L28/32AProject GuideFour-stroke Propulsion Enginecompliant with IMO Tier II

Complete manualdate 2014.07.02

MAN Diesel & Turbo

PlatePage 1 (2)

2014.07.02

Project guide Index

L28/32A

Text Index Drawing No

General information 1000

Introduction 100000 3700132-3.1Engine programme IMO Tier II - Propulsion 100000 1689462-2.3Direction of rotation 103000 1696485-0.0Technical calculations 107000 1699951-5.0Project service 109000 1696467-1.1Noise and vibration levels - reduction gear 108000 1699929-0.0Foundation for engine and reduction gear - general 109000 1696469-5.0Weight and dimensions of principal parts 109000 1699918-2.0Ventilation of engine room and air intake for engine 109000 1699921-6.0Space requirements 109000 1699917-0.0Closed cooling systems 1045000 1699952-7.0Information of power supply available 111000 1699938-5.0

Engine 5000

List of capacities 500000 3700242-5.0Recalculation of fuel consumption dependent on ambientconditions 502000 1624473-6.2-5Fuel oil consumption for emissions standard 502090 3700227-1.1Part load operation on HFO 502090 1696480-1.0Fuel oil system - general 535000 1696496-9.0Fuel oil system for operation on gas/diesel oil 535000 1699939-7.0External heavy fuel oil system up to 380 cSt/50° C 535000 1699940-7.0Lubricating oil system for engine - general 540000 1699941-9.0Lubricating oil system for engine 540000 1699942-0.1Lubricating oil system for engine - dry sump 540011 1699943-2.0Cooling water system - general 546000 1699901-3.0Central cooling water system 546000 1699946-8.0Starting air system 550000 1699949-3.0Turbine dry-cleaning system (only for operation with HFO) 559000 1696481-3.0Engine monitoring 575000 1699922-8.0

Packing and preservation 9000

Dispatch condition of engine and reduction gear from MAN Diesel 912000 1699261-3.0Storage of propeller equipment 912000 1699910-8.1.Storage of propeller equipment 912000 1699910-8.1Storage of propeller equipment 912000 3700230-5.1Storage of electronic equipment 912000 1699912-1.1.Storage of electronic equipment 912000 1699912-1.1Storage of electronic equipment 912000 1699912-1.1_

Installation parts gear 13000

General note for piping diagrams 130200 1696470-5.0

Engine 14000

Cooling water system cleaning 1400000 010.000.002-04-0001

MAN Diesel & Turbo

PlatePage 2 (2)

2014.07.02

Project guideIndex

L28/32A

Text Index Drawing No

Cooling water inspecting 1400000 010.000.002-03-0001Engine cooling water specifications 1400000 010.000.023-13-0001Specification for heavy fuel oil (HFO) 1435000 6680 3.3.3-01Marine diesel oil (MDO) specification 1435000 010.000.023-04Gas oil / diesel oil (MGO) specification 1435000 010.000.023-01Bio fuel specification 1435000 6680 3.3.1-02Viscosity-temperature diagram (VT diagram) 1435000 010.000.023-06Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 1440000 010.000.023-11Specification of lube oil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels 1440000 010.000.023-07Specification for compressed air 1450000 010.000.023-21Specifications for intake air (combustion air) 1459000 010.000.023-17-0001Turbocharger - make MAN 1459000 3700196-9.0

General information

1000

MAN Diesel & Turbo

Introduction

Our project guides provide customers and consult-ants with information and data when planning new plants incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the modifications associated with upgrading of our project guides, the contents of the specific edition hereof will remain valid for a limited time only.

Every care is taken to ensure that all information in this project guide is present and correct.

For actual projects you will receive the latest project guide editions in each case together with our quo-tation specification or together with the documents for order processing.

Introduction3700132-3.1Page 1 (2)

All figures, values, measurements and/or other in-formation about performance stated in the project guides are for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes. MAN Diesel & Turbo makes no re-presentations or warranties either express or im-plied, as to the accuracy, completeness, quality or fitness for any particular purpose of the information contained in the project guides.

MAN Diesel & Turbo will issue an Installation Man-ual with all project related drawings and installation instructions when the contract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifi-cations of our supply.

12.05 - Tier II

100000

General

All data provided in this document is non-binding. This data serves informational purposes only and is espe-cially not guaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail.

Original instructions

MAN Diesel & Turbo

Complete propulsion system, examples:

Remote control system

Alphatronic 2000: Electronic control system with optimized automatic load

control and combined or separate pitch and rpm setting.

Introduction 3700132-3.1Page 2 (2)

Reduction gearAMG 28

gearbox series

Alpha Module Gear

Propeller nozzleFD 2930 × 0.5

lenght/diameter ratio

inside diameter in mm

FD = Fixed nozzle

RD = Steering nozzleRD

diameter of propeller hub

CP-propeller with monoblock hub

Propeller equipmentVBS 860

6 cyl. 4 stroke turbocharged engine

stroke: 38 cm

bore: 27 cm

engine built in-line

number of cylinders

Engine6 L 27/38

12.05 - Tier II

100000

General

MAN Diesel & Turbo

Engine Programme IMO Tier II - Propulsion

L21/31, L23/30AL27/38, L28/32A

12.05 - Tier II

1689462-2.3Page 1 (1)

Four-stroke diesel engine programme for marine applications complies with IMO Tier II, Propulsion application.

100000

400-428 L58/64

500-514 L51/60DF V51/60DF

500-514 L48/60CR V48/60CR

500-514 L48/60B V48/60B

720-750 L32/44CR V32/44CR

720-750 L32/40 V32/40

1000-1032

V28/33D*

1000-1032

V28/33D STC*

775 L28/32A

800 L27/38 L27/38 (MGO)

900 L23/30A

1000 L21/31

0 5,000 10,000 15,000 20,000 25,000

r/min

kW

Engine type

* The engine complies with EPA Tier 2.

MAN Diesel

The direction of rotation is defined seen from aft.The normal direction is "anti clockwise" for the pro-peller. For the standard gear programme for engineL23/30A and L28/32A all ratios are single staged(except ratio 5.2), which means that the rotating di-rection of the engine is clockwise. Opposite rotatingdirection can also be supplied by changing directionof the engine.

Direction of rotation for twin screw propul-sion plants

The direction of rotation of the propellers for twinscrew propulsion plants can be chosen in two ways,as shown in fig 1 and 2.

Normally, we recommend the propellers to turn to-wards each other at the top as shown in fig 1.

Fig 1 Fig 2

This solution will normally give the propellers thehighest efficiency, because the flow around the sternof most vessels will favour this direction of rotation.

However, it is not possible to give an opinion con-cerning this, unless model tests are carried out forthe specific vessel.

The configuration in fig 2 is recommended for ice-breakers, river craft or the like, which operate inareas prone to dunnage, trees, ice etc floating inthe water.

Outward turning propellers will tend to throw outforeign matter rather than wedging it in.

Direction of rotation1696485-0.0Page 1 (1)

05.17

103000

L23/30AL28/32A

PS

( PORT SIDE )

SB

( STARBOARD )

PS

( PORT SIDE )

SB

( STARBOARD )

MAN Diesel

05.17

S p e e d (k n o t s)

2 03 12 50--2.0

6420

150

144

158

164

Tow force (kN)

TOW FORCE

146148

152154156

166

160162

168

174176

170172

178180

1699951-5.0Page 1 (6) Technical calculations

The MAN B&W Alpha customer can benefit fromyear-long experience and knowledge.

The know-how accumulated covers not only singleengine plants, but also multi-engine plants in manyconfigurations. Twin and triple engines on one gear-box with power take-off from both engines andgearbox, diesel electric operation etc.

A vast number of CAE (Computer Aided Engineer-ing) programmes are at our disposal.

MAN B&W Alpha customers can benefit from thissoftware for carrying out propulsion power calcula-tions, torsional vibration calculations, alignment in-structions etc.

Propulsion power calculations

It is most important that detailed information is madeavailable regarding the conditions under which thevessel will be operating prior to proceeding furtherwith any optimizing calculations. To ensure that allthe necessary data are available to the propellerdesigner, the data sheet chapter 7.2 should becompleted and forwarded to MAN B&W Alpha.

For propellers operating under varying conditions(service, max or emergency speeds, alternator en-gaged/disengaged) the operating time spent in eachmode should be given. This will provide the propellerdesigner with the information necessary to design apropeller capable of delivering the highest overallefficiency.

To assist a customer in selecting the optimum pro-pulsion system, MAN B&W Alpha can carry out aspeed prognosis (fig 1), fuel oil consumption (fig 2)and towing force calculations (fig 3). Various addi-tional alternatives may also be investigated (ie differ-ent gearboxes, propeller equipment, nozzles againstfree running propellers, varying draft and trim ofvessel, etc).

Fig.1

Fig.2

Fig.3

107000

L28/32A

S p e e d ( k n o t s )

2 03 12 48--0.0

1513119753

200

400

600

800

1000

1200

1400

Power (kW)

SPEED PROGNOSIS

S p e e d ( k n o t s )

2 03 12 49--2.0

1513119753

50

0

100

150

200

250

Consumption (kg/hour)

FUEL OIL CONSUMPTION

MAN Diesel

05.17

1699951-5.0Page 2 (6)Technical calculations

Arrangement drawings

Provided MAN B&W Alpha has adequate informa-tion on the ship hull, we are able to carry outarrangement drawing showing suitable location ofthe propulsion plant in the ship. Hereby taking intoconsideration rational lay-out of propeller shaft-lineand bearings, location of PTO, execution of exhaustpipe etc as well as securing sufficient space for dailymaintenance and major overhauls.

For carrying out the above arrangement drawingMAN B&W Alpha should be supplied with the follow-ing drawings:

- Ship lines plan- Engine room arrangement drawing- General arrangement drawing- Foundation drawing (re-engining)

Moreover, to assist the consulting firm or shipyard inaccomplishing arrangement drawings, we can for-ward disks containing drawings of our engine, reduc-tion gear, and propeller programme. The disks arecompatible with various CAD (Computer Aided De-sign) programmes. Should you require further infor-mation, please contact MAN B&W Alpha.

Project planning

Our Project Department is available to advise onspecific questions concerning the propulsion plantcovering fields such as "take home" facility, wasteheat recovery, preparation of piping diagrams, lay-out of accessories etc.

Obviously the better and more specific informationwhich can be procured by the customer, the betterproject planning we are able to perform.

MAN B&W Alpha should be supplied with informa-tion on:

- Classification - Notation- Electrical power supply Voltage/frequency- PTO specification Power/rpm- Fuel oil specification- Ambient conditions ISO/tropical- Waste heat recovery- Requirements to noise and vibration levels- Special requirements

Plant Information Book

Once the contract documentation has been com-pleted a Plant Information Book will be forwarded.The Plant Information Book will comprise all neces-sary binding detailed drawings, piping diagrams,cable plans, specification and installation instruc-tions of our scope of supply.

CAE programmes are used for making alignmentcalculations, epoxy chock calculations, torsional vi-bration calculations etc. In the following a briefdescription is given of some of our CAE programmesand software service.

Alignment instructions

Propeller/reduction gearFor easy alignment of reduction gear/engine andpropeller shaft line, alignment calculations are madeand a drawing with instructions is given in the PlantInformation Book.

The alignment calculations ensure acceptable loaddistribution of the stern tube bearings and shaftbearings, fig 4.

The calculated bearing loads (bearings nos 1 and 2)in the stern tube can be supplied on request for astern tube cast into Epoxy resin.

Reduction gear/engineFor easy alignment of gearbox and engine an align-ment instruction will be forwarded as standard.

107000

L28/32A

MAN Diesel

05.17

1699951-5.0Page 3 (6) Technical calculations

PTO on engine and reduction gear

The arrangement and the alignment of the PTO is tobe approved by MAN B&W Alpha. If the PTO compo-nents are supplied by MAN B&W Alpha, we forwardan arrangement drawing and alignment instructions.

Foundation arrangements

Foundation arrangements of engine and gearboxare proposed, and the final arrangement is thor-oughly checked.

Fig.4

If the engine and reduction gear are to be seated onepoxy chocks, you will find a guide Calculation ofEpoxy chocks" in the Plant Information Book. Thisguide is carried out according to the requirements ofthe Classification Societies, ensuring right size ofepoxy chocks area and proper tension of the hold-ing-down bolts.

The calculations are made free of charge. Require-ments differ with each Classification Society, fig 5.

CALCULATED REACTIONS AND DEFLECTIONS IN BEARINGS:

BEARING BEARING VERTICAL ANGULARNo REACTION DISPLACEMENT DEFLECTION

(kN) (mm) (rad)

1 43.100 0.00E+00 -3.11E-042 6.979 0.00E+00 1.83E-043 -.043 3.56E-01 2.03E-054 46.147 3.60E-01 7.28E-065 46.318 3.60E-01 -4.81E-06

107000

L28/32A

SHAFTLINE FOR 54633

ALPHA DIESEL - SHAFT ALIGNMENT CALCULATION

-0 . 2

-0 . 1

0

0 . 1

0 . 2

0 . 3

0 . 4

0 . 5

0 . 6

0 . 7

[ mm ]

[ m ]1 2 3 4 5 6 7 8

1 2 3 4 5

MAN Diesel

05.17

1699951-5.0Page 4 (6)Technical calculations

GUIDING EPOXY CHOCK CALCULATING ACCORDING TO LLOYDS REGISTER

Epoxy resin : EPOCAST 36 pourable chocking compound

Engine weight incl. water and oil : 23500 [kg]Number of holding down bolts : 34Thread diameter of holding down bolts : 24 [mm]Diameter of holes for holding down bolts : 26 [mm]Number of fitting bolts : 2Thread diameter of fitting bolts : 24 [mm]Diameter of holes for fitting bolts : 27 [mm]Number of lifting screws : 8Diameter of holes for lifting screws : 27 [mm]Coefficient of- friction : .10Number of chocks : 18Effective chockarea : 11554 [cm2]

Chock number 9 8 7 6 5 4 3 2 1Width [mm] 160 160 160 160 160 160 160 160 160Lenght [mm] 360 365 440 440 440 440 440 440 320Space [mm] 0 40 40 40 40 40 40 40 40 0

Bolt material SCrNi yield stress 685 N/mm2 Foundation Bolts

Tension pr. bolt (chock load = 3.60 N/mm2) [kN] : 109Tension in % of yield stress * [%] : 66Elongation of bolt * [mm] : .42

Bolt torque acc. to class * [Nm] : 529

Chock load due to weight alone, must be < .70 [N/mm2] : .20Deformation based on 40.0 mm chock height [mm] : .037Epoxy amount based on 40.0 mm chock height + 15 % [L] : 53.1

IMPORTANTBolt thread and contact faces to be lubricated with MOLYCOTE pasta type G

Fig.5A

107000

L28/32A

FOUNDATIONPLAN 8L28/32A

*** MAN B&W ALPHA DIESEL ***

EPOXY CHOKS

4005

AFT FORE

9 8 7 6 5 4 3 2 1

1300

FLY

WH

EE

L

:Holding-down bolt :Adjusting screw :Fitting bolt

MAN Diesel

05.17

1699951-5.0Page 5 (6) Technical calculations

Fig.5B

GUIDING EPOXY CHOCK CALCULATING ACCORDING TO LLOYDS REGISTER

Epoxy resin : EPOCAST 36 pourable chocking compound

Gear weight incl. water and oil : 7700 [kg]Number of holding down bolts : 10Thread diameter of holding down bolts : 24 [mm]Diameter of holes for holding down bolts : 26 [mm]Number of fitting bolts : 2Thread diameter of fitting bolts : 24 [mm]Diameter of holes for fitting bolts : 27 [mm]Number of lifting screws : 4Diameter of holes for lifting screws : 24 [mm]Coefficient of friction : .10Number of chocks : 6Effective chockarea : 1984 [cm2]

Chock number 3 2 1Width [mm] 90 90 90Lenght [mm] 370 408 370Space [mm] 0 40 40 0

Bolt material SCrNi yield stress 685 N/mm2 Foundation Bolts

Tension pr. bolt (chock load = 3.60 N/mm2) [kN] : 75Tension in % of yield stress (8.8) * [%] : 48Elongation of bolt * [mm] : .24

Bolt torque acc. to class * [Nm] : 362

Chock load due to weight alone, must be < .70 [N/mm2] : .38Deformation based on 40.0 mm chock height [mm] : .050Epoxy amount based on 40.0 mm chock height + 10 % [L] : 8.7

IMPORTANTBolt thread and contact faces to be lubricated with MOLYCOTE pasta type G

107000

L28/32A

FOUNDATIONPLAN 52V027

*** MAN B&W ALPHA DIESEL ***

EPOXY CHOKS

AFT FORE

:Holding-down bolt :Adjusting screw :Fitting bolt

1228

3 2 1

1500

MAN Diesel

05.17

1699951-5.0Page 6 (6)Technical calculations

Exhaust piping arrangements

When a proposal for arrangements of the exhaustpiping is sent to MAN B&W Alpha, cal-cultions ofback pressure, expansion, and distribution of sup-ports are worked out as a service, free of charge.

Whirling and axial vibration calculations

Whirling (= lateral) and axial vibration calculations ofthe propeller shaft line are carried out for plantsclassified by Lloyd's Register according to the classrequirements, and approvals will be obtained.

If desired, calculations can be made for any particu-lar plant against a fee, but normally whirling and axialvi brations are of no concern for propeller shaft lines.

Torsional vibration calculations

Torsional vibration calculations (TVC) are very im-portant and always made for each plant. We performthe TVC's for the complete system, ie engine, reduc-tion gear, propeller, and PTO.

Calculations are made for all conditions:- PTO clutched in/clutched out- PTO loaded/unloaded- for twin engine plants: one engine/two engines

running- all possibilities are calculated in both normal

condition and with one cylinder misfiring (nocombustion).

The purpose of the calculations is to ensure correcttorsional vibration behaviour of the complete propul-sion system under all conditions.

Correct behaviour means that the vibration level inall elements is within acceptable limits and that theTVC are accepted from the relevant ClassificationSociety.

The vibration behaviour of the system is adjusted, ifnecessary. The adjustments are made by modifyingthe size of the flywheel, the propeller shaft diameteror the characteristics or type of flexible coupling.

Necessary information and data

In general, the following data are necessary for allcomponents not made by MAN B&W Alpha:- moment of inertia "J" (kgm2) for all masses- stiffness "C" (Nm/rad) for all shafts- type of flexible coupling "F"- gear ratio "l" for gear

The necessary data in the following cases are asfollows:

PTO system

Besides the above data a sketch of the system isrequired.

Information on the operation of the system is needed,ie which conditions of operation will be used, andhow much power will be absorbed in each case.

Multi-engine plants

In these cases information on the different types ofoperation is necessary in order to be able to makecalculations, as close as possible to the expectedoperating conditions of the system.

A sketch of the gearbox showing the inertia, gearratios etc must be supplied from the manufacturer ofthe gearbox.

Piping diagrams

We look forward to receiving piping diagrams fromthe yard or from the consulting firm and supply themwith our comments and recommendations.

107000

L28/32A

J1 J2

J3

F C1

C2

J4 J5

i

MAN Diesel & Turbo

Arrangement drawings

Prior to the final engineering stage we need con-firmed documentation for the project in question and with the following drawings in our possession:

Ship lines plan

Engine room arrangement

General arrangement

Foundation (re-engining)

Exhaust gas system

Together with adequate information on the hull our Project Engineers are able to carry out arrangement drawings showing the most suitable location of the propulsion plant in the ship.

The optimum layout of propeller shaftline and bear-ings, location of Power Take Off (PTO) and execution of exhaust pipe will be highly considered as well as securing sufficient space for daily maintenance and major overhauls.

Moreover, to assist the naval consultant or the shipyard in accomplishing arrangement drawings, drawings of our complete propulsion package can be forwarded on CD-ROM or by E−mail direct to you. The drawings will be forwarded in DXF− or DWG−format in latest version, which can be imported by most CAD−systems.

Our Project Service from sales to order implementa-tion comprises fields such as:

– Selection of optimum propulsion plants

– Preparation of specific arrangement drawings, piping diagrams etc

– Lay-out of accessories

– Waste heat recovery

– Installation and alignment guidance

Project Service1696467-1.1Page 1 (1)

Contract documentation

Plant Specific Installation Manual

Once the contract documentation has been com-pleted a Plant Specific Installation Manual will be available on the extranet.

Instruction manual

As part of our technical documentation, an instructionmanual will be forwarded. The instruction manual is tailor–made for each individual propulsion plant and includes:

Descriptions and technical data Operation and maintenance guidelines Spare parts plates

The manual can be supplied as a printed copy as well as an electronic book in English on CD–ROM.

Customer information

MAN Diesel & Turbo SENiels Juels Vej 15DK-9900 FrederikshavnDenmark

Phone +45 96 20 41 00 Fax +45 96 20 40 30E-mail info-frh@mandieselturbo.comwww.mandieselturbo.com

10.39

109000

General

MAN Diesel

05.17

1699929-0.0Page 1 (1) Noise and vibration levels - reduction gear

Noise and vibrations from the reduction gear areminimized by using cast iron gearboxes, precisionground helical gear wheels and pressure lubricatedjournal bearings.

The airborne noise emitted from the reduction gear,ie the hydraulic system is normally considerablylower than the noise emitted from the main engine,which means that the reduction gear will not contrib-ute to increase the overall noise level in the engineroom.

The design of the reduction gear favours suppressionof vibrations. Only in a small band around the toothfrequency insignificant vibrations may occur. This willdepend on the actual design and stiffness of thefoundation of the reduction gear.

108000

L23/30AL28/32A

MAN Diesel

The yard is solely responsible for the adequate de-sign and the quality of the foundation.

The foundation and the surrounding body of the shipshould be as strong and stiff as possible to absorbthe forces and torques.

It must be ensured that the natural frequences ofimportant part structures, eg panels, bulkheads,piping etc have a sufficient safety margin in relationto the main exitation frequency.

The main engine and reduction gear are normallyrigidly mounted to the foundation, either on steel orepoxy chocks.

Further information concerning dimensions on holding-down bolts, steel chocks, side and collision chocks,position of side chocks, and installation of holding-down bolts will be given in the Plant InformationBook.

Holding-down bolts, side chocks, collision chocks,and steel chocks are normally not supplied with theplant, but if required they can be supplied separately.

In the section for engine/reduction gear a more de-tailed description of the foundation design is given.

The MAN B&W propulsion plant is designed to meetthe demands for low noise and vibration levels. Toreduce transmission of engine excitations to the hulleven further the engine can be resiliently mounted.Proposals will be forwarded on request.

Note

Coolers or tanks for hot oil or similar must not beplaced in immediate contact with the foundation ofthe reduction gear or engine as thermal fluctuationsmay cause variations in the centre height of thecrankshaft and of the gear shaft with consequentrisks of misalignments of crankshaft, gear shaft orgear wheel. If any doubts should occur, please con-tact MAN B&W Alpha.

Foundation for engine and reduction gear - general1696469-5.0Page 1 (1) 109000

L23/30AL28/32A

05.17

MAN Diesel & Turbo

1699918-2.0Page 1 (2) Weights and dimensions of principal parts

L28/32A

109000

10.46

Connecting rod approx 80 kg

Piston with connecting rod incl lifting tool approx 130 kg

Cylinder liner approx 115 kg

Cylinder liner incl lifting tool approx 140 kg

ø280

370

404

1005

ø280ø375

684

Piston approx 39 kg

MAN Diesel & Turbo

1699918-2.0Page 2 (2)Weights and dimensions of principal parts

L28/32A

109000

10.46

Charging air cooler approx 390 kg

Complete turbocharger:6-7-8L28/32A approx 520 kg9L28/32A approx 800 kg

585

758

480

680 510

Cylinder head approx 225 kg

Cylinder head incl lifting tool approx 235 kg

Description

The air intake to the engine room should be sodimensioned that a sufficient quantity of air is availa-ble not only for the main engine, auxiliaries, boilersetc, but also to ensure adequate ventilation andfresh air when work and service are in progress.

We recommend the ventilation capacity should bemin 20% more than the required air consumption (intropical conditions up to 50% should be consid-ered) for main engine, auxiliaries, boilers etc.

It is important that the air is free of oil and sea waterto prevent fouling the ventilators and filters.

The air consumption of the main engine is as statedbelow:

Engine type Air consumption at mcrapprox kg/h

6L28/32A7L28/32A8L28/32A9L28/32A

11800137001570017700

Approx 50% of the ventilating air should be blown inat the level of the top of the main engine close tothe air inlet of the turbocharger. Air should not beblown directly onto heat emitting components ordirectly onto electrical or other water sensitiveapparature.

A smaller airflow should be evenly distributedaround the engine and reduction gear to dissipateradiated heat.

With the engine room battened down and all airconsuming equipment operating, there shouldalways be a positive air pressure in the engineroom.

Surplus air should be led up through the casing viaspecial exhaust openings, alternatively extractionfans should be installed.

Fire arresting facilities must be installed within thecasings of the fans and ventilation trunkings toretard the propagation of fire.

MAN Diesel & Turbo

1699921-6.0Page 1 (1) Ventilation of engine room and air intake for engine 109000

L28/32A

2014.02.06

MAN Diesel

05.17

Chocks

2615

315

CL

CL

2445

Chocks

1000

1699917-0.0Page 1 (3) Space requirements

Dismantling space

Sufficient space for pulling the pistons, cylinderliners, cylinder heads, and charging air cooler must beavailable.

Normal lifting height for pistons, fig 1

Minimum lifting height for pistons, fig 2

Fig.2A Fig.2B Fig.2C

109000

L28/32A

MAN Diesel

05.17

2600

Chocks

1000

Chocks

2740

1699917-0.0Page 2 (3)Space requirements

Fig.3

Note

The lifting height for cylinder heads can beaccomodated within the height required for the cylin-der liner.

Normal lifting height for liners, fig 3

Fig.4A Fig.4B Fig.4C

109000

L28/32A

Minimum lifting height for liners, fig 4

MAN Diesel

05.17

1699917-0.0Page 3 (3) Space requirements

Fig.5

109000

L28/32A

Minimum space for dismantling of the chargingair cooler, fig 5

1315

1180

MAN Diesel

05.17

Several systems have been developed to avoid anysea water inside the ship.

Such systems are advantageous in the followingconditions:

- Sailing in shallow waters- Sailing in corrosive waters (eg some harbours)- Dredging

Also when using other types of closed cooling watersystems the high and low temperature fresh watersystems are separated by the HT cooler.

Both LT and HT systems require a thermostaticvalve to be installed to control temperatures.

1699952-7.0Page 1 (2) 1045000Closed cooling systems

Fig.1

A disadvantage of a closed cooling system can be itspoor heat transfer coefficient.

LT coolers having very small temperature differ-ences between the cooling water and the sea or rawwater, require a relatively large heat exchanger toenable sufficient heat transfer.

MAN B&W Alpha is available to offer advice andmake calculations for specific cooler types, but thefinal responsibility for design, pressure heads,strength, and system maintenance remains with theyard.

In the following is given a brief description of some ofthe systems available.

DESCRIPTION:

5 LT BOX COOLER7 LT PUMP8 LT STAND-BY PUMP9 CHARGING AIR COOLER

10 LO COOLER FOR GEAR11 LO COOLER FOR ENGINE12 HT COOLER FOR ENGINE13 LT THERMOSTATIC VALVE14 LT EXPANSION TANK15 HT PUMP16 HT STAND-BY PUMP17 HT THERHOSTATIC VALVE18 HT EXPANSION TANK

COOLERMAIN ENGINE

GEAR OILCOOLERMAIN ENGINE

LUB. OILCOOLERMAIN ENGINE

CHARGE AIRCOOLERMAIN ENGINE

MAINENGINE

L28/32A

MAN Diesel

05.17

1699952-7.0Page 2 (2)Closed cooling systems

Sea chest cooling (box cooling), fig 1

The cooler for this type of closed cooling system is apremanufactured tube bundle installed in a seachest.

This tube bundle ensures a relatively good heattransfer coefficient and a low pressure head for thecirculating pumps.

The movement of the sea or raw water across theheat exchanger surface is initiated by the movementof the heated sea water upwards because of thelower density compared with that of the surroundingwater.

This means that the heat transfer is less dependentof the ships speed.

The tube bundle is well protected from mechanicaldamage and can be removed for repair or cleaningwithout docking the vessel.

Keel cooling

Keel cooling is based on hollow profiles mounted onthe outside of the ship side, in direct contact with thesea or raw water and with the cooling water circulat-ing within a closed circuit, transferring the heat fromengine and other equipment.

It should be noted that keel cooling will often disturbthe water flow along the ships hull and can effectpropeller efficiencies and produce propulsion ex-cited vibrations. It can also result in increased fuelconsumption and/or speed reductions.

Skin cooling

Skin cooling is a closed cooling system, where adouble wall design of the outer skin is used forcirculation of the cooling water.

The contact of the outer skin with the sea or rawwater transfers the heat from the engine and otherequipment to the sea.

A special version of skin cooler is where a ballasttank is used as an integrated part of the skin coolingsystem.

The heat to be dissipated is transferred to the sea orraw water through the plating of the tank.

The heat transfer coefficient is very low, but if a tank(eg ballast tank) is available for this use it is often avery cheap method for a closed cooling system.

1045000

L28/32A

MAN Diesel

05.17

1699938-5.0Page 1 (2) Information of power supply available

It is a prerequisite that MAN B&W Alpha knows thevoltage on board ie if we are to supply the correctequipment to the yard such as el-motors, starters,navigation equipment, control equipment etc.

Normal voltages can be:3 phased: 3 x440 V, 3 x380 Vsingle phased: 3 x220 V, 3 x 110 V

These voltages can be with the frequencies of50 Hz or 60 Hz.

The remote control and safety system requires a 24V DC power supply.

A poor quality of the power supply and fluctuations involtage might damage certain electronic circuits andtherefore we supply as minimum a converter unlesswe have a guarantee from the yard that they supplya power supply, which is up to the standard of therequirements of MAN B&W Alpha.

Fig.1

Standard power supply per propeller, fig 1

MAN B&W Alpha supply as standard one powersupply 24 V DC/15 A with 8 Ah battery back-up. Thescope of supply comprises power supply for remotecontrol and safety system only as well as batteryback-up.

Necessary fuses and separate power supply for theemergency manoeuvre system is yard supply.

Optional power supply per propeller

Optionally we can supply one double power supply2 x 24 V DC/15 A with 2 x 8 Ah battery back-up.

The scope of supply comprises a 19" magazine withpower supply and automatic fuses for remote controlsystem, safety system and emergency control aswell as ventilator and battery back-up with cut-off atabnormal battery condition.

111000

L28/32A

220 V ACto 24 V DCconverter

with integrated

battery back-upc no

Optional Battery failure alarm

Ship Emergency24 V DC supply

220 V ACsupply

10 A peak50 W nominal

10 A

10 A

10 A

10 A

10 A

10 A

Remote control supply24 V DC

24 V DC

24 V DC

Safety system supply

Emergency control supply

2 03 24 86--8.0

MAN Diesel

05.17

1699938-5.0Page 2 (2)Information of power supply available

Cable connection

Once the Contract has been signed, a cable plan andconnection lists showing each cable connection tothe terminals are supplied by MAN B&W Alpha.

Power supply cables must be of size 2.5 mm2.

The signal cables should have wires with cross-sectional area, min 0.5 mm2 and max 1.5 mm2.

All cables should be shielded and the screen shouldbe connected to earth (terminal boxes) at both ends.

If the supply cable between the bridge and theengine room is more than 60 metres long, thevoltage drop should be calculated. In this caseplease contact MAN B&W Alpha.

Signal cables must not be run alongside any otherpower cables conducting high voltage (ie to largemotors etc) or radio communication cables. Cablesfor remote control signals can induce current fromtheir immediate environment sufficient to disturb oreven damage the electronic control system.

111000

L28/32A

Engine

5000

MAN Diesel & Turbo

List of Capacities 5000003700242-5.0Page 1 (1)

L28/32A

12.22, Tier II

6L-9L: 245 kW/Cyl. at 775 rpmReference Condition : TropicAir temperatureFresh water to air coolerSea water max. temperatureAir pressureRelative humidity

°C°C°Cbar%

453632150

Temperature basis 1)

Setpoint HT cooling water engine outlet

Setpoint LT cooling water engine outlet Freshwater

Setpoint LT cooling water engine outlet Seawater

Setpoint Lube oil inlet engine

°C

°C

°C

°C

79°C nominal (Range of mechanical thermostatic element 77°C to 85°C)

35°C nominal (Range of mechanical thermostatic element 29°C to 41°C)

24°C nominal (Range of mechanical thermostatic element 18°C to 30°C)

54°C nominal (Range of mechanical thermostatic element 51°C to 60°C)

Number of Cylinders - 6 7 8 9Engine outputSpeed

kWrpm

1470 1715 1960 2205 775

Engine 4)

Fuel oil consumption MDOExhaust gas quantity Exhaust back pressureExh. temp. after turbocharger at ISO ambient conditions Air consumption at ISO ambient conditions

m3/hkg/h 5)

mbar°C

kg/h 3)

0.355 0.415 0.475 0.535 12000 14000 16300 18000 25 310 330 330 310 11800 13700 15700 17700

Fuel equipmentPrimary pump built-onPrimary pump pressure MDO

m3/hbar

1.4 1.8 - 2.0

Cooling water system 2)

Sea water pump approx. 1.5 x L.T.Low temp. pump F.W. pumpHigh temp. pump F.W. pump

bar / m3/hbar / m2hbar / m3/h

2 / 90 2 / 90 2 / 95 2 / 105 2 / 60 2 / 60

Lubricating oil systemMain pump built onStand-by pump

bar / m3/h bar / m3/h

5 / 36 5 / 24 5 / 30 5 / 30 5 / 30

Starting air systemAir consumption per start incl. jet assist approx.Total capacity starting air compressors

Nm3

l/min 1.6 1.8 1.8 2.0 250 250 250 375

1) HT cooling water flow through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat. LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-

cal thermostat. 2) Basic values for layout of the coolers. 3) Under above mentioned reference conditions. 4) Tolerance: quantity +/- 5%, temperature +/- 20°C. 5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

MAN Diesel & Turbo

502000Recalculation of fuel consumption dependent on

ambient conditions

General

12.12

1624473-6.2Page 1 (1)

All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depend-ing on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Per-formance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional requirements for engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged en-gines as follows:

The formula is valid within the following limits:

+ Ambient air temperature 5° C – 55° C

+ Charge air temperature before cylinder 25° C – 75° C

+ Ambient air pressure 0.885 bar – 1.030 bar

ß Fuel consumption factor

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

Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr txCharge air temperature before cylinder [°C] tbar tbaxAmbient air pressure [bar] pr px

Example

Reference values:

br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar

At Site:

tx = 45° C, tbax = 50° C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

ß = 1+ 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px)

bx = br x ß br =bxß

MAN Diesel & Turbo

Fuel Oil Consumption for Emissions Standard

L28/32A

14.27 - Tier II

3700227-1.1Page 1 (2)

6-9L28/32A: 245 kW/cyl. at 775 rpm, Controllable-Pitch Propeller (CPP)

6-9L28/32A: 245 kW/cyl. at 775 rpm, Fixed-Pitch Propeller (FPP)

502090

% Load 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with HFO/MDO without attached pumps 2) 3)

194 1921) 191 196 216

1) Warranted fuel consumption at 85% MCR2) Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account.3) Based on reference conditions, see "Reference conditions"

Table 1 Fuel oil consumption

% Load 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with HFO/MDO without attached pumps 2) 3)

194 1921) 190 193 202

1) Warranted fuel consumption at 85% MCR2) Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account.3) Based on reference conditions, see "Reference conditions"

Table 2 Fuel oil consumption

All data provided in this document is non-binding and serves informational purposes only. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

No of cylindersFuel oil consumption at idle running (kg/h)

6L 7L 8L 9L

Speed / 775 rpm 35 40 45 50

Table 3 Fuel oil consumption at idle running

IMO Tier II requirements:

IMO: International Maritime Organization MARPOL 73/78; Revised Annex VI-2008, Regulation 13.

Tier II: NOx technical code on control of emission of nitrogen oxides from diesel engines.

Note!Operating pressure data without further specification are given below/above atmospheric pressure.

For calculation of fuel consumption, see "502000 Recalculation of fuel oil consumption dependent on ambient conditions"

MAN Diesel & Turbo

Fuel Oil Consumption for Emissions Standard

L28/32A

14.27 - Tier II

3700227-1.1Page 2 (2)502090

All data provided in this document is non-binding and serves informational purposes only. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)

Air temperature before turbocharger tr °C 25

Ambient pressure pr bar 1

Relative humidity Φr % 30

Engine type specific reference charge air temperature before cylinder tbar 1) °C 40

Net calorific value NCV kJ/kg 42,700

1) Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25° C LT cooling water temperature before charge air cooler (according to ISO)

Table 4 Reference conditions

With built-on pumps, the SFOC will be increased in [%] by:

Lubricating oil main pump 0.7 x %

LT Cooling water pump 0.7 x %

HT Cooling water pump 0.7 x %

Fuel oil feed pump* 0.03 x %*only for MDO/MGO operation

For different net calorific value, the SFOC will be corrected in [%] by:Net calorific value NCV rise 427 kJ/kg - 1.0 %

Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger:

U = ( -20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0

Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger:

O = ( pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0

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

110load % + 10

110load % + 10

110load % + 10

110load % + 10

MAN Diesel

Part load operation with HFO below 20% enginerating is only permitted for a limited period of time.

This is due to the fact that the amount of combus-tion residues becomes excessive because of thelow process temperatures in the combustion cham-ber at low load.

GUIDE VALUES FOR ADMISSIBLE LOW LOAD OPERATION ON HEAVY FUEL OILBELOW 20% LOAD.

EXAMPLE: A) WITH 10% LOAD 19 HOURS MAXIMUM OPERATION ON HEAVY FUEL OILADMISSIBLE. THEN CHANGE-OVER TO DIESEL FUEL.

B) OPERATE ENGINE FOR APPROX 1.2 HOURS WITH 70% RATINGMINIMUM, IN ORDER TO BURN OFF RESIDUES, AFTER WARDS LOWLOAD OPERATION ON HEAVY FUEL OIL CAN BE CONTINUED.RUNNING UP TO 70% POWER: APPROX 15 MIN.

Part load operation on HFO1696480-1.0Page 1 (1)

Therefore the load has to be increased after a cer-tain time, in order to burn off residues. See figuresbelow.

If operating with frequent and prolonged periods atloads below 10% of MCR it is recommended to pre-heat the charging air.

05.17

502090

L23/30A

NOTE: NO RESTRICTION ABOVE 20 % POWER

PO

WE

R (

PR

OP

ELL

ER

/GE

NE

RA

TO

R)

(%)

OPERATING PERIOD (h)OPERATING PERIOD (h)

HEAVY FUELOPERATION

DIESEL FUEL OPERATION

a) b)10

15

20

5

210 3

POWER70% MINIMUM

2 03 24 67--7.0

20 30 40 50 60 70 80 9010510

MAN Diesel

Engine internal fuel system

The engine comes equipped with different fuelequipment depending on fuel oil quality.

For fuel oil quality, see Oil List.

The standard engine, for operation on MDO (Ma-rine Diesel Oil), is equipped with built-on:– fuel oil primary pump– double filter with paper inserts– fuel oil pumps– uncooled fuel injection valves

Cooling of fuel injection valves is only specifiedif Conradson Carbon Residue exceeds 1.5%.

The standard engine, for operation on HFO (HeavyFuel Oil), up to 380 cSt/50°C, is equipped with built-on:– fuel oil primary pump– fuel oil duplex slit filter– fuel oil back pressure valve– fuel oil pumps– cooled fuel injection valves– equipment for cleaning of turbocharger during

operation

Fuel oil system - general1696496-9.0Page 1 (1)

For installations with more than one main engine acommon fuel feed system and a common nozzletemperature control system should cover all en-gines.

Common electrically driven primary pump shouldbe installed, replacing the built-on primary pumps.

The figures given in the subsequent description offuel oil systems are valid for the main engine onlyand do not consider connection of auxiliary enginesand boilers.

The maximum injection viscosity is 12-14 cSt.

Velocity recommended for fuel pipe:

- MDOSuction pipe 0.5-1.0 m/sPressure pipe 1.5-2.0 m/s

- HFOSuction pipe 0.3-0.8 m/sPressure pipe 0.8-1.2 m/s

05.17

535000

L23/30AL28/32A

MAN Diesel

05.17

1699939-7.0Page 1 (3) 535000Fuel oil system for operation on gas/diesel oil

Fig.1

Fuel oil storage

The storage and handling system comprises pipesystem, bunker tanks, and transfer system.

Cleaning system

The cleaning system comprises settling tank, pipesystem, and equipment for cleaning of the MDO priorto use in the engine.

The settling tank should be designed to provide themost efficient sludge and water separation. The tankshould be provided with baffles to reduce mixing ofsludge with the fuel. The bottom of the tank should bewith a slope toward the sludge drain valve(s), and thepump suction must not be in the vacinity of the sludgespace.

DESCRIPTION:

1 PREFILTER

2 TRANSFER PUMP

3 PURIFIER

4 SERVICE TANK

5 SIGHT GLASS

6 DUPLEX FILTER (MAGNETIC INSERT)

7 HAND PUMP

8 PRIMARY PUHP

9 DUPLEX FILTER (PAPER INSERT)

SHUT-OFF VALVES AT B2 AND B4 IS TO BE PLACED AS

CLOSE TO THE CONNECTION AS POSSIBLE.

LEAK OIL OUTLET TO DRAIN TANK:

IF EQUIPPED WITH LEAK OIL ALARM (LAH 22} THE

LEAK OIL OUTLET CONNECTION B7A IS 8 X 1.

CONNECTION:

B1 FUEL OIL PRIMARY PUMP - SUCTION

B2 SPILL OIL RETURN TO SERVICE TANK

B4 FUEL OIL CIRCULATION TO SERVICE TANK

B7 LEAK OIL TO DRAIN TANK

B7A LEAK OIL TO DRAIN TANK (WITH ALARM)

SERVICE (ITEM 4):MIN. CAPACITY IN m3

PURIFIER OR SETTLINGTANK NONE

6L28/32A 1.3 4.0

8L28/32A 1.8 5.5

9L28/32A 2.0 6.0

WHEN EQUIPPED WITH HAND PUMP (ITEM 7):

THE LOWEST OIL LEVEL OF THE SERVICE TANK MUST BE

MIN. 2500 mm ABOVE CENTERLINE OF CRANKSHAFT.

IF THE HAND PUMP IS REPLACED WITH AN ELECTRICAL

PRIMARY STAND-BY PUMP, THE LOWEST OIL LEVEL OF THE

SERVICE TANK MUST BE MIN. 500 mm ABOVE THE INLET TO

THE PUMPS.

2 01 91 89-1.1

L28/32AF

rom

bu

nker

/set

tling

ta

nk

To

drai

n

Ret

urn

to

bunk

er/s

ettli

ng

tank

1

28 x 2

20x

2

3

2

12 x 1.5

18x

2

18x

2

DN

32

20x

2

5 4

6

7

8

9 B1

B2

B4

B7 (A)

B7 (A)

LAL

LAH

22

PI

3.2

PAL

20

PDAH

19

To

slud

ge

To sludge

MAN Diesel

05.17

1699939-7.0Page 2 (3)Fuel oil system for operation on gas/diesel oil

We recommend the capacity of a single settling tankshould be sufficient to ensure minimum 24 hoursoperation.

Purifier, item 3

For engines operating on MDO we recommend clean-ing of the oil by a purifier to remove water. For theblended fuel (M3 in accordance to BS MA1G0 fuel oilspecification) which can be expected in some bunkerplaces, the purifier is also an important cleaningdevice. We recommend the automatic self-cleaningtype.

The purifier can as a guide be dimensioned as follows:

Q = C x (24/T) x (100/B) litres/hour

Q: rated capacity of the purifier in litres/hoursC: consumption at MCR in litres/hoursT: daily separating time: 22-24 hours depending

on purifier typeB: through-put (%) For MDO: B = 60-80

The guidance given by the manufacturer of the purifiermust be observed.

Pre-heating is not normally necessary, but a purifyingtemperature of approx 40°C is recommended forbetter separation. Some MDO has a high contents of"parafin" which cloggs up filters and can causeunintended engine stopping.

Service tank, item 4

The service tank shall be so dimensioned to containpurified MDO for operating for minimum 4 hours atMCR.

Attention must be paid that the fuel inlet pipe isconnected to the side of the tank in such a position toavoid sludge and water contamination of the MDO.

A vent pipe from the tank should be led up to decklevel minimum 500 mm above the tank.

Duplex filter, item 6

A duplex magnetic filter is to be installed in the suctionside of the fuel oil primary pump for its protection.

Design data:Capacity: See enclosed data sheet - built-on

primary pump capacityMesh size: 0.5-0.8 mm

For installation without stand-by pump

The lowest oil level in the service tank must not beless than 2500 mm above centreline of the crankshaftto enable operating by gravity in the event of abreakdown of the attached primary pump. Further-more it is necessary to install a hand pump (item 7) tofacilitate venting of the fuel oil system.

For installation with stand-by pump

To ensure satisfactory suction during start-up, thelowest oil level in the service tank must be at least 500mm above the suction to the primary and stand-bypumps.

Design data:Capacity: 2.5 x MCR consumptionPressure: 2 bar

Fuel oil consumption

For calculating necessary size of tank, centrifuges,stand-by pumps etc the consumptions stated below,based on MCR, should be used. These values includean addition for engine driven pumps plus 3% toler-ance.

ENGINE TYPE CONSUMPTIONkg/hour litres/hour

6L28/32A 305 3637L28/32A 356 4248L28/32A 407 4859L28/32A 458 545

The conversion from kg/hour to litre/hour is based onfuel with a density of 840 kg/m3.

For information on fuel oil specification MDO, see OilList.

535000

L28/32A

MAN Diesel

05.17

1699939-7.0Page 3 (3) Fuel oil system for operation on gas/diesel oil

Fuel consumption meter

If a fuel consumption meter is used, it is necessary toensure that the static operating pressure for theflowmeter is sufficient under all operating conditions.

For operation on MDO the difference in flow betweenfuel oil inlet and outlet should be measured. It must beconsidered that leak oil is not consumed by the-engine but passes inlet flow meter.

535000

L28/32A

The flowmeter must not present any restrictions in thefuel oil system.

If any doubts then please contact MAN B&W Alpha.

MAN Diesel

05.17

Ret

urn

to b

unke

r ta

nk (

MD

O)

Ret

urn

to b

unke

r tan

k (H

FO)

To sludge

ALPHA L28/32A

To sludge To sludge

To sludge

To sludge

To drain

To drain 29Jacked cooling water see cooling water schematic diagram

Fro

m b

unke

r ta

nk (

MD

O)

To sludge To sludge

To sludge

Filling of oil

Marine disel oil

Nozzle cooling oil

Heavy fuel oil

1699940-7.0Page 1 (6) External heavy fuel oil system up to 380 cSt/50°C

Fig.1

DESCRIPTION:

1 SETTLING TANK2 PREFILTER2A PREFILTER3 HFO TRANSFER PUMP FOR PURIFIER3A HFO TRANSFER PUMP FOR CLARIFIER4 PREHEATER FOR PURIFIER/CLARIFIER4A PREHEATER FOR PURIFIER/CLARIFIER5 HFO PURIFIER6 HFO CLARIFIER7 HFO SERVICE TANK8 PREFILTER8A PREFILTER9 PRESSURE PUMP9A PRESSURE STAND-BY PUMP10 AUTOMATIC FILTER [FINESS 10 MICRON!11 MIXING PIPE12 AUT. OEAERATING VALVE13 PRESSURE REGULATING VALVE14 DUPLEX FILTER (MASHETIC INSERT)15 HFQ PRIMARY PUMP16 PREHEATER17 VISCOSITY CONTROL EQUIPMENT18 DOUBLE SLIT FILTER19 HFO PRIMARY STAND-BY PUMP2O SIGHT GLASS21 PREFILTER22 MDO PUMP FOR PURIFIER/TRANSFER PUMP23 MDO PURIFIER24 MDO SERVICE TANK25 SIGHT SLASS28 NOZZLE COOLING OIL TANK27 PREFILTER28 NOZZLE COOLING OIL PUMP28A MOZZLE COOLING OIL STAND-BY PUMP29 NOZZLE COOLING DIL HEAT EXCHANGER

CONNECTION:

B1 FUEL OIL PRIMARY PUMP - SUCTION

B2 SPILL OIL RETURN TO DRAIN TANK

B3 FUEL OIL STAND-BY PUMP- PRESSURE

B4 FUEL OIL CIRCULATION TO MIXING PIPE

B5 FUEL OIL TO PREHEATER

B6 FUEL OIL FROM PREHEATER

B7 LEAK OIL TO DRAIN TANK

B7A LEAK OIL TO DRAIN TANK (WITH ALARM)

C1 NOZZLE COOLING OIL - INLET

C2 NOZZLE COOLING OIL - OUTLET

LEAK OIL OUTLET TO DRAIN TANK:

THE PIPING SHOULD BE CONNECTED TO THE LOWESTOUTLET CONNECTION B7 AT NORMAL TRIM.

ALL TANKS AND PIPES FOR HEATEDOIL MUST BE INSULATES

SHUT-OFF VALVES AT B2 AND B4 IS TO BE PLACED ASCLOSE TO THE CONNECTION AS POSSIBLE.

535000

L28/32A

MAN Diesel

05.17

1699940-7.0Page 2 (6)External heavy fuel oil system up to 380 cSt/50°C

The HFO system comprises three separatesystems:

1. The HFO treatment and feed system2. The MDO treatment and feed system3. Nozzle temperature control system

1. HFO treatment and feed system

To ensure pumpability, the temperature of the HFOin the bunkertanks must be min 7°C above the pourpoint.

Settling tank(s), item 1

The settling tank should be designed to provide themost efficient sludge and water separation. Thismeans that the tank should be provided with bafflesto reduce the mixing of sludge with the fuel. Thebottom of the tank should slope towards the sludgedrain valve(s), and the pump suction must not be invacinity of the sludge space.

The capacity of the settling tank should be sufficientto ensure min 24 operating hours.

Pre-cleaning by settling will be more effective thelonger time the HFO has to settle, for which reasonwe recommend that filling of the tank should bepossible within 2 hours.

A high temperature level is recommendable forfacilitating the settling proces, but too high tempera-ture would promote aging (oxidation and polymeri-sation) of the fuel, resulting in presipisation ofasphaltenic hydrocarbons. The recommended tem-perature is about 70°C, unless a lower limit is set bysafety considerations. The temperature must not bemore than 10°C below the flash point.

Centrifuges, item 5 and 6

For engines operating on HFO it is necessary toclean the oil by centrifuging. We recommend twocentrifuges of the automatic self-cleaning types,operating in series (purifier, item 5, clarifier, item 6)with connections to enable parallel operation if thefuel should have a high content of water and dirt.

The purifier and the clarifier can as a guide bedimensioned as follows:

Q = C x (24/T) x (100/B) litres/hourQ: rated capacity of the purifierC: consumption at MCR liters/hourT: daily separating time: 22-24 hours depending

on purifier typeB: rate of flow (%)

Separating temperature according to fig 2.Specific load on heating surface: max 1.1 W/cm2

The guidance given by the manufacturer of thecentrifuges must be observed.

Fig.2

535000

L28/32A

Rate of flowRelated to rated capacity of centrifuge

100

80

60

40

20

%

Separation temperature

100

90

80

70

60

º C

50

40

15 25 45 75 100 130

30 60 80 180 380 700

200 400 600 1500 3500 7000

cSt/80º C

cSt/50º C

sec RI/100º F

log scales

Centrifuge and PreheaterMajor makers capacity specification

MAN Diesel

05.17

1699940-7.0Page 3 (6) External heavy fuel oil system up to 380 cSt/50°C

HFO service tank, item 7

The service tank should be dimensioned to containpurified HFO for operating for at least 12 hours.

The tank must be insulated and the temperature ofoil in the tank should be kept at minimum 60°C.Depending on separating temperature, and tankinsulation the temperature may rise to above 90°C.

The feed from the service tank to the mixing pipe isto be connected in a suitable distance above thebottom of the service tank to avoid sludge and watercontamination in the pipe.

Prefilter, items 3 and 8A

The pressure pumps must be protected by prefiltersitems 8 and 8A

Design data:Capacity: See capacity for pressure pump item 9Temperature: Max 90°CMesh size: 0.8-1.0 mm

Pressure pumps, items 9 and 9A

The HFO system must be pressurized to avoid gasseparation in the fuel oil piping. Pressurizing ismaintained by the pumps, item 9 and 9A, installedbetween the HFO service tank and automatic filter,item 10.

Design data:Type: Screw or gear pump with relief valveCapacity: MCR consumption + 15%Pressure: Max 4 barTemperature: Max 90°CViscosity atnormaloperation: max 140 cSt (corresponding to 70°C)Viscosity fordimensioningof el-motor: 1000 cSt

Automatic filter, item 10

An automatic filter should be installed between thepressure pumps and the mixing pipe (pressure tank).

As the flow is limited to the consumption of theengine, a filter with 10 µ mesh size should be used inorder to achieve optimal filtration.

Design data:Capacity: Fuel consumption of MCR + 25%Pressure: Max 8 barTemperature: Max 90°CMesh size: 10 micron nominel

Mixing pipe, item 11

The main purpose of the mixing pipe is to ensure goodventilation of gas from the hot fuel oil.

Furthermore the mixing pipe ensures a gradualtemperature balance by mixing the hot returned oilfrom the engine with the oil from the daily servicetank, and thereby reduces the heat requirements fromthe final preheater, item 16.

The mixing pipe should be dimensioned to containfuel oil for 10-15 minutes operation at MCR-load, andin any case not less than 50 litres.

Minimum diameter of mixing pipe: 200 mm.

Because the capacity of the fuel oil primary pump ishigher than the consumption of the engine, thesurplus oil from engine flange connection B4 must bereturned to the mixing pipe and must be adequatelyinsulated.

The flange connection B2 must be connected to adrain tank and not to the mixing pipe.

Pressure regulating valve, item 13

The pressure regulating valve is to be adjusted to apressure of approx 4 bar and the relief valve settingfor pressure pumps, items 9 and 9A is adjusted to ahigher pressure.

535000

L28/32A

MAN Diesel

05.17

1699940-7.0Page 4 (6)External heavy fuel oil system up to 380 cSt/50°C

Duplex filter, item 14

To protect the fuel oil primary pump a duplex mag-netic filter is to be inserted between the mixing pipeand the pump.

Design data:Capacity: See enclosed data sheet - built-on

primary pump capacityOperatingtemperature: Max 150°CPressure: Max 4 barPressure dropby clean filter: Max 0.05 barPressure dropby dirty filter: Max 0.1 barMesh size: 0.5-0.8 mm.

Preheater, item 16

In order to heat the HFO to the proper viscositybefore the injection valves (12 cSt), the oil is ledthrough the preheater.

The temperature of the HFO is regulated by anautomatic viscosity control unit, item 17, to 85-150°C(depending on the viscosity).

The specific load on heating surface: max 1.1 W/crn2.

Based on the minimum temperature of the oil fromthe HFO service tank will be 60°C and because thefuel requires to be heated to temperatures indicated intable below (corresponding to a viscosity of 12 cStplus an addition of 5°C to compensate for heat lossbefore injection) then the capacity of the preheater inkW should be minimum:

FUEL TYPE IF 80 IF 180 IF 380FINAL TEMP t=110°C t-131°C t-147°C

6L28/32A 15 20 22 7L28/32A 16 22 258La8/32A 17 24 289L2B/32A 18 26 31

The above capacities include a safety margin of 15%but the necessary capacity depends on the actual

fuel and condition. MAN B&W Alpha will be pleasedto make calculations for a specific condition onrequest.

Viscosity control equipment, item 17

Required for all viscosities to ensure the optimumviscosity of approx 12 cSt at the inlet to the fuelinjection pump. The viscosimeter should be of adesign which is not effected by pressure peaksproduced by the injection pumps. For efficient opera-tion, the pipe length between HFO preheater andviscosity control equipment should be as short aspossible (or in accordance with the manufacturer'sinstruction).

The viscosity control equipment should be able toswitch over to thermostatic control in case of mal-functioning.

HFO primary stand-by pump, item 19

The purposes of installing a primary stand-by pumpare:

- Circulation of HFO when engine is stopped.- Venting of HFO system before start after repair.- In case of damage to the built-on HFO primary

pump.

Design data:Capacity: 2.5 x MCR consumptionPressure: Max 8 barOperatingtemperature: Max 150°CViscosity at normaloperation: 20cSt (corresponding to 120°C)Viscosity fordimensioningof el-motor: 250 cSt (corresponding to 60°C)

General piping

Settling tank, service tank, and mixing pipe must beinsulated. All pipes for heated oil must be insulatedas well.

535000

L28/32A

MAN Diesel

05.17

1699940-7.0Page 5 (6) External heavy fuel oil system up to 380 cSt/50°C

The fuel oil pipe system must be made of seamlessprecision steel tubes which can be assembled bymeans of either cutting ring or clamp ring fittings.

Fuel oil consumption

For calculating the necessary size of tank, centri-fuges, stand-by pumps etc the consumptions statedbelow, based on engine MCR, should be used.

These values include an addition for engine drivenpumps plus 3% tolerance in accordance with ISOrequirements.

CONSUMPTIONENGINE IF 80 IF 380

TYPE kg/hour litres/hour litres/hour

BL28/32A 325 340 3307L28/32A 380 400 385BL28/32A 435 460 4409L28/32A 490 515 500

The conversion from kg/hour to litres/hour is basedon a fuel with density of 950 kg/m3 for IF 80, and 980kg/m3 for IF 380.

The low calorific heat value of the fuel oil corre-sponds to 40.225 kJ/kg.

Fuel consumption meter

For engines with pressurizing HFO system a fuelconsumption meter can be fitted between the auto-matic filter, item 10 and the mixing pipe, item 11.

Heavy fuel oil system below 80 cSt/50°C

Due to lighter fractions in the fuel oil, MAN B&WAlpha recommends a pressurized fuel oil system.

Operation on fuels with a viscosity of less than 80 cst/50°C may in some cases lead to the possibility ofusing a non-pressurized system ie an open de-aeration tank. If desired, we will forward a drawingand our layout recommendation of the open fuel oilsystem

2. The MDO treatment and feed system

The engine is designed for pier to pier operation onHFO. However, change-over to MDO might becomenecessary. For instance during:

- Repair of engine and fuel oil system- Docking- More than 5 days stop- Environmental legislation requiring use of low-

sulphur fuels

The layout of MDO treatment and feed systemshould be in accordance with the recommendations.

3. Nozzle temperature control system

Control of the temperature for the injection nozzlesis specified for engines operating on HFO, Theinjection nozzles' temperature control system is basedon operating with thermo or !ub oils. The pipes andtanks in the system must be insulated.

Nozzle cooling oil tank, item 26

The tank should be provided with venting pipe, oilfilling cover and an arrangement for inspection of oillevel.

The capacity of the tank should be approx 200-400litres.

Prefilter, item 27

To protect the nozzle cooling oil pumps (items 30and 30A) a prefilter should be inserted between thenozzle cooling tank and the pumps.

Design data:Capacity: See capacity for nozzle cooling

oil pump, item 32Temperature: Max 125°CMesh size: 0.8-1.0 mm

535000

L28/32A

MAN Diesel

05.17

1699940-7.0Page 6 (6)External heavy fuel oil system up to 380 cSt/50°C

Nozzle cooling oil pump, items 28 and 28A

This can be either a gear or a screw type pump.

Design data:Capacity: Min 1001/h x cylPressure: 4 barTemperature: Max 125°CViscosity at normaloperation: 18cSt for lub oil (corresponding

to 8S°C for SAE 30 oil)

Heat exchanger, Item 29

The temperature of the oil is maintained constantlyby the jacket water. At high load operation the oil willcool down the injection nozzles (oil temperatureabout 85°C) and at low load the nozzles will beheated (oil temperature about 70°C). The heat ex-changer should be of the tube or plate type.

Design data:Capacity: Approx 0.25% of the total MCR

power of the engine in kWPressure: Max 4 bar (oil side)

Max 2.5 bar (water side)

Pressure drop:Oil side: Max 0.5 barWater side: Max 0.3 bar

535000

L28/32A

MAN Diesel

05.17

1699941-9.0Page 1 (1) Lubricating oil system for engine - general

The standard lub oil system is based on wet sumplubrication but can also be supplied as dry sumplubrication on request.

Each engine must have its own separate lub oilsystem.

The standard engine is equipped with built-on:- Lubricating oil pump- Double non-return pressure regulating valve- Duplex lub oil filter (paper insert)

Lubricating oil consumption

The lub oil consumption at MCR is 0.7-1.0 g/kWh.

It should, however, be observed that during therunning-in period the lub oil consumption may ex-ceed the values stated.

Oil quality

Only HD lub oil (Detergent lub oil) should be used,having characteristics stated in the list of lubricatingoils.

Within the guarantee period, only the oils approvedby MAN B&W Alpha should be used.

Velocity recommendations for lub oil pipes:- Pump suction side 0.8-1.5 m/s- Pump pressure side 1.0-2.0 m/s

Venting of crankcase

For venting of crankcase please see “Arrangement ofexhaust piping”.

ENGINE TYPE CONSUMPTION AT MCRlitres/hour

6L28/32A 1.1 - 1.67L28/32A 1.3 - 1.98L28/32A 1.5 - 2.29L28/32A 1.7 - 2.5

535000

L28/32A

MAN Diesel & Turbo

10.14

1699942-0.1Page 1 (4) 540000Lubricating oil system for engine

Fig.1

Fig 1 shows the lub oil system for engines operating on MDO and fig 2 shows the system for HFO engines.

The internal tub oil systems are identical. The differ-ence occurs in the lub oil treatment. The following description refers to both figures.

THERM0STATIC VALVE (ITEM 5):

‘A’, ‘B’ AND ‘C’ - REFER TO CORRE-SPONDING MARKS OF THE PORTS OF THE VALVE.

For operation with MDO:

CONNECTION:

D2 LO TO COOLERD3 LO FROM COOLERD4 LO STAND-BY PUMP - SUCTIOND5 LO STAND~Br PUMP - PRESSURED7 LO TO PURIFIERD8 LO FROM PURIFIERD11 FLUSH OIL FROM AUT. LUB. OIL. FILTERD12 LO FILLINGH VENTING OF CRANKCASE

DESCRIPTION:

2 LD PUMP3 DOUBLE NON-RETURN VALVE/ PRESSURE REGULATING VALVE5 THERMOSTATIC VALVE6 LO COOLER7 DUPLEX FILTER (PAPER INSERT)9 LO STAND-BY PUMP10 PREFILTER (MAGNETIC INSERT)11 LO PUMP TO PURIFIER12 PREHEATEFt13 LO PURIFIER14 OIL TRAP

2 03 34 08-5.0

L28/32A

L28/32AH1-4

DN 65

D 12

TAL02

TI1.2

PSL05

1PAL

03

2PAL03

TAH

01 7

06

1.1

D4

D7

D3

9

1011

12

13DN 32

DN 80

DN 100

PSL04

2

TI1.3

6

5 'A''B' 'C'D

N 8

0

DN

80

TO

SU

MP

DN 80

DN 80

D5

D23

PDAH

PI

LAL11

MAN Diesel & Turbo

10.14

CONNECTION:

D2 LO TD COOLER D3 LO FROM COOLER D4 LO STAND-BY PUMP - SUCTIOND5 LO STAND-BY PUMP - PRES-SURED7 LO TO PURIFIER D8 LO FROM PURIFIER D12 LO FILLING H VENTING OF CRAKKCASE

1699942-0.1Page 2 (4)Lubricating oil system for engine

For operation with HFO:

Fig.2

THERM0STATIC VALVE (ITEM 5):

‘A’, ‘B’ AND ‘C’ - REFER TO CORRE-SPONDING MARKS OF THE PORTS OF THE VALVE.

DESCRIPTION:

2 LO PUMP3 DOUBLE NON-RETURN VALVE/ PRESSURE REGULATINS VALVE4 AUTOMATIC-FILTER5 THERMOSTATIC VALVEs LO COOLER7 DUPLEX FILTER (PAPER INSERT)9 LO STAND-BY PUMP10 PREFILTER (MAGNETIC INSERT)11 LO PUMP TO PURIFIER12 PREHEATER13 LO PURIFIER14 OIL TRAP

2 03 34 05-0.0

540000

L28/32A

L28/32AH1-4

DN 65

D 12

TAL02

TI1.2

PSL05

1PAL

LAL11

PI

PDAH

03

2PAL03

TAH01

7

06

1.1

D4

D7

D3

9

10

11

12

13DN 32

DN 80

DN 100

PSL04

2

TI1.3

6

5 'A''B' 'C'D

N 8

0

DN

80

TO

SU

MP

DN 80

DN 80

D5

D23

DN 15D11

4

MAN Diesel & Turbo

10.14

1699942-0.1Page 3 (4) Lubricating oil system for engine

Automatic back-flush filter, item 4

Due to a higher content of combustion residues when operating on HFO, a lub oil filter must be installed before and in series with the built-on paper filter.

Design data:Capacity: See datasheet - built on lub oil pumpPressure: Max 5 bar by normal operation, 10 bar by start of cold engineTemperature: Max 80°CPressure drop: Max 0,5 barMesh size: 90% of particles with a diameter bigger than 25 micron are removed

Note:Is only required for engines operating on Heavy Fuel Oil.

Lubricating oil thermostatic valve, item 5

The thermostatic valve is to be located in the outlet pipe to the lub oil cooler in order to maintain a suit-able oil temperature. It can by-pass some of the oil as required to maintain approx 50°C at the engine inlet.

The thermostat elements are replaceable, and are set at fixed temperature (49°C).

Manual override is required by Germanischer Lloyd.

Lubricating oil cooler, item 6

The lub oil cooler is supplied unattached. MAN B&W Alpha supplies as standard, plate coolers in stainless steel.

Design Data:Heat transfer: See data sheetPressure drop LT: Max 0.5 barPressure drop LO: Max 0.5 bar

Lubricating oil stand-by pump, item 9

To ensure good suction conditions for the lub oil pump, the pump should be placed as low as possible.

The suction pipe should be as short and with as few bends as possible to prevent cavitation of pump.

The lub oil stand-by pump is also acting as a priming pump for the engine before starting.

Design data:Capacity: See data sheetPressure: Min 5 barTemperature: Max 80°CViscosity atnormaloperation: 45 cSt (corresponding to 65°C)Max viscosityfor dimensioningof el-motor: 1000 cSt (corresponding to 7°C for SAE 30 oil)

Fig.3

2 03 24 81-9.0

267

133.5

22

209.

6

200

ONLY MOUNTED IF MANUAL OVERRIDE

171.

5

MA

X.H

EIG

HT

306

.5

C B

A

Weight: 42 kg

540000

L28/32A

MAN Diesel & Turbo

10.14

1699942-0.1Page 4 (4)Lubricating oil system for engine

The turbocharger is connected into the same pip-ing system and must not be primed for more than 5 minutes. The motor starter for the standby pump must be fitted with time and auxiliary relays limiting the stand-by pump to run for 5 minutes only.

When MAN B&W Alpha is to supply the motor starter, the described function is built in. When the motor starter is not included in our scope of supply, MAN B&W Alpha will forward a drawing showing what is required.

Prefilter, item 10

To protect the purifier pump, item 11, a prefilter should be inserted before the pump.

Design data:Capacity: See oil pump item 11Mesh size: 0.8-1.0 mm

Lubricating oil pump to purifier, item 11

The pump can be directly driven by the purifier or by an independent motor.

Design data:Capacity: 0.28 x P l/h P being the power of the engine in kW at MCRPressure: Max 2.5 barTemperature: Max 80°C

Preheater before iub oil purifier, item 12

The preheater must be able to raise the temperature of the oil from approx 65°C to approx 85-90°C, which is the temperature of the oil for purifying.

Capacity:

P = v x t/1810

P: Capacity of the preheater in kW v: Flow through preheater in litres/hourt: Temperature difference 30°C (engine operating)

Max pressure 4 barMax pressure loss 0.5 bar

Specific load on heating surface for an electric pre-heater must not exceed 0.8 W/cm2.

Lubricating oil purifier, item 13

The circulating oil will gradually be contaminated by products of combustion, water and/or acid. In some instances cat-fines may also be present.

In order to prolong the interval between the ex-change of oil it is necessary to install an automatic self-cleaning lub oil purifier dimensioned to, handle a flow of approx 0.28 l/kWh.

For cleaning lubricating oil, the flow rate of the puri-fier should be reduced to approx 20% of the rated capacity of the purifier.

As a guide line for the selection of purifier, the fol-lowing formula can be used:

V = F x P x (24/T)

V: The nominal capacity of the purifier in litres/hourF: MDO - 0.32 HFO - 0.38P: Power of the engine in kW at MCRT: Daily separating time, depending on purifier (22_24 hours)

Guidance given by the manufacturer of the centrifuge must be observed.

540000

L28/32A

MAN Diesel

05.17

Oil quantities

The lub oil quantity recommended in the bottom tankis given in the table below:

ENGINE TYPE Oil quantities in litres

6-7L28/32A 15008-9L28/32A 2000

The quantity comprises the content of oil in thebottom tank only.

The amount of lub oil in the lubricating oil cooler,prefilters and the external piping must be consid-ered.

1699943-2.0Page 1 (2) 540011Lubricating oil system for engine - dry sump

Fig.1

Optionally the engine can be supplied with dry sumplubrication. Fig 1 shows the lub oil system for theengine operating on MDO.

The layout of pumps, coolers, separators etc for thedry sump lubrication similar with that of the wetsump.

When designing the engine foundation it must beobserved that the oil pan is approx 200 mm lowerthan the oil pan for wet sump lubrication. Foundationproposals will be forwarded on request.

CONNECTION:

D1 LD PUMP - SUCTION

D2 LD TO COOLER

D3 LD FROM COOLER

D5 LD STAND-BY PUMP - PRESSURE

D6 LD TO BOTTOM TANK

H VENTING OF CRANKCASE

DESCRIPTION:

1 PREFILTER (MAGNETIC INSERT)

2 LD PUMP

3 DOUBLE NON-RETURN VALVE/

PRESSURE REGULATING VALVE

5 THERMOSTATIC VALVE

6 LD COOLER

7 DUPLEX FILTER (PAPER INSERT)

8 PREFILTER (MAGNETIC INSERT)

9 LD STAND-BY PUMP

10 PREFILTER

11 LD PUMP TO PURIFIER

12 PREHEATER

13 LD PURIFIER

14 OIL TRAP

15 LD BOTTOM TANK

THERM0STATIC VALVE (ITEM 4):

‘A', ‘B' AND 'C’ - REFER TO CORRESPONDING

MARKS OF THE PORTS OF THE VALVE.

L28/32A

ALPHA L28/32A

H

1-4DN 65

TI

1.2PSL

05

D3

D1

9

10 11 12 13DN 32

DN 80

DN 100

PSL

04

TI

1.3

6

5 'A''B' 'C'DN

80

DN

80

TO

SU

MP

DN 80

D5

D23

1PAL

03

2PAL

03

06

1.1

TAL

02

TAH

01

DN

80

DN

80

2

1

7

8

DN 100

DN 100

LAL

D6

LO FILLING

MAX. OIL LEVEL

MAX. OIL LEVEL

MIN

. 1

50

mm

15

MIN

. 3

00

mm

DN

15

0

MIN

. 1

00

mm

TO SLUDGE

MAN Diesel

05.17

1699943-2.0Page 2 (2)Lubricating oil system for engine - dry sump

Lubricating oil bottom tank, item 15

The bottom tank must not be placed in immediatecontact with the engine and gear foundation, asthermal fluctuations may lead to misalignment ofcrankshaft, gear shaft or gear wheel.

The tank volume must only be filled to max 75%(important for degassing and avoiding backpressurewhen vessel is in a rough sea.) For the same reasonthere must be at least 150 mm between the tank topand the max level of oil in the tank.

The max oil level in the lub oil bottom tank must bemin 300 mm below the outlet flange "D6" from the oilsump.

Expansion joints at the connection of the oil drainpipes at the engine are required, if the pipes are shortand straight.

The connection of the oil drain pipe from the engineto the bottom tank must be selected to ensure thatthe oil will remain in the bottom tank for the longestpossible time for degassing. The oil passage insidethe bottom tank must be arranged in such a way thatsufficient flow to the suction pipes of the pumps isensured.

The oil drain from the engine must end below thelowest oil level in the tank.

The suction connection of the oil pumps should be atleast 100 mm above the suction pipe of the purifier,which must be placed as close as possible to thedeepest point of the tank.

540011

L28/32A

MAN Diesel

The cooling water system should be arranged as acentralized or closed system, all of which are de-scribed in the following pages.

The standard engine is equipped with built-on:- Fresh water pump - high temperature- Fresh water pump - low temperature- Lubricating oil cooler - engine/reduction gear- Fresh water cooler - high temperature- Fresh water thermostatic valve - high

temperature- High and low temperature steel pipes

Non-return valves for autostart stand-by pumps inthe sea water and fresh water systems are not nor-mally included in our standard scope of supply, butare available on request.

The fresh water used as coolant, should be as cleanas possible.

The pH value should be between 6.5 and 8 at 20°C.

The total hardness of the water must be max 10°dH(German hardness degrees). If the hardness ishigher, the water should be diluted with some softwater.

The contents of chlorine, chloride, silicate and sul-phate must be as low as possible and must not ex-ceed the following values:

Chlorine 10 ppmChloride 50 ppmSilicate 150 ppmSulphate 100 ppm

The fresh water must be treated with additives toreduce the risk of corrosion in the engine. Anticor-rosive agents are not included in MAN B&W Alpha'sscope of supply. The fresh water cooling systemshould be treated prior to sea trials.

There are two basic types of chemical additives:

1. Chromate base2. Nitrite base or similar

Additives of a chromate base are often consideredto be more effective, but MAN B&W Alpha advisesagainst using them as they are extremely poisonousand not permitted where a fresh water generator isincorporated in the plant.

For information on Additives recommended by MANB&W Alpha, please see "Cooling water inhibitors".

Cleaning of cooling water system

New engines, delivered from MAN B&W Alpha arecleaned and nitrated. Providing the fresh water in-hibiting is correctly maintained then future cleaningof the system should hardly be necessary. Howeverif it should be required, MAN B&W Alpha will bepleased to assist with recommendations fordegreasing, descaling with acid and inhibiting.

Velocity recommendations for fresh water and seawater pipes:

Fresh waterSuction pipe: 1.5-2.0 m/sDelivery pipe: 2.0-2.5 m/s

Sea waterSuction pipe: 1.0-1.5 m/sDelivery pipe: 1.5-2.5 m/s

Cooling water system - general1699901-3.0Page 1 (1)

05.17

546000

L23/30AL28/32A

MAN Diesel

05.17

The principle diagram shows a central cooling wa-ter system with only one cooler in contact with sea water.

The sea water is pumped through the central cooler by means of two electrically driven pumps.

A central cooling water system has many advantages compared with conventional systems:

- Low investment in expensive non-corrosive ma-terials: pipes, valves, strainer etc

- Smaller dimensions for the piping

1699946-8.0Page 1 (6) 546000Central cooling water system

Fig.1

- Shorter piping lenghts containing sea water inside the engine room

- Reduced maintenance costs, ie coolers require far less cleaning whilst pipes and fi ttings are not subject to frequent replacement as with conven-tional systems

- Reclaiming of otherwise lost energy is simpler in centralized systems

- Better temperature control of the cooling media- Heat available from the high temperature system

can be reclaimed by utilizing it in low pressure fresh water generation, tank or accomodation heating etc

DESCRIPTION:

1 SEACHEST2 SW FILTER3 SW PUMP4 SW STAND-BY PUMP5 CENTRAL COOLER6 OVERBOARD DISCHARGE VALVE7 LT PUMP8 LT STAND-BY PUMP9 CHARGINS AIR COOLER10 LO COOLER FOR GEAR11 LO COOLER FOR ENGINE12 HT COOLER FOR ENGINE13 LT THERMOSTATIC VALVE14 LT EXPANSION TANK15 HT PUMP16 HT STAND-BY PUMP17 HT THERMASTATIC VALVE18 HT EXPANSION TANK

2 02 87 80-7.0

L28/32A

MAN Diesel

05.17

1699946-8.0Page 2 (6)Central cooling water system

Fig.2

The high and low temperature fresh water systems are separated by the high temperature cooler. By sepa-rating the systems it makes it very easy to increase the cooling capacity and connect cooling of auxiliary equipment without special efforts concerning water fl ow and pressure regulation. Also heat recovery systems can be easily connected securing max heat recovery and protection of the engine.

The layout of all coolers and pumps is as standard dimensioned for full engine load based on 32°C sea water temperature and ambient air temperature of 45°C.

Sea water fi lter, item 2

Design data:Capacity: See data sheetPressure dropacross clean fi lter: Max 0.05 barPressure dropacross dirty fi lter: Max 0.1 barMesh size: ø3-5 mm - when using plate

cooler. The free fi lter hole area is to be minimum two times the nominal pipe area

Sea water pumps, items 3 and 4

The pumps should be selfpriming and should always be installed below sea water level when the ship is unloaded.

The pumps in parallel, layout point 2, are as standard designed to fulfi l:

Design data:Capacity: Determined by the cooler manu-

facturer. Approx 150-175% of fresh water fl ow in the cooler

Pressure: 1.8-2,0 barSea watertemperature: Max 32°C

The volume of sea water required to circulate through a known sized cooler to remove a known amount of heat, is very sensitive and dependent on the sea water temperature.

The relation between sea water temperature and the necessary water fl ow in the central cooler is shown in fi g 3.

Fig.3

Depending on the actual characteristic of the system resistance curve and the pump characteristic curve the sea water fl ow with only one pump in service will be approx 75%. Lay-out point 1 in fi g 2. This means that the-cooling capacity can be obtained with only one pump until reaching a sea water temperature of approx 30°C, fi g 3.

Pump charasteristic

V(m/h)

100%75%

2 03 13 09-2.0

H(m)

Flow Per cooler

Seawater temperature2 03 25 34-8.0

546000

L28/32A

System resistance curve

Lay-out point 2-32°C sw pump

Two pumpsin paralleloperation

Single pumpoperation

Lay-out point 1-30°C sw pump

MAN Diesel

05.17

1699946-8.0Page 3 (6) Central cooling water system

The back pressure in single pump operation must be observed as a low back pressure may lead to unfavourable operation and