suction filter
 One HFO/LFO circulating pump.
 One final HFO preheater (steam, thermal oil, or electric).

 One viscosity controller.

 One HFO/LFO discharge pulsation damper.
 One HFO/LFO return pulsation damper.
 One LFO cooler with bypass valves.
 One leak oil tank with transfer pump.
HFO/LFO Circulation Module Selection

applicable.
The HFO/LFO circulation module selection shown in Table 3.1-4 can be used to select the required
module based on the available engine power. Additional detailed specifications for the equipment
provided on the modules are also included.
HFO circulation module – Selected by engine model
Sized for HFO up to 700 cSt @ 50°C
Up to Up to
Capacity up to 12CM43 16CM43C
9CM32C 9CM43C
Engine power 5000 kW 9000 kW 12000 kW 16000 kW
Pump flow 4.4 m3/h 7.1 m3/h 9 m3/h 12,1 m³/h

@ 50 HZ @ 5 bar @ 5 bar @ 5 bar @ 5 bar
Pump flow 5.5 m3/h 9 m3/h 9 m3/h 11,6 m³/h
@ 60 HZ @ 5 bar @ 5 bar @ 5 bar @ 5 bar
Table 3.1-4: HFO/LFO Circulation Module Selection
Crude Oil System General Description

In general the Caterpillar Motoren GmbH & Co. KG CM engine family is capable of operating on crude
oil. This is a non-standard engine configuration. Special design assistance is required to utilize crude oil
as fuel for our Caterpillar Motoren GmbH & Co. KG CM engine family. Therefore, all crude oil
applications are considered as special projects and must be handled through Caterpillar Motoren GmbH
& Co. KG.
Design of the crude oil system depends on the special characteristics of the crude oil including vapor
pressure, flush point viscosity, pour point, cloud point and sediment content, but will always include a
crude oil treatment system similar to the HFO system. Furthermore will be included in the system the
LFO equipment as described in the HFO system before. The selection of the appreciate crude oil
system equipment will be made by Caterpillar Motoren GmbH & Co. KG and will include additional
equipment which is needed for safe operation of the plant on crude oil.
A minimum of two crude oil separators will be provided for each power plant, with each separator
designed for 100% of the plant capacity. The separators can be run in parallel or in series. This
redundant design allows for one separator to be shut down for service at any time, without interrupting
the crude oil treatment process. The automatic back flushing filter will be installed immediately

downstream of the separators. The crude oil treatment system and the pre-pressure module must be
installed in a separate treatment house.
3.1.2 Light Fuel Oil (LFO) System
3.1.2.1 System General Description

The light fuel oil system (LFO) is designed for permanent operation at constant load. The engine will still
operate continuously on LFO. Only on special site conditions or customer requests LFO treatment
system will be provided. The LFO flow paths are as follow:
LFO is delivered to the plant and pumped to the LFO storage tank via a LFO transfer pump at the LFO
unloading station. In extreme environmental conditions, such as very low temperatures (below 0°C),
fuels specially treated for low temperatures or arctic grade fuels should be used. LFO is drawn from the
storage tank(s) to the LFO pre-pressure module via the pre pressure pump(s). The pre-pressure pumps
discharge the LFO to the individual LFO circulation module(s) at each engine.
LFO is delivered to the LFO circulation module(s) at each engine into a small mixing tank on the
module. From the mixing tank, LFO is delivered to the engine pump where the pressure is raised again
before entering the injectors. Excess fuel from the injectors is returned to the mixing tank through a LFO
cooler, to prevent the fuel from exceeding its flash point.
3.1.2.2 Technical Description
LFO Pre-Pressure Module

The number of LFO pre-pressure modules is determined on a total power plant basis.
Typically, one module is supplied for every five engines, and each module is provided with two HFO
pre-pressure pumps for 100% redundancy. The LFO pre-pressure modules are located in the
treatment house.
LFO pre-pressure module major components, typically as follows:
 Two LFO pre-pressure pump suction filters,
 Two LFO pre-pressure pumps,
 One LFO counter meter.
LFO Pre-Pressure Module Selection

applicable.
LFO pre-pressure module shown in Table 3.1-5 can be used to determine the proper pre-pressure
module required, given the total kW requirement. Additional detailed specifications for the equipment
provided on the modules are also included.

LFO Pre-Pressure Module
Capacity up to 32000 kW
Pre-pressure pump 50 Hz 9,2 m3/h @ 10 bar
Pre-pressure pump 60 Hz 9,4 m3/h @ 10 bar

Table 3.1-5: LFO pre-pressure module
LFO Circulation Module

One LFO circulation module is provided for each engine. The circulation module is located in the
power house.
LFO Circulation Module major components, typically as follows:
 One LFO mixing tank,
 One LFO circulation pump suction filter,
 One LFO circulation pump,
 One LFO discharge pulsation damper,
 One LFO return pulsation damper,
 One LFO cooler with temperature control valves,
 One leak oil tank with transfer pump.
LFO Circulation Module Selection

applicable.
LFO circulation module selection shown in Table 3.1-6 can be used to select the required module based
on the available engine power. Additional detailed specifications for the equipment provided on the
modules are also included.
LFO Circulation Module – Selected by engine model
Engine power up to 9000 kW
Pump flow @ 50 Hz 7,1 m3/h @ 5 bar
Pump flow @ 60 Hz 7,2 m3/h @ 5 bar

Table 3.1-6: LFO circulation module selection
The configuration of the circulation module could include two circulation pumps; one for primary duty
and the other for standby. The module P&ID’s will reflect the exact configuration, subject to project
specified.

3.2 GAS SYSTEM
3.2.1 Gas system basic function

1. The external gas valve unit (GVU) supplies the engine on the connection points C79a and C79b
with main and pilot gas.
2. The pressure control valve on the unit controls the gas inlet pressure and the gas volume to the
engine.
3. The main gas passes to the engine and distributes via the main supply line to the cylinder
heads.
4. The main gas flows during the inlet stroke into the cylinder; the gas flow is regulated by solenoid
operation gas admission valves (SOGAV).
5. The opening time of the SOGAV is controlled by the engine control module (ECM).
6. The pilot gas ignites in the prechamber by a spark plug.
7. The pilot flame ignites the main gas in the cylinders.
3.2.2 Gas Fuel Requirements

The composition and characteristics of gas fuels are as varied as the applications of the engines
themselves. While the primary components in the fuels may remain the same, the proportion of each
present in any given fuel may have a significant impact upon the fuel system configuration or the
support equipment required to allow the engine to function properly. As with diesel engines, proper
design and application of gas engines to gas fuels begins with a thorough understanding of the fuels
and their makeup.
No established standards exist that define a particular gas that can be made available worldwide, as it is
possible with petroleum products. However, after extensive testing and field experience, Caterpillar
Motoren GmbH & Co. KG has established definitive standards for the minimum requirements a gas has
to fulfill; as shown in the following table.

Parameter Limit Value Unit

Min. 0
Gas temperature before engine °C
Max. 60
Gas lower calorific value ¹ Min. 31.5 – 43.3 MJ/Nm³
Min. 70
Methane number ² -
Max. 100
Sulfur compounds, as H2S Max. 0.43 mg/kJ
Halide compounds, as Chlorine Max. 0 mg/kJ
Ammonia content Max. 0 mg/kJ
Oil content Max. 1.19 mg/kJ
Particles Max. 0.8 mg/kJ
Silicon Max. 0.1 mg/MJ
Water concentration in the fuel gas - None allowed!
Gas pressure fluctuation Max. 0.017 bar
Min. 0
Gas temperature in the fuel gas °C
Max. 60
Min. 6.5
Gas pressure before pressure regulator bar
Max. 10.0
¹ Ask your Caterpillar Motoren GmbH & Co. KG dealer whether the gas is suitable (Also in terms of the particle size).
² For engines with 500 kW / cylinder the methane number must be at least 80.
Table 3.1-7: Minimum requirements of gas
3.2.3 Gas System Components
Piping and Pipe Sizes

 The piping and connections shall comply with the connection geometries of the GVU and the
engine.
 Piping details can be taken from the gas system piping and installation Diagram (P & I D).
 All fuel gas piping must meet Caterpillar Motoren GmbH & Co. KG cleanliness requirements.
 Debris and foreign material may cause damage to the engine and components. Damage
caused by an unclean fuel pipe is not a warrantable failure.
Gas Valve Unit (GVU)

 The fuel skid is an off-engine component.
 The skid provides fuel gas to the engine with the required fuel gas inlet pressure and flow.
 The GVU should only be supplied with filtered, dry gas which meets the required pressure
ranges and quality guidelines is described in the fuel quality table of this document.

3.2.4 Function of Gas Valve Unit (GVU)
Figure 3.1-1: Gas valve unit
1 Gas shut off valves, main gas (DBB) 8 Ball valve gas inlet
2 Manometer 9 Manometer (air pressure before pressure
regulating device IG)
3 Gas pressure to gas regulating device (MG) 10 Pressure regulating device (IG)
4 Pressure regulating device (MG) 11 Outlet GVU
5 Gas filter 12 Gas shut off IG (DBB)
6 Manometer (gas pressure before gas 13 Terminal box
regulating device)
7 Inlet, gas valve unit 14 Outlet GVU prechamber
DBB = double block and bleed valve

GVU = gas valve unit
MG = main gas
IG = ignition gas

Gas Ventilation Connections D1 and D2 on the GVU

The ventilation tubing from the gas regulating unit, connection points D1 and D2, releases gas to
atmosphere. D1 is manual vent valve used for maintenance and commissioning purpose. The D2
connection is routed to solenoid controlled vent valves, to release the pressure in the pre- and main
chamber pipe, when the engine is stopped.
Gas ventilation connections
Connection Size Type
D1 ½’’ Swagelok
D2 ¾’’ Swagelok
Table 3.1-8: Gas ventilation connections
Figure 3.1-2: Gas ventilation connections
The GVU is a separate assembly.

It represents a safe, steady and reliable supply of natural gas (NG) for the gas engine. It is designed for
use with NG at standard conditions and provided with special safety devices.

These include:
 The division behind the ball valve and the gas filter in two separate gas lines for ignition and
main gas,
 As the continuous monitoring of the pressure and of the tightness in both strands by means
of special sensors and valves,
 Gas stream can be shut off quickly and completely in an emergency by redundantly design
safety valves and over flush valves,
 Residual gas present at this time in the GVU removed from the hazardous area and
transported outwards.
Both strands have the same components, but are dimensioned for different flow rates.
 Each a central gas shut-off (double block & bleed valve DBB) lock possibly the gas supply to
the engine completely.
 The start is linked to the successful completion of a leak test for both gas lines.
 Main gas is passed to the connection C79a and the ignition gas at the connection point C79b.
 GVU is established at a distance of maximum 5 m.
 Operation and monitoring of the gas control system carried out manually by the operator
(start/stop of the gas engine) and automated by the system controller (operation/stop
command).
 To remove ignitable gas from the gas control and dissipate to the outside, opening the ball
valves and connection of an inert gas supply instead of the manometer.
 Magnetic valves are fitted to relieve the pressure of the main gas and pilot gas strand and
relief valves to relieve pressure in the central gas shut-off unit.
Figure 3.1-3: Gas Valve Unit

3.3 LUBE OIL SYSTEM
3.3.1 General Description
3.3.1.1 Lube Oil System Basic Functions

1. Clean the engine by carrying dirt and wear particles until the filter can extract and store them
2. Cool the engine by carrying heat away from the pistons, cylinder walls, valves and cylinder
heads to dissipate in the engine lube oil cooler
3. Cushion the engines bearings from the shocks of cylinder firing
4. Lubricate the wear surface, reducing friction
5. Neutralize the corrosive combustion products
6. Seal the engine metal surfaces from rust
7. Lubricate the turbocharger bearings
8. Cool the injection nozzles
3.3.1.2 Lube Oil Quality Requirements

The viscosity class SAE 40 is required
Wear and tear and thus the service life of the engine depend on the lube oil quality. Therefore high
requirements are made for lubricants:
 Constant uniform distribution of the additives at all operating conditions,
 Perfect cleaning (detergent effect) and dispersing power, prevention of deposits from the
combustion process in the engine,
 Sufficient alkalinity in order to neutralize acid combustion residues,
 The TBN (Total Base Number) must be between 30 and 40 KOH/g (potassium hydroxide) at
HFO operation,
 For MDO operation the TBN is 12-20 KOH/g depending on sulfur content.
3.3.1.3 Lube Oil Quantities /- Change Intervals

Lube oil quantity: approx. 1.36 l/kW output with separate circulation tank.
Lube oil changes intervals depend on:
 Fuel quality,
 Quality of lube oil treatment system (Filter, Separator),
 Engine load,
 Quantity.
By continuous checks of lube oil samples (decisive are the limit values as per “MaK Operating Media”)
an optimum lube oil condition can be reached. The MaK Operating Media is a document that is given to
an end user upon contact.

3.3.1.4 Pre-Lubrication
All Caterpillar Motoren GmbH & Co. KG CM engines must be pre-lubricated prior to starting. This is
accomplished by an electric motor driven pre-lubrication pump that is a standard part of the combined
module.
The pre lubrication pump is arranged to circulate lube oil through the engine before starting and will
operate until the oil pressure reaches the preset minimum oil pressure requirement, after which, the pre-
lubrication pump will stop when the engine reach ideal speed.
3.3.1.5 Plants in Cold Climatic Zones

Arrange the lube oil system incl. the cooler inside the power house.
3.3.2 Lube Oil System Components
3.3.2.1 Lube Oil Separator Module

One lube oil separator is provided for each engine. The lube oil separator removes the combustions
residues and water from the lube oil. The separator operates independent of the engine lubrication and
filtration system. The lube oil separator modules will be located in the power house.
HFO/LFO Operation:
One lube oil separator is provided for each engine and is sized to circulate the entire engine lube
oil volume five times per day, with continuous operation. The separator operates independent of
the engine lubrication and filtration system.
LFO Operation:
One lube oil separator can be provided optional for each engine, and is sized to circulate each
engine’s lube oil volume three times per day. The separator operates independent of the engine
lubrication and filtration system.
Gas Operation:
A lube oil separator is not required for gas engine operation.
3.3.2.2 Main Lube Oil Components on the Lube Oil Separator Module
 Lube oil separator pump
o Type: gear pump
 Lube oil preheater
o Type: plate heat exchanger
o Heating media, thermal oil, steam, hot water, or electric power
 Separator

3.3.2.3 Lube Oil Separator Module Selection

KG. However, the following tables may be useful in determining which of the standard modules might be
applicable.
A two-step process is required.
 Table 3.1-1: Minimum engine/plant lube oil separator capacity can be used to determine the
nominal lube oil treatment rate required, given a specific engine model required.
3.3.2.4 Calculating of Lube Oil Separator Capacity
. 5 3 ∗ 1,36 / ∗
23
V [l/h] Volume flow through separator

BkW [kW] Brake Kilowatt
Note:
5 times revolution of the circulating tank per day for HFO operation
3 times revolution of the circulating tank per day for DFO operation
1,36 l/kW: factor 1 kW = 1,36 PS
23 hours separation time per day
Optimum capacities of mineral oil separators in power plants

Freq Parameter Size 1 Size 2 Size 3 Size 4 Size 5 Size 6
ML04- ML04- ML04- ML04- ML04- ML04-
50 Code
X0101 X0201 X0301 X0401 X0501 X0601
Thermal oil
Hz
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200
ML04- ML04- ML04- ML04- ML04- ML04-
60 Code
X0102 X0202 X0302 X0402 X0502 X0602
Hz
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200
ML04- ML04- ML04- ML04- ML04- ML04-
50 Code
X0103 X0203 X0303 X0403 X0503 X0603
Hz
Steam
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200

ML04- ML04- ML04- ML04- ML04- ML04-
60 Code
X0104 X0204 X0304 X0404 X0504 X0604
Hz
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200
ML04- ML04- ML04- ML04- ML04- ML04-
50 Code
X0105 X0205 X0305 X0405 X0505 X0605
Hz
Hot water
heating
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200

ML04- ML04- ML04- ML04- ML04- ML04-
60 Code
X0106 X0206 X0306 X0406 X0506 X0606
Hz
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200
ML04- ML04- ML04- ML04- ML04- ML04-
50 Code
X0107 X0207 X0307 X0407 X0507 X0607
El. heating
Hz
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200
ML04- ML04- ML04- ML04- ML04- ML04-
60 Code
X0108 X0208 X0308 X0408 X0508 X0608
Hz
l/h >=800 >=1100 >=1400 >=1700 >=2250 >=3200
Table 3.1-1: Optimum capacities of mineral oil separators in power plants (code = separator type)

Figure 3.1-1: Lube Oil Separator
3.3.3 Combined Module Oil

One combined module is provided for each engine. The combined module is located in the power
house. The module includes the main component of the cooling water system (see chapter 3.5.4
Combined Module) and the lube oil system. It provides the engine with the sufficient amount of cooling
water and treated lube oil.
The selection of the appropriate module is made by Caterpillar Motoren GmbH & Co. KG. Proper
selection will be done based on the cooling water requirements for each engine model, which then
drives the lube oil module requirements.
 Lube oil automatic filter
o Strictly mandatory for HFO and LFO operation, not included for gas engines
o Main filter in the lube oil system
o Mesh size of filter candles are 34 µm
o Back flushing oil is drained back to circulating tank
 Lube oil pre-lubrication pump
o Electric driven gear pump
o Pre-lubricate the engine during start sequence
o Before maintenance the circulating tank is drained by the pump.
 Lube oil duplex filter
o Mesh size of filter is 80µm in diesel operation and 34 µm in gas operation
 Lube oil cooler
o The lube oil heat dissipates into the cooling water
o Plate heat exchanger
 Lube oil temperature control valve
o Controls the lube oil temperature constant at 65 °C
 Lube oil preheating unit
o Only applicable for peak load plants with gas engines
o Keeps the lube oil temperature at 40°C

Figure 3.1-2: Combined module
3.3.4 Lube Oil Circulating Tank
Figure 3.1-3: Lube Oil Circulating Tank
In diesel engine applications the lube oil circulating tank contains the engine lube oil. The recommended
volume of the circulating tank is calculated as follow:
1,36 / ∗
1000
V [l/] Volume flow through separator

BkW [kW] Brake kilowatt

On request lower capacity is possible; in this case please contact Caterpillar Motoren GmbH & Co. KG.
The nominal oil level is adjusted at 80 % and the minimum level is adjusted at 60 % of the tank volume.
The lube oil level is controlled by a level sensor. The fill level is monitored permanently in the LCP
(Local Control Panel).
In plants with separators the content of the lube oil circulating tank should be purified permanently. The
preheater of the separator should be able to keep the lube oil temperature at min. 40 °C even when the
engine is not running.
The wet sump of the gas engines is used as the lube oil circulating tank. In this case the lube oil
capacity is defined.
3.3.5 Lube Oil Transfer Pump Module

One transfer module is installed for all engines. The module fills or refills the lube oil circulating
tank/deep oil sump with fresh lube oil.
Figure 3.1-4: Lube oil transfer pump module
Main lube oil components on the transfer pump module:

 Lube oil transfer pump
o Type gear pump
 Lube oil counter
o Measures the filled lube oil to the circulating tank
 Lube oil strainer
o Protects the transfer pump

3.4 CRANKCASE VENTILATION
3.4.1 General
One main function of the piston rings is to seal the combustion chamber so that there is minimal loss of
gases to the crankcase. This small part of the working gas reaches as blow-by-gas the crankcase
through the cladding of cylinder and piston.
The stringent pressure differences in combination with high temperatures effect, that a part of the
lubrication oil at the cylinder and piston will be atomized and forwarded with the blow-by-gas in the
crankcase. A part from those predominant bigger oil droplets will be centrifuged from moving driving
mechanisms as crankshaft, piston, con-rod and camshaft.
The blow-by is typically laden with oil droplets which can be divided into two classes based on particle
size:
 Drip (visible drips or puddles of oil),
 Aerosol (sum-micron oil drops that create the oily “smoke” seen at the crank vent).
To avoid increased crankcase pressure during engine operation the blow-by-gas must brought
continuously out of the crankcase. High crankcase pressure can lead to functional disorder of the rotary
shaft seal, risk of gas and oil leakages. Blow-by-gases contain pollutants of combustion process and
unburned hydrocarbons. Blow-by-gas can be explosive under unfavorable circumstances and leads to
crankcase explosions.
The closed crankcase ventilation (CCV) is the best solution under consideration of environment. The
blow-by-gases will be recirculated and delivered to the combustion process and are included then in the
overall emissions of the engine.
Closed crankcase ventilation can pollute the air intake section and leads to output losses. Polluted
charge air cooler and turbo chargers are less efficient. To ensure a safety turbocharger operation an
efficient separation of the crankcase ventilation gases is requested if the blow-by-gas shall be
recirculated before the compressor. If the fuel contains sulfur or halogen it is not recommended to
recirculate the blow-by-gases or the filtrated oil.
Open crankcase ventilation (OCV) can be executed in low-cost version or with blower assisted mist
eliminator.
 Blower assisted mist eliminators are designed for oil systems that cannot withstand back
pressure or where back pressure may not be desirable. It is also designed to maintain
atmospheric condition in the oil system. The crankcase pressure will be adjusted manually
with a throttle flap or a ball valve.
 In crankcase ventilations without blower assistance higher oil losses occurs due to the
positive overpressure.
The maximum crankcase pressure must be limited (see chapter 1.2 Engine Technical Data). Otherwise
leakages at the labyrinth seal of the crankshaft will occur.

3.4.2 Blow-By-Gas Flow

Reference value for the blow-by-gas is:
VBB = PE * 0,055 for diesel engine
VBB = PE * 0,05 for gas engine
Where:
VBB = Blow-by-gas flow [m³/h]
PE = engine output [kW]
3.4.3 Blow-by-Gas Pipe Diameter

The required pipe diameter is given in the chapter 1.2 Engine Technical Data. Pipes must be mounted
with slop (~1%). A continuous drain has to be considered approximately 2 m.

3.5 COOLING WATER SYSTEM

The recirculating cooling water shall always be able to cool the engine components sufficiently also in
case of increased power density during start procedure.
These requirements can only be met by properly prepared, monitored and maintained recirculating
cooling water. If the preparation, monitoring and maintenance work is not carried out properly, corrosion
damages may occur even after a short period of operation.
Three critical factors are to be considered for a proper treatment:
 Suitable fresh water,
 Effective chemical corrosion inhibitor,
 Correct dosing of the corrosion inhibitor.
3.5.1 Cooling Water Requirements

Always use clean, clear water.
Suitable are:
 Natural water (deep well water, well water),
 Condensate and
 Fully de-ionized water.
The values of the fresh water analysis must be within the following limits:
Unit Chemicals
Alkaline earths mmol/l 0 – 1,8
Hardness °dGH 0 – 10
pH-value at 20 °C - 6,5 – 8
Chloride ion content *) mg/l ≤ 50
Total chloride + sulfate ions mg/l ≤ 150
Iron *) mg/l ≤ 0,2
Suspended matter *) mg/l ≤ 10
*) system relevant limit
Table 3.1-1: Fresh water limit values
Please refer also to the latest version of the document Operating Media of the engine.
A chemical corrosion inhibitor will be delivered in Caterpillar Motoren GmbH & Co. KG’s standard scope
of supply. In any case, a filling with this chemical is to be carried out prior to commissioning. When
recirculating cooling water has chemical corrosion protection the cooling water does not need changing.
A concentration check of the chemical corrosion inhibitors considering the limit values is to be carried
out with the relevant testing equipment every 150 h or in accordance with the instructions of the
manufacturer.
In case of temperatures at or below the freezing point of the cooling water an antifreezing agent must be
added to the coolant. When an antifreezing agent is used, a reduction in cooling efficiency is to be
expected.

Figure 3.1-1: Frost protection provided by ratio of antifreezing agent volume per water volume
3.5.2 Water Consumption

In case of radiator or raw water cooling the regular water consumption is limited. The consumption can
be calculated as follows:
mw = 0,015 l / MWh
This is equal to ~3 l per day and engine.
The cooling water volume must be kept constant by topping up, depending on the evaporation loss. The
recirculating cooling water level has to be checked at the expansion tank.
The water consumption is increased by using cooling towers. Some guidance values are given in the
chapter 3.5.9 Cooling Tower.

3.5.3 Cooling Water Components

The cooling water system serves the engine block, the engine charge air coolers (LT and HT-stage) and
the lube oil cooler with predefined cooled water. The heat will be discharged via radiators, cooling
towers or raw water coolers.
Max. water Max. water HT stage LT stage
Charge air cooler CAC
Engine type operating operating water water
(CAC) type Weight
temperature pressure content content
G20CM34 0.00.6-41.80.00-77
105 °C 6 bar 2*30 l 2*24 l 2*769 kg
STEP II Rev A
G16CM34 0.00.6-41.80.00-20 95 °C 6 bar 56 l 56 l 1200 kg
12/16CM32C 0.00.6-41.80.00-20 95 °C 6 bar 56 l 56 l 1200 kg
12/16CM43C 0.00.6-41.80.00-76 95 °C 6 bar 131 l 172 l 2760 kg
Table 3.1-2: charge air cooler information
The single circuit system with radiator cooling is standard for gas engine applications. The HT branch is
integrated as a secondary circuit into the main LT circuit. Advantages of this system are:
 Low installation costs due to minimized pipe work,
 No two different heating surfaces at radiator necessary, easier design,
 Only one expansion tank necessary.
For all diesel engine application the second circuit system is the standard solution. The LT and HT
branch is completely separated from each other. The advantages of this system are:
 Heating surface of radiator can be reduced in comparison to the single circuit system (10-
18 %),
 Easier to adjust during commissioning.
Main components are:

 Combined module with preinstalled pumps, fittings, instruments and electrical preheater,
 Expansion tank,
 Radiator,
 Maintenance tank,
 Maintenance pump module.
In areas where is access to raw water (river water, sea water, wells etc.) the following recooling
equipment can be used:
 Cooling tower,
 Raw water cooler.
The Table 3.1-3 shows that the suitable recooling system is depending on the local conditions.

Radiator Cooling tower Raw water cooler

Water consumption ++ -- ++
Consumption of electricity -- + +
Consumption of chemicals ++ depends on water quality ++
Installation costs - ++ --
Maintenance costs + - -
Charge air temperature - + +
Table 3.1-3: suitable recooling systems
The heat amounts to be dissipated are calculated by means of the HBC (heat balance calculation). The
HBC for defining the size of the recooling system considers a worst case scenario. Therefore it will be
differentiated between HBC for recooling design and for heat recovery. Further details regarding waste
heat recovery are stated in the chapter 3.11 Heat Recovery.

3.5.4 Combined Module

One combined module is provided for each engine. The combined modules will be located in the power
house in front of the engine. The figure below shows the standard piping and instrumentation diagram
for the combined module of gas engines with lube oil preheating. This module includes also a lube oil
part which will be covered in the chapter 3.3 Lube Oil System. In areas with ambient air temperatures
lower than ~10 °C an additional control valve will be integrated.
Figure 3.1-2: Combined module for single circuit system
Where is
FH01 – cooling water preheater
FP01 – HT cooling water pump
FP03 – LT cooling water pump
FP05 – cooling water preheating pump
FR01 – HT cooling water temperature control valve
FR02 – charge air temperature control valve
FX01 – control panel

The electric motor driven cooling water pumps are centrifugal pumps. The pump curves must meet the
required cooling water volume flow and the friction characteristics of the pipeline and the installed
components. Centrifugal pumps require sufficient net positive suction head otherwise cavitation will
occur. For the pump motor the ambient temperatures and the local electrical requirements must be
considered. Space for standby pumps is already considered at the combined module.
For temperature control 3-way valves with electrical actuator and PI controller are used. For engine
jacket water the engine outlet temperature is controlled by using motor control valves for diverting
function, whereas water inlet temperatures are used for control of the charge air cooler temperature, the
lube oil temperature and the main LT temperature by using motor control valves for mixing function.
One electric preheating unit is standard. The heating capacity, only for warming up the engine from
10 °C to about 50-60 °C in 10 hours at a minimum power house temperature of 10 °C is specified in the
chapter 1.2 Engine Technical Data. In case of peak load plants the preheating circuit will include a lube
oil plate heat exchanger too (as shown in Figure 3.1-2).
At ambient air temperature above 40 °C the lube oil cooler is arranged in parallel to the charge air
cooler to ensure sufficient lube oil cooling. Hence the size of the LT-pump and the corresponding piping
has to be increased.
For maintenance purposes several shut-off, drain or vent valves integrated in the module design. During
commissioning the adjustable orifice or 2-way valve will be used to adjust the pump performance.
Figure 3.1-3: Typical combined module

Engine Dimension Water Lube oil

Ambient air temp weight
type L / B / H* in mm content content
G16CM34 < 40 °C 5930 / 2250 / 2400 - - ~8900 kg
G16CM34 ≥ 40 °C / < 50 °C - - - -
G20CM34 < 40 °C 6685 / 2250 / 2357 1265 l 690 l ~11500 kg
G20CM34 ≥ 40 °C / < 50 °C - 1500 l - -
* without legs
Table 3.1-4: Dimension of usual Combined Module
3.5.5 Expansion Tank

The cooling water expansion tank provides the required net positive suction head for the centrifugal
pump and absorbs the volume expansion during temperature rise. The expansion volume can be
calculated according to:
V = V * β * 
Where is
 V: expansion volume in l
 V: cooling water system content in l
 β: volume expansion coefficient in 1/K (water ~ 0,21*10-3 1/K @ 20 °C)
 : temperature difference between filling temperature and final operating temperature in K
Indicative values for the expansion volume per water content in the cooling water system are:
Temperature 30 40 50 60 70 80 90 100 °C
Expansion volume 4 8 12 17 23 29 36 43 l/m³
Table 3.1-5: Expansion volume per cooling water circuit content
The minimum size of an expansion tank shall incorporate a reserve of 20 % for compensating water
leakages beside the expansion volume.
The expansion tank must be in minimum 1 m higher than other components in the cooling water system.
The nominal diameter of the expansion line can be calculated under consideration of
 An one hour expansion of 1 l per kW heat input,
 A velocity in the line of 0,5 m/s,
 The pressure loss in the expansion line shall be less than 0,05 bar.
The expansion tank level will be monitored by a level sensor. If the level falls below the minimum limit
an alarm will be issued.
3.5.6 Radiator
In most cases radiators will be used to transfer the heat from the CM engine coolant medium to the
atmosphere. They will be manufactured and supplied in sections for site assembly as a continuous field
without gaps to avoid recirculation of hot air. The radiator field must be supported on a structural steel
frame of sufficient height to provide always fresh air for the finned tube heat exchanger. The directly

motor driven fans are working as induced draft fans and are mounted above the horizontally arranged
heating surface.
For maintenance reason handrails and ladders must be provided, too. In case of limited footprint
V-radiators are also available.
The radiator units will be delivered prewired to a terminal box on request. The radiator MCC (motor
control center) can also be supplied on request. The radiator MCC receives power from LV station panel
and supplies power for the radiator and controls all electrical motors. Caterpillar Motoren GmbH & Co.
KG recommends to extend the scope by dedicated radiator MCC(s) (motor control center). Such avoids
additional interfacing - and control design efforts on customer side.
Figure 3.1-4: Radiator with steel structure, ladder and handrail
The radiators have to be designed as per climatic conditions as determined in the Design Criteria
document. Additional 10 % reserve in heating surface has to be considered due to fouling. The design
temperature difference between ambient air and cooling water temperature at radiator outlet is 6 K.
Copper pipes with uncoated aluminum fins are standard for inland site applications and clean
atmosphere. For Industrial site applications or corrosive or salty atmosphere different materials or
coating are required. Dependent of the environment and the power plant operation anti-condensing
heaters have to be installed.

The acoustic performance is specified at 1 m from the radiator unit with 85 dB(A) per gen set. For
multiple engine plants the sound pressure level will be increased by following values:
Number of gen sets 2 3 4 5 6 7 8 9 10 11 12
Sound level differences in dB 3 4,8 6 7 7,8 8,5 9 9,5 10 10,4 10,8
Table 3.1-6: Sound pressure level increase
For example the sound pressure level of the entire radiator field of a six engine plant will be increased at
7,8 dB to 92,8 dB(A). Further information is given in the chapter 5.6 Sound Attenuation.
To save electric energy different control philosophies are possible. Caterpillar Motoren GmbH & Co. KG
can offer frequency controlled radiator fans or automatic start and stop sequence of fans or fan groups
in relationship to the ambient air temperature. A close loop strategy to ensure a safe engine operation is
highly recommended. Adjustments of the temperature and time settings of the control philosophy have
to be optimized after commissioning. The formulation of the strategy is only possible in direct
cooperation with the radiator supplier.
Please note, that electric energy savings are only possible at temperatures below ~25 °C and in cold
areas. 50-60 % of the fan speed or radiator capacity is always needed.
The radiator can be delivered with additional equipment:
 Steel structure (anchors),
 Accessories for lifting and handling the fans (crane, railway),
 Ladders and handrails,
 Pressure cleaner, water hose or compressed air,
 Radiator MCC (motor control center).
The steel structure should be completely erected first. Then the radiator cells will be craned and fixed on
it. To prevent the radiator from hot air recirculation the following recommendations shall be considered:
 Several units installed on the same site must be installed side by side,
 No obstacle must disturb the air supply or the expulsion of hot air,
 The units must be sufficiently far from industrial gas exhausts,
 Each single unit must be placed more than 2 m from vertical partitions.
The pipes should not be supported by the radiator headers. Using flexible connections to avoid applying
stress on the headers is strongly recommended.
The radiator shall be visual controlled every month. Depending on the bundle cleanliness it can be
necessary to clean the outside of the bundle. In case of dry coating the heat exchanger surface can be
cleaned by means of a vacuum cleaner or blow away with compressed air. Warm water, a water jet or
steam jet can be used if the coating is greasy or has become encrusted. Cleaning with a synthetic fibers
brush is effective if the deposits stick.
Please note, that not all radiator fins are cleanable. Depending on the fin material the cleaning method
can change or is not applicable otherwise fins can be damaged or bended.

3.5.7 Maintenance Tank

The maintenance tank will store engine cooling water temporarily during maintenance work. This helps
to save corrosion inhibiting chemicals instead of disposing and helps to protect the environment.
The tank shall be sized sufficiently. The tank volume should contain at least one complete engine
system.
The maintenance tank shall be preferable used for cooling water conditioning. The tank should be filled
with good quality fresh or distilled water. Begin circulating the tank water by starting the maintenance
pump, and add cooling water inhibitor and where freeze protection is necessary the proper amount of
glycol-based antifreeze via the dosing nozzle. If a good distribution is reached the filling process of the
cooling water engine circuit can be started.
It is recommended to fill the circuit from a low point in the installation up to the expansion tank. If the
cooling water system is checked for leaks, the cooling water pump can be started to evacuate air
pockets in the circuit. Noisy fluid circulation is a sign of air in the circuit and requires additional actions to
eliminate the air pockets.
Tank volume Length in mm Diameter in mm Height in mm

6 m³ 4410 1400 1996
10 m³ 5460 1600 2106
15 m³ 5680 1950 2439
20 m³ 6875 2000 2489
Table 3.1-7: Dimension of Maintenance Tank
Figure 3.1-5: Maintenance Tank
3.5.8 Maintenance Pump Module

The cooling water maintenance pump module is used to fill or to drain the cooling water system with
pre-mixed cooling water. The pump can also be used to bring fresh cooling water and additives in a
well-mixed condition.
Main dimensions of the standard cooling water maintenance pump module:
 Length = 920 mm
 Width = 830 mm
 Height = 690 mm

Figure 3.1-6: Maintenance Pump Module
For every mode specific valve settings (manually) on the cooling water maintenance pump module are
necessary. The diaphragm pump has good suction lift and dry running characteristics and good self-
priming capabilities.
3.5.9 Cooling Tower

Cooling towers should be used if sufficient water of suitable quality is available. There are different
construction types available at market. This type of cooling system is not recommended for plants in
cold climatic zones.
Open circuit cooling towers (or wet cooling) operate on the principle of evaporative cooling. The working
fluid and the evaporated fluid are one and the same. Close circuit cooling towers are hybrids that pass
the working fluid through a tube bundle, upon which clean water is sprayed and a fan-induced draft
applied. The working fluid will be protected from environmental exposure and contamination. The
resulting heat transfer performance is lower than that of a wet cooling tower.
With respect to drawing air through the tower, there are additional differentiations of cooling towers. In
natural draft cooling towers the warm moist air rises due to the density differential. Mechanical draft
towers are using power driven fan motors to force air through the tower. Induced draft fans are arranged
at the air discharge and are also known as draw-through. Forced draft fans are arranged at the air
intake and are known as blow-through. A fan assisted natural draft tower is a hybrid type that appears
like a natural draft setup, though airflow is assisted by a fan.
An additional categorization is given by air-to-water flow. Crossflow is a design in which the air flow is
directed perpendicular to the water flow. In a counterflow design, the air flow is directly opposite the
water flow. Both crossflow and counterflow designs can be used in natural draft and in mechanical draft
cooling towers.
In the past pressure-vented cooling towers were mostly used for open circuits. Open cooling towers
have the highest power density.

Figure 3.1-7: Pressure-vented cooling tower for open circuit in counter-flow
The cooling tower circuit (external) is an open circuit, as the ambience is brought in direct contact with
the cooling water. The water will be cooled down by means of cooling at the surface of the heat
exchange packing and partly evaporation of water.
The water can be cooled down to temperatures below the ambient air temperature. The heat exchange
packing consists of specially designed corrugated elements. The packing is made out of plastic material
with a heat resistance of 80 °C. The mist collector on the top is designed to separate water drops from
the outlet air stream. The spray water is distributed via a steel tube system which is fitted with hollow
cone nozzles.
The system includes a high-performance radial fan per cell. The double entry fan design realizes a low
noise level and is driven by motor via belt.
Cooling tower cells can be supplied with quantities of 50-1300 kW per cell.
The cooling towers can be delivered also with silencers if noise is limited.
The following figure shows a scheme for the cooling tower circuit.
Figure 3.1-8: Typical Cooling Water Circuit Scheme
Where is
MF03 – cooling tower group
MF17 – cooling water pump unit
FH01 – intermediate plate heat exchanger

Part of the circulating water is evaporated depending on cooling water temperature and wet bulb
temperature. This quantity as well as spray losses and drained water have to be added in regular
intervals. As only water evaporates whereas the minerals remain, the mineral concentration in the
cooling tower sump continually increases. Therefore the sump water must be diluted with fresh water. If
the required water quality level will be kept a trouble-free operation can be ensured.
Because of insufficient quality of the engine cooling water, an intermediate heat exchanger for the
internal circuit is to be provided. Always an external cooling tower and an internal engine circuit are
required. The evaporation cooling tower circuit has strong requirements to the water quality to avoid
failure, crusting and corrosion. This will be achieved both by desalting the concentrated circuit water and
by adding fresh water.
For the water consumption the following guidance values are valid:
Spray losses ~ 0,001 % of the recirculated water volume flow
Evaporation losses in l/h = 1,5 * Q
Desalination losses = Evaporation losses / (EZ-1)
Where is
Q: entire cooling tower capacity [kW]
EZ: desalination number

3.5.10 Raw Water Cooling

Raw water includes rainwater, ground water, water from wells, and water from lakes, rivers and seas.
The characteristics of raw water include such as hardness, alkalinity, and ion content, as well as living
organism and particles.
Therefore raw water treatment is used to optimize cooling water process. The ultimate goal is to reduce
operating costs and risks. Poor water treatment can cause serious damage to the cooling process.
Surfaces of pipes and vessels can be affected by corrosion.
Raw water systems need expensive inlet systems and have to be carefully cleaned. The arrangement is
to be taken from the cooling water schematic diagram.
Figure 3.1-9: Typical scheme for raw water cooling
Where is
FH01: intermediate plate heat exchanger
FF01: raw water filter unit
MF17: raw water pump unit
The raw water temperature shall not higher than 45 °C. To cool down the engine cooling water an
intermediate plate heat exchanger will be used. For the material and the design of the raw water circuit
high requirements are necessary. Local environmental laws must be considered.

3.6 COMBUSTION AIR SYSTEM

The combustion air intake system provides ambient, clean air to the engine for combustion to the
turbocharger. Depending on the environmental condition the standard system utilizes:
1. Oil bath filter units
2. Pulse filter units in very dusty environments
3. Pocket filter in rural, baseline temperature environments.
The filter modules are equipped with one or two connection points for connecting of the combustion air
pipes which are routed to the engine turbocharger inlets. To isolate the pipe construction from the
engine vibration expansion joints are installed.
3.6.1 Combustion Air

The maximum dust concentration in combustion air for Caterpillar Motoren GmbH & Co. KG CM
engines
Max. concentration
Size [µm]
[mg/m3]
0-5 15
6 - 20 7
21 - 100 2,5
101 - 1000 1
> 1000 0
The combustion air is taken
 From the engine hall.
 Directly fed to the engine from outside (standard).
Maximal standard pressure drop for the complete combustion air system is 15 mbar.
If combustion air is taken from the engine hall it has to consider:
 Minimum hall temperature is +10 °C.
 Ambient temperature (lower than 0 °C) the diesel engine will be equipped with a pressure
control device which avoids too high charge air pressure. A silencer is needed.
 Filtration and heating of the ventilation air which may become necessary is described in
chapter 3.10 Power House Ventilation.
 Silencer filter is attached at the turbocharger (marine standard).
If combustion air is taken from outside it has to consider:
 An oil bath air filter is to be provided as the standard configuration in an ambient temperature
range from -10 °C to 60 °C, details see chapter 3.6.3.1 Oil Bath Filter.
 In case of extreme low ambient temperatures (see chapter 1.2 Engine Technical Data) for
diesel engines and for gas engines a charge air preheater is required. The heating medium
will be cooling water. It is recommended to arrange the filter unit with preheater inside the
building or for outside arrangement insulate the required sections to avoid heat losses.
 In case of plants in dusty zones where sandstorms are to be expected the intake for
combustion air should not be taken from the ground level but from a level as high as
possible, i.e. at least 3,5 m above ground.

3.6.2 Combustion Air Filter Module

The combustion air filter module is built in a sectional method of welded and bolted construction. The
support structure, walkway grids, platforms, and ladder can be optional included in the unit. The module
is arranged outside the building. The filter class is according to EN 779.
The maximum pressure drop for the filter system is total 10 mbar.
The module shall be furnished as a single unit, prepackaged, pre-wired, and ready for installation.
Components of the filter module include the following:
a. Integral droplet separator
b. Filter section: oil bath filters / pulse filters / pocket filters
c. Sound attenuator unit with transition piece
d. Heat exchanger if required
e. Transition piece with connection flange(s) to suit engine specific air inlet connections, fastening,
and sealing materials
f. Oil filter control box / pulse filter control / differential pressure transmitter
Features of the filter module include the following:
 G4 / F8 class filters,
 10 mbar maximum pressure drop across unit,
 40 dB(A) noise reduction through silencer section.
Figure 3.1-1: Complete pulse filter module for G20CM34 with heat exchanger

The combustion air system is based on a per engine configuration.

The following table indicates the combustion air demand based on the engine model:
Caterpillar Motoren GmbH & Co. KG CM engine combustion air requirements

Combustion air
Air mass flow Connection flange at
Caterpillar Motoren GmbH & demand @20°C,
@20°C turbocharger inlet
Co. KG CM engine model density 1,2kg/m³
[kg/m³] (DN mm)
[m³/h]
6CM20C (1020 kW) 7650 6375
-
6CM20C (1140 kW) 8550 7125
8CM20C (1360 kW) 10200 8500
-
8CM20C (1520 kW) 11400 9500
9CM20C (1530 kW) 11475 9563
12825 -
9CM20C (1710 kW) 10688
6CM25C (1800 kW) 13500 11250
13875 1 x DN300 special
6CM25C (1850 kW) 11563
8CM25C (2320 kW) 17400 14500
18000 -
8CM25C (2400 kW) 15000
9CM25C (2610 kW) 19575 16313
20250 1 x DN300 special
9CM25C (2700 kW) 16875
6CM32C WB2 (2880 kW) 21600 18000 1 x DN300 special
8CM32C WB2 (3840 kW) 28800 24000 1 x DN400
9CM32C WB2 (4320 kW) 32400 27000 1 x DN400
12CM32C WB2 (6000 kW) 45000 37500 2 x DN400
16CM32C WB2 (8000 kW) 60000 50000 2 x DN400

6CM43C WB2 (5400 kW) 40500 33750
42300 -
6CM43C WB2 (5640 kW) 35250
7CM43C WB2 (6300 kW) 47250 39375 -
8CM43C WB2 (7200 kW) 54000 45000 -
9CM43C WB2 (8100 kW) 60750 50625

63450 1 x DN600
9CM43C WB2 (8460 kW) 52875
12CM43C WB2 (10800 kW) 81000 67500
84600 2 x DN600
12CM43C WB2 (11280 kW) 70500
16CM43C WB2 (14400 kW) 108000 90000
2 x DN600
16CM43C WB2 (15040 kW) 112800 94000
G16CM34 (6720 kW) 47040 39200 2 x DN400
70000
G20CM34 (10000 kW) 58333 2 x DN400 special
The environmental condition and the dust load in particular will determine the type of combustion air
intake filter to use.

3.6.3 General Guideline to select the Combustion Air Filter
3.6.3.1 Oil Bath Filter

This is the baseline filter for an ambient temperature range from - 10 °C to + 60 °C. The minimum
temperature range requests an oil heater device < + 5 °C, special weather louver and pitch. The
filtration characteristic is G4. The main advantage of the oil bath filter is the extensive experience with
this filter type, the reduced maintenance intervals compared to the pocket filter and insensitive of high
humidity. Use in areas with a dust concentration <10 mg/m³ and a particle size <25 µm; e.g. industrial,
urban, tropical, artic, and maritime areas.
Figure 3.1-2: Rotary oil bath filter section

3.6.3.2 Pocket Filter

The filtration characteristic is G4 and it is operating in a temperature range from – 20 °C to + 60°C. The
minimum temperature range requests an air preheater < +5 °C, special weather louver and pitch.
Temperatures below are possible (up to -60 °C) with special consideration for carbon steel and other
components. This filter type should be used in rural areas with little dust load. High dust load reduces
the lifetime of the filter element, resulting in frequent change intervals. Combination of fine dust and high
humidity may clock the filter very quickly.
Use in areas with a dust concentration < 5 mg/m³ and a particle size < 10 µm; e.g. rural areas.
Figure 3.1-3: Pocket filter element
3.6.3.3 Pulse Filter

The filter characteristic is F8 and due to the self-cleaning capability it is the right choice for areas of high
dust loads in e.g. cement plants or deserts with sand storm events. The operating temperature range is
from - 20 °C to + 60 °C. The minimum temperature range requests an air preheater < 5 °C, special
weather louver and pitch. Temperatures below are possible with special consideration for carbon steel
and other components. It is also possible to operate the filter type up to -20 °C without preheating but
then the pulse filter must be oversized due to operate under icing conditions. This filter type is used in
areas with a dust concentration > 10 mg/m³ and a particle size > 25 µm; e.g. heavy industrial and desert
areas, cement plants and mining applications.
Figure 3.1-4: Pulse filter cartridges

3.6.3.4 Combustion Air Silencer

Combustion air silencer is one section of the filter module. The silencer is a splitter type with mineral
wool. Protections prevent acoustic material to be carried into the compressor. The standard noise
reduction is of 40 dB based on a weighted sound power level.
Figure 3.1-5: Silencer splitter type
3.6.3.5 Expansion Joints

Expansion joints are mounted between combustion air piping and turbocharger inlets to eliminate the
engine vibrations to the pipe work.
Figure 3.1-6: Expansion joint arrangement

3.7 EXHAUST GAS SYSTEM

Tasks of an exhaust gas system are
 To ensure a safe discharge of hot gases,
 To dilute the emissions in the atmosphere typically associated with the combustion of fossil
fuels,
 To reduce the engine noise at the exhaust gas side.
For diesel and gas engine applications a turbocharger compressor cleaning device will be delivered. If
diesel engines will operate with HFO or crude oil, a turbocharger turbine cleaning device is necessary.
Main components of an exhaust gas system are:
 Exhaust piping with pipe supports,
 Exhaust gas transition pipe (only for V-engines),
 Exhaust gas expansion joint set,
 Exhaust gas silencer,
 Exhaust gas stack.
For gas engine applications the following safety equipment has to be included:
 Rupture disk,
 Exhaust gas ventilation unit.
Sometimes spark arrestors will be integrated.
If the costumer has to fulfill additional emission requirements the following exhaust gas aftertreatment
components could be required:
 Housing for oxidation catalyst,
 Mixing pipe and SCR-reactor (selective catalytic reduction).
In case of heat recovery different components can be integrated in the exhaust gas system, such as:
 Exhaust gas heater,
 Chiller.

3.7.1 Turbocharger
An expansion joint has to be arranged directly on the turbocharger to interrupt the propagation of
vibration and to compensate the thermal expansion.
General maintenance work involves regular visual checks and cleaning to ensure trouble-free
functioning of the turbocharger. For compressor and turbine cleaning two different wet cleaning systems
will be used.
Compressor Cleaning Device

The degree of contamination of the compressor wheel and diffusor depends on the quality of the intake
air. Contamination of compressor stage has a negative influence on the compressor efficiency and the
charging pressure. Cleaning of the compressor during operation will be done with the wet cleaning
method using the engine mounted dosing vessel.
Water will be injected in front of the compressor wheel and the dirt deposit will be removed by the
mechanical impact of the droplet.
Figure 3.1-7: Compressor cleaning device
The cleaning interval between periodic cleaning is very dependent on the operating conditions. In
general, cleaning should be carried out every 24 operating hours. To be able to carry out a satisfactory
cleaning process the engine has to run between 50 and 85 % load.

Turbine Cleaning Device

The combustion of heavy fuel oil in diesel engines contaminates the turbine blades and nozzle rings of
the turbochargers. The deposits on the turbine components originate from the combustion products like
soot, molten ash, cinder, incompletely burned fuel and sodium vanadate.
The contamination causes a drop in turbine efficiency, and the engine cylinder outlet temperatures can
increase. Also rotor unbalance can occur.
The turbine casings are fitted with a wet turbine cleaning system, including injection nozzles and
connecting pipes as well as a drainage line and scavenging air pipe to prevent clogged cleaning
nozzles. The water connection interface contains all necessary components as regulating valve and
manometer.
The interval between periodic cleaning is very dependent on the operation conditions and the type of
fuel. In generally, cleaning should be done every week. For turbine wet cleaning the engine has just
been started or the engine load has been reduced as far as possible. The best cleaning is achieved at a
load level of roughly 10 to 15 %. Depending on the engine size up to 400 l fresh water for one turbine
cleaning cycle will be used at a water pressure at 2 to 3 bar.

3.7.2 Exhaust Gas Piping

The exhaust piping should be as short as possible to avoid too high back pressure of the engines.
Higher back pressure will influence significantly the performance of the engines, the fuel consumption
and the thermal load of the engines, and needs hence the approval of Caterpillar Motoren GmbH & Co.
KG. Some reference values for increased exhaust gas back pressure at CM diesel engines are in the
chapter 1.4 Impact on Engine Performance.
Generally all engines will work well with a back pressure of maximum 30 mbar. Maximum velocity in the
exhaust gas pipe is 50 m/s. Standard exhaust gas piping diameters are listed in the chapter 1.2 Engine
Technical Data.
The pipe diameter has to be increased in case of heat recovery or exhaust gas treatment up to
velocities of 25 – 35 m/s to ensure the limited back pressure.
The following vibration forces have to be considered for the design of all equipment included in the
exhaust gas piping:
Load per cylinder Engine speed Pressure amplitude Frequency, exh. pulsation
Engine
[kW] [rpm] [bar] [1/s]
6CM32C 480 600 ± 0,1 30
8CM32C 480 600 ± 0,1 40
9CM32C 480 600 ± 0,1 45
720 72
12CM32C 480 / 500 ± 0,05
750 75
720 96
16CM32C 480 / 500 ± 0,05
750 100
500 25
6CM43C 900 / 940 ± 0,06
514 25,7
500 33,3
8CM43C 900 / 940 ± 0,06
514 34,3
500 37,5
9CM43C 900 / 940 ± 0,06
514 38,6
500 50
12CM43C 900 / 940 ± 0,06
514 51,4
500 66,7
16CM43C 900 / 940 ± 0,06
514 68,5
720 72
G12CM34 381 ± 0,05
750 75
720 96
G16CM34 420 ± 0,05
750 100
720 120
G20CM34 500 ± 0,05
750 125
Table 3.1-1: engine exhaust gas pulsations and frequencies
Due to high exhaust gas temperatures thermal expansion of the pipes must be considered. As a result
of the elongation high forces at the piping connections points can occur. Therefore compensators, fixing
and sliding points shall be used to keep the piping elastically supported and to avoid damages. The
thermal expansion of the piping depends only on the material and temperature. The thermal expansion
coefficient of carbon steel is 0,012 mm/m K.
L = 0,012 * LP * 

Where
L = thermal expansion [mm]
LP = pipe length [m]
 = temperature inside pipe [°C]
The exhaust gas piping must be insulated to avoid heat losses into the power house and to protect the
personnel from injuries. Typically a thickness of 100 mm is sufficient.
The exhaust piping must be provided with drains to collect and remove water that may get into the
piping or condense from the exhaust gas. The exhaust system can accumulate a considerable amount
of condensed water. For this reason, exhaust pipes shall be sloped away from the engine or shall be
arranged to prevent rain or condense water from reaching the engine.
3.7.3 Exhaust Gas Silencer

All internal combustion reciprocating engines are noisy. Therefore an exhaust gas silencer is always to
be arranged downstream of the engine for noise reduction. Exhaust silencer must be designed for
broadband performance within the expected frequency range of operation.
Exhaust noise includes the various noise sources of the exhaust gas system (expansion joint, piping
and the exhaust). Casing noise is the result of mechanical and structural propagation of radiated noise.
Fuel contribution, engine timing and the extent of component wear also contribute to the casing noise.
Turbocharged engines may require acoustical treatment of both the turbocharger and the piping to
reduce radiated and reverberant noise. An exhaust tailpipe, when properly applied, will provide added
silencing in the lower frequencies.
The unsilenced noise levels of specific engines can be obtained from Caterpillar Motoren GmbH &
Co. KG. Preliminary data are available in the specific engine project guide or the chapter 1.2 Engine
Technical Data. To determine the silencer, the exhaust gas flow and temperature as well as the
maximum allowed pressure drop must be known.
The required attenuation depends on the engine’s sound level of the exhaust gas and the local
environmental or costumer requirements. Caterpillar Motoren GmbH & Co. KG offers silencers for CM
engines with an attenuation of 30 dB 33 or 35 dB 34 and with a maximum pressure loss of 8 mbar. The
absorptive type silencer will be mostly used. It is like a primarily high-frequency attenuator that consists
of various absorptive chambers and/or baffle arrangements.
For special requirements Caterpillar Motoren GmbH & Co. KG can provide a sound calculation.
Combined spark arrester / silencer can be used as an alternative instead of silencer, especially when
there is a danger of fire, e.g. in cotton factories etc.
33 based on A-weighted sound power level

34 based on A-weighted sound power level

3.7.4 Exhaust Gas Stack

The height of the stack may be subject to national regulations and needs the approval of the relevant
authorities.
The dispersion of pollutants at higher altitude reduces their concentrations on the immediate
surroundings and facilitates compliance with regulatory limits. Therefore the stack height can be subject
of an atmospheric dispersion modeling which simulates the downwind ambient concentration of air
pollutants emitted through the stack.
If no other regulations have to be considered the exhaust stack can follow the GENERAL EHS
GUIDELINES of the World Bank Group. This guideline recommends to designing the stack height
according the GIIP (good international industry practice) to avoid excessive ground level concentrations.
It shall be applicable for all point sources of emissions, whether significant or not.
HG = H + 1,5*L
where
HG = stack height measured from the ground level elevation at the base of the stack
H = Height of nearby structure(s) above the base of the stack
L = lesser dimension, height (h) or width (w), of nearby structures
“nearby structures” = structures within / touching a radius of 5*L but less than 800 m
Figure 3.1-8: Explanation for stack height calculation

Exhaust gas stacks can operate under natural draught or in overpressure conditions. Thermal and fluid
dynamic calculations are specified by the European standard EN 13384-1: 2002 + A2: 2008 (E).
The exhaust gas stack is generally an external structure and supported on a foundation. On the basis of
types of construction of the shaft, steel stacks are classified into two types: Self-supporting stacks and
guyed stacks. At self-supporting stacks the wind or earthquake forces are transferred to the foundation
by cantilever action. The ropes or guys attached to the guyed stacks transmit the lateral forces and thus
ensure the stability. Exhaust pipes mounted together in a frame work structure are also common.
Drains shall be installed at the lowest point of the stack.
Aviation lights, access point ladders or stairs have to be included as required.
Special attention has to be paid to corrosion protection. Often COR-TEN steel will be used. COR-TEN is
a group of steel alloys which was developed to eliminate the need for painting, and form a stable rust-
like appearance if exposed to the weather several years.
3.7.5 Rupture Disk

The exhaust gas lines in natural gas applications shall be equipped with rupture disk(s) to offer
overpressure protection. Rupture disks provide a planned pathway for the expanding gases to escape
during potential industrial explosion hazards.
In common practice, the rupture disk has to be located in front of components, which shall be protected
from overpressure. Caterpillar Motoren GmbH & Co. KG recommends consider one rupture disk in the
exhaust gas piping close to engine to take off pressure peaks as early as possible.
Rupture disk which are arranged inside of the power house must be ducted outwards. The discharge
shall be located to provide protection against personal injury and mechanical damage, and shall be
fitted with weather hood to prevent entrance of rain or snow.
Usually the size of the rupture disk should be equal to the exhaust gas pipe diameter.
The complete system is subject to project specific design and the local regulatory codes.
3.7.6 Exhaust Gas Ventilation

A purge fan is also required for gas engines in order to evacuate the entire exhaust system volume in a
designated time. If no other requirements have to be considered (e.g. by local regulation codes) the
purge fan can be sized with second time refreshing of the exhaust gas system.
VF,min = 2 * Vex * 3600 / tP
where
VF,min = minimum volume flow of purge fan [m3/h]
Vex = entire volume of the exhaust gas system [m³]
tP = purge time, generally considered with 90s [s]
The fan will be located close to the turbocharger outlet and will be automatically controlled by the engine
start and stop cycle. The fan has to operate up to 20 % engine load to avoid explosive conditions in the
exhaust gas system. In shut-off mode the purge fan has to be safeguarded against high temperatures
with a flap and a temperature sensor. The fan operation will be monitored by a pressure transmitter.

3.7.7 Spark Arrestor

A spark arrestor prevents the emission of embers from combustion sources, such as internal
combustion engines. They play a critical role in the prevention of wildland fire and ignition of explosive
atmospheres. Usually spark arrestor are used in areas close to flammable environment (e.g. textile
factories) or on costumer’s request.
3.7.8 Catalyst Housing

If the engine can’t fulfill the regional emission standards, additional equipment in the exhaust gas
system must be considered.
In case of an SCR-System (selective catalytic reduction) a long mixing pipe and a catalytic housing is to
integrate in the exhaust gas pipe. The oxidation catalyst can be included in the SCR housing or will be
delivered as stand-alone version.
The main length of the equipment depends on the exhaust gas flow and temperatures as well as the
emission reduction. Also the allowed pressure drop has a big influence to the length and the size of the
exhaust gas aftertreatment components. The length of a mixing pipe can be in a range of 4,5 m up to
6 m. The main components of the reactor housing are inlet cone, reactor housing with the honeycomb
catalyst and the outlet cone. Additional the same length must be considered for the combined reactor,
with honeycomb and oxidation catalyst.
An exhaust gas pressure drop of 16 mbar up to 25 mbar were already realized.
All housings must be sufficient supported and stress free mounted.
More information about the entire SCR-System will be given in the chapter 3.5 Exhaust Gas
Aftertreatment.
3.7.9 Exhaust Gas Heater

When heat recovery from exhaust gas is required, an exhaust gas heater or exhaust gas economizer
must be included. Smoke tube boiler can be used for gas applications if hot water or steam shall be
heated. The figure shows a two stage exhaust gas heater for high efficiency application with external by-
pass and integrated flaps, connected by couple rod.
Figure 3.1-9: smoke tube boiler for use after gas engines for hot water or steam application

For thermal oil this kind of heaters is not recommended. Typically an exhaust gas heated thermal oil
heater will be used, which consists of several concentric coils of pipes welded gas tight and surrounded
by a gas tight steel casing. This type of heater can be equipped with an infield tested automatic cleaning
system of good effectiveness for HFO applications.
Figure 3.1-10: Look inside of an exhaust gas heated thermal oil boiler
For full heat recovery Caterpillar Motoren GmbH & Co. KG recommends a water tube exhaust gas boiler
with self-standing casing structure and automatic soot blowers for cleaning during operation. The
flexible design allows adjusting the boiler size and within the common casing structure there can be
several heating sections depending on the application. This enables, that the boiler can be designed for
steam generation, water heating or both. This boiler is able to handle the exhaust gas from all engine
applications as for diesel, HFO as well as for natural gas.

Figure 3.1-11: Water tube boiler, here for steam generation
Because the requirements regarding exhaust gas waste heat recovery can differ in a wide range, please
contact Caterpillar Motoren GmbH & Co. KG for more information or see chapter 3.11 Heat Recovery.
Usually way to control boiler or heater output is a Bypass-flap system. The flap system must be able to
handle the exhaust gas pulsation.
Normally exhaust gas heaters are made of carbon steel and / or of heat-resisting steel. If any sulfur is in
the fuel gas the pipe wall temperature must be kept always above the acid dew point, otherwise
corrosion will occur. If the heater is made from stainless steel, the operating hours can be increased, but
corrosion will not be avoid. At low temperature applications the water dew point must be considered,
too.
3.7.10 Chiller
The use of exhaust-fired absorption chillers, with optimized cycles and multi-stage utilization of the flue
gas enthalpy, is a key step towards improved energy efficiency in absorption refrigeration and in CCHP
applications. The dominant field for this kind of technology is the centralized air conditioning of buildings,
especially in the USA and in various Asian countries. The most prominent application of this principle is
the so-called double effect absorption chiller.
More information about exhaust heat utilization will be given in the chapter 3.11 Heat Recovery.

3.8 EXHAUST GAS AFTERTREATMENT

Exhaust gas cleaning systems are provided according to national regulations. It must be sure that all
limit values are defined by customer and the respective measurement methods, too. Furthermore it has
to be ensured that the customer will be responsible for these statements, because many local
regulations are open to interpretation and in some countries special conditions can easily be negotiated.
For the operation of CM engines the following emissions are to be considered:
 NOx, nitrogen oxides,
 CO, carbon monoxides,
 PM, particulate matters,
 SOx, sulfur oxides,
 HC, hydrocarbons.
For gas engines the hydrocarbon emission limits are subdivided in:
 NMHC, non-methane hydrocarbons,
 VOC, volatile organic compounds,
 CH2O, formaldehyde.
By using the SCR technology the emission of the reagent can be limited:
 NH3, ammonia.
Carbon dioxides CO2 is a significant greenhouse gas. Since the industrial revolution the carbon dioxide
emission has rapidly increased its concentration in the atmosphere, leading to global warming. Up to
now CO2 is not limited in the national regulations for the operation of stationary power plants and
therefore not further mentioned in this chapter.
Emissions are products of incomplete combustion of hydrocarbon compounds or undesirable oxidation
products of fuel contents and are included in the exhaust gas of CM engines with approximately
0,1-0,3 mass%. The values given for the diesel engine in the diagram below are based on HFO with a
sulfur content of 2 mass%. The exhaust gas composition for gas engines is typical for usage of natural
gas.
Figure 3.1-12: Exhaust gas composition of CM Gas engines

Figure 3.1-13: Exhaust gas composition of CM Diesel engines
The following described technologies are the most common solutions for exhaust gas aftertreatment.
There are different other possibilities. Please contact Caterpillar Motoren GmbH & Co. KG in case of
special requirements and exhaust gas conditions.
3.8.1 SCR System

A common process for the reduction of NOx (nitrogen oxides) is the method of selective catalytic
reduction (SCR). SCR involves the reduction of NOx compounds in the gas stream to nitrogen gas and
water vapor by means of a chemical reaction through a catalyst.
Main components of an SCR-System are:
 Catalyzer reactor housing with inlet and outlet section,
 Vanadium based catalysts,
 Dosing unit for reducing agent,
 Mixing pipe assembly with reducing agent injection system,
 Reducing agent screw pump unit pre-mounted with fittings and instruments,
 Control and diagnostic system for reducing agent dosing,
 NOx analyzer cabinet,
 Reducing agent tank with level sensor.
In the SCR nitrogen oxides in the exhaust gas are reduced by injecting aqueous ammonia (NH3) into the
exhaust gas. The mixer integrated in the exhaust pipe sprays the agent with the help of compressed air
into the exhaust gases thereby ascertaining an optimal distribution. The gases flow over a catalytic
material to facilitate the chemical reaction. In the presence of this catalytic material, the nitrogen and
hydrogen in the ammonia combine with the nitrogen and the oxygen in the NOx to produce only nitrogen
gas and water vapor.
4 NO + 4 NH3 + O2 4 N2 + 6 H2O
The process requires that the reducing agent supply be continuously adjusted based upon the
measurement of outgoing NOx concentration. In a close loop system the injection of the agent is
controlled by a NOx-Controller, which permanently regulates the amount of the injected aqueous
ammonia. An open loop system is also common, where the agent will be primary rated according to
engine load curve adjusted during commissioning phase.

The NOx conversion efficiency is determined from the NOx concentration at the catalyst inlet and outlet.
Depending on the SCR-honeycomb volume in the reactor, a reduction in excess of 95 % can be
achieved. Depending on the type of catalyst, the reaction temperature can be reduced down to 280 °C
and is limited to 510 °C for higher temperature. The designed SCR will be optimized with special
vanadium doted honeycombs for an operating temperature range of ~150 K and therefore the specific
catalyst activity are limited to this range.
Figure 3.1-14: Typical Scheme of SCR-System
The introduction and distribution of ammonia in the exhaust gas are critical to NOx removal in SCR
systems. NH3 must be supplied to the exhaust gas in amounts that exceed the stoichiometric
requirement, also known as “ammonia slip”, which subsequently becomes an additional source of air
emissions for the plant.
Reactor Housing
The catalyst housing integrates the catalyst into the exhaust gas system and is flanged at both ends
with flanges straddling the vertical centerline.
The catalyst housing has to be designed for the opening pressure of the rupture disk to avoid damages
at the housing if an explosion occurs. The housing can take only limited outer forces and must be
disconnected from engine and exhaust gas vibrations. Flexible support elements and compensators
shall be used. For mounting, dismounting and cleaning enough space in front of the housing openings
must be considered, minimum 700 mm.
Catalyst
In case that appropriate function of the engine at start-up is not secured, the catalyst installation should
not take place. Ignition failures, emission of unburned hydrocarbons, extensive lube oil consumption can
poison the catalyst elements. The catalyst should be charged after the engine commissioning is finished
and a stable engine operation is secured.

During normal operation particles from the exhaust gas can stick to the catalyst and slowly cover its
surface. Therefore the differential pressure must be monitored periodically, once a week at 100 %
engine load. If a significant change in differential pressure is observed the catalyst may need to be
cleaned. In addition a visual inspection and cleaning of the catalyst once a year is recommended.
Generally the catalyst can be cleaned two or three times before the blocks must be removed / renewed
(~ 16000 operating hours).
If the injection of ammonia takes place at a too low temperature, Ammonia sulfate or ammonia bisulfate
can be generated as a function of the temperature or moisture content of the exhaust gas. All exhaust
gas path components after generating ammonium bisulfate are at risk. These ammonia salts can
condense in the catalyst pores, resulting in deactivation. This effect can be prevented by maintaining a
minimum temperature as a function of the concentration of SO3 and NH3.
The following diagram shows the required minimum catalyst temperature for long-term operation of the
SCR:
Figure 3.1-15: Minimum required catalyst temperature per fuel sulfur content
Therefore the injection of the reacting agent starts after warming up the catalyst which is achieved
~30-to 40 minutes after engine start and the engine load is higher than adjusted limit (> ~30 %).
Therefore it is recommended to take the engine with a SCR system in a longer operation at higher load.
Catalyst deactivation can result from poisoning, fouling, masking, or excessive temperature. Poisons are
materials that chemically combine with the catalyst and reduce catalyst activity. This process cannot
typically be reversed and the catalyst must be replaced. The following elements are known to poison
catalyst and must be avoided:
 Alkali and alkaline-earth Metals, chlorides, fluorides, zinc, lead, cadmium, arsenic, mercury,
phosphorous and organic silicon compounds.
The gaskets around the catalyst elements are critical to seal the element in the housing and prevent
exhaust blow-by around the catalyst element. A blow-by rate of 5 % can easily increase the downstream
NOx by 10 ppm.

Dosing Unit
The dosing unit measures and adjusts the required reducing agent flow. It cools down the injection
nozzle before dosing reducing agent. The cooling process depends on the length and diameter of pipe
between dosing unit and injection nozzle. After shut down of the flow the remained reducing agent must
be removed from the system to prevent crystallization and subsequent plugging. The cleaning or
purging process depends on the length and diameter of pipe to the injection nozzle. The distance
between the dosing unit and the injector is limited.
The system should be designed to avoid unintentional urea injection when operation limitations are not
satisfied. Leakages of urea into engine can be prevented if a spring loaded normally and pressure-less
closed pneumatic ball valve blocks the urea pipe.
Mixing Pipe with Injection Nozzles

A long straight distance is required for the complete disintegration of urea to ammonia and water and to
homogeneously mix it with the flue gas. Within this distance different decomposition products will
appear and can lead to a higher risk of corrosion. It is strongly advised not to install bends of any kind
within the mixing distance. Also compensators should be avoided there. The needed mixing length
depends on the reducing agent flow, temperature, diameter of exhaust pipe, compressed air
consumption and exhaust gas flow.
Rough reference values for the minimum straight pipe after the static mixer as a function of the reducing
agent flow are:
Urea flow < 20 20 - 50 50 - 220 [l/h]
Min. straight pipe after mixer 1800 2500 3200 – 4000 [mm]
Table 3.1-2: Reference values for pipe length and urea flow at gas engines
After every shut down the injection lance has to be flushed with air at the liquid connection to avoid the
urea remains in the lance due to crystallization.
The nozzle system must be dimensioned in such a way that a significant temperature increase of the
reducing agent will only take place in the flue gas flow. Otherwise thermal urea decomposition can take
place and lead to clogging in the nozzle system.
NOx Analyzer
The NOx analyzer with sample gas treatment measures the NOx concentration on the outlet side of the
catalyzer. Caterpillar Motoren GmbH & Co. KG recommends the integration of one analyzer per engine.
After SCR catalysts a sample gas probe for the NOx analyzer is designed. The NOx analyzer cabinet
should be installed close to the sample gas probes. The maximum length of the sample line is 15 m. To
ensure a safe operation of the NOx analyzer a robust control is required. Therefore this measurement is
not suitable for the emission measurement for the environmental regulations.
Pump Unit
Pumps shall be positioned next to the storage tank of the reactant agent. One pump unit serves all
dosing units with the right amount of the agent. Therefore the pump unit will be delivered always with a
standby pump. The exchange of the damaged pump can be executed within approx. 1 hour.

Reducing Agent Tank and Piping

In case the ambient air falls below 0 °C all outside pipe, tubes and tanks must be insulated and
equipped with trace heating to keep a temperature of 5 °C. Reducing agent pipes are made of stainless
steel.
Urea should be stored at room temperature to prevent freezing and crystallization. Urea does have a
tendency to salt out or form precipitate layer if stored and not agitated often. The presence of precipitate
in the urea could contribute to clogging in the dosing units and injectors.
In the reducing agent piping a pressure control must be considered, executed with a pressure control
valve or a pressurized expansion tank.
SCR Control
The main function of the combined control and regulation system of the SCR system is to keep the NOx
emission behind the exhaust gas purification below a given nominal value – approx. 80-99 % of the
admissible emission limit.
For this purpose, the functional relation between the NOx emission, the resulting reducing agent flow
and the load of the engine must be defined and recorded in the digital control system during
commissioning. With this operational characteristic, a delay-free pre-dosing of the reducing agent is
carried out depending on the engine load.
In addition, a close loop control can compare the reducing agent flow measured with the recorded
nominal value. This minimizes the reducing agent consumption by precise dosing at any time of
operation and independent from the catalyst age.
3.8.2 Oxidation Catalyst

For the reduction of CO (carbon monoxide) and volatile organic compounds (VOC) emission an
oxidation catalyst will be used. The oxidation catalyst in the reactor oxidizes carbon monoxide and the
shares of methane-free hydrocarbons to carbon dioxide and water vapor. The process is particularly
economical and clean and reliable over a long time. Of all catalytic converter systems, the oxidation
catalyst is the most resistant to harmful components in the fuel gas.
The oxidation catalyst requires a minimum exhaust temperature of 290 °C for CO reduction but requires
higher temperatures for hydrocarbon reduction. The reduction of hydrocarbons highly depends on
exhaust temperature and fuel composition.
For gas engines applications normally platinum-based oxidation catalysts are used. The catalyst can
operate in a temperature range from 200-580 °C.
If an oxidation catalyst is arranged downstream of a SCR-system the catalyst is able to reoxidate the N2
in presence of ammonia. Hence the upstream SCR catalyst must operate with a very low ammonia slip
to avoid this reoxidation.
If the engine is running with particle free natural gas and low oil consumption the catalyst can be
cleaned once a year. For other type of gases or in case of high oil consumption, an inspection is
recommended every 2-6 months.
The catalyst can be installed in vertical and horizontal position. If the oxidation catalyst planned as a
stand-alone version the housing will be delivered with an inlet and outlet cone. The inlet cone will be
arranged for an even flow through the catalyst to meet the emission conversion at its optimum. Only a
homogeneous flow will achieve the full effectiveness.

3.8.3 Flue Gas Desulfurization

Sulfur is a natural compound of heavy fuel oil and it appears in different concentrations depending on
the source of the heavy fuel oil. The sulfur is chemically bound to the hydrocarbons of the oil. The
binding energy is quite high which makes it difficult and energy consuming to separate the sulfur from
the hydrocarbons. During the combustion process inside the engine the sulfur is oxidized to SO2
(approx. 95-98 %) and SO3 (approx. 2-5 %). A fraction of SOx reacts to sulfates and turns into
particulate matter but the major part appears as gaseous SO2 and SO3 in the exhaust gas.
There are four alternatives to avoid SOx emissions:
 Wet exhaust gas cleaning (scrubber),
 Dry exhaust gas cleaning ( packed bed filter / baghouse filter),
 Low sulfur fuel,
 Dual-Fuel / LNG.
3.8.3.1 Scrubber
Wet scrubbing absorption technology employs a scrubbing liquid containing calcium carbonate CaCO3
(limestone), calcium hydroxide Ca (OH)2 or calcium oxide CaO to absorb SOx from fuel gas. The
absorbent to be used can be chosen according the availability on the local market.
The exhaust gas will pass the especially designed hot gas quencher at the scrubber inlet. In the
following absorption zone of the free space nozzle scrubber the gas will be charged with the scrubbing
solution from the liquid distribution system. The purified gas leaves the scrubber after passing the mist
eliminator into the atmosphere.
The absorbent is added to the scrubbing liquid in the circuit according to its pH value. Together with
oxygen from the atmosphere gypsum is produced. (CaSO4 x 2 H2O).
A vacuum belt filter separates the gypsum from the process. Heavy metal impurities can be separated
from the scrubbing liquid as a separate process.
This process avoids waste water or any other effluents.
 Inexpensive cost of absorbent (limestone) and low absorbent consumption,
 Closed liquid loops inside the plant,
 No waste products (low costs),
 No corrosion due to use of non-metallic components.

Figure 3.1-16: Scheme of Scrubber Technology
The wet process has the following advantages when using limestone powder or hydrated lime in
comparison with a dry or a semi-dry process with hydrated lime.
 Higher separation of SOx (sulfur oxide), HCl (hydrogen chloride) and HF (hydrogen fluoride)
is possible and thus lower emission values.
 The absorption is possible with a considerably cheaper absorbent. The cost for the limestone
powder is only 1/3 of the costs for the hydrated lime.
 The stoichiometry is almost 1 in all load ranges, that means only as much absorbent is
consumed as required for the separation of SOx, HCl and HF.
Scope of supply:
 Free space nozzle scrubber with bypass-free liquid distribution with integrated hot gas
quencher and mist eliminator.
 Central for utility supplement equipment with absorbent storage silo for limestone powder and
slurry preparation facility.
 End-product gypsum dewatering plant.

Cost-cutting construction:
The concrete construction is sheltered and protected inside the scrubber with a chemical resistant
thermoplastic material. The concrete work can be carried out on the job-site by local companies under
our supervision. The concrete construction makes it possible to fasten all steel platforms and steel stairs
directly to the concrete. In addition the stack can be placed directly on the top of the scrubber column. In
case of damages, the repairing of thermoplastic material is easy. Detected cracks can be welded
without efforts. It is also possible to change bigger pieces of thermoplastic material very easily.
3.8.3.2 Packed Bed Filter

The packed bed filter technology was developed for 4-Stroke engines used in land-based applications.
Calcium hydroxide Ca(OH)2 in granulate form is used for the absorptive process. This technology
removes 80-88 % of the sulfur oxides (SOx) from the exhaust gas.
The chemical reaction is shown in the following equations:
Ca(OH)2 + SO2 + ½ O2  CaSO4 + H2O
Ca(OH)2 + SO3 + H2O  CaSO4 + 2 H2O
The absorption of sulfur oxides leads to calcium sulfate, which is normally known as gypsum.
The packed bed filter is directly integrated downstream the turbo charger and can be operated at
temperatures between 280-410 °C. As the absorption process is an exothermic reaction, there is no
temperature loss of the exhaust gas. This means, the boilers and economizers can be operated while
the bed filter is in use. The system can be run at lower temperatures but at the costs of a higher
granulate consumption.
Figure 3.1-17: Scheme of Packed Bed Filter Technology

The Figure 3.1-17 shows a schematic design of the packed bed filter process. The exhaust gas enters
the absorber and flows horizontally through a packed-bed of granulate. A specific design inside the
absorber guarantees the chemical reaction of the exhaust gas with the pellets. The absorber also
removes rough sooty particles and other residues from the exhaust gas and thus acts as particles filter
as well.
The operation of the bed filter causes a back pressure of approximately 8-12 mbar. To minimize this
additional pressure a fan could be integrated into the system.
On top of the absorber a supply silo stores fresh granulate. A controlled, continuous or interval,
extraction of reacted granulate underneath the absorber ensures the necessary granulate supply by
using gravity. For the standard application, all granulate transportation, like refilling of the supply silo or
disposal of the reacted granulate, are realized by pneumatic conveying.
All operational parameters are sent to the control cabinet and are inspected there. The integrated
monitoring system plots the emission values and proves that the bed filter meets all regulations although
the engine runs on heavy fuel oil.
In case of emergency or if maintenance work needs to be done, the bed filter can easily be shut down
by using the bypass.
The packed bed filter is turned on or off by the main switch upon signal of the main engine. The material
in the system acts as a thermal storage. Even if the machine e.g. is off for a day, the temperature in the
reactor will drop down negligible and thus ensures an efficient desulfurization. After a long period of an
engine turn off (6-10 days), the systems cool down to ambient temperature. By heating up the system
with the hot exhaust gases to normal operating temperature the desulfurization goes up equivalently to
the temperature.
The typical power consumption of this system is 1,5-2 kW/MW (min. 15-20 kW). This power is needed
only for a few minutes per hour during the discharge of granulate through rotary valve feeders.
The used granulate can be utilized in the cement industry, in power plants, soil remediation or in the
steel industry.

3.8.4 Electrostatic Precipitator

The separation of dust particles from the exhaust gas can be carried out by different dust removal and
separation systems. The table below shows reference values for the operating limits.
Centrifugal Wet scrubber Electrostatic Baghouse or
separator precipitator cartridge filter
Higher dust collection
> 10 > 0,1 >1 > 0,5 m
efficiency
Raw gas content < 1000 < 10 < 50 < 100 g/m³
Achievable clean gas
100 - 200 50 - 100 < 50 < 20 mg/m³
content
Pressure loss 500 - 3000 100 - 1000 30 - 400 600 - 2000 Pa
Maximum gas temperature 450 300 450 260 °C
Gas volume flow 3000-200000 3000-100000 10000-300000 1000-100000 m³/h
Table 3.1-3: Reference values for separation systems
An electrostatic precipitator is a filtration device that removes fine particles like dust and smoke from the
exhaust gas. The system of electrical dust removal is particularly reliable, since it is relatively insensitive
to the entry of sparks as compared to baghouse filters and tolerates load fluctuations very well.
Benefits of electrostatic precipitators:
 Resistance against high temperatures (normal execution up to 300 °C, at higher
temperatures special version required),
 Dust collection efficiency,
 Inured to load fluctuation, sparks, overheating and occasional usage below dew point
temperature,
 Low operating costs due to low pressure loss and marginal maintenance requirements,
 Long durability and high availability,
 Retrofit with minimal adaptions of the system,
 Low noise emissions.
When planning an electrostatic precipitator different parameters must be considered. Following exhaust
gas values must be known:
 Volume flow,
 Temperature,
 Pressure / allowed back pressure,
 Exhaust gas moisture,
 Exhaust gas composition (e.g. O2, CO2, CO, SOx),
 Load profiles,
 Dust content and properties (raw gas dust content, clean gas dust content, particle size
distribution, chemical analysis, electrical dust resistance).

Electrostatic precipitator is a method using the force of an induced electrostatic charge, and consists of
discharge wires and collecting plates. A high voltage is applied to the discharge wires to form an
electrical field between the wires and the collecting plates, and also ionizes the gas around the
discharge wires to supply ions.
The dust-laden flue gas enters over flow distribution canals the filter and is evenly directed by the
collecting plates. The particles passing through the filter are negatively charged by the accelerated
electrons or ions and move toward the positively charged collecting plates.
The particles collected on the collecting plates are cyclically removed by knocking and thus removed
from the exhaust gas flow. The formation of so-called catch pockets on the collecting plates prevent the
re-entrainment from already separated particles. The accumulated dust falls into the dust collection tray
and will be discharged by a screw conveyor.
The dust efficiency of the electrostatic precipitator is affected by the electrical resistivity of the dust. In
the normal resistivity area, the dust collection efficiency is high, so dust collection is stable. Most of the
aerosols handled by electrostatic precipitator are in this electrical resistivity area.
The dust collection efficiency in the high-resistivity area reduces as the electrical resistivity of the dust
increases.

3.9 COMPRESSED AIR SYSTEM
3.9.1 General Description
The Compressed Air System basic functions

 Generate the plant required compressed air,
 Store the required compressed air for the engine start process,
 Provide low pressure for plant auxiliaries,
 Basic prerequisite for a pneumatic system or a pneumatic circuit.
Air quality requirements

The quality of the instrument air for safety and control devices must fulfill the following requirements.
 The composition of aerosols and hydrocarbons which may be contained in the compressed
air,
 The size and concentration of particles which still may be contained in the compressed air,
 Specification of the temperature on which the compressed air can cool down without the
steam contained in it condensing,
 The pressure dew point changes with the air pressure.
The standard DIN ISO 8573-1 defines the quality cases of compressed air as follows:
Instrument air specification

Max. particle size: 15 µm
Max. particle density: 8 mg/m³
Water pressure dew point: 3 °C
Water: 6000 mg/m³
Residual oil content: 5 mg/m³

3.9.2 Compressed Air Components

The main components of the compressed air system are:
 MA02 – Air compressor module, starting,
 MA04 – Air receiver module, starting.
In addition, a separator system for service air (air for maintenance, pneumatic tools, etc.) is required.
The number, output and capacity of these components depend on the following criteria:
Number of the Air Compressors

Unless special requirements exist, e.g. customer requirements, gas engine plants, the number of air
compressor modules should always be one. The compressor selection range allows the largest
compressor module to provide the required quantity of compressed air for plants. Each air compressor
module contains two equally sized air compressors.
Size of Air Compressors

Air compressors are sized to fill the volume air receiver from the minimum starting air pressure up to
30 bar. The air receiver must be filled in one hour.
Type of Air Compressors

Caterpillar Motoren GmbH & Co. KG standard design is for both air compressors to be electrically-
driven. If customer requirements dictate or there is no emergency electrical supply, one of the
compressors can be driven by an auxiliary diesel engine. Caterpillar Motoren GmbH & Co. KG does not
have a standard solution for this configuration.
Number of Air Receivers

Unless special requirements exist, e.g. customer requirements, gas engine plants, the number of air
receiver modules should be always one. The receiver selection range allows for the largest module to
provide the required quantity of compressed air for plants. Each air receiver module contains two
equally sized air bottles.

3.9.3 System Schematic

(Only major components are shown / options & variants not shown)
MA02
a Compressor
b Compressor module
MA04
a Air receiver
b Pressure reducing unit
c Air receiver module
GA01
a Engine
Figure 3.1-1: Compressed Air System Schematic

3.9.4 Compressed Air System Components
3.9.4.1 MA02: Air Compressor Module, Starting
Figure 3.1-2: Typical Air Compressor Module
The minimum air compressor flow rate for standard air compressor modules at 30 bar (at sea level and
20 °C) for the 12CM32C, 16CM32C, 12CM43C and 16CM43C engines is located in the table below
(NOTE: this is per air compressor, one must multiply by two to determine flow rate per air compressor
module):
Caterpillar Motoren GmbH & Co. KG Requirements – MA02 Air compressor module, starting
Freq Parameter Size 1 Size 2 Size 3 Size 4 Size 5 Size 6 Size 7
MA02- MA02- MA02- MA02- MA02- MA02- MA02-
ID
X0101 X0201 X0301 X0401 X0501 X0601 X0701
50 Hz
Min. Cap.
31 48,5 72,5 100 130 - -
[Nm³/h]
MA02- MA02- MA02- MA02- MA02- MA02- MA02-
ID
X0102 X0202 X0302 X0402 X0502 X0602 X0702
60 Hz
Min. Cap.
37,5 59 85,5 120 160 - -
[Nm³/h]
Table 3.1-1: Standard Air Compressor Module Selections

3.9.4.2 MA04: Air Receiver Module
Figure 3.1-3: Typical Air Receiver Module
3.9.5 System Calculations
3.9.5.1 Capacity of Air Receiver Module

The total plant starting air receiver and air compressor capacity is calculated for the entire plant. The
first step is always to calculate the minimum calculated air receiver capacity. This is done with the
formula below.
3.9.5.2 Calculation of Receiver Module
 V  N  Pnsl  n 
Vreceiver   start   1000 l 
 Pmax  Pmin 
Vstart: Air consumption per engine (see 1.2 Engine Technical Data) [Nm³]
Vreceiver: Total calculated volume of air receivers [I]
Pmax: Max. receiver pressure (max. 30 bar) [bar]
Min. receiver pressure
Pmin: [bar]
(Minimum engine start air pressure = 15 bar)
Pnsl: Atmospheric pressure at normal sea level [bar]
n: Number of starts (standard = 3)
N: Number of engines
Note: All Caterpillar Motoren GmbH & Co. KG power plants require a minimum of two air receivers.

3.9.5.3 Capacity of Air Compressor Module, Starting

The air compressor module is designed such that the volume of the starting air receiver can be restored
from 10 bar to 30 bar in one hour or less when both air compressors are operating. The total air
compressor module flow rate (must be divided by two to account for the two compressors) is calculated
for the entire plant.
Caterpillar Motoren GmbH & Co. KG Requirements – MA04 Air receiver module, starting
Parameter Size 1 Size 2 Size 3 Size 4 Size 5 Size 6 Size 7
MA04- MA04- MA04- MA04- MA04- MA04- MA04-
ID
X0101 X0201 X0301 X0401 X0501 X0601 X0701
Min. Capacity [ l ] 2 x 500 2 x 1000 2 x 1500 2 x 2000 2 x 3000 2 x 5000 2 x 7000
Table 3.1-2: Caterpillar Motoren GmbH & Co. KG Requirements – MA04 Air Receiver Module, Starting
3.9.5.4 Total Nominal Capacity of MA02 - Air Compressor Module, Starting

Once the calculated minimum receiver capacity is calculated, the nominal air compressor size should be
calculated using the formula below:
∙
/
1000 ∙ ∙
Patm: Atmospheric pressure [bar]

Vmin: Total min. calculated air compressor capacity [m3/h at 30 bar @ 20 °C, < 500 m]
t: Fill duration time (typically 1 h) [h]
Note: Vreceiver used above should be calculated value not the actual selected air receiver volume.
Note: The calculated air volume is not sufficient for the starting process of gas engines. Please contact
Caterpillar Motoren GmbH & Co. KG to define the necessary air receiver size.
3.9.5.5 Total Capacity of MA02 - Altitude Derating

Air compressors manufacturers define flow capacity in normal cubic meters per hour, (Nm3/hr) or
standard cubic feet per minute (scfm). These units account for the density of air up to approximately
500 m. For altitudes above 500 m, the compressor needs to be slightly oversized to compensate for less
dense air. Figure 3.1-2 below lists correction factors based upon on a range of altitudes.

Altitude Range (m) Correction Factor KA

0 – 500 1,00
501 – 1000 1,07
1001 – 1500 1,13
2001 – .500 1,19
2501 – 3000 1,26
2501 – 3000 1,32
Table 3.1-3: Correction Factor for Altitude
Example:
For compressors of a power plant with an altitude of 1700 m above mean sea level, is the calculated
compressor capacity 30,5 Nm3/h per compressor.
3.9.5.6 Total Capacity of MA02 - Temperature De-Rating

Ambient air temperatures affect the density of the inlet air and consequently the capacity of air
compressors. The min. calculated air compressor capacity is based on 20 °C. Corrections must be
made to the inlet air flow rate at temperatures greater than 20 °C. The average high temperature should
be used for determining the correction factor. Figure 3.1-3 below lists the correction factors:
Ambient Temp Range (°C) Correction Factor KT
< 20,0 1,000
20,1 – 25,0 1,017
25,1 – 30,0 1,034
30,1 – 35,0 1,051
35,1 – 40,0 1,068
40,1 – 45,0 1,085
45,1 – 50,0 1,102
0,1 – 55,0 1,119
Table 3.1-4: Correction Factor for Temperature
Example:
For compressors of a power plant with no greater than 48 °C average high temperature the calculated
compressor capacity is 30,5 Nm3/h per compressor.

3.9.5.7 Total Nominal Capacity of MA02 - Air Compressor Module, Starting

Once the temperature and altitude correction factors are calculated, the site air compressor size should
be calculated using the formula below:
Vnom = Vmin * KT * KA [ Nm³ / h ]
Vmin: Total min. calculated air compressor capacity [m3/h at 30 bar @ 20 °C, < 500 m]
Vnom: Total min. nominal air compressor capacity [Nm3/h at 30 bar]
KT: Correction factor, temperature
KA: Correction factor, altitude
In order to ensure that the compressor delivers the required amount of air at the site temperature and
altitude, the nominal capacity provided to the compressor supplier shall be provided.
3.9.5.8 Plant Control Air

The starting air receiver module includes redundant pressure reducing stations and components to
provide 8 bar control air for consumers such as the engine, separators, diaphragm pumps, boilers (if
required), etc.
The air demand for control air (used for the plant auxiliaries) has relatively low significance in the
capacity of the air receiver or compressor modules. In the following the standard control air consumers
are listed:
3.9.5.9 Standard Control Air Consumers

 GA01 – CM Engine
 MC02 – Combustion air filter unit – Pulse
 MF04 – Cooling water maintenance pump module
 MH02 – HFO Fuel separator
 MH03 – HFO/DFO Pre-pressure module
 (Automatic Filter)
 ML04 – Lube oil separator
 MS/MT01 – Heat recovery boiler/heater
 MW01 – Diaphragm pump unit
 MW07 – Mobile pump unit

3.10 POWER HOUSE VENTILATION
3.10.1 General
The purpose of heating, ventilation and air conditioning (HVAC) is a comfortable and healthy indoor
environment for building occupants and electrical and mechanical equipment.
This chapter deals mainly with ventilation of the power house but also includes some guidelines for
heating and air condition.
3.10.2 Plant Located in Extreme Climatic Zones
3.10.2.1 Plant in Cold Climatic Zones

The buildings are to be provided with sufficient heat insulation and room heating. The heating devices
should be rated to sustain a minimum room temperature of + 10 °C. For the operation of the heating
system the waste heat of the cooling water and/or exhaust gas can well be used.
The air inlet and outlet openings are to be designed and provided with flaps and shutters, so that the
function of the ventilation is not impaired by blizzards or ice. The ventilation facility must permit a fresh
air and circulating air operation. If necessary heating radiators are to be provided additionally to warm
up the air and protect against icing. All accesses should be provided with air locks.
3.10.2.2 Plants in Hot Tropical Climatic Zones

The buildings are to be protected against excessive heating by appropriate heat insulation. Depending
on the outside climate and the insulation of the external building surfaces the amount of heat to be
additionally carried off as the result of heating up from the outside may amount to 5 to 10 % of the
internal amount of heat caused by the plant. Therefore the window surfaces should be as small as
possible and directly insulated.
The hall ventilation is to be dimensioned correspondingly to the differences between supply air and
exhaust air.
Rooms to a great extent permanently occupied with staff require air conditioning.
In rainy ambient it is particularly important to ensure an operative draining system. The roof inclination of
the buildings should not be too flat and the power house floor should be above ground level. Openings
are to be protected against penetration of water and rain.
3.10.2.3 Plants in Dusty Zones

In ambient where sandstorms are to be expected the intake for hall ventilation and combustion air
should not be taken from the ground level but from a level as high as possible, i.e. at least 3.5 m above
ground. The penetration of sand shall be prevented by means of overpressure ventilation (slightly higher
pressure inside of the hall). The hall ventilation system is to be provided with appropriate sand filters.

3.10.3 Heat Loads

All below given information are internal heat loads. If needed external heat loads must be considered
additional.
Heat Loads in Power House


The total heat load QV for one engine bay can be calculated by following equation:
    
QV  Q E  QG  Q M  Q S [kW]
Detailed description for determination of heat load is given in the following chapters.

Radiated Engine Heat QE
The radiated engine heat is noted in the technical data of the engine.

Radiated Generator Heat QG
If no heat data is available from the manufacturer of the generator, the heat load can be assumed with
following reference equations:
 PE
 Air cooled generator: Q G,1  [kW]
40
 PE
 Water cooled generator: Q G,2  [kW]
100
PE : Engine power [kW]


Radiated Heat of Electrical Motors QM
The heat load can be assumed with following reference equation:
 PE
QM  [kW]
1000

Radiated Heat of Exhaust Gas System QS
The exhaust gas pipe incl. equipment such as exhaust gas boiler, SCR or oxidation catalysts have to be
insulated. The heat load can be assumed with following reference equation:
 1,5  PE
QS  [kW]
1000
Heat Loads in Fuel Treatment House


If no heat load data from the supplier of the equipment is available, the heat load QFT can be assumed
by following equation:
 PE  n
Q FT  kW 
3000
n: Number of engines
Heat Loads in Switchgear


If no heat load data is available from the supplier of the switchgear, the heat load Q MV can be assumed
by following equation:
 PE  n
Q MV  kW 
400
n: Number of engines

Heat Loads in Offices


The internal heat load Q office consists of heat radiation of persons, lighting and equipment. If available
detailed data for lighting and equipment shall be taken for design. As guide line value following heat
load can be used:

Q office  0,40  n
[kW]
n: Number of persons in office
3.10.4 Air Flow Rate
Air Flow Rate for Heat Loads


The needed air flow rate V to transport the radiated heat can be calculated by following equation:

 Q  m3 
V  3600  
c p    t  h 
 kJ 
cp : Specific heat capacity at constant pressure c p  1,005  
 kg  K 
 kg 
: Air density for dry air at sea level and 25 °C is   1,184  3  .
m 
In case of different site conditions a conversion needs to be done.
t : Temperature difference between outdoor temperature t o and exhaust air temperature at
ventilation outlet t i , t  ti  t o
Under consideration of:
kJ
c p    1,2
K  m3
t  ti  to  15 C

The needed air flow rate VV can be calculated by following equation:

 Q  m3 
V  3600  Q 200  
1,2 15  h 

3.10.4.1 Air Flow Rate for Combustion Air

The required combustion air demand can be found in chapter 3.6 Combustion Air System.
3.10.4.2 Air Flow Rate based on Air Changes per Hour (ACH)
In case of determining the required air flow rate based on air changes per Hour (ACH) following
equation can be used:
  m3 
V  ACH  L  B  H  
 h 
1 
ACH : Air exchange rate per hour  
h 
L: Length of ventilated room [m]
B: Breadth of ventilated room [m]
H: Height of ventilated room [m]
As a role of thumb following ACH can be assumed for different rooms according below table:
ACH
Type of room
[1/h]
Mechanical Annex separated from power house 5…8
Office 3…6
Work shop 3…6
Toilets 5…8
Kitchen 8 … 20

3.10.5 Power House Heating

The temperature inside power house must be minimum 10 °C. If ambient temperature is to be expected
below 10 °C regularly for prolonged periods, the ventilation air must be preheated.
The required heat flow rate is:

 V  c p    t
QH  [kW]
3.600
 kJ 
cp : Specific heat capacity at constant pressure c p  1,005  
 kg  K 
 kg 
: air density for dry air at sea level and 25 °C is   1,184  3  .
m 
In case of different site conditions a conversion needs to be done.
t : Temperature difference between outdoor temperature t o and minimum temperature inside
power house t i  10 C , t  10 C  t o
3.10.6 Selection of Ventilation Type

Caterpillar Motoren GmbH & Co. KG recommends using forced ventilation, due to the below given key
points:
 The exhaust air temperature at the roof must not exceed 70 °C, due to electric motor e.g. of
crane.
 The temperature of the air in working area must be limited in the working area (e.g.
maintenance platform) by 60 °C.
 The large inlet and outlet surface required for natural ventilation can hardly be obtained with
engines above 3000 kW.
 In case of air contamination with dust (which therefore requires filtration) forced ventilation is
required. Natural ventilation cannot overcome pressure difference of filtration equipment.
Pressurization of ventilation also a method of contamination control to prevent infiltration of
dust.
 In case of noise limits for a power plant (which therefore requires inlet and outlet silencers)
forced ventilation is required. Natural ventilation cannot overcome pressure difference of
silencer equipment.
3.10.6.1 Design of Natural Ventilation

As stated before natural ventilation can be used rarely.
Therefore no guide lines will be shown.
If required details can be found in ASHRAE Handbook – Fundamentals, chapter 16 Ventilation and
Infiltration.

3.10.6.2 Design of Forced Ventilation

In general the forced ventilation system consists of:
 Ventilation inlet,
 Ventilation outlet,
 Filtration at inlets,
 Silencer.
Ventilation Inlet
The suction of the air should be as high as possible, especially when air is heavily contaminated with
dust, e.g. during a sand storm the value of 570 mg/m³ dust and/or sand has to be expected at a height
of 3 m over ground. At a height of 8 m over ground only 6 mg/m³.
The discharge side of the air is close above floor level (installation height of engine, generator and
modules). The discharge can be at generator side and/or mechanical annex side.
As design basis a differential pressure 20 to 50 Pa should be reached inside the ventilated room. This
means normally the Ventilation Inlet is supplied with fans. Exhaust air fans are not required.
The fans are to be dimensioned such as to deliver full air volume at maximum filter resistance
(e.g. clogged filter bags).
Ventilation Outlet
The exhaust air will be discharged over the outlet opening in the roof. Precaution must be made against
rain. Caterpillar Motoren GmbH & Co. KG offers hall ventilation outlets with attenuation of 9 dB and
25 dB35.
Filtration at Inlets
The selection of the filtration system depends on contamination of the air. Following protection and filter
types can be used depending on the air contamination:
 Deep weather hood are recommended for heavy rain and snowfall,
 Protective grating against birds and insects (mandatory),
 Coarse filter for dust particles greater than 10 µm (mandatory),
 Fine filter for dust particles greater than 1 µm are recommended in cement plants,
 Fine filter for dust particles smaller than 1 µm are needed if combustion air intake is inside
the power house36.
Coarse filter can be:
 Pocket type,
 Pulse type,
 Cyclone type,
 And/or reflexing type.
According to EN 779 filter class G4 is recommended. In case of higher dust contamination pocket filter
will quickly become too dirty. For this condition pulse type filter are recommended.
35 35 Attenuation is always based on A-weighted sound level

36 Further details see chapter 3.6 Combustion Air System

Fine filter can be:

 Pulse type.
According to EN 779 filter class F8 is recommended:

Typical Typical Filter type
Site category37 Particle types
particle size concentration recommendation
Standard categories
- Insects
Rural - Pollen 0,01 to 3 µm 0,01 to 0,1 mg/m³ Pocket filter G4
- Solid dust (from soil)
- Solid particles (soot)
Urban - Solid dust 0,01 to 10 µm 0,03 to 5 mg/m³ Pocket filter G4
- Insects
- Solid particles (soot,
Industrial metallic dust) 0,01 to 50 µm 0,1 to 10 mg/m³ Pulse filter F8
- Solid dust
Tropical - Insects 0,01 to 10 µm 0,01 to 0,25 mg/m³ Pocket filter G4
- Ice
Artic - Snow 0,01 to 10 µm 0,01 to 0,2 mg/m³ Pocket filter G4
- Insects
- Salt
- Ice
Maritime 0,01 to 5 µm 0,01 to 10 mg/m³ Pocket filter G4
- Insects
- Dust
Pulse filter F8
Desert - Coarse and fine sand 1,0 to 50 µm 0,1 to 700 mg/m³ optionally /w
particles reflexing type filter
Special categories
Cement plant - Cement dust 1 to 100 µm 0,1 to 10 mg/m³ Pulse filter F8
Silencer
The standard recommendations for sound attenuation are:
 Power house ventilation inlets: ~25dB38 (always),
 Power house ventilation outlet: ~9 dB (always).
Further details for noise immission see chapter 5 Plant Layout and Civil Work.
37 Table based on “Grundlagen der Filtertechnick”, Luftfilterbau GmbH V2.5 7/2015

38 Attenuation is always based on A-weighted sound level

3.10.7 Crude Oil Operation

Adequate ventilation minimizes the risk of prevents fires and explosions and is necessary - regardless of
other precautions, such as elimination of the ignition sources, safe building construction, and the use of
automatic alarm and extinguisher.39
For power plants with crude oil operation the ventilation is important safety equipment. Suitable
ventilation leads to concentration of fuel flue gases below lower explosive limit (LEL).
3.10.7.1 Power House Ventilation

As a role of thumb air exchange rate per hour (ACH) must be 50 for power house.
It must be ensured, that trenches and areas below false floors are ventilated to dilute the concentration
of fuel flue gases.
Gas detectors must be installed to indicate explosive concentration of gases.
3.10.7.2 Fuel Treatment House Ventilation

Caterpillar Motoren GmbH & Co. KG recommended design the fuel treatment house with 3 sections:
 Crude oil separator section,
 Control room section,
 Section for other modules.
The crude oil separator itself and the section of the crude oil separator shall have their own ventilation.
As a role of thumb air exchange rate per hour (ACH) shall be 50 for this section.
Ventilation requirements for control room section and section for other modules depends on heat load.
As a role of thumb air exchange rate per hour (ACH) shall be 10 … 15 for this section.
3.10.7.3 Engine - Hot Box Ventilation

The space under the covers of the fuel injection system of the engine is ventilated of under pressure
type. The exhaust air will be discharged to the atmosphere outside the power house.
3.10.8 Air Conditioning

Air conditioning has to be considered only for the engine control room, offices and recreation rooms.
The design shall be done from specialized designer for HVAC.
39 2013 ASHRAE Handbook – Fundamentals, chapter 11 AIR CONTAMINATS

3.11 HEAT RECOVERY

Efficient usage of energy is sufficiently important for industrial facilities to resist the low-priced
competitions in the market by the reduction of cost of energy consumption and unit product cost.
More than 50 % of generated heat energy in an engine power plant is low level heat. 35 % is emitted in
the range of 70-350 °C.
The following chapter gives only an overview about the possibilities of waste heat recovery, in most
cases the design of the waste heat recovery changes with individual requirements and existing
equipment.
Energy used in a typical plant is distributed over subsystems, which can be divided into the following
three major media:
 Steam,
 Thermal oil,
 Hot water.
The recovered heat can be used for

 HFO treatment of CM diesel engines and tank heating,
 District heating,
 Usage in Rankine Cycle, turbine,
 Chilled water for air conditioning,
 Fresh water generator.
The heat from the CM engine is available in different amounts and temperature levels.
The heat coming from the engine jacket water, the lube oil and the high temperature stage of the charge
air cooler can be generated by using a plate heat exchanger. The exhaust heat can be recovered in an
exhaust boiler to generate steam, hot water or thermal oil. The heat from the low temperature stage of
the charge air cooler is available for lower grade heat. By using water-cooled generator the heat from
the generator can be used, too. The energy balance of some CM engines @ ISO conditions are
included in the chapter 1.5 Heat Balance.
The diagram Figure 3.1-1 shows a general overview about the temperature ranges of the generated
heat of CM gas engines and the correspondent heat transfer media. If useable heat at higher
temperature level is needed the charge air cooler, HT-stage can be rearranged after the engine jacket
water.
The temperature range for useable heat of diesel engines looks a little bit different due to the sulfur
content in the liquid fuel. If the exhaust gas will be cooled down to temperatures below the acid dew
point, corrosion will occur. To simplify the exhaust gas components and to ensure a long lifetime the
exhaust gas temperature will be kept above 180 °C. In addition the temperature of the heat transfer
media must be higher than the acid dew point of the exhaust gas.

thermal oil
steam
hot water
Figure 3.1-1: Temperature range of useable heat of CM gas engines
thermal oil
steam
hot water
Figure 3.1-2: Temperature range of useable heat of CM diesel engines

If the purpose of the heat recovery system only to deliver heat for HFO treatment of CM diesel engines
and tank heating the following consumers must be considered for defining the required heat amount:
 HFO storage, buffer and service tanks,
 HFO and DFO preheater, if required,
 HFO final preheater,
 HFO / lube oil separators,
 Sludge or waste oil tanks and pits,
 Engine preheating, if electrical preheater is not allowed,
 Trace heating (5 kW).
3.11.1 Thermal Oil System

In thermal oil systems a special oil – a heat transfer fluid – is used instead of steam as heat carrier,
operating at atmospheric pressure up to 300 °C. For comparing this to water and steam, a steam
pressure of 85 bar would be required to obtain this temperature.
There are several advantages by using a thermal oil fluid compare to saturated steam:
 High operating temperatures – up to 300 °C at atmospheric pressure,
 Adjustable set-points of operating temperatures,
 No equipment for pre-treatment of boiler feed water to maintain,
 No heat losses due to hot condensate and flash steam,
 No risk of corrosion and no risk of freezing damages,
 Low maintenance costs,
 Easy to operate, requires no steam boiler certified staff and reliable operation.
To achieve this advantages, thermal oil plants requires very careful installation. Due to the reason that
thermal oil is still a potential flammable fluid only experienced suppliers and contractors for building up
the whole system shall be used. Thermal oil heating systems will be designed and equipped according
DIN 4754.
There are different types of heat transfer fluids available. Caterpillar Motoren GmbH & Co. KG
recommends using a non-hazardous, non-toxic, mineral oil / organic based heat transfer media
operating in a typical temperature range between 180-200 °C. Organic heat transfer media degrade
over time due to thermal cracking and oxidation. The rate of degradation can be influenced by improper
operating procedures, equipment layout or contamination from water or other material. Therefore the oil
quality must be checked at least one time per year.
The thermal oil system includes the following components:
 Exhaust heated boiler with bypass  Expansion tank,
flaps,  Drain tank,
 Direct oil fired heater as auxiliary  Thermal oil collector and distributor,
boiler, fitted in a container with
 Heater plant fittings,
control system and diesel oil pump,
 Control system.
 Circulation pumps,
The heat transfer system is designed for unsupervised, fully automatic operation.

3.11.1.1 Exhaust Gas Heater

The exhaust gas heater consists of concentric pipe coils mounted within a gas tight steel casing. The
exhaust gas passes the coils in a single way. The coils will be cooled with the pressure forced thermal
oil flow. For HFO-operation the heater will be equipped with a cleaning device for the heating coils. A
two flap bypass system is used to control power output. It offers the advantage that a cooling system for
overproduction is no longer necessary. The flaps are mechanically linked and controlled by pneumatic
actuators. The exhaust gas pulsations and frequencies mentioned in Figure 3.1-7 of the chapter
3.7 Exhaust Gas System must be considered when designing the equipment.
As a general guideline following heat amount Qth can be considered in a thermal oil heater per MW
engine output:
Qth = 70 * P
where is P: engine output in MW
For power plants with more than 2 engines, the number of thermal oil heaters shall be scaled up using
the quantities from Table 3.1-1.
No. of gensets 1 2 3 4 5 6 7 8 9 10
No. of thermal oil heaters 1 2 2 3 4 4 5 6 6 7
Table 3.1-1: Power plant configuration
Please note that the required number and heat amount of heaters depend on the number and type of
power plant components and therefore must be checked in accordance to the project specific
requirements!
3.11.1.2 Thermal Oil Auxiliary Heater

A thermal oil auxiliary heater is provided for start-up and normal operation flexibility. The heater will be
rated for 500 kW for all power plant configurations.
The oil fired heater is equipped with a fully automatic oil burner for combustion of diesel oil and all
necessary instruments for controls and safety interlocks. The auxiliary heater, the control system and
the diesel supply pump will be supplied ready installed in a container.
The diesel oil day tank can be mounted on top of the container and will provide the fuel for the direct
fired heater.
3.11.1.3 Thermal Oil Pumps with Header Group

All thermal oil pumps of the exhaust gas heater circuits and the auxiliary heater circuit are connected to
the header group; from there the consumer pumps distribute the thermal oil in the power plant.
Electrically driven centrifugal pumps will be used. A standby-pump will be delivered for the auxiliary
heater circuit and one standby-pump for two exhaust gas heaters circuits. The pumps are equipped with
stop valves, filters, non-return valves, draining valves and manometers.

3.11.1.4 Expansion Tank

The expansion tank is designed to take off the expansion volume of the thermal oil system due to
temperature rise during start-up of the system. The expansion volume can be calculated according to:
V = V * β * 
Where is
V: expansion volume in l
V: thermal oil system content in l
β: volume expansion coefficient in 1/K (organic oil ~ 0,001 1/K)
: temperature difference between filling temperature and final operating temperature in K
The minimum size of an expansion tank shall incorporate a reserve of 20 % for compensating low
boiling liquids beside the expansion volume. The low boiling liquids will be separated during
commissioning by overheating the expansion tank content. The tank is open to atmosphere via overflow
pipe and drain tank and has to be mounted at the highest point of the thermal oil system.
3.11.1.5 Drain Tank

The size of the drain tank must be sufficient to take off at least the thermal oil content of the largest
lockable section, usually the content of one exhaust gas heater. The drain tank must be installed at the
lowest point of the system. A filling and draining device with electrically driven pump and valves
assembly shall be installed close to the tank.
3.11.1.6 Control System

All devices for controlling, adjusting and monitoring of the thermal oil heating system are integrated into
the local power distribution and control interface panel, completely wired and ready to use. This panel is
designed for installation in a container. Some external inputs (e.g. engine start/stop & engine load) must
be provided by the power plant control system.
3.11.2 Steam System

Steam is one of the most common and effective heat transfer media used in industry. For process
heating the steam is supplied in a gaseous state to the heat exchanger. As it condense steam release a
large amount of energy and the liquid condensate exits the heat exchanger close to saturated
temperature. Means the heat transfer by condensation does not involve a temperature change.
In some branches of industry it is important to have a uniform temperature distribution to keep the
product quality and productivity.
If a steam system already exists, it is economical to use this for process heating, too. It has to be
checked, which steam pressure and / or temperature is available. The following steam characteristics
apply to fuel treatment of HFO applications.
HFO, viscosity @ 50 °C ≤ 180 > 180 / ≤ 400 > 400 [cSt]

Min. steam pressure required 6 8 10 [bar abs]
Steam temperature 159 169 180 [°C]

Please refer for full heat recovery systems with additional steam turbine to chapter 3.12 Combined
Cycle.
The steam system includes the following components:
 Exhaust heated boiler with bypass flaps,
 Direct oil fired heater as auxiliary boiler, fitted in a container with control system and diesel oil
pump,
 Steam drum,
 Feed water tank group,
 Feed water pump module,
 Condensate tank group,
 Condensate pump module,
 Steam header group,
 Chemical dosing unit,
 Sampling system,
 Blow down tank group,
 Heater plant fittings,
 Control system.
Figure 3.1-3 shows a simple overview about a steam system. For the number and size of exhaust
heated steam boilers and auxiliary heater refer to chapter 3.11.1 Thermal Oil System.
Figure 3.1-3: simplified steam schema

3.11.2.1 Exhaust Heated Boiler with Bypass Flaps

Caterpillar Motoren GmbH & Co. KG offers water tube boilers as a standard. The exhaust gas boiler will
be equipped with automatic rake soot blowers in case of HFO applications. The bypass flaps control the
steam output and will be arranged in the exhaust gas duct upstream of each boiler. The steam drum can
be installed on top of each boiler and separate the saturated steam.
3.11.2.2 Steam Header Group

The steam header collects the steam from each individual exhaust gas boiler for further distribution to
industrial process.
3.11.2.3 Condensate Tank Group and Pump Module

A separate condensate system must be provided in case of:
 Plants with extensive heat recovery,
 Wide consumer network and condensate piping.
The size of the condensate tank can be supposed with:

Amount of steam ≤4 > 4 and ≤ 8 >8 [t/h]
Condensate tank volume 2 3 4 [m³]
The flow rate of the condensate pump shall be 50 % higher than the steam consumption.
3.11.2.4 Feed Water Tank Group and Pump Module

The feed water tank receives condensate return from the steam system and make up water as required.
The tank is equipped with an automatic filling and chemical dosing device. The make-up water has to be
softened and treated to prevent scale formation on the boiler heat transfer surfaces. In addition it is
essential to remove the dissolved oxygen. Oxygen can be driven off by heating and absorbed by
chemical treatment. Therefore the feed water tank is equipped with a stainless steel deaerator on the
top.
The feed water pump takes the water from this tank, boosts it to whatever pressure the boiler is
operating and delivers the water into the circulating system.
3.11.2.5 Auxiliary Boiler

Auxiliary container includes ready installed components as auxiliary steam boiler for operation with LFO
and local control system.
3.11.2.6 Blow Down Tank Group

The blow down tank is designed for periodically discharges of steam boiler.

3.11.3 Hot Water System

Hot water for process heating in HFO applications should be generated by engine cooling water only.
The hot water system includes the following components:
 Hot water heat exchanger,
 Compensation tank,
 Hot water circulating pump,
 Temperature control equipment.
The hot water systems are simple and operate reliable.
One heat exchanger per engine has to be installed. The heat exchanger can be located upstream of the
recooling component in the engine circuit.
For more information in regard to the expansion tank please refer to 3.5 Cooling Water System. The
water circulating pump capacity depends on the required temperature difference and heat amount of the
consumer.

3.12 COMBINED CYCLE

In electric power generation a combined cycle is an assembly of heat engines (e.g. combustion engines
and turbines) that works from the same source of heat energy, converting it into mechanical energy,
which usually drives electrical generators. In principle after the completion of the cycle in the first heat
engine a second heat engine extract energy from the waste heat of the first engine. By combining these
streams of work to electric generators, the overall net efficiency of the system may be increased to more
than 50 % and hereby reducing fuel costs.
In stationary power plants, a widely used combination is a diesel or gas engines power plant burning
HFO or gas, whose hot exhaust powers a steam turbine. Multiple stage turbine or steam cycles are also
common. For further increase it is also common in cold climates to drive community heating systems
from power plants condensers heat. Such cogeneration systems can yield theoretical efficiencies above
95 %.
The thermodynamic cycle of the basic combined cycle consists of two power plant cycles. One is the
Otto or Diesel cycle which is combustion engine cycle. It depicts the heat and work transfer taking place
in high temperature region. The other is the Rankine cycle, which is the steam turbine cycle, taking
place at a low temperature and is known as the bottoming cycle. The steam generated thus can be used
to drive steam turbine. The waste heat recovery boiler has 3 sections: economizer, evaporator, and
superheater.
A typical power station might consist of between 3 and 10 such engine sets. Plant size is important in
the cost of the plant. The larger plant sizes benefit from economies of scale (lower initial cost per
kilowatt) and improved efficiency. Each engine set is arranged with a waste heat recovery boiler to
supply steam to a single steam turbine, thus forming a combined cycle unit.
It is desirable to recover as much heat from the exhaust as possible. Hence dual pressure boiler is
employed for this purpose. The high pressure steam can be used for the steam turbine cycle. In the high
pressure zone feed water heats up in the economizer to its saturation temperature and is evaporated to
saturated steam and overheated in the super heater. The low pressure steam is generated in the low
temperature zone. The low pressure steam can be used for feed water heating or for fuel treatment of
liquid fuel engines.
The overheated steam collected from all boilers will be delivered to the steam turbine, where it is
converted into additional electricity via the generator drive shaft. In combined cycle mode the use of
waste heat recovery system in combination with a steam turbine can achieve an additional electrical
efficiency from 5-6 %.
After exiting the steam turbine, the steam is sent to a condenser which routes the condensed water
back to the feed water tank. The condenser can be cooled by water or by air. If there is any access to
raw water, cooling towers is common, otherwise air cooled condensers are an economical solution.

3.12.1 Reference Combined Cycle Application

In this chapter a typical combined cycle application for a HFO power plant of 7 (seven) 16CM43C
engines running at 100 % load (15,04 MW mech.) will be described (design temperature 29 °C).
Included in the exhaust gas heat recovery system are the following components:
1. Dual pressure exhaust gas boiler for each engine is a water tube exhaust gas boiler with
o Self-standing casing structure without insulation material
o Inlet and outlet duct connections with flanges DN1.500
o High pressure economizer, evaporator and super heater
o Low pressure evaporator
o Top casing prepared for drum installation
o Automatic rake soot blowers
Exhaust gas flow = 97200 kg/h = 27 kg/s, tolerance +/-10 %
Exhaust gas temperature, inlet = 340 °C, tolerance +/-20 K
HP Steam flow = 5680 kg/h @ 323 °C, 15 bar (a), tolerance +/-10 %
LP Steam flow = 1230 kg/h @ 159 °C, 6 bar (a), tolerance +/-10 %
Main preliminary dimension

Height Length Width Water volume Weight, total Weight, empty
14250 mm 5250 mm 2540 mm 18,5 m³ 92400 kg 73900 kg
2. Modulating bypass damper to control the steam output will be arranged in the exhaust gas duct
upstream the each boiler.
3. HP and LP drums can be installed on the top of the each boiler and separate the saturated
steam.
4. HP and LP headers collect the steam from each individual exhaust gas boiler for further
distribution to industrial process.
o With steam flow meter
5. Auxiliary container includes ready installed components as specified in items below:
o Auxiliary steam boiler for operation with LFO
o HP feed water pump with standby pump and flow meter
o LP feed water pump with standby pump and flow meter
o Local control system for capacity control of boilers, drum water and feed water regulating,
starters for feed water pumps and control of auxiliary steam boiler
o Oil detector tests the quality of the returning condensate
o Chemical dosing unit is meant for mild after treatment and oxygen removal of the feed
water.
6. Blow down tank is designed for periodically discharges of steam boiler

7. Feed water tank mixes the condensate and fresh make-up water as well as water light-
adjustment chemicals.
o With stainless steel deaerator on the top
o Make-up water control unit meter
8. LFO tank for auxiliary steam boiler
The following figure shows a scheme of the exhaust gas steam boiler system of the above mentioned
application.
Figure 3.1-4: scheme of the exhaust gas steam boiler system
The steam turbine system includes:

1. Horizontal, multi stage, condensing turbine with
o External controlled induction
o Hydraulic actuated trip valve
o Metal labyrinth type gland packing
o With integrated lube and control oil system, water cooled
o Prefabricated on steel plate together with gearbox
o Generator output = 6.180 kWe
2. Speed reduction gear box between turbine and generator
3. Horizontal synchronous AC generator with
o Frequency of 50 Hz ± 2 Hz
o Cos phi: 0,8
o Insulation class: F/F
o Enclosure Rating: IP54

4. High and low speed coupling with guard

5. Control System with
o Electronic governing system
o Turbine generator control system
o Hydraulic relay system
o Turbine protection and relay system
o Turbine control panel
6. Evacuation system
7. Two condensate pumps and level control of hot well
8. Air cooled condenser with
o Fin tubed bundles with distributing and collecting headers
o V-belt driven fans with motor
o Hot-dip galvanized steel structure with maintenance platform, ladders and handrails
o Wind and stiffener walls
o Number of fans x motor rating = 6 x 55 kW
Main preliminary dimension

Inlet connection Height Length Width Weight
ᴓ 1000 mm 18000 mm 18000 mm 13500 mm 257000 kg

The following figure shows a scheme of the steam turbine system of above mentioned application.
Figure 3.1-5: scheme of the steam turbine system
Equipment for 7x16CM43C (15,04 MWm @ 100 % load) Parasitics Electrical output
Exhaust gas heat recovery system 90 kWe -
Steam turbine 26 kWe 6180 kWe
Air-cooled condenser system 330 kWe -
∑= 446 kWe 5734 kWe ~ 5,6 %

3.13 COMBINED HEAT AND POWER (CHP)

Combined heat and power plants or cogeneration plants are power stations which generate electricity
and useful heat at the same time. All thermal power plants emit heat during electricity generation, which
will be released into the natural environment through radiators, exhaust gases and heat losses. CHP
captures some of the by-product for heating, either for plant process heating or as hot water for district
heating with temperatures ranging from approximately 60-130 °C.
CHP uses heat that would be wasted in conventional power plant, potentially reaching an efficiency of
up to 90 %. This means that less fuel needs to be consumed to produce the same amount of useful
energy.
The viability of CHP (utilization factor) depends on a good base load of operation, both in terms of an
electrical demand and heat demand. In practice, an exact match between heat and electricity needs
rarely exists. A CHP plant can either meet the need for heat (heat driven operation) or be run as a
power plant (electricity driven operation) with some use of its waste heat. The latter operation is less
advantageous in terms of its utilization factor and thus its overall efficiency. CHP is most efficient when
heat can be used on-site. The transportation of heat requires heavily insulated pipes, which are
expensive and inefficient, whereas electricity can be transmitted along a simple wire, and over much
longer distances for the same energy loss.
Gas engine CHP plants are using reciprocating gas engines, generally manufactured as fully packaged
units that can be installed within a power house with simple connections to the site’s gas supply and
electrical distribution and heating system. The systems are popular in small sizes because gas engines
are less expensive than gas-fired steam-electric plants.
3.13.1 Combined Cooling, Heat and Power (CCHP)

By-product heat at moderate temperatures (100-180 °C) can also be used in absorption refrigerators for
cooling. The simultaneous generation of electricity and useful heating and cooling from the combustion
of fuel refers to trigeneration plants or combined cooling, heat and power plants. Trigeneration differs
from cogeneration in that the waste heat is used for both heating and cooling, typically in an absorption
refrigerator. CCHP can attain higher overall efficiencies than cogeneration plants.
Thermal efficiency in a trigeneration system is defined as:
th = Wout / Qin = ( electrical power output + heat output + cooling output) / total heat Input
Where
th: Thermal efficiency
Wout: Total work output by all systems
Qin: Total heat input into the system

SECTION 4: ELECTRICAL SYSTEMS

4.1 GENERAL
This section of the Application Guide provides the reader with pertinent information related to the plant’s
electrical output and control.
Some of the equipment described is critical to the proper operation of the engines, generators, and
supporting plant equipment. So Caterpillar Motoren GmbH & Co. KG provides this equipment as part of
its scope of supply (see chapter 4.2 Minimum Scope of Supply).
Some of the equipment, which can be supplied by Caterpillar Motoren GmbH & Co. KG, contractor or
end-user, is merely identified, and if appropriate, some performance criteria are provided. This optional
equipment is offered as part of Caterpillar Motoren GmbH & Co. KG’s optional scope of supply (see
chapter 4.3 Standard Options Scope of Supply).
The other equipment, which is highly customized and dependent on regionally codes / norms, should be
regional design and under the scope of contractor or end-user’s work. Such as power distribution to end
user’s loads, substations (switchyard), and grid tie-in components, although Caterpillar Motoren GmbH
& Co. KG can also offer the same in a highly customized tailor-made design. This part is not covered in
this A&I guide due to complexity and variation from one region to another.
The graphic in Figure 4.1-1 identifies the major electrical and control components of a typical liquid fuel
power plant. The electrical package consists of Caterpillar Motoren GmbH & Co. KG’s minimum scope
of supply as well as of those components that are part of Caterpillar Motoren GmbH & Co. KG’s
standard optional package and customized package.
Due to the vast complexity of various standards and numerous governmental regulations pertaining to
the production and distribution of electricity, it is impossible to cover completely all of the possible
requirements for a plant electrical system. The reader is cautioned that local electrical experts or
consulting engineers familiar with the local requirements, construction standards, and installation
customs should prepare and / or review any plans for the proposed work.
This complexity also applies to the electrical ratings assigned to various pieces of electrical equipment,
most specifically motors, motor controllers, and enclosures. When specified, the ratings shown in this
guide should be construed as or equal. For example, if an International Electrotechnical Commission
(IEC) standard is shown, the readers should feel free to compare that to the comparable standards of
National Electrical Manufacturers Association (NEMA), Deutsches Institut für Normung e. V. (DIN),
Institute of Electrical and Electronics Engineers (IEEE), British Standards Institution (BSI), or other
standard of their choice.

Figure 4.1-1: Master Electrical Block Diagram – Typical Configuration for liquid fuel power plant

4.2 MINIMUM SCOPE OF SUPPLY

The descriptions below refer to the equipment items shown in Figure 4.1-1 in chapter 4.1 General. For
clarity only the major components are shown and described. It is absolutely necessary for the
successful operation of the Caterpillar Motoren GmbH & Co. KG engines, generators, and auxiliary
equipment that the entire system is monitored and controlled by a single responsible entity. The intent of
the minimum scope of supply is to provide that equipment, which Caterpillar Motoren GmbH & Co. KG
recommends to safely monitor, control, and operate the essential equipment needed to make the
Caterpillar Motoren GmbH & Co. KG engines and generators perform at peak efficiency.
For all power generation applications, the minimum scope of supply includes the Caterpillar Motoren
GmbH & Co. KG engine and support modules (see chapter 3 Mechanical Auxiliary Systems), generator
(see chapter 4.4 Generators), and following electrical and control components.
4.2.1 For Liquid Fuel Genset
Local Data Panel (LDP)

The solid-state and fully programmable PLC based LDP is located adjacent to the engine and serves to
collect engine data and to transfer the data to the generator control panel (GCP) that is located in the
control room via data communication link.
In addition, this panel also provides hardware devices that trigger critical faults shutdown. Engine speed
governor and generator AVR are also located inside the LDP for basic speed and voltage control
functions.
Generator Control Panel (GCP)

The solid-state and fully programmable PLC based GCP is located in the control room. It communicates
with the LDP via data links and serves to control and coordinate all functions of the engine, governor,
generator AVR, and the auxiliary support modules included in the minimum scope of supply. The GCP
controls and monitors all of the engine functions and protection systems, and provides the operator
interface for starting and stopping, voltage regulation, engine and generator protection, synchronizing (if
applicable), and all governor controls, using a panel door mounted operator graphic user interface. The
GCP is also fully capable of providing remote monitoring and control capability, as well as data logging.
A data port is also available for connecting the GCP to a PC-based trending and monitoring system
(Power Plant SCADA), if required. One LDP and one GCP are working in pair and are provided for each
engine / generator / engine related auxiliary equipment package (power train).
4.2.2 For Gas Genset
Local Control Panel (LCP)

The solid-state and fully programmable PLC based LCP is located adjacent to the engine and serves to
control all functions of the gas engine, generator, gas pressure regulation module and the auxiliary
support modules included in the minimum scope of supply. The LCP controls and monitors all of the
engine functions and protection systems and, providing the operator interface for starting and stopping,
voltage regulation, engine and generator protection, synchronizing (if applicable), and all governor
controls, using a panel door mounted operator graphic user interface. The LCP is also fully capable of
providing remote monitoring and control capability, as well as data logging. A data bus is also available
for connecting the LCP to a PC-based trending and monitoring system, if required. One LCP is provided
for each engine / generator / engine related auxiliary equipment package (power train).

4.2.3 For Power Train Auxiliary Equipment and Radiators
Engine Motor Control Center (Engine MCC)

The cngine MCC is installed in the engine hall adjacent to each engine. It controls all electrical motor
driven engine related auxiliaries, and supplies power to all engine related mechanical modules and
radiator fans. Each power train needs one engine MCC that receives power from LV main distribution
panel which is part of the Caterpillar Motoren GmbH & Co. KG Standard Options.
More functional description of the engine MCC can be found in chapter 4.6.4.2 Engine Motor Control
Center.

4.3 STANDARD OPTIONS SCOPE OF SUPPLY

The descriptions below refer to the equipment items shown in Figure 4.1-1 in chapter 4.1 General. For
clarity only the major components are shown and described. The standard option scope of supply
includes a variety of other components, which - if included in the minimum scope of supply, provide with
the end-user a complete power generating plant package.
The following components or system features are available as optional equipment for Caterpillar
Motoren GmbH & Co. KG supply.
4.3.1 Power Plant Control System

The power plant control system is designed for safe, reliable, efficient and easy operation of a power
plant. The system consists of:
 Genset and auxiliary controls as described in chapter 4.2 Minimum Scope of Supply,
 Plant master control panel (MCP), and
 Plant SCADA station.
Plant SCADA station:

A normal operation for gensets is done from SCADA stations that serve as human-machine interface
(HMI), located in the control room. The operator can start, synchronize, adjust load, monitor the power
plant, stop the engines etc.
Plant Master Control Panel (MCP):

It is located in the control room. It works with LDP / GCP (liquid fuel configuration) or LCP (gas fuel
configuration), hereafter referred as power train control system, to control:
 Balance of plant equipment (BOP),
 MV switchgear outgoing feeders,
 Main LV distribution panel feeders, and
 Provide synchronization of MV outgoing feeders and bus-couplers if required.
 Neutral grounding resistors via switching devices.

4.3.2 Power Plant Electrical System
Station Transformer(s)
The station transformer is required to transform the medium voltage (typically 4160-13800 volts)
generated by the Genset(s) to the lower voltages (typically 380-480 volts) needed to provide the proper
power for plant equipment and auxiliaries. The rating and number of station transformers required will
be plant specific. The reader is cautioned to include the power ratings of all of the plant auxiliaries and
the typical plant house loads such as lighting and HVAC when sizing the transformer(s). In general,
however, the station transformer(s) should be of three phase, sealed type, suitable for outdoor
installation according to IEC 60076; with the accessories, fittings, and material testing to be suitable for
the local codes. The transformers should also be equipped with the standard devices for protection,
supervision, and control as required by local code; including oil temperature and pressure sensors with
protection switches, and the capability for off-load tap-changing, as may be required.
More functional description can be found in following chapter 4.6.3 Transformers.
Medium Voltage Switchgear (MV SWGR)

The output from a generator is directly connected to a generator feeder in the medium voltage
switchgear. This power is then fed through circuit breakers (outgoing feeders) in the medium voltage
switchgear line-up to step up transformers and (or) to the MV load network. Meanwhile, station
transformer feeder(s) in the switchgear send power to above mentioned station transformer(s) that
supply LV power for the power plant electricity consumers. The medium voltage switchgear is not
“intelligent”, it only contains the logic that is specific to the circuit breakers; the intelligent control is
provided via the Caterpillar Motoren GmbH & Co. KG supplied power train control system in chapter 4.2
Minimum Scope of Supply and the master control panel described above.
More functional description can be found in following chapter 4.6.1 Medium Voltage System.
Neutral Grounding Resistor and Neutral Grounding Resistor Switching Panel (NGR and NGR
Switching Panel)
The generators neutral grounding system is designed to have only one generator neutral point grounded
via a common NGR for a multiple generators paralleled to a common bus bar or a bus bar segment. The
interlocks and controls for this neutral automatic switching scheme are carried out inside the master
control panel (MCP) described above.
Neutral Grounding Resistor (NGR)

The resistor is designed to a suitable resistance value to limit the system phase to earth current to 20 A
or other mutual agreed value to protect generator windings and laminates in case the earth fault is
caused by generator internal insulation failure, also known as generator internal fault.
One enclosure houses neutral switching devices and the resistor unit.
More description can be found in following chapter 4.6.2 Equipment and System Grounding.

Black Start Generator

Used as engine starting power if no other power supply is available to start power train auxiliary
equipment that has to run before starting the engine. The capacity of the black start generator is
dependent on many factors, but as a minimum requirement to start one engine. The following essential
load needs to be considered aside from the power utility demand, such as lighting, HVAC and
convenient power demand.
 Power plant fuel pre-pressure module (for liquid fuel configuration only),
 The engine’s fuel circulation module (for liquid fuel configuration only),
 The engine’s combined module.
Low Voltage Main Distribution Panel(s)

Aside from the engine MCC as described in chapter 4.2 Minimum Scope of Supply, following LV and
MCC panels are standard options for the balance of plant (BOP):
 The LV main distribution panel installed in the power plant electrical room,
 LV station aux panel installed in the electric room,
 Fuel treatment MCC installed in the fuel treatment house and for liquid fuel engine only,
 Unloading station distribution panel installed in fuel / oil unloading bay.
Refer to chapter 4.6.4 Low Voltage Switchgear for more information of these optional LV / MCC panels.
Power Plant Control and Operation Powers:

The control and operation power supplies for power control and electrical systems are as following
unless there is a special customer’s requirement:
 Control power for all control panels: 24 VDC,
 Control and operation power for MV circuit breakers, neutral vacuum contactors, LV air circuit
breakers: 110 VDC.
Above 110 VDC system is centralized (stationary) design while the 24 VDC supplied is built in each
control panel and control panels’ line-up in one of the following manners:
 Panel built-in 24 VDC battery chargers and sealed batteries,
 DC / DC converter to convert 110 VDC supply to 24 VDC supply.
More functional description can be found in chapter 6.4.5 DC Supply System.

4.4 GENERATORS
4.4.1 General
Due to the wide range of output capacities in the CM product family, the generators used by the
Caterpillar Motoren GmbH & Co. KG CM engine family are supplied by different manufacturers.
However, in general, they all meet or exceed the following specifications and general descriptions.
4.4.2 Standards
Generator: IEC60034
Platinum RTD: IEC60751
Degrees of protection provided by enclosures (IP Code) IEC60529
Current transformers IEC60044-1
Voltage transformers IEC60044-2
Rotor balancing VDI 2060
Specific construction standards requirements should be identified to Caterpillar Motoren GmbH & Co.
KG at the time of quotation via the project application request (see chapter 8 Identification System).
4.4.3 Typical Specifications
4.4.3.1 Generator
Description Specification
Voltage 4,16-13,8 kV
Power factor 0,8 lagging (to 0,95 leading upon customer request)
Insulation – stator and rotor Class F
Temp. Rise – stator and rotor Class F
Enclosure – Generator IP23
Enclosure – terminal box IP44
Cooling Direct air cooled IC0A1
Overload capacity 10 %, for 1 hour every 12 hours
Stators temperature sensor Embedded RTD – PT100, 2 per phase
Max. altitude (meters) 1000
Star connection with international formed neutral point.
Windings connection
Four (4) leads
Bearings 2x sleeve bearing, one of them is insulated
Bear temperature sensor RTD - PT100, one (1) per bearing
Self-contained lube oil or
Bearing lubrication
Uses lube oil from the engine
Anti-condensation heater Built-in
Construction IM B3 (IM 1001) / IM B20 (IM 1101) according to DIN IEC60034 part 7.
Dynamically balanced according to VDI 2060, Quality G2.5.
Rotor balance
Over speed: 120 % of rated speed for 2 minutes

Description Specification
3x Current transformer at neutral side, each has dual cores with 1 A
secondary current.
Built in CTs Core 1: Class 0,5 FS 5, 10 VA for metering
Core 2: Class 5P20, 10 VA for differential protection
1x Droop CT at live or neutral side, 1 A secondary current, 10 VA
Brushless AREP + MPI
Excitation or
Brushless series booster
4.4.3.2 Automatic Voltage Regulator (AVR)

Type Digital with multiple control and protection function
Installation Loose for LDP mount or LCP mount depending on engine type
Voltage control accuracy +/-1 % of setting voltage at steady state condition

Voltage control
Control function Power factor control and
Reactive power control
Voltage droop or
Reactive power sharing
Cross current compensation (droop CT required)

4.5 CONTROL AND PROTECTION SYSTEMS
4.5.1 General
The control systems are designed to provide control, protection and monitoring of the power plant. The
control systems are to be separated into two sections with communication between:
 Power train control,
 Power plant control.
4.5.2 Power Plants Consisting of Liquid Fuel Gensets

Power Train Control: One per engine. The power train control system consists of a freestanding local
data panel (LDP) located next to each engine and a generator control panel (GCP) located in the power
plant control room. The LDP and GCP work together, provide control, monitoring, and protection
functions for the engine, engine support modules, and the generator. The human machine control- and
protection interfacing is performed at the GCP, using either a panel-door-mounted graphic user
interface, or remotely at the plant SCADA system through a high-speed communication link. There will
be one pair of LDP and GCP for each genset.
4.5.2.1 Local Data Panel (LDP)

The LDP is installed adjacent to the generator. The main function of this panel is to collect data from
sensors on the engine, the generator, and its aux module control panel and communicate them with the
GCP. Logical controls shall be carried out in the GCP which will also send actuation commands via data
line to the LDP for the set and its aux module control.
For equipment safety, the following safety shutdowns are executed locally in this panel. These
shutdowns are independent of the PLC and data communication circuits and their status.
 Emergency stop(s),
 Engine over-speed,
 Generator differential current fault,
 Generator instantaneous current elements pick-up for over-current and (or) earth fault,
 Other signals that may be specified for purchase.
In addition to data communication between the LDP and the GCP, the following signals are hardwired
for safety reasons:
 Engine shutdown command to the LDP for engine shutdown due to electrical fault or any
other critical fault detected in the GCP,
 Engine shutdown / stop / running signals from the LDP to the GCP for instant generator MV
circuit operation,
 Other signals that are listed in the purchase order.

The following key control functions and components are located in LDP:
 Governor, for engine speed and load control,
 AVR, for generator voltage and reactive power control,
 Engine safety system (PD-N3000) for speed sensing and over-speed direct shutdown,
 PLC remote I/O modules for control function coordination.
4.5.2.2 Generator Control Panel (GCP)

The generator control panel (GCP) is located in the control room. This panel contains PLC CPU unit for
the genset and engine aux PLC system, generator metering, generator protection relays, generator
synchronizing devices and human-machine interface (HMI).
The PLC is completely programmed for the following functionality:
 Engine manual & auto start sequence,
 Control and supervision of the engine and its auxiliary drives,
 Genset analogue and digital data acquisition,
 Genset loading control and monitoring,
 Data transfer,
 Engine normal and emergency shutdowns and generator de-excitation.
The PLC is also capable of communication with the following devices:
 Human-Machine-Interface (HMI) system,
 Generator power metering device,
 Generator protection relay,
 Master control / SCADA system.

4.5.3 Power Plants Consisting of Gas Fuel Gensets

Power Train Control: One per engine. The power train control system consists of local control panel
(LCP) only. It is a one panel solution and combination of before described LDP and GCP.
A freestanding local control panel (LCP) located next to each generator provides control, monitoring,
and protection functions for the engine, engine support modules, and the generator. All of the control
and monitoring functions are capable of either performing with the LCP, using a panel-door-mounted
graphic user interface, or remotely at the plant SCADA system through a high-speed communication
link.
4.5.3.1 Local Control Panel (LCP)

The LCP shall be installed adjacent to generator. The main function of this panel is to collect data from
the ECMs on the engine and the engine MCC. Logical controls shall be carried out in the LCP which
also sends actuation commands to the engine mount ECMs, the engine MCC for the genset and its aux
module control.
The following key control functions and components shall be located in LCP:
 Generator load control, for engine load sharing and load control,
 AVR, for generator voltage and reactive power control,
 PLC for control function coordination,
 If requested generator protection relays may be installed in the LCP, as usually they are
located in respective medium voltage generator incomer panel.
Note: Upon customer request, LCP version is made available for liquid fuel gensets as well.
4.5.4 Power Train Control Functions

LDP + CGP or LCP (depending on engine types) forms the control system for a power train that
consists of an genset, engine support modules, and engine cooling equipment such as a radiator or
cooling tower.
For Engine Control:

 Engine start / stop control,
 Engine pre-alarm annunciation and shutdowns,
 Engine speed and load control via a digital governor,
 Active (real) power share capability in island mode,
 Interface with all engine mounted monitoring and control instrumentation.
For Generator Control:

 Automatic voltage control,
 Reactive power share capability in island mode,
 Synchronization control,
 Generator fault monitoring and protection,
 Interface with generator mounted monitoring instrumentation.

For Engine Support Modules Control:

 Management of module-mounted pump motors and control valves via engine motor control
center (engine MCC),
 Interface with module-mounted monitoring instrumentation.
For Radiator/Cooling Tower Control:

 Electrical drives control of radiator or cooling tower via engine MCC.
For Medium Voltage Switchgear – Generator Circuit Breaker Control:

 Discrete signals to open and close the generator circuit breaker as per the control logical and
control sequence,
 Immediate opening of the generator circuit breaker upon detection of engine or generator
fault.
4.5.4.1 Power Train Annunciation Functions

Each generator control panel (for liquid fuel engines) or local control panel (for gas fuel engines) also
provides indication and annunciation, such as:
 Dynamic graphic screen of all items in the power train via a door-mounted LCD screen:
o Engine operating parameters,
o Single-line mimic of generator with medium voltage breaker and earthing status,
o P & I diagram of engine systems.
 On screen fault / alarm annunciation with active, acknowledged and reset groups,
 Histogram of mechanical and electrical alarms and events.
4.5.4.2 Power Train Data Communication

Each set of LDP and GCP or LCP depending on the engine type has a data communication interface to
provide communication from the genset and engine support modules to the master control panel (MCP)
and power plant supervisory control and data acquisition station (SCADA) necessary for operation of the
entire power plant, plant’s monitoring, trending and data storage.
4.5.4.3 24 VDC Power Supply

Each control panel also contains a 24 VDC dedicated battery with a battery charger or a 110 / 125 VDC
to 24 VDC convertor to provide 24 VDC control power for itself.

4.5.5 Plant Master Control System (Common Control Panel) One per Plant
The plant master control system consists of a freestanding control panel (MCP) and a plant desktop
SCADA (supervisory control and data acquisition) system.
All components of the plant control system are located in the power control room. They are
interconnected with each other, as well as with the individual power train control panels, through a high-
speed communication network. The master control panel (MCP) contains PLCs and logic for control and
monitoring of the entire plant equipment and station auxiliaries.
4.5.5.1 Master Control Panel (MCP)

One panel or panels’ lineup depends on the complexity level of the power plant. This panel(s) is (are)
located in the power control room.
The MCP is a floor mounted, metal enclosed panel with a split-front opening door suitable for operating
in a power control room environment.
The master control panel provides control and monitoring for:
 Medium voltage switchgear:
o Monitoring of electrical data and the position of all outgoing feeders and station
transformer feeders,
o Control of all outgoing feeders and station transformer feeders via synchronization or
interlocks,
o Common manual synchronization of generator incoming feeders and other feeders, e.g.
station grid/utility connecting feeder,
o Fault protection (protection relays) for all outgoing feeders and station transformer
feeders.
 Neutral grounding:
o The typical neutral grounding system is to connect the appropriate generator star point to
the earthing resistor, providing a single grounding path for all on-line generators
paralleled in a common bus bar or bus bar segment.
 Low voltage switchgear:
o Monitoring and fault annunciation of breakers.
 Station auxiliaries:
o Monitoring common plant aux equipment status,
o Control fuel pre-pressure module to start / stop as required from each power train
controls (for liquid fuel engine power plant only),
o Monitoring and control of tank levels in tank farm.

4.5.6 SCADA Station

The desktop SCADA system provides a graphic user interface to remotely control and monitor each
individual power train as well as the entire plant equipment. There is an option for the SCADA system to
also provide an interface to the end-user’s remote supervisory and control system located externally to
the plant, e.g. a dispatch center.
The SCADA Station provides:
 Viewing of operator-selectable graphics of both power plant systems and power train systems
via monitor(s) connected to the SCADA PC(s),
 Keyboard and mouse commands to control selected plant systems and selected power train
functions via communication to the power train control system,
 On-screen trending reports and graphs with output to the printer,
 Printing of above data,
 Communication capability via modem or Internet for remote uploading of engine performance
data.
4.6 POWER DISTRIBUTION

The overall power distribution is shown on Figure 4.6-1. The descriptions which follow refer to this
diagram.
Figure 4.6-2 and Figure 4.6-3 contains a graphic representation of a standard power control room (PCR)
layout; which highlights a typical arrangement of the various components described herein.

Figure 4.6-1: Typical Single Line Diagram for a power plant consisting of 3 HFO gensets


Figure 4.6-2: Standard power control room (PCR) layout – Part 1

Figure 4.6-3: Standard power control room (PCR) layout – Part 2
Consult your Caterpillar Motoren GmbH & Co. KG representative or your design consultant for project
specific layouts.

4.6.1 Medium Voltage System
4.6.1.1 General
The medium voltage (MV) switchgear is a lineup of feeders, bus-couplers and bus voltage
sensing / lightning protection sections. The MV switchgear provides the means of connecting the
generator output to the plant bus bar to connect to the load network or substations, as well as to provide
plant own electrical consumers on the medium voltage side or via station transformers with energy.
Refer to Figure 4.6-1 for an overview of these connections.
The MV switchgear is constructed of individual panels connected via a common rigid bus bar, and
provides switching interconnections, specified protection and fault isolation for:
 Each incoming generator breaker(s),
 Each outgoing feeder breaker(s) for each grid interconnecting point - or grid step-up
transformer,
 Each outgoing breaker(s) for each station transformer feeder,
 Each outgoing breaker(s) for power feeder, e.g. factory supply feeder.
All MV switchgear connections are to be accomplished through withdrawable vacuum - or SF6 gas filled
circuit breakers. Also included:
 Bus bar voltage sensing panel,
 Tie (bus-coupler) when required, for operating flexibility, limiting fault current, future
expansion or when multiple step-up or station transformers are required.
4.6.1.2 Fault Current Verification

In addition to current and voltage level, MV switchgear fault withstand level has to be verified at very
initial stage of a project. The MV switchgear’s fault withstand level has to be greater than the available
maximum fault level at the switchgear bus bar.
Note: The routine procedure for calculating power system short-circuit currents shall follow IEC
standard 60909 or other local norms such as ANSI / IEEE C37. The following methods are only good for
equipment selection purpose at initial stage of a project.
The maximum available fault level is contributed by following power sources when a three-phase short-
circuit fault occurs at the switchgear bus bar.
a. Generators connected to the bus bar
b. Utility grid connected to the bus bar via step-up transformer(s)
c. Other power source connected to the bus bar
d. Large MV motors connected to the bus bar
In most of CM genset power plants, there are only scenarios a) and b). Consult your Caterpillar Motoren
GmbH & Co. KG representative or your design consultant for other or more complicated power
networks.
Typical fault level ratings for MV panels in IEC are: 25 kA, 31,5 kA, 40 kA and 50 kA. In case the fault
current is higher than 50 kA the amount of generators / step-up transformers shall be reduced or split
into different bus segments.

Determination of main bus-bar current capacity (Utility/grid feeder or plant power outgoing feeder(s)
located at either end of panel alignment):
Maximum nominal bus bar current usually is the total nominal current of all gensets connected.
Typical bus bar current sizing in IEC is 1600 A, 2500 A, and 3150 A.
Attention: Capacities of 4000 A may only available by means of forced ventilation!
Generator breaker synchronizing closing and openings shall be controlled by discrete signals from the
power train control panel(s). All feeder-breaker synchronizing, closing and opening will be controlled
from the master control panel (MCP).
Generator protection relays mounted in the LCP (for gas engines) and LDP (for liquid fuel engines)
receive PT and CT signals from the medium voltage switchgear and the generator terminal box. Bus bar
protection relays mounted in the master control panel also receive PT and CT signals from the medium
voltage switchgear.
The circuit breakers are withdrawable types with metal safety shutters which will automatically close the
fixed power contacts when the breaker is withdrawn from its connected position.
The medium switchgear consists of rigid freestanding metal-clad panels, suitable for an indoor non-
hazardous installation on a level surface floor. The panels are typically designed for bottom cable entry
with individual front opening access doors.
The panels are interconnected via a common bus bar, air-insulated and braced to meet the combined
fault current contributed by the generator(s) and the other power sources that the generator(s) is
paralleled with. Live parts are covered to protect against accidental contacts with earthed sheet-steel
inside and outside the panel. The cubicles are segregated into 4 compartments:
 Bus bar compartment,
 Circuit breaker compartment,
 PT/CT/cable termination compartment,
 Low voltage compartment for measuring and protection.
4.6.1.3 Technical Data

Properties Data
Standards -
Switchgear IEC62271-200. IEC62271-1
Internal arc ALR
Circuit breaker (vacuum or SF6) IEC62271-100
Earth switch IEC62271-102
Instrument transformer IEC60044
IEC60529
Enclosure protection IP4X: Front/back/left/right sides
IP2X: Bottom / top / compartment
Environmental and operating conditions -
Min./ Max ambient temp (°C) -5 / 40
Average temp over 24 hours (°C) ≤ 35
Installation altitude (m) ≤ 1000
Mean relative air humidity (%) 24 hours 95

Properties Data
Mean relative air humidity (%) 1 month 90
Voltage rating 12 or 17,5 kV, 50/60 Hz
Operation voltage Typ. 10, 11, 13,8 kV applications
A typical switchgear lineup consists of:

 Generator incoming panel,
 Outgoing panel,
 Bus-coupler panel,
 Station transformer feeder panel,
 Bus PT panel,
 With horizontal bus bar,
 Tools and accessories.
4.6.2 Equipment and System Grounding

Proper grounding of power generating systems is essential and absolutely critical to the operational
safety of equipment and personnel. Special design needs to be considered, e.g. the locations of the
ground connections, the means of minimizing circulating ground currents and to providing proper ground
fault sensing. If the proposed plant is connected to the local utility, or if it is being used in a stand-by or
emergency role, then other considerations may apply, particularly with regard to the proper selection of
system methods. Competent electrical engineers familiar with the local code requirements of the project
should be consulted to review any proposed grounding plan.
Power plant electrical systems require two types of grounding: equipment grounding and system
grounding.
4.6.2.1 Equipment Grounding

All exposed metallic parts of electrical equipment must be securely attached or bonded to a grounding
electrode or grounding system. This applies to parts such as generator housings, engines, mounting
bases, conduits, enclosures, switchgear, etc. To ensure these functions it is necessary to:
 Provide an effective electrical conduit to permit the flow of ground fault current without fire or
explosion hazard,
 Work in conjunction with circuit protective devices by providing a low impedance conducting
path for ground fault current,
 Maintain a low potential difference between nearby metal (non-electrical) and ground
potential to prevent electrical shocks.
4.6.2.2 System Grounding

In electrical power generation and distribution, ground or earth is the reference point in an electrical
circuit from which voltages are measured, a common return path for electric current, or a direct physical
connection to the earth.
There are typically three basic arrangements for system grounding: Solidly-grounded, ungrounded, and
impedance-grounded.

In a solidly-grounded system, there is an intentional connection to ground, providing a stable line-to-

ground voltage reference. Solid grounding is used for station transformer LV side neutral grounding and
LV distribution system neutral grounding.
In an ungrounded system, there is no intentional connection to ground, and therefore no stable line-to-
ground voltage reference. This may happen when the power plant MV system outgoing feeder(s) are
connected to step-up transformer(s) with delta connected MV side windings, and the power plant MV
system is powered by utility grid via the step-up transformer(s).
In an impedance grounded system, there is a connection to ground through an impedance, providing
characteristics which resemble both the solidly-grounded and ungrounded arrangements depending
upon size and nature (resistive or inductive) of the impedance. Of the impedance-grounded systems,
the high-resistance grounded (HRG) arrangement is the most used for generator neutral grounding. In
this arrangement, the MV system is grounded through a high resistance that typically limits the current
to 20 A.
This is done to limit earth fault current due to generator internal windings insulation failure.
4.6.2.3 Summary
In summary, there are a number of factors that should be considered when grounding on-site power
systems. Simply conforming to minimum code requirements will not necessarily assure the degree of
reliability required for such systems. Thorough consideration should be given to protecting against
power disruption within the building or facilities and providing adequate ground fault protection.
Techniques for both equipment grounding and system grounding should provide optimum safety and
assure maximum continuity of power to essential loads. Grounding instructions provided by the
manufacturer of the electrical equipment should also be followed.
4.6.2.4 Generator Neutral Grounding Equipment

The generator neutral grounding system components are supplied and installed in a standard option.
They include one neutral grounding resistor per generator MV bus bar segment and a switching panel
equipped with vacuum contactors to connect or disconnect the generator‘s neutral points according to
the command of the master control panel as described above.
Description Quantity Specification
Neutral 1 per generator bus bar Rated current: 20 A for 10 sec with temperature rise not
grounding segment exceeding 760 °C.
resistor (NGR)
Switching device 1 per generator Single-pole vacuum contactors
Or
Single-pole vacuum circuit breakers
Current 1 per NGR for non- Single-core
transformers directional back-up earth 20/1 A
fault relay (located in 5P20
MCP) 15 VA
Current 1 per generator for Single-core
transformers generator restricted earth 20/1 A
fault relay (in GCP or 5P20
LDP/LCP depending on 15 VA
engine types)

Description Quantity Specification

Enclosure 1 panel line-up with The enclosure houses neutral switches and the resistor unit.
respective no of panel The neutral switches panels are suitable for a degree of
sections for the switching protection IP 4X.
devices and NGR The enclosure is suitable for indoor installation in switchgear
room.
Selector switch is provided for each neutral switching device
for local/remote operation.
Trip-neutral-close (TNC) spring return selector switch will are
provided for the closing and opening of the neutral switch
devices locally.
Indicators for Close and Open position are provided.
4.6.3 Transformers
4.6.3.1 General
Depending on the power generation system configuration (Figure 4.1-1), transformers are typically
required to modify the voltage being generated to levels required, either up or down. A step-up or mains
transformer is used when higher voltages are needed, typically as in the case of connecting to utility grid
either for base loading or peak loading. A step-down or station transformer is used to reduce the
generated medium voltage down to a low voltage, typically 380-480 V for power plant electrical
consumers.
4.6.3.2 Mains or Step-up Transformer

The mains or step-up transformer shall be included in substation / switchyard when the power plant is
connected to the high voltage grid. This part belongs to the customized scope and is not discussed in
this project guide.
One station transformer per generator MV bus bar segment is the typical configuration to keep power
plant low voltage supply reliable and yet flexible. The capacity of one station transformer should be able
to power up the whole plant load if budget allows. Each station transformer should run and power up its
LV bus bar segment. Station transformers should not run in parallel (paralleled by means of bus
coupler) to avoid circulation current.
Oil immersed type, hermetically sealed power transformers with both MV and LV cable terminal boxes
are preferred. The transformers should be suitable for outdoor installation according to IEC 60076
Standards. The transformer will be equipped with standard devices for protection, supervision and
control, including:
 Oil temperature thermometer and oil pressure sensors with contact for remote alarming,
 Off-circuit tap changer device with 5 position (neutral, +/-2,5 %, and +/-5 %).

4.6.4 Low Voltage Switchgear

The low voltage system provides power distribution, control, and protection of the low voltage equipment
in the total plant. The design of the power plant LV system is following the standards and guidelines
below.
Technical Data
The main LV distribution panel is an indoor installation and is operated under normal operating
conditions in accordance with IEC 62271-1.
Properties Data
Environmental and operating conditions IEC 62271-1
Min. / max. ambient temp. (°C) 5-40
Average temp. over 24 hours (°C) =< 35
Installation altitude (m) 1000
Mean relative air humidity (%)
24 hours / 1 month =< 95 / =< 90
Voltage rating 690 V, 50/60 Hz
Operation voltage As LV system voltage and frequency
ACB withdrawable with adequate current rating and
Circuit breaker type
fault withstand / break rating
Adequate IP depending on installation locations,
Enclosure protection
according to IEC60255-6
The low voltage system consists of:
4.6.4.1 Main LV Distribution Panel

The main LV distribution panel is installed in the power plant electrical room. It receives power from
station aux transformer(s) and provides required LV AC power supply for the power plant station use.
This panel lineup is the first level of LV distribution; it distributes the LV AC power to following
downstream panels. Necessary interlocks and synchronization devices are provided for the ACBs
wherever required.
 Each engine MCC,
 LV station auxiliary panel.
The main LV distribution panel needs to withstand the highest fault current levels due to its direct and
close connection (location wise) to the station transformer. Similar to explanations of fault current levels
exposed to the medium voltage switchgear line-up the main distribution panel must be determined its
fault current level, too. Main driver for fault current level is the station transformer itself. Comparable to
calculations on the MV step-up transformer the fault current level determination here is based on low
voltage level, transformer rating and transformer short-circuit voltage (Uk)!

The medium voltage bus bar design as well as the nominal current capability must be determined. This
depends primarily on the amount of consumers connected and in operation. Such has to include non-
power generation system related loads like electric building heating or cooling, interior and exterior
lighting and typical service machinery, when connected to the station aux. transformer. Based on
knowledge and awareness of this additional information the sizing of the power plant station transformer
may show higher rating than only looking onto the auxiliary equipment directly related to the power
generation systems!
4.6.4.2 Engine Motor Control Center

The engine MCC is installed in the engine hall adjacent to each engine. It controls all electrical motor
driven engine related auxiliaries, and supplies power to all engine related mechanical modules. Each
power train needs one engine MCC that receives power from LV main distribution panel, distributes
power and controls to following auxiliaries:
 Power train ventilation,
 Engine combined module,
 Radiator group,
 Fuel circulation module for liquid fuel engine or gas regulation unit for gas fuel,
 Engine lube oil separator (if installed),
 Engine turning gear,
 Generator winding heater,
 Etc.
4.6.4.3 LV Station Auxiliary Panel

The LV station auxiliary panel is installed in the electric room of the power plant. It controls all electrical
motor driven plant common auxiliaries, and supplies power to all plant common mechanical modules.
One set of LV station auxiliary panels lineup is provided for a power plant. The LV station aux panel
receives power from LV main distribution panel and distributes power to following downstream
distribution panel(s) and plant common auxiliaries. A LV emergency diesel genset is also connected to
this panel as well as an emergency power supply if all power incomers from LV main distribution panel
are not available.
 Fuel treatment house MCC located in the fuel treatment house (for liquid fuel engine only),
 110 VDC battery charger panel,
 Compressed air module(s),
 Service air module,
 Fire pump module,
 Aux boiler panel (if installed),
 Engine exhaust gas boiler panel (if installed),
 Power plant lighting and small power panel,
 Fire detecting and alarming panel,
 AC power for all panels in control / electrical room,
 Etc.
Alternatively, the LV station auxiliary panel may be an integrated portion of the LV main distribution
panel. Such reduces costs especially in case the plant only consists of one or two gensets.

4.6.4.4 Fuel Treatment House Motor Control Center (for Liquid Fuel Engine Only)
The fuel treatment MCC is installed in the fuel treatment house. It controls all electrical motor driven
plant common fuel treatment, oil treatment and water treatment auxiliaries, and supplies power to all
pre-assembled modules in fuel treatment house. One fuel treatment MCC panel lineup is provided for
the power plant. The fuel treatment MCC receives power from LV station auxiliary panel located in
electrical room, distributes power and controls to following auxiliaries:
 Fuel separator module(s) for HFO engine power plant,
 Pre-pressure module(s) for liquid fuel engine power plant,
 Fresh lube oil transfer pump module,
 Water treatment module,
 Oil / water separator module (if installed),
 Fuel changeover 3-way valve for HFO engine power plant,
 Modules’ trace heating (if applicable),
 Power supply to unloading station distribution panel (EB08) located in power plant unloading
station,
 Etc.
4.6.4.5 Unloading Station Distribution Panel

The unloading station distribution panel is installed in the fuel / oil unloading bay. It distributes power to
all fuel / oil unloading modules and waste oil discharge module(s). One set of unloading station
distribution panel is provided for the power plant. The unloading station distribution panel receives
power from the fuel treatment MCC and distributes power to following modules:
 HFO unloading pump module(s), for HFO application,
 Diesel unloading pump module(s), for liquid fuel application,
 Fresh lube oil unloading pump module,
 Waste oil discharge module,
 Etc.
In some cases the unloading station distribution panel may be integrated as part of the fuel treatment
house motor control center. The integration basically depends on distances in-between locations.

4.6.5 DC Supply System

The DC supply system provides DC chargers and storage batteries to provide control and operation
power supplies:
 24 VDC for control panels (de-centralized),
 110 / 125 VDC for medium voltage switchgear and NGR switching panels (centralized, = one
station).
The stationary 110-125 VDC system has two chargers and battery bank, while the 24 VDC system
typically is a built-in system in each control panel or control panel lineup in following two ways:
 Battery charger and battery adequately built for 30 minutes back-up time when AC or charger
fails,
Or
 A DC to DC converter to convert above stationary 110 / 125 VDC to 24 VDC if required back-
up time is longer than 30 minutes.
4.6.5.1 110 VDC Charger Panel

System operation: The float charger feeds the D.C loads through the DC Distribution and
simultaneously float charges the battery bank.
The battery charger consists of float and boost charger. A DC distribution board (DCBD) is housed in a
separate panel. The DCDB and charger are free standing and, floor mounting, and have a degree of
protection IP-4X.
4.6.5.2 110 V Batteries Bank

The battery is an indoor, stationary, valve regulated lead acid type housed in a container. 10 hour
discharge rate is typical to provide supply for continuous, intermittent and random DC loads. It provides
power to internal equipment of MV Switchgears such as charging motors or On- / Off magnets. When
installed it is often used for emergency lighting!

SECTION 5: PLANT LAYOUT, DESIGN AND CONSTRUCTION

5.1 GENERAL
The required minimum dimensions for the power house are indicated in Caterpillar Motoren GmbH &
Co. KG standard drawings. The following questions are to be answered at an early stage of the project,
and have to be taken into consideration.
 Plants with extensive equipment:
o Is the space indicated in our "Standardized Plants" sufficient?
If the available space is limited:
o Design work will be more extensive,
o Erection will be more expensive,
o Maintenance will be complicated and extended.
 Plants at locations subject to heavy dust:
o The ventilation system is to be equipped with automatic cyclones. Automatic roll filters or
similar types of filters very often are not adequately maintained, because new drums
must be continuously imported and fitted.
o For filtering the combustion air, an oil bath air filter is sufficient in most cases. In case of
extreme dust, a deflection-type pre-filter is required upstream the oil bath air filter which
has to be located in a separately closed air intake department.
 Arrangement of the electric installation:
o Electronic components should not be located in "hot corners". Rooms without air
condition may still have to be ventilated.
 Cranes:
o The hall crane is to be designed in such a way that it is capable of carrying out adequate
maintenance.
o Higher capacities e.g. for heaviest component of engine or alternator can be considered
on request.
 Treatment house:
o A treatment house for treatment of the fuel has the advantage that dirt sources are not
located in the power house itself. Furthermore, less piping is required; buffer and service
tanks can be located in the tank farm.
 Tank farm:
o As this is a very complex matter, no details will be given here. However, it is to be pointed
out that national regulations regarding combustible liquids are to be taken into
consideration for the planning.
 Drainage:
o Proper drainage must be provided. Drainage and sludge pumps are often missed out.
 Layout of lines:
o Pipe ducts should be amply dimensioned.
 Other equipment:
o Collecting pans with proper drains are to be installed underneath all pumps, coolers,
filters etc.
o Accessibility, lifting capabilities and traffic routes must be taken into consideration from
the beginning.

5.1.1 Example Layout
5.1.1.1 Site Plan
Figure 5.1-1: Power plant layout

5.1.1.2 Cross Section
Figure 5.1-2: Power Train Section

5.2 SCOPE OF CIVIL WORK

The scope for stationary power plants can include - but not be limited to - the following:
1. Power house building consisting of:
 Engine hall with engine foundations,
 Mechanical annex for diverse auxiliaries,
 Electrical annex for:
o Switchgear,
o Control panel,
o Transformer equipment.
 And rooms for:
o Office,
o Recreation,
o Sanitation,
o Workshop (if not separate).
2. Fuel treatment house (adjacent to tank farm).
3. Pump house / unloading station (adjacent to tank farm).
4. Tank farm with sealed concrete slabs and retaining walls as containment area and with tank
foundations.
5. Administration, office, lab, canteen building.
6. Workshop, store building.
7. Fire pump house.
8. Various supporting steel structures for:
 Exhaust gas stacks,
 Tanks,
 Radiators etc.
9. Various external foundations for:
 Cooling towers or radiators,
 Tanks,
 Transformers,
 Incinerator etc.
 Incl. basins or collecting pits.
10. Pipe and cable ducts.
11. Security perimeter fencing and gate house.
12. Access roads, lorry and car parking areas within the site.
13. Drainage systems for:
 Storm water,
 Sewage incl. septic tank, and
 Oil water incl. separator and separation pit.
14. Water supply system incl. potable water.
15. Lightning protection and grounding system.

16. Landscaping.
17. Diverse services and installations for:
 ICT - Information and communications technology,
 (communication lines, telephones and IT networks),
 CCTV – closed circuit television,
 Energy supply: gas, electricity,
 Fire detection and protection,
 HVAC – heating, ventilation and air conditioning,
 Lightning protection and grounding,
 LV – low voltage system and distribution boards,
 Natural lighting and artificial lighting,
 Security and alarm system,
 Cranes, hoists,
 Lifts,
 Water, drainage and plumbing.
18. Civil related works for substations.

5.3 BUILDING DESIGN: POWER HOUSE
5.3.1 General Requirements for Arrangement

Space requirements and height between floors are to be determined under consideration of the plant
components to be accommodated, their functional relations, and the operating and maintenance
requirements for these components.
Furthermore, customer requirements regarding possibilities for future extensions may influence the size
of the hall.
The following essential components are to be installed:
Mechanical plant:
 Engines,
 Pumps: fuel, lubricating oil, cooling water,
 Separators: lubricating oil, fuel (heavy fuel),
 Coolers: lube oil, jacket water,
 Combustion air system,
 Exhaust gas system,
 Tanks: fuel, lubricating oil, waste oil, water,
 Filters: lubricating oil,
 Preheaters: lubricating oil, cooling water,
 Auxiliary genset,
 Black start genset,
 Starting air system,
 Waste heat recovery system,
 Ventilation system.
Electrical plant:
 Generators,
 Station transformer,
 Control panels,
 Switchgear panels: low voltage system, medium voltage system, neutral grounding system.
Building services and equipment of building:

 ICT - Information and communications technology
(communication lines, telephones and IT networks),
 CCTV – closed circuit television,
 Energy supply: gas, electricity,
 Fire detection and protection,
 HVAC – heating, ventilation and air conditioning,
 Lightning protection and grounding,

 LV – low voltage system and distribution boards (small power),

 Natural lighting and artificial lighting,
 Security and alarm system,
 Cranes, hoists,
 Lifts,
 Water, drainage and plumbing.
The following rooms are normally required:

 Hall for gensets and auxiliary units.
 Annex for operation auxiliary units.
 Annex for electrical installation.
o Switchgear panels,
o Control panels,
o Transformers etc.,
o Black start genset.
 Rooms for administration:
o Office,
o Meeting room,
o Power control room.
 Social purposes:
o Restrooms and washrooms.
 Rooms for maintenance:
o Storage,
o Workshop.
It may be appropriate to locate certain plant components in rooms outside the power house (e.g. in case
of crude oil plants). This must be checked in connection with the layout.
Due to the great variety of possible variants, the customer requirements and the scope of plant
components are to be installed, the required hall dimensions cannot be finally defined.
Such as type of:
 Genset cooling,
 Combustion air system,
 Exhaust gas system,
 Fuel system (diesel oil, heavy fuel oil, crude oil, gas),
 Power house ventilation,
 Switchgear,
 Climatic conditions,
 Sound attenuation measures,
 Treatment plant,
 Heat recovery plant.

However, for regular cases Caterpillar Motoren GmbH & Co. KG standardized plants should apply. The
required overall building dimensions and floor spaces of the various rooms can be taken from the
drawings of the relevant, engine type related to Caterpillar Motoren GmbH & Co. KG standardized plant.
5.3.2 Engine Hall

Normally, the power house will be designed as a ground level building without basement. The top edge
of the engine foundations is higher than the hall floor. Piping and cables are mostly installed in concrete
ducts and in areas with raised steel or grating floors also above the concrete floor.
The switchgear and the control room will be located in a separate building. As required the following
rooms will be integrated there as well: office, restrooms and washrooms, battery plant, storage room or
workshop. The annex for the auxiliary units will be located at the engine side. The length of the hall is
determined by the number of engines plus one additional bay (loading bay) for transport and
maintenance plus any additional bay which might be required by the client.
 Number of hall bays = number of engines + loading bay.
 Hall length = number of hall bays x bay width.
 Bay width see standard drawings.
5.3.2.1 Standard Power Train Concept
Figure 5.1-1: Cross section one shows a power house with following features
 Power house ventilation inlet from generator side, outlet on top,

 Engine direct elastic mounted on foundation,
 Concrete ducts of electrical cable,
 Mechanical annex part of power house,
 False floor same level as top edge of engine foundation (false floor level not shown due to
visibility),
 Piping in mechanical annex below false floor level.

5.3.2.2 Fast Installation Design Concept
Figure 5.1-2: Cross section two shows a power house with following features:
 Power house ventilation inlet from generator side, outlet on top,

 Engine direct elastic mounted on foundation,
 Concrete ducts of electrical cable and combustion air,
 Concrete ducts cover with grating inside power house,
 Mechanical annex separated from power house,
 Mechanical annex with false floor surrounding the modules,
 Piping modules in mechanical annex below false floor level,
 Exhaust gas silencer module mounted on top of mechanical annex.

5.3.3 Construction Systems

Building components embedded in the soil, as e. g. foundations, ducts, pits etc. should generally be as
reinforced concrete constructions. Solid brickwork may be adopted when appropriate, but not for
foundations.
The above-ground hall buildings can be carried out in:
5.3.3.1 Reinforced Concrete Construction

The supporting hall construction consists of columns, roof girders and intermediate girders in reinforced
concrete. As static systems following system can be taken into consideration:
 2 hinged frames,
 Fixed frames,
 Frames with fixed base points and hinged roof girders.
The latter system is particularly suitable for usage of pre-manufactured reinforced concrete parts. For
the annexes statically determined systems are used which are connected to the hall frames via hinged
joints.
Figure 5.1-3: two hinged frame Figure 5.1-4: fixed frame Figure 5.1-5: fixed base points and hinged
roof
Advantages:
 Good ageing stability,
 Manufacture at site.
Disadvantages:
 Possibly high costs,
 Longer construction times.
Wall design:
 Infilling with masonry,
 Facing by plastered masonry,
 Facing with precast concrete or autoclaved aerated concrete (AAC) parts,
 Facing with profiled sheet steel if necessary insulated (sandwich elements).

Roof design:
 Reinforced concrete with sealing - for areas with heavy duty and equipment,
 Lightweight reinforced concrete sealed,
or For other areas
 Trapezoidal steel sheeting if necessary insulated
(sandwich elements).
Application:
 If required by the customer or if alternatives are less cost efficient or impossible at the given
location.
Figure 5.1-6: In-situ Reinforced Concrete Construction
5.3.3.2 Steel Frame Construction

The supporting hall construction consists of columns, roof and framework girders in steel. For static
systems "two hinge frames" or "fixed frames" with hinged statically determined systems for the annexes
can be taken into consideration.
The steel constructions showed very economical and technical advantages compared to other
constructions.
Figure 5.1-7: Steel Frame Construction during Erection

Advantages:
 Cheaper than concrete constructions,
 Complete pre-manufacture in the workshop,
 High carrying capacity of the material,
 Time saving erection,
 Good possibilities for conversion, disassembly and extensions,
 Better than reinforced concrete in regard to dynamic loads due to its good elastic properties,
 Any kind of subdivision into sections possible, because butt joints do not pose significant
problems, if e.g. high tensile screw connections are used.
Disadvantages:
 Corrosion protection measurements,
 Overseas transportation costs.
Wall design:
 Mostly facing with trapezoidal steel sheeting if necessary insulated (sandwich elements),
 However, also infilling with masonry, or
 Facade with precast concrete parts or autoclaved aerated concrete.
Roof design:
 Reinforced sealed concrete for areas with heavy duty and equipment,
 Sealed reinforced autoclaved aerated concrete (AAC),
or For other areas
 Trapezoidal steel sheeting if necessary insulated
(sandwich elements).
Application:
 In most cases preferable due to above advantages.

5.3.3.3 Combined Constructions

Combined constructions are based on simple static systems, e.g. fixed hall columns in reinforced
concrete and hinged roof girders in steel.
These are executed where e.g. exposed concrete constructions are required, the kind of roof
construction may be chosen freely and can be executed more economically as a lighter steel
construction.
Figure 5.1-8: Hall Construction with Pre-cast Reinforced Concrete Elements and Steel Elements
Advantages:
 See chapter 5.3.3.1 Reinforced Concrete Construction and 5.3.3.2 Steel Frame Construction.
Disadvantages:
 See chapter 5.3.3.1 Reinforced Concrete Construction and 5.3.3.2 Steel Frame Construction.
 Application:
If required by the customer.
Walls:
 Facings or infillings as in chapter 5.3.3.1 Reinforced Concrete Construction and 5.3.3.2 Steel
Frame Construction.
Roof:
 Roofing as under chapter 5.3.3.1 Reinforced Concrete Construction and 5.3.3.2 Steel Frame
Construction.

5.3.4 Constructional Details and Elements

The following is a short description of the most customary types of construction. A table containing the
valuable information for heat insulation and sound attenuation is attached.
Steel Constructions
For steel constructions it is important to find economical cross sections and time saving connections for
the erection.
The quality of the corrosion protection is of essential importance for the longevity of such constructions.
For this purpose long lasting coating systems are provided today, which are normally composed as
follows:
 Surface preparation: Sand blasting, degree of purity Sa 2 ½40,
 Priming coats: 1-2 coats,
 Paint system: 1-2 coats.
Nominal dry film thickness (NDFT) is between 120-240 µm. Thickness depends on corrosion stress and
expected durability. 41
However, the corrosion protection can still be improved by hot galvanizing. The costs for hot galvanizing
are normally slightly higher than for a complete protective painting system.
Roof and Wall Cladding in Steel or Aluminum

These structures must be designed in accordance with climatic and local conditions.
In the simplest version, provided this is technically justifiable and/or required by the customer, these
claddings consist of single trapezoidal sheeting, corrosion protected sheet metal or aluminum panels.
This type of construction, however, can only be applied in cases where no specific requirements in
terms of heat insulation or sound attenuation have to be met, e.g. in remote areas with constant dry and
warm climatically conditions.
However, standard heat insulated claddings are required, so that heat insulation and sound attenuation
requirements can be met and the formation of condensate due to great differences between inside and
outside temperature is avoided. For double metal sheet claddings e.g. sandwich constructions the
external metal sheet consists of trapezoidal corrugations panel made from aluminum or steel with a
color coating and corrosion protection. The intermediate layer consists of a mineral wool attenuation
layer with corresponding steam pressure and moisture barriers, and the interior metal sheet also of
profiled and corrosion protected steel panels. As an alternative to this sandwich construction it is also
possible to use sandwich panels, consisting of the internal metal sheet, the insulation (an insulation core
of high density rock wool) and the external metal sheet. The sandwich panels are also corrosion
protected and provided with finish coat. Due to their simpler assembly they are mostly preferred to
sandwich constructions.
Guide values regarding the assessment of the sound and heat insulation are given in the table at the
end of this chapter.
40 See ISO 8501

41 See ISO 12944

Roof: Single Metal Sheet
Figure 5.1-9: Diagram roof with single metal sheet Figure 5.1-10: Roof with trapezoidal sheeting
Roof: Sandwich Construction
Figure 5.1-11: Diagram roof with sandwich construction

Roof: Sandwich Panel
Figure 5.1-12: Diagram roof with sandwich panel Figure 5.1-13: Roof with sandwich panel
Wall: Single metal sheet Wall: Sandwich construction
Figure 5.1-14: Diagram wall with single metal sheet Figure 5.1-15: Diagram wall with sandwich construction
Sandwich Panels
Figure 5.1-16: Wall with sandwich element Figure 5.1-17: Wall with sandwich element

Roof and Wall Claddings with Fiber-Cement Profiled Sheets

Similar to the claddings with steel sheets the fiber-cement profiled panels can also be executed as
single-sheet or double-sheet construction with mineral wool insulation. However, for reasons of
availability and the possibly higher costs as compared to steel sheet claddings such construction is
rarely carried out.
Walls in Masonry
Walls in masonry can be made of clay, calcium silicate, aggregate concrete (dense or lightweight) and
autoclaved aerated concrete masonry units
For reasons of design or sound attenuation it may be necessary to construct massive enclosing walls.
These can be executed in masonry, autoclaved aerated concrete or concrete. For simplification
purposes a detailed description of the design is not included. The following sketches illustrate the basic
design principles.
Guidelines for the assessment of sound attenuation and heat insulation can be gathered from the table
provided at the end of this chapter.

Wall Claddings
Figure 5.1-18: Diagram wall cladding with prefabricated Figure 5.1-19: Wall with prefabricated concrete element
concrete elements
Figure 5.1-20: Diagram masonry with trapezoidal sheeting Figure 5.1-21: Diagram reinforced concrete structure with
masonry
Figure 5.1-22: Reinforced concrete structure with masonry Figure 5.1-23: Reinforced concrete structure with masonry,
plaster and paint

5.3.4.1 Massive Roof Construction
Autoclaved Aerated Concrete (AAC)

Roofing with prefabricated reinforced autoclaved aerated concrete slabs can be used for roof floors with
evenly distribute moderate live loads (no individual loads) e.g. of snow, wind and persons walking on the
roof (for inspection or maintenance). Therefore, these roof floors cannot be used for mounting of
equipment. The surface must be sealed and, if necessary, insulated. For reasons of cost and
availability, however, such constructions are carried out very rarely.
Reinforced Concrete
Roofing in reinforced concrete is possible for all roof floors. However, for hall roofs without essential
equipment and live loads a light-weight construction (e.g. roofing with heat insulating sheets with
trapezoidal corrugations) is preferable for reasons of costs.
Reinforced concrete floors are ideally suited for roof floors, e.g. of the annexes, which are provided with
equipment, i.e. floors which must carry a multitude of more or less considerable individual loads and
which must be able to sustain higher live loads for maintenance and assembly purposes.
According to the climatic requirements the surfaces of these roof floors are sealed. Additional heat
insulation can be provided on demand. Floor finish shall be a proper cement screed floor or a tile floor
(higher costs). Floor finish shall be laid to falls for proper drainage.
Thickness of floors and alternatives see under intermediate floors.
Guide values for the assessment of the heat insulation and sound attenuation can be gathered from the
table at the end of this chapter.
5.3.4.2 Intermediate Floors (if any)

The intermediate floors are normally carried out as massive floors in reinforced concrete. The required
floor thicknesses depend on the respective span and the applied loads. They may range approximately
from 15-25 cm. The definite thicknesses are determined by the designer of the supporting structure.
An alternative is to execute a reinforced concrete floor with trapezoidal steel sheeting on the underside
as lost shuttering. This method may save erection time and mass of concrete, but slightly increase the
costs.

5.3.4.3 Gratings in Steel

Gratings, usually galvanized, are used:
 In the engine area in order to ensure sufficient ventilation,
 In the area of platforms subjected to foot traffic,
 In the area of double floors for creation of clearances for the installation.
Figure 5.1-24: Grating in annex area
The admissible loads of the gratings are indicated by the manufacturer, they must at least match the
existing loads. Supporting and base constructions will be defined by the designer. These may be
massive components such as walls or floors or separate steel girder constructions.
5.3.4.4 Steel Sheet Floors

Steel sheet floors, either galvanized or painted, are used:
 For operating levels in the engine area,
 To cover cable or pipe ducts,
 In the area of double floors to provide clearances for installation.
Non-slipping surfaces are reached by using checker plates or embossed plates. The applied
thicknesses range from 4-8 mm and depend on the applied load, span and constructive design of
reinforcing ribs.
5.3.4.5 Partition Walls
Massive Partitions
These can be carried out in concrete, reinforced concrete or masonry as required. The wall thicknesses
will be determined according to static considerations and, if required, aspects of sound attenuation and /
or fire protection. They are within a thickness range of 10-36 cm. With regard to sound attenuation the
walls can also be executed as double shell walls.

Application:
 For any partition wall which is required,
 For support of major loads, e.g. of loads caused by roof floors,
 For installation of built-in or attached parts, e.g. in the workshop area,
 In case of higher demands in terms of sound attenuation and fire protection e.g. wall between
engine hall and electrical annex with a mass of at least 400 kg/m2.
5.3.4.6 Light Partition Walls

Massive walls as described before should normally be used as partition walls since the materials and
workmanship are available everywhere. However, due to tight time schedules and pre-manufacture of
parts it might be advisable to make use of the following variants:
Light partition walls can be executed according to the requirement and the field of application:
 From single corrosion protected steel sheets, e.g. in the area of the ventilation ducts without
special requirements,
 From corrosion protected steel sandwich panels with foam core, e.g. in the area of sanitation,
office or switchgear rooms with medium requirements for sound attenuation and fire
protection,
 From assembly unit systems which due to their structure (e.g. steel sheets or/and gypsum
boards and non-combustible mineral inserts) meet more stringent demands for sound
attenuation and fire protection; application e.g. between different rooms of the electrical
annex.
5.3.4.7 Suspended Ceilings

Normally such ceilings consist of a steel or light metal support frame grid which is attached to the
supporting roof and then filled with special light building boards, e. g. with the properties sound
absorbing, fire resistant (certain degree), damp and vermin proof etc.
Application:
 For optical facing of air conditioning and ventilation ducts and other supply lines,
 For reasons of sound attenuation and/or in order to decrease the indoors acoustics, e.g. in
the area of control rooms, offices etc.

Thermal
Surface Sound
trans-
density reduction Fire
Construction Sketch mittance
A R resistance
U
[kg/m²] [dB]
[W/(m²*K)]
Note 1 Note 1 & 2 Note 1 Note 1 & 6
Single layer
Trapezoidal steel sheets
Note 3
d = 0,63-1,50 mm 6-22 5-7 20-26
Note 4
h = 36-165
Trapezoidal aluminum
sheets Note 3
2-5 5-7 18-22
t = 0,70-1,20 mm Note 4
h = 27-49
Fiber-cement flat sheets

10-37 4-7 18-24 Note 4
d = 5-20 mm
Fiber-cement welled sheets
12 5-7 19 Note 4
d = 6,5 mm
Multiple layer construction, roof
Sandwich construction I
1 Trapezoidal steel sheeting

2 Mineral wool - 60 mm
27 0,61 30 F30
3 Vapor barrier
4 Well-ventilated air layer
5 Trapezoidal steel sheeting
Sandwich construction II
1 Particle board – 16 mm
32 0,57 35 F30
3 Vapor barrier
4 Well-ventilated air layer
5 Fiber-cement welled sheet
Sandwich element
h = 70-160 mm
1 inner steel sheet Note 3

11-14 0,20-0,69 25
2 insulation –foam Note 5
3 extern trapezoidal steel
sheet

Thermal
Surface Sound
trans-
A R resistance
U
[kg/m²] [dB]
[W/(m²*K)]
Soundproofing
sandwich element
h = 60-120 mm
Note 3
1 inner steel sheet 17-23 0,37-0,70 33-35
Note 5
2 insulation – mineral wool
sheet
Fire protection
sandwich element
h = 100-200 mm
REI30
1 inner steel sheet 22-33 0,44-0,70 29-30 to
2 insulation – mineral wool REI90
sheet
Table 5.1-1: Weights, heat transition coefficients, sound attenuation and fire resistance of wall construction and roof
construction

Thermal
Surface Sound
trans-
A R resistance
U
[kg/m²] [dB]
[W/(m²*K)]
Multi-layer construction, wall
Light partition walls
1 Gypsum plasterboard*1)
33 0,66 42 F30
3 Galvanized steel profiles
4 Gypsum plasterboard*1)
*1) d =12,5 mm
Sandwich element I
h = 65-85 mm
1 inner steel sheet

12-13 0,33-0,45 25 Note 5
2 insulation – rigid foam
sheet
Sandwich element II
h = 40-120 mm
1 inner steel sheet

10-14 0,22-0,58 25 Note 5
2 insulation – rigid foam
sheet
Soundproofing
sandwich element
h = 60-2000 mm
1 inner steel sheet 16-31 0,22-0,69 31-33 Note 5

2 insulation – mineral wool
sheet
Fire protection
sandwich element
h = 60-200 mm
EI30
1 inner steel sheet 17-33 0,22-0,69 30 to
2 insulation – mineral wool EI90
sheet

Thermal Fire
Surface Sound
trans- resistance
density reduction
Construction Sketch mittance according
A R
U DIN EN
[kg/m²] [dB]
[W/(m²*K)] 1996-1-2
Solid wall
Clay masonry units

Density:  = 1600 kg/m³ a) b) a) b) a) b) a) b)
d = 11,5 cm – loadbearing 240 185 2,7 3,0 46 43 F90 F60
d = 24 cm – load bearing 440 385 1,8 1,9 53 52 F180
d = 30 cm – load bearing 535 480 1,6 1,6 56 55 F180
F180
1 Cement sand plastering a) With plaster on both sides F180
2 Clay masonry unit b) Without plaster on both
3 Cement sand plastering sides
Calcium silicate masonry units

d = 11,5 cm – loadbearing 240 185 2,9 3,2 46 43 F90 F90
d = 24 cm - loadbearing 440 385 2,0 2,1 53 52 F180
F180
1 Cement sand plastering F180
a) With plaster on both sides
2 Calcium silicate masonry b) Without plaster on both
unit sides
3 Cement sand plastering
Autoclaved aerated concrete

masonry units
d = 11,5 cm – non- 115 60 1,38 1,44 37 29 F180
loadbearing 145 90 1,00 1,04 40 34 F120
d = 17,5 cm – loadbearing 175 120 0,77 0,79 43 38 F120
d = 30 cm - loadbearing F180
a) With plaster on both sides F180
1 Cement sand plastering b) Without plaster on both F180
2 Autoclaved aerated sides F180
concrete masonry unit

Thermal Fire
Surface Sound
trans- resistance
density reduction
Construction Sketch mittance according
A R
U DIN EN
[kg/m²] [dB]
[W/(m²*K)] 1996-1-2
Aggregate concrete masonry
unit (light weight)
d = 17,5 cm - loadbearing 265 210 2,39 2,57 48 45 F120
F180
2 Aggregate concrete b) Without plaster on both F180
masonry (lightweight) sides
Aggregate concrete masonry

unit (dense) a) b) a) b) a) b) a) b)
Density:  = 2400 kg/m³ 295 240 4,00 4,55 49 46 F120
d = 10 cm - non loadbearing 535 480 3,33 3,70 56 54 F90
d = 30 cm - loadbearing F120
F180
2 Aggregate concrete b) Without plaster on both
masonry unit (dense) sides
construction

Thermal
Surface Sound Fire
trans-
density reduction resistance
A R according
U
[kg/m²] [dB] DIN 4102
[W/(m²*K)]
Solid floors
Reinforced concrete floor

Density:  = 2400 kg/m³ c) d)
d = 10 cm 240 5,56 46 N/D N/D
d = 15 cm 360 5,00 51 F90 F180
d = 20 cm 480 4,55 54 F90 F180
d = 25 cm a = Concrete cover 600 4,17 57 F90 F180
c) a = 30 mm
1 steel reinforcement d) b = 55 mm
2 concrete
Autoclaved aerated concrete floor c) d)

Density:  = 800 kg/m³ 80 1,85 33 F90 F90
d = 10 cm 120 1,35 38 F90 F180
d = 15 cm
a = Concrete cover
1 steel reinforcement c) a = 30 mm
2 autoclaved aerated concrete d) b = 55 mm
Steel members
Unprotected steel members

Individual
Am
depending on section factor N/A N/A N/A design
V
[1/m] – Note 7 required
Steel beams insulated by plaster
Ap 1
 300 – Note 8
V m
D / d = 15 / 5 mm F30
N/A N/A N/A
D / d = 25 / 15 mm F60
1 Ribbed expanded metal
2 Solid floor, d >= 50 mm
3 Bracket ø>= 5 m,
a <= 500 mm

Thermal
Surface Sound Fire
trans-
density reduction resistance
A R according
U
[kg/m²] [dB] DIN 4102
[W/(m²*K)]
Steel beams insulated by fire
protection board (gypsum
plasterboard)
Ap 1
 300 – Note 8
V m
d = 12,5 mm N/A N/A N/A F30

d = 12,5 + 9,5 mm F60
d = 2x 15 mm F90
d = 2x 15 + 9,5 mm F120
1 Fire protection board

2 Solid floor, d >= 50 mm
3 Supporting profile
Steel columns insulated by
plaster
Ap 1
 300 – Note 8
V m
d = 15 mm F30
d = 25 mm F60
d = 55 mm F90
d = 60 mm F120
N/A N/A N/A F180
d = 65 mm
1 Edge protection
2 smoothed plaster
3 wire cloth
4 plaster
5 binding wire a <= 500 mm
6 column core possibly lined with
masonry or concreted
7 Ribbed expanded metal
Steel columns insulated by fire
protection board (gypsum
plasterboard)
Ap 1
 300 – Note 8
V m
N/A N/A N/A
d = 12,5 mm F30
d = 12,5 + 9,5 mm F60
d = 3x 15 mm F90
d = 4x 15 mm F120
d = 5x 15 mm F180
construction

Note 1: All data are approximate values which may vary up or down depending on the manufacturer.
The indicated values can be improved in some cases by means of additional measures, e.g. by
plastering, flooring, elastic intermediate layers and counter ceilings.
Note 2: Definitions acc. DIN EN ISO 6946

 Thickness of layer: d
 Design thermal conductivity: 
d
 Design thermal resistance: Ri 
λ
 Internal surface resistance: Rsi depends on direction of heat flow
 External surface resistance: Rse depends on direction of heat flow
 Total thermal resistance: RT = Rsi + R1 + R2 + … + Rn + Rsi
1
 Thermal transmittance: U
RT
Note 3: This construction is resistant to flying sparks and radiant heat according DIN 4102-4.
Note 4: Non-combustible according DIN EN 13501 / DIN 4102-4
Note 5: Difficult to ignite according DIN EN 13501 / DIN 4102-4
Note 6: Definition of fire performance characteristics according:
DIN 4102-2: F tt
 F: for structural element like walls, floor, roof, column, beam, stairs
 tt: Classification periods in minutes
 DIN EN 13501-2: REI tt
 R: Loadbearing capacity
 E: Integrity
 I:Thermal Insulation
 tt: Classification periods in minutes
 The combination of letters REI depends on the structural element.
Am
Note 7: is the section factor for unprotected steel member [1/m]
V
Am is surface area of the member per unit length [m²/m]
V is the volume of the member per unit length [m³/m]
Ap
Note 8: is the appropriate area of fire protection material per unit length of the member [1/m]
V
Am is surface area of the member per unit length [m²/m]
V is the volume of the member per unit length [m³/m]

5.4 DESIGN BASIS FOR STRUCTURAL ENGINEERING
5.4.1 Design Loads

The hall construction must be dimensioned for the dead weight loads and all external loads that act
upon it. Thus, the following must be taken into consideration:
 Dead weight loads of all constructions,
 Load due to wind pressure acc. to local conditions,
 Loads from snow according to local conditions,
 Loads from soil pressure e. g. retaining walls,
 Live loads by the intended use or occupancy,
 Variable loads depending on their utilization either as "predominantly static load" or as
"predominantly non-static load".
As "predominantly static" such loads in industrial plants are to be considered which produce
no impacts or load effects which repeat themselves frequently or which are caused by
sufficiently balanced machines. Thus, loads from machines with mass forces and non-cranes
are to be considered as "non-static loads" and to be taken into account correspondingly for
the dimensioning.
 Loads due to earthquakes according to local conditions (further comments see chapter 5.4.2
Earthquake Design).
 Other loads e.g. dust loads in desert regions.
The variable load data applicable to the hall floorings and roof floors depend on the weights of the
equipment to be installed. Big individual or line loads must be separately taken into consideration.
Smaller individual or line loads can be taken into consideration together with the static live loads for
general movements (maintenance, walking or driving on roofs). The following values provide indications
about the quantity and distribution of these loads. The actual loads are to be defined for the individual
case:
 Power house - genset 10,0-15,0 kN/m²,
 Power house - mechanical annex 5,0-15,0 kN/m²,
 Power house - loading bay 20,0-50,0 kN/m²
depending on load application,
 Power house - maintenance grating 3,0-5,0 kN/m²,
 Switchgear room 5,0-10,0 kN/m²,
 Control room 3,5-7,0 kN/m²,
 Workshop and stores 10,0-20,0 kN/m².
Components can be dimensioned economically if, instead of great substitute uniform loads for all
applied loads, the actual loads of the plant components and an additional live load in reasonable
quantity are taken as the basis for the design.

5.4.2 Earthquake Design
5.4.2.1 Purpose
The purpose of the earthquake provisions is primarily to safeguard major structural failures and loss of
life by avoiding collapse during severe earthquake, not to limit damage or maintain function.42
5.4.2.2 General
Before designing any engine foundation or building it must be determined whether the possibility of
earthquakes must be taken into account, unless this question has already been answered sufficiently in
the project specifications. Figure 5.1-25 shows the seismic hazard on earth (coloring the surface of
white over yellow to red, where red corresponds to the highest risk).
Figure 5.1-25: Nathan World Map of Natural Hazards
Data resources : Bathymetry: Amante, C. and B. W. Eakins, ETOPO1 1 Arc-Minute Global Relief Model: Procedures, Data
Sources and Analysis, National Geophysical Data Center, NESDIS, NOAA, U.S. Department of Commerce, Boulder, CO,
August 2008. Extratropical storms: KNMI (Royal Netherlands Meteorological Institute). Temperature/ Precipitation 1978–
2007: Climatic Research Unit, University of East Anglia, Norwich.
42 UBC97, section 1626

The regulations and calculation basis (applicable in the respective country) are to be taken into account
for the dimensioning of earthquake effects (e.g. in Europe EN 1998 – Eurocode 8, in USA IBC-ASCE).
Often the UBC97 is basis for design, if in the respective country no earthquake code is available.
The calculation and design of buildings and foundations require good knowledge for earthquake design.
The calculation method must therefore be left up to the responsible analyst/company of the supporting
structure.
The influence of an earthquake on a building depends on the following parameters:
 Intensity of the earthquake,
 Distance to the center of the earthquake,
 Impact effect and chronological development,
 The construction of the building and its natural frequency,
 The nature of the subsoil,
 Properties or measures for shock absorption or damping.
The effect of earthquakes on a building is mainly horizontal. The vertical effects are smaller. The
applicable earthquake code specifies how to combine horizontal and vertical loads.
It is advisable to design building and foundation structures in such a way that the natural frequencies
are considerably higher than the earthquake frequency. Therefore, skeleton type constructions which
are stiffened by bracing elements or walls are to be preferred to the softer, pure framed constructions.
Symmetrical ground plans and mass distributions as well as even foundation levels are to be aimed at.
Elastic mountings for engines or their foundations on spring elements are a proven good solution. Even
damping characteristics should be available in all three axial directions. The spring elements must also
withstand the considerable horizontal loads (if the system is not safeguarded by independent additional
anchors).
Pipes and cables must be provided with "flexible connections" in order to avoid excessive forces of
reaction created by relative displacements.
The nature of the subsoil also has a significant influence on the effects of an earthquake. Generally
softer subsoil will entail greater effects; firmer subsoil will have smaller effects. Therefore power houses
in regions where earthquakes are likely to occur should be built on sufficiently good bearing soil (but not
on soft subsoil or ground with weathered rocks) and horizontal subsoil layers. Therefore it is
recommendable to analyze the subsoil down to correspondingly greater depths.
The building materials must meet the requirements for strength and elasticity of the design calculation.
Bearings and connections of all plant components require thorough planning in order to avoid or limit
damages. The following headwords may suffice:
 Sufficient fixing for absorption of acceleration forces,
 Installation of stoppers to prevent horizontal displacement,
 Installation of tanks on sufficient stiff sub constructions,
 Installation of expansion joints for combustion air and exhaust gas pipes with great
permissible expansions,
 Design of the plant in such a way that relative movement in all directions is possible,
 Flexible pipe connections for short and stiff pipes.

5.4.2.3 Design Philosophy

Current earthquake codes define earthquakes on basis of the probabilistic seismic hazard analysis
(PSHA).
This means that earth motion with a probability of exceedance defines the seismic hazard. This needs a
statistic relationship between earthquake event and earth motion.
UBC 97 and EN 1998 (EC8)
Basis for the development of seismic hazard are following criteria:

 Probability of exceedance: 10 %,
 Period of interest: 50 years,
 Return period: 475 years,
 IBC / ASCE 7.
Basis for the development of the seismic hazard are following criteria:
 Probability of exceedance: 2 %,
 Period of interest: 50 years,
 Return period: 2475 years.
Note: Design according IBC / ASCE 7 uses two third of maximum considered earthquake (see chapter
5.4.2.5 Definitions).

5.4.2.4 Design Response Spectrum

To define the impact due to earthquake a design response spectrum must be created according the
respective earthquake code.
Below is an example for a design response spectrum according UBC97. Both diagrams show the same
content. First diagram shows ordinate with scale in seconds [s], second diagram shows ordinate with
scale in hertz [Hz] and logarithmic.
Figure 5.1-26: Design response spectrum
Figure 5.1-27: Design response spectrum

5.4.2.5 Definitions
 Peak ground acceleration (PGA)
Definition according USNRC Guide 1.60:

Maximum (peak) ground acceleration specified for a given site means that value of the
acceleration, which corresponds to zero period in the design response spectra for that site.
At zero period, the design response spectra acceleration is identical for all damping values
and is equal to the maximum (peak) ground acceleration specified for that site.
1
Note: Zero period: 0 sec  Hz  Hz
0
 Maximum considered earthquake (MCE)
Definition according ASCE 7:

The most severe earthquake effects considered by these standards.
 Design earthquake
Definition according ASCE 7:

The earthquake effect that are two-third of the corresponding maximum considered
earthquake.

5.4.3 Building Materials

Before dimensioning the structures it must be clear what building material qualities are available or can
actually be reached when taking into consideration local conditions. The grades of building material with
designation to European codes and American codes will be enumerated in the following. In case of
building materials acc. to other acknowledged standards it must be checked whether they meet this
requirements.
Building material European standard American standard
1 Concrete for lean concrete EN 1992 – Eurocode 2: ACI 318 Building Code Requirements
Design of Concrete Structures for Structural Concrete
For lean concrete, concrete For the design according EN 1992 - For the design according ACI 318 a
with a compressive strength Eurocode 2 a compressive strength compressive strength grade 1500
to be used by at least class C12/15 shall be used. shall be used.
fc = 10 N/mm² [MPa]
 Characteristic compressive  Characteristic compressive
strength of concrete strength of concrete
determined by testing determined by testing
cylinders: cylinders:
fck,cyl = 12 N/mm² [MPa]43 fc = 1500 psi ~ 10,3 N/mm²
 Characteristic compressive [MPa]
strength of concrete
determined by testing cubes:
fck,cyl = 15 N/mm² [MPa]4
2 Concrete for reinforced EN 1992 – Eurocode 2: ACI 318 Building Code Requirements
concrete Design of Concrete Structures for Structural Concrete
For reinforced concrete, For the design according EN 1992 - For the design according ACI 318 a
concrete with a compressive Eurocode 2 a compressive strength compressive strength grade 4000
strength to be used by at class C25/30 shall be used. shall be used.
least fc = 25 N/mm² [MPa]
 Characteristic compressive  Characteristic compressive
strength of concrete strength of concrete
determined by testing determined by testing
cylinders: cylinders: fc = 4000 psi ~
fck,cyl = 25 N/mm² [MPa]7 27,6 N/mm² [MPa]
 Characteristic compressive
strength of concrete
determined by testing cubes:
fck,cyl = 30 N/mm² [MPa]4
43 EN 206, table 12


3 Steel bars for reinforced EN 1992 – Eurocode 2: ACI 318 Building Code Requirements
concrete Design of Concrete Structures for Structural Concrete
For reinforced concrete, For the design according EN 1992 - For the design according ACI 318 a
steel-bars with a yield Eurocode 2 a steel grade B500A or steel grade 60 shall be used.
strength to be used by at B500 B shall be used.
least fy = 420 N/mm² [MPa].
 Yield strength:
 Yield strength: fy = 40000 psi
Steel-bars shall be weldable. Re = fy = 500 N/mm² [MPa]44 ~ 280 N/mm² [MPa]45
 Tensile strength:  Tensile strength:
Rm = ftk = 550 N/mm² [MPa] ftk = 60000 psi
~ 420 N/mm² [MPa]
4 Structural steel EN 1993 – Eurocode 3: ANSI / AISC 360 Specification for

Design of Steel Structures Structural Steel Buildings
For structural steel two For the design according EN 1993 - For the design according
grades can be used. Eurocode 3 following steel grades ANSI / AISC 360 following steel
 Mild Steel with a shall be used: grades shall be used.
yield strength by at
least  S235JR - Yield strength:  ASTM A36 Grade 36 - Yield
fy = 235 N/m² [MPa] ReH = fy = 235 N/mm² strength:
 Carbon Steel with a [MPa]46 fy = 36000 psi
yield strength by at  S355JR - Yield strength: ~ 250 N/mm² [MPa]47
least ReH = fy = 355 N/mm² [MPa]7  ASTM A572 Grade 50 -
fy = 345 N/m² [MPa] Yield strength:
fy = 50000 psi
With regard to suitability for ~ 345 N/mm² [MPa]48
welding it is necessary to
take into account the kind of
deoxidization and the
received treatment.
Suitability for welding has to
be verified.
44 EN 488, table 2
45 ASTM A615, table 2
46 EN 10025-2, table 7, nominal thickness ≤ 16 mm


5 Masonry Units EN 1996 – Eurocode 6 Masonry according American
Design of Masonry Structures standards must conform to following
standards:
Masonry can be erected by Masonry units must conform to  ASTM C62 Building Brick
use of clay, calcium silicate, following standards:  ASTM C73 Calcium Silicate
aggregate concrete or Brick
autoclaved aerated concrete  EN 771-1 Clay masonry
masonry units. units  ASTM C90 Loadbearing
Concrete Masonry Units
 EN 771-2 Calcium silicate
Following compressive masonry units  ASTM C1386 Precast
strength classes shall be Autoclaved Aerated
used:  EN 771-3 Aggregate Concrete (PAAC)
 4 MN/m² concrete masonry units
 6 MN/m²  EN 771-4 Autoclaved
aerated concrete masonry
 8 MN/m² units
 12 MN/m²
6 Mortar for unit masonry EN 1996 – Eurocode 6 Mortar according American standards
Design of Masonry Structures must conform to following standards:
Following compressive Mortar must conform to following  ASTM C91 Masonry Cement
strength classes shall be standards:  ASTM C1329 Mortar
used: Cement
 EN 998-2 Masonry mortar
 2,5 MN/m²
 5 MN/m²
 10 MN/m²
7 Various building materials
Further building material

qualities, e.g. for plaster,
pourable mortar, epoxy
grouts, paints, floor
coverings etc. shall match
customary standards and
are to be defined in the
individual case if required

5.4.4 Subsoil
Figure 5.1-28: Soil exploration with drilling
Following information of the subsoil should be available in the area of the power plant:
 Characteristics and mechanical properties of the soil,
 Soil resistivity,
 Bearing capacity of the soil/ layers,
 Localization and thickness of the different soil strata including their classification and
description in their natural state,
 Position of the water table and changes in depth of the natural humidity of the soil,
 Foundation to be chosen for various structures, equipment and roadways included within the
power plant,
 Ground water analysis,
 Classification of earthquake characteristics.
If there are no subsoil characteristics available they must either be requested from the customer or, if
desired by the customer, a specialist (subsoil expert) must be charged to provide them. The soil report
should contain following information (marked with * are mandatory information):
Figure 5.1-29: Samples of bore core
 The stratigraphic profiles of each one of the locations/ bore-holes referred to datum,
indicating the depth of the bore and samples, description of strata, strata charts (soil sample
profiles), the water table level,

 Soil types,
 Soil density and/ or stiffness,
 Soil characteristics and properties, such as unconfined compressive strength, coefficient of
consolidation, shear moduli, poisson’s ratio, cohesion, angle of internal friction,
 Static and dynamic elasticity moduli,
 Results of the laboratory test as particle size analysis and compaction test (Proctor test) for
non-cohesive soil, Atterberg limits (liquid limit, plastic limit, shrinkage limit) for cohesive soil
 Unit weight and water content determination
 Report of chemical test of groundwater (content of organic, carbonate, chloride, pH value),
 Soil profile type and site coefficient for seismic analysis including confirmation of seismic
zone with anticipated maximum possible and maximum credible accelerations with
approximate earthquake damage magnitudes,
 Conclusions on the different foundation recommendations, for design and construction, (use
of footings, piles etc.) for the different structures, roadways and gensets including the bearing
capacity and suggested handling of excavations and back fills,
 Foundation recommendation incl. remark whether piling will become necessary or not,
 Admissible soil bearing capacity at foundation depth,
 Expected settlement relations,
 Marked up preliminary site plan showing location of actual bore-holes.
To realize the engineering process and fulfilment process of a power plant project on schedule, the
complete soil investigation report must be available before design and engineering of foundations.

5.4.4.1 Minimum Soil Bearing Capacity

The minimum soil bearing capacity should at least be 150 kN/m². In case of lower bearing capacities
special assessment by experts is required.
If no sufficiently good bearing soil is found at foundation depth of the building or relevant structure, one
of the following alternatives must be chosen:
 Exchange of soil,
 Lean Concrete filling,
 Pile foundation.
Exchange of Soil
Excavation of the non-sufficient load bearing soil and replacement by a soil which can be suitably
compacted (e. g. gravel). The exchange volume is determined by the angle of shearing resistance
(slope angle of the subsoil) and the load distribution.
Application: In case of small or medium sized layers of non-loadbearing soils.
Concrete Filling
The non-sufficient load bearing soil is excavated and replaced by lean concrete (grade C 12/15). The
replacement volume can be limited by appropriate ditch sheeting.
Application: In case of small or medium sized layers of non-loadbearing soils.
Pile Foundation
Figure 5.1-30: Preparing of in-situ reinforced concrete piles
Piles must be deep enough embedded into sufficient load bearing soil.
Possible types: Cast-in-site concrete piles or driven piles: precast reinforced concrete- or steel piles.
Application: In case of big layers of non-loadbearing soil.

Assessment by expert is needed for in the individual case.

Following information shall be provided:
 Type of pile,
 Pile cross section,
 Pile length,
 Pile bearing capacities,
o Vertical pressure force,
o Vertical tension force,
o Horizontal force,
 Pile spring rates,
o Horizontal,
o Vertical.
Figure 5.1-31: Cutting of pre-cast reinforced concrete piles

5.5 DESIGN FEATURES / INTERIORS FOR VARIOUS ROOMS / AREAS
5.5.1 Switchgear Room / Control Room / Transformer Room / Battery Room

The dimensions and locations of these rooms depend on the scope of the electro technical plant to be
installed and must be planned from the electro technical side and coordinated with the building designer
taking into consideration the construction regulations for electro technical plants.
In the following, please find some essential notes regarding building design:
High and medium voltage plants are mostly located in separate rooms. Electric operational premises for
transformers and switchgears above 1 kV should be separated from other rooms by means of a fire
resistant separation. The control rooms are usually designed as separate rooms adjacent to the high or
medium voltage plant, but may even be at another floor – usually one floor above.
The above mentioned rooms shall be provided with escape routes through doors which open towards
the outside. The main entry should also open towards the outside. Stairs or stair landings should be
avoided in these rooms. No water, steam or gas pipework must be laid in these rooms. The rooms must
be dry and the room temperature should not drop below +5 °C. They are to be built from fire resistant
materials and to be provided with sufficient ventilation. Appropriate illuminance (500 lx) and sound
insulation, especially of the control room, is to be ensured. The floors shall be flat and of anti-slip and
abrasion-proof type and easy to be cleaned (e.g. stoneware tiles, plastic coverings, cement bound floor
finish if necessary with resin additives).
For a perfect laying of the cables there are the following possibilities:
 Pipes for crossings under floors, walls etc.,
 Covered cable ducts,
 Cable ducts and cable floors permitting access by crawling,
 Cable floors with walkable clear height.
Location and sizes depend on the scope of the plant itself and the technical requirements, e.g. the cable
distances and the permissible cable bending radii.
For medium plants cable ducts will be sufficient, for big plants cable floors permitting passage by
walking or crawling are advantageous because of their comparative freedom in choosing the cabling
layout.
If the station transformers are located within the power house, the requirements in terms of safety, e.g.
for fire protection and oil collecting pit, are to be taken into consideration.
Battery rooms shall be dry, cool and free from frost. Due to their acids lead batteries must be lodged in
separate rooms with acid resistant floor covers (e.g. tiles) and good ventilation. The battery cells must
be well accessible at least from one side.
5.5.2 Rooms for Auxiliary Units and Treatment Plants

(Pumps, separators, filters, small tanks, heat exchangers etc.)
The space required for such units is mostly included into the planning for the power house or the
adjacent annex, unless there are technical or safety reasons (e.g. in case of crude-oil plants) against it
or an installation outside of the power house is more favorable. The floors should be provided with an oil
resistant anti-slip surface. Normally a good concrete screed floor will be sufficient, however, concrete
floors with additions or coatings of resin are also used, or, as the most expensive version, tiled floors, if
required by the customer.

Our standard units for pumps, filters, tanks, heat exchangers etc. are installed on steel base frames or
supports which are directly fixed to the concrete floor, thus, no additional concrete pedestals are
necessary within the mechanical annex.
Adequate pipe ducts are arranged for piping, thus, main piping is under the walking level and easy
access is possible to the various units.
In plants with basement main routes of piping are under the walking floor.
For plants running on fuel with a viscosity above 180 cSt a separate fuel treatment building is
recommendable due to the size of the treatment plant.
The fuel treatment house should be directly attached to the tank-farm.
5.5.3 Special Requirements for Crude Oil Plants

Due to the possibility of a formation of explosive gases such plants require special constructional
measures. The switchgear section is to be lodged either in a separate building or at least to be
protected by means of a wall which is to a large extent explosion proof (e.g. in reinforced concrete).
The crude oil treatment plant is to be installed in a building which is separated from the power house.
Good and even ventilation must be ensured in all buildings and channels. A correspondingly high air
change rate of about 50 1/h is to prevent the formation of dangerous gas accumulation. This can be
achieved by arranging suction-type ventilators on the essential points of the roof and floor areas.
5.5.4 Requirements for Ventilation Systems
Engine Hall
Due to heat development and climatic conditions in most cases forced ventilation has to be carried out.
This can be achieved by installation of intake louvers, filters, fans etc. Such compartment is an integral
part of the building. Advantages for the equipment are easy maintenance and good protection of the
equipment.
For outlet of the heat loaded air louvers, mostly mounted to the ridge of the roof, can be used. Louvers
must be weather resistant and equipped with bird screen and if necessary with noise protection. Details
of design see chapter 6.1 Minimum Scope of Supply.
Ventilation of various Rooms/Areas

Following rooms have to be ventilated:
 HV or MV rooms, if not air conditioned,
 Battery rooms,
 Transformer room, if inside,
 Store and workshop rooms/buildings,
 Fuel oil treatment rooms/buildings,
 Emergency set room, if separate,
 Rest, sanitation and recreation rooms.
Natural ventilation, i. e. only air intake and air outlet louvers, can be adopted if appropriate and
performance is sufficient.

In other cases forced ventilation systems have to be used, e.g.:

 Air supply by electric driven fans
with air outlet by louvres, or
 Air inlet by louvres
with air extraction by electric driven fans.
5.5.5 Requirements for Air Conditioning

In warmer climates office and control rooms with more or less permanent presence of persons should
be air conditioned.
Air conditioning can either be executed with individual units, e. g. locally installed wall or roof mounted
units, or with a central plant for which the necessary spaces for equipment and air ducts have to be
considered.
The air conditioning units should be capable of maintaining an indoor temperature of approximate
< 25 °C under the prevailing climatic conditions.
5.5.6 Office, Sanitation and Recreation Rooms for the Operating and Maintenance Personnel
Dimensions and outfit of these rooms mostly depend on the specifications of the customer. Therefore it
is highly recommended to the customer to provide a minimum amount of amenities for these rooms
which have only a minor influence on the overall costs of the power station.
The following should be considered as a minimum:
Office Room 12-30 m²

Finishes:
 Ceilings suspended - underside provided with acoustic plates or similar,
 Walls painted with wash resistant color or provided with wall paper,
 Floorings ceramic or PVC-tiles.
Sanitation Rooms
 Rest room up to 10 persons 2 x flush toilets
2 urinals
2 wash-basins
air change rate of 5-10 1/h
 Changing room 1 double locker per person
 Washing room up to 10 persons 2 shower cells with cold and warm water
Finishes:
 Comfort of outfit variable,
 Floorings normally provided with tiles.
Recreation Rooms for Operating and Maintenance Personnel

Recommended room dimension for up to 10 persons 25 m².

Kitchen
Kitchen either separate or attached to the recreation rooms; the kitchen should offer the possibility to
warm up food and to prepare tea or coffee.
Equipment:
 Electric cooker,
 Refrigerator,
 Water heater,
 China cupboard.
5.5.7 Room or House for Fire-Fighting Equipment

Fire-fighting equipment has mostly to be implemented acc. to national codes or rules.
lf an automatic fire-fighting system is to be installed, this will normally require a special room. As the
space requirement depends on the kind and scope of equipment, the constructional details must be
clarified in the individual case.
Bigger systems may require separate fire-fighting houses.
5.5.8 Workshop and Stores

Each power station must have the ability to carry out simple repair work and maintenance. If there is no
separate workshop, the required rooms for workshop and stores can also be incorporated into the
power house layout.
The workshop should be provided with a 380/440 V power supply, water connection and compressed
working air, and it should have proper access to the power house.
The walls should be painted with wash resistant color; the floors must be non-abrasive, normally hard
screed floor. The required dimensions of the room depend on the outfit of the workshop.
The following can be considered as minimum outfit:
 Work bench with vise,
 Drill,
 Grinding machine,
 Welding devices (electric and autogenous),
 Lockers,
 Shelves,
 Tool trolley.
In addition to that and on customer’s request the outfit may also include:
 Lathes,
 Milling machines,
 Hoists.
If possible, the stores are to be attached to the workshops. The required storing capacity and shelf outfit
depends on the size of the power station and the period for which spares are to be stored. The amount
of storage space is also dependent if both mechanical and electrical parts will be stored together.

5.5.9 Windows, Strip Lighting, Doors, Gates

Due to the great variety of products no detail descriptions will be given. For the planning it must be
taken into account that the technical and constructional requirements with regard to heat insulation and
sound attenuation and fire protection must be met.
The following is used often:
 Windows: in steel or aluminum - single or double glazing frame.
 Doors, external: in steel - single-leaf or double-leaf type with filling for heat, fire and sound
protection.
 Doors, internal: for office and recreation rooms possibly wooden.
 Lighting rows: metal frames translucent plastic profiles, single-leaf, or from hollow profiles
(if required by the customer) or glazing.
 Hall door: in steel or aluminum - single-leaf or double-leaf with filling for protection
heat, fire and sound protection.
 Hall gate: in steel or aluminum - folding shutter door, sliding gate, or slatted roller
blind gate with filling for protection heat, fire and sound protection.
The following guide values should be kept:
 External windows of recreation rooms:
double glazing, thermal transmittance U < 2,0 W/(m²*K).
 Internal windows between engine room and control room:
sound reduction R = 40 dB(A)49
fire resistance class = F90.
 Internal doors between engine room and control room
sound attenuation value = 40 dB(A)13
 Access doors and connecting doors of the switchgear area
 Emergency doors in the escape routes
 Other doors and gates:
The required sound reduction values for external windows and doors or gates for limited immission
values must be ascertained in the individual case.
49 Guide value, accurate calculation is necessary if lower limits have to be kept.

5.5.10 Illumination
The illumination system must guarantee an appropriate luminous intensity meeting the requirements of
the respective workplace.
In the engine halls normally metal-halide lamps or LED are used, in the other areas fluorescent lamps.
The following table provides guide values for minimum luminous intensities. Refer to EN 12464-1 Light
and lighting – Lighting of works places – Part 1: Indoor work places.
Illuminance
Room / Area Type of Illumination
Em
Power house LED or metal-halide lamps 200 lx
Auxiliary units and treatment plant LED or fluorescent lamps 200 lx
Switchgear area LED or fluorescent lamps 200 lx
Control room LED or fluorescent lamps 500 lx
Battery room LED or fluorescent lamps 100 lx
Office LED or fluorescent lamps 500 lx
Kitchen LED or fluorescent lamps 500 lx
Store and stockrooms LED or fluorescent lamps 100 lx
Rest rooms LED or fluorescent lamps 100 lx
Corridors, stairs LED or fluorescent lamps 100 lx
Scope and kind of the external illumination depend on the size of the complete power plant. If only the
power house is to be illuminated, it is sufficient to provide illumination at the building corners and all
external doors and gates. Floodlights can be provided by metal-halide lamps.

5.5.11 Electric Supply Points

For temporary utilization of electrically driven devices for maintenance, repair and cleaning the following
electric supply sockets should be provided:
1-phase 3-phase
Room / Area
230 V / 120 V 380 V / 480 V
Power house per bay 1 1
Auxiliary annex per bay 1 1
Control room 4 N/A
Switchgear room 4 N/A
Battery room 2 N/A
Office 4 N/A
Kitchen 4 N/A
Workshop 4 2
Recreation rooms, each 2 N/A

5.6 SOUND ATTENUATION
5.6.1 General
Diesel engines in connection with their turbochargers and other equipment generate very high noise
levels. Adequate measures have to be adapted to reduce the noise levels to acceptable limits.
If not directed otherwise following limits can be taken as a guide line.
Sound pressure level Sound pressure level
Area
daytime nighttime
Industrial 70 dB(A) 70 dB(A)
Industrial and residential mixed 55 dB(A) 40 dB(A)
Residential 50 dB(A) 35 dB(A)
Other standards have to be checked separately and are subject to individual design.
5.6.2 Definitions
5.6.2.1 Sound Pressure Level LP

According to ISO 80000-8:2007
 p2 
LP  10  log 2 
 p0  [dB],
Where p is sound pressure and the reference value in airborne acoustics is p0 = 20 µPa.
5.6.2.2 Equivalent Continuous Sound Pressure Level Leq,T

According to ISO 8297:1994
 1 T  p t2  
Leq ,T  10  log    2 dt 
 
 T 0  p0   [dB],
Where:
p is sound pressure and the reference value in airborne acoustics is p0 = 20 µPa.
pt is the instantaneous sound pressure of the sound signal, in pascal.
Note: According to DIN 45641 the equivalent continuous, A-weighted sound pressure level is written
as LpAeq.

5.6.3 Noise Immission

For each project with noise limits it is recommended to perform a noise immission prediction.
Information provided below are guide line values only and do not replace any calculation.
Following measures can be performed to reduce noise immission:
 Increase distances between noise source and receiver point,
 Add shielding of noise sources,
 Use of silencers,
 Use appropriate building materials.
Following noise sources can be equipped with silencers:

Noise source Transmission loss50 Note
Always - due to height of exhaust gas stack
Engine, exhaust gas ~30 dB
noise immission on ground level can vary
Engine, combustion air ~40 dB Always
Power house ventilation, inlet ~25 dB Always
Power house ventilation, outlet ~9 dB Always
If required, radiators can be foreseen with
Radiator N/A
low speed to reduce sound power of fans.
Construction of power house has significant impact on noise immission. Following building material can
be used:
Noise source Sound reduction Note
Roof
- minimum requirement ~20 dB e.g. single metal sheet
- higher requirement ~35 dB e.g. soundproofing sandwich element
External wall
- minimum requirement ~25 dB e.g. sandwich element
- higher requirement ~ 50 dB e.g. masonry unit wall, surface density 350 kg/m²
Internal wall
- minimum requirement = > 50 dB e.g. masonry unit wall,
- higher requirement ~ 50 dB surface density 400 kg/m², e.g. masonry unit wall,
surface density 350 kg/m²
Windows with sound attenuation ~30-40 dB e.g. double glazed
Doors & gates / with sound
~30-40 dB e.g. double leaf steel with insulation fill
attenuation
50 Attenuation is always based on A-weighted sound level

5.7 DRAINAGE
For the power plant adequate drainage systems have to be adopted.
There are three distinct and separate drainage systems to be considered.
5.7.1 Storm Water System

Rainwater of roofs will be collected in sufficiently dimensioned gutters and through down pipes led to
channels or below ground rainwater pipes which in turn are connected to the power plants drainage
system. Rainwater from streets, parking and other areas not contaminated with oil or other chemicals
will also be connected to the plants drainage system.
All uncontaminated water can be discharged to rivers, lakes or other public collecting lines.
5.7.2 Sewage Water System

The sewage from water closets, urinals, washrooms, showers, floor sinks i.e. domestic sewage has to
be collected and by sewer pipes led to a septic basin or sewage plant for purification. The cleared water
can be discharged to adjacent waters or soakage pits.
5.7.3 Oil Water System

Oily water can occur inside the power house, tank farm, treatment house and pump stations.
All oily water shall be retained from soaking into the underground.
Floors and slabs shall be slightly sloped in order to divert oily water to the respective sumps and floor
drains. Process water shall be collected in process drains and be routed to an oil-water separator. The
drain and separator system shall be designed to adequately receive all expected water.
The cleared water can be discharged to adjacent waters or soakage pits.
Separated oil has to be discharged in intervals.
Automatic control system for separator function, pumps etc. are available.

5.8 TANK FARM

Tank farms are containment areas and shall be adequately dimensioned. Distances from tank to tank
and from tank to dyke wall or retaining wall shall be kept according to relevant standards (e.g. german
standard Technische Regeln für brennbare Flüssigkeiten (TRbF)).
Figure 5.1-1: Day tank farm (in front) and bulk storage tank farm
Tank foundations can be sufficiently embedded in reinforced concrete slabs or for bigger tanks
reinforced concrete ring walls with backfill of compacted sand / gravel layers and a bituminous sand
layer (~ 50-70 mm) for corrosion protection on top.
Bottom slabs and retaining walls shall be of reinforced concrete. Joints within slabs and walls shall be
sealed to avoid contamination of the soil.
Penetrations through walls and slabs shall not be allowed. If piping through walls cannot be avoided
these penetrations have to be hermetically sealed.
A sump shall be foreseen for drainage purposes. The sump has to be emptied by pump and piping over
the retaining wall. An oil water separator should be installed.
In case of a tank failure the retaining walls shall be capable of containing 100-110 % of the biggest tank
volume with the net area of the tank farm not occupied by other tanks; i.e. the walls and the affiliated
foundations have to be designed to resist the maximum possible hydraulic pressure.
5.8.1 Plants in Cold Climatic Zones

It should be taken into account, that pipes and storage tanks in the atmosphere needs insulation and
heating if fluid inside can freeze.

5.9 PIPE WORK DEFINITION
5.9.1 Pipe Work

This specification covers the piping for heavy fuel, light fuel oil, lube oil, cooling water, starting and
service air, thermal oil, combustion air and exhaust gas system for CM power plants.
5.9.1.1 General Compliance with Standards and Codes

The contractor shall comply with the relevant international standards and the local standards of the
country where the works are conducted. Provided there is no conflict with the local standards, and
unless otherwise stated, all parts of the works shall comply with the relevant international standards and
design codes. Where suitable international standards do not exist, internationally accepted local
standards shall apply.
5.9.1.2 Standards Named in Specification

Although the works shall generally comply with international standards, any instruction in this
specification that a particular aspect of the works shall comply with a named code or standard shall take
precedence, and that particular aspect of the works shall comply with the named code or standard.
5.9.1.3 Substitution of Standards and Design Codes

The contractor may offer works, which comply with international standards, or internationally recognized
national codes or standards, which differ from those specified. However the contractor may offer works
which comply with the different standards or codes only if, when requested by the owner, he is able to
demonstrate to the owner that the works offered are equal or superior to that which would have resulted
had the specified code or standard been used. This substitution of codes or standards for those
specified will only be acceptable if the manufacturing organization in question has extensive experience
with the alternative code or standard offered.
Any contractor offering contract works or part of those works to standards and codes, which differ from
those, specified shall declare the fact to the owner. If requested to do so by the owner’s satisfaction, the
contractor shall supply to the owner, at his own cost, two.
Standard Title
AD2000 Code Technical rules for pressure vessels
DIN EN 10020 Definition and classification of grades of steel
CEN SO/TR 15608 Welding - Guidelines for a metallic materials grouping system
DIN EN 13480-1 Metallic industrial piping – Part 1: General
DIN EN 13480-2 Metallic industrial piping – Part 2: Materials
DIN EN 13480-3 Metallic industrial piping – Part 3: Design and calculation
Flanges and their joints – Design rules for gasketed circular flange connections –
DIN EN 1591-1
Part 1: Calculation method
Flanges and their joints – Design rules for gasketed circular flange connections –
DIN EN 1591-2
Part 2: Gasket parameters
DIN EN 10021 General technical delivery conditions for steel products
DIN EN 10027-1 Designation systems for steels Part 1: Steel names
DIN EN 10027-2 Designation systems for steels Part 2: Numerical system
DIN EN 10220 Seamless and welded steel tubes – Dimensions and masses per unit length
DIN 2442 Threaded tubes made to quality specifications, nominal pressure 1-100

Standard Title
Seamless steel tubes for pressure purposes – Technical delivery conditions –
DIN EN 10216-1
Part 1: Non-alloy steel tubes with specified room temperature properties
DIN EN 10216-2
Part 2: Non-alloy and alloy steel tubes with specified elevated temperature properties
DIN EN 10216-3
Part 3: Alloy fine grain steel tubes
DIN EN 10216-4
Part 4: Non-alloy and alloy steel tubes with specified low temperature properties
DIN EN 10216-5
Part 5: Stainless steel tubes
Steel tubes for precision applications Technical delivery condition –
DIN EN 10305-1
Part 1: Seamless cold drawn tubes
Steel tubes for precision applications Technical delivery condition –
DIN EN 10305-4
Part 4: Seamless cold drawn tubes for hydraulic and pneumatic power
DIN 86009 Exhaust gas lines on ships; steel tubes
DIN 2605 T1 Butt welding fittings; elbows; reduced correlation of utilization
DIN 2605 T2 Butt welding fittings; elbows; full correlation of utilization
DIN 2609 Butt welding fittings; technical delivery conditions
DIN 2615 T1 Butt welding fittings; tees; reduced strain
DIN 2615 T2 Butt welding fittings; tees; full strain
DIN 2616 T1 Butt welding fittings; reducers; reduced correlation of utilization
DIN 2616 T2 Butt welding fittings; reducers; full correlation of utilization
DIN 2617 Butt welding fittings; caps; dimensions
DIN 28011 Torispherical heads
Flanges and their joints – Circular flanges for pipes, valves, fittings and accessories –
DIN EN ISO 1092-1
Part 1: steel flanges, PN designated
DIN 86044 Exhaust gas lines on ships; flanges
Flanges and their joints – Dimensions of gaskets for PN-designated flanges
DIN EN 1514-1
Part 1: Non-metallic flat gaskets with or without inserts
DIN 3567 Pipe clamp to nominal diameter 20 to 500
DIN 3570 Steel strap for nominal diameter 20 to 500 tubes
DIN 1592 Heavy pipe clips with pipe tightening, single – ended for rail vehicles.
DIN EN 287-1 Qualification test of welders – Fusion welding – Part 1: Steels
DIN EN 288-1to Specification and approval of welding procedures for metallic materials - Part 1 to
DIN EN 288-9 Part 9
Specification and qualification of welding procedures for metallic materials -
DIN EN ISO 15607
General rules
DIN EN ISO 15610
Qualification based on tested welding consumables
DIN EN ISO 15611
Qualification based on previous welding experience
DIN EN ISO 15612
Qualification by adoption of a standard welding procedure
Specification and qualification of welding procedures for metallic materials - Welding
DIN EN ISO 15614-1 procedure test - Part 1: Arc and gas welding of steels and arc welding of nickel and
nickel alloys
Specification and qualification of welding procedures for metallic materials - Welding
DIN EN ISO 15614-8
procedure test - Part 8: Welding of tubes to tube-plate joints
DIN EN 13480-4 Metallic Industrial piping – Part 4: Fabrication and installation

Standard Title
DIN EN ISO 7345 Thermal insulation - Physical quantities and definitions
DIN EN ISO 12241 Thermal insulation for building equipment and industrial installations - Calculation rules
Thermal performance of building materials and products - Determination of thermal
DIN EN ISO 12664 resistance by means of guarded hot plate and heat flow meter methods - Dry and
moist products with medium and low thermal resistance
Thermal insulation products for building equipment and industrial installations -
DIN EN 15548-1 Determination of thermal resistance by means of the guarded hot plate method -
Part 1: Measurements at elevated temperatures from 100 °C to 850 °C
Thermal performance of building materials and products - Determination of thermal
DIN EN 12667 resistance by means of guarded hot plate and heat flow meter methods - Products of
high and medium thermal resistance
Thermal insulation - Determination of steady-state thermal transmission properties of
DIN EN ISO 8497
thermal insulation for circular pipes
Insulation work on industrial installations and building equipment - Execution of thermal
DIN 4140
and cold insulations
DIN EN 13480-5 Metallic Industrial piping – Part 5: Inspection and testing
DIN 2403 Identification code for pipe lines according to media
DIN 6164 DIN color chart; system based on the 2° standard colorimetric observer
DIN EN 571-1 Non-destructive testing - Penetrant testing - Part 1: General principles
DIN EN 970 Non-destructive examination of fusion welds - Visual examination
DIN EN 1289 Non-destructive testing of welds - Penetrant testing of welds - Acceptance levels
DIN EN 1290 Non-destructive testing of welds - Magnetic particle testing of welds
Non-destructive testing of welds - Magnetic particle testing of welds - Acceptance
DIN EN 1291
levels
Welding personnel - Approval testing of welding operators for fusion welding and
DIN EN 1418 resistance weld setters for fully mechanized and automatic welding of metallic
materials
DIN EN 1435 Non-destructive testing of welds - Radiographic testing of welded joints
Non-destructive testing of welds - Ultrasonic testing of welded joints - Acceptance
DIN EN 1712
levels
Non-destructive testing of welds - Ultrasonic testing - Characterization of indications in
DIN EN 1713
welds
DIN EN 1714 Non-destructive testing of welds - Ultrasonic testing of welded joints
DIN EN 12062 Non-destructive testing of welds - General rules for metallic materials
Non-destructive testing of welds - Part 1: Evaluation of welded joints in steel, nickel,
DIN EN 12517-1
titanium and their alloys by radiography - Acceptance levels
Welding - Fusion-welded joints in steel, nickel, titanium and their alloys (beam welding
DIN EN ISO 5817
excluded) - Quality levels for imperfections
Welding and allied processes - Classification of geometric imperfections in metallic
DIN EN ISO 6520-1
materials - Part 1: Fusion welding
Rubber and thermoplastics hoses and hose assemblies for liquid or gaseous
DIN EN 12115
chemicals – Specification
DIN EN 14420-1 Hose fittings with clamp units - Part 1: Requirements, survey, designation and testing
DIN EN 14420-2 Hose fittings with clamp units - Part 2: Hose side parts of hose tail
DIN EN 14420-3 Hose fittings with clamp units - Part 3: Clamp units, bolted or pinned
DIN EN 14420-4 Hose fittings with clamp units - Part 4: Flange connections;

Standard Title
DIN EN 14420-5 Hose fittings with clamp units - Part 5: Threaded connections
DIN EN 14420-6 Hose fittings with clamp units - Part 6: TW tank truck couplings
DIN EN 14420-7 Hose fittings with clamp units - Part 7: Cam locking couplings
DIN EN 14420-8 Hose fittings with clamp units - Part 8: Symmetrical half coupling (Guillemin system)
DIN EN 10242 Threaded pipe fitting in malleable cast iron
DIN 86103 Sockets for screwed ends - with metric fine thread and whitworth pipe thread
ISO 4032 Hexagon nuts, style 1 – Product grades A and B
ISO 4034 Hexagon nuts - Product grade C
ISO 4017 Hexagon head screws – Product grades A and B
ISO 4014 Hexagon head bolts - Product grades A and B
DIN 1025-2 Hot rolled I-beams - Part 2: Wide flange I-beams, IPB-series
DIN 1026-1 Hot rolled steel channels - Part 1: Taper flange steel channels
Hot rolled steel equal flange tees with radiused root and toes - Dimensions and
DIN EN 10055
tolerances on shape and dimensions
DIN EN 10056 Structural steel equal and unequal leg
DIN EN 10278 Dimensions and tolerances of bright steel products
DIN EN 10029 Hot rolled steel plates 3 mm thick or above; tolerances on dimensions
Continuously hot-rolled uncoated plate, sheet and strip of non-alloy and alloy steels -
DIN EN 10051
Tolerances of dimensions and shape
European (GERMAN) Standard American Standard
Short Name Standard Material-No. Material

(DIN EN 10027-1) (DIN EN 10027-2)
Pipe
E235+N DIN EN 10305-4 10308 ASTM A 179 -
X6CrNiMoTi14 122 DIN EN 10216-5 14571 ASTM A 213 TP316L
P235GH DIN EN 10216-1 10254 ASTM A 179 -
Flange
P265GH DIN EN 10028-2 10425 ASTM A 515-60
ASTM A 182 F316Ti,
X6CrNiMoTi14 122 DIN EN 10028-7 14571
ASTM A 182 F316L
Fitting
P235GH DIN EN 10216-2 10305 ASTM A 234 WPA
ASTM A 403 WP316Ti,
X6CrNiMoTi14 122 DIN EN 10216-5 14571
ASTM A 403 WP316L
Cambered Bottom
P265GH DIN 17155 10425 ASTM A 285 B

5.9.2 Piping Installation - General

All piping shall be routed to provide a neat and economical layout and requiring the minimum number of
fittings. Piping shall be arranged so that full access is provided for the operation and maintenance of
equipment, and that removal or replacement of equipment can be achieved with the minimum
dismantling of piping. Overhead piping, inclusive of fittings, insulation and support steelwork, shall have
a minimum vertical clearance of 2,3 m above access platform and walkways and 6 m above roadways.
Unless otherwise specified or approved or unsuitable due to corrosion or other considerations, all pipes
shall be of seamless drawn steels and comply with the requirements of the specified standards or other
approved national standards.
The steels shall be suitable to withstand the temperature and pressure conditions involved in the
operation of the plant under all circumstances.
The use of cast iron pipes will not be permitted for any service except for the iron underground fire main
service shall comply with the specified standards or equal. No piping less than 20 mm nominal bore
shall be used except for instrument services or services specifically approved by the owner.
In any one system or pipe service all pipe work and fittings shall be of the same material or similar
analysis unless specified or agreed to by the owner.
The number of joints shall be kept to a minimum necessary for efficient maintenance of the plant. Tees
and bends shall be to standard dimensions. Bends shall be of the pulled type or forged.
Thrusts at terminal points shall be kept to a minimum and within tolerance limits agreed with the supplier
of the plant or other pipe work to which they connect.
Adequate provision for expansion of the pipe work shall be made. Expansion joints or bellows shall be
used only where they can be justified technically and economically. Sliding expansion joints are not
acceptable to the owner. Pipe movements which would otherwise over-stress a bellow shall be
restrained by pipe supports or anchors. Pipe work connected to axial bellows units shall be adequately
guided. Only one axial unit shall be installed between pairs of anchors.
All drain and vent valves shall be located in easily accessible positions. Gusset plates shall be provided
on the outside of the small bore vent and drain lines. At least one valve shall be suitable for regulation at
maximum service pressure. Drains pipe work shall have a continuous fall to the point of discharge.
All drains and vents shall discharge to safe locations. Drains and vent pipe work shall be neatly run and
shall not interfere with maintenance or operating access requirements.
Provision shall be made for the drainage of systems by means of suitable falls and allowing for the full
expansion that can take place under all conditions of operation. Drainage falls are to be arranged, as far
as possible, in the same direction as the operational flow.
Where necessary, provision shall be made for the draining and release of air in systems by the use of
valves and in addition plugged drain and air release bosses should be welded to pipes at appropriate
points to facilitate hydraulic testing.
Weather hoods shall be provided at the open ends of all upward facing atmospheric exhaust or vent
pipings.
Any plastic piping used in outdoor applications shall be fully suitable to withstand the effects of sunlight
over the life of the plant. Where plastic pipe work is used it shall be arranged to minimize the risk of
accidental damage during plant operation or maintenance.

5.9.3 Pipe Terminations and Connections

The contractor shall cooperate fully with the purchaser and the owner to establish agreement on the
jointing technique at terminal points.
All pipe connections shall be fusion welded except where flange connections are required or specified to
facilitate erection or maintenance or where pipe materials used preclude welding.
Below 25 mm bore connections may be of compression type couplings in positions where leakage will
not introduce any hazard and the type of coupling and particular application has been approved by the
owner.
Pipe work flanges shall comply with the requirements of the code to which the pipe work is designed.
Flanges with ratings less than 10 bar will not be permitted. They are subject to owner.
All metallic pipe flanges either for high or low pressure or for high or low temperature shall be in
accordance with the specified standard.
Jointing material bolts, nuts and washers shall be provided where necessary for flanged pipes, valves
and fittings supplied under this contract. Asbestos fiber (CAF) gaskets are not allowed.
5.9.4 Pipe Welding

The owner shall be notified at least two days prior to commencement of any assembly or fabrication
work on site.
Complete and fully detailed weld procedure documents shall be kept and these shall be made available
to the owner on request.
Weld procedure qualification tests shall be carried out in accordance with the requirements of named
standard for the item of plant under consideration.
The contractor shall inform the owner of any proposed changes to the welding procedures before such
changes are implemented. If in the opinion of the owner a further qualification test is required as a result
of such changes, then the contractor shall perform the required test without additional charge.
The results of all tests shall be made available for examination by the owner.
All welders shall be qualified for the work and shall hold current welder’s qualification certificates in
accordance with the specified standard or agreed national standard for the work.
All welders’ tests shall be witnessed and/or approved by the owner before the welder or operator is
permitted to work. The decision of the owner regarding the acceptability of any test or existing
qualification tests shall be accepted solely at the discretion of the owner.
Records showing the date and results of the qualification tests performed by each welder and weld
operator together with the identification number assigned to him shall at all times be available for
scrutiny by the owner.
Welding consumables shall be stored in a manner that will protect them from all forms of deterioration
prior to use and shall be properly identified.
Gas cylinders for use with burning or welding equipment shall be marked in accordance with the
requirements of the specified standard or equal. Site storage procedures for gas cylinders will require
the approval of the owner.
Any welding equipment which, in the opinion of the owner, is unsuitable or unsatisfactory for the service
for which it is being used, shall be replaced by the contractor.
The absence of comment by the owner shall not be taken as approval for any equipment.

Each weld shall be subjected to a stringent visual inspection and shall be free from undercut, excessive
spatter, craters, cracks, porosity and other surface imperfections. Welds shall be of regular contour,
even weld ripple and indicative of good workmanship.
Fillet welds shall be checked for dimensional tolerance and form using a fillet weld gauge. Fillet welds
should be slightly concave in form and each leg of the weld shall have equal length.
The internal root bead of tube butt welds shall be examined by a suitable optical device.
All non-destructive examinations shall be supervised by a fully qualified and experienced specialist
appointed by the contractor. Individual operators in each of the respective techniques shall be qualified
and trained in the respective subject and shall have reached an approved standard.
Testing shall be in accordance with the requirements of the specified standard or with an agreed
national standard.
Radiographic inspection at manufacturer's work shall be accomplished with X-ray equipment
throughout.
Gamma radiography will be permitted in appropriate cases at the job site. Cobalt 60 sources shall not
be used without the express permission of the owner in writing.
Radiographic techniques shall be in accordance with the specified standard.
The contractor shall take all possible steps to protect radiographic and all other personnel from the
effects of ionizing radiation and shall comply with the specified standard.
Ultrasonic examination of welds shall be carried out in accordance with the specified standard.
Magnetic crack detection shall be carried out in accordance with the specified standards.
Dye penetrate tests shall be in accordance with the specified standards.
All welds subjected to non-destructive tests shall be entirely free from cracks or crack like defects, lack
of root fusion, lack of sidewall fusion, root burn through, or tailed pores. The standard for porosity and
slag inclusions will be as indicated in the agreed standards for design and welding.
The owner's approval shall be obtained prior to commencement of any repair or rectification work.
Weld repairs shall be made to the same procedure as for the original weld. All tests shall be repeated
after the repair has been completed and reports on radiographic and ultrasonic tests shall be marked to
indicate that the report refers to a repaired weld.
All transmission welds between dissimilar materials, such as high alloy steels to carbon steel, or
austenitic steels or non-ferrous materials to steels, shall be subjected to 100 % ultrasonic examination
or crack detection wherever practicable. In addition, all butt welds between dissimilar materials shall be
subjected to 100 % radiographic examination.
All welds in ferritic alloy steels, e.g. having a carbon equivalent value in excess of 0,40 %, and high yield
strength steels, e.g. having yield strength greater than 300 MPa, shall be subjected to 100 % ultrasonic
examination and crack detection wherever possible. In addition, all butt welds in these materials shall be
subjected to 100 % radiographic examination.
A minimum of 10 % of all welding seams of pipes shall be radiographically examined, unless otherwise
agreed with the owner.

5.9.4.1 Pipe Supports and Anchors

Pipe work shall be supported and anchored in an appropriate manner in accordance with the provisions
of the standard to which the pipe work is designed. Supports shall not be dependent for flexibility on the
flexure of supporting rods or straps. Supports shall be positioned before the pipe has been erected and
near to valves wherever possible. Supporting straps around flanges or welded joints will not be
accepted. All supports shall be provided with means of adjusting the height of supports and the length of
rods or straps. All such adjusting devices shall be capable of being securely locked.
Parts of supporting elements which are subjected principally to bending or tension loads or working
temperatures for which carbon steel is not recommended, shall be made of suitable alloy steel or shall
be protected so that the temperature of the supporting member will be maintained within the appropriate
temperature limits of the material.
The supporting arrangements of all pipe work systems shall be designed with due regard to any
additional loads imposed during hydraulic or hydrostatic leak testing, and cleaning.
Particular attention shall be paid to sliding surfaces in guides and sliding supports, and to the springs
employed in variable and constant load supports.
Where necessary, constant load supports shall be provided.
The contractor shall take all necessary precautions to ensure that the piping shall be free from vibration
by the installation of sway braces and/or vibration dampers or other acceptable means.
Outdoor piping support systems shall be designed to withstand the environmental conditions.
5.9.4.2 Internal Cleaning of Pipes

The contractor is responsible for ensuring that the internal surface of all pipelines is thoroughly clean
before the pipelines are placed in commission.
The procedure adopted is to include the following and may be more specifically required elsewhere in
the specification:
 Compliance with this specification.
 Thorough cleaning of all internal surfaces prior to erection to remove accumulations of dirt,
rust, scale, and welding slag due to site welding before erection.
 Prior to, and during erection, all parts shall be inspected to make sure that they are clean,
and adequate steps shall be taken to prevent entry of foreign matter both during and after
erection.
 Each section erected shall be cleaned out before the next section is connected to it. All
headers shall be cleaned before closing up.
The contractor shall provide all necessary facilities in the pipe system for cleaning, including any
temporary pipe work, etc.

5.9.4.3 Cleaning Instructions for Fuel and Lubricating Oil Lines

The following instructions describe the methods used to remove dirt and residues from pipes for special
fluids.
This or an equivalent cleaning is prescribed for lubricating oil and fuel pipes between the separate
duplex filter and engine. The same treatment is recommended for the entire lubricating oil and fuel
systems.
These pipes need a special treatment to prevent any residues and dirt particles resulting from
manufacture and handling being entrained by the fluid and causing problems with the engine.
5.9.4.4 Cleaning and Preservation

Mechanical cleaning: Remove any burrs and welding spatter.
De-greasing: Boil in alkaline cleaning solution (P3) or take a cold cleaner.
Pickling: Scale and rust are removed in an acid bath (e. g. 10 % hydrochloric acid).
Intermediate cleaning: Rinse thoroughly in water to remove acid residues.
E. g. phosphate bath:
 Preparatory treatment.
Move the pipes into the heated phosphate bath. In a phosphate bath a layer will form and
give a sufficient preservation on the inside. The outside should be primed.
 Rinsing and drying:
After the phosphate bath, thoroughly rinse the pipes and dry them in flowing hot air.
In addition to phosphating, preservation with and paint should be done as follows:

 Oiling:
Only if storing is to be in the open or for more than six months in a closed space, the inside of
the pipes shall be protected by a layer of anti-corrosion oil, e. g. Tecto 5, SAE 30. Before
installing the pipes, however, these shall be boiled again in P3. If storing is for a lengthy
period of time, the oil layer may have collected a lot of dust so that it would be insufficient to
rinse the pipes in lubricating or gas oil before putting the engine into operation.
 Painting:
The outside of the pipes should be protected against corrosion by a paint base and a primer.
A forced circulation of the bath solution will considerably increase the durability of the protection.
The success of the treatment depends on the quality of workmanship and can therefore not be
guaranteed by owner.
No liability will be accepted by owner for any damages on the engine resulting from foreign particles in
the lubricating oil for fuel circuits.

5.9.4.5 Thermal Insulation

All portions of the plant which have an exposed surface and during normal operation, run at
temperatures of 60 °C and above, shall be insulated. Where access is required for maintenance,
insulation shall be such that it can be easily removed and replaced without being damaged.
The thickness of lagging applied shall be such as to reduce the heat loses to economic levels. Unless
otherwise stated the required thickness shall be such that, with a still air temperature of the surface
temperature of the lagging insulation material proper before the application of finishing material or paint
shall not exceed the air temperature plus 30 °C.
In addition to insulation provided to reduce heat loss to economic levels, insulation, or other measures
(such as guards) which the contractor may propose and the owner approve, shall be provided for
purposes of personnel protection. The following surface temperature measured with an air temperature
not exceeding 30 °C and where appropriate with a sun-screen to limit solar gain, shall not be exceeded:
 Non-metallic surfaces within reach from a permanent working level without the use of
portable access equipment, 65 °C maximum.
 Metallic surfaces within reach from a permanent working floor level without the use of
portable access equipment, 55 °C maximum.
 Metallic and non-metallic surfaces at higher levels but within reach from ladders or any
portable access equipment, and where access is possible, 50 °C maximum.
Unless otherwise specified, or in cases where required for personnel protection, the following need not
be insulated:
 Oil coolers and similar plant from which loss of heat is desirable.
 Intermittently used plant drains.
 Indoor pipe work, ducts and vessels engaged in intermittent conveyance of hot fluids or
gases to waste.
 Cooling water pipes to the radiators.
 Outdoor pipe work, ducts and vessels engaged in the continuous or intermittent conveyance
of hot fluids to waste, with the exception where insulation is required to minimize plant
corrosion or to minimize heat loss so as to aid the dispersion of exhaust gases.
In addition to insulation described in the foregoing for hot pipe work, all water pipe work which is not
automatically self-draining when not transmitting a flow shall, if likely to be exposed to freezing
conditions, be thermally insulated or trace heated to reduce the risk of frost damage. This frost
protection insulation shall be of materials approved by the owner. The thickness of frost protection
insulation shall be not less than will allow 10 % ice formation in 12 hours this freezing rate being
calculated for the site conditions by a method as generally described in the specified standards or equal.
Thermal insulation shall be applied to equipment, plant, and piping operating at temperatures below the
maximum dew-point where condensation could form to the detriment of plant structures or equipment or
cause discomfort to operating personnel. Low temperature thermal insulation shall be completely sealed
to prevent moisture water-logging or frost damage to the insulation.
All insulation materials shall be vermin proof, non-hygroscopic, chemically inert when both wet and dry,
and fire resistant and with the minimum amount of chlorides. Under no circumstances shall asbestos or
asbestos-containing materials be used. Thermal insulation of pipework and equipment shall comply with
the relevant recommendations of the specified standards or equal.
All insulation material offered shall be in accordance with specified standards or equal standards as
applicable with regard to definition, physical characteristics and tests. Insulation materials shall be

magnesia, calcium silicate, mineral wool or glass fiber, but other materials, particularly for low
temperature applications, will be considered.
Two layers of insulation shall be used except where the insulation thickness is less than 50 mm or the
hot face temperature is less than 250 °C. All insulation joints are to be staggered and any cavities
between joints are to be filled with a suitable material of similar composition to the main insulation.
All insulation external to buildings shall be weather and waterproof. All insulated horizontal flat surfaces
shall be cambered to prevent the formation of puddles and to shed water, methods of application.
The insulation shall generally be installed in accordance with the recommendations of specified
standards unless specified otherwise within this specification.
Piping and equipment shall be clean, dry and free from grease, dirt, loose rust or scale before
application of insulation materials.
On vertical or near vertical piping all insulation shall be supported in position by means of metal rings,
part rings, studs, or cleats at intervals not greater than 3,6 m and above each expansion break in the
insulation.
On flat or large curved surfaces, cleats shall support the insulation material or similar attachments
welded or screwed to the surface being insulated. The average spacing of the cleats shall be:
 For vertical surfaces 450 mm2,
 For upward facing surfaces 600 mm2,
 For overhanging and downward,
 Facing surfaces 300 mm2,
 (maximum) Square spacing.
Preformed materials shall be used for the insulation of pipework but where the pipe size is too large for
this to be practicable, suitable mats shall be used.
The insulation materials shall be secured to pipework by means of circumferential tie wires (1,0 mm to
1,6 mm diameter) at not greater than 500 mm spacing. The wire material shall be corrosion resistant
and if the overall finish is to be aluminum sheet the wires must be either of aluminum or plastic coated
metal.
Where flanges and flanged valves are to be insulated the pipework insulation shall be terminated short
of the flanges to enable easy withdrawal of the flange bolts without damage to the insulation.
A hole of approximately 7,5 mm diameter shall be formed in the insulation adjacent to flanges extending
from the joint to the outside so that any leakage, which may occur, will be quickly apparent.
Thermocouple pocket bosses, pressure tappings shall be fitted with removable boxes or sections.
A vapor barrier in accordance with the recommendations of the specified standards shall be provided for
all surfaces on equipment operating below ambient temperatures.

Required minimum insulation thickness:

Fluid temperature ≤ 100 °C
Outside Insulation Thermal conductivity Density
DN
diameter [mm] thickness [mm] λ [W/mK] [kg/m³]
10 17,2 40 0,04 ≈80
15 21,3 40 0,04 ≈80
20 26,9 40 0,04 ≈80
25 33,7 40 0,04 ≈80
32 42,4 40 0,04 ≈80
40 48,3 40 0,04 ≈80
50 60,3 50 0,04 ≈80
65 76,1 50 0,04 ≈80
80 88,9 50 0,04 ≈80
100 114,3 60 0,04 ≈80
125 139,7 60 0,04 ≈80
150 168,3 70 0,04 ≈80
200 219,1 70 0,04 ≈80
250 273,0 80 0,04 ≈80
Fluid temperature 100-200 °C
Outside Insulation Thermal conductivity Density

DN
diameter [mm] thickness [mm] λ [W/mK] [kg/m³]
10 17,2 40 0,06 ≈80

15 21,3 40 0,06 ≈80
20 26,9 40 0,06 ≈80
25 33,7 40 0,06 ≈80
32 42,4 40 0,06 ≈80
40 48,3 40 0,06 ≈80
50 60,3 50 0,06 ≈80
65 76,1 50 0,06 ≈80
80 88,9 50 0,06 ≈80
100 114,3 60 0,06 ≈80
125 139,7 60 0,06 ≈80
150 168,3 70 0,06 ≈80
200 219,1 70 0,06 ≈80
250 273,0 80 0,06 ≈80

5.9.4.6 Finishes and Appearance Cladding

Metal cladding shall be provided to give a neat, smooth external finish and to protect the insulation of all
pipework, ducting, vessels and casings.
Where insulation is in an outdoor application special attention shall be paid to the provision of weather
resistant finishes, and finishes shall, as a minimum, comply with the specified standards.
Metal cladding shall be of aluminum or galvanized steel. Galvanized steel shall be employed at any
point where frequent or severe mechanical loading or damage is likely to render aluminum unsuitable.
Metal cladding shall be of thicknesses not less than those required by the specified standards. The
cladding shall be arranged in conveniently sized sections and shall be shaped to suitably stiffen the
sheets, allow for thermal expansion and to give a good appearance. Suitable framing shall be provided
to which the sheeting shall be secured where necessary for its satisfactory support.
The arrangement of metal cladding shall be such as to minimize electrolytic corrosion, in the light of the
corrosion risks on the site and in the positions of the particular parts of the metal cladding. Unless
otherwise agreed by the owner, galvanized mild-steel cladding shall be secured with cadmium-plated,
galvanized mild-steel, or austenitic stainless-steel attachments, and aluminum sheets with aluminum or
austenitic stainless-steel attachments.
The material employed for metal cladding shall be fully compatible with the insulation. Unless
completely inert due to the choice of cladding material, or the cladding having a factory-applied coating,
the inner surfaces of all metal cladding shall be protected with a suitable bitumastic or other paint.
Insulation finishing shall, where appropriate, include arrangements to allow the escape of moisture
trapped within cladding or other finishing. The cladding shall be watertight, self-draining and arranged at
all inspection ports, doorways, boiler fittings, etc., so that small sections can be easily detached for
maintenance purposes. Plant items requiring maintenance access, such as boiler feed pumps, shall be
provided with insulation cladding arranged in easily removable sections.
Aluminum or galvanized steel boxes shall enclose valve and pipe flange insulation. These boxes shall
be in two halves to facilitate removal for inspection or maintenance without disturbing the insulation or
sheathing on adjacent piping.
All finish material shall incorporate provision for differential thermal expansion between the finish and
the insulated surface. Where slots are cut to permit expansion, the ingress of dust or dirt is to be
prevented by the use of straps or masking pieces to cover the slots.
5.9.4.7 Testing Pipe Work

After installation, the entire arrangement is to be subjected to tightness and operational testing.
All part of the pipe work (pipes, flanges, elbows, screws, etc.) shall have a material certificate. Materials
must be suitable for the proposed application.
All pipes shall have a visual inspection.
All pressure pipes with their integral fittings, connecting pieces, branches and bends, after completion of
manufacture, if this is provided, shall be subjected to a pressure test in the presence of the surveyor and
in correspondence with the specified standards. After the pressure test it has to be checked that all
parts of the pipe work are free of damage.
Recommended test for prefabricated pipes shall be 1,5x nominal pressure with water, if the standards
define no others.
After assembly, all pipelines are to be subjected to a tightness test in the presence of the owner.

In general, all pipe systems are to be tested for leakage under operational conditions. If necessary,
special techniques other than hydraulic pressure tests are to be applied.
The complete pipe work including material, manufacturing and testing shall have documentation
according to the specified standards.
5.9.5 References
Contractor shall procure, install and commission the pipe work according to the requirements indicated
in the following references.
This includes but is not limited to the structure, foundation, civil work, mechanical equipment, controls,
pipe supports, etc.

SECTION 6: POWER PLANT EQUIPMENT OPTION DEFINITION

6.1 MINIMUM SCOPE OF SUPPLY
To ensure optimum plant performance and reduce site costs, Caterpillar Motoren GmbH & Co. KG Plant
designs are based around standard modules and electrical systems; therefore, such items are
considered as minimum scope for projects. The modules and electrical equipment is mandatory supply
from Caterpillar Motoren GmbH & Co. KG.
Minimum Scope is defined:
Genset:
 Engine,
 Lube oil circulating tank (optional base frame),
 Coupling,
 Spring elements,
 Engine piping interface,
 Fly wheel cover,
 Generator (with alignment instruction),
 Flexible connections direct mounted on the engine (compensator and hoses),
 Engine foundation (detail design only).
Balance of plant equipment (BoP):

 Combined cooling water and lube oil module,
 Fuel circulation module (HFO and LFO application),
 HFO fuel treatment separator,
 HFO / LFO pre-pressure module,
 Lube oil separator (HFO application),
 Gas regulation unit (GAS application),
 Combustion air filter (pocket, oil bath, pulse type),
 Local data panel (LCP),
 Generator control panel (GCP),
 Engine motor control center (engine MCC).

Figure 6.1-1: Minimum Scope
The aforementioned scope described equipment that is directly connected to and or has a direct impact
on the control or performance of the genset.

6.2 STANDARD OPTIONS

Standard options include equipment that has a function specification approved by Caterpillar Motoren
GmbH & Co. KG. The design and manufacturing is by a certified Caterpillar Motoren GmbH & Co. KG
supplier. Caterpillar Motoren GmbH & Co. KG prefers to be the standard options supplier. Such
equipment is pre-designed, meets power train installation concepts and therefore it is reduced in cost.
Standard options are defined:
 Fuel unloading pumps,
 Water treatment system,
 Exhaust gas treatment system,
 Hall ventilation inlet unit,
 Hall ventilation outlet unit,
 Waste oil treatment,
 Starting / service air compressor module,
 Starting / service air receiver module,
 Exhaust gas expansion joint set (not directly mounted on the engine),
 Exhaust gas stack with integrated silencer or only silencer,
 Cooling water radiator,
 Heat recovery system,
 Power plant DC supply system and UPS,
 Master control panel (MCP),
 Power plant supervisory control & data acquisition (SCADA),
 Low voltage (LV) switchgear line up,
 Medium Voltage (MV) switchgear line up,
 Fire-fighting system (acc. to local requirements, only pre-design),
 Black start or emergency genset,
 Station transformer.
Figure 6.1-2: Standard Options

SECTION 7: ENGINEERING SERVICE DEFINITION & PROJECT MANAGEMENT

(OFF / ON SITE)
7.1 GENERAL
As an integral part of every order for Caterpillar Motoren GmbH & Co. KG power generation and power
house equipment, Caterpillar Motoren GmbH & Co. KG will provide the following services in addition to
the supply of equipment already described in power plant equipment definition sections of this guide.
7.2 STANDARD SERVICES

The following list is the list of standard project engineering and support services that every client
receives when purchasing a Caterpillar Motoren GmbH & Co. KG power plant system.
7.2.1 Order Management

During the final stages of placing an order, an experienced Caterpillar Motoren GmbH & Co. KG project
manager is appointed to the project to be the source of contact for all aspects of the project.
This project manager coordinates a team of design and support engineers, as well as commercial,
purchasing, legal, export, packing and shipping professionals.
As part of the order management services, Caterpillar Motoren GmbH & Co. KG will provide order
review and clarification, management of order documentation, establishment of any necessary
commercial and legal documentation, delivery scheduling, equipment purchasing, coordination of
packaging and delivery to e.g. a north german port, and preparation of export documentation as
required by german authorities. This service is provided starting from final stages of order negotiation all
the way through to completion of the delivery of the equipment to e.g. a north german port.
7.2.2 Standard Equipment Engineering (Basic Engineering)

During the development stages of a project, a project application engineer is assigned to the project to
provide engineering development support.
During the final stages of development and especially during design, a team of specialized Caterpillar
Motoren GmbH & Co. KG design engineers is added to the project management team to provide basic
engineering specific to the project needs.
Caterpillar Motoren GmbH & Co. KG will provide the technical selection and interface engineering
requirements associated with the supply of project defined equipment from Caterpillar Motoren GmbH &
Co. KG.
If responsibility for the entire project design does not rest with Caterpillar Motoren GmbH & Co. KG,
standard equipment engineering will provide project specific engineering and drawings to the customer.
An experienced power plant design engineer or construction company can complete all detailed design
under consideration of construction and installation requirements.
The time schedule for the engineering has to be fixed during the kick off meeting latest. Caterpillar
Motoren GmbH & Co. KG will prepare for the kick off meeting preliminary P&ID`s, layouts, engine
foundation and single line diagram.
The Caterpillar Motoren GmbH & Co. KG basic engineering deliverable list (e.g. HFO application)
includes:

Chapter Description
List of components
List & Specification List of instruments
List of e-consumer
Nomenclature
Combustion air and exhaust gas system
Fuel oil system
Lube oil system
P&ID
Cooling water system
Compressed air system
Waste oil system
Heat recovery system
Site plan
Ground plan
Layout drawings
Cross section
Treatment house (conceptual)
Ground plan
Design loads Cross section
Treatment house
Arrangement of modules (inside power house)
Arrangement drawings Arrangement of lube oil circulation tank
Arrangement of modules (inside treatment house)
Center of gravity
Genset foundation
CM Engine foundation Genset foundation formwork
drawings Genset foundation reinforcement
Genset foundation construction manual
Template construction (conceptual)
Civil - steel construction Engine maintenance platform (conceptual)
Elastic mounting genset

Engine installation & details
Fly wheel coupling connection
Engine installation drawing Bringing in of engine
Steel skid for engine transportation
Fly wheel cover
Mounting fly wheel cover
Combustion air pipe arrangement
Combustion air & exhaust gas Combustion air filter unit
system Exhaust gas pipe arrangement (inside power house) (conceptual)
Exhaust gas pipe arrangement (outside power house) (conceptual)
Lube oil system Lube oil separator
Combined module
Cooling water system
Engine piping to combined module
Pre-Pressure module
Fuel system HFO separator module
Circulation module

Chapter Description
Rubber expansion joints

Stainless steel expansion joints
Typical piping mounting
Typical piping support
instruction
Typical piping insulation trace heating
Typical piping pressure gauges, temperature indicator
Single lines
Installation drawing engine MCC
Electric MV & LV
Cross section
Treatment house (conceptual)
Generator Installation drawing
Control philosophy
Control part Installation drawing local data panel (LDP)
Installation drawing master control panel
Unless otherwise specifically defined, the basic engineering applies only to equipment included within
the Caterpillar Motoren GmbH & Co. KG scope of supply for any particular project.
This service is provided starting from the final stages of order negotiation all the way through to six
weeks after final shipment of goods from the Caterpillar Motoren GmbH & Co. KG factory.
While the above level of services does provide the end-user with a standard / typical engineering
package, any engineering required for equipment beyond the above list is not included as part of the
standard services package. When necessary, a bigger scope of services can be provided to assist the
customer with optional engineering services.
A more detailed description of these optional services, detailed civil design and construction
specification can be offered separately.

7.2.3 Balance of Plant – Standard Option Equipment Engineering

When standard option equipment is included as part of the Caterpillar Motoren GmbH & Co. KG scope
of supply or when such services are specifically requested by the customer, Caterpillar Motoren GmbH
& Co. KG will provide the technical selection and interface engineering associated with the supply of
additional project specific equipment as listed below.
Standard option equipment Engineering
Specification, mechanical & electrical interface

Cooling water radiator
drawing
P&ID, specification, mechanical & electrical
Heat recovery, thermal oil or steam system
interface drawing
Exhaust gas stack and silencer Specification, mechanical interface drawing

Exhaust gas treatment system
interface drawing
Compressed air module, starting
interface drawing
Compressed air receiver, starting
interface drawing
Unloading pumps
drawing
Water treatment system
interface drawing
Waste oil treatment system
interface drawing
Hall ventilation inlet and outlet units
drawing
Expansion joint sets Specification, mechanical interface drawing

Combined heat and power (CHP)
interface drawing
Power plant DC supply system and UPS
drawing
Master control & power plant supervisory control
drawing
Low voltage (LV) switchgear line up
drawing
Medium voltage (MV) switchgear line up
drawing
Noise prediction analysis Report and recommendation

7.2.4 Civil, Structural and Architectural Engineering

Geo-technical survey engineering data for permitting access roads and infrastructure site layouts,
elevations, and drainage engine foundation design power station building design auxiliary equipment
foundations & building designs detailed stack design civil bill of materials with quantity estimation,
whether performed by Caterpillar Motoren GmbH & Co. KG or other.
7.2.5 Mechanical Engineering

Tank farm design with spill protection, detailed plant layout pipe routing and rack design piping
isometrics and interface mechanical bill of materials with quantity estimation whether performed by
Caterpillar Motoren GmbH & Co. KG or others.
7.2.6 Electrical Engineering

Cable routing and tray design electrical bill of materials with quantity estimation for specific details on
the scope of these required services; whether performed by Caterpillar Motoren GmbH & Co. KG or
others.
7.2.7 On Site Service / Local Scope

This section covers a wide range of topics, all related to issues having to do with the actual construction
and installation efforts on site needed to prepare for, install, commission and operate the equipment that
is described in this guide.
It is not the intention of this section to provide complete and detailed design guidance, but only to help
to understand that there is a significant level of detailed design and engineering work required to make a
successful project. This section is by no means “all-inclusive,” but it does provide some guidelines,
recommendations, and checklists to enable the reader to accurately access the scope of the effort
needed, or to provide a resource against which a vendor could use to define the scope of work.
Caterpillar Motoren GmbH & Co. KG CM and GCM gensets and power plant designs are the result of
over 35 years’ experience in this field. During this time, certain standard engineering guidelines and
recommendations have been developed for our customers, as listed in the following pages. These
engineering guidelines and recommendations represent our decades of experience. We are confident
that utilizing our wealth of experience will make for an economical and easy installation of power plants,
and at the same time ensure trouble free operation and easy maintenance.
Standard engineering and documentation is included in the standard scope of supply from Caterpillar
Motoren GmbH & Co. KG (see service definition / off-Site); and enables the responsible design engineer
to prepare all of the necessary documentation for the design and construction of a power plant. The
design engineer must have special knowledge in the field of power plants.

7.2.8 Site Technical, Mechanical, and Electrical Installation Support -

Construction Management by Others
The construction and installation and site management is by others, Caterpillar Motoren GmbH & Co.
KG can provide an offer for the following services in support of the project.
The additional Caterpillar Motoren GmbH & Co. KG services will include direct on-site technical support
to assist the installing contractor during the period of installation, and the testing, pre-commissioning,
and commissioning of any Caterpillar Motoren GmbH & Co. KG supplied equipment.
The scope of installation support will be defined project wise by contract. This service generally is
provided during the period starting from when all equipment is prepositioned. This includes interface
piping, cabling and installation equipment and site labor fully available. The service ends having all
equipment individually pre-commissioned and ready for final plant commissioning.

SECTION 8: IDENTIFICATION SYSTEM

8.1 GENERAL
The plant components of power stations are numbered or coded according to a system which meets all
requirements regarding organization and documentation.
This system will be used for all Caterpillar Motoren GmbH & Co. KG designed power plants. The
structure of the system uses an alphanumeric sequence. This code system applies to:
 Computer aided project and system calculation programs,
 P & ID’s,
o List of components,
o List of instruments,
o List of valves,
 Layout drawings and site plans,
 Piping drawings,
 Operation and maintenance manuals,
 Labeling of equipment.
Therefore, the complete equipment list of the power plant is identified by these code numbers, as
identified in the Caterpillar Motoren GmbH & Co. KG provided technical specification. This system is
used for controlling the engineering, purchasing and the preparation of all technical documentation.
Caterpillar Motoren GmbH & Co. KG delivers labels for all installed components, valves and instruments
as a standard for power plants with CM engines. For equipment purchased by third parties in support of
the power plant, the supplier should request the proper number from Caterpillar Motoren GmbH & Co.
KG, in order to keep a consistent and complete listing. Visualization systems and maintenance
programs are using these codes as well.
8.2 CODE STRUCTURE

There are three different code methods. These methods apply to components, subcomponents and
interconnect material.

8.3 COMPONENTS CODE

Each component ID consists of two letters (X1 & X2) and two numbers (N1 & N2) consistent with the
product tree structure, followed by a three digit prime mover or sequential identifier (N3, N4 & N5). This
structure defines all major components within the power plant.
X1 X2 N1 N2 N3 N4 N5
The first letter X1 defines the main group. The following definition was made:
C: Site infrastructure and architectural
E: Electrical systems
G: Gensets
M: Mechanical systems
O: Other scope of supply
P: Power plant
S: Services
Z: Tools / spare / safety
The second letter X2, the system letter in the main group “C” is defined as:
A: Power plant buildings
B: Civil
C: Structural
D: Architectural
E: Mechanical / electrical
F: Tank farm
The second letter X2, the system letter in the main group “E” is defined as:
A: Control system
B: Low voltage system
C: Medium voltage system
D: Neutral grounding system
E: Plant substation
F: DC System
G: Black start generator
The second letter X2, the system letter in the main group “G” is defined as:
A: Basic engine
B: CBM – Condition based monitoring
C: Foundation
D: Generator group
E: Genset mounting group

The second letter X2, the system letter in the main group “M” is defined as:
A: Compressed air system
C: Combustion air intake system
D: Fuel system - DFO
E: Exhaust gas system
F: Cooling water system
G: Fuel system – gas
H: Fuel system – HFO
K: Condensate system
L: Lubricating oil system
M: Hot water system
O: Fire protection system
P: Fuel system – crude oil
R: Plant water system
S: Steam system
T: Thermal oil system
V: Power house ventilation system
W: Plant waste and effluent system
The second letter X2, the system letter in the main group “P” is defined as:
A: CM Engine
P: Piping
S: Specification
The second letter X2, the system letter in the main group “S” is defined as:
A: Project management services
B: Engineering services
C: Procurement and material management
D: Plant commissioning & startup
E: Training
F: Plant operation & maintenance support
The second letter X2, the system letter in the main group “Z” is defined as:
A: Power plant tools
B: Power plant spares
C: Safety equipment
The first two numbers N1 & N2, the component ID number for each component in each system are
defined according the product tree structure.

The numbers N3 & N4 identifies the related prime mover or defines the components as a common plant
component.
01: Related to engine #1
12: Related to engine #12
90: Common plant component
If multiple components exist for the same prime mover or the common plant the number N5 represents
a consecutive number.
1: First component for the prime mover or the common plant
2: Second component for the prime mover or the common plant
Examples
MF06-021
M: Mechanical system
06: Component ID number (combined module in this case)
02: Prime mover #2
1: First component
MA02-902
A: Compressed air
02: Component ID number (air compressor module in this case)
90: For common plant
2: Second component

8.4 SUBCOMPONENTS CODE

Each subcomponent of the power plant is defined by a code consisting of two letters (A1 & A2) and two
numbers (N1 & N2), as following:
A1 A2 N1 N2
The first letter A1 defines the system letter. The definition is the same as for the system letter X2 in the
component code.
The second letter A2, the subcomponent letter is defined as:
A: Alternator
B: Boiler
C: Compressor, turbocharger, fan, blower
D: Dosing device
F: Filter, strainer
G: Gear
H: Heat exchanger, condenser
I: Remote instruments
J: Chiller, water treatment
K: Local instruments
L: Pipe
N: Silencer
O: Damper, vibration damper
P: Pump
Q: Quality control device (turbidity controller, salt content …)
R: Controller, regulator (temperature, viscosity …)
S: Separator, centrifuge
T: Tank, air receiver, pit
U: Modules, units
V: Valve, fitting
W: Tool
X: Control panel
The two numbers (N1 & N2) state a sequential number for each subcomponent in each system.
01: First subcomponent in a system
22: Twenty-second subcomponent in a system
Example
FT01
T: Tank
01: First component

8.5 INTERCONNECT MATERIAL CODE

This code will be used for any item, which is not a component itself or a subcomponent of a component.
The structure is as following:
M B1 99 B1 B2 N1 N2 N3 N4
The definition of the letter B1 is identical to the second letter X2, the system letter in the main group “M”.
The second letter B2 is the same as A2, the second letter of the subcomponent code.
N1 & N2 are the first two numbers and correspond to the definition of the component code.
N3 & N4 are sequential numbers for each interconnect material item for each N1 & N2 code.
Example
MH99 - HV0124 (MH99 is not shown in P&IDs or valve / instrument lists)
99: All material that is not related to any component
V: Valve or fitting
01: Engine #1
24: Twenty-forth interconnect material
FK9006
K: Local instrument
90: For the common plant or a group of engines
06: Sixth interconnect material

Caterpillar Motoren GmbH & Co. KG
Subject to change without notice. © 2017 Caterpillar Motoren GmbH & Co. KG. All Rights Reserved. CAT,
Leaflet No. 310 - 12.17 - e CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow”, the
LEBE0065-00 “Power Edge” trade dress as well as corporate and product identity used herein,
are trademarks of Caterpillar Motoren GmbH & Co. KG and may not be used
ith t i i

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POWER PLANT

Core Users for the Power Plant Project Guide are:

Purpose of this Power Plant Project Guide:

Caterpillar Motoren GmbH & Co. KG

Project Guide Version February 2017 3

4 Project Guide Version February 2017

1.2.4.2 Engine Technical Data and Operation ................................................................... 64

Project Guide Version February 2017 5

1.4 IMPACT ON ENGINE PERFORMANCE ............................................................................. 119

6 Project Guide Version February 2017

3.2.2 Gas Fuel Requirements ............................................................................................... 153

Project Guide Version February 2017 7

3.6.3.1 Oil Bath Filter ....................................................................................................... 183

8 Project Guide Version February 2017

Project Guide Version February 2017 9

3.11.3 Hot Water System ........................................................................................................ 232

10 Project Guide Version February 2017

4.6.1.2 Fault Current Verification ..................................................................................... 258

Project Guide Version February 2017 11

5.3.4.3 Gratings in Steel................................................................................................... 286

12 Project Guide Version February 2017

5.7.2 Sewage Water System................................................................................................. 318

Project Guide Version February 2017 13

SECTION 8: IDENTIFICATION SYSTEM ..................................................................................... 343

14 Project Guide Version February 2017

SECTION 1: ENGINE INFORMATION

1.1.1 Diesel Engine

1.1.1.1 Low Load Operation

Figure 1.1-1: Cleaning run of engine

1.1.1.2 Stand By Mode

Project Guide Version February 2017 15

1.1.1.3 Changeover to Distillate Fuel

1.1.1.4 Load Application

Figure 1.1-2: load stage according to ISO 8528-5

16 Project Guide Version February 2017

1.1.1.5 Diesel Engine Operation at Low Intake Air Temperature

1.1.1.6 Prospective Lifetimes for Diesel Engines

Project Guide Version February 2017 17

1.2 ENGINE TECHNICAL DATA

1.2.1 Inline CM20C Diesel Engines and Gensets

18 Project Guide Version February 2017

1.2.1.2 Engine Technical Data and Operation

1 see chapter 1.3.5 Heat Rejection Tolerance Factors

Project Guide Version February 2017 19

Engine type 6CM20C WBII 8CM20C WBII 9CM20C WBII

1.2.1.3 Exhaust Gas Emission Data

2 depends on fuel quality / tolerance +50%

20 Project Guide Version February 2017

1.2.1.4 ISO Specific Fuel Consumption – SFC

1.2.1.5 ISO Exhaust Gas Data

1.2.1.6 Engine Noise Data

3 refer to chapter 1.3.2 Declaration of Specific Fuel Consumption

Project Guide Version February 2017 21

Airborne Sound Power Level 6CM20C

Note a) A-correction according IEC 61672-1

Exhaust Gas Sound Power Level 6CM20C

Note a) A-correction according IEC 61672-1

22 Project Guide Version February 2017

Combustion Air Sound Power Level 6CM20C

Note a) A-correction according IEC 61672-1

Airborne Sound Power Level 8CM20C

Note a) A-correction according IEC 61672-1

Project Guide Version February 2017 23