L35MC Project Guide

L35MC Mk 6 Project Guide

Two-stroke Engines

This Project Guide is intended to provide the information necessary for the layoutof a marine propulsion plant.

The information is to be considered as preliminary intended for the project stage,providing the general technical data available at the date of printing.

The binding and final design and outlines are to be supplied by our licensee, theengine maker, see section 10 of this Project Guide.

In order to facilitate the negotiations between the yard, engine maker and the finaluser, an"Extent of Delivery" is available in which the basic and the optional execu-tions are mentioned.

This Project Guide and the "Extent of Delivery" are availabe on a CD-ROM and canalso be found at the Internet address www.manbw.dk under "Libraries".

Major changes are regularly published in the "List of Updates" which are alsoavailable on the Internet at www.manbw.dk under the section "Library" as well asin the printed version.

4th EditionJune 2001

Contents:

Engine Design 1

Engine Layout and Load Diagrams, SFOC 2

Turbocharger Choice & Exhaust Gas By-pass 3

Electricity Production 4

Installation Aspects 5

Auxiliary Systems 6

Vibration Aspects 7

Monitoring Systems and Instrumentation 8

Dispatch Pattern, Testing, Spares and Tools 9

Project Support & Documentation 10

MAN B&W Diesel A/S L35MC Project Guide

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1

Contents

Subject Page

1 Engine Design

Description of designation 1.01Power, speed and SFOC 1.02Engine power range and fuel consumption 1.03Performance curves for S35MC without VIT fuel pumps 1.04Description of engine 1.05-1.11Engine cross section 1.12

2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams 2.01-2.11Specific fuel oil consumption 2.12-2.16Fuel consumption at an arbitrary load 2.16Emission control 2.17

3 Turbocharger Choice

Turbocharger choice 3.01MAN B&W turbochargers, type NA 3.02ABB turbochargers, type TPL 3.03ABB turbochargers, type VTR 3.04MHI turbochargers, type MET 3.05By-pass of exhaust gas for emergency running 3.06

4 Electricity Production

Power Take Off (PTO) 4.01-4.02Power Take Off/Renk Constant Frequency (PTO/RCF) 4.03-4.05Power Take Off/Gear Constant Ratio BW II/GCR 4.06Power Take Off/Gear Constant Ratio BW IV/GCR 4.06-4.08Holeby GenSets 4.09-4.14

5 Installation Aspects

5.01 Space requirements and overhaul heights 5.01.01-5.01.075.02 Engine outline, galleries and pipe connections 5.02.01-5.02.135.03 Engine seating and holding down bolts 5.03.01-5.03.045.04 Engine top bracings 5.04.015.05 MAN B&W controllable pitch propeller (CPP), remote control and earthing device 5.05.01-5.05.10

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2

Contents

Subject Page

6 Auxiliary Systems

6.01 List of capacities 6.01.01-6.01.186.02 Fuel oil system 6.02.01-6.02.106.03 Lubricating and cooling oil system 6.03.01-6.03.096.04 Cylinder lubricating oil system 6.04.01-6.04.076.05 Cleaning system, stuffing box drain oil 6.05.01-6.05.036.06 Cooling water systems 6.06.01-6.06.086.07 Central cooling water system 6.07.01-6.07.036.08 Starting and control air systems 6.08.01-6.08.056.09 Scavenge air system 6.09.01-6.09.086.10 Exhaust gas system 6.10.01-6.10.116.11 Manoeuvring system 6.11.01-6.11.11

7 Vibration Aspects

Vibration aspects 7.01-7.09

8 Monitoring Systems and Instrumentation

Instrumentation 8.01-8.02PMI calculation systems and CoCoS 8.03Identification of instruments 8.04Local instruments on engine 8.05-8.06List of sensors for CoCoS-EDS on-line 8.07-8.09Control devices on engine 8.10Panels and sensors for alarm and safety systems 8.11Alarm sensors for UMS 8.12-8.14Slow down limitations for UMS 8.15Shut down functions for AMS and UMS 8.16Drain box with fuel oil leakage alarms and fuel oil leakage cut-out 8.17Oil mist detector pipes on engine 8.18

9 Dispatch Pattern, Testing, Spares and Tools

Dispatch pattern, etc. 9.01-9.02Specification for painting of main engine 9.03Dispatch patterns 9.04-9.06Shop trial running/delivery test 9.07List of spares, unrestricted service 9.08-9.09Additional spare parts beyond class requirements or recommendations 9.10-9.12Wearing parts 9.13-9.16Large spare parts, dimensions and masses 9.17List of standard tools 9.18-9.21Tool panels 9.22


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Contents

Subject Page

10 Project Support & Documentation

Engine selection guide 10.01Project guides 10.01Computerised engine application system 10.02Extent of delivery 10.02Installation documentation 10.03-10.07

3

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Index

Subject Page

A ABB turbocharger (BBC) 3.01, 3.03, 3.04Additional spare parts beyond class requirements or recommendations 9.10-9.12Air cooler 1.10Air spring pipes, exhaust valves 6.08.03Alarm sensors for UMS 8.12-8.14Alarm, slow down and shut down sensors 8.01Alphatronic 2000, remote control system 5.05.07AMS 8.02Arrangement of holding down bolts 5.03.01-5.03.02Attended machinery spaces 8.02Auxiliary blowers 1.10, 6.09.02Auxiliary system capacities for derated engines 6.01.04Axial vibration damper 1.07Axial vibrations 7.07

B Basic symbols for piping 6.01.16-6.01.18BBC turbocharger 3.01, 3.03, 3.04BBC turbocharger, water washing, turbine side 6.10.03Bearing monitoring systems 8.02Bedplate drain pipes 6.03.09By-pass flange on exhaust gas receiver 3.06BW II/GCR 4.06BW IV/GCR 4.06

C Capacities for derated engines 6.01.04-6.01.07Central cooling water system 6.01.01, 6.01.03, 6.07.01Central cooling water system, capacities 6.01.03Centre of gravity 5.02.01, 5.02.04Centrifuges, fuel oil 6.02.07Centrifuges, lubricating oil 6.03.03Chain drive 1.08Cleaning system, stuffing box drain oil 6.05.01Coefficients of resistance in exhaust pipes 6.10.09Components for control room manoeuvring console 6.11.09Components for remote control 6.11.08Constant ship speed lines 2.03Control devices 8.01Control system for plants with CPP 6.11.05Controllable pitch propeller (CPP), MAN B&W 5.05.01-5.05.02Conventional seawater cooling system 6.06.01-6.06.03Conventional seawater system, capacities 6.01.01, 6.01.02Cooling water systems 6.06.01Crankcase venting 6.03.09Cross section of engine 1.12Cylinder lubricating oil system 6.04.01Cylinder lubricators 1.09, 6.04.02, 6.04.05

4


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Index

Subject Page

Cylinder oil feed rate 6.04.01Cylinder oils 6.04.01

D Data sheet for propeller 5.05.03-5.05.04Delivery test, shop trial running 9.07Derated engines, capacities 6.01.04-6.01.07Description of engine 1.05Designation of PTO 4.02Dimensions and masses of tools 9.19-9.21Dispatch patterns 9.04-9.06Documentation 10.01Double-jib crane 5.01.05-5.01.06

E Earthing device 5.05.09-5.05.10El. diagram, cylinder lubricator 6.04.03Electric motor for auxiliary blower 6.09.05Electric motor for turning gear 6.08.05Electrical panel for auxiliary blowers 6.09.03-6.09.04Electronic Alpha lubricator system 6.04.05Emergency control console (engine side control console) 6.11.07Emergency running, turbocharger by-pass 3.16Emission control 2.17Engine cross section 1.12Engine description 1.05Engine layout diagram 2.01, 2.03Engine margin 2.02Engine outline 5.02.01-5.02.03Engine pipe connections 5.02.01, 5.02.08-5.02.10Engine power 1.03Engine production and installation-relevant documentation 10.06Engine relevant documentation 10.04Engine room-relevant documentation 10.05-10.06Engine seating 5.03.01, 5.03.03-5.03.04Engine selection guide 10.01Engine side control console 6.11.03, 6.11.07Engine type designation 1.01Exhaust gas amount and temperatures 6.01.10Exhaust gas back-pressure, calculation 6.10.07Exhaust gas boiler 6.10.05Exhaust gas compensator 6.10.05Exhaust gas pipes 6.10.02Exhaust gas silencer 6.10.06Exhaust gas system 1.10, 6.10.01Exhaust gas system after turbocharger 6.10.05Exhaust pipe system 6.10.04

5

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Index

Subject Page

Exhaust turbocharger 1.09Extent of delivery 10.02External forces and moments 7.09External unbalanced moments 7.01

F Fire extinguishing pipes in scavenge air space 6.09.08Fire extinguishing system for scavenge air space 6.09.08First order moments 7.02Fixed pitch propeller, sequence diagram 6.11.10Flanges, list 5.02.11-5.02.13Freshwater cooling pipes 6.06.05Freshwater generator 6.01.08Fuel oil 6.02.01Fuel oil centrifuges 6.02.07Fuel oil consumption 1.02-1.03Fuel oil drain pipes 6.02.02Fuel oil leakage detection 8.02, 8.17Fuel oil pipes 6.02.02Fuel oil pipes, insulation 6.02.05Fuel oil pipes, heat tracing 6.02.04Fuel oil heating chart 6.02.08Fuel oil supply unit 6.02.10Fuel oil system 6.02.01Fuel oil venting box 6.02.09

G Gallery arrangement 1.09Gallery outline 5.02.01, 5.02.06-5.02.07GCR 4.06Gear Constant Ratio 4.06Governors 1.08, 6.11.02Guide force moments 7.05

H Heated drain box with fuel oil leakage alarm 8.17Heavy fuel oil 6.02.06Holding down bolts 5.03.01, 5.03.03-5.03.04Hydra pack (CPP) 5.05.06

I Installation aspects 5.01.01Installation documentation 10.03Instrumentation 8.01Instruments for manoeuvring console 6.11.09Instruments, list of 8.09-8.10Insulation of fuel oil pipes 6.02.05

J Jacket water cooling system 6.06.04Jacket water preheater 6.06.07

6


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Index

Subject Page

K Kongsberg Norcontrol electronic governor 6.11.02

L Large spare parts, dimensions and masses 9.17Layout diagram 2.03Light running propeller 2.02List of capacities 6.01.02-6.01.03List of counterflanges 5.02.11-5.02.13List of instruments 8.05-8.06List of lubricating oils 6.03.03List of spare parts, unrestricted service 9.08List of tools 9.18List of weights and dimensions for dispatch pattern 9.06Load change dependent lubricator 6.04.02, 6.04.04Load diagram 2.03Local instruments 8.01, 8.05-8.06Lubricating and cooling oil pipes 6.03.02Lubricating and cooling oil system 6.03.01Lubricating oil centrifuges 6.03.03Lubricating oil consumption 1.02, 1.03Lubricating oil outlet 6.03.06-6.03.08Lubricating oil tank 6.03.07-6.03.08Lubricating oils 6.03.03Lyngsø Marine electronic governor 6.11.02

M MAN B&W turbocharger 3.01,3.02MAN B&W turbocharger, water washing, turbine side 6.10.03Manoeuvring console, instruments 6.11.09Manoeuvring system 1.09, 6.11.01Manoeuvring system, reversible engine with CPP 6.11.05Manoeuvring system, reversible engine with FPP with bridge control 6.11.04Masses and centre of gravity 5.02.04, 9.06Measuring of back-pressure 6.10.08Mechanical cylinder lubricators 6.04.02MIP calculating systems 8.03Mitsubishi turbocharger 3.01,3.05

N Necessary capacities of auxiliary machinery 6.01.03-6.01.04Norcontrol electronic governor 6.11.02

O Oil mist detector pipes on engine 8.18Optimising point 2.03Overcritical running 7.08Overhaul of engine 5.01.01, 5.01.05-5.01.06Overhaul of turbocharger 5.01.04

7

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Index

Subject Page

P Painting of main engine 9.03Panels and sensors for alarm and safety systems 8.11Performance curves 1.04Piping arrangements 1.10Piston rod unit 6.05.02Power take off, (PTO) 4.01Power, speed and SFOC 1.02Profile of engine seating 5.03.03-5.03.04Project guides 10.01Project support 10.02Propeller clearance 5.05.04Propeller curve 2.01Propulsion control system 5.05.08PTO 4.01PTO/RCF 4.03Pump capacities for derated engines 6.01.05Pump pressures 6.01.05

R Remote control system (CPP) 5.05.07Renk constant frequency, (RCF) 4.03Reversing 1.08

S Safety system (shut down) 6.11.03, 8.01Scavenge air cooler 1.10Scavenge air pipes 6.09.03Scavenge air space, drain pipes 6.09.07Scavenge air system 1.09, 6.09.01Scavenge box drain system 6.09.07Sea margin 2.02Seawater cooling pipes 6.06.03Seawater cooling system 6.06.01-6.06.03Second order moments 7.03Sensors for remote indication instruments 8.01Sequence diagram 6.11.10-6.11.11Servo oil system (CPP) 5.05.05SFOC guarantee 1.03, 2.12Shop trial running, delivery test 9.07Shut down functions for AMS and UMS 8.16Shut down, safety system 6.11.01Side chocks 5.03.04Slow down functions for UMS 8.15Slow down system 8.01Slow turning 6.08.02, 6.11.01Space requirements for the engine 5.01.01-5.01.03Spare parts, dimensions and masses 9.17

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Index

Subject Page

Spare parts for unrestricted service 9.08Specific fuel oil consumption 1.02, 1.03, 2.13Specification for painting 9.03Specified MCR 2.03Standard extent of delivery 10.03Starting air pipes 6.08.02Starting air system 6.11.01Starting air system, with slow turning 6.11.06Starting and control air systems 6.08.01Steam tracing of fuel oil pipes 6.02.04Symbolic representation of instruments 8.04

T Tools, dimensions and masses 9.19-9.21Tools, list 9.18Top bracing 5.04.01Torsional vibration damper 1.08Torsional vibrations 7.07Total by-pass for emergency running 3.06TPL turbochargers 3.03Tuning wheel 1.08Turbocharger 1.09, 3.01Turbocharger cleaning 6.10.03Turbocharger counterflanges 5.02.13Turbocharger lubricating oil pipes 6.03.02-6.03.03Turning gear 1.05, 6.08.04

U Unattended machinery spaces, (UMS) 8.02Undercritical running 7.08

V Vibration aspects 7.01VTR turbochargers 3.04

W Water and oil in engine 5.02.01, 5.02.05Wearing parts 9.13-9.16

Weights and dimensions, dispatch pattern 5.02.01, 9.06

9

Engine Design 1

The engine types of the MC programme areidentified by the following letters and figures:


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1.01

Fig. 1.01: Engine type designation

L 35 MC

Diameter of piston in cm

Stroke/bore ratio

Engine programme

C Compact engine, if applicable

S Super long stroke approximately 4.0

L Long stroke approximately 3.0

K Short stroke approximately 2.8

- C6

Number of cylinders

Design

ConceptC Camshaft controlled

E Electronically controlled

Mk 6

Mark: engine version

Power, Speed and SFOC

L35MC Mk 6Bore: 350 mmStroke: 1050 mm

Power and speed

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1.02

Power

Speed

L1

L2

L3

L4

kWPower BHP

Layoutpoint

Enginespeed

Meaneffectivepressure

Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

L1 210 18.4 26003540

32504425

39005310

45506165

52007080

58807965

65008850

71509735

780010620

L2 210 14.7 2080 2600 3120 3640 4160 4680 5200 5720 6240

L3 178 18.4 2200 2750 3300 3850 4400 4950 5500 6050 6600

L4 178 14.7 1760 2200 2640 3080 3520 3960 4400 4840 5280

Fuel and lubricating oil consumption

Specific fuel oilconsumption

g/kWhg/BHPh Lubricating oil consumption

With conventional turbocharger System oil Cylinder oil

At loadLayout point 100% 80% Approximate

kg/cyl. 24 hoursg/kWhg/BHPh

L1177130

175129

2 - 3 0.8-1.20.6-0.9

L2172127

170125

L3177130

175129

L4172127

170125

Fig: 1.02: Power, speed and SFOC

178 21 26-9.1

Engine Power Range and Fuel Consumption

Engine Power

The table contains data regarding the engine power,speed and specific fuel oil consumption of the L35MC.

Engine brake power is specified in kW and in metrichorsepower (1 BHP= 75 kpm/s), in rounded figures,for each cylinder number and layout points L1, L2, L3and L4:

L1 designates nominal maximum continuous rating(nominal MCR), at 100% engine power and 100%engine speed. L2, L3 and L4 designate layout pointsat the other three corners of the layout area, chosenfor easy reference. The mean effective pressure is:

L1 - L3 L2 - L4

barkp/cm2

18.418.7

14.715.0

Overload corresponds to 110% of the power atMCR, and may be permitted for a limited period ofone hour every 12 hours.

The engine power figures given in the tables remainvalid up to tropical conditions at sea level, as statedin IACS M28" Ambient Reference Conditions (1978)",i.e.:

Tropical conditions:Blower inlet temperature . . . . . . . . . . . . . . . . 45 °CBlower inlet pressure . . . . . . . . . . . . . . . 1000 mbarSeawater temperature . . . . . . . . . . . . . . . . . . 32 °CRelative humidity . . . . . . . . . . . . . . . . . . . . . . 60%

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption values refer to brakepower, and the following reference conditions:

ISO 3046/1-1995:Blower inlet temperature . . . . . . . . . . . . . . . . 25 °CBlower inlet pressure . . . . . . . . . . . . . . 1000 mbarCharge air coolant temperature. . . . . . . . . . . 25 °CFuel oil lower calorific value . . . . . . . . 42,707 kJ/kg

(10,200 kcal/kg)

Although the engine will develop the power speci-fied up to tropical ambient conditions, specific fueloil consumption varies with ambient conditions andfuel oil lower calorific value. For calculation of thesechanges, see the following pages.

SFOC guarantee

The figures given in this project guide represent thevalues obtained when the engine and turbochargerare matched with a view to obtaining the lowestpossible SFOC values and fulfilling the IMO NOxemission limitations.

The Specific Fuel Oil Consumption (SFOC) is guar-anteed for one engine load (power-speed combina-tion), this being the one in which the engine is opti-mised. The guarantee is given with a margin of 5%.

As SFOC and NOx are interrelated parameters, anengine offered without fulfilling the IMO NOx limita-tions is subject to a tolerance of only 3% of the SFOC.

Lubricating oil data

The cylinder oil consumption figures stated in thetables are valid under normal conditions. Duringrunning-in periodes and under special conditions,feed rates of up to 1.5 times the stated valuesshould be used.


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1.03

Fig. 1.03: Performance curves

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1.04

178 22 28-8.

1 Description of Engine

The engines built by our licensees are in accordancewith MAN B&W drawings and standards. In a fewcases, some local standards may be applied; how-ever, all spare parts are interchangeable with MANB&W designed parts. Some other components candiffer from MAN B&W’s design because of produc-tion facilities or the application of local standardcomponents.

In the following, reference is made to the item num-bers specified in the “Extent of Delivery” (EoD)forms, both for the basic delivery extent and for anyoptions mentioned.

Bedplate and Main Bearing

The bedplate is made in one part with the chain driveplaced at the engine fore end on 4 to 10 cylinder en-gines. The bedplate consists of high, welded, longi-tudinal girders and welded cross girders with caststeel bearing supports – alternatively the bedplatecan be of cast design.

For fitting to the engine seating, long, elastic hold-ing-down bolts, and hydraulic tightening tools, canbe supplied as an option: 4 82 602 and 4 82 635, re-spectively.

The bedplate is made without taper if mounted onepoxy chocks (4 82 102), or with taper 1:100, ifmounted on cast iron chocks, option 4 82 101.

The oil pan, which is integrated into the bedplate inthe cast design, collects the return oil from theforced lubricating and cooling oil system. The oiloutlets from the oil pan are normally vertical (4 40101) and are provided with gratings.

Horizontal outlets at both ends can be arranged asan option: 4 40 102, to be confirmed by the enginemaker.

The main bearings consist of thin walled steel shellslined with bearing metal. The bottom shell can, bymeans of special tools, and hydraulic tools for liftingthe crankshaft, be rotated out and in. The shells arekept in position by a bearing cap.

Thrust Bearing

The thrust bearing is located in the aft end. Thethrust bearing is of the B&W-Michell type, and con-sists, primarily, of a thrust collar on the crankshaft, abearing support, and segments of steel with whitemetal. The thrust shaft is thus an integrated part ofthe crankshaft.

The propeller thrust is transferred through the thrustcollar, the segments, and the bedplate, to the en-gine seating and end chocks. The thrust bearing islubricated by the engine’s main lubricating oil sys-tem.

Turning Gear and Turning Wheel

The turning wheel has cylindrical teeth and is fittedto the thrust shaft. The turning wheel is driven by apinion on the terminal shaft of the turning gear,which is mounted on the bedplate.

The turning gear is driven by an electric motor and isfitted with built-in gear and chain drive with brake.The electric motor is provided with insulation classB and enclosure min. IP44. The turning gear isequipped with a blocking device that prevents themain engine from starting when the turning gear isengaged. Engagement and disengagement of theturning gear is effected manually by an axial move-ment of the pinion.

A control device for turning gear, consisting ofstarter and manual remote control box, with 15 me-ters of cable, can be ordered as an option: 4 80 601.

Frame Box

The frame box can be of cast or welded design. Onthe exhaust side, it is provided with relief valves foreach cylinder while, on the camhaft side, it is pro-vided with a large hinged door for each cylinder.

The crosshead guides are integrated in the framebox.


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1.05

The frame box is attached to the bedplate withscrews. The frame box, bedplate and cylinder frameare tightened together by stay bolts.

Cylinder Frame, Cylinder Liner andStuffing Box

The cylinder frame is cast in one or more pieces withintegrated camshaft frame and the chain drive at thefore end. It is made of cast iron and is attached to theframe box with screws. The cylinder frame is pro-vided with access covers for cleaning the scavengeair space and for inspection of scavenge ports andpiston rings from the camshaft side. Together withthe cylinder liner it forms the scavenge air space.

The cylinder frame has ducts for piston cooling oilinlet. The scavenge air receiver, chain drive,turbocharger, air cooler box and gallery bracketsare located at the cylinder frame. Furthermore, thesupply pipe for the piston cooling oil and lubricatingoil is attached to the cylinder frame. At the bottom ofthe cylinder frame there is a piston rod stuffing box,which is provided with sealing rings for scavengeair, and with oil scraper rings which prevent oil fromcoming up into the scavenge air space.

Drains from the scavenge air space and the pistonrod stuffing box are located at the bottom of the cyl-inder frame.

The cylinder liner is made of alloyed cast iron and issuspended in the cylinder frame by means of a lowsituated flange. The uppermost part of the liner issurrounded by cast iron cooling jacket. The cylinderliner has scavenge ports and drilled holes for cylin-der lubrication.

The camshaft is embedded in bearing shells linedwith white metal in the camshaft frame.

Cylinder Cover

The cylinder cover is of forged steel, made in onepiece, and has bores for cooling water. It has a cen-tral bore for the exhaust valve and bores for two fuelvalves, safety valve, starting valve and indicatorvalve.

The cylinder cover is attached to the cylinder framewith 8 studs and nuts tightened by hydraulic jacks.

Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing and avalve spindle. The valve housing is of cast iron andarranged for water cooling. The housing is providedwith a bottom piece of steel with hardfacing metalwelded onto the seat. The bottom piece is watercooled. The spindle is made of heat resistant steelwith hardfacing metal welded onto the seat. Thehousing is provided with a spindle guide.

The exhaust valve is tightened to the cylinder coverwith studs and nuts. The exhaust valve is openedhydraulically and closed by means of air pressure. Inoperation, the valve spindle slowly rotates, drivenby the exhaust gas acting on small vanes fixed to thespindle. The hydraulic system consists of a pistonpump mounted on the roller guide housing, ahigh-pressure pipe, and a working cylinder on theexhaust valve. The piston pump is activated by acam on the camshaft.

Air sealing of the exhaust valve spindle guide isprovided.

Fuel Valves, Starting Valve,Safety Valve and Indicator Valve

Each cylinder cover is equipped with two fuelvalves, one starting valve, one safety valve, and oneindicator valve. The opening of the fuel valves iscontrolled by the fuel oil high pressure created bythe fuel pumps, and the valve is closed by a spring.

An automatic vent slide allows circulation of fuel oilthrough the valve and high pressure pipes, and pre-vents the compression chamber from being filled upwith fuel oil in the event that the valve spindle issticking when the engine is stopped. Oil from thevent slide and other drains is led away in a closedsystem.

The starting valve is opened by control air from thestarting air distributor and is closed by a spring.

The safety valve is spring-loaded.

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1.06

Indicator Drive

In its basic execution, the engine is not fitted with anindicator drive, it is an option: 4 30 141.

The indicator drive consists of a cam fitted on thecamshaft and a spring-loaded spindle with rollerwhich moves up and down, corresponding to themovement of the piston within the engine cylinder.At the top the spindle has an eye to which the indica-tor cord is fastened after the indicator has beenmounted on the indicator drive.

Crankshaft

The crankshaft is of the semi-built type. Thesemi-built type is made from forged or cast steelthrows. The crankshaft incorporates the thrustshaft.

At the aft end, the crankshaft is provided with aflange for the turning wheel and for coupling to theintermediate shaft.

At the front end, the crankshaft is fitted with a flangefor the fitting of a tuning wheel and/or counter-weights for balancing purposes, if needed. Theflange can also be used for a power take-off, if sodesired. The power take-off can be supplied at extracost, option: 4 85 000.

Coupling bolts and nuts for joining the crankshafttogether with the intermediate shaft are not normallysupplied. These can be ordered as an option: 4 30602.

Axial Vibration Damper

The engine is fitted with an axial vibration damper,which is mounted on the fore end of the crankshaft.The damper consists of a piston and a split-typehousing located forward of the foremost main bear-ing. The piston is made as an integrated collar on themain journal, and the housing is fixed to the mainbearing support. A mechanical device for check ofthe functioning of the vibration damper is fitted.

Plants with any number of cylinders equipped withPower Take Off at the fore end are also to beequipped with the axial vibration monitor, option: 431 116.

Connecting Rod

The connecting rod is made of forged or cast steeland provided with bearing caps for the crossheadand crankpin bearings.

The crosshead and crankpin bearing caps are se-cured to the connecting rod by studs and nutswhich are tightened by hydraulic jacks.

The crosshead bearing consists of a set ofthin-walled steel shells, lined with bearing metal.The crosshead bearing cap is in one piece, with anangular cut-out for the piston rod.

The crankpin bearing is provided with thin-walledsteel shells, lined with bearing metal. Lube oil is sup-plied through ducts in the crosshead and connect-ing rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and pistonskirt. The piston crown is made of heat-resistantsteel and has four ring grooves which arehard-chrome plated on both the upper and lowersurfaces of the grooves.

The upper piston ring is a CPR type (ControlledPressure Releif) whereas the other three piston ringsare with an oblique cut, the two uppermost pistonrings are higher than the lower ones.

The piston skirt is of cast iron.

The piston rod is of forged steel and is sur-face-hardened on the running surface for the stuff-ing box. The piston rod is connected to thecrosshead with four screws. The piston rod has acentral bore which, in conjunction with a cooling oilpipe, forms the inlet and outlet for cooling oil.


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1.07

The crosshead is of forged steel and is providedwith cast steel guide shoes with white metal on therunning surface.

The telescopic pipe for oil inlet and the pipe for oiloutlet are mounted on the top of the guide shoes.

Fuel Pump and Fuel OilHigh-Pressure Pipes

The engine is provided with one fuel pump for eachcylinder. The fuel pump consists of a pump housingof nodular cast iron, a centrally placed pump barrel,and plunger of nitrated steel. In order to prevent fueloil from being mixed with the lubricating oil, thepump actuator is provided with a sealing arrange-ment.

The pump is activated by the fuel cam, and the vol-ume injected is controlled by turning the plunger bymeans of a toothed rack connected to the regulatingmechanism.

In the basic design the adjustment of the pump leadis effected by inserting shims between the top coverand the pump housing.

The fuel oil pumps are provided with a puncturevalve, which prevents high pressure from buildingup during normal stopping and shut down.

The fuel oil high-pressure pipes are equipped withprotective hoses and are kept heated by the circu-lating oil.

Camshaft and Cams

The camshaft is made in one piece with fuel cams,exhaust cams, indicator cams, thrust disc and chainwheel shrunk onto the shaft.

The exhaust cams and fuel cams are of steel, with ahardened roller race. They can be adjusted and dis-mantled hydraulically.

Chain Drive

The camshaft is driven from the crankshaft by onechain. The chain wheel is bolted on to the side of thethrust collar. The chain drive is provided with a chaintightener and guide bars to support the long chainlengths.

Reversing

Reversing of the engine takes place by means of anangular displaceable roller in the driving mechanismfor the fuel pump of each engine cylinder. The re-versing mechanism is activated and controlled bycompressed air supplied to the engine.

The exhaust valve gear is not reversible.

Tuning Wheel

A tuning wheel option: 4 31 101, is to be orderedseparately based upon the final torsional vibrationcalculations. All shaft and propeller data are to beforwarded by the yard to be engine builder.

Torsional Vibration Damper

The torsional vibration damper option: 4 31 105 isalso to be ordered separately based upon the finaltorsional vibration calculations and mounted on thefore-end crankshaft flange.

Governor

For conventional installations the engine speed iscontrolled by a mechanical/hydraulic governordriven from the camshaft.

The engine can be provided with an electronic/me-chanical governor of a make approved by MANB&W Diesel A/S, i.e.:

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1.08

Lyngsø Marine A/Stype EGS 2000 or 2100 . . . . . . . . option: 4 65 172Kongsberg Norcontrol Automation A/Stype DGS 8800e . . . . . . . . . . . . . option: 4 65 174Siemenstype SIMOS SPC 33 . . . . . . . . . . option: 4 65 177

The speed setting of the actuator is determined byan electronic signal from the electronic governorbased on the position of the main engine regulatinghandle. The actuator is connected to the fuel regu-lating shaft by means of a mechanical linkage.

Cylinder Lubricators

The mechanical cylinder lubricator is standard4 42 111.

The electronic Alpha cylinder lubrication system isan option, 4 42 105, is designed to supply cylinderoil intermittently, e.g. every four engine revolutions,at a constant pressure and with electronically con-trolled timing and dosage at a defined position.

Manoeuvring System for Bridge Control

The engine is provided with a pneumatic/electricmanoeuvring and fuel oil regulating system. Thesystem transmits orders from the separate ma-noeuvring console to the engine.

The regulating system makes it possible to start,stop, and reverse the engine and to control the en-gine speed. The speed control handle on the ma-noeuvring console gives a speed-setting signal tothe governor, dependent on the desired number ofrevolutions. At a shut down function, the fuel injec-tion is stopped by activating the puncture valves inthe fuel pumps, independent of the speed controlhandle’s position.

Reversing is effected by moving the speed controlhandle from “Stop” to “Start astern” position. Con-trol air then moves the starting air distributor and,through an air cylinder, the displaceable roller in thedriving mechanism for the fuel pump, to the“Astern” position.

The engine is provided with an engine side mountedcontrol console and instrument panel for localmanouvring.

Gallery Arrangement

The engine is provided with gallery brackets, stan-chions, railings and platforms (exclusive of ladders).The brackets are placed at such a height that thebest possible overhauling and inspection condi-tions are achieved. Some main pipes of the engineare suspended from the gallery brackets, and theupper gallery platform on the camshaft side is pro-vided with overhauling holes for piston. The numberof holes depends on the number of cylinders.

The engine is prepared for top bracings on the ex-haust side (4 83 110), or on the camshaft side (op-tion: 4 83 111).

Scavenge Air System

The air intake to the turbocharger takes place di-rectly from the engine room through the intake si-lencer of the turbocharger. From the turbocharger,the air is led via the charging air pipe, air cooler andscavenge air receiver to the scavenge ports of thecylinder liners. The charging air pipe between theturbocharger and the air cooler is provided with acompensator and is heat insulated on the outside.

Exhaust Turbocharger

The engine can be fitted with MAN B&W (4 59 101)ABB (4 59 102) or Mitsubishi (4 59 103)turbochargers arranged on the aft end of the enginefor 4-9 cylinder engines and on the exhaust side for10-12 cylinder engines.

The turbocharger is provided with:

a) Equipment for water washing of thecompressor side

b) Equipment for dry cleaning of the turbine side

c) Water washing on the turbine side is mountedfor the MAN B&W and ABB turbochargers.


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1.09

The gas outlet can be 15°/30°/45°/60°/75°/90° fromvertical, away from the engine. See either of options4 59 301-309. The turbocharger is equipped with anelectronic tacho system with pick-ups, converterand indicator for mounting in the engine controlroom.

Scavenge Air Cooler

The engine is fitted with an air cooler of themono-block design for a seawater cooling systemof 2.0-2.5 bar working pressure (4 54 130) or centralcooling with freshwater of maximum 4.5 bar work-ing pressure, option: 4 54 132.

The end covers are of coated cast iron (4 54 150), oralternatively of bronze, option: 4 54 151

Cleaning is to be carried out only when the engine isstopped by dismantling the cooler element.

A water mist catcher of the through-flow type is lo-cated in the air chamber after the air cooler.

Exhaust Gas System

From the exhaust valves, the gas is led to the exhaustgas receiver where the fluctuating pressure from theindividual cylinders is equalised, and the total volumeof gas led further on to the turbocharger at a constantpressure.

Compensators are fitted between the exhaustvalves and the receiver, and between the receiverand the turbocharger.

The exhaust gas receiver and exhaust pipes areprovided with insulation, covered by galvanizedsteel plating.

There is a protective grating between the exhaustgas receiver and the turbocharger.

After the turbocharger, the gas is led via the exhaustgas outlet transition piece, option: 4 60 601 and acompensator, option: 4 60 610 to the external ex-haust pipe system, which is yard’s supply.

Auxiliary Blower

The engine is provided with two electrically-drivenblowers (4 55 150). The suction side of the blowersis connected to the scavenge air space after the aircooler.

Between the air cooler and the scavenge air re-ceiver, non-return valves are fitted which automati-cally close when the auxiliary blowers supply theair.

Both auxiliary blowers will start operating before theengine is started and will ensure sufficient scavengeair pressure to obtain a safe start.

During operation of the engine, both auxiliary blow-ers will start automatically each time the engine loadis reduced to about 30-40%, and they will continueoperating until the load again exceeds approxi-mately 40-50%.

In cases where one of the auxiliary blowers is out ofservice, the other auxiliary blower will automaticallycompensate without any manual readjustment ofthe valves, thus avoiding any engine load reduction.This is achieved by the automatically workingnon-return valves in the suction pipe of the blowers.

The electric motors are of the totally enclosed, fancooled, single speed type, with insulation min. classB and enclosure minimum IP44.

The electrical control panel and starters for twoauxiliary blowers can be delivered as an option:4 55 650.

Piping Arrangements

The engine is delivered with piping arrangements for:

Fuel oil

Heating of fuel oil pipes

Lubricating and piston cooling oil pipes

Cylinder lubricating oil

Lubricating of turbocharger

Sea cooling water

Jacket cooling water

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1.10

Cleaning of turbocharger

Fire extinguishing for scavenge air space

Starting air

Control air

Safety air

Oil mist detector.

All piping arrangements are made of steel piping,except the control air, safety air and steam heatingof fuel pipes which are made of copper.

The pipes for sea cooling water to the air cooler are of:

Galvanised steel 4 45 130, or

Thick-walled, galvanised steel option 4 45 131,or

Aluminium brass option 4 45 132, or

Copper nickel option 4 45 133.

In the case of central cooling, the pipes for freshwa-ter to the air cooler are of steel.

The pipes are provided with sockets for standard in-struments, alarm and safety equipment and, fur-thermore, with a number of sockets for supplemen-tary signal equipment and supplementary remoteinstruments.

The inlet and return fuel oil pipes (except branchpipes) are heated with:

Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, orElectrical tracing . . . . . . . . . . . option: 4 35 111, orThermal oil tracing . . . . . . . . . . . . option: 4 35 112

The drain pipe is heated by jacket water.

The above heating pipes are normally deliveredwithout insulation, (4 35 120). If the engine is to betransported as one unit, insulation can be mountedas an option: 4 35 121.

The engine’s external pipe connections are with:

• Sealed, without counterflanges in the connectingend, and with blank counterflanges and bolts inthe other end (4 30 201), or

• With blank counterflanges and bolts in both endsof the piping, option: 4 30 202, or

• With drilled counterflanges and bolts, option:4 30 203

A fire extinguishing system for the scavenge air boxwill be provided, based on:

Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, orWater mist . . . . . . . . . . . . . . . . option: 4 55 142, orCO2 (excluding bottles). . . . . . . . . option: 4 55 143

Starting Air Pipes

The starting air system comprises a main startingvalve, a non-return valve, a bursting disc for thebranch pipe to each cylinder, one or two starting airdistributor(s); and a starting valve on each cylinder.The main starting valve is connected with the ma-noeuvring system, which controls the start of theengine.

A slow turning valve with actuator can be deliveredas an option: 4 50 140.

The starting air distributor(s) regulates the supply ofcontrol air to the starting valves so that they supplythe engine cylinders with starting air in the correctfiring order. The starting air distributors have one setof starting cams for “Ahead” and one set for “Astern”,as well as one control valve for each cylinder.


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1.11

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Fig. 1.04: Engine cross section

178 21 77-2.0

Engine Layout and Load Diagrams, SFOC 2

2 Engine Layout and Load Diagrams

Introduction

The effective brake power “Pb” of a diesel engine isproportional to the mean effective pressure pe andengine speed “n”, i.e. when using “c” as a constant:

Pb = c x pe x n

so, for constant mep, the power is proportional tothe speed:

Pb = c x n1 (for constant mep)

When running with a Fixed Pitch Propeller (FPP), thepower may be expressed according to the propellerlaw as:

Pb = c x n3 (propeller law)

Thus, for the above examples, the brake power Pbmay be expressed as a power function of the speed“n” to the power of “i”, i.e.:

Pb = c x ni

Fig. 2.01a shows the relationship for the linear func-tions, y = ax + b, using linear scales.

The power functions Pb = c x ni, see Fig. 2.01b, willbe linear functions when using logarithmic scales.

log (Pb) = i x log (n) + log (c)

Thus, propeller curves will be parallel to lines havingthe inclination i = 3, and lines with constant mep willbe parallel to lines with the inclination i = 1.

Therefore, in the Layout Diagrams and Load Dia-grams for diesel engines, logarithmic scales areused, making simple diagrams with straight lines.

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speed fora fixed pitch propeller is as mentioned above de-scribed by means of the propeller law, i.e. the thirdpower curve:

Pb = c x n3 , in which:

Pb = engine power for propulsionn = propeller speedc = constant

Propeller design point

Normally, estimations of the necessary propellerpower and speed are based on theoretical calcula-tions for loaded ship, and often experimental tanktests, both assuming optimum operating condi-tions, i.e. a clean hull and good weather. The combi-nation of speed and power obtained may be called


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2.01

Fig. 2.01b: Power function curves in logarithmic scales178 05 40-3.0

Fig. 2.01a: Straight lines in linear scales

178 05 40-3.0

the ship’s propeller design point (PD), placed on thelight running propeller curve 6. See Fig. 2.02. On theother hand, some shipyards, and/or propeller manu-facturers sometimes use a propeller design point(PD’) that incorporates all or part of the so-calledsea margin described below.

Fouled hull

When the ship has sailed for some time, the hull andpropeller become fouled and the hull’s resistancewill increase. Consequently, the ship speed will bereduced unless the engine delivers more power tothe propeller, i.e. the propeller will be further loadedand will be heavy running (HR).

As modern vessels with a relatively high servicespeed are prepared with very smooth propeller andhull surfaces, the fouling after sea trial will involve arelatively high resistance and thereby a heavier run-ning propeller.

Sea margin and heavy propeller

If, at the same time the weather is bad, with headwinds, the ship’s resistance may increase com-pared to operating at calm weather conditions.

When determining the necessary engine power, it isnormal practice to add an extra power margin, theso-called sea margin, which is traditionally about15% of the propeller design (PD) power.

Engine layout(heavy propeller/light running propeller)

When determining the necessary engine speedconsidering the influence of a heavy running propel-ler for operating at large extra ship resistance, it isrecommended - compared to the clean hull andcalm weather propeller curve 6 - to choose aheavier propeller curve 2, and the propeller curve forclean hull and calm weather curve 6 will be said torepresent a “light running” (LR) propeller.

Compared to the heavy engine layout curve, no. 2,we recommend to use a light running of 3.0-7.0%for design of the propeller.

Engine margin

Besides the sea margin, a so-called “engine mar-gin” of some 10% is frequently added. The corre-sponding point is called the “specified MCR for pro-pulsion” (MP), and refers to the fact that the powerfor point SP is 10% lower than for point MP. PointMP is identical to the engine’s specified MCR point(M) unless a main engine driven shaft generator is in-stalled. In such a case, the extra power demand ofthe shaft generator must also be considered.

Note:Light/heavy running, fouling and sea margin areoverlapping terms. Light/heavy running of the pro-peller refers to hull and propeller deterioration andheavy weather and, sea margin i.e. extra power tothe propeller, refers to the influence of the wind andthe sea. However, the degree of light running mustbe decided upon experience from the actual tradeand hull design.

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2.02

Line 2 Propulsion curve, fouled hull and heavyweather (heavy running), recommended for en-gine layout

Line 6 Propulsion curve, clean hull and calm weather(light running), for propeller layout

MP Specified MCR for propulsion

SP Continuous service rating for propulsion

PD Propeller design point

HR Heavy running

LR Light running

Fig. 2.02: Ship propulsion running points and engine layout

178 05 41-5.3

Engine Layout Diagram

An engine’s layout diagram is limited by two con-stant mean effective pressure (mep) lines L1-L3 andL2-L4, and by two constant engine speed lines L1-L2and L3-L4, see Fig. 2.02. The L1 point refers to theengine’s nominal maximum continuous rating.

Within the layout area there is full freedom to selectthe engine’s specified MCR point M which suits thedemand of propeller power and speed for the ship.

On the horizontal axis the engine speed and on thevertical axis the engine power are shown in percent-age scales. The scales are logarithmic which meansthat, in this diagram, power function curves like pro-peller curves (3rd power), constant mean effectivepressure curves (1st power) and constant shipspeed curves (0.15 to 0.30 power) are straight lines.

Specified maximum continuous rating (M)

Based on the propulsion and engine running points,as previously found, the layout diagram of a relevantmain engine may be drawn-in. The specified MCRpoint (M) must be inside the limitation lines of thelayout diagram; if it is not, the propeller speed willhave to be changed or another main engine typemust be chosen. Yet, in special cases point M maybe located to the right of line L1-L2, see “OptimisingPoint” below.

Continuous service rating (S)

The continuous service rating is the power at whichthe engine is normally assumed to operate, andpoint S is identical to the service propulsion point(SP) unless a main engine driven shaft generator isinstalled.

Optimising point (O) = specified MCR (M)

This engine type is not fitted with VIT fuel pumps, sothe specified MCR power is the power for which theengine is optimised - point M coincides normallywith point O.

The optimising point O is the rating at which theturbocharger is matched, and at which the enginetiming and compression ratio are adjusted.

Load Diagram

Definitions

The load diagram, Fig. 2.03, defines the power andspeed limits for continuous as well as overload ope-ration of an installed engine having an optimisingpoint O and a specified MCR point M that confirmsthe ship’s specification.

The optimising point O is placed on line 1 and equalto point A of the load diagram with point M’s power,i.e. the power of points O and M must be identical,but the engine speeds can be different.

The optimising point O is to be placed inside the lay-out diagram. In fact, the specified MCR point M can,in special cases, be placed outside the layout dia-gram, but only by exceeding line L1-L2, and ofcourse, only provided that the optimising point O islocated inside the layout diagram.

The service points of the installed engine incorpo-rate the engine power required for ship propulsionand shaft generator, if installed.


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2.03

Constant ship speed lines

The constant ship speed lines a, are shown at thevery top of Fig. 2.02, indicating the power requiredat various propeller speeds in order to keep thesame ship speed, provided that, for each shipspeed, the optimum propeller diameter is used,taking into consideration the total propulsion effi-ciency.

Limits for continuous operation

The continuous service range is limited by four lines:

Line 3 and line 9:Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 105% of A.

If, in special cases, A is located to the right of lineL1-L2, the maximum limit, however, is 105% of L1.

During trial conditions the maximum speed may beextended to 107% of A, see line 9.

The above limits may in general be extended to105%, and during trial conditions to 107%, of thenominal L1 speed of the engine, provided the tor-sional vibration conditions permit it.

The overspeed set-point is 109% of the speed in A,however, it may be moved to 109% of the nominalspeed in L1, provided that torsional vibration condi-tions permit.

Running above 100% of the nominal L1 speed at aload lower than about 65% specified MCR is, how-ever, to be avoided for extended periods. Onlyplants with controllable pitch propellers can reachthis light running area.

Line 4:Represents the limit at which an ample air supply isavailable for combustion and imposes a limitationon the maximum combination of torque and speed.

Line 5:Represents the maximum mean effective pressurelevel (mep), which can be accepted for continuousoperation.

Line 7:Represents the maximum power for continuousoperation.

Limits for overload operation

The overload service range is limited as follows:

Line 8:Represents the overload operation limitations.

The area between lines 4, 5, 7 and the heavy dashedline 8 is available for overload running for limited pe-riods only (1 hour per 12 hours).

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A 100% reference pointM Specified MCRO Optimising point

Line 1 Propeller curve though optimising point (i =3), for engine layout curve

Line 2 Propeller curve, fouled hull and heavyweather – heavy running (i = 3)

Line 3 Speed limitLine 4 Torque/speed limit (i = 2)Line 5 Mean effective pressure limit (i = 1)Line 6 Propeller curve, clean hull and calm weather

– light running (i = 3), for propeller layoutLine 7 Power limit for continuous running (i = 0)Line 8 Overload limitLine 9 Speed limit at sea trial

Fig. 2.03: Engine load diagram

178 39 18-4.1

2.04

Recommendation

Continuous operation without limitations is allowedonly within the area limited by lines 4, 5, 7 and 3 ofthe load diagram, except for CP propeller plantsmentioned in the previous section.

The area between lines 4 and 1 is available for oper-ation in shallow waters, heavy weather and duringacceleration, i.e. for non-steady operation withoutany strict time limitation.

After some time in operation, the ship’s hull and pro-peller will be fouled, resulting in heavier running ofthe propeller, i.e. the propeller curve will move to theleft from line 6 towards line 2, and extra power is re-quired for propulsion in order to keep the ship’sspeed.

In calm weather conditions, the extent of heavy run-ning of the propeller will indicate the need for clean-ing the hull and possibly polishing the propeller.

Once the specified MCR has been chosen, the ca-pacities of the auxiliary equipment will be adaptedto the specified MCR, and the turbocharger etc. willbe matched to this power.

If the specified MCR is to be increased later on, thismay involve a change of the pump and cooler ca-pacities, retiming of the engine, change of the fuelvalve nozzles, adjusting of the cylinder liner cooling,as well as rematching of the turbocharger or even achange to a larger size of turbocharger. In somecases it can also require larger dimensions of thepiping systems.

It is therefore of the utmost importance to consider,already at the project stage, if the specificationshould be prepared for a later power increase. Thisis to be indicated in item 4 02 010 of the Extent ofDelivery.

Examples of the use of the LoadDiagram

In the following, four different examples based onfixed pitch propeller (FPP) and one example basedon controllable pitch propeller (CPP) are given in or-der to illustrate the flexibility of the layout and loaddiagrams, and the significant influence of the choiceof the optimising point O.

For a project, the layout diagram shown in Fig. 2.09may be used for construction of the actual load dia-gram.


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2.05

The specified MCR (M) and its propeller curve 1will normally be selected on the engine servicecurve 2 (for fouled hull and heavy weather), asshown in Fig. 2.04a. Point A is then found at theintersection between propeller curve 1 (2) and theconstant power curve through M, line 7. In thiscase point A will be equal to point M.

Once point A has been found in the layout diagram,the load diagram can be drawn, as shown in Fig.2.04b, and hence the actual load limitation lines ofthe diesel engine may be found by using the inclina-tions from the construction lines and the %-figuresstated.

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2.06

Example 1:Normal running conditions: Engine coupled to fixed pitch propeller and without shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is

equal to line 2O Optimising point of engine

A Reference point of load diagram Line 7 Constant power line through specified MCR (M)

MP Specified MCR for propulsion Point A Intersection between lines 1 and 7

SP Continuous service rating of propulsion

Fig. 2.04a: Example 1, Layout diagram for normal runningconditions, engine with FPP, without shaft generator

178 39 20-6.0

Fig. 2.04b: Example 1, Load diagram for normal runningconditions, engine with FPP, without shaft generator


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2.07

Example 2:Special running conditions: Engine coupled to fixed pitch propeller and without shaft generator

M=O Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is

equal to line 2O Optimising point of engine

A Reference point of load diagram Line 7 Constant power line through specified MCR (M)

MP Specified MCR for propulsion Point A Intersection between lines 1 and 7


Fig. 2.05a: Example 2, Layout diagram for special runningconditions, engine with FPP, without shaft generator

Fig. 2.05b: Example 2, Load diagram for special runningconditions, engine with FPP, without shaft generator

178 39 23-1.0

In this example a shaft generator (SG) is installed,and therefore the service power of the engine alsohas to incorporate the extra shaft power required forthe shaft generator’s electrical power production.

In Fig. 2.06a, the engine service curve shown forheavy running incorporates this extra power.

The optimising point O = A = M will be chosen on thiscurve as shown.

Point A is then found in the same way as in example1, and the load diagram can be drawn as shown inFig. 2.06b.

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2.08

Example 3:Normal running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator

M=O Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)

O Optimising point of engine Line 7 Constant power line through specified MCR(M)

A=O Reference point of load diagram Point A Intersection between lines 1 and 7

MP Specified MCR for propulsion


SG Shaft generator power

Fig. 2.06a: Example 3, Layout diagram for normal runningconditions, engine with FPP, with shaft generator

Fig. 2.06b: Example 3, Load diagram for normal runningconditions, engine with FPP, with shaft generator

178 39 25-5.0

Also in this special case, a shaft generator is in-stalled but, compared to Example 3, this case has aspecified MCR for propulsion, MP, placed at the topof the layout diagram, see Fig. 2.07a.

This involves that the intended specified MCR of theengine M’ will be placed outside the top of the layoutdiagram.

One solution could be to choose a diesel enginewith an extra cylinder, but another and cheapersolution is to reduce the electrical power produc-tion of the shaft generator when running in the up-per propulsion power range.

In choosing the latter solution, the required speci-fied MCR power can be reduced from point M’ topoint M as shown in Fig. 2.07a. Therefore, when run-ning in the upper propulsion power range, a dieselgenerator has to take over all or part of the electricalpower production.

However, such a situation will seldom occur, asships are rather infrequently running in the upperpropulsion power range.

Point A, having the highest possible power, isthen found at the intersection of line L1-L3 withline 1, see Fig. 2.07a, and the corresponding loaddiagram is drawn in Fig. 2.07b. Point M is foundon line 7 at MP’s speed.


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Example 4:Special running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator

2.09

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)

O Optimising point of engine Point A Intersection between lines 1 and 7

A Reference point of load diagram Point M Located on constant power line 7 throughpoint AMP Specified MCR for propulsion


Fig. 2.07a: Example 4, Layout diagram for special runningconditions, engine with FPP, with shaft generator

Fig. 2.07b: Example 4, Load diagram for special runningconditions, engine with FPP, with shaft generator

178 39 28-0.0

When a controllable pitch propeller (CPP) is in-stalled, the relevant combinator curves of the pro-peller may also be a combination of constant enginespeeds and/or propeller curves, and it is not possi-ble to distinguish between running points for lightand heavy running conditions.

Therefore, when the engine’s specified MCR point(M) has been chosen, including the power for a shaftgenerator, if installed,

point M may be used as point A

of the load diagram, which may then be drawn.

Fig. 2.08 shows two examples of running curves thatare both contained within the same load diagram.

For specific cases with a shaft generator, and wherethe propeller’s running curve in the high powerrange is a propeller curve, i.e. based on a main-tained constant propeller pitch (similar to the FPPpropulsion curve 2 for heavy running), please alsosee the fixed pitch propeller examples 3 and 4.

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2.10

Example 5:Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

M Specified MCR of engine

S Continuous service rating of engine

O Optimising point of engine

A Reference point of load diagram

Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or wihtout shaft generator

178 39 31-4.0


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2.11

Fig. 2.09: Diagram for actual project

178 06 86-5.0

Fig. 2.09 contains a layout diagram that can be used for con-struction of the load diagram for an actual project, using the%-figures stated and the inclinations of the lines.

Specific Fuel Oil Consumption

The calculation of the expected specific fuel oil con-sumption (SFOC) can be carried out by means ofFig. 2.10 for fixed pitch propeller and Fig. 2.11 forcontrollable pitch propeller, constant speed.Throughout the whole load area the SFOC of the en-gine depends on where the optimising point O =specified MCR (M) is chosen.

SFOC at reference conditions

The SFOC is based on the reference ambient condi-tions stated in ISO 3046/1-1995:

1,000 mbar ambient air pressure25 °C ambient air temperature25 °C scavenge air coolant temperature

and is related to a fuel oil with a lower calorific valueof 10,200 kcal/kg (42,700 kJ/kg).

For lower calorific values and for ambient conditionsthat are different from the ISO reference conditions,the SFOC will be adjusted according to the conver-sion factors in the below table provided that themaximum combustion pressure (Pmax) is adjustedto the nominal value (left column), or if the Pmax isnot re-adjusted to the nominal value (right column).

WithPmaxadjusted

WithoutPmaxadjusted

ParameterConditionchange

SFOCchange

SFOCchange

Scav. air coolanttemperature per 10 °C rise + 0.60% + 0.41%Blower inlettemperature per 10 °C rise + 0.20% + 0.71%Blower inletpressure per 10 mbar rise - 0.02% - 0.05%Fuel oil lowercalorific value

rise 1%(42,700 kJ/kg) -1.00% - 1.00%

With for instance 1 °C increase of the scavenge aircoolant temperature, a corresponding 1 °C in-crease of the scavenge air temperature will occurand involves an SFOC increase of 0.06% if Pmax isadjusted.

SFOC guarantee

The SFOC guarantee refers to the above ISO refer-ence conditions and lower calorific value, and isguaranteed for the power-speed combination inwhich the engine is optimised (O) and fulfilling theIMO NOx emission limitations.

The SFOC guarantee is given with a margin of 5%.

As SFOC and NOx are interrelated paramaters, anengine offered without fulfilling the IMO NOx limita-tions only has a tolerance of 3% of the SFOC.

Examples of graphic calculation ofSFOC

Diagram 1 in Figs. 2.10 and 2.11 valid for fixed pitchpropeller and constant speed, respectively, showsthe reduction in SFOC, relative to the SFOC at nomi-nal rated MCR L1.

The solid lines are valid at 100, 80 and 50% of theoptimised power (O) identical to the specified MCR(M).

The optimising point O is drawn into the above-mentioned Diagram 1. A straight line along theconstant mep curves (parallel to L1-L3) is drawnthrough the optimising point O. The line intersec-tions of the solid lines and the oblique lines indi-cate the reduction in specific fuel oil consumptionat 100%, 80% and 50% of the optimised power,related to the SFOC stated for the nominal MCR(L1) rating at the actually available engine version.

In Fig. 2.12 an example of the calculated SFOCcurves are shown on Diagram 2, valid for two al-ternative engine ratings: M1 = O1 and M2 = O2.

402 000 004 198 27 66


2.12


402 000 004 198 27 66

2.13

Fig. 2.10: SFOC for engine with fixed pitch propeller

Specified MCR (M) = optimised point (O)

199 67 78-4.1

Data at nominal MCR (L1): L35MC Data of optimising point (O=M)

Power: 100% (L1) kW Power: 100% of (O) kW

Speed: 100% (L1) 210 r/min Speed: 100% of (O) r/min

Nominal SFOC (L1) 177 g/kWh SFOC found: g/kWh

199 67 78-4.1

178 21 78-4.1

402 000 004 198 27 66


2.14

199 67 79-6.1

Data at nominal MCR (L1): L35MC Data of optimising point (O=M)

Power: 100% (L1) kW Power: 100% of (O) kW

Speed: 100% (L1) 210 r/min Speed: 100% of (O) r/min

Nominal SFOC (L1) 177 g/kWh SFOC found: g/kWh

Specified MCR (M) = optimised point (O)199 67 79-6.1

178 21 78-4.1

Fig. 2.11: SFOC for engine with constant speed


402 000 004 198 27 66

2.15

199 67 80-6.1

Fig. 2.12: SFOC for a derated engine with fixed pitch propeller

199 67 80-6.1

Specified MCR (M) = optimised point (O)

Data at nominal MCR (L1): 6L35MC Data at specified MCR (M): 6L35MC

100% Power:100% Speed:Nominal SFOC:

3900210177

kWr/ming/kWh

100% Power:100% Speed:SFOC, found:

3120189

174.4

kWr/ming/kWh

178 21 79-6.1

Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O,shown on this Fig., the specific fuel oil consumptionin an arbitrary poin S1, S2 or S3 can be estimatedbased on the SFOC in points “1" and ”2".

These SFOC values can be calculated by using thegraphs in Fig. 2.11 for the propeller curve I and Fig.2.12 for the constant speed curve II, obtaining theSFOC in points 1 and 2, respectively.

Then the SFOC for point S1 can be calculated as aninterpolation between the SFOC in points “1" and”2", and for point S3 as an extrapolation.

The SFOC curve through points S2, to the left ofpoint 1, is symmetrical about point 1, i.e. at speedslower than that of point 1, the SFOC will also in-crease.

The above-mentioned method provides only an ap-proximate figure. A more precise indication of theexpected SFOC at any load can be calculated byusing our computer program. This is a service whichis available to our customers on request.

402 000 004 198 27 66


Fig. 2.13: SFOC at an arbitrary load

178 05 32-0.1

2.16

Emission Control

IMO NOx limits, i. e. 0-30% NOx reduction

All MC engines are delivered so as to comply withthe IMO speed dependent NOx limit, measured ac-cording to ISO 8178 Test Cycles E2/E3 for HeavyDuty Diesel Engines.

The primary method of NOx control, i.e. engine ad-justment and component modification to affect theengine combustion process directly, enables re-ductions of up to 30% to be achieved.

The Specific Fuel Oil Consumption (SFOC) and theNOx are interrelated parameters, and an engine of-fered with a guaranteed SFOC and also guaranteedto comply with the IMO NOx limitation will be subjectto a 5% fuel consumption tolerance.

30-50% NOx reduction

Water emulsification of the heavy fuel oil is a wellproven primary method. The type of homogenizer iseither ultrasonic or mechanical, using water fromthe freshwater generator and the water mistcatcher. The pressure of the homogenised fuel hasto be increased to prevent the formation of thesteam and cavition. It may be necessary to modifysome of the engine components such as the fuelpumps, camshaft, and the engine control system.

Up to 95-98% NOx reduction

This reduction can be achieved by means of se-condary methods, such as the SCR (Selective Cata-lytic Reduction), which involves an after-treatmentof the exhaust gas.

Plants designed according to this method havebeen in service since 1990 on four vessels, usingHaldor Topsøe catalysts and ammonia as the re-ducing agent, urea can also be used.

The compact SCR unit can be located separately inthe engine room or horizontally on top of the engine.The compact SCR reactor is mounted before theturbocharger(s) in order to have the optimum work-ing temperature for the catalyst.

More detailed information can be found in our publi-cations:

P.331: “ E m i s s i o n s C o n t r o l , T w o - s t r o k eLow-speed Engines”

P. 333: “How to deal with Emission Control”

The publications are also available at the Internetaddress:www.manbw.dk under "Libraries", from wherethey can be downloaded.


402 000 004 198 27 66

2.17

Turbocharger Choice & Exhaust Gas By-pass 3

3 Turbocharger Choice and Exhaust Gas By-pass

Turbocharger Choice

The engines are designed for the application of ei-ther MAN B&W, ABB or Mitsubishi (MHI)turbochargers, and the engines and turbochargersare matched to comply with the IMO speed depend-ent NOx emission limitations, measured accordingto ISO 8178 Test Cycles E2/E3 for Heavy Duty Die-sel Engines.

The turbocharger choice is made with a view to ob-taining the lowest possible Specific Fuel Oil Con-sumption (SFOC) values at the nominal MCR , seethe table in Fig 3.01.

The engine is equipped with one turbocharger lo-cated on aft end on 4 to 9 cylinder engines, and withtwo turbochargers on exhaust side for 10 to 12 cyl-inder engines.

The turbocharger cleaning systems to be appliedare described in Section 6.10.

For a Specified MCR point (M) different from theNominal MCR (L1), the diagrams in Figs. 3.02, 3.03,3.04 and 3.05 should be used for the application ofMAN B&W type NA, ABB type TPL, ABB type VTRand MHI type MET turbochargers, respectively.

Additionall, the diagrams, show an example of howto determine the number and size of the turbo-chargers for a 6L35MC Mk 6:

Specified MCR:M= 80% power = 3,120 kW (4,268 BHP),

95% speed = 199.5 r/minand forNominal MCR:L1= 100% power = 3,900 kW (5,310 BHP),

100% speed = 2104 r/min


459 100 250 198 27 67

3.01

Cyl. MAN B&W ABB ABB MHI

4 1 x NR29/S 1 x TPL65-A10 1 x VTR354P 1 x MET30SR

5 1 x NA34/S 1 x TPL65-A10 1 x VTR354P 1 x MET30SD



8 1 x NA40/S 1 x TPL73-B11 1 x VTR454P 1 x MET53SD

9 1 x NA40/S 1 x TPL73-B11 1 x VTR454P 1 x MET53SD




Fig. 3.01: Turbocharger types

178 22 22-7.0

The procedure for determining the turbochargersize for specified MCR is as follows:

• Find the specified MCR point M in diagram 1 byentering the 80% power on the vertical scale, andthe 95% engine speed on the oblique scale

• Go horizontally to the left to diagram 2, to the in-tersection with the vertical 95% engine speedscale

• Offset the point (go along) the oblique curveswithin diagram 2, and then move horizontally indiagram 3 to the relevant number of cylinders, - inthis case a 6-cylinder engine, and then movedown vertically to diagram 4

• In diagram 4 the line intersects the curves for twoand one turbochargers

• Going horizontally to the right you will find the in-tersections with the vertical line from diagram 1,showing that if one turbocharger is applied itshould be type NA34/S, and if two are appliedthey should be type NA24/S.

Using the same procedure for 6L35MC Mk 6, withNominal MCR (L1), it can be seen that in this case ei-ther 1 x NA34/S or 2 x NR24/S can be used.

459 100 250 198 27 67


3.02

100

95

90

85

456789101112

1

2

NA48/S

NA40/S

NA34/S

NR24/S

NR29/S

100

90

80

70

% of Lpower

1

100 90% speed of L1

Number of cylinders

L1

Number of turbochargers

% speed of L1

L1

M

M

Examples: 6L35MC Mk 6Nominal MCR (L1) 100% power, 100% speed: 1 x NA34/S or 2 x NR24/SSpecified MCR (M) 80% power, 95% speed: 1 x NA34/S or 2 x NR24/S

Fig. 3.02: Choice of conventional turbochargers, make MAN B&W

178 22 18-1.0


459 100 250 198 27 67

3.03

100

95

90

85

456789101112

1

2

TPL73-B11

TPL69-A10

TPL65-A10

TPL61-A10

100

90

80

70

% of Lpower

1

100 90% speed of L1

Number of cylinders

L1


% speed of L1

L1

M

M

Fig. 3.03: Choice of conventional turbochargers, make ABB, type TPL

Examples: 6L35MC Mk 6Nominal MCR (L1) 100% power, 100% speed: 1 x TPL69-A10 or 2 x TPL61-A10Specified MCR (M) 80% power, 95% speed: 1 x TPL69-A10 or 2 x TPL61-A10

178 22 19-3.0

459 100 250 198 27 67


100

95

90

85

456789101112

1

2

VTR354

VTR254P

VTR254

VTR304

VTR304P

VTR354P

VTR454

VTR454P

VTR454D

100

90

80

70

% of Lpower

1

100 90% speed of L1

Number of cylinders

L1


% speed of L1

L1

M

M

Fig. 3.04: Choice of conventional turbochargers, make ABB, type VTR

Examples: 6L35MC Mk 6Nominal MCR (L1) 100% power, 100% speed: 1 x VTR454P or 2 x VTR304PSpecified MCR (M) 80% power, 95% speed: 2 x VTR354 or 2 x VTR254.

3.04

178 22 20-3.0


459 100 250 198 27 67

100

95

90

85

456789101112

1

2

MET42SD

MET53SD

MET30SD

MET30SR

100

90

80

70

% of Lpower

1

100 90% speed of L1

Number of cylinders

L1


% speed of L1

L1

M

M

Fig. 3.05: Choice of conventional turbochargers, make MHI

3.05

Examples: 6L35MC Mk 6Nominal MCR (L1) 100% power, 100% speed: 1 x MET42SD or 2 x MET30SRSpecified MCR (M) 80% power, 95% speed: 1 x MET30SD or 2 x MET30SR

178 22 21-5.0

By-pass of Exhaust Gas for emergency runningOption: 4 60 119

By-pass of the total amount of exhaust gas roundthe turbocharger, Fig. 3.06, is only used for emer-gency running in case of turbocharger failure.

This enables the engine to run at a higher load thanwith a locked rotor under emergency conditions.The engine’s exhaust gas receiver will in this casebe fitted with a by-pass flange of the same diameteras the inlet pipe to the turbocharger. The emergencypipe is the yard’s delivery.

459 100 250 198 27 67


3.06

Fig. 3.06: Total by-pass of exhaust for emergency running

178 06 72-1.1

Electricity Production 4

4 Electricity Production

Introduction

Next to power for propulsion, electricity productionis the largest fuel consumer on board. The electricityis produced by using one or more of the followingtypes of machinery, either running alone or in parallel:

• Auxiliary diesel generating sets

• Main engine driven generators

• Steam driven turbogenerators

• Emergency diesel generating sets.

The machinery installed should be selected basedon an economical evaluation of first cost, operatingcosts, and the demand of man-hours for mainte-nance.

In the following, technical information is given re-garding main engine driven generators (PTO) andthe auxiliary diesel generating sets produced byMAN B&W.

Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)from the main engine, the electricity can be pro-duced based on the main engine’s low SFOC anduse of heavy fuel oil. Several standardised PTO sys-tems are available, see Fig. 4.01 and the designa-tions on Fig. 4.02:

PTO/RCF(Power Take Off/Renk Constant Frequency):Generator giving constant frequency, based onmechanical-hydraulical speed control.

PTO/CFE(Power Take Off/Constant Frequency Electrical):Generator giving constant frequency, based onelectrical frequency control.

PTO/GCR(Power Take Off/Gear Constant Ratio):Generator coupled to a constant ratio step-upgear, used only for engines running at constantspeed.

Within each PTO system, several designs are avail-able, depending on the positioning of the gear:

BW II:A free-standing gear mounted on the tank topand connected to the fore end of the diesel en-gine, with a vertical or horizontal generator.

BW IV:A free-standing step-up gear connected to theintermediate shaft, with a horizontal generator.


485 600 100 198 27 68

4.01

485 600 100 198 27 68


4.02

Alternative generator positioning Design Seating Totaleffciency

1a 1b BW II/RCF On tanktop 88-91

2a 2b BW IV/RCF On tanktop 88-91

3a 3b BW II/CFE On tanktop 81-85

4a 4b BW IV/CFE On tanktop 81-85

5 BW II/GCR 92

6 BW IV/GCR On tanktop 92

On tanktop(Horizontalgenerator)

PTO

/RC

FP

TO/C

FEP

TO/G

CR

Fig. 4.02: Designation of PTO

Fig. 4.01: Types of PTO

Power take off: PTO

BW II L35/GCR 500-60

50: 50 Hz60: 60 Hz

kW on generator terminals

RCF: Renk Constant Frequency unitCFE: Step-up gear with electrical frequency controlGCR: Step-up gear with constant ratio

Engine type on which it is applied

Positioning of PTO: See Fig. 4.01

Make: MAN B&W

178 43 52-0.0

178 43 51-9.1

PTO/RCF

Free standing generator, BW II/RCF(Fig. 4.01, alternative 1)

The PTO/RCF generator systems have been devel-oped in close cooperation with the German gearmanufacturer Renk. A complete package solution isoffered, comprising a flexible coupling, a step-upgear, an epicyclic, variable-ratio gear with built-inclutch, hydraulic pump and motor, and a standardgenerator.

For marine engines with controllable pitch propel-lers running at constant engine speed, the hydraulicsystem can be dispensed with, i.e. a PTO/GCR de-sign is normally used, see Fig. 4.01, alternative 5.

Fig. 4.03 shows the principles of the PTO/RCF ar-rangement.

The epicyclic gear of the BW II/RCF unit has a hy-drostatic superposition drive. The hydrostatic inputdrives the annulus of the epicyclic gear in either di-rection of rotation, hence continuously varying thegearing ratio to keep the generator speed constantthroughout an engine speed variation of 30%. In thestandard layout, this is between 100% and 70% ofthe engine speed at specified MCR, but it can beplaced in a lower range if required.

The input power to the gear is divided into two paths– one mechanical and the other hydrostatic – andthe epicyclic differential combines the power of thetwo paths and transmits the combined power to theoutput shaft, connected to the generator. The gearis equipped with a hydrostatic motor driven by apump, and controlled by an electronic control unit.


485 600 100 198 27 68

4.03

Fig. 4.03: Power Take Off with Renk constant frequency gear: BW II/RCF, option: 4 85 203

178 00 45-5.1

This keeps the generator speed constant during sin-gle running as well as when running in parallel withother generators.

The multi-disc clutch, integrated into the gear inputshaft, permits the engaging and disengaging of theepicyclic gear, and thus the generator, from themain engine during operation.

An electronic control system with a Renk controllerensures that the control signals to the main electri-cal switchboard are identical to those for the normalauxiliary generator sets. This applies to ships withautomatic synchronising and load sharing, as wellas to ships with manual switchboard operation.

Internal control circuits and interlocking functionsbetween the epicyclic gear and the electronic con-trol box provide automatic control of the functionsnecessary for the satisfactory operation and protec-tion of the BW III/RCF unit. If any monitored valueexceeds the normal operation limits, a warning or analarm is given depending upon the origin, severityand the extent of deviation from the permissible val-ues. The cause of a warning or an alarm is shown ona digital display.

Extent of delivery for BW II/RCF units

The delivery is a complete separate unit.

In the case that a larger generator is required, pleasecontact MAN B&W Diesel A/S

Yard deliveries are:

1. Cooling water pipes to the built-on lubricating oilcooling system, including the valves

2. Electrical power supply to the lubricating oilstand-by pump built on to the RCF unit

3. Wiring between the generator and the operatorcontrol panel in the switch-board.

4. An external permanent lubricating oil filling-upconnection can be established in connectionwith the RCF unit.

The necessary preparations to be made on the en-gine are specified in Fig. 4.04.

485 600 100 198 27 68


4.04

Standard sizes of the RCF units are designed for700 and 1200 kW, while the generator sizes ofmake A. van Kaick are:

Type 440 V 60Hz 380 V 50Hz

1800 r/min 1500 r/min

DSG kVA kW kVA kW

62 M2-462 L1-462 L2-474 M1-474 M2-474 L1-4

707855

1056127114321651

566684845

101711461321

627761940

113712801468

501609752909

10241174


485 600 100 198 27 68

4.05

Fig. 4.04: Engine preparations for PTO

Pos. 1:Pos. 2:Pos. 3:Pos. 4:Pos. 5:Pos. 6:

Flange of crankshaftStuds and nuts for crankshaft flangeIntermediate shaft between crankshaft and PTOOil sealing for intermediate shaftEngine cover with hole for intermediate shaft and connecting bolts to bedplate/frame boxPlug box for electronic measuring instrument for check of condition of axial vibration damper

178 43 54-4.1

PTO BW IV/GCRPower Take Off/Gear Constant Ratio

The shaft generator system, type PTO BW IV/GCR,installed in the shaft line (Fig. 4.01 alternative 6) cangenerate power on board ships equipped with acontrollable pitch propeller running at constantspeed.

The PTO-system can be delivered as a tunnel gearwith hollow flexible coupling or, alternatively, as agenerator step-up gear with thrust bearing and flexi-ble coupling integrated in the shaft line.

The main engine needs no special preparation formounting these types of PTO systems as they areconnected to the intermediate shaft.

The PTO-system installed in the shaft line can alsobe installed on ships equipped with a fixed pitchpropeller or controllable pitch propeller running in

485 600 100 198 27 68


4.06

Fig. 4.05: Power Take Off (PTO) BW II/GCR

178 18 25-0.0

Power Take Off/Gear Constant Ratio,PTO BW II/GCR

The PTO system type BWII/GCR illustrated in Fig.4.01 alternative 5 can generate electrical power onboard ships equipped with a controllable pitch pro-peller, running at constant speed.

The PTO unit is mounted on the tank top at the foreend of the engine see Fig. 4.05. The PTO generatoris activated at sea, taking over the electrical powerproduction on board when the main engine speedhas stabilised at a level corresponding to the gener-ator frequency required on board.

The installation length in front of the engine, andthus the engine room length requirement, naturallyexceeds the length of the engine aft end mountedshaft generator arrangements. However, there issome scope for limiting the space requirement, de-pending on the configuration chosen.

combinator mode. This will, however, also requirean additional Renk Constant Frequency gear (Fig.4.01 alternative 2) or additional electrical equipmentfor maintaining the constant frequency of the gener-ated electric power (Fig. 4.01 alternative 4).

Tunnel gear with hollow flexible coupling

This PTO-system is normally installed on ships witha minor electrical power take off load compared tothe propulsion power, up to approximately 25% ofthe engine power.

The hollow flexible coupling is only to be dimensionedfor the maximum electrical load of the power take offsystem and this gives an economic advantage for mi-nor power take off loads compared to the system withan ordinary flexible coupling integrated in the shaft line.

The hollow flexible coupling consists of flexible seg-ments and connecting pieces, which allow replace-ment of the coupling segments without dismountingthe shaft line, see Fig. 4.06.

Generator step-up gear and flexible couplingintegrated in the shaft line

For higher power take off loads, a generator step-upgear and flexible coupling integrated in the shaft linemay be chosen due to first costs of gear and cou-pling.

The flexible coupling integrated in the shaft line willtransfer the total engine load for both propulsionand electricity and must be dimensioned accord-ingly.

The flexible coupling cannot transfer the thrust fromthe propeller and it is, therefore, necessary to makethe gear-box with an integrated thrust bearing.

This type of PTO-system is typically installed onships with large electrical power consumption, e.g.shuttle tankers.


485 600 100 198 27 68

4.07

Fig. 4.06: BW IV/GCR, tunnel gear178 18 22-5.0

Auxiliary Propulsion System/Take Home System

From time to time an Auxiliary Propulsion Sys-tem/Take Home System capable of driving theCP-propeller by using the shaft generator as anelectric motor is requested.

MAN B&W Diesel can offer a solution where theCP-propeller is driven by the alternator via atwo-speed tunnel gear box. The electric power isproduced by a number of GenSets. The main en-gine is disengaged by a conical bolt clutch(CB-Clutch) made as an integral part of the shaft-ing. The clutch is installed between the tunnelgear box and the main engine, and conical boltsare used to connect and disconnect the main en-gine and the shafting. See Figure 4.07.

The CB-Clutch is operated by hydraulic oil pres-sure which is supplied by the power pack used tocontrol the CP-propeller.

A thrust bearing, which transfers the auxiliary pro-pulsion propeller thrust to the engine thrust bear-ing when the clutch is disengaged, is built into the

CB-Clutch. When the clutch is engaged, the thrustis transferred statically to the engine thrust bear-ing through the thrust bearing built into the clutch.

To obtain high propeller efficiency in the auxiliarypropulsion mode, and thus also to minimise theauxiliary power required, a two-speed tunnel gear,which provides lower propeller speed in the auxil-iary propulsion mode, is used.

The two-speed tunnel gear box is made with afriction clutch which allows the propeller to beclutched in at full alternator/motor speed wherethe full torque is available. The alternator/motor isstarted in the de-clutched condition with a starttransformer.

The system can quickly establish auxiliary propul-sion from the engine control room and/or bridge,even with unmanned engine room.

Re-establishment of normal operation requires at-tendance in the engine room and can be done withina few minutes.

485 600 100 198 27 68


Fig. 4.07: Auxiliary propulsion system178 47 02-0.0

4.08


485 600 100 198 27 68

4.9

Power lay-out

Speed

Mean piston speed

Mean effective pressure

Max. combustion pressure

r/min

m/sec.

bar

bar

1000

8.0

22.4

170

1200

9.6

20.7

170

MCR version

Fig. 4.8a Power and outline of L16/24

L16/24 GenSet Data

178 33 87-4.1

Bore: 160 mm Stroke: 240 mm

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 1800 mm.

* Depending on alternator** Weight incl. standard alternator (based on a Leroy Somer alternator)

All dimensions and masses are approximate, and subject to changes without prior notice.

Cyl. no

5 (1000 rpm)5 (1200 rpm)

6 (1000 rpm)6 (1200 rpm)

7 (1000 rpm)7 (1200 rpm)

8 (1000 rpm)8 (1200 rpm)

9 (1000 rpm)9 (1200 rpm)

**Dry weightGenSet (t)

9.59.5

10.510.5

11.411.4

12.412.4

13.113.1

A (mm)

27512751

30263026

33013301

35763576

38513851

* B (mm)

14001400

14901490

15851585

16801680

16801680

* C (mm)

41514151

45164516

48864886

52565256

55315531

H (mm)

22262226

22262226

22262266

22662266

22662266

485 600 100 198 27 68


4.10

Max. continuous rating at Cyl. 5 6 7 8 9

1000/1200 r/min Eng. kW 450/500 540/600 630/700 720/800 810/9001000/1200 r/min 50/60 Hz Gen. kW 430/475 515/570 600/665 680/760 770/855

ENGINE DRIVEN PUMPS

LT cooling water pump (1.7/3.0 bar) ** m3/h 15.7/17.3 18.9/20.7 22.0/24.2 25.1/27.7 28.3/31.1HT cooling water pump (2.0/3.2 bar) ** m3/h 10.9/13.1 12.7/15.2 14.5/17.4 16.3/19.5 18.1/21.6Lubricating oil (3.0-5.0 bar) m3/h 21/25 23/27 24/29 26/31 28/33

EXTERNAL PUMPS

Fuel oil feed pump (4.0 bar) m3/h 0.14/0.15 0.16/0.18 0.19/0.21 0.22/0.24 0.24/0.27Fuel booster pump (8.0 bar) m3/h 0.41/0.45 0.49/0.54 0.57/0.63 0.65/0.72 0.73/0.81

COOLING CAPACITIES

Lubricating oil kW 79/85 95/102 110/119 126/136 142/153Charge air LT kW 43/50 51/60 60/70 68/80 77/90*Flow LT at 36°C inlet and 44°C outlet m3/h 13.1/14.6 15.7/17.5 18.4/20.4 21.0/23.3 23.6/26.2

Jacket cooling kW 107/125 129/150 150/175 171/200 193/225Charge air HT kW 107/114 129/137 150/160 171/182 193/205

GAS DATA

Exhaust gas flow kg/h 3321/3675 3985/4410 4649/5145 5314/5880 5978/6615Exhaust gas temp. °C 330 330 330 330 330Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 3231/3275 3877/4290 4523/5005 5170/5720 5816/6435

STARTING AIR SYSTEM

Air consumption per start Nm3 0.80 0.96 1.12 1.28 1.44

HEAT RADIATION

Engine kW 11/12 13/15 15/17 17/20 19/22Alternator kW (see separate data from the alternator maker)

* The outlet temperature of the HT water is fixed to 80°C,and 44°C for LT water. At different inlet temperatures theflow will change accordingly.

Example: if the inlet temperature is 25°C, then the LT flowwill change to (44-36)/(44-25)*100 = 42% of the originalflow. If the temperature rises above 36°C, then the LToutlet will rise accordingly.

** Max. permission inlet pressure 2.0 bar.

Fig. 4.8b List of capacities for L16/24

L16/24 GenSet Data

178 33 88-6.0

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.


485 600 100 198 27 68

4.11

Power lay-out

Speed

Mean piston speed



r/min

m/sec.

bar

bar

900

9.3

23.6

200

1000

10.3

22.4

200

MCR version

Fig. 4.9a Power and outline of L21/31

L21/31 GenSet Data

178 48 08-7.0


P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)

* Depending on alternator** Weight incl. standard alternator (based on a Uljanik alternator)


Cyl. no

5 (900 rpm)5 (1000 rpm)

6 (900 rpm)6 (1000 rpm)

7 (900 rpm)7 (1000 rpm)

8 (900 rpm)8 (1000 rpm)

9 (900 rpm)9 (1000 rpm)


21.321.3

24.324.3

27.327.3

30.330.3

33.333.3

* C (mm)

58605860

63006300

67606760

72107210

76607660

H (mm)

30503050

31003100

31003100

31003100

32503250

485 600 100 198 27 68


4.12

Max. continuous rating at Cyl. 5 6 7 8 9

900/1000 r/min Eng. kW 950/1000 1140/1200 1330/1400 1520/1600 1710/1800900/1000 r/min 60/50 Hz Gen. kW 905/950 1085/1140 1265/1330 1445/1520 1625/1710

ENGINE DRIVEN PUMPS

LT cooling water pump (1.0/2.5 bar) ** m3/h 55/61 55/61 55/61 55/61 55/61HT cooling water pump (1.0/2.5 bar) ** m3/h 55/61 55/61 55/61 55/61 55/61Lubricating oil (3.0-5.0 bar) m3/h 31/34 31/34 41/46 41/46 41/46

EXTERNAL PUMPS

Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.50 2.5 2.5Fuel oil feed pump (4.0 bar) m3/h 0.29/0.30 0.35/0.37 0.41/0.43 0.46/0.49 0.52/0.55Fuel booster pump m3/h 0.87/0.91 1.04/1.10 1.22/1.28 1.39/1.46 1.56/1.65

COOLING CAPACITIES

Lubricating oil kW 199/209 239/251 278/293 318/335 358/377Charge air LT kW 137 165 192 220 247*Flow LT at 36°C inlet and 44°C outlet m3/h 23.9/24.4 28.7/29.3 33.5/34.2 38.3/39.0 65.0/67.0

Jacket cooling kW 148/156 178/187 207/218 237/249 266/280Charge air HT kW 244 293 341 390 439*Flow HT at 36°C inlet and 80°C outlet m3/h 9.4/9.5 11.2/11.4 13.1/13.4 15.0/15.3 16.8/17.2

GAS DATA

Exhaust gas flow kg/h 6551/6896 7861/8275 9172/9654 10482/11034 11792/12413Exhaust gas temp. °C 285 285 285 285 285Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 6365/6700 7638/8040 8911/9380 10184/10720 11457/12060

STARTING AIR SYSTEM

Air consumption per start Nm3 0.7 0.8 0.9 1.0 1.1

HEAT RADIATION

Engine kWAlternator kW (see separate data from the alternator maker)

* The outlet temperature of the HT water is fixed to 80°C,and 44°C for LT water.

At different inlet temperatures the flow will changeaccordingly.

Example: if the inlet temperature is 25°C, then the LT flowwill change to (44-36)/(44-25)*100 = 53% of the originalflow. The HT flow will not change.

** Max. permission inlet pressure 2.0 bar.

Fig. 4.9b List of capacities for L21/31

L21/31 GenSet Data

178 48 09-9.0

The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.


485 600 100 198 27 68

4.13

L23/30H GenSet Data

Fig. 4.10a Power and outline of L23/30H

178 34 53-3.1

r/min

m/sec.

bar

bar

Power lay-out

Speed

Mean piston speed



720

7.2

18.2

130

750

7.5

18.1

130

MCR version


900

9.0

17.9

130

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2250 mm.

* Depending on alternator** Weight included a standard alternator, make A. van Kaick


Cyl. no

5 (720 rpm)5 (750 rpm)

6 (720 rpm)6 (750 rpm)6 (900 rpm)

7 (720 rpm)7 (750 rpm)7 (900 rpm)

8 (720 rpm)8 (750 rpm)8 (900 rpm)


18.017.6

19.719.721.0

21.421.422.8

23.522.924.5

A (mm)

33693369

373837383738

410941094109

447544754475

* B (mm)

21552155

226522652265

239523952395

248024802340

* C (mm)

55245524

600460046004

650465046504

695969596815

H (mm)

23832383

238323832815

281528152815

281528152815

485 600 100 198 27 68


4.14

Max. continuous rating at Cyl. 5 6 7 8

720/750 r/min Engine kW 650/675 780/810 910/945 1040/1080900 r/min Engine kW 960 1120 1280720/750 r/min 60/50 Hz Gen. kW 615/645 740/770 865/900 990/1025900 r/min 60 Hz Gen. kW 910 1060 1215

ENGINE-DRIVEN PUMPS 720, 750/900 r/min

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0 1.0/1.3 1.0/1.3 1.0/1.3LT cooling water pump (1.0-2.5 bar) m3/h 55 55/69 55/69 55/69HT cooling water pump (1.0-2.5 bar) m3/h 36 36/45 36/45 36/45Lub. oil main pump (3.0-5.0/3.5-5.0 bar) m3/h 16 16/20 20/20 20/20

SEPARATE PUMPS

Fuel oil feed pump (4.0-10.0 bar *** m3/h 0.19 0.23/0.29 0.27/0.34 0.30/0.39LT cooling water pump (1.0-2.5 bar) * m3/h 35 42/52 48/61 55/70LT cooling water pump (1.0-2.5 bar) ** m3/h 48 54/63 60/71 73/85HT cooling water pump (1.0-2.5 bar) m3/h 20 24/30 28/35 32/40Lub. oil stand-by pump (3.0-5.0/3.5-5.0 bar) m3/h 14 15/17 16/18 17/19

COOLING CAPACITIES

LUBRICATING OILHeat dissipation kW 69 84/117 98/137 112/158LT cooling water quantity* m3/h 5.3 6.4/7.5 7.5/8.8 8.5/10.1SW LT cooling water quantity** m3/h 18 18 18 25Lub. oil temp. inlet cooler °C 67 67 67 67LT cooling water temp. inlet cooler °C 36 36 36 36

CHARGE AIRHeat dissipation kW 251 299/369 348/428 395/487LT cooling water quantity m3/h 30 36/46 42/53 48/61LT cooling water inlet cooler °C 36 36 36 36

JACKET COOLINGHeat dissipation kW 182 219/239 257/281 294/323HT cooling water quantity m3/h 20 24/30 28/35 32/40HT cooling water temp. inlet cooler °C 77 77 77 77

GAS DATA

Exhaust gas flow kg/h 5510 6620/8370 7720/9770 8820/11160Exhaust gas temp. °C 310 310/325 310/325 310/325Max. allowable back. press. bar 0.025 0.025 0.025 0.025Air consumption kg/h 5364 6444/8100 7524/9432 8604/10800

STARTING AIR SYSTEM

Air consumption per start Nm3 2.0 2.0 2.0 2.0

HEAT RADIATION

Engine kW 21 25/32 29/37 34/42Alternator kW (See separate data from alternator maker)

Fig. 4.10b List of capacities for L23/30H

L23/30H GenSet Data

178 34 54-5.1

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pumpcapacities at 750 RPM are 4% higher than stated. If LT cooling are sea water, the LT inlet is 32° C instead of 36°C.Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

* Only valid for engines equipped with internal basic cooling water system no. 1 and 2.** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow.

The ISO fuel oil consumption is multiplied by 1.45.

Installation Aspects 5

5.01 Space Requirements and Overhaul Heights

Installation Aspects

The figures shown in this chapter are intended as anaid at the project stage. The data is subject tochange without notice, and binding data is to begiven by the engine builder in the “Installation Doc-umentation” mentioned in Chapter 10.

Please note that the newest version of most of thedrawings of this section can be downloaded fromour website on www.manbw.dk under 'Products','Marine Power', 'Two-stroke Engines' where youthen choose the engine type.

Space Requirements for the Engine

The space requirements stated in Fig. 5.01.01 arevalid for engines rated at nominal MCR (L1).

Additional space needed for engines equipped withPTO is stated in Chapter 4.

If, during the project stage, the outer dimensions ofthe turbocharger seem to cause problems, it is pos-sible, for the same number of cylinders, to useturbochargers with smaller dimensions by increas-ing the indicated number of turbochargers by one.

Overhaul of Engine

The distances stated from the centre of the crank-shaft to the crane hook are for vertical or tilted lift,see note F in Fig. 5.01.01b.

A lower overhaul height is, however, available by us-ing the MAN B&W double-jib crane, built by DanishCrane Building ApS, shown in Figs. 5.01.02 and5.02.03.

Please note that the distance given by using a dou-ble-jib crane is from the centre of the crankshaft tothe lower edge of the deck beam, see note E in Fig.5.01.01b

2 x 0.5 ton double jib crane can be used for thisengine as this crane has been individually designedfor the engine.

The capacity of a normal engine room crane has tobe minimum 0.63 tons.

The area covered by the engine room crane shall bewide enough to reach any heavy spare part requiredin the engine room, and the crane hook shall be ableto reach the lowermost floor level in the engineroom. A special crane beam for dismantling theturbocharger shall be fitted. The lifting capacity ofthe crane beam for dismantling the turbocharger isstated in fig. 5.01.01c

The overhaul tools for the engine are designed to beused with a crane hook according to DIN 15400,June 1990, material class M and load capacity 1Amand dimensions of the single hook type according toDIN 15401, part 1.


430 100 030 198 27 69

5.01.01

430 100 034 198 27 70


Normal/minimum centreline distance for twin engine in-stallation: 3250/2900 mm (2900 mm for common galleryfor starboard and port design engines)

The dimensions are given in mm and are for guid-ance only. If the dimensions cannot be fulfilled,please contact MAN B&W Diesel A/S or our localrepresentative

Fig.5.01.01a: Space requirement for the engine, turbocharger located on aft end (4 59 121)

5.01.02

178 21 89-2.0


430 100 034 198 27 70

5.01.03

Cyl. No. 4 5 6 7 8 9

Amin. 3574 4174 4774 5374 5974 6574 Fore end: A min. shows basic engine

A max. shows engine with built on tuning wheelFor PTO: See corresponding “Space requirement”max. 3823 4423 5023 5623 6223 6823

B 2100 MAN B&W, ABB and MHIturbochargers

The required space to the engine roomcasing is without top bracing

C

2382 2470 2607 2835 3012 3012 MAN B&W turbocharger Dimensions according to“Turbocharger choice” at nominalMCR

2160 2371 2508 2750 2927 2927 ABB turbocharger

2197 2420 2557 2695 2992 2992 MHI turbocharger

D 1808 1823 1858 1883 1883 1918The dimension is exclusive of a cofferdam below the lube oil tankand must fulfil min. height to tank top according to classificationrules

E5025 1) Electrical crane The distance from crankshaft

centreline to lower edge of deckbeam, when using MAN B&W DoubleJib Crane

4825 1) Manual crane

F5200 Vertical lift of piston, one cylinder cover stud removed

4850 Tilted lift of piston, one cylinder cover stud removed

G 1900 See “Top bracing arrangement”, if top bracing fitted on camshaft side

H




I




J 360 Space for tightening control of holding down bolts

K See text K must be equal to or larger than the propeller shaft, if thepropeller shaft is to be drawn into the engine room

L 2920 2920 2920 3380 3380 3380 The dimension includes space for installation on the engine of thecrane beam for air cooler element overhaul

M 2230 2230 2230 2920 2920 2920 Necessary space for overhaul of water mist cather

N 1183

The dimensions cover required space and hook travelling width forturbocharger NA40/S

O 1538

R 517

S 703

V 0°,15°, 30°, 45°, 60°, 75°, 90°Max. 45° when MAN B&W Double Jib Crane is used

Max. 15° when engine room has min. headroom aboveturbocharger

1) Height E min. 5100 mm for turbocharger NA40/S

Fig.5.01.01b: Space requirement for the engine, turbocharger located on aft end (4 59 121)

178 21 89-2.0

For the overhaul of a turbocharger, a crane beam withtrolleys is required at each end of the turbocharger.

Two trolleys are to be available at the compressor endand one trolley is needed at the gas inlet end.

The crane beam can be omitted if the main engineroom crane also covers the turbocharger area.

The crane beam is used for lifting the following compo-nents:

- Exhaust gas inlet casing- Turbocharger silencer- Compressor casing- Turbine rotor with bearings

The sketch shows a turbocharger and a crane beamthat can lift the components mentioned.

The crane beam(s) is/are to be located in relation to theturbocharger(s) so that the components around the gasoutlet casing can be removed in connection with over-haul of the turbocharger(s).

MAN B&W turbocharger related figures:

Type

Units NR29 NA34 NA40 NA48

W kg 1000 1000 1000 1000

HB mm 1000 1200 1300 1700

ABB turbocharger related figures:

Type

Units VTR354 VTR454

W kg 1000 1000

HB mm 1100 1400

Type

Units TPL61 TPL65 TPL69 TPL73

W kg 1000 1000 1000 1000

HB mm 500 600 700 800

MHI turbocharger related figures:

Type

Units MET30SR MET42SDMET42SE

MET53SDMET53SE

W kg 1000 1000 1500

HB mm 1000 1100 1200

The table indicates the position of the crane beam(s) in thevertical level related to the centre of the turbocharger(s).

*)

The crane beam location in horizontal direction:

Engines with the turbocharger(s) located on the ex-haust side.The letter ‘a’ indicates the distance between verti-cal centrelines of the engine and theturbocharger(s).

*) Engines with the turbocharger located on the aftend of engine.The letter ‘a’ indicates the distance between verti-cal centrelines of the aft cylinder and theturbocharger.The figures ‘a’ are stated on the ‘Engine Outline’drawing.

The crane beam can be bolted to brackets that are fas-tened to the ship structure or to columns that are lo-cated on the top platform of the engine.

The lifting capacity of the crane beam is indicated inthe table for the various turbocharger makes. The cranebeam shall be dimensioned for lifting the wieght ‘W’with a deflection of some 5 mm only.

430 100 034 198 27 70


178 32 20-8.0

5.01.04

Fig. 5.01.01c: Crane beams for overhaul of turbocharger

The crane hook travelling area must cover at least the fulllenght of the engine and a width in accordance with di-mension A given on the drawing.

It is furthermore recommended that the engine room cranecan be used for transport of heavy spare parts from the en-gine room hatch to the spare part stores and to the engine.See example on this drawing.

The crane hook should at least be able to reach down to alevel corresponding to the centreline of the crankshaft.

For overhaul of the turbocharger(s) a trolley mountedchain hoists must be installed on a separate crane beamor, alternatively, in combination with the engine roomcrane structure, see Fig. 5.01.01b with information aboutthe required lifting capacity for overhaul of turbo-charger(s).


430 100 034 198 27 70

Weight in kginclusive lifting tools

Crane capacityin tons

Height in mmwhen using

normal crane(vertical lift ofpiston/tiltedlift of piston)

Building-in height in mm when usingMAN B&W double-jib crane

Cylindercover

completewith

exhaustvalve

Cylinderlinier withcoolingjacket

Pistonwith

stuffingbox

Normalcrane

MAN B&WDouble-Jib

Crane

AMinimumdistancein mm

B1/B2Minimum

height fromcentre line

crankshaft tocrane hook

CMinimum

height fromcentre linecrankshaftto undersidedeck beam

DAdditional height

which makes overhaulof exhaust valvefeasible without

removal of any studs

550 450 325 0.63 2 x 0.5 1350 5200/4850 5025 300

5.01.05

Fig. 5.01.01d: Engine room crane

178 41 08-9.0

488 701 010 198 27 72


5.01.06

Fig. 5.01.02: Overhaul with double-jib crane

Deck beam

MAN B&W Double-Jib Crane

Centreline crankshaft

The double-jib cranecan be delivered by:

Danish Crane Building A/SP.O. Box 54Østerlandsvej 2DK-9240 Nibe, Denmark

Telephone:Telefax:E-mail:

+ 45 98 35 31 33+ 45 98 35 30 [email protected]

178 06 25-5.3


488 701 010 198 27 73

5.01.07

Fig. 5.01.03a: Elecitrically operated MAN B&W double-jib crane 2 x 0.5 t, option: 4 88 701

These cranes are adapted to the special tools for low overhaul

Fig. 5.01.03b: Manually operated MAN B&W double-jib crane 2 x 0.5 t, option: 4 88 702

178 21 88-0.0

178 21 87-9.0

5.02 Engine Outline, Galleries and Pipe Connections

Engine Outline

The total length of the engine at the crankshaft levelmay vary depending on the equipment to be fittedon the fore end of the engine, such as adjustablecounterweights, tuning wheel, moment compensa-tors PTO, which are shown as alternatives in Figs.5.02.01a and 5.02.01b.

Engine Masses and Centre of Gravity

The partial and total engine masses appear fromChapter 9, “Dispatch Pattern”, to which the massesof water and oil in the engine, Fig. 5.02.03 are to beadded. The centre of gravity is shown in Fig.5.02.02, including the water and oil in the engine,but without moment compensators or PTO.

Gallery Outline

Figs. 5.02.04a and 5.02.04b show the gallery outlinefor engines rated at nominal MCR (L1).

Engine Pipe Connections

The position of the external pipe connections on theengine are stated in Figs. 5.02.05a, 5.02.05b and5.02.05c, and the corresponding lists of counterflangesfor pipes and turbocharger in Figs. 5.02.06 and 5.02.07,respectively.

The flange connection on the turbocharger gas out-let is rectangular, but a transition piece to a circularform can be supplied as an option: 4 60 601.


430 100 061 198 28 13

5.02.01

483 100 084 198 27 74


5.02.02

Fig. 5.02.01a: Engine outline

178 21 99-9.0


483 100 084 198 27 74

5.02.03

TC type a b c d e f j Cyl No. g L1 L2 L3

MANB&W

NR29/S 1150 3860 1225 1565 380 650 4 1800 3574 3823 4000

NA34/S 1034 3860 358 1644 859 878 4665 5 2400 4174 4423 4600

NA40/S 1114 3860 433 1749 983 965 4750 6 3000 4774 5023 5200

VTR304 954 3860 315 1414 555 709 7 3600 5374 5623 5800

ABB VTR354 990 3890 301 1538 712 749 8 4200 5974 6223 6400

VTR454 1205 3860 375 1893 895 940 9 4800 6574 6823 7000

MHI

MET33SD 1020 3860 360 1550 650 720

MET42SD 1070 3860 370 1630 820 820

MET53SD 1180 3860 460 1860 950 1025

Please note:The dimensions are in mm and subject to revision without noticeFor platform dimensions see “Gallery outline”

Data for 10-12L35MC are available on request

Fig. 5.02.01b: Engine outline

178 21 99-9.0

430 100 046 198 27 75


5.02.04

No. of cylinders 4 5 6 7 8 9

Distance X mm 1200 1420 1720 2060 2310 2605

Distance Y mm 1350 1270 1280 1330 1340 1330

Distance Z mm 110 110 115 115 120 120

For engine dry weights, see dispatch pattern i section 9

Fig. 5.02.02: Centre of gravity

178 22 06-1.0


430 100 059 198 27 76

5.02.05

Mass of water and oil in engine in service

Mass of water Mass of oil in

No. ofcylinders

Freshwater

kg

Seawater

kg

Total

kg

Enginesystem

kg

Oil pan*

kg

Total

kg

4 330 115 445 60 230 290

5 420 125 545 80 280 360

6 510 135 645 100 325 425

7 600 145 745 120 375 495

8 690 155 845 140 420 560

9 780 165 945 160 465 625

* The stated values are valid for horizontally aligned engines with vertical oil outlets

Fig. 5.02.03: Water and oil in engine

178 21 07-8.0

483 100 084 198 27 77


5.02.06

Please note:For engine dimensions see “Engine outline”

178 22 07-3.0

Fig. 5.02.04a: Gallery outline


483 100 084 198 27 77

5.02.07

Fig. 5.02.04b: Gallery outline

178 22 07-3.0

430 200 084 198 27 78


5.02.08

T/C type c m n o p r s t Cyl. No. g h k

MANB&W

NR29/S 1225 1292 4391 - - 4 1800 1800 -

NA34/S 358 1161 4343 2769 1656 140 1700 4900 5 2400 2400 -

NA40/S 433 1267 4430 2691 1784 150 1700 4900 6 3000 2400 -

ABB

VTR304 315 1042 4189 - - - - - 7 3600 2400 3600

VTR354 301 1094 4247 - - - - - 8 4200 2400 4200

VTR454 375 1336 4348 - - - - - 9 4800 2400 4200

TPL65 - -

MHI

MET33SD 360 1100 4200

MET42SD 370 1120 4300

MET53SD 460 1220 4400

Fig. 5.02.05a: Engine pipe connections178 22 00-0.0


430 200 084 198 27 78

5.02.09

Please note:The letters refer to “List of flanges”

Some of the pipes can be connected fore or aft as shown, and the engine builder has to be informedwhich end to be used

For engine dimensions see “Engine outline” and “Gallery outline”

Fig. 5.02.05b: Engine pipe connections178 22 00-0.0

Fig. 5.02.05c: Engine pipe connections

430 200 084 198 27 78


5.02.10

178 22 00-0.0


430 200 152 198 27 79

5.02.11

Refer-ence

Cyl.No.

Flange BoltsDN* Description

Dia. PCD Thickn. Dia. No.A 4 - 9 185 145 20 M16 8 65 Starting air inlet (neck flange for welding supplied)B 4 - 9 Coupling for 16 mm pipe Control air inletC 4 - 9 Coupling for 16 mm pipe Safety air inletD 4 - 9 See figures page 5.02.13 Exhaust outlet

E

NR29/S165 125 20 M16 4 50

Venting of lube oil discharge pipe turbocharger forMAN B&W and MHI turbocharger only

NA34/SNA40/SMET33 95 95 12 M12 4 32MET42 105 105 14 M12 4 40MET53 125 130 14 M12 4 50

F 4 - 9 100 75 14 M10 4 25 Fuel oil outletK 4 - 9 185 145 20 M16 4 65 Cooling water inletL 4 - 9 185 145 20 M16 4 65 Cooling water outletM 4 - 9 Coupling for 16 mm pipe Cooling water deaerationN 4 - 9 220 180 22 M16 8 100 Cooling water inlet to scavenge air coolerP 4 - 9 220 180 22 M16 8 100 Cooling water outlet from scavenge air cooler

RU 4 - 9 250 210 22 M16 8 125 Lubricating oil inlet (system oil)S 4 - 9 See special drawing 6.03 System oil outlet to bottom tank (vertical)

S1 4 - 9 375 335 22 M16 12 250 System oil outlet to bottom tank (horizontal)

V 4 - 9 565 515 36 M24 16 400 Exh. gas bybass for emergency running(For MAN B&W - NR - Turbocharger)

X 4 - 9 165 125 20 M16 4 50 Fuel oil inlet (neck flange for welding supplied)

AB

NR29/S165 125 20 M16 4 50

Lube oil outlet from MAN B&W, MHI and ABB (TPL)turbocharger

NA34/SNA40/SMET33 150 110 18 M16 4 40MET42 165 125 20 M16 4 50MET53 185 145 20 M16 4 65TPL65 165 125 20 M16 4 50

AC 4 - 9 Coupling for 16 mm pipe Lubricating oil inlet to cylinder lubricatorsAE 4 - 9 Coupling for 22 mm pipe Drain from bedplateAF 4 - 9 Coupling for 30 mm pipe Fuel oil to drain outletAG 4 - 9 120 90 16 M12 4 32 Lube oil from stuff. box for piston rods to drain tankAH 4 - 9 Coupling for 25 mm pipe Cooling water drainAK 4 - 9 Coupling for 25 mm pipe Inlet cleaning air coolerAL 4 - 9 Coupling for 25 mm pipe Drain from cleaning AC/water mist catcherAM 4 - 9 Coupling for 25 mm pipe Outlet air cooler to chemical cleaning tankAN 4 - 9 Coupling for 20 mm pipe Water washing inlet turbochargerAP 4 - 9 Coupling for 12 mm pipe Air inlet for softblast cleaning of turbochargerAR 4 - 9 130 100 16 M12 4 40 Oil vapour dischargeAS 4 - 9 Coupling for 16 mm pipe Cooling water drain air coolerAT 4 - 9 Coupling for 20 mm pipe Fire extinguishing in scavenge air boxAV 4 - 9 185 145 20 M16 4 65 Drain from scavenge air chambers to closed drain tankBB 4 - 9 Coupling for 10 mm pipe Remote speed setting signal

Fig. 5.02.06: List of counterflanges, option: 4 30 202

430 200 152 198 27 79


Refer-ence

Cyl.No.

Flange BoltsDN* Description

Dia. PCD Thickn. Dia. No.BB1 4 - 9 Coupling for 10 mm pipe Supply to remote speed settingBD 4 - 9 Coupling for 10 mm pipe Fresh water outlet for heating fuel oil drain pipeBX 4 - 9 Coupling for 10 mm pipe Steam inlet for heating fuel oil pipesBF 4 - 9 Coupling for 10 mm pipe Steam outlet for heating fuel oil pipesBV 4 - 9 Coupling for 20 mm pipe Steam inlet for cleaning drain scavenge air chambers

* DN indicates the nominal diameter of the piping on the engine.For external pipes the diameters should be calculated according to the fluids velocities (see list of capacities) or therecommended pipe sizes in diagrams should be used.

5.02.12

Fig. 5.02.06: List of counterflanges, option: 4 30 202 (continued)


430 200 152 198 27 79

5.02.13

Fig. 5.02.07: List of counterflanges, turbocharger exhaust outlet (yard’s supply)

NR29/S

MET53SDVTR 354

MET42SDVTR 304

NA40/S

NA34/S

VTR 454

MET33SD

TPL 65

178 21 98-7.0

5.03 Engine Seating and Holding Down Bolts

Engine Seating and Arrangement ofHolding Down Bolts

The dimensions of the seating stated in Figs.5.03.01 and 5.03.02 are for guidance only.

The engine is basically mounted on epoxy chocks4 82 102 in which case the underside of thebed-plate’s lower flanges has no taper.

The epoxy types approved by MAN B&W Diesel A/Sare:

“Chockfast Orange PR 610 TCF”from ITW Philadelphia Resins Corporation, USA,and“Epocast 36"from H.A. Springer – Kiel, Germany

The engine may alternatively, be mounted on castiron chocks (solid chocks 4 82 101), in which casethe underside of the bedplate’s lower flanges is withtaper 1:100.


482 100 000 198 28 14

5.03.01

1) The engine builder drills the holes for holding downbolts in the bedplate while observing the tolerancedlocations indicated on MAN B&W Diesel A/S draw-ings for machining the bedplate

2)

3)

The shipyard drills the holes for holdingdown bolts in the top plates while observingthe toleranced locations given on the presentdrawing

The holding down bolts are made in accor-dance with MAN B&W Diesel A/S drawingsof these bolts

482 600 015 198 27 80


Fig. 5.03.01: Arrangement of epoxy chocks and holding down bolts

5.03.02

For details of chocks and bolts see special drawings. For secur-ing of supporting chocks see special drawing.

This drawing may, subject to the written consent of the actualengine builder concerned, be used as a basis for marking-offand drilling the holes for holding down bolts in the top plates,provided that:


482 600 010 198 27 81

5.03.03

Fig.5.03.02b: Profile of engine seating with horizontal lubricating oil outlets

Fig.5.03.02a: Profile of engine seating with vertical lubricating oil outlet

Holding down bolts,option: 4 82 602 include:

123456

Protecting capSpherical nutSpherical washerDistance pipeRound nutHolding down bolt

178 13 74-3.1

482 600 010 198 27 81


5.03.04

Fig.5.03.02d: Profile of engine seating, end chocks

Fig.5.03.02c: Profile of engine seating, side chocks

End chock bolts, option: 4 82 610 includes:123456

Stud for end chock boltRound nutRound nutSpherical washerSpherical washerProtecting cap

End chock liners, option: 4 82 612 includes:7 Liner for end chocks

End chock brackets,option: 4 82 614 includes:

Side chock liners, option:4 82 620 includes:

2345

Liner for side chockLock plateWasherHexagon socketset screw

Side chock brackets,option: 4 82 622 includes:

1 Side chock brackets

178 13 75-5.1

5.04 Engine Top Bracings

Because of the size of the engine, we consider theguide force moments as harmless, and no specialcountermeasures are to be taken.

It is possible though to install top bracing on the en-gine similar to the bracing of larger MC-engines.Further information is available on request.


483 110 001 198 28 15

5.04.01

5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control andEarthing Device

MAN B&W Controllable Pitch Propeller

The standard propeller programme,fig. 5.05.01 and5.05.02 shows the VBS type features, propellerblade pitch setting by a hydraulic servo piston inte-grated in the propeller hub.

The figures stated after VBS indicate the propellerhub diameter, i.e. VBS1940 indicates the propellerhub diameter to be 1940 mm.

Standard blade/hub materials are Ni-Al-bronze.Stainless steel is available as an option. The pro-pellers are based on "no ice class" but are avail-able up to the highest ice classes.


420 600 000 198 28 16

5.05.01

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

0 2 6 10 14 18 22 26 30

Controllable pitch propeller, diameter [mm]

Engine Power [1000 kW]

VBS740

VBS860

VBS980

VBS1080

VBS1180

VBS1280

VBS1380

VBS1460

VBS1560

VBS1680

VBS1940VBS1800

Fig. 5.05.01: Controllable pitch propeller diameter (mm)

178 22 23-9.0

420 600 000 198 28 16


D

Q R S min.~3000 W

Cyl. kWPropeller

speed(r/min)

D(mm)

Hub VBS(mm)

Q(mm)

R(mm)

Wmin(mm)

Propellermass* (ton)

4 2,600 210 3,150 860 655 735 1,970 9.15 3,250 210 3,300 860 655 735 2,000 9.56 3,900 210 3,450 980 746 785 2,000 10.37 4,550 210 3,600 980 746 785 2,040 11.88 5,200 210 3,700 980 746 805 2,040 12.39 5,850 210 3,800 1,080 825 880 2,140 13.9

10 6,500 210 3,900 1,080 825 880 2,140 14.711 7,150 210 4,000 1,180 900 940 2,140 16.512 7,800 210 4,100 1,180 900 940 2,140 17.2

*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

Fig. 5.05.02: MAN B&W controllable pitch propeller

178 22 26-4.0

178 22 24-0.0

5.05.02

Data Sheet for Propeller

Identification:Type of vessel:

For propeller design purposes please provide uswith the following information:

1. S:___________mmW:___________mmI:___________mm (as shown above)

2. Stern tube and shafting arrangement layout

3. Propeller aperture drawing

4. Complete set of reports from model tank(resistance test, self-propulsion test andwake measurement). In case model test isnot available the next page should be filled in.

5. Drawing of lines plan

6. Classification Society:___________Ice class notation:___________

7. Maximum rated power of shaft generator: kW

8. Optimisation condition for the propeller :To obtain the highest propeller efficiencyplease identify the most common servicecondition for the vessel.

Ship speed:___________knEngine service load:___________%Service/sea margin:___________%Shaft generator service load:___________kWDraft:___________m

9. Comments:___________


420 600 000 198 28 16

5.05.03

178 22 36-0.0

Fig. 5.05.03a: Data sheet for propeller design purposes

Main Dimensions

Propeller Clearance

To reduce emitted pressure impulses and vibrationsfrom the propeller to the hull, MAN B&W recom-mend a minimum tip clearance as shown in fig.5.05.04.

For ships with slender aft body and favourable in-flow conditions the lower values can be usedwhereas full after body and large variations in wakefield causes the upper values to be used.

In twin-screw ships the blade tip may protrude be-low the base line.

420 600 000 198 28 16


5.05.04

Symbol Unit Ballast LoadedLength between perpendiculars LPP m

Length of load water line LWL m

Breadth B m

Draft at forward perpendicular TF m

Draft at aft perpendicular TA m

Displacement o m3

Block coefficient (LPP) CB -

Midship coefficient CM -

Waterplane area coefficient CWL -

Wetted surface with appendages S m2

Centre of buoyancy forward of LPP/2 LCB m

Propeller centre height above baseline H m

Bulb section area at forward perpendicular AB m2

Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in

Hub Dismantlingof capX mm

High skewpropeller

Y mm

Non-skewpropeller

Y mm

Baselineclearance

Z mm

VBS 860 265

15-20% of D 20-25% of D Min.50-100

VBS 980 300

VBS 1080 330

VBS 1180 365

Fig. 5.05.04: Propeller clearance

178 22 37-2.0

178 22 37-2.0

Baseline

DY

Z

X

Servo Oil System

The principle design of the servo oil system forVBS is shown in Fig. 5.05.05.

The VBS system consists of a servo oil tank unit –Hydra Pack, and a coupling flange with electricalpitch feed–back box and oil distributor ring.

The electrical pitch feed–back box measures con-tinuously the position of the pitch feed–back ringand compares this signal with the pitch order sig-nal. If deviation occurs, a proportional valve is ac-tuated.

Hereby high pressure oil is fed to one or the otherside of the servo piston, via the oil distributor ring,until the desired propeller pitch has been reached.The pitch setting is normally remote controlled,but local emergency control is possible.


420 600 000 198 28 16

5.05.05

Oil distributionring

Sterntube

Lip ringseals

Propeller shaft

Hydraulicpipe

Monoblockhub

Zincanode

Servopiston

Sterntube oiltank

Oil tankforwardseal

Pitchfeed-back

M

PD

M

M M

LAL

TI

TAH

PSL PSL

PAL PAH PI

PAL

Pitchorder

Draintank

Hydra pack

Fig. 5.05.05: Servo oil system for VBS propeller equipment

178 22 38-4.0

Hydra Pack

The servo oil tank unit – Hydra Pack (Fig. 5.05.06),consists of an oil tank with all other components topmounted, to facilitate installation at yard.

Two electrically driven pumps draw oil from the oiltank through a suction filter and deliver high pres-sure oil to the proportional valve.

One of two pumps are in service during normal op-eration, while the second will start up at powerfulmanoeuvring.

A servo oil pressure adjusting valve ensures mini-mum servo oil pressure at any time hereby minimiz-ing the electrical power consumption.

Maximum system pressure is set on the safetyvalve.

The return oil is led back to the tank via a thermo-static valve, cooler and paper filter.

The servo oil unit is equipped with alarms accordingto the Classification Society as well as necessarypressure and temperature indication.

If the servo oil unit cannot be located with maximumoil level below the oil distribution ring the systemmust incorporate an extra, small drain tank com-plete with pump, located at a suitable level, belowthe oil distributor ring drain lines.

420 600 000 198 28 16


5.05.06

Fig. 5.05.06: Hydro Pack - Servo oil tank unit

178 22 39-6.0

Remote Control System

The remote control system is designed for control ofa propulsion plant consisting of the following typesof plant units:

• Diesel engine

• Tunnel gear with PTO/PTI, or PTO gear

• Controllable pitch propeller

As shown on fig. 5.05.07, the propulsion remotecontrol system comprises a computer controlledsystem with interconnections between control sta-tions via a redundant bus and a hard wired back-upcontrol system for direct pitch control at constantshaft speed.

The computer controlled system contains functionsfor:

• Machinery control of engine start/stop, engineload limits and possible gear clutches.

• Thrust control with optimization of propeller pitchand shaft speed. Selection of combinator, con-stant speed or separate thrust mode is possible.The rates of changes are controlled to ensuresmooth manoeuvres and avoidance of propellercavitation.

• A Load control function protects the engineagainst overload. The load control function con-tains a scavenge air smoke limiter, a loadprogramme for avoidance of high thermalstresses in the engine, an automatic load reduc-tion and an engineer controlled limitation of maxi-mum load.

• Functions for transfer of responsibility betweenthe local control stand, engine control room andcontrol locations on the bridge are incorporated inthe system.


420 600 000 198 28 16

5.05.07

Ship’sAlarmSystem

ESESBU

Main Control Station(Center) Bridge Wing

ES: Emergency StopBU: Back-Up Control

Bridge

Engine Control Room

Engine Room

STOP

P IP I

START

STOP

(inGovernor)

Terminals forpropellermonitoringsensors

P I

Pitch

Pitch Set

Local enginecontrol

Speed Set

ES

PropulsionControlSystem

Bridge Wing

Shut down, Shut down reset/cancel

Propeller PitchClosed LoopControl Box

Pitch

OperatorPanel (*)

OperatorPanel

OperatorPanel (*)

OperatorPanel

Back-up selected

Shaft Generator/ PMS

Auxiliary ControlEquipment

RPM PitchRPM Pitch RPM Pitch

I

I

I

Start/Stop/Slow turning, Start blocking, Remote/Local

Ahead/Astern

I

Remote/Local

Fuel Index

Charge Air Press.

RPM Pitch

CoordinatedControlSystem

HandlesInterface

Duplicated Network

Terminals forengine

monitoring sensors

Engine safetysystem

Engine speed

System failure alarm, Load reduction, Load red. Cancel alarm

Engine overload (max. load)

STOP

Governor limiter cancel

Fig. 5.05.07: Remote control system - Alphatronic 2000

178 22 40-6.0

Propulsion Control Station on the Main Bridge

For remote control a minimum of one control sta-tion located on the bridge is required.

This control station will incorporate three mod-ules, as shown on fig. 5.05.08:

• A propulsion control panel with push buttonsand indicators for machinery control and a displaywith information of condition of operation andstatus of system parameter.

• A propeller monitoring panel with back-up in-struments for propeller pitch and shaft speed.

• A thrust control panel with control lever forthrust control, an emergency stop button andpush buttons for transfer of control between con-trol stations on the bridge.

420 600 000 198 28 16


5.05.08

IN

CONTROL CONTROL

TAKE

288

288

PROPELLERRPM

PROPELLERPITCH

BACK UP

CONTROL

ON/OFF

144

Fig. 5.05.08: Main bridge station standard layout

178 22 41-8.0

Alpha Clutcher - for Auxilliary PropulsionSystems

The Alpha Clutcher is a new shaftline de-cluchingdevice for auxilliary propulsion systems whichmeets the class notations for redundant propulsion.It facilitates reliable and simple “take home” and“take away” functions in two-stroke engine plants.See section 4.

Earthing Device

In some cases, it has been found that the differencein the electrical potential between the hull and thepropeller shaft (due to the propeller being immersedin seawater) has caused spark erosion on the mainbearings and journals of the engine.

A potential difference of less than 80 mV is harmlessto the main bearings so, in order to reduce the po-tential between the crankshaft and the engine struc-ture (hull), and thus prevent spark erosion, we rec-ommend the installation of a highly efficient earthingdevice.

The sketch Fig. 5.05.09 shows the layout of such anearthing device, i.e. a brush arrangement which isable to keep the potential difference below 50 mV.

We also recommend the installation of a shaft-hullmV-meter so that the potential, and thus the cor-rect functioning of the device, can be checked.


420 600 010 198 27 85

5.05.09


420 600 010 198 27 85

Fig. 5.05.09: Earthing device, (yard’s supply)

Voltmeter for shaft-hull potential difference

Rudder

Main bearing

Propeller shaft

Intermediate shaft

Earthing device

Current

178 32 07-8.1

5.05.10

Cross section must not be smaller than 45 mm2 andthe length of the cable must be as short as possible

Hull

Slipringsolid silver track

Voltmeter for shaft-hullpotential difference

Silver metalgraphite brushes

Propeller

Auxiliary Systems 6

6.01. List of Capacities

The Lists of Capacities contain data regarding thenecessary capacities of the auxiliary machinery forthe main engine only.

The heat dissipation figures include 10% extra marginfor overload running except for the scavenge aircooler, which is an integrated part of the diesel engine.

Cooling Water Systems

The capacities given in the tables are based on tropi-cal ambient reference conditions and refer to engineswith conventional turbocharger and running at nomi-nal MCR (L1) for, respectively:

• Seawater cooling systemFigs. 6.01.01and 6.01.03

Central cooling water system,Figs. 6.01.02and 6.01.04

The capacities for the starting air receivers and thecompressors are stated in Fig. 6.01.05

A detailed specification of the various componentsis given in the description of each system. If a fresh-water generator is installed, the water productioncan be calculated by using the formula stated laterin this chapter and the way of calculating the ex-haust gas data is also shown later in this chapter.The air consumption is approximately 98% of thecalculated exhaust gas amount.

The location of the flanges on the engine is shown in:“Engine pipe connections”, and the flanges areidentified by reference letters stated in the “List ofcounterflanges”; both can be found in Chapter 5.

The diagrams use the symbols shown in Fig. 6.01.19“Basic symbols for piping”, whereas the symbols forinstrumentation accord to the “Symbolic represen-tation of instruments” and the instrumentation listfound in Chapter 8.

Heat radiation

The radiation and convection heat losses to the en-gine room is about 1.8% of the engine nominalpower (kW in L1).


430 200 025 198 27 86

Fig. 6.01.01: Diagram for seawater cooling

Fig. 6.01.02: Diagram for central cooling water system

6.01.01

178 11 26-4.1

178 11 27-66.1

430 200 025 198 27 86


Nominal MCR at 210 r/min

Cyl. 4 5 6 7 8 9 10 11 12

kW 2600 3250 3900 4550 5200 5850 6500 7150 7800

Pum

ps

Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9

Fuel oil supply pump m3/h 0.7 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.0

Jacket cooling water pump m3/h 1) 23 28 34 39 45 51 56 62 68

2) 23 28 34 39 45 51 56 62 68

3) 24 45 50 42 47 53 89 95 100

4) 23 28 34 39 45 51 56 62 68

Seawater cooling pump* m3/h 1) 79 98 115 135 155 175 195 215 235

2) 78 98 120 135 155 175 195 215 235

3) 77 105 125 135 155 175 210 230 245

4) 78 97 115 135 155 175 195 215 230

Lubricating oil pump* m3/h 1) 65 75 90 105 115 125 145 155 160

2) 64 74 90 105 120 130 145 155 160

3) 61 71 86 100 110 120 135 145 150

4) 64 74 89 105 115 125 145 155 160

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 940 1170 1410 1640 1880 2110 2350 2580 2820

Seawater m3/h 48 60 72 84 96 108 120 132 144

Lubricating oil coolerHeat dissipation approx.* kW 1) 255 300 350 410 455 500 600 650 700

2) 230 290 355 405 460 510 580 630 710

3) 190 240 290 335 385 430 480 530 580

4) 225 275 320 370 420 485 550 600 640

Lubricating oil* m3/h See above "Lubricating oil pump"

Seawater m3/h 1) 31 38 43 51 59 67 75 83 91

2) 30 38 48 51 59 67 75 83 91

3) 29 45 53 51 59 67 90 98 101

4) 30 37 43 51 59 67 75 83 86

Jacket water coolerHeat dissipation approx. kW 1) 400 500 600 700 800 900 1000 1100 1200

2) 400 500 600 700 800 900 1000 1100 1200

3) 425 690 790 750 850 950 1380 1480 1580

4) 400 500 600 700 800 900 1000 1100 1200

Jacket cooling water m3/h See above "Jacket cooling water pump"

Seawater m3/h See above "Seawater quantity" for lube oil cooler

Fuel oil heater kW 39 47 52 63 71 79 87 94 100

Exhaust gas flow at 265 °C** kg/h 21600 27000 32400 37800 43200 48600 54000 59400 64800

Air consumption of engine kg/s 5.9 7.3 8.8 10.3 11.7 13.2 14.7 16.1 17.6

*

**

For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsionalvibration damper the engine’s capacities must be increased by those stated for the actual systemThe exhaust gas amount and temperature must be adjusted according to the actual plant specification

1) Engines with MAN B&W turbochargers 3) Engines with ABB turbochargers, type VTR2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers

Fig. 6.03: List of capacities, L35MC with seawater system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 87 92-6.1

6.01.02


430 200 025 198 27 86

Nominal MCR at 210 r/min

Cyl. 4 5 6 7 8 9 10 11 12

kW 2600 3250 3900 4550 5200 5850 6500 7150 7800

Pum

ps

Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9Fuel oil supply pump m3/h 0.7 0.8 1.0 1.2 1.4 1.5 1.7 1.9 2.0Jacket cooling water pump m3/h 1) 23 28 34 39 45 51 56 62 68

2) 23 28 34 39 45 51 56 62 683) 24 45 50 42 47 53 89 95 1004) 23 28 34 39 45 51 56 62 68

Central cooling water pump* m3/h 1) 79 98 115 135 155 175 195 215 2352) 78 98 120 135 155 175 195 215 2353) 77 105 125 135 155 175 210 230 2454) 78 97 115 135 155 175 195 215 230

Seawater pump* m3/h 1) 76 94 110 130 150 165 190 205 2252) 75 93 115 130 150 170 185 205 2253) 74 100 120 130 150 165 200 220 2354) 75 93 110 130 145 165 185 205 220

Lubricating oil pump* m3/h 1) 65 75 90 105 115 125 145 155 1602) 64 74 90 105 120 130 145 155 1603) 61 71 86 100 110 120 135 145 1504) 64 74 89 105 115 125 145 155 160

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 930 1160 1400 1630 1860 2100 2330 2560 2800Central cooling water m3/h 48 60 72 84 96 108 120 132 144Lubricating oil coolerHeat dissipation approx.* kW 1) 255 300 350 410 455 500 600 650 700

2) 230 290 355 405 460 510 580 630 7103) 190 240 290 335 385 430 480 530 5804) 225 275 320 370 420 485 550 600 640

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 31 38 43 51 59 67 75 83 91

2) 30 38 48 51 59 67 75 83 913) 29 45 53 51 59 67 90 88 1014) 30 37 43 51 59 67 75 83 86

Jacket water coolerHeat dissipation approx. kW 1) 400 500 600 700 800 900 1000 1100 1200

2) 400 500 600 700 800 900 1000 1100 12003) 425 690 790 750 850 950 1380 1480 15804) 400 500 600 700 800 900 1000 1100 1200

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 1590 1960 2350 2740 3120 3500 3930 4310 4700

2) 1560 1950 2360 2740 3120 3510 3910 4290 47103) 1550 2090 2480 2720 3100 3480 4190 4570 49604) 1560 1940 2320 2700 3080 3490 3880 4260 4640

Central cooling water* m3/h See above "Central cooling water pump"Seawater* m3/h See above "Seawater cooling pump"

Fuel oil heater kW 39 47 52 63 71 79 87 94 100

Exhaust gas flow at 265 °C** kg/h 21600 27000 32400 37800 43200 48600 54000 59400 64800

Air consumption of engine kg/s 5.9 7.3 8.8 10.3 11.7 13.2 14.7 16.1 17.6

Fig. 6.04: List of capacities, L35MC with central cooling system stated at the nominal MCR power (L1)for engines complying with IMO's NOx emission limitations

178 87 93-8.1

6.01.03

Auxiliary System Capacities forDerated Engines

The dimensioning of heat exchangers (coolers) andpumps for derated engines can be calculated on thebasis of the heat dissipation values found by usingthe following description and diagrams. Those forthe nominal MCR (L1), see Figs. 6.01.03 and6.01.04, may also be used if wanted.

Cooler heat dissipations

For specified MCR (M) the diagrams in Figs.6.01.06, 6.01.07 and 6.01.08 show reduction fac-tors for the corresponding heat dissipations for thecoolers, relative to the values stated in the “List ofCapacities” valid for nominal MCR (L1).

430 200 025 198 27 86


6.01.04

Starting air system: 30 bar (gauge)

Cylinder no. 4 5 6 7 8 9 10 11 12Reversible engine

Receiver volume (12 starts) m3 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5

Compressor capacity, total m3/h 60 60 60 60 90 90 90 90 90

Non-reversible engine

Receiver volume (6 starts) m3 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0

Compressor capacity, total m3/h 30 30 30 30 60 60 60 60 60

Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine L35MC

178 42 79-0.1

Fig. 6.01.07: Jacket water cooler, heat dissipationqjw% in % of L1 value

Fig. 6.01.08: Lubricating oil cooler, heat dissipationqlub% in % of L1 valueFig. 6.01.06: Scavenge air cooler, heat dissipation

qair% in % of L1 value

178 07 98-0.0178 06 57-8.1

178 10 86-7.0

The percentage power (P%) and speed (n%) of L1for specified MCR (M) of the derated engine is usedas input in the above-mentioned diagrams, givingthe % heat dissipation figures relative to those in the“List of Capacities”, Figs. 6.01.03 and 6.01.04.

Pump capacities

The pump capacities given in the “List of Capac-ities” refer to engines rated at nominal MCR (L1). Forlower rated engines, only a marginal saving in thepump capacities is obtainable.

To ensure proper lubrication, the lubricating oilpump, must remain unchanged.

Also, the fuel oil circulating and supply pumpsshould remain unchanged, and the same applies tothe fuel oil preheater.

In order to ensure a proper starting ability, the start-ing air compressors and the starting air receiversmust also remain unchanged.

The jacket cooling water pump capacity is relativelylow, and practically no saving is possible, and it istherefore unchanged.

The seawater flow capacity for each of the sca-venge air, lube oil and jacket water coolers can bereduced proportionally to the reduced heat dissipa-tions found in Figs. 6.01.06, 6.01.07 and 6.01.08, re-spectively.

However, regarding the scavenge air cooler(s), theengine maker has to approve this reduction in orderto avoid too low a water velocity in the scavenge aircooler pipes.

As the jacket water cooler is connected in serieswith the lube oil cooler, the seawater flow capacityfor the latter is used also for the jacket water cooler.

Central cooling water system

If a central cooler is used, the above still applies, butthe central cooling water capacities are used in-stead of the above seawater capacities. The seawa-ter flow capacity for the central cooler can be re-duced in proportion to the reduction of the totalcooler heat dissipation.

Pump pressures

Irrespective of the capacities selected as per theabove guidelines, the below-mentioned pumpheads at the mentioned maximum working temper-atures for each system shall be kept:

Pumpheadbar

Max.workingtemp. °C

Fuel oil supply pump 4 100

Fuel oil circulating pump 6 150

Lubricating oil pump 4 60

Seawater pump 2.5 50

Central cooling water pump 2.5 60

Jacket water pump 3 100

Flow velocities

For external pipe connections, we prescribe the fol-lowing maximum velocities:

Marine diesel oil 1.0 m/sHeavy fuel oil 0.6 m/sLubricating oil 1.8 m/sCooling water 3.0 m/s


430 200 025 198 27 86

6.01.05

The method of calculating the reduced capacitiesfor point M based on tropical ambient conditions isshown below.

The values valid for the nominal rated engine arefound in the “List of Capacities” Fig. 6.01.03, andare listed together with the result in Fig. 6.01.09.

Heat dissipation of scavenge air coolerFig. 6.01.06 which is approximate indicates a 73%heat dissipation:

1410 x 0.73 = 1029 kW

Heat dissipation of jacket water coolerFig. 6.01.07 indicates a 84% heat dissipation:

600 x 0.84 = 504 kW

Heat dissipation of lube oil coolerFig. 6.01.08 indicates a 91% heat dissipation:

350 x 0.91 = 318.5 kW

Seawater pump

Scavenge air cooler:Lubricating oil coolerTotal:

72 x 0.73 = 52.5 m3/h43 x 0.91 = 39.1 m3/h

91.6 m3/h

430 200 025 198 27 86


6.01.06

Example 1:6L35MC with a seawater cooling system and derated to:

Specified MCR (M) . . . . . . . . . . . 80% power of L190% power of L1

Optimised power (O) shall coincide with the specified MCR (M)

Nominal MCR, L1: 3,900 kW = 5,280 BHP (100.0%) 210.0 r/min (100.0%)Specified MCR, M=O: 3,120 kW = 4,225 BHP (80.0%) 189.0 r/min (90.0%)Service rating, PS: 2,496 kW = 3,379 BHP (64.0%) 175.4 r/min (83.5%)

i.e. service rating, PS%= 80% of M = OAmbient reference conditions: 20 °C air and 18 °C cooling water

178 21 92-6.0


430 200 025 198 27 86

6.01.07

Nominal rated engine (L1) Example 1Specified MCR (M)

Shaft power at MCR 3,900 kW 5,280 BHPat 210 r/min

3,120 kW 4,225 BHPat 189 r/min

Pumps:

Fuel oil circulating pump m3/h 2.0 2.0

Fuel oil supply pump m3/h 1.0 1.0

Jacket cooling water pump m3/h 34 34

Seawater pump m3/h 115 91.6

Lubricating oil pump m3/h 90 90

Coolers:

Scavenge air coolerHeat dissipation kW 1410 1029

Seawater quantity m3/h 72 52.5

Lubrication oil coolerHeat dissipation kW 350 318.5

Lubricating oil quantity m3/h 90 90


Jacket coolerHeat dissipation kW 600 504

Jacket cooling water quantity m3/h 34 34


Fuel oil preheater:

Preheater capacity kW 52 52

Expected air and exhaust gas data: *

Air consumption kg/sec 8.8 6.9

Exhaust gas amount (total) kg/h 32,400 25,400

Exhaust gas temperature °C 265 258

Starting air system:30 bar

Reversible engineReceiver volume (12 starts) m3 2 x 1.0 2 x 1.0

Compressor capacity, total m3/h 60 60

Non-reversible engineReceiver volume (6 starts) m3 2 x 0.5 2 x 0.5

Compressor capacity, total m3/h 30 30

Exhaust gas tolerances: temperature -/+ 15 °C and amount +/- 5%

Fig. 6.01.09: Example 1 – Capacities of derated 6L35MC with seawater cooling system and MAN B&W turbocharger

178 21 93-8.0

Freshwater Generator

If a freshwater generator is installed and is utilisingthe heat in the jacket water cooling system, it shouldbe noted that the actual available heat in the jacketcooling water system is lower than indicated by theheat dissipation figures valid for nominal MCR (L1)given in the List of Capacities. This is because thelatter figures are used for dimensioning the jacketwater cooler and hence incorporate a safety marginwhich can be needed when the engine is operatingunder conditions such as, e.g. overload. Normally,this margin is 10% at nominal MCR.

For a derated diesel engine, i.e. an engine having aspecified MCR (M) different from L1, the relativejacket water heat dissipation for point M may befound, as previously described, by means of Fig.6.01.07.

At part load operation, lower than optimised power,the actual jacket water heat dissipation will be re-duced according to the curves for fixed pitch pro-peller (FPP) or for constant speed, controllable pitchpropeller (CPP), respectively, in Fig. 6.01.10.

With reference to the above, the heat actually avail-able for a derated diesel engine may then be foundas follows:

1. Engine power equal to specified MCR.

For specified MCR (M) the diagram Fig. 6.01.07is to be used, i.e. giving the percentage correc-tion factor “qjw%” and hence

Qjw = QL1 xq

100jw% x 0.9 (0.87) [1]

2. Engine power lower than specified MCR.

For powers lower than the specified MCR, thevalue Qjw,M found for point M by means of theabove equation [1] is to be multiplied by the cor-rection factor kp found in Fig. 6.01.10 andhence

Qjw = Qjw,M x kp [2]

where

QjwQL1

qjw%

kp0.9

====

==

jacket water heat dissipationjacket water heat dissipation at nominalMCR (L1)percentage correction factor fromFig. 6.01.07MCR, found by means of equation [1]correction factor from Fig. 6.01.10factor for overload margin, tropicalambient conditions

The heat dissipation is assumed to be more or lessindependent of the ambient temperature condi-tions, yet the overload factor of about 0.87 insteadof 0.90 will be more accurate for ambient conditionscorresponding to ISO temperatures or lower.

If necessary, all the actually available jacket coolingwater heat may be used provided that a special tem-perature control system ensures that the jacketcooling water temperature at the outlet from the en-gine does not fall below a certain level. Such a tem-perature control system may consist, e.g., of a spe-

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6.01.08

Fig. 6.01.10 Correction factor “kp” for jacket coolingwater heat dissipation at part load, relative to heatdissipation at optimised power

178 06 64-3.0

cial by-pass pipe installed in the jacket cooling wa-ter system, see Fig. 6.01.11, or a special built-intemperature control in the freshwater generator,e.g., an automatic start/stop function, or similar. Ifsuch a special temperature control is not applied,we recommend limiting the heat utilised to maxi-mum 50% of the heat actually available at specifiedMCR, and only using the freshwater generator at en-gine loads above 50%.

When using a normal freshwater generator of thesingle-effect vacuum evaporator type, the freshwa-ter production may, for guidance, be estimated as0.03 t/24h per 1 kW heat, i.e.:

Mfw = 0.03 x Qjw t/24h [3]

where

Mfw is the freshwater production in tons per 24 hoursAndQjw is to be stated in kW


430 200 025 198 27 86

6.01.09

Valve A: ensures that Tjw < 80 °CValve B: ensures that Tjw >80 – 5 °C = 75 °CValve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with anautomatic start/stop function for too low jacket cooling water temperatureIf necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature controlsystem ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level

Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram

Freshwater generator system Jacket cooling water system

178 18 65-6.0

Calculation of Exhaust Gas Amount andTemperature

Influencing factors

The exhaust gas data to be expected in practice de-pends, primarily, on the following three factors:

a) The optimising point of the engine (point O)which for this engine coincides with the powerPM of the specified MCR (M), i.e. PM = PO:

b) The ambient conditions, and exhaust gasback-pressure:

Tair:pbar:TCW�pO:

actual ambient air temperature, in °Cactual barometric pressure, in mbar actualscavenge air coolant temperature, in °Cexhaust gas back-pressure in mm WC atoptimising point: O = M

c) The continuous service rating of the engine(point S), valid for fixed pitch propeller or control-lable pitch propeller (constant engine speed

PS: continuous service rating of engine,in kW (BHP)

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6.01.10

Example 2:Freshwater production from a derated 6L35MC with MAN B&W tubocharger.

Based on the engine ratings below, and by means of an example, this chapter will show how to calculatethe expected available jacket cooling water heat removed from the diesel engine, together with thecorresponding freshwater production from a freshwater generator.

The calculation is made for the service rating (S) of the diesel engine.6L35MC derated with fixed pitch propellerNominal MCR, L1: 3,900 kW = 5,280 BHP (100.0%) 210.0 r/min (100.0%)Specified MCR, M=O: 3,120 kW = 4,225 BHP (80.0%) 189.0 r/min (90.0%)Service rating, PS: 2,496 kW = 3,379 BHP (64.0%) 175.4 r/min (83.5%)

Ambient reference condition: 20°C air and 18°C cooling waterThe expected available jacket cooling water heat at service rating is found as follows:

QL1 = 600 kW from “List of Capacities"

qjw% = 84.0% using 80.0% power and 90.0%speed for the optimising point O inFig. 6.01.07

By means of equation [1], and using factor 0.87 foractual ambient condition the heat dissipation in theoptimising point (O) is found:

Qjw,O = QL1 xq

100jw% x 0.87

= 600 x84.0100

x 0.87 = 438.5 kW

By means of equation [2], the heat dissipation in theservice point (S) is found:

Qjw = Qjw,O x kp = 438.5 x 0.85 = 373 kW

kp = 0.85 using Ps% = 80% in Fig. 6.01.10

For the service point the corresponding expectedobtainable freshwater production from a freshwatergenerator of the single-effect vacuum evaporatortype is then found from equation [3]:

Mfw = 0.03 x Qjw = 0.03 x 373 = 11.2 t/24h

178 21 95-1.0

Calculation method

To enable the project engineer to estimate the ac-tual exhaust gas data at an arbitrary service rating,the following method of calculation may be used.

Mexh:Texh:

exhaust gas amount in kg/h, to be foundexhaust gas temperature in °C, to be found

The partial calculations based on the above influ-encing factors have been summarised in equations[4] and [5], see Fig. 6.01.12.

The partial calculations based on the influencingfactors are described in the following:


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6.01.11

Fig. 6.01.13: Specific exhaust gas amount, mO% in %of L1 value

178 10 78-4.1

Fig. 6.01.14: Change of exhaust gas temperature, �TO in °Cafter turbocharger relative to L1 value

178 10 79-6.1

Mexh = ML1 x PP

O

L1

xm

100O% x (1 +

�M

100amb% ) x (1 +

�m

100s% ) x

P

100S% kg/h [4]

Texh = TL1 + �TO + �Tamb + �TS °C [5]

where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WC back-pressureand optimised in L1:

ML1: exhaust gas amount in kg/h at nominal MCR (L1)

TL1: exhaust gas temperatures after turbocharger in °C at nominal MCR (L1)

Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures

178 30 58-0.0

a) Correction for choice of specified MCR: M = OWhen choosing an “M” = “O” other than the nomi-nal MCR point “L1”, the resulting changes in spe-cific exhaust gas amount and temperature arefound by using as input in diagrams 6.01.13 and6.01.14 the corresponding percentage values (ofL1) for optimised power PO% and speed nO%.c) c)Correction for engine load

mO%: specific exhaust gas amount, in % of specificgas amount at nominal MCR (L1), see Fig.6.01.13.

�TO: change in exhaust gas temperature afterturbocharger relative to the L1 value, in °C,see Fig. 6.01.14.

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6.01.12

Parameter Change Change of exhaustgas temperature

Change of exhaust gasamount

Blower inlet temperature

Blower inlet pressure (barometricpressure)

Charge air coolant temperature(seawater temperature)

Exhaust gas back pressure atthe optimising point

+ 10 °C

+ 10 mbar

+ 10 °C

+ 100 mm WC

+ 16.0 °C

– 0.1 °C

+ 1.0 °C

+ 5.0 °C

– 4.1%

+ 0.3%

+ 1.9%

– 1.1%

Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure

178 30 59-2.0

�Mamb% = -0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) - 0.011 x (�pO – 300) % [6]

��amb = 1.6 x (Tair – 25) + 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (�pO– 300) °C [7]

where the following nomenclature is used:�Mamb%: change in exhaust gas amount, in % of amount at ISO conditions�Tamb: change in exhaust gas temperature, in °C

The back-pressure at the optimising point can, as an approximation, be calculated by:�pO � �pM x (PO/PM)2 [8]where,PM: power in kW (BHP) at specified MCR�pM: exhaust gas back-pressure prescribed at specified MCR, in mm WC

Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure

178 30 60-2.0

b) Correction for actual ambient conditions andback-pressureFor ambient conditions other than ISO 3046/1-1986, and back-pressure other than 300 mm WC at“M” = “O”, the correction factors stated in the tablein Fig. 6.01.15 may be used as a guide, and thecorresponding relative change in the exhaust gasdata may be found from equations [6] and [7],shown in Fig. 6.01.16.

Figs. 6.01.17 and 6.01.18 may be used, as guid-ance, to determine the relative changes in thespecific exhaust gas data when running at partload, compared to the values in the optimisingpoint, i.e. using as input PS% = (PS/PO) x 100%:

�ms%: change in specific exhaust gas amount, in% of specific amount at optimising point,see Fig. 6.01.17.

�Ts: change in exhaust gas temperature, in°C, see Fig. 6.01.18.


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6.01.13

Fixed pitch propeller (FPP):�TS = 0.0055 x PS%

2 - 0.72 x PS% + 22

Constant engine speed (CPP):�TS = 0.0043 x PS%

2 - 0.63 x PS% + 20

Fig. 6.01.18: Change of exhaust gas temperature,�Ts in °C at part load

178 06 73-3.0

Fixed pitch propeller (FPP):�ms% = 0.0055 x PS%

2 - 1.15 x PS% + 60

Constant engine speed (CPP):�ms% = 0.0055 x PS%

2 - 1.22 x PS% + 67

Fig. 6.01.17: Change of specific exhaust gas amount,�ms% in % at part load

178 06 74-5.0

430 200 025 198 27 86


Example 3:Expected exhaust gas data for a derated 6L35MC derated with fixed pitch propeller

Nominal MCR, L1: 3,900 kW = 5,280 BHP (100.0%) 210.0 r/min (100.0%)

Specified MCR, M=O: 3,120 kW = 4,225 BHP (80.0%) 189.0 r/min (90.0%)

Service rating, PS: 2,496 kW = 3,379 BHP (64.0%) 175.4 r/min (83.5%)

i.e. service rating, PS%= 80% of M = O

Reference conditions:

Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °CScavenge air coolant temperature TCW. . . . . 18 °CBarometric pressure pbar. . . . . . . . . . . . 1013 mbarExhaust gas back-pressure at specified MCR�pM . . . . . . . . . . . . . . . . . . . . . . . . . . 262 mm WC

a) Correction for choice of M = O:

PO% =31203900

x 100 = 80.0%

nO% =189210

x 100 = 90.0%

By means of Figs. 6.01.13 and 6.01.14:

mO% = 98.2 %

�TO = - 7.1 °C

b) Correction for ambient conditions andback-pressure:

By means of equations [6] and [7]:

�Mamb% = - 0.41 x (20-25) – 0.03 x (1013-1000)+ 0.19 x (18-25) – 0.011 x (262-300) %

�Mamb% = + 0.75%

�Tamb = 1.6 x (20- 25) + 0.01 x (1013-1000)+ 0.1 x (18-25) + 0.05 x (262-300) °C

�Tamb = - 10.5 °C

c) Correction for engine load:By means of Figs. 6.01.17 and 6.01.18:

�mS% = + 3.2%

�TS = - 3.6 °C

By means of equations [4] and [5], the final resultis found taking the exhaust gas flow ML1 and tem-perature TL1 from the “List of Capacities”:

ML1 = 32,400 kg/h

Mexh = 32,400 x31203900

x98.2100

x (1 +0.75100

) x

(1 +3.2100

) x80

100= 21,172 kg/h

Mexh = 21,170 kg/h +/- 5%

The exhaust gas temperature:

TL1 = 265 °C

Texh = 265 – 7.1 – 10.5 – 3.6 = 243.8 °C

Texh = 244 °C -/+15 °C

6.01.14

178 21 96-3.0

Exhaust gas data at specified MCR (ISO)At specified MCR (M), the running point may be con-sidered as a service point where:

PS% =P

PM

O

x 100% =31203120

x 100% = 100.0%

and for ISO ambient reference conditions, the corre-sponding calculations will be as follows:

Mexh,M = 32,400 x31203900

x98.2100

x (10.00100

� ) x

( 10.0100

� ) x100100

= 25,453 kg/h

Mexh,M = 25,400 kg/h

Texh,M = 265 – 7.1 – 0.0 + 0.0 = 257.9 °C

Texh,M = 258 °C

The air consumption will be:

25,400 x 0.98 kg/h = 6.9 kg/sec


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6.01.15

430 200 025 198 27 86


6.01.16

No. Symbol Symbol designation No. Symbol Symbol designation

1 General conventional symbols 2.17 Pipe going upwards

1.1 Pipe 2.18 Pipe going downwards

1.2 Pipe with indication of direction of flow 2.19 Orifice

1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps

1.4 Appliances 3.1 Valve, straight through

1.5 Indicating and measuring instruments 3.2 Valves, angle

2 Pipes and pipe joints 3.3 Valves, three way

2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle

2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down

2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through

2.6 Joint, screwed 3.9 Flap, angle

2.7 Joint, flanged 3.10 Reduction valve

2.8 Joint, sleeve 3.11 Safety valve

2.9 Joint, quick-releasing 3.12 Angle safety valve

2.10 Expansion joint with gland 3.13 Self-closing valve

2.11 Expansion pipe 3.14 Quick-opening valve

2.12 Cap nut 3.15 Quick-closing valve

2.13 Blank flange 3.16 Regulating valve

2.14 Spectacle flange 3.17 Kingston valve

2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)

2.16 Bulkhead crossing, non-watertight

Fig. 6.01.19a: Basic symbols for piping178 30 61-4.1


430 200 025 198 27 86

178 30 61-4.1

6.01.17


3.19 Butterfly valve 4.6 Piston

3.20 Gate valve 4.7 Membrane

3.21 Double-seated changeover valve 4.8 Electric motor

3.22 Suction valve chest 4.9 Electro-magnetic

3.23 Suction valve chest with non-return valves 5 Appliances

3.24 Double-seated changeover valve, straight 5.1 Mudbox

3.25 Double-seated changeover valve, angle 5.2 Filter or strainer

3.26 Cock, straight through 5.3 Magnetic filter

3.27 Cock, angle 5.4 Separator

2.28 Cock, three-way, L-port in plug 5.5 Steam trap

3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump

3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump

3.31 Cock with bottom connection 5.8 Hand pump (bucket)

3.32 Cock, straight through, with bottom conn. 5.9 Ejector

3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)

3.34 Cock, three-way, with bottom connection 5.11 Piston pump

4 Control and regulation parts 6 Fittings

4.1 Hand-operated 6.1 Funnel

4.2 Remote control 6.2 Bell-mounted pipe end

4.3 Spring 6.3 Air pipe

4.4 Mass 6.4 Air pipe with net

4.5 Float 6.5 Air pipe with cover

Fig. 6.01.19b: Basic symbols for piping

430 200 025 198 27 86



6.6 Air pipe with cover and net 7

6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator

6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass

6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator

6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator

6.11 Stop for sounding rod 7.5 Counter (indicate function)

7.6 Recorder

The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19

Fig. 6.01.19c: Basic symbols for piping

6.01.18

178 30 61-4.1

Indicating instruments with ordinary symbol designations

6.02 Fuel Oil System

Pressurised Fuel Oil System

The system is so arranged that both diesel oil andheavy fuel oil can be used, see Fig. 6.02.01.

From the service tank the fuel is led to an electricallydriven supply pump (4 35 660) by means of which apressure of approximately 4 bar can be maintainedin the low pressure part of the fuel circulating sys-tem, thus avoiding gasification of the fuel in theventing box (4 35 690) in the temperature ranges ap-plied.

The venting box is connected to the service tank viaan automatic deaerating valve (4 35 691), which willrelease any gases present, but will retain liquids.

From the low pressure part of the fuel system thefuel oil is led to an electrically-driven circulatingpump (4 35 670), which pumps the fuel oil through aheater (4 35 677) and a full flow filter (4 35 685) situ-ated immediately before the inlet to the engine.

To ensure ample filling of the fuel pumps, the capac-ity of the electrically-driven circulating pump ishigher than the amount of fuel consumed by the die-sel engine. Surplus fuel oil is recirculated from theengine through the venting box.

To ensure a constant fuel pressure to the fuel injec-tion pumps during all engine loads, a spring loadedoverflow valve is inserted in the fuel oil system onthe engine, as shown on “Fuel oil pipes”,Fig.6.02.02.


435 600 025 198 27 87

– – – – – – Diesel oil

––––––––– Heavy fuel oil

Heated pipe with insulation

a)b)

Tracing fuel oil lines of max. 150 °CTracing drain lines: by jacket cooling wa-ter max. 90 °C, min. 50 °C

The letters refer to the “List of flanges”D shall have min. 50% larger area than d.

Fig. 6.02.01: Fuel oil system178 16 08-2.0

6.02.01

The fuel oil pressure measured on the engine (at fuelpump level) should be 7-8 bar, equivalent to a circu-lating pump pressure of 10 bar.

When the engine is stopped, the circulating pumpwill continue to circulate heated heavy fuel throughthe fuel oil system on the engine, thereby keepingthe fuel pumps heated and the fuel valvesdeae-rated. This automatic circulation of preheatedfuel during engine standstill is the background forour recommendation:

constant operation on heavy fuel

In addition, if this recommendation was not fol-lowed, there would be a latent risk of diesel oil andheavy fuels of marginal quality forming incompatibleblends during fuel change over. Therefore, westrongly advise against the use of diesel oil for oper-ation of the engine – this applies to all loads.

In special circumstances a change-over to diesel oilmay become necessary – and this can be performedat any time, even when the engine is not running.Such a change-over may become necessary if, forinstance, the vessel is expected to be inactive for aprolonged period with cold engine e.g. due to:

dockingstop for more than five days’major repairs of the fuel system, etc.environmental requirements

The built-on overflow valves, if any, at the supplypumps are to be adjusted to 5 bar, whereas the ex-ternal bypass valve is adjusted to 4 bar. The pipesbetween the tanks and the supply pumps shall haveminimum 50% larger passage area than the pipebetween the supply pump and the circulating pump.

435 600 025 198 27 87


6.02.02

The piping is delivered with and fitted onto the engineThe letters refer to the “List of flanges”The pos. numbers refer to list of standard instruments

Fig. 6.02.02: Fuel oil pipes and drain pipes178 22 12-0.0

The remote controlled quick-closing valve at inlet“X” to the engine (Fig. 6.02.01) is required by MANB&W in order to be able to stop the engine immedi-ately, especially during quay and sea trials, in theevent that the other shut-down systems should fail.This valve is yard’s supply and is to be situated asclose as possible to the engine. If the fuel oil pipe “X”at inlet to engine is made as a straight line immedi-ately at the end of the engine, it will be necessary tomount an expansion joint. If the connection ismade as indicated, with a bend immediately at theend of the engine, no expansion joint is required.

The introduction of the pump sealing arrangement,the so-called “umbrella” type, has made it possibleto omit the separate camshaft lubricating oil sys-tem.

The umbrella type fuel oil pump has an additionalexternal leakage rate of clean fuel oil.

The flow rate is approx. 0.2 l/cyl. h.

The main purpose of the drain “AF” is to collect purefuel oil from the umbrella sealing system of the fuelpumps as well as the unintentionall leakage from thehigh pressure pipes. The drain oil is lead to a tankand can be pumped to the Heavy Fuel Oil servicetank or to the settling tank.

The “AF” drain is provided with a box for givingalarm in case of leakage in a high pressure pipes,4 35 105.

Owing to the relatively high viscosity of the heavyfuel oil, it is recommended that the drain pipe andthe tank are heated to min. 50 °C.

The drain pipe between engine and tank can beheated by the jacket water, as shown in Fig. 6.02.01.

The size of the sludge tank is determined on the ba-sis of the draining intervals, the classification soci-ety rules, and on whether it may be vented directly tothe engine room.

This drained clean oil will, of course, influence themeasured SFOC, but the oil is thus not wasted, andthe quantity is well within the measuring accuracy ofthe flowmeters normally used.


435 600 025 198 27 87

6.02.03

The drain arrangement from the fuel oil system isshown in Fig. 6.02.02 “Fuel oil drain pipes”. Asshown in Fig. 6.02.03 “Fuel oil pipes heat tracing”the drain pipes are heated by the jacket cooling wa-ter outlet from the main engine, whereas the HFOpipes as basic are heated by steam.

For external pipe connections, we prescribe the fol-lowing maximum flow velocities:

Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

For arrangement common for main engine and aux-iliary engines from MAN B&W Holeby, please referto our puplication:

P.240: “Operation on Heavy Residual Fuels MANB&W Diesel Two-stroke Engines and MANB&W Diesel Four-stroke Holeby GenSets.”

435 600 025 198 27 87


The piping is delivered with and fitted onto the engineThe letters refer to “List of flanges”

Fig. 6.02.03: Fuel oil pipes heat tracing: 4 35 110

178 42 39-5.0

6.02.04

Fuel oil pipe insulation, option: 4 35 121

Insulation of fuel oil pipes and fuel oil drain pipesshould not be carried out until the piping systemshave been subjected to the pressure tests specifiedand approved by the respective classification soci-ety and/or authorities, Fig. 6.02.05.

The directions mentioned below include insulationof hot pipes, flanges and valves with view to ensur-ing a surface temperature of the complete insulationof maximum 55 °C at a room temperature of maxi-mum 38 °C. As for the choice of material and, if re-quired, approval for the specific purpose, referenceis made to the respective classification society.

Fuel oil pipes

The pipes are to be insulated with 20 mm mineralwool of minimum 150 kg/m3 and covered with glasscloth of minimum 400 g/m2.

Fuel oil pipes and heating pipes together

Two or more pipes can be insulated with 30 mmwired mats of mineral wool of minimum 150 kg/m3

covered with glass cloth of minimum 400 g/m2.

Flanges and valves

The flanges and valves are to be insulated by meansof removable pads. Flange and valve pads are madeof glass cloth, minimum 400 g/m2, containing min-eral wool stuffed to minimum 150 kg/m3.

Thickness of the mats to be:Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mmFuel oil pipes and heating pipes together . . 30 mm

The pads are to be fitted so that they overlap thepipe insulating material by the pad thickness. Atflanged joints, insulating material on pipes shouldnot be fitted closer than corresponding to the mini-mum bolt length.

Mounting

Mounting of the insulation is to be carried out in ac-cordance with the supplier’s instructions.


435 600 025 198 27 87

6.02.05

Fig. 6.02.04: Fuel oil pipes heat, insulation, option: 4 35 121

178 42 40-5.0

Fuel oils

Marine diesel oil:

Marine diesel oil ISO 8217, Class DMBBritish Standard 6843, Class DMBSimilar oils may also be used

Heavy fuel oil (HFO)

Most commercially available HFO with a viscositybelow 700 cSt at 50 °C (7000 sec. Redwood I at100 °F) can be used.

For guidance on purchase, reference is made to ISO8217, British Standard 6843 and to CIMAC recom-mendations regarding requirements for heavy fuelfor diesel engines, third edition 1990, in which themaximum acceptable grades are RMH 55 and K55.The above-mentioned ISO and BS standards super-sede BSMA 100 in which the limit was M9.

The data in the above HFO standards and specifica-tions refer to fuel as delivered to the ship, i.e. beforeon board cleaning.

In order to ensure effective and sufficient cleaning ofthe HFO i.e. removal of water and solid contami-nants – the fuel oil specific gravity at 15 °C (60 °F)should be below 0.991.

Higher densities can be allowed if special treatmentsystems are installed.

Current analysis information is not sufficient for esti-mating the combustion properties of the oil. Thismeans that service results depend on oil propertieswhich cannot be known beforehand. This especiallyapplies to the tendency of the oil to form deposits incombustion chambers, gas passages and turbines.It may, therefore, be necessary to rule out some oilsthat cause difficulties.

Guiding heavy fuel oil specification

Based on our general service experience we have,as a supplement to the above-mentioned stan-dards, drawn up the guiding HFO specificationshown below.

Heavy fuel oils limited by this specification have, tothe extent of the commercial availability, been usedwith satisfactory results on MAN B&W two-strokeslow speed diesel engines.

The data refers to the fuel as supplied i.e. before anyon board cleaning.

Property Units Value

Density at 15°C kg/m3 < 991*

Kinematic viscosityat 100 °Cat 50 °C

cStcSt

< 55< 700

Flash point °C > 60

Pour point °C < 30

Carbon residue % mass < 22

Ash % mass < 0.15

Total sediment after ageing % mass < 0.10

Water % volume < 1.0

Sulphur % mass < 5.0

Vanadium mg/kg < 600

Aluminum + Silicon mg/kg < 80

*) May be increased to 1.010 provided adequatecleaning equipment is installed, i.e. modern type ofcentrifuges.

If heavy fuel oils with analysis data exceeding theabove figures are to be used, especially with re-gard to viscosity and specific gravity, the enginebuilder should be contacted for advice regardingpossible fuel oil system changes.

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6.02.06

Components for fuel oil system(See Fig. 6.02.01)

Fuel oil centrifuges

The manual cleaning type of centrifuges are not tobe recommended, neither for attended machineryspaces (AMS) nor for unattended machinery spaces(UMS). Centrifuges must be self-cleaning, eitherwith total discharge or with partial discharge.

Distinction must be made between installations for:

• Specific gravities < 0.991 (corresponding to ISO8217 and British Standard 6843 from RMA toRMH, and CIMAC from A to H-grades

• Specific gravities > 0.991 and (corresponding toCIMAC K-grades).

For the latter specific gravities, the manufacturershave developed special types of centrifuges, e.g.:

Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . AlcapWestfalia. . . . . . . . . . . . . . . . . . . . . . . . . . . . UnitrolMitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II

The centrifuge should be able to treat approximatelythe following quantity of oil:

0.27 litres/kWh = 0.20 litres/BHPh

This figure includes a margin for:

• Water content in fuel oil

• Possible sludge, ash and other impurities in thefuel oil

• Increased fuel oil consumption, in connectionwith other conditions than ISO. standard condi-tion

• Purifier service for cleaning and maintenance.

The size of the centrifuge has to be chosen accord-ing to the supplier’s table valid for the selected vis-

cosity of the Heavy Fuel Oil. Normally, two centri-fuges are installed for Heavy Fuel Oil (HFO), eachwith adequate capacity to comply with the aboverecommendation.

A centrifuge for Marine Diesel Oil (MDO) is not amust, but if it is decided to install one on board, thecapacity should be based on the above recommen-dation, or it should be a centrifuge of the same sizeas that for lubricating oil.

The Nominal MCR is used to determine the total in-stalled capacity. Any derating can be taken intoconsideration in border-line cases where the centri-fuge that is one step smaller is able to cover Spec-ified MCR.

Fuel oil supply pump (4 35 660)

This is to be of the screw wheel or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °CFuel oil viscosity maximum . . . . . . . . . . . 1000 cStPump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 barWorking temperature . . . . . . . . . . . . . . . . . 100 °C

The capacity is to be fulfilled with a tolerance of:-0% +15% and shall also be able to cover the backflushing, see “Fuel oil filter”.

Fuel oil circulating pump (4 35 670)

This is to be of the screw or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °CFuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cStFuel oil viscosity maximum. . . . . . . . . . . . 1000 cStFuel oil flow . . . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . 10 barWorking temperature . . . . . . . . . . . . . . . . . . 150 °C

The capacity is to be fulfilled with a tolerance of:- 0% + 15% and shall also be able to cover theback-flushing see “Fuel oil filter”.

Pump head is based on a total pressure drop in filterand preheater of maximum 1.5 bar.


435 600 025 198 27 87

6.02.07

Fuel oil heater (4 35 677)

The heater is to be of the tube or plate heat ex-changer type.

The required heating temperature for different oilviscosities will appear from the “Fuel oil heatingchart”. The chart is based on information from oilsuppliers regarding typical marine fuels with viscos-ity index 70-80.

Since the viscosity after the heater is the controlledparameter, the heating temperature may vary, de-pending on the viscosity and viscosity index of thefuel.

Recommended viscosity meter setting is 10-15 cSt.

Fuel oil viscosity specified . up to 700 cST at 50°CFuel oil flow. . . . . . . . . . . . . . . . . . . see capacity of

fuel oil circulating pumpHeat dissipation . . . . . . . . . see “List of capacities”Pressure drop on fuel oil side . . . . maximum 1 barWorking pressure . . . . . . . . . . . . . . . . . . . . . 10 barFuel oil inlet temperature, . . . . . . . . approx. 100 °CFuel oil outlet temperature . . . . . . . . . . . . . . 150 °CSteam supply, saturated. . . . . . . . . . . . . 7 bar abs.

To maintain a correct and constant viscosity of thefuel oil at the inlet to the main engine, the steam sup-ply shall be automatically controlled, usually basedon a pneumatic or an electrically controlled system.

Fuel oil filter (4 35 685)

The filter can be of the manually cleaned duplex typeor an automatic filter with a manually cleanedby-pass filter.

435 600 025 198 27 87


Fig. 6.02.05: Fuel oil heating chart

178 06 28-0.1

6.02.08

If a double filter (duplex) is installed, it should havesufficient capacity to allow the specified full amountof oil to flow through each side of the filter at a givenworking temperature with a max. 0.3 bar pressuredrop across the filter (clean filter).

If a filter with back-flushing arrangement is in-stalled, the following should be noted. The requiredoil flow specified in the “List of capacities”, i.e. thedelivery rate of the fuel oil supply pump and the fueloil circulating pump should be increased by theamount of oil used for the back-flushing, so that thefuel oil pressure at the inlet to the main engine canbe maintained during cleaning.

In those cases where an automatically cleaned filteris installed, it should be noted that in order to activatethe cleaning process, certain makers of filters requirea greater oil pressure at the inlet to the filter than thepump pressure specified. Therefore, the pump ca-pacity should be adequate for this purpose, too.

The fuel oil filter should be based on heavy fuel oil of:130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec Red-wood I/100 °F.

Fuel oil flow . . . . . . . . . . . . see “List of capacities”Working pressure. . . . . . . . . . . . . . . . . . . . . 10 barTest pressure . . . . . . . . . . . according to class ruleAbsolute fineness . . . . . . . . . . . . . . . . . . . . . 50mmWorking temperature . . . . . . . . maximum 150 c°COil viscosity at working temperature . . . . . . 15 cStPressure drop at clean filter . . . . maximum 0.3 barFilter to be cleanedat a pressure drop at . . . . . . . . . maximum 0.5 bar

Note:Absolute fineness corresponds to a nominal finenessof approximately 30mm at a retaining rate of 90%.

The filter housing shall be fitted with a steam jacketfor heat tracing.

Flushing of the fuel oil system

Before starting the engine for the first time, the sys-tem on board has to be cleaned in accordance withMAN B&W’s recommendations “Flushing of Fuel OilSystem” which is available on request.

Fuel oil venting box (4 35 690)

The design is shown on “Fuel oil venting box”, seeFig. 6.02.05.

The systems fitted onto the main engine are shown on:“Fuel oil pipes"“Fuel oil drain pipes"“Fuel oil pipes, steam and jacket water tracing” and“Fuel oil pipes, insulation”


435 600 025 198 27 87

6.02.09

Fig. 6.02.07: Fuel oil venting box

Flow m3/h Dimensions in mmQ (max.)* D1 D2 D3 H1 H2 H3 H4 H5

1.3 150 32 15 100 600 171.3 1000 5502.1 150 40 15 100 600 171.3 1000 5505.0 200 65 15 100 600 171.3 1000 550

* The actual maximum flow of the fuel oil circulation pump

178 89 06-7.0

178 38 39-3.2

Modular units

The pressurised fuel oil system is preferable whenoperating the diesel engine on high viscosity fuels.When using high viscosity fuel requiring a heatingtemperature above 100 °C, there is a risk of boilingand foaming if an open return pipe is used, espe-cially if moisture is present in the fuel.

The pressurised system can be delivered as amo-dular unit including wiring, piping, valves and in-struments, see Fig. 6.02.07 below.

The fuel oil supply unit is tested and ready for ser-vice supply connections.

The unit is available in the following sizes:

Engine type

Units60 Hz

3 x 440V50 Hz

3 x 380V4L35MC F - 2.0 - 1.1 - 6 F - 2.2 - 1.2 - 55L35MC F - 2.0 - 1.1 - 6 F - 2.2 - 1.2 - 56L35MC F - 2.0 - 1.1 - 6 F - 2.2 - 1.2 - 57L35MC F - 2.7 - 1.1 - 6 F - 3.5 - 1.2 - 58L35MC F - 2.7 - 1.5 - 6 F - 3.5 - 1.7 - 59L35MC F - 4.2 - 1.5 - 6 F - 3.5 - 1.7 - 5

10L35MC F - 4.2 - 2.2 - 6 F - 3.5 - 1.7 - 511L35MC F - 4.2 - 2.2 - 6 F - 4.6 - 2.3 - 512L35MC F - 4.2 - 2.2 - 6 F - 4.6 - 2.3 - 5

F – 2.7 – 1.5 – 65 = 50 Hz, 3 x 380V6 = 60 Hz, 3 x 440V

Capacity of fuel oil supply pumpin m3/h

Capacity of fuel oil circulatingpump in m3/h

Fuel oil supply unit

435 600 025 198 27 87


Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610178 30 73-4.0

6.02.10

6.03 Uni-lubricating Oil System

Since mid 1995 we have introduced as standard,the so called “umbrella” type of fuel pump for whichreason a seperate camshaft lube oil system is nolonger necessary.

As a consequence the uni-lubricating oil systemsupplies lubricating oil through inlet "RU", to the en-gine bearings cooling oil to the pistons, lubricatingoil to the camshaft and to the exhaust valve actua-tors etc.

The engine crankcase is vented through “AR” by apipe which extends directly to the deck. This pipe hasa drain arrangement so that oil condensed in the pipecan be led to a drain tank, see details in Fig. 6.03.06.Drains from the engine bedplate “AE” are fitted onboth sides, see Fig. 6.03.07 “Bedplate drain pipes”.


440 600 025 198 27 88

6.03.01

The letters refer to “List of counterflanges”Venting for MAN B&W or Mitsubishi turbochargers only

Fig. 6.03.01: Lubricating and cooling oil system

178 22 01-2.0

440 600 025 198 27 88


6.03.02

Fig. 6.03.03a: Lube oil pipes for MAN B&W turbocharger

type NA/S

Fig. 6.03.03b: Lube oil pipes for MAN B&W turbocharger

type NA/T

The letters refer to “List of counterflanges”The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

Fig. 6.03.02: Lubricating and cooling oil pipes

178 22 02-4.0

178 38 43-9.0 178 38 44-0.0

Lubricating oil is pumped from a bottom tank, bymeans of the main lubricating oil pump (4 40 601), tothe lubricating oil cooler (4 40 605), a thermostaticvalve (4 40 610) and, through a full-flow filter (4 40615), to the engine, where it is distributed to pistonsand bearings.

The major part of the oil is divided between pistoncooling and crosshead lubrication.

From the engine, the oil collects in the oil pan, fromwhere it is drained off to the bottom tank, see Fig.6.03.06 “Lubricating oil tank, without cofferdam”.

For external pipe connections, we prescribe a maxi-mum oil velocity of 1.8 m/s.

Turbochargers with slide bearings are lubricatedfrom the main engine system, see Fig. 6.03.03a,band c “Turbocharger lubricating oil pipes” whichare shown with sensors for UMS, “AB” is the lubri-cating oil outlet from the turbocharger to the lubri-cating oil bottom tank and it is vented through “E”directly to the deck.


440 600 025 198 27 88

6.03.03

Fig. 6.03.03c: Lube oil pipes fra Mitsubishi

turbocharger type MET

178 38 67-9.0

Lubricating oil centrifuges

Manual cleaning centrifuges can only be used forattended machinery spaces (AMS). For unattendedmachinery spaces (UMS), automatic centrifugeswith total discharge or partial discharge are to beused.

The nominal capacity of the centrifuge is to be ac-cording to the supplier’s recommendation for lubri-cating oil, based on the figures:

0.136 litres/kWh = 0.1 litres/BHPh

The Nominal MCR is used as the total installed effect.

List of lubricating oils

The circulating oil (Lubricating and cooling oil) mustbe a rust and oxidation inhibited engine oil, of SAE30 viscosity grade.

In order to keep the crankcase and piston coolingspace clean of deposits, the oils should have ade-quate dispersion and detergent properties.

Alkaline circulating oils are generally superior in thisrespect.

CompanyCirculating oilSAE 30/TBN 5-10

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Atlanta Marine D3005Energol OE-HT-30Marine CDX-30Veritas 800 MarineExxmar XAAlcano 308Mobilgard 300Melina 30/30SDoro AR 30

The oils listed have all given satisfactory service inMAN B&W engine installations:

Also other brands have been used with satisfac-tory results.

Lubricating oil pump (4 40 601)

The lubricating oil pump can be of the screw wheel,or the centrifugal type:

Lubricating oil viscosity, specified 75 cSt at 50 °CLubricating oil viscosity, . . . . . maximum 400 cSt *Lubricating oil flow . . . . . . see “List of capacities”Design pump head . . . . . . . . . . . . . . . . . . . 4.0 barDelivery pressure. . . . . . . . . . . . . . . . . . . . . 4.0 barMax. working temperature . . . . . . . . . . . . . . 50 °C

* 400 cSt is specified, as it is normal practice whenstarting on cold oil, to partly open the bypassvalves of the lubricating oil pumps, so as to reducethe electric power requirements for the pumps.

The flow capacity is to be within a tolerance of:0 +12%.

The pump head is based on a total pressure dropacross cooler and filter of maximum 1 bar.

The by-pass valve, shown between the main lubri-cating oil pumps, may be omitted in cases where thepumps have a built-in by-pass or if centrifugalpumps are used.

If centrifugal pumps are used, it is recommended toinstall a throttle valve at position “005”, its functionbeing to prevent an excessive oil level in the oil pan,if the centrifugal pump is supplying too much oil tothe engine.

During trials, the valve should be adjusted by meansof a device which permits the valve to be closed onlyto the extent that the minimum flow area through thevalve gives the specified lubricating oil pressure atthe inlet to the engine at full normal load conditions.It should be possible to fully open the valve, e.g.when starting the engine with cold oil.

It is recommended to install a 25 mm valve (pos.006) with a hose connection after the main lubricat-ing oil pumps, for checking the cleanliness of the lu-bricating oil system during the flushing procedure.The valve is to be located on the underside of a hori-zontal pipe just after the discharge from the lubricat-ing oil pumps.

Lubricating oil cooler (4 40 605)

The lubricating oil cooler is to be of the shell andtube type made of seawater resistant material, or aplate type heat exchanger with plate material of tita-nium, unless freshwater is used in a central coolingsystem.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °CLubricating oil flow. . . . . . . see “List of capacities”Heat dissipation . . . . . . . . . see “List of capacities”Lubricating oil temperature,outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 °CWorking pressure on oil side . . . . . . . . . . . . 4.0 barPressure drop on oil side . . . . . . maximum 0.5 barCooling water flow . . . . . . . see “List of capacities”Cooling water temperature at inlet,seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °Cfreshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on water side. . . . maximum 0.2 bar

The lubricating oil flow capacity is to be within a tol-erance of: 0 to + 12%.

The cooling water flow capacity is to be within a tol-erance of: 0% +10%.

To ensure the correct functioning of the lubricatingoil cooler, we recommend that the seawater tem-perature is regulated so that it will not be lower than10 °C.

The pressure drop may be larger, depending on theactual cooler design.

Lubricating oil temperature control valve(4 40 610)

The temperature control system can, by means of athree-way valve unit, by-pass the cooler totally orpartly.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °CLubricating oil flow. . . . . . . “see List of capacities”Temperature range, inlet to engine . . . . . 40-50 °C

440 600 025 198 27 88


6.03.04

Lubricating oil full flow filter (4 40 615)

Lubricating oil flow. . . . . . . see “List of capacities”Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 barTest pressure . . . . . . . . . . according to class rulesAbsolute fineness . . . . . . . . . . . . . . . . . . . 40 mm *

Working temperature . . . . . . . approximately 45 °COil viscosity at working temperature. . . 90-100 cStPressure drop with clean filter . . maximum 0.2 barFilter to be cleanedat a pressure drop. . . . . . . . . . . . maximum 0.5 bar

* The absolute fineness corresponds to a nominalfineness of approximately 25 mm at a retainingrate of 90%

The flow capacity is to be within a tolerance of:0 to 12%.

The full-flow filter is to be located as close as possi-ble to the main engine. If a double filter (duplex) is in-stalled, it should have sufficient capacity to allowthe specified full amount of oil to flow through eachside of the filter at a given working temperature, witha pressure drop across the filter of maximum 0.2 bar(clean filter).

If a filter with back-flushing arrangement is installed,the following should be noted:

• The required oil flow, specified in the “List of ca-pacities” should be increased by the amount of oilused for the back-flushing, so that the lubricatingoil pressure at the inlet to the main engine can bemaintained during cleaning.

• In those cases where an automatically-cleanedfilter is installed, it should be noted that in order toactivate the cleaning process, certain makes offilter require a greater oil pressure at the inlet tothe filter than the pump pressure specified. There-fore, the pump capacity should be adequate forthis purpose, too.

Flushing of lube oil system

Before starting the engine for the first time, the lubri-cating oil system on board has to be cleaned in ac-cordance with MAN B&W’s recommendations:“Flushing of Main Lubricating Oil System”, which isavailable on request.


440 600 025 198 27 88

6.03.05

440 600 025 198 27 88


6.03.06

178 13 27-7.1

Fig. 6.03.05: Lubricating oil outlet

Note:When calculating the tank heights, allowance has notbeen made for the possibility that part of the oil quantityfrom the system outside the engine may, when the pumpsare stopped, be returned to the bottom tank.

Provided that the system outside the engine is so executed,that a part of the oil quantity is drained back to the tank whenthe pumps are stopped, the height of the bottom tank indi-cated on the drawing is to be increased to this quantity.

* Based on 40 mm thickness of supporting chocks.If space is limited other proposals are possible.

The lubricating oil bottom tank complies with the rules ofthe classification socities by operation under the follow-ing conditions and the angles of inclination in degrees are:

Athwartships Fore and aftStatic Dynamic Static Dynamic

15 22.5 5 7.5

Minimum lubricating oil bottom tank volume is:4 cyl. 5 cyl. 6 cyl. 7 cyl.r 8 cyl. 9 cyl.

3.3 m3 4.0 m3 4.7 m3 5.6 m3 6.4 m3 7.3 m3

For10,11,12cylinderenginedatacontactMANB&WDiesel


440 600 025 198 27 88

6.03.07

CylinderNo.

Drain atcylinder No. D0 D1 D3 H0 H1 H2 L OL Qm3

4 2-4 125 325 125 700 325 65 3600 640 3.35 2-5 125 325 125 715 325 65 4200 655 4.06 2-5 150 325 150 745 325 65 4800 685 4.77 2-5-7 150 325 150 775 325 65 5400 715 5.68 2-5-8 150 325 150 805 325 65 6000 745 6.49 2-5-8 175 425 175 835 375 75 6600 775 7.4

Fig. 6.03.06a: Lubricating oil tank, without cofferdam. Engine with vertical outlets

178 22 04-8.0

178 13 87-5.0

Note:When calculating the tank heights, allowance has notbeen made for the possibility that part of the oil quantityfrom the system outside the engine may, when the pumpsare stopped, be returned to the bottom tank.

Provided that the system outside the engine is so executed,that a part of the oil quantity is drained back to the tank whenthe pumps are stopped, the height of the bottom tank indi-cated on the drawing is to be increased to this quantity.

* Based on 40 mm thickness of supporting chocks.If space is limited other proposals are possible.

The lubricating oil bottom tank complies with the rules ofthe classification socities by operation under the follow-ing conditions and the angles of inclination in degrees are:

Athwartships Fore and aftStatic Dynamic Static Dynamic

15 22.5 5 7.5

Minimum lubricating oil bottom tank volume is:4

cylinder5

cylinder6

cylinder7

cylinder8

cylinder9

cylinder3.6 m3 4.2 m3 5.2 m3 5.8 m3 6.4 m3 7.3 m3

For 10, 11, 12 cylinder engine data contact MAN B&W Diesel

440 600 025 198 27 88


6.03.08

CylinderNo. D0 D1 H0 H1 H2 L OL Qm3

4 125 325 655 325 65 5250 595 4.55 125 325 755 325 65 6000 695 6.06 150 325 780 325 65 6750 720 7.07 150 325 800 325 65 7500 740 8.08 150 325 820 325 65 8250 760 9.09 175 375 870 375 75 9000 810 10.5

Fig. 6.03.06b: Lubricating oil tank, without cofferdam. Engine with horizontal outlets

178 42 29-9.0

178 22 14-4.0


440 600 025 198 27 88

Fig.6.03.07: Crankcase venting

The letters refer to “List of flanges”

6.03.09

Fig. 6.03.08: Bedplate drain pipes178 41 98-8.0

178 07 50-0.0

6.04 Cylinder Lubricating Oil System

The cylinder lubricators can be either of the mech-anical type driven by the engine (4 42 111) or of theelectronic type, option: 4 42 105. The cylinder lubeoil is supplied from a gravity-feed cylinder oil servicetank, Fig. 6.04.01.

The size of the cylinder oil service tank depends onthe owner’s and yard’s requirements, and it is nor-mally dimensioned for minimum two days’ con-sumption.

Cylinder Oils

Cylinder oils should, preferably, be of the SAE 50viscosity grade.

Modern high-rated two-stroke engines have a rela-tively great demand for detergency in the cylinderoil. Due to the traditional link between highdetergency and high TBN in cylinder oils, we recom-mend the use of a TBN 70 cylinder oil in combinationwith all fuel types within our guiding specification,regardless of the sulphur content.

Consequently, TBN 70 cylinder oil should also beused on testbed and at seatrial. However, cylinderoils with higher alkalinity, such as TBN 80, may bebeneficial, especially in combination with high-sul-phur fuels.

The cylinder oils listed below have all given satisfac-tory service during heavy fuel operation in MANB&W engine installations:

Company Cylinder oilSAE 50/TBN 70

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Talusia HR 70CLO 50-MS/DZ 70 cyl.Delo Cyloil SpecialExxmar X 70Vegano 570Mobilgard 570Alexia 50Taro Special

Also other brands have been used with satisfactoryresults.

Cylinder Oil Feed Rate (Dosage)

The following guideline for cylinder oil feed rate isbased on service experience from other MC enginetypes, as well as today’s fuel qualities and operatingconditions.

The recommendations are valid for all plants,whether controllable pitch or fixed pitch propellersare used.

The nominal cylinder oil feed rate at nominal MCR is:0.8–1.2 g/kWh0.6–0.9 g/BHPh

During the first operational period of about 1500hours, it is recommended to use the highest feedrate in the range.

The feed rate at part load is proportional to the

second power of the speed: Q = Q xn

npp

2�

�

�

�


442 600 025 198 27 89

Fig. 6.04.01: Cylinder lubricating oil system

6.04.01

The letters refer to “List of flanges”178 06 14-7.4

Mechanical Cylinder Lubricators4 42 111

The cylinder lubricator(s) are mounted on the foreend of the engine. The lubricator(s) have a built-incapability for adjustment of the oil quantity. They areof the “Sight Feed Lubricator” type and are providedwith a sight glass for each lubricating point.

The lubricators are fitted with:

• Electrical heating coils

• Low flow and low level alarms.

The lubricator will, in the basic “Speed Dependent”design (4 42 111), pump a fixed amount of oil to thecylinders for each engine revolution.

Mainly for plants with controllable pitch propeller,the lubricators can, alternatively, be fitted with a

system which controls the dosage in proportion tothe mean effective pressure (mep), option: 4 42 113.

The “speed can be dependent” as well as the “mepdependent” lubricator can be equipped with a“Load Change Dependent” system option: 4 42120, such that the cylinder feed oil rate is automati-cally increased during starting, manoeuvring and,preferably, during sudden load changes, see Fig.6.04.04.

The signal for the “load change dependent” systemcomes from:

• Alternative 1a special control box, item: 4 42 620 normallyused on plants with mechanical-hydraulic gov-ernor

Alternative 2the electronic governor, if applied.

442 600 025 198 27 89


The letters refer to “List of flanges”The piping is delivered with and fitted onto the engine

One lubricator for 4L35MCTwo lubricators for 5, 6, 7, 8 and 9L35MC

Fig. 6.04.02: Cylinder lubricating oil pipes

6.04.02


442 600 025 198 27 89

178 36 47-5.1

Fig. 6.04.03a: Electrical diagram, mechanical cylinder lubricator 178 10 83-1.1

Type: 18F010For alarm for low level and no flow

Low level switch “A” opens at low levelLow flow switch “B” opens at zero flowin one ball control glass

Type: 18F001For alarm for low level and alarm andslow down for no flowRequired by: ABS, GL, RINa,RS and recommended by IACS

Fig. 6.04.03b: Electrical diagram, mechanical cylinder lubricator

All cables and cable connections to be yard’s supplyElectrical heating of cylinder lubricators:

4L35MC:5L35MC:6L35MC:7L35MC:8L35MC:9L35MC:10L35MC:11L35MC:12L35MC:

1 lubricator,1 lubricator,1 lubricator,2 lubricators,2 lubricators,2 lubricators,2 lubricators,2 lubricators,2 lubricators,

16 glasses of20 glasses of24 glasses of14 glasses of16 glasses of18 glasses of20 glasses of20/24 glasses of24 glasses of

125 watt125 watt125 watt2x100 watt2x125 watt2x125 watt2x125 watt2x125 watt2x125 watt

Power supply according to ship’s monophase 110 V or 220 V.Heater ensures oil temperature of approximately 40-50 °CNo flow and low level alarms, for cylinder lubricators

6.04.03

442 600 025 198 27 89


Fig. 6.04.04: Load change dependent lubrication

6.04.04

178 06 31-4.1

Electronic Alpha Lubricator System

The electronic Alpha cylinder lubrication system,option (4 42 105) Fig. 6.04.05, is designed to supplycylinder oil intermittently, e.g. every four engine rev-olutions, at a constant pressure and with electroni-cally controlled timing and dosage at a defined posi-tion.

Cylinder lubricating oil is fed to the engine by meansof a pump station which is mounted on the engine(4 42 150).

The oil fed to the injectors is pressurised by meansof two lubricators on each cylinder, equipped withsmall multi-piston pumps, Fig. 6.04.06. The amountof oil fed to the injectors can be finely tuned with anadjusting screw, which limits the length of the pistonstroke.

The whole system is controlled by the Master Con-trol Unit (MCU) which calculates the injection fre-quency on the basis of the engine-speed signalgiven by the tacho signal (ZE) and the fuel index.

The MCU is equipped with a Backup Control Unit(BCU) which, if the MCU malfunctions, activates analarm and takes control automatically or manually,via a switchboard unit (SBU).

The electronic lubricating system incorporates allthe lubricating oil functions of the mechanical sys-tem, such as “speed dependent, mep dependent,and load change dependent”.

Prior to start up, the cylinders can be pre-lubricatedand, during the running-in period, the operator canchoose to increase the lube oil feed rate by 25%,50% or 100%.

Fig. 6.04.07 shows the wiring diagram of the elec-tronic Alpha cylinder lubricator.


442 600 025 198 27 89

Fig. 6.04.05: Electronic Alpha cylinder lubricating oil system

178 22 13-2.1

6.04.05

The external electrical system must be capable ofproviding the MCU and BCU with an un-inter-ruptable 24 Volt DC power supply.

The electronic Alpha cylinder lubricator system isequipped with the following (Normally Closed)alarms:

• MCU – Unit failure• MCU – Power failure• MCU – Common alarm• BCU – Unit in control• BCU – Unit failure• BCU – Power failure• SBU – Failure

and slow down (Normally Open) for:

• Electronic cylinder lubricator system

The system has a connection for coupling it to acomputer system or a Display Unit (DU) so that en-gine speed, fuel index, injection frequency, alarms,etc. can be monitored.

442 600 025 198 27 89


Fig. 6.04.06: Electronic Alpha cylinder lubricators on engine

178 47 13-9.1

6.04.06


442 600 025 198 27 89

6.04.07

178 47 16-4.1

Fig. 6.04.07: Wiring diagram for electronic Alpha lubricator

6.05 Stuffing Box Drain Oil System

For engines running on heavy fuel, it is importantthat the oil drained from the piston rod stuffingboxes is not led directly into the system oil, as the oildrained from the stuffing box is mixed with sludgefrom the scavenge air space.

The performance of the piston rod stuffing box onthe MC engines has proved to be very efficient, pri-marily because the hardened piston rod allows ahigher scraper ring pressure.

The amount of drain oil from the stuffing boxes isabout 5 - 10 litres/24 hours per cylinder during nor-mal service. In the running-in period, it can behigher.

We therefore consider the piston rod stuffing boxdrain oil cleaning system as an option, and recom-mend that this relatively small amount of drain oil iseither mixed with the fuel oil in the fuel oil settlingtank before centrifuging and subsequently burnt inthe engine Fig. 6.05.01a or that it is burnt in theincinerator.

If the drain oil is to be re-used as lubricating oil Fig.6.05.01b, it will be necessary to install the stuffingbox drain oil cleaning system described below.

As an alternative to the tank arrangement shown,the drain tank (001) can, if required, be designed asa bottom tank, and the circulating tank (002) can beinstalled at a suitable place in the engine room.


443 600 025 198 27 90

Fig. 6.05.01b: Optional cleaning system of piston rod, stuffing box drain oil

178 15 00-2.1

6.05.01


Fig. 6.05.01a: Stuffing box drain oil system

178 47 26-0.0

Piston rod lube oil pump and filter unit

The filter unit consisting of a pump and a finefilter(option: 4 43 640) could be of make C.C. JensenA/S, Denmark. The fine filter cartridge is made ofcellulose fibres and will retain small carbon particlesetc. with relatively low density, which are not re-moved by centrifuging.

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 barFiltration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mmWorking temperature . . . . . . . . . . . . . . . . . . . 50 °COil viscosity at working temperature . . . . . . 75 cStPressure drop at clean filter . . . . maximum 0.6 barFilter cartridge . . . maximum pressure drop 1.8 bar

443 600 025 198 27 90


6.05.02

No. of clinders C.J.C. Filter004

Minimum capacity of tanks Capacity of pump003

at 2 barm3/h

Tank 001m3

Tank 002m3

4 – 9 1 x HDU 427/54P 0.6 0.7 0.2

10 – 12 1 x HDU 427/81P 0.9 1.0 0.3

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

No. ofcylinders

3 x 440 volts60 Hz

3 x 380 volts50 Hz

4 – 9 PR – 0.2 – 6 PR – 0.2 – 5

10 – 12 PR – 0.3 – 6 PR – 0.3 – 5

Fig. 6.05.03: Types of piston rod units

The letters refer to “List of counter flanges”The piping is delivered with and fitted onto the engine

Fig. 6.05.04: Stuffing box, drain pipes

178 30 86-6.0

178 21 81-8.0

178 22 11-9.0

Designation of piston rod units

PR – 0.2 – 6

5 = 50 Hz, 3 x 380 Volts

6 = 60 Hz, 3 x 440 Volts

Pump capacity in m3/h

Piston rod unit

A modular unit is available for this system, option:4 43 610. See Fig. 6.05.05 “Piston rod unit, MANB&W/C.C. Jensen”.

The modular unit consists of a drain tank, a circulat-ing tank with a heating coil, a pump and a fine filter,and also includes wiring, piping, valves and instru-ments.

The piston rod unit is tested and ready to be con-nected to the supply connections on board.


443 600 025 198 27 90

6.05.03

Fig. 6.05.05.: Piston rod drain oil unit, MAN B&WDiesel/C. C. Jensen, option: 4 43 610

178 30 87-8.0

6.06 Cooling Water Systems

The water cooling can be arranged in several config-urations, the most common system choice being:

• A low temperature seawater cooling system Fig.6.06.01, and a freshwater cooling system only forjacket cooling Fig. 6.06.03

• A central cooling water system, with three cir-cuits: a seawater system, a low temperaturefreshwater system for central cooling Fig.6.07.01, and a high temperature freshwater sys-tem for jacket water.

The advantages of the seawater cooling system aremainly related to first cost, viz:

• Only two sets of cooling water pumps(seawater and jacket water)

• Simple installation with few piping systems.

Whereas the disadvantages are:

• Seawater to all coolers and thereby higher main-tenance cost

• Expensive seawater piping of non-corrosive ma-terials such as galvanised steel pipes or Cu-Nipipes.

The advantages of the central cooling system are:

• Only one heat exchanger cooled by seawater,and thus, only one exchanger to be overhauled

• All other heat exchangers are freshwater cooledand can, therefore, be made of a less expensivematerial

• Few non-corrosive pipes to be installed

• Reduced maintenance of coolers and components

• Increased heat utilisation.

whereas the disadvantages are:

• Three sets of cooling water pumps (seawater,freshwater low temperature, and jacket waterhigh temperature)

• Higher first cost.

An arrangement common for the main engine andMAN B&W Holeby auxiliary engines is available onrequest.

For further information about common cooling watersystem for main engines and auxiliary engines pleaserefer to our publication:

P. 281: “ Uni-concept Auxiliary Systems fortwo-stroke Main Engine and Four-strokeAuxiliary Engines”

The publication is also available at the Internetadresss: www.manbw.dk under "Libraries",from where it can be downloaded.


445 600 025 198 27 91

6.06.01

Seawater Cooling System

The seawater cooling system is used for cooling, themain engine lubricating oil cooler (4 40 605), thejacket water cooler (4 46 620) and the scavenge aircooler (4 54 150).

The lubricating oil cooler for a PTO step-up gear shouldbe connected in parallel with the other coolers.The ca-pacity of the SW pump (4 45 601) is based on the out-let temperature of the SW being maximum 50 °C afterpassing through the coolers – with an inlet temperatureof maximum 32 °C (tropical conditions), i.e. a maxi-mum temperature increase of 18 °C.

The valves located in the system fitted to adjust thedistribution of cooling water flow are to be providedwith graduated scales.

The inter-related positioning of the coolers in thesystem serves to achieve:

The lowest possible cooling water inlet temperatureto the lubricating oil cooler in order to obtain thecheapest cooler. On the other hand, in order to pre-vent the lubricating oil from stiffening in cold ser-vices, the inlet cooling water temperature should notbe lower than 10 °C

• The lowest possible cooling water inlet tempera-ture to the scavenge air cooler, in order to keepthe fuel oil consumption as low as possible.

The piping delivered with and fitted onto the en-gine is, for your guidance shown on Fig. 6.06.02.

445 600 025 198 27 91


Fig. 6.06.01: Seawater cooling system

The letters refer to “List of flanges”178 15 01-4.3

6.06.02

Components for seawater system

Seawater cooling pump (4 45 601)

The pumps are to be of the centrifugal type.

Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . . . according to class ruleWorking temperature . . . . . . . . . . maximum 50 °C

The capacity must be fulfilled with a tolerance of be-tween 0% to +10% and covers the cooling of themain engine only.

Lubrication oil cooler (4 40 605)

See chapter 6.03 “ Uni-Lubricating oil system”.

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant material.

Heat dissipation . . . . . . . . see “List of capacities”Jacket water flow . . . . . . . see “List of capacities”Jacket water temperature, inlet. . . . . . . . . . . 80 °CPressure dropon jacket water side . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature, inlet . . . . . . . . . . . . . 38 °CPressure drop on SW side . . . . . maximum 0.2 bar

The heat dissipation and the SW flow are based on anMCR output at tropical conditions, i.e. SW tempera-ture of 32 °C and an ambient air temperature of 45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . see “List of capacities”Seawater flow . . . . . . . . . . see “List of capacities”Seawater temperature,for SW cooling inlet, max. . . . . . . . . . . . . . . 32 °CPressure drop oncooling water side . . . . . between 0.1 and 0.5 bar

The heat dissipation and the SW flow are based on anMCR output at tropical conditions, i.e. SW tempera-ture of 32 °C and an ambient air temperature of 45 °C.

Seawater thermostatic valve (4 45 610)

The temperature control valve is a three-way valvewhich can recirculate all or part of the SW to thepump’s suction side. The sensor is to be located atthe seawater inlet to the lubricating oil cooler, andthe temperature level must be a minimum of +10 °C.

Seawater flow . . . . . . . . . . see “List of capacities”Temperature range,adjustable within . . . . . . . . . . . . . . . . +5 to +32 °C


445 600 025 198 27 91

6.06.03

Fig. 6.06.02: Cooling water pipes, air cooler, one turbocharger

The letters refer to “List of flanges”The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

178 36 04-4.0

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.6.06.03, is used for cooling the cylinder liners, cylin-der covers and exhaust valves of the main engineand heating of the fuel oil drain pipes.

The jacket water pump (4 46 601) draws water fromthe jacket water cooler outlet and delivers it to theengine.

At the inlet to the jacket water cooler there is a ther-mostatically controlled regulating valve (4 46 610),with a sensor at the engine cooling water outlet,which keeps the main engine cooling water outlet ata temperature of 80 °C.

The engine jacket water must be carefully treated,maintained and monitored so as to avoid corrosion,corrosion fatigue, cavitation and scale formation. Itis recommended to install a preheater if preheatingis not available from the auxiliary engines jacketcooling water system.

The venting pipe in the expansion tank should endjust below the lowest water level, and the expansiontank must be located at least 5 m above the enginecooling water outlet pipe.

MAN B&W’s recommendations about the freshwa-ter system de-greasing, descaling and treatment byinhibitors are available on request.

The freshwater generator, if installed, may be con-nected to the seawater system if the generator doesnot have a separate cooling water pump. The gener-ator must be coupled in and out slowly over a periodof at least 3 minutes.

For external pipe connections, we prescribe the fol-lowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

445 600 025 198 27 91


Fig. 6.06.03: Jacket cooling water system

6.06.04

178 17 66-2.1


445 600 025 198 27 91

Fig. 6.06.04a: Jacket water cooling pipes for uncooled turbocharger

178 38 21-1.0

Fig. 6.06.04b: Jacket water cooling pipes for water cooled turbocharger

178 38 22-4.0

The letters refer to “List of flanges”The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

6.06.05

Components for jacket water system

Jacket water cooling pump (4 46 601)


Jacket water flow . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 barDelivery pressure. . . . . . . . . . depends on position

of expansion tankTest pressure . . . . . . . . . . . according to class ruleWorking temperature, . normal 80 °C, max. 100 °C

The capacity must be met at a tolerance of 0% to+10%.

The stated capacities cover the main engine only.The pump head of the pumps is to be determinedbased on the total actual pressure drop across thecooling water system.

Freshwater generator (4 46 660)

If a generator is installed in the ship for production offreshwater by utilising the heat in the jacket watercooling system it should be noted that the actualavailable heat in the jacket water system is lowerthan indicated by the heat dissipation figures givenin the “List of capacities.” This is because the latterfigures are used for dimensioning the jacket watercooler and hence incorporate a safety margin whichcan be needed when the engine is operating underconditions such as, e.g. overload. Normally, thismargin is 10% at nominal MCR.

The calculation of the heat actually available atspecified MCR for a derated diesel engine is statedin chapter 6.01 “List of capacities”.

Jacket water thermostatic valve (4 46 610)

The temperature control system can be equippedwith a three-way valve mounted as a diverting valve,which by-pass all or part of the jacket water aroundthe jacket water cooler.

The sensor is to be located at the outlet from themain engine, and the temperature level must beadjustable in the range of 70-90 °C.

Jacket water preheater (4 46 630)

When a preheater see Fig. 6.06.03 is installed in thejacket cooling water system, its water flow, and thusthe preheater pump capacity (4 46 625), should beabout 10% of the jacket water main pump capacity.Based on experience, it is recommended that thepressure drop across the preheater should beapprox. 0.2 bar. The preheater pump and mainpump should be electrically interlocked to avoid therisk of simultaneous operation.

The preheater capacity depends on the requiredpreheating time and the required temperature in-crease of the engine jacket water. The temperatureand time relationships are shown in Fig. 6.06.05.

In general, a temperature increase of about 35 °C(from 15 °C to 50 °C) is required, and a preheatingtime of 12 hours requires a preheater capacity ofabout 1% of the enigne’s nominal MCR power.

Deaerating tank (4 46 640)

Design and dimensions are shown on Fig. 6.06.06“Deaerating tank” and the corresponding alarm de-vice (4 46 645) is shown on Fig. 6.06.07 “Deaeratingtank, alarm device”.

Expansion tank (4 46 648)

The total expansion tank volume has to be approxi-mate 10% of the total jacket cooling water amountin the system.

As a guideline, the volume of the expansion tanksfor main engine output are:

Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3

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6.06.06

Fresh water treatment

The MAN B&W Diesel recommendations for treat-ment of the jacket water/freshwater are available onrequest.

Temperature at start of engine

In order to protect the engine, some minimumtemperture restrictions have to be considered be-fore starting the engine and, in order to avoid corro-sive attacks on the cylinder liners during starting.

Normal start of engine

Normally, a minimum engine jacket water tempera-ture of 50 °C is recommended before the engine isstarted and run up gradually to 90% of specifiedMCR speed.

For running between 90% and 100% of specifiedMCR speed, it is recommended that the load be in-creased slowly – i.e. over a period of 30 minutes.

Start of cold engine

In exceptional circumstances where it is not possi-ble to comply with the abovementioned recommen-dation, a minimum of 20 °C can be accepted beforethe engine is started and run up slowly to 90% ofspecified MCR speed.

However, before exceeding 90% specified MCRspeed, a minimum engine temperature of 50 °Cshould be obtained and, increased slowly – i.e. overa period of least 30 minutes.

The time period required for increasing the jacketwater temperature from 20 °C to 50 °C will dependon the amount of water in the jacket cooling watersystem, and the engine load.

Note:The above considerations are based on the assump-tion that the engine has already been well run-in.

Preheating of diesel engine

Preheating during standstill periods

During short stays in port (i.e. less than 4-5 days), itis recommended that the engine is kept preheated,the purpose being to prevent temperature variationin the engine structure and corresponding variationin thermal expansions and possible leakages.

The jacket cooling water outlet temperature shouldbe kept as high as possible and should – beforestarting-up – be increased to at least 50 °C, eitherby means of cooling water from the auxiliary en-gines, or by means of a built-in preheater in thejacket cooling water system, or a combination.


445 600 025 198 27 91

Fig. 6.06.05: Jacket water preheater178 16 63-1.0

6.06.07

445 600 025 198 27 91


6.06.08

Fig. 6.06.07: Deaerating tank, alarm device, option: 4 46 645

Fig. 6.06.06: Deaerating tank, option: 4 46 640

Dimensions in mm

Tank size 0.05 m3

Maximum J.W. capacity 120 m3/h

Maximum nominal bore 125

D 150

E 300

F78 910

øH 300

øI 320

øJ ND 50

øK ND 32

ND: Nominal diameter

Working pressure is according to actualpiping arrangement.

In order not to impede the rotation of water,the pipe connection must end flush with thetank, so that no internal edges are protruding.

178 07 37-0.1

178 06 27-9.0

6.07 Central Cooling Water System

The central cooling water system is characterisedby having only one heat exchanger cooled by sea-water, and by the other coolers, including the jacketwater cooler, being cooled by the freshwater lowtemperature (FW-LT) system.

In order to prevent too high a scavenge air tempera-ture, the cooling water design temperature in theFW-LT system is normally 36 °C, corresponding to amaximum seawater temperature of 32 °C.

Our recommendation of keeping the cooling waterinlet temperature to the main engine scavenge aircooler as low as possible also applies to the centralcooling system. This means that the temperaturecontrol valve in the FW-LT circuit is to be set to mini-mum 10 °C, whereby the temperature follows the

outboard seawater temperature when this exceeds10 °C.

For further information about common cooling wa-ter system for main engines and MAN B&W Holebyauxiliary engines please refer to our publication:

P.281: “Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxili-ary Engines.”

The publiation, is also available at the Internet ad-dress: www. manbw.dk under “Libraries”, fromwhere it can be downloaded.


445 650 002 198 27 92

6.07.01

Fig. 6.07.01: Central cooling system

Letters refer to “List of flanges”178 15 02-6.3

For external pipe connections, we prescribe the fol-lowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sCentral cooling water (FW-LT) . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

Components for seawater system

Seawater cooling pumps (4 45 601)


Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . . according to class rulesWorking temperature,normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 °CWorking temperature . . . . . . . . . . maximum 50 °C

The capacity is to be within a tolerance of 0% +10%.

The differential pressure of the pumps is to be deter-mined on the basis of the total actual pressure dropacross the cooling water system.

Central cooler (4 45 670)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant mate-rial.

Heat dissipation . . . . . . . . see “List of capacities”Central cooling water flow see “List of capacities”Central cooling water temperature,outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on central coolingside . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature,inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °CPressure drop on SW side . . . . . maximum 0.2 bar

The pressure drop may be larger, depending on theactual cooler design.

The heat dissipation and the SW flow figures arebased on MCR output at tropical conditions, i.e. a

SW temperature of 32 °C and an ambient air tem-perature of 45 °C.

Overload running at tropical conditions will slightlyincrease the temperature level in the cooling sys-tem, and will also slightly influence the engine per-formance.

Central cooling water pumps,low temperature (4 45 651)


Freshwater flow . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barDelivery pressure. . . . . . . . depends on location of

expansion tankTest pressure . . . . . . . . . . according to class rulesWorking temperature,normal . . . . . . . . . . . . . . . . . . approximately 80 °C

maximum 90 °C

The flow capacity is to be within a tolerance of 0%+10%.

The list of capacities covers the main engineonly.The differential pressure provided by thepumps is to be determined on the basis of the totalactual pressure drop across the cooling water sys-tem.

Central cooling water thermostatic valve(4 45 660)

The low temperature cooling system is to be equip-ped with a three-way valve, mounted as a mixingvalve, which by-passes all or part of the fresh wateraround the central cooler.

The sensor is to be located at the outlet pipe fromthe thermostatic valve and is set so as to keep atemperature level of minimum 10 °C.

Lubricating oil cooler (4 40 605)

See “Lubricating oil system”.

445 650 002 198 27 92


6.07.02

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heatexchanger type.

Heat dissipation . . . . . . . . see “List of capacities”Jacket water flow . . . . . . . see “List of capacities”Jacket water temperature,inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 °CPressure drop on jacket water side . max. 0.2 barFW-LT flow . . . . . . . . . . . . see “List of capacities”FW-LT temperature, inlet . . . . . . . . . approx. 42 °CPressure drop on FW-LT side . . . . . . max. 0.2 bar

The heat dissipation and the FW-LT flow figures arebased on an MCR output at tropical conditions, i.e.a maximum SW temperature of 32 °C and an ambi-ent air temperature of 45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . see “List of capacities”FW-LT water flow . . . . . . . see “List of capacities”FW-LT water temperature, inlet . . . . . . . . . . 36 °CPressure drop on FW-LTwater side . . . . . . . . . . . . . . . . . . . approx. 0.5 bar


445 650 002 198 27 92

6.07.03

6.08 Starting and Control Air Systems

The starting air of 30 bar is supplied by the startingair compressors (4 50 602) in Fig. 6.08.01 to thestarting air receivers (4 50 615) and from these to themain engine inlet “A”.

Through a reducing station (4 50 665), compressedair at 7 bar is supplied to the engine as:

• Control air for manoeuvring system, and forexhaust valve air springs, through “B”

• Safety air for emergency stop through “C”

• Through a reducing valve (4 50 675) is suppliedcompressed air at 10 bar to “AP” for turbochargercleaning (soft blast) , and a minor volume used forthe fuel valve testing unit.

The air consumption for control air, safety air,turbocharger cleaning, sealing air for exhaust valveand for fuel valve testing unit and starting of auxiliaryengines is covered by the capacities stated for theair receivers and compressors in the “List of Capac-ities”.


450 600 025 198 27 93

A: Valve “A” is supplied with the engineAP: Air inlet for dry cleaning of turbochargerThe letters refer to “List of flanges”

Fig. 6.08.01: Starting and control air systems

178 39 65-0.0

6.08.01

An arrangement common for main engine and MANB&W Holeby auxiliary engines is available on re-quest.

The starting air pipes, Fig. 6.08.02, contains a mainstarting valve (a ball valve with actuator), anon-return valve, a starting air distributor and start-ing valves. The main starting valve is combined withthe manoeuvring system, which controls the start ofthe engine. Slow turning before start of engine is anoption: 4 50 140 and is recommended by MAN B&WDiesel, see chapter 6.11.

The starting air distributor regulates the supply ofcontrol air to the starting valves in accordance withthe correct firing sequence.

For further information about common starting airsystem for main engines and auxiliary enginesplease refer to our publication:

P. 281 “Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxili-ary Engines”

450 600 025 198 27 93


Fig. 6.08.02: Starting air pipes

6.08.02

178 39 67-4.0

I = Pneumatic component boxThe letters refer to “List of flanges”The position numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

The publiation, is also available at the Internet ad-dress: www. manbw.dk under “Libraries”, fromwhere it can be downloaded.

The exhaust valve is opened hydraulically, and theclosing force is provided by a “pneumatic spring”which leaves the valve spindle free to rotate. Thecompressed air is taken from the manoeuvring airsystem.

The sealing air for the exhaust valve spindle co-mes from the manoeuvring system, and is acti-vated by the control air pressure, see Fig. 6.08.03.


450 600 025 198 27 93

Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves

The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

6.08.03

178 38 48-8.0

Components for starting air system

Starting air compressors (4 50 602)

The starting air compressors are to be of the wa-ter-cooled, two-stage type with intercooling.

More than two compressors may be installed tosupply the capacity stated.

Air intake quantity:Reversible engine,for 12 starts: . . . . . . . . . . see “List of capacities”Non-reversible engine,for 6 starts: . . . . . . . . . . . see “List of capacities”Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar

Starting air receivers (4 50 615)

The starting air receivers shall be provided with manholes and flanges for pipe connections.

The volume of the two receivers is:Reversible engine,for 12 starts: . . . . . . . . . . see “List of capacities” *Non-reversible engine,for 6 starts: . . . . . . . . . . . see “List of capacities”Working pressure . . . . . . . . . . . . . . . . . . . . 30 barTest pressure . . . . . . . . . . according to class rule

The volume stated is at 25 °C and 1,000 m bar

Reducing station (4 50 665)

Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar(Tolerance -10% +10%)

Capacity:1400 Normal litres/min of free air . . . . . 0.023 m3/sFilter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 mm

Reducing valve (4 50 675)

Reduction from . . . . . . . . . . . . . . . 30 bar to 7 bar(Tolerance -10% +10%)

Capacity:2600 Normal litres/min of free air . . . . . 0.043 m3/s

The piping delivered with and fitted onto the mainengine is, for your guidance, shown on:

Starting air pipesAir spring pipes, exhaust valves

Turning gear

The turning wheel has cylindrical teeth and is fittedto the thrust shaft. The turning wheel is driven by apinion on the terminal shaft of the turning gear,which is mounted on the bedplate. Engagement anddisengagement of the turning gear is effected by ax-ial movement of the pinion.

The turning gear is driven by an electric motorwith a built-in brake. The size of the electric motoris stated in Fig. 6.08.04. The turning gear isequipped with a blocking device that prevents themain engine from starting when the turning gear isengaged.

450 600 025 198 27 93


6.08.04


450 600 025 198 27 93

Fig. 6.08.04: Electric motor for turning gear

6.08.05

Electric motor 3 x 440 V – 60 HzBrake power supply 220 V – 60 Hz

Electric motor 3 x 380 V – 50 HzBrake power supply 220 V – 50 Hz

Current Current

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

4-8 0.55 4.8 1.3 4-8 0.55 5.6 1.5

9-12 9-12

* Data for 9-12 cylinder engines are available on request178 39 73-3.0

178 31 30-9.0

6.09 Scavenge Air System

The engine is supplied with scavenge air from oneturbocharger located on the aft end, for 4-9 cylin-der engines or from two turbochargers for 10-12cylinder engines located on the exhaust side.

The compressor of the turbocharger sucks air fromthe engine room, through an air filter, and the com-pressed air is cooled by the scavenge air cooler, oneper turbocharger. The scavenge air cooler is pro-vided with a water mist catcher, which preventscondensated water from being carried with the air

into the scavenge air receiver and to the combustionchamber.

The scavenge air system, (see Figs. 6.09.01 and6.09.02) is an integrated part of the main engine.

The heat dissipation and cooling water quantitiesare based on MCR at tropical conditions, i.e. a SWtemperature of 32 °C, or a FW temperature of 36 °C,and an ambient air inlet temperature of 45 °C.


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6.09.01

Fig. 6.09.01a: Scavenge air system, running on turbocharger

178 43 42-4.0

Auxiliary Blowers

The engine is provided with two electrically drivenauxiliary blowers. Between the scavenge air coolerand the scavenge air receiver, non-return valves arefitted which close automatically when the auxiliaryblowers start supplying the scavenge air.

Both auxiliary blowers start operating consecutivelybefore the engine is started and will ensure com-plete scavenging of the cylinders in the startingphase, thus providing the best conditions for a safestart.

During operation of the engine, the auxiliary blowerswill start automatically whenever the engine load isreduced to about 30-40% and will continue operat-ing until the load again exceeds approximately40-50%.

Emergency running

If one of the auxiliary blowers is out of action, theother auxiliary blower will function in the system,without any manual readjustment of the valves being

necessary. This is achieved by automatically work-ing non-return valves.

Electrical panel for two auxiliary blowers

The auxiliary blowers are, as standard, fitted ontothe main engine, and the control system for the aux-iliary blowers can be delivered separately as an op-tion: 4 55 650.

The layout of the control system for the auxiliaryblowers is shown in Figs. 6.09.03a and 6.09.03b“Electrical panel for two auxiliary blowers”, andthe data for the electric motors fitted onto themain engine is found in Fig. 6.09.04 “Electric motorfor auxiliary blower”.

The data for the scavenge air cooler is specified inthe description of the cooling water system chosen.

For further information please refer to our publication:

P.311: “Influence of Ambient Temperature Condi-tions on Main Engine Operation”

The publiation, is also available at the Internet ad-dress: www. manbw.dk under “Libraries”. fromwhere it can be downloaded

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6.09.02

Fig. 6.09.01b: Scavenge air system, running on auxiliary blower

178 43 41-2.0


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6.09.03

Electric motor sizeDimensions of control panel for Dimensions of electric panel Maximum stand-by

heating elementtwo auxiliary blowers

3 x 440 V60 Hz

3 x 380 V50 Hz

Wmm

Hmm

Dmm

Wmm

Hmm

Dmm

18 - 80 A11 - 45 kW

18 - 80 A9 - 40 kW 300 460 150 400 600 300 100 W

63 - 250 A67 - 155kW

80 - 250 A40 - 132 kW 300 460 150 600 600 350 250 W

Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650

178 31 47-8.0

Fig. 6.09.02: Scavenge air pipes, for engine with one turbocharger on aft end

178 39 76-9.0

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6.09.04

PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar

PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar

G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418

K1: Switch in telegraph system. Closed at “finished with engine”

K2: Switch in safety system. Closed at “shut down”

K3: Lamp test

Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650

178 31 44-2.0


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6.09.05

Number ofcylinders

Engine uotputkW

Norminal AmpereTwo auxiliary

blowers

Norminal AmpereThree auxiliary

blowers

Start AmpereTwo auxiliary

blowers

Start AmpereThree auxiliary

blowers

4 2600 45 147

5 3250 56 183

6 3900 67 220

7 4550 78 257

8 5200 89 293

9 5850 101 330

10 6500 112 367

11 7150 123 403

12 7800 134 440

The specified data are for guidance only.

Fig. 6.09.04: Electric motor for auxiliary blower

178 21 80-6.0

Air cooler cleaning

The air side of the scavenge air cooler can becleaned by injecting a grease dissolvent through“AK” (see Figs. 6.09.05 and 6.09.06) to a spray pipearrangement fitted to the air chamber above the aircooler element.

Sludge is drained through “AL” to the bilge tank, andthe polluted grease dissolvent returns from “AM”,through a filter, to the chemical cleaning tank. Thecleaning must be carried out while the engine is atstandstill.

Drain from water mist catcher

The drain line for the air cooler system is, during run-ning, used as a permanent drain from the air coolerwater mist catcher. The water is led though an ori-fice to prevent major losses of scavenge air. Thesystem is equipped with a drain box, where a levelswitch LSA 434 is mounted, indicating any exces-sive water level, see Fig. 6.09.05.

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6.09.06

Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655

Fig. 6.09.05: Air cooler cleaning pipes


* To suit the chemical requirement

Number of cylinders 4-9 10-12

Chemical tank capacity 0.3 m3 0.6 m3

Circulating pump capacity at 3 bar 1 m3/h 2 m3/h

Nominal diameter 25 mm 32 mm


178 38 57-2.0

178 89 84-1.0178 10 65-1.2


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6.09.07

No. of cylinders Capacity of drain tank

4-6 0.4 m3

7-9 0.7 m3

10-12 1.0 m3


Fig. 6.09.07: Scavenge box drain system


Fig. 6.09.08: Scavenge air space, drain pipes

178 06 61-0.0

178 06 16-0.0

Fire Extinguishing System for ScavengeAir Space

Fire in the scavenge air space can be extinguishedby steam, being the standard version, or, optionally,by water mist or CO2.

The alternative external systems are shown in Fig.6.09.10:

“Fire extinguishing system for scavenge air space”standard: 4 55 140 Steamor option: 4 55 142 Water mistor option: 4 55 143 CO2

The corresponding internal systems fitted on the en-gine are shown in Figs. 6.09.11a and 6.09.11b:

“Fire extinguishing in scavenge air space (steam)”“Fire extinguishing in scavenge air space (water mist)”“Fire extinguishing in scavenge air space (CO2)”

Steam pressure: 3-10 barSteam approx.: 0.8 kg/cyl.

Freshwater pressure: min. 3.5 barFreshwater approx.: 0.6 kg/cyl.

CO2 test pressure: 150 barCO2 approx.: 1.5 kg/cyl.

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6.09.08


Fig. 6.09.09 Fire extinguishing system for scavenge air

178 06 17-2.0


Fig. 6.09.10a: Fire extinguishing pipes in scavenge airspace steam: 4 55 140, water mist, option: 4 55 142

178 38 65-5.0

Fig. 6.09.10b: Fire extinguishing pipes in scavenge airspace CO2, option: 4 55 143

178 35 21-6.0

6.10 Exhaust Gas System

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the ex-haust gas receiver where the fluctuating pressuresfrom the cylinders are equalised and from where thegas is led further on to the turbocharger at a con-stant pressure, see Fig.6.10.01.

Compensators are fitted between the exhaustvalves and the exhaust gas receiver and betweenthe receiver and the turbocharger. A protective grat-ing is placed between the exhaust gas receiver andthe turbocharger. The turbocharger is fitted with apick-up for remote indication of the turbochargerspeed.

The exhaust gas receiver and the exhaust pipes areprovided with insulation, covered by steel plating.

Turbocharger arrangement andcleaning systems

The turbocharger is, for 4-9 cylinder engines, ar-ranged on the aft end of the engine (4 59 121), andfor the 10-12 cylinder engines (4 59 126) on the ex-haust side of the engine. See Figs: 6.10.02a and6.10.02b.


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Fig. 6.10.01: Exhaust gas system on engine

6.10.01

178 07 27-4.1

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The letters refer to “List of flanges”The position numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

Fig. 6.10.02a: Exhaust gas pipes, with turbocharger located on aft end of engine (4 59 121)

Fig. 6.10.02b: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 126)

6.10.02

178 38 70-2.0

178 41 53-1.0

The engine is designed for the installation of eitherMAN B&W turbocharger type NA/TO (4 59 101),ABB turbocharger type VTR or TPL (4 59 102 or 4 59102a), or MHI turbolager type MET (4 59 103).

All makes of turbochargers are fitted with an ar-rangement for water washing of the compressorside, and soft blast cleaning of the turbine side, seeFig. 6.10.03. Washing of the turbine side is only ap-plicable on MAN B&W and ABB turbochargers , seeFigs. 6.10.04a and 6.10.04b.


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6.10.03

1. Container for water


Fig. 6.10.03: Turbocharger water washing

178 41 75-8.0

Exhaust Gas System for main engine

At specified MCR (M), the total back-pressure in theexhaust gas system after the turbocharger – indi-cated by the static pressure measured in the pipingafter the turbocharger – must not exceed 350 mmWC (0.035 bar).

In order to have a back-pressure margin for the finalsystem, it is recommended at the design stage toinitially use about 300 mm WC (0.030 bar).

For dimensioning of the external exhaust gaspipings, the recommended maximum exhaust gasvelocity is 50 m/s at specified MCR (M). Fordimensioning of the external exhaust pipe connec-tions, see Fig. 6.10.07.

The actual back-pressure in the exhaust gas systemat MCR depends on the gas velocity, i.e. it is propor-tional to the square of the exhaust gas velocity, andhence inversely proportional to the pipe diameter to

the 4th power. It has by now become normal prac-tice in order to avoid too much pressure loss in thepipings, to have an exhaust gas velocity of about 35m/sec at specified MCR. This means that the pipediameters often used may be bigger than the diame-ter stated in Fig. 6.10.08.

As long as the total back-pressure of the exhaustgas system – incorporating all resistance lossesfrom pipes and components – complies with theabove-mentioned requirements, the pressurelosses across each component may be chosen in-dependently, see proposed measuring points in Fig.6.10.07. The general design guidelines for eachcomponent, described below, can be used for guid-ance purposes at the initial project stage.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gasfrom the outlet of the turbocharger(s) to the atmo-sphere.

The exhaust piping is shown schematically on Fig.6.10.05.

The exhaust piping system for the main engine com-prises:

• Exhaust gas pipes

• Exhaust gas boiler

• Silencer

• Spark arrester

• Expansion joints

• Pipe bracings.

In connection with dimensioning the exhaust gaspiping system, the following parameters must beobserved:

• Exhaust gas flow rate

• Exhaust gas temperature at turbocharger outlet

• Maximum pressure drop through exhaust gassystem

• Maximum noise level at gas outlet to atmosphere

• Maximum force from exhaust piping onturbocharger(s)

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Fig. 6.10.04: Soft blast cleaning of turbine side

178 41 77-1.0

1. Tray for solid granules2. Container for granules

The letters refer to “List of flanges”The position numbers refer to “List of instruments”

6.10.04

• Utilisation of the heat energy of the exhaustgas.

Items that are to be calculated or read from tablesare:

• Exhaust gas mass flow rate, temperature andmaximum back pressure at turbocharger gasoutlet

• Diameter of exhaust gas pipes

• Utilising the exhaust gas energy

• Attenuation of noise from the exhaust pipe out-let

• Pressure drop across the exhaust gas system

• Expansion joints.

Diameter of exhaust gas pipes

The exhaust gas pipe diameters shown on Fig.6.10.08 for the specified MCR should be consideredan initial choice only.

As previously mentioned a lower gas velocity than50 m/s can be relevant with a view to reduce thepressure drop across pipes, bends and compo-nents in the entire exhaust piping system.

Exhaust gas compensator after turbocharger

When dimensioning the compensator, option: 4 60610 for the expansion joint on the turbocharger gasoutlet transition pipe, option: 4 60 601, the exhaustgas pipe and components, are to be so arrangedthat the thermal expansions are absorbed by ex-pansion joints. The heat expansion of the pipes andthe components is to be calculated based on a tem-perature increase from 20 °C to 250 °C. The verticaland horizontal heat expansion of the engine mea-sured at the top of the exhaust gas transition pieceof the turbocharger outlet are indicated in Fig.6.10.08 as DA and DR.

The movements stated are related to the engineseating. The figures indicate the axial and the lateralmovements related to the orientation of the expan-sion joints.

The expansion joints are to be chosen with an elas-ticity that limit the forces and the moments of the ex-haust gas outlet flange of the turbocharger as statedfor each of the turbocharger makers on Fig. 6.10.08where are shown the orientation of the maximum al-lowable forces and moments on the gas outletflange of the turbocharger.

Exhaust gas boiler

Engine plants are usually designed for utilisation ofthe heat energy of the exhaust gas for steam pro-duction or for heating the oil system.

The exhaust gas passes an exhaust gas boilerwhich is usually placed near the engine top or in thefunnel.


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6.10.05

Fig. 6.10.05: Exhaust gas system

178 42 78-3.0

It should be noted that the exhaust gas temperatureand flow rate are influenced by the ambient condi-tions, for which reason this should be consideredwhen the exhaust gas boiler is planned.

At specified MCR, the maximum recommendedpressure loss across the exhaust gas boiler is nor-mally 150 mm WC.

This pressure loss depends on the pressure lossesin the rest of the system as mentioned above. There-fore, if an exhaust gas silencer/spark arrester is notinstalled, the acceptable pressure loss across theboiler may be somewhat higher than the max. of 150mm WC, whereas, if an exhaust gas silencer/sparkarrester is installed, it may be necessary to reducethe maximum pressure loss.

The above-mentioned pressure loss across the si-lencer and/or spark arrester shall include the pres-sure losses from the inlet and outlet transitionpieces.

Exhaust gas silencer

The typical octave band sound pressure levels fromthe diesel engine’s exhaust gas system – related tothe distance of one meter from the top of the ex-haust gas uptake – are shown in Fig. 6.10.06.

The need for an exhaust gas silencer can be de-cided based on the requirement of a maximumnoise level at a certain place.

The exhaust gas noise data is valid for an exhaustgas system without boiler and silencer, etc.

The noise level refers to nominal MCR at a distanceof one metre from the exhaust gas pipe outlet edgeat an angle of 30° to the gas flow direction.

For each doubling of the distance, the noise levelwill be reduced by about 6 dB (far-field law).

460 600 025 198 27 96


Fig. 6.10.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s exhaust gas systemThe noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe openingat an angle of 30 degrees to the gas flow and valid for an exhaust gas system – without boiler and silencer, etc.

6.10.06

178 14 11-5.0

When the noise level at the exhaust gas outlet to theatmosphere needs to be silenced, a silencer can beplaced in the exhaust gas piping system after theexhaust gas boiler.

The exhaust gas silencer is usually of the absorptiontype and is dimensioned for a gas velocity of ap-proximately 35 m/s through the central tube of thesilencer.

An exhaust gas silencer can be designed based onthe required damping of noise from the exhaust gasgiven on the graph.

In the event that an exhaust gas silencer is required– this depends on the actual noise level require-ments on the bridge wing, which is normally maxi-mum 60-70 dB(A) – a simple flow silencer of the ab-sorption type is recommended. Depending on themanufacturer, this type of silencer normally has apressure loss of around 20 mm WC at specifiedMCR.

Spark arrester

To prevent sparks from the exhaust gas from beingspread over deck houses, a spark arrester can befitted as the last component in the exhaust gas sys-tem.

It should be noted that a spark arrester contributeswith a considerable pressure drop, which is often adisadvantage.

actor 1.015 refers to the average back-pressure of150 mm WC (0.015 bar) in the exhaust gas system.

Calculation of Exhaust GasBack-Pressure

The exhaust gas back pressure after the turbo-charger(s) depends on the total pressure drop in theexhaust gas piping system.

The components exhaust gas boiler, silencer, andspark arrester, if fitted, usually contribute with a ma-jor part of the dynamic pressure drop through theentire exhaust gas piping system.

The components mentioned are to be specified sothat the sum of the dynamic pressure drop throughthe different components should if possible ap-proach 200 mm WC at an exhaust gas flow volumecorresponding to the specified MCR at tropical am-bient conditions. Then there will be a pressure dropof 100 mm WC for distribution among the remainingpiping system.

Fig. 6.10.07 shows some guidelines regarding resis-tance coefficients and back-pressure loss calcula-tions which can be used, if the maker’s data forback-pressure is not available at the early projectstage.

The pressure loss calculations have to be based onthe actual exhaust gas amount and temperaturevalid for specified MCR. Some general formulas anddefinitions are given in the following.

Exhaust gas data

M exhaust gas amount at specified MCR inkg/sec.

T exhaust gas temperature at specified MCR in°C

Please note that the actual exhaust gas temperatureis different before and after the boiler. The exhaust


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6.10.07

gas data valid after the turbocharger may be foundin Section 6.01.

Mass density of exhaust gas (r)

r @ 1.293 x273

273 + Tx 1.015 in kg/m3

The factor 1.015 refers to the average back-pres-sure of 150 mm WC (0.015 bar) in the exhaust gassystem.

Exhaust gas velocity (v)

In a pipe with diameter D the exhaust gas velocity is:

v =M

x4

x D 2� πin m/sec

Pressure losses in pipes (Dp)

For a pipe element, like a bend etc., with the resis-tance coefficient �, the corresponding pressure lossis:

�p x v x� � �½.

2 19 81

in mm WC

where the expression after � is the dynamic pres-sure of the flow in the pipe.

The friction losses in the straight pipes may, as aguidance, be estimated as :

1 mm WC 1 x diameter length

whereas the positive influence of the up-draught inthe vertical pipe is normally negligible.

Pressure losses across components (Dp)

The pressure loss Dp across silencer, exhaust gasboiler, spark arrester, rain water trap, etc., to be

measured/ stated as shown in Fig. 6.11.07 (at speci-fied MCR) is normally given by the relevantmanufacturer.

Total back-pressure (Dpm)

The total back-pressure, measured/stated as thestatic pressure in the pipe after the turbocharger, isthen:

DpM = S Dp

where Dp incorporates all pipe elements and com-ponents etc. as described:

DpM has to be lower than 350 mm WC.

(At design stage it is recommended to use max.300 mm WC in order to have some margin forfouling).

Measuring of Back Pressure

At any given position in the exhaust gas system, thetotal pressure of the flow can be divided into dy-namic pressure (referring to the gas velocity) andstatic pressure (referring to the wall pressure, wherethe gas velocity is zero).

At a given total pressure of the gas flow, the combi-nation of dynamic and static pressure may change,depending on the actual gas velocity. The measure-ments, in principle, give an indication of the wallpressure, i.e., the static pressure of the gas flow.

It is, therefore, very important that the back pressuremeasuring points are located on a straight part ofthe exhaust gas pipe, and at some distance from an“obstruction”, i.e. at a point where the gas flow, andthereby also the static pressure, is stable. The tak-ing of measurements, for example, in a transitionpiece, may lead to an unreliable measurement of thestatic pressure.

In consideration of the above, therefore, the totalback pressure of the system has to be measured af-ter the turbocharger in the circular pipe and not inthe transition piece. The same considerations applyto the measuring points before and after the exhaustgas boiler, etc.

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6.10.08


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Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes

Pipe bends etc.

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

Outlet fromtop of exhaustgas uptake

Inlet(fromturbocharger)

z = 0.28z = 0.20z = 0.17

z = 0.16z = 0.12z = 0.11

z = 0.05

z = 0.45z = 0.35z = 0.30

z = 0.14

z = 1.00

z = – 1.00

Change-over valve oftype with constantcross section

za = 0.6 to 1.2zb = 1.0 to 1.5zc = 1.5 to 2.0

Change-over valve oftype with volume

za = zb = about 2.0

178 32 09-1.0

6.10.09

178 06 85-3.0

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6.10.10

H1

F1

M1 M3

F3F2

Expansion jointoption: 4 60 610

Centreline turbocharger

Transition pieceoption: 4 60 601

D0

Fig 6.10.08b: Exhaust pipe system

DA

DR

178 21 84-3.0

D0

Fixed point

Cylinder no : 4-12 4 5 6 7 8 9 10 11 12

T/C make T/C type DA DR DR DR DR DR DR DR DR DR

MAN B&W NR29 5.6 1.8 2.0 2.2 2.4 2.6 2.9 3.1 3.3 3.5

NA34 6.4 2.0 2.2 2.4 2.6 2.9 3.1 3.3 3.5 3.7

NA40 7.1 2.2 2.4 2.6 2.8 3.1 3.3 3.5 3.7 3.9

NA48 8.1 2.5 2.7 2.9 3.1 3.3 3.6 3.8 4.0 4.2

ABB TPL61 5.2 1.7 1.9 2.1 2.3 2.5 2.7 2.9 3.2 3.4

TPL65 5.6 1.8 2.0 2.2 2.4 2.6 2.9 3.1 3.3 3.5

TPL69 6.3 2.0 2.2 2.4 2.6 2.8 3.0 3.3 3.5 3.7

TPL73 7.0 2.1 2.4 2.6 2.8 3.0 3.2 3.4 3.7 3.9

VTR304 5.4 1.7 1.9 2.1 2.4 2.6 2.8 3.0 3.2 3.4

VTR354 5.9 1.9 2.1 2.3 2.5 2.7 2.9 3.2 3.4 3.6

VTR454 6.6 2.1 2.3 2.5 2.7 2.9 3.1 3.4 3.6 3.8

MHI MET26 3.7 1.3 1.5 1.7 1.9 2.1 2.3 2.5 2.8 3.0

MET30 4.0 1.4 1.6 1.8 2.0 2.2 2.4 2.7 2.9 3.3

MET33 5.6 1.8 2.0 2.2 2.4 2.6 2.8 3.1 3.3 3.5

MET42 6.2 1.9 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.7

MET53 7.2 2.2 2.4 2.7 2.9 3.1 3.3 3.5 3.7 3.9

Fig. 6.10.09: Movement at expansion joint based on the thermal expansionof the engine from ambient temperature to service

178 31 59-6.0

178 34 24-6.0


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MAN B&W NR26 NR29 NA34 NA40 NA48

M1 Nm 800 800 2600 3000 3600

M3 Nm 800 800 1700 2000 2400

F1 N 1600 1600 4300 5000 6000

F2 N 1600 1600 4300 5000 6000

F3 N 1600 1600 1700 2000 2400

W kg 1000 1000 1000 1000 1000

ABB VTR304 VTR354 VTR454 TPL73

M1 Nm 2400 2600 3500 2200

M3 Nm 1600 1700 2300 1100

F1 N 3600 4000 5500 1000

F2 N 1800 2000 2700 2200

F3 N 1400 1500 1900 1500

W kg 1000 1000 1000 -

MHI MET33SD MET42SD MET53SD

M1 Nm 2700 3400 4900

M3 Nm 1400 1700 2500

F1 N 4900 5800 7300

F2 N 1700 2000 2600

F3 N 1600 1800 2300

W kg 850 1400 2600

Fig. 6.10.10: Maximum forces and moments permissible at the turbocharger gas outlet flanges

Gas velocity Exhaust pipe diameter D0and H1 mm

D4mm35 m/s 50m/s

m3/s kg/s m3/s kg/s 1 TC 2 TC

5.6 3.8 8.0 5.4 450 - 450

6.9 4.6 9.8 6.6 500 - 500

8.3 5.6 11.9 8.0 550 - 550

9.9 6.7 14.1 9.5 600 - 600

11.6 7.8 16.6 11.2 650 - 650

13.5 9.1 19.2 13.0 700 500 700

15.5 10.4 22.1 14.9 750 550 750

17.6 11.9 25.1 17.0 800 550 800

19.9 13.4 28.4 19.1 850 600 850

Fig. 6.10.11: Minimum diameter of exhaust pipe for a standard installation based on an exhaust gas velocityof 35 m/s and 50 m/s

6.10.11

178 21 85-6.0

178 22 10-7.0

6.11 Manoeuvring System

The basic design of the engine is provided with apneumatic/electronic manoeuvring system for trans-mitting the orders from the Engine Control Room(ECR) or the Bridge Control (BC) console to the me-chanical-hydraulic Woodward governor on the en-gine.

Fixed Pitch Propeller (FPP)

See the manoeuvring diagram in Fig. 6.11.01 for areversible engine with fixed pitch propeller (FPP),prepared for remote control.

From the manoeuvring consoles it is possible tostart and stop the engine by activating the solenoidvalves EV684, EV682, and to control the enginespeed.

Reversing of the engine from the ECR console is ini-tiated by setting the manoeuvring handle (optional)to the appropriate position (Ahead or Astern),whereby EV683 or EV685 is activated. Control airthen reverses the starting air distributor and, via aircylinders, the angular displaceable rollers of the fuelpump roller guides.

The engine is provided with an engine side controlconsole for local manual control and an instrumentpanel.

Controllable Pitch Propeller (CPP)

For plants with CPP, two alternatives are available:

• Non-reversible engine

Option: 4 30 104If a controllable pitch propeller is coupled to theengine, a manoeuvring system according to Fig.6.11.02 is to be used. The solenoid valve EV662shown in the centre permits the engine to startonly when the propeller pitch is zero. The fuelpump roller guides are provided with non-displaceable rollers.

• Engine with local manual reversing

Option 4 30 109:In this case the fuel pump roller guides are ofthe reversible type and are supplied with per-manent air pressure for Ahead position, duringthe start procedure.

Manual reversing from the engine side controlconsole is effected with a separate handle, asthe manoeuvring handle has no reversing sole-noid valves.

Control System for Plants with CPP

Where a controllable pitch propeller is installed thecontrol system is to be designed in such a way thatthe operational requirements for the whole plant arefulfilled.

Special attention should be paid to the actual opera-tion mode, e.g. combinator curve with/without con-stant frequency shaft generator or constant enginespeed with a power take off.

The following requirements have to be fulfilled:

• The control system is to be equipped with a loadcontrol function limiting the maximum torque (fuelpump index) in relation to the engine speed, in or-der to prevent the engine from being loaded be-yond the limits of the load diagram

• The control system must ensure that the engineload does not increase at a quicker rate than per-mitted by the scavenge air pressure

• Load changes have to take place in such a waythat the governor can keep the engine speedwithin the required range.

Please contact the engine builder for specific data.


465 100 010 198 27 97

6.11.01

Governors

When selecting the governor, the complexity of theinstallation has to be considered. We normally dis-tinguish between “conventional” and “advanced”marine installations.

“Conventional” plants

As standard, the engine is equipped with a conven-tional mechanical-hydraulic Woodward governoritem 4 65 170.

Examples of “conventional” marine installations are:

• An engine directly coupled to a fixed pitch propeller

• An engine directly coupled to a controllable pitchpropeller, without clutch and without extreme de-mands on the propeller pitch change

• Plants with controllable pitch propeller with ashaft generator of less than 15% of the engine’sMCR output.

“Advanced” plants

For more “advanced” plants, an electronic governorhas to be applied, and the specific layout of the sys-tem has to be agreed upon in co-operation with thecustomer, the governor supplier and the enginebuilder.

The “advanced” marine installation viz:

• Plants with flexible coupling in the shafting system

• Geared installations

• Plants with disengageable clutch for disconnect-ing the propeller

• Engine directly coupled to a controllable pitchpropeller with a demand for fast pitch change

• Plants with shaft generator with high demands onfrequency accuracy.

The electronic governor consists of the following el-ements:

• Actuator

• Revolution transmitter (pick-ups)

• Electronic governor panel

• Power supply unit.

• Pressure transmitter for scavenge air.

The actuator, revolution transmitter and the pres-sure transmitter are mounted on the engine.

With a view to such installations, the engine can beequipped with an electronic governor approved byMAN B&W, e.g.:

4 65 172 Lyngsø Marine electronic governor sys-tem, type EGS 2000 or EGS 2100

4 65 174 Kongsberg Norcontrol Automation digi-tal governor system, type DGS 8800e

4 65 177 Siemens digital governor system, typeSIMOS SPC 33

The electronic governors have to be tailor-made,and the specific layout of the system has to be mu-tually agreed upon by the customer, the governorsupplier and the engine builder.

It should be noted that the shut down system, thegovernor and the remote control system must becompatible if an integrated solution is to be ob-tained.

465 100 010 198 27 97


6.11.02

Slow Turning

The standard manoeuvring system does not featureslow turning before starting, but for unattended ma-chinery spaces (UMS) we strongly recommend theslow turning device, option 4 50 140 in Fig. 6.11.03.

The slow turning valve allows the starting air to par-tially by-pass the main starting valve. During slowturning the engine will rotate so slowly that, in theevent that liquids have accumulated on the pistontop, the engine will stop before any harm occurs.

Shut Down System

The engine is stopped by activating the puncturevalve located in the fuel pump. For normal stoppingor shut-down, this system will relieve the high pres-sure by activating solenoid valve EV658.

Engine Side Control Console

The layout of the engine side control console in-cludes the components indicated in the manoeuv-ring diagram, shown in Fig. 6.11.04.

The console is located on the camshaft side of theengine.

Components for Engine Control RoomConsole

The basic scope of supply includes the manoeuv-ring handle, see Fig. 6.11.05, (4 65 642 to 4 65 645)for start, stop, reversing and speed setting.

The engine control room console supplied by theyard normally includes, as a minimum, the instru-mentation shown in Fig. 6.11.06.

Components for Bridge Control

If a remote control system is to be applied, the ma-noeuvring system is prepared for it by the solenoidvalves in Figs. 6.11.01 and 6.11.02.

Sequence Diagram for Plants withBridge Control

MAN B&W Diesel’s requirements to the remote con-trol system makers are indicated graphically in Fig.6.11.07 “Sequence diagram” for fixed pitch propel-ler.

The diagram shows the functions as well as the de-lays which must be considered in respect to startingAhead and starting Astern, as well as for the activa-tion of the slow down and shut down functions.

Please note that we specify a load control programwith an approximate delay of 30 minutes whenpassing from 90% to 100% r/min (70% to 100%power).

On the right of the diagram, a situation is shownwhere the order Astern is over-ridden by an Aheadorder – the engine immediately starts Ahead if theengine speed is above the specified starting level.

The corresponding sequence diagram for a non-reversible plant with power take-off (Gear ConstantRatio) is shown in Fig. 6.11.08 where no load controlprogram is specified.


465 100 010 198 27 97

6.11.03

465 100 010 198 27 97


6.11.04

Fig. 6.11.01: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governorprepared for remote control

178 39 97-3.0

The

dra

win

gsh

ows

the

syst

emin

the

follo

win

gco

nditi

ons:

Sto

pan

dah

ead

pos

ition

Pne

umat

icp

ress

ure

on

Ele

ctric

pow

eron

Mai

nst

artin

gva

lve

lock

ing

dev

ice

inse

rvic

ep

ositi

on.

A, B, C refer to ‘List of flanges’.


465 100 010 198 27 97

6.11.05

Fig. 6.11.02: Manoeuvring system, non-reversible engine, with mechanical-hydraulic governor prepared forremote start and stop

178 39 99-7.0

The

dra

win

gsh

ows

the

syst

emin

the

follo

win

gco

nditi

ons:

Sto

pp

ositi

on

Pne

umat

icp

ress

ure

on

Ele

ctric

pow

eron

Mai

nst

artin

gva

lve

lock

ing

dev

ice

inse

rvic

ep

ositi

on.

A, B, C refer to ‘List of flanges’.

465 100 010 198 27 97


6.11.06

Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140

Pos. Qty. Description

28 1 3/4-way solenoid valve

78 1 Switch, yard’s supply

178 39 49-5.1


465 100 010 198 27 97

6.11.07

Fig. 6.11.04: Engine side control console and instrument panel: 4 65 120

178 40 00-9.0

465 100 010 198 27 97


Fig. 6.11.05b: Manoeuvring handle for Engine Control Room console for non-reversible engine (CPP)

6.11.08

Fig. 6.11.05a: Manoeuvring handle for Engine Control Room console for reversible engine (FPP)

178 40 01-0.0

178 40 02-2.0


465 100 010 198 27 97

6.11.09

1 Free space for mounting of safety panelEngine builder’s supply

8 Switch and lamp for cancelling of limiters for governor

2 Tachometer(s) for turbocharger(s) 9 Engine control handle: 4 65 625 from engine maker

3 Indication lamps for: *10 Pressure gauges for:

Ahead Scavenge air

Astern Lubricating oil main engine

Manual control Cooling oil main engine

Control room control Jacket cooling water

Wrong way alarm Sea cooling water

Turning gear engaged Lubricating oil camshaft

Main starting valve in service Fuel oil before filter

Main starting valve in blocked Fuel oil after filter

Remote control Starting air

Shut down Control air supply

Lamp test

4 Tachometer for main engine *10 Thermometer:

5 Revolution counter Jacket cooling water

6 Switch and lamps for auxiliary blowers Lubricating oil water

Note: If an axial vibration monitor is ordered (option4 31 116 ) the manoeuvring console has to be extended by aremote alarm/slow down indication lamp.

* These instruments have to be ordered as option:4 75 645 and the corresponding analogue sensors on theengine as option: 4 75 128, see Figs. 8.02a and 8.02b.

Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yard’s supply 178 30 45-9.0

465 100 010 198 27 97


Fig. 6.11.07: Sequence diagram for fixed pitch propeller

Max

.Ast

ern

spee

d:9

0%sp

ecifi

edM

CR

r/m

in(t

ob

eev

alua

ted

inca

seof

ice

clas

s)

Whe

nth

esh

aft

gene

rato

ris

dis

conn

ecte

d,t

hesl

owd

own

will

be

effe

ctua

ted

afte

ra

pre

war

ning

of6-

8se

c.

Dem

and

for

qui

ckp

assa

geof

bar

red

spee

dra

nge

will

have

anin

fluen

ceon

the

slow

dow

np

roce

dur

e

6.11.10

178 13 34-8.0


465 100 010 198 27 97

Fig. 6.11.08: Sequence diagram for controllable pitch propeller, with shaft generator type GCR

Whe

nth

esh

aftg

ener

ator

isdi

scon

nect

ed,t

hesl

owdo

wn

will

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fect

uate

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ter

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ning

of6-

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Dem

and

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eed

rang

ew

illha

vean

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ence

onth

esl

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proc

edur

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Rev

ised

diag

ram

incl

udin

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idge

isav

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6.11.11

178 13 36-1.0

Vibration Aspects 7

7 Vibration Aspects

The vibration characteristics of the two-stroke lowspeed diesel engines can for practical purposes be,split up into four categories, and if the adequatecountermeasures are considered from the earlyproject stage, the influence of the excitationsources can be minimised or fully compensated.

In general, the marine diesel engine may influencethe hull with the following:

• External unbalanced moments• These can be classified as unbalanced 1st and

2nd order external moments, the latter needs tobe considered only for certain cylinder numbers

• Guide force moments

• Axial vibrations in the shaft system

• Torsional vibrations in the shaft system.

The external unbalanced moments and guide forcemoments are illustrated in Fig. 7.01.

In the following, a brief description is given of theirorigin and of the proper countermeasures needed torender them harmless.

External unbalanced moments

The inertia forces originating from the unbalancedrotating and reciprocating masses of the enginecreate unbalanced external moments although theexternal forces are zero.

Of these moments, the 1st order (one cycle per revo-lution) and the 2nd order (two cycles per revolution)need to be considered for engines with a low numberof cylinders. On 7-cylinder engines, also the 4th orderexternal moment may have to be examined. The iner-tia forces on engines with more than 6 cylinders tend,more or less, to neutralise themselves.

Countermeasures have to be taken if hull resonanceoccurs in the operating speed range, and if the vi-bration level leads to higher accelerations and/orvelocities than the guidance values given by inter-national standards or recommendations (for in-stance related to special agreement between ship-owner and shipyard).

The natural frequency of the hull depends on thehull’s rigidity and distribution of masses, whereasthe vibration level at resonance depends mainlyon the magnitude of the external moment and theengine’s position in relation to the vibration nodesof the ship.


407 000 100 198 27 98

Fig. 7.01: External unbalanced moments and guide forcemoments

A –B –C –D –

Combustion pressureGuide forceStaybolt forceMain bearing force

1st

2nd

1st

order momentvertical 1 cycle/rev.order momentvertical 2 cycle/rev.

order moment,horizontal 1 cycle/rev.

Guide force moment,H transverse Z cycles/rev.Z is 1 or 2 times number ofcylinder

Guide force moment,X transverse Z cycles/rev.Z = 1,2 ...12

7.01

A

CC

B

D

178 06 82-8.0

1st order moments on 4-cylinder engines

1st order moments act in both vertical and horizon-tal direction. For our two-stroke engines with stan-dard balancing these are of the same magnitudes.

For engines with five cylinders or more, the 1st ordermoment is rarely of any significance to the ship. Itcan, however, be of a disturbing magnitude infour-cylinder engines.

Resonance with a 1st order moment may occur forhull vibrations with 2 and/or 3 nodes, see Fig. 7.02.This resonance can be calculated with reasonableaccuracy, and the calculation will show whether acompensator is necessary or not on four-cylinderengines.

A resonance with the vertical moment for the 2 nodehull vibration can often be critical, whereas the reso-nance with the horizontal moment occurs at a higherspeed than the nominal because of the higher natu-ral frequency of horizontal hull vibrations.

As standard, four-cylinder engines are fitted withadjustable counterweights, as illustrated in Fig.7.03. These can reduce the vertical moment to an in-significant value (although, increasing correspond-ingly the horizontal moment), so this resonance iseasily dealt with. A solution with zero horizontal mo-ment is also available.

407 000 100 198 27 98


7.02

Fig. 7.03: Adjustable counterweights: 4 31 151

Adjustablecounterweights

178 16 78-7.0

Fig. 7.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines

178 06 84-1.0

Fixedcounterweights

Fore

Adjustablecounterweights

Fixedcounterweights

Aft

2nd order moments

The 2nd order moment acts only in the vertical di-rection. Precautions need only to be considered forfour, five and six cylinder engines.

Resonance with the 2nd order moment may occurat hull vibrations with more than three nodes. Con-trary to the calculation of natural frequency with 2and 3 nodes, the calculation of the 4 and 5 node nat-ural frequencies for the hull is a rather comprehen-sive procedure and, despite advanced calculationmethods, is often not very accurate.

Experience with our 2-stroke slow speed engineshas shown that propulsion plants with the smallbore engines (S/L42MC, S/L35MC and S26MC) areless sensitive regarding hull vibration excited by 2ndorder moments than the larger bore engines. There-fore, this engine does not have engine driven 2nd or-der moment compensators.

For those very few plants where a 2nd order mo-ment compensator is requested, either because hullvibration calculations indicate the necessity or be-

cause it is wanted as a precautionary measure, anelectrically driven compensator option: 4 31 601,synchronised to the correct phase relative to the ex-ternal force or moment can neutralise the excitation.This type of compensator needs an extra seating fit-ted, preferably, in the steering gear room where de-flections are largest and the effect of the compensa-tor will therefore be greatest.

The electrically driven compensator will not give riseto distorting stresses in the hull. More than 70 elec-trically driven compensators are in service and havegiven good results.

In the table, Fig. 7.06 the external moments (M1) arestated at the speed (n1) and MCR rating in point L1 ofthe layout diagram. For other speeds (nA), the corre-sponding external moments (MA) are calculated bymeans of the formula:

M M xn

nkNmA 1

A

1

2

�

�

�

�

�

(The tolerance on the calculated values is 2.5%).


407 000 100 198 27 98

7.03

407 000 100 198 27 98


7.04

178 98 46-7.1

1st or 2nd order electrically driven momentcompensator, separately mounted, option: 4 31 601

Moment from compensatorM2C outbalances M2V

Compensating moment F2C x Lnodeoutbalances M2V fore end, option: 4 31 213.

option: 4 31 601

4 node

4 node

Node AFT

M2VF2electrical

F2CLnode

M2V

M2V

Fig. 7.04: Optional 2nd order moment compensators

Guide Force Moments

The so-called guide force moments are caused bythe transverse reaction forces acting on thecrossheads due to the connecting rod/crankshaftmechanism. These moments may excite engine vi-brations, moving the engine top athwartships andcausing a rocking (excited by H-moment) or twisting(excited by X-moment) movement of the engine asillustrated in Fig. 7.06.

The guide force moments corresponding to theMCR rating (L1) are stated in the last table.


407 000 100 198 27 98

Fig. 7.05a: H-type guide force moments Fig. 7.05b: X-type guide for moments

178 06 81-6.2

7.05

Definition of Guide Force Moments

During the years it has been discussed how to definethe guide force moments. Especially now that com-plete FEM-models are made to predict hull/engine in-teraction, the proper definition of these moments hasbecome increasingly important.

H-type Guide Force Moment (MH)

Each cylinder unit produces a force couple consist-ing of:

1: A force at crankshaft level.

2: Another force at crosshead guide level. The po-sition of the force changes over one revolution,as the guide shoe reciprocates on the guide.

As the deflection shape for the H-type is equal foreach cylinder the Nth order H-type guide force mo-ment for an N-cylinder engine with regular firing or-der is:

N • MH(one cylinder).

For modelling purpose the size of the forces in theforce couple is:

Force = MH / L kN

where L is the distance between crankshaft leveland the middle position of the crosshead guide (i.e.the length of the connecting rod).

As the interaction between engine and hull is at theengine seating and the top bracing positions, thisforce couple may alternatively be applied in thosepositions with a vertical distance of (LZ). Then theforce can be calculated as:

ForceZ = MH / LZ kN

Any other vertical distance may be applied, so as toaccommodate the actual hull (FEM) model.

The force couple may be distributed at any numberof points in the longitudinal direction. A reasonableway of dividing the couple is by the number of top

bracing and then applying the forces in thosepoints.

ForceZ,one point = ForceZ,total / Ntop bracing, total kN

X-type Guide Force Moment (MX)

The X-type guide force moment is calculated basedon the same force couple as described above. How-ever as the deflection shape is twisting the engineeach cylinder unit does not contribute with an equalamount. The centre units do not contribute verymuch whereas the units at each end contributesmuch.

A so-called ”Bi-moment” can be calculated (Fig. 7.06):

”Bi-moment” =S [force-couple(cyl.X) • distX]in kNm2

The X-type guide force moment is then defined as:

MX = ”Bi-Moment”/ L kNm

For modelling purpose the size of the four (4) forces(see Fig. 7.06) can be calculated:

Force = MX / LX kN

where:

LX: ishorizontal lengthbetween”forcepoints” (Fig.7.06)

Similar to the situation for the H-type guide forcemoment, the forces may be applied in positionssuitable for the FEM model of the hull. Thus theforces may be referred to another vertical level LZabove crankshaft centreline.These forces can becalculated as follows:

ForceZ,one point =M • LL • L

x

z xkN

407 000 100 198 27 98


7.06

For calculating the forces the length of theconnectiing rod is to be used: L= 1260mm

Axial Vibrations

When the crank throw is loaded by the gas pressurethrough the connecting rod mechanism, the arms ofthe crank throw deflect in the axial direction of thecrankshaft, exciting axial vibrations. Through thethrust bearing, the system is connected to the ship`shull.

Generally, only zero-node axial vibrations are of in-terest. Thus the effect of the additional bendingstresses in the crankshaft and possible vibrations ofthe ship`s structure due to the reaction force in thethrust bearing are to be considered.

An axial damper is fitted as standard: 4 31 111 to allMC engines minimising the effects of the axial vibra-tions.

The five and six-cylinder engines are equipped withan axial vibration monitor, option: 4 31 116.

Torsional Vibrations

The reciprocating and rotating masses of the engineincluding the crankshaft, the thrust shaft, the inter-mediate shaft(s), the propeller shaft and the propel-ler are for calculation purposes considered as a sys-tem of rotating masses (inertias) interconnected bytorsional springs. The gas pressure of the engineacts through the connecting rod mechanism with avarying torque on each crank throw, exciting tor-sional vibration in the system with different frequen-cies.

In general, only torsional vibrations with one andtwo nodes need to be considered. The main criticalorder, causing the largest extra stresses in the shaftline, is normally the vibration with order equal to thenumber of cylinders, i.e., five cycles per revolutionon a five cylinder engine. This resonance is posi-tioned at the engine speed corresponding to thenatural torsional frequency divided by the number ofcylinders.

The torsional vibration conditions may, for certaininstallations require a torsional vibration damper,option: 4 31 105.

Based on our statistics, this need may arise for thefollowing types of installation:

• Plants with controllable pitch propeller

• Plants with unusual shafting layout and for specialowner/yard requirements

• Plants with 8, 11 or 12-cylinder engines.

Four, five and six-cylinder engines, require specialattention. On account of the heavy excitation, thenatural frequency of the system with one-node vi-bration should be situated away from the normal op-erating speed range, to avoid its effect. This can beachieved by changing the masses and/or the stiff-ness of the system so as to give a much higher, ormuch lower, natural frequency, called undercriticalor overcritical running, respectively.

Owing to the very large variety of possible shaftingarrangements that may be used in combination witha specific engine, only detailed torsional vibrationcalculations of the specific plant can determinewhether or not a torsional vibration damper is nec-essary.


407 000 100 198 27 98

7.07

Under critical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 35-45% above the engine speedat specified MCR.

Such under critical conditions can be realised bychoosing a rigid shaft system, leading to a relativelyhigh natural frequency.

The characteristics of an under critical system arenormally:

• Relatively short shafting system

• Probably no tuning wheel

• Turning wheel with relatively low inertia

• Large diameters of shafting, enabling the use ofshafting material with a moderate ultimate ten-sile strength, but requiring careful shaft align-ment, (due to relatively high bending stiffness)

• Without barred speed range, option: 4 07 016.

When running under critical, significant varyingtorque at MCR conditions of about 100-150% of themean torque is to be expected.

This torque (propeller torsional amplitude) induces asignificant varying propeller thrust which, under ad-verse conditions, might excite annoying longitudinalvibrations on engine/double bottom and/or deckhouse.

The yard should be aware of this and ensure that thecomplete aft body structure of the ship, includingthe double bottom in the engine room, is designedto be able to cope with the described phenomena.

Overcritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 30-70% below the engine speedat specified MCR. Such overcritical conditions canbe realised by choosing an elastic shaft system,leading to a relatively low natural frequency.

The characteristics of overcritical conditions are:

• Tuning wheel may be necessary on crankshaftfore end

• Turning wheel with relatively high inertia

• Shafts with relatively small diameters, requiringshafting material with a relatively high ultimatetensile strength

• With barred speed range (4 07 015) of about±10% with respect to the critical engine speed.

Torsional vibrations in overcritical conditions may,in special cases, have to be eliminated by the use ofa torsional vibration damper, option: 4 31 105.

Overcritical layout is normally applied for engineswith more than four cylinders.

Please note:We do not include any tuning wheel, option: 4 31101 or torsional vibration damper, option: 4 31 105in the standard scope of supply, as the proper coun-termeasure has to be found after torsional vibrationcalculations for the specific plant, and after the deci-sion has been taken if and where a barred speedrange might be acceptable.

For further information about vibration aspectsplease refer to our publications:

P.222: “An introduction to Vibration Aspects ofTwo-stroke Diesel Engines in Ships”

P.268: “Vibration Characteristics of Two-strokeLow Speed Diesel Engines”

These publications, are also available at the Internetaddress: www.manbw.dk under "Libraries", fromwhere they can be downloaded.

407 000 100 198 27 98


7.08


407 000 100 198 27 98

7.09

No. of cyl. 4 5 6 7 8 9 10 11 12

Firingorder

1-3-2-4 1-4-3-2-5 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

1-9-2-5-7-3-6-4-8

Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6

External forces in kN0 0 0 0 0 0 0 0 0

External moments in kNmOrder:

1st a 94 b 30 0 18 60 56 16 11 02nd 232 289 201 58 0 86 3 13 04th 0 1 10 27 11 40 20 25 19

Guide force H-moments in kNmOrder:1st 0 0 0 0 0 0 0 0 0

2nd 0 0 0 0 0 0 0 0 03rd 0 0 0 0 0 0 77 36 04th 160 0 0 0 0 0 67 55 05th 0 153 0 0 0 0 21 26 06th 0 0 111 0 0 0 6 27 07th 0 0 0 84 0 0 44 39 08th 30 0 0 0 61 0 12 31 09th 0 0 0 0 0 36 7 3 0

10th 0 12 0 0 0 0 8 5 011th 0 0 0 0 0 0 4 11 012th 5 0 7 0 0 0 1 3 14

Guide force X-moments in kNmOrder:

1st 64 20 0 12 40 38 11 7 02nd 53 66 46 13 0 20 1 3 03rd 19 68 123 135 172 103 272 354 4424th 0 9 66 188 76 276 137 175 1325th 21 0 0 15 183 211 30 137 06th 35 4 0 2 0 67 105 12 07th 8 29 0 0 5 9 123 13 08th 0 18 12 1 0 3 13 76 259th 3 1 17 2 2 0 6 10 61

10th 4 0 4 11 0 1 13 8 011th 1 0 0 8 10 1 10 13 012th 0 3 0 1 2 4 4 5 0

a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers.

b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be movedfrom horizontal to vertical direction or vice versa, if required.

Fig. 7.06: External forces and moments in layout point L1 for L35MC

178 87 67-7.0

Monitoring Systems and Instrumentation 8

8 Monitoring Systems and Instrumentation

The instrumentation on the diesel engine can beroughly divided into:

• Local instruments, i.e. thermometers, pressuregauges and tachometers

• Control devices, i.e. position switches and sole-noid valves

• Analog sensors for alarm, slow down and remoteindication of temperatures and pressures

• Binary sensors, i.e. thermo switches and pres-sure switches for shut down etc.

All instruments are identified by a combination ofsymbols as shown in Fig. 8.01 and a position num-ber which appears from the instrumentation lists inthis section.

Local Instruments

The basic local instrumentation on the engine com-prises thermometers and pressure gauges locatedon the piping or mounted on panels on the engine,and an engine tachometer located at the engine sidecontrol panel.

These are listed in Fig. 8.02.

Additional local instruments, if required, can be or-dered as option: 4 70 129.

Control Devices

The control devices mainly include the positionswitches, called ZS, incorporated in the manoeuvringsystem, and the solenoid valves (EV), which are listedin Fig. 8.04.

Sensors forRemote Indication Instruments

Analog sensors for remote indication can be orderedas options 4 75 127, 4 75 128 or for CoCoS-EDS as 475 129, see Fig. 8.03. These sensors can also beused for Alarm or Slow Down simultaneously.

Alarm, Slow Down andShut Down Sensors

It is required that the system for shut down is electri-cally separated from the other systems.

This can be accomplished by using independentsensors, or sensors with galvanically separatedelectrical circuits, i.e. one sensor with two sets ofelectrically independent terminals.

The International Association of Classification Soci-eties (IACS) have agreed that a common sensor canbe used for alarm, slow down and remote indication.References are stated in the lists if a common sen-sor can be used.

A general outline of the electrical system is shown inFig. 8.05.

The extent of sensors for a specific plant is the sumof requirements of the classification society, theyard, the owner and MAN B&W’s minimum require-ments.

Figs. 8.06, 8.07 and 8.08 show the classification so-cieties’ requirements for UMS and MAN B&W’s min-imum requirements for alarm, slow down and shutdown as well as IACS`s recommendations, respec-tively.

Only MAN B&W’s minimum requirements for alarmand shut down are included in the basic scope ofsupply (4 75 124).

For the event that further signal equipment is re-quired, the piping on the engine has additionalsockets.


470 100 025 198 27 99

8.01

Slow down system

The slow down functions are designed to safeguardthe engine components against overloading duringnormal service conditions and, at the same time, tokeep the ship manoeuvrable, in the event that faultconditions occur.

The slow down sequence has to be adapted to theplant (with/without shaft generator, etc.) and the re-quired operating mode.

For further information please contact the enginesupplier.

Attended Machinery Spaces (AMS)

The basic alarm and safety system for an MAN B&Wengine is designed for Attended Machinery Spacesand comprises the temperature switches (thermo-stats) and pressure switches (pressure stats) thatare specified in the “MAN B&W” column for alarmand for shut down in Figs. 8.06 and 8.08, respec-tively. The sensors for shut down are included in thebasic scope of supply (4 75 124), see Fig. 8.08.

Additional digital sensors can be ordered as option:4 75 128.

Unattended Machinery Spaces (UMS)

The “Standard Extent of Delivery for MAN B&W Die-sel A/S” engines includes the temperature switches,pressure switches and analog sensors stated in the“MAN B&W” column for alarm, slow down and shutdown in Figs. 8.06, 8.07 and 8.08.

The shut down and slow down panel can be orderedas option: 4 75 610, 4 75 611, 4 75 614 or 4 75 615,whereas the alarm panel is a yard’s supply, as it hasto include several other alarms than those of themain engine.

For practical reasons, the sensors to be applied arenormally delivered from the engine supplier, so thatthey can be wired to terminal boxes on the engine.The number and position of the terminal boxes de-pends on the degree of dismantling specified for the

forwarding of the engine, see “Dispatch Pattern” insection 9.

Fuel oil leakage detection

Oil leaking oil from the high pressure fuel oil pipes iscollected in a drain box (Fig. 8.09), which isequipped with a level alarm, LSA 301 (4 35 105).

Oil Mist Detector andBearing Monitoring Systems

Based on our experience, the basic scope of supplyfor all plants for attended as well as for unattendedmachinery spaces (AMS and UMS) includes an oilmist detector, Fig. 8.10.

Make: Kidde Fire Protection, Graviner. . . 4 75 161orMake: SchallerType: Visatron VN 215 . . . . . . . . . . . . . . . 4 75 163

The combination of an oil mist detector and a bear-ing temperature monitoring system with deviationfrom average alarm (option 4 75 133, 4 75 134 or4 75 135) will in any case provide the optimumsafety.

470 100 025 198 27 99


8.02

PMI Calculating Systems

The PMI systems permit the measuring and moni-toring of the engine’s main parameters, such as cyl-inder pressure, fuel oil injection pressure, scavengeair pressure, engine speed, etc., which enable theengineer to run the diesel engine at its optimum per-formance.

The designation is:

Main engine:

PT: Portable transducer for cylinderpressure

S: Stationary junction andconverter boxes on engine

PT/S

The following alternative types can be applied:

• MAN B&W Diesel, PMI system type PT/Soff-line option: 4 75 208

The cylinder pressure monitoring system is basedon a Portable Transducer, Stationary junction andconverter boxes.Power supply: 24 V DC

CoCoS

The Computer Controlled Surveillance system isthe family name of the software application prod-ucts from the MAN B&W Diesel group.

CoCoS comprises four individual software applica-tion products:

CoCoS-EDS on-line:Engine Diagnostics System, option: 4 09 660.CoCoS-EDS assists in the engine performanceevaluation through diagnostics.

Key features are: on-line data logging, monitoring,diagnostics and trends.

CoCoS-ADM, administration,option: 4 09 664, includes:CoCoS-MPS, CoCoS-SPC and CoCoS-SPO.

• CoCoS-MPS:Maintenance Planning SystemCoCoS-MPS assists in the planning and initiatingof preventive maintenance.Key features are: scheduling of inspections andoverhaul, forecasting and budgeting of spare partrequirements, estimating of the amount of workhours needed, work procedures, and logging ofmaintenance history.

• CoCoS-SPC:Spare Part CatalogueCoCoS-SPC assists in the identification of sparepart.Key features are: multilevel part lists, spare partinformation, and graphics.

• CoCoS-SPO:Stock Handling and Spare Part OrderingCoCoS-SPO assists in managing the procure-ment and control of the spare part stock.Key features are: available stock, store location,planned receipts and issues, minimum stock,safety stock, suppliers, prices and statistics.

CoCoS Suite:Package: option: 4 09 665Includes the above-mentioned system:4 09 660 and 4 09 664

CoCoS-MPS, SPC, and SPO can communicatewith one another. These three applications can alsohandle non-MAN B&W Diesel technical equipment;for instance pumps and separators.

Fig. 8.03 shows the maximum extent of additionalsensors recommended to enable on-line diagnos-tics if CoCoS-EDS is ordered.


470 100 025 198 27 99

8.03

Identification of instruments

The measuring instruments are identified by a com-bination of letters and a position number:

LSA 372 high

Level: high/low

Where: in which medium(lube oil, cooling water...)location (inlet/outlet engine)

Output signal:

A:I :

SHD:SLD:

alarmindicator (thermometer,manometer...)shut down (stop)slow down

How: by means of

E:S:

analog sensor (element)switch

(pressure stat,thermostat)

What is measured:

D:F:L:P:

PD:S:T:V:

W:Z:

densityflowlevelpressurepressure differencespeedtemperatureviscosityvibrationposition

FunctionsDSA Density switch for alarm (oil mist)DS - SLD Density switch for slow downE Electric devicesEV Solenoid valveESA Electrical switch for alarmFSA Flow switch for alarmFS - SLD Flow switch for slow downLSA Level switch for alarmPDEI Pressure difference sensor for remote

indication (analog)PDI Pressure difference indicatorPDSA Pressure difference switch for alarmPDE Pressure difference sensor (analog)PI Pressure indicator

PS Pressure switchPS - SHD Pressure switch for shut downPS - SLD Pressure switch for slow downPSA Pressure switch for alarmPSC Pressure switch for controlPE Pressure sensor (analog)PEA Pressure sensor for alarm (analog)PEI Pressure sensor for remote

indication (analog)PE - SLD Pressure sensor for

slow down (analog)SE Speed sensor (analog)SEA Speed sensor for alarm (analog)SSA Speed switch for alarmSS - SHD Speed switch for shut downTI Temperature indicatorTSA Temperature switch for alarmTSC Temperature switch for controlTS - SHD Temperature switch for shut downTS - SLD Temperature switch for slow downTE Temperature sensor (analog)TEA Temperature sensor for alarm (analog)TEI Temperature sensor for

remote indication (analog)TE - SLD Temperature sensor for

slow down (analog)VE Viscosity sensor (analog)VEI Viscosity sensor for remote indication

(analog)VI Viscosity indicatorZE Position sensorZS Position switchWEA Vibration signal for alarm (analog)WI Vibration indicatorWS - SLD Vibration switch for slow down

The symbols are shown in a circle indicating:

470 100 025 198 27 99


8.04

Fig. 8.01: Identification of instruments

178 30 04-4.1

Instrument locally mounted

Instrument mounted in panel on engine

Control panel mounted instrument


470 100 025 198 27 99

Description

Ther

mom

eter

stem

typ

e

Use

sens

orfo

rre

mot

ein

dic

atio

n

Point of location

TI 302 TE 302Fuel oilFuel oil, inlet engine

TI 311 TE 311Lubricating oilLubricating oil inlet to main bearings, thrust bearing, axial vibration damper,piston cooling oil and turbochargers

TI 317 TE 317 Piston cooling oil outlet/cylinderTI 349 TE 349 Thrust bearing segmentTI 369 TE 369 Lubricating oil outlet from turbocharger/turbocharger

(depends on turbocharger design)

Low temperature cooling water:seawater or freshwater for central cooling

TI 375 TE 375 Cooling water inlet, air coolerTI 379 TE 379 Cooling water outlet, air cooler/air cooler

High temperature jacket cooling waterTI 385 TE 385 Jacket cooling water inletTI 387A TE 387A Jacket cooling water outlet, cylinder cover/cylinderTI 393 Jacket cooling water outlet/turbocharger

Scavenge airTI 411 TE 411 Scavenge air before air cooler/air coolerTI 412 TE 412 Scavenge air after air cooler/air coolerTI 413 TE 413 Scavenge air receiver

Ther

mom

eter

sd

ialt

ype

Exhaust gasTI 425TI 426

TE 425TE 426

Exhaust gas inlet turbocharger/turbochargerExhaust gas after exhaust valves/cylinder

Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors

8.05

178 21 29-3.0

470 100 025 198 27 99

MAN B&W Diesel A/S L35MC Project GuideP

ress

ure

gaug

es(m

anom

eter

s)

Use

sens

orfo

rre

mot

ein

dic

atio

n

Point of locationFuel oil

PI 305 PE 305 Fuel oil , inlet engine

Lubricating oilPI 330 PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,

piston colling oil inlet and lubricating oil inlet to turbocharger

Low temperature cooling water:PI 382 PE 382 Cooling water inlet, air cooler

High temperature jacket cooling waterPI 386 PE 386 Jacket cooling water inlet

Starting and control airPI 401 PE 401 Starting air inlet main starting valvePI 403 PE 403 Control air inletPI 405 Safety air inlet

Scavenge airPI 417 PE 417 Scavenge air receiver

Exhaust gasPI 424 Exhaust gas receiverPI 435A Air inlet for dry cleaning of turbochargerPI 435B Water inlet for cleaning of turbocharger

Differential pressure gaugesPDI 420 Pressure drop across air cooler/air coolerPDI 422 Pressure drop across blower filter of turbocharger

(For ABB turbochargers only)

Tach

o-m

eter

s

SI 438 SE 438 Engine speedSI 439 SE 439 Turbocharger speed/turbochargerWI 471 Mechanical measuring of axial vibration

Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication

178 22 31-1.0

8.06


470 100 025 198 27 99

Use

sens

or

Point of location

Fuel oil system

TE 302 Fuel oil, inlet fuel pumps

VE 303 Fuel oil viscosity, inlet engine (yard’s supply)

PE 305 Fuel oil, inlet engine

PDE 308 Pressure drop across fuel oil filter (yard’s supply)

Lubricating oil system

TE 311 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oiland turbochargers

TE 317 Piston cooling oil outlet/cylinder

PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper and pistoncooling oil inlet

TE 349 Thrust bearing segment

TE 369 Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)

PE 371 Lubricating oil inlet to turbocharger with slide bearing/turbocharger

Fig 8.03a: List of sensors for CoCoS-EDS on-line, option: 4 75 129

178 22 32-3.0

8.07

470 100 025 198 27 99

MAN B&W Diesel A/S L35MC Project GuideU

sese

nsor

Point of location

Cooling water systemTE 375 Cooling water inlet air cooler/air cooler

PE 382 Cooling water inlet air cooler

TE 379 Cooling water outlet air cooler/air cooler

TE 385 Jacket cooling water inlet

PE 386 Jacket cooling water inlet

TE 387A Jacket cooling water outlet/cylinder

PDSA 391 Jacket cooling water across engine

TE 393 Jacket cooling water outlet turbocharger/turbocharger(Depending on turbocharger design)

PDE 398 Pressure drop of cooling water across air cooler/air cooler

Scavenge air systemTE 336 Engine room air inlet turbocharger/turbocharger

PE 337 Compressor spiral housing pressure at outer diameter/turbocharger(Depending on turbocharger design)

PDE 338 Differential pressure across compressor spiral housing/turbocharger(Depending on turbocharger design)

TE 411 Scavenge air before air cooler/air cooler

TE 412 Scavenge air after air cooler/air cooler

TE 412A Scavenge air inlet cylinder/cylinder

TE 413 Scavenge air reciever

PE 417 Scavenge air reciever

PDE 420 Pressure drop of air across air cooler/air cooler

PDE 422 Pressure drop air across blower filter of compressor/turbocharger

ZS 669 Auxiliary blower on/off signal from control panel (yard’s supply)

Fig. 8.03b: List of sensors for CoCoS-EDS on-line, option: 4 75 129

8.08

178 22 32-3.0


470 100 025 198 27 99

Use

sens

or

Point of location

Exhaust gas systemTE 363 Exhaust gas receiver

ZE 364 Exhaust gas blow-off, on/off or valve angle position/turbocharger 2)

PE 424 Exhaust gas receiver

TE 425A Exhaust gas inlet turbocharger/turbocharger

TE 426 Exhaust gas after exhaust valve/cylinder

TE 432 Exhaust gas outlet turbocharger/turbocharger

PE 433A Exhaust gas outlet turbocharger/turbocharger(Back pressure at transition piece related to ambient)

SE 439 Turbocharger speed/turbocharger

PDE 441 Pressure drop across exhaust gas boiler (yard’s supply)

General dataN Time and data 1)

N Counter of running hours 1)

PE 325 Ambient pressure (Engine room) 3)

SE 438 Engine speed

N Pmax set point 2)

ZE 477 Fuel pump index/cylinder 2)

ZE 479 Governor index

E 480 Engine torque 1)

N Mean indicated pressure (mep) 4)

N Maximum pressure (Pmax) 4)

N Compression pressure (Pcomp) 4)

N Numerical input

1) Originated by alarm/monitoring system

2) Manual input can alternatively be used

3) Yard’s supply

4) Originated by the PMI system

Fig. 8.03c: List of sensors for CoCoS-EDS on-line, option: 4 75 129

8.09

178 22 32-3.0

470 100 025 198 27 99


8.10

Description Symbol/Position

Scavenge air system

Scavenge air receiver auxiliary blower control PSC 418

Manoeuvering system

Engine speed detector E 438

Reversing Astern/cylinder ZS 650

Reversing Ahead/cylinder ZS 651

Resets shut down function during engine side control ZS 652

Gives signal when change-over mechanism is in Remote Control mode ZS 653

Gives signal to manoeuvring system when on engine side control PSC 654

Solenoid valve for stop and shut down EV 658

Turning gear engaged indication ZS 659

Fuel rack transmitter, if required, option: 4 70 150 E 660

Main starting valve – Blocked ZS 663

Main starting valve – In Service ZS 664

Air supply starting air distributor, Open – Closed ZS 666/667

Electric motor, Auxiliary blower E 670

Electric motor, turning gear E 671

Actuator for electronic governor E 672

Gives signal to manoeuvring system when remote control is ON PSC 674

Cancel of tacho alarm from safety system, when “Stop” is ordered PSC 675

Gives signal Bridge Control active PSC 680

Solenoid valve for Stop EV 682

Solenoid valve for Ahead EV 683

Solenoid valve for Start EV 684

Solenoid valve for Astern EV 685

Slow turning, option: 4 50 140 EV 686

Fig. 8.04: Control devices on engine

178 30 08-9.1


470 100 025 198 27 99

General outline of the electrical system:

The figure shows the concept approved by all classification societiesThe shut down panel and slow down panel can be combined for some makers

The classification societies permit to have common sensors for slow down, alarm and remote indicationOne common power supply might be used, instead of the three indicated, if the systems are equipped with separatefuses

Fig. 8.05: Panels and sensors for alarm and safety systems

8.11

178 30 10-0.4

470 100 025 198 27 99


8.12

Class requirements for UMS

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Functzion Use

sens

or

Point of location

Fuel oil system1* PSA 300 high Fuel pump roller guide gear activated

1 1 1 1 1 1 1 1* LSA 301 high Leakage from high pressure pipes

1 1 1 1 1 1 1 1 1 A* PEA 306 low PE 305 Fuel oil, inlet engine

Lubricating oil system1 1 1 1 1 1 1 1 A* TEA 312 high TE 311 Lubricating oil inlet to main bearings, thrust bearing

1 TEA 313 low TE 311 and axial vibration damper

1 1 1 1 1 1 1 1 1 A* TEA 318 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1* FSA 320 low Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 A* PEA 331 low PE 330 Lubricating oil inlet to main bearings, thrustbearing, axial vibration damper, pistoncooling oil inlet and lubricating oil inlet toturbocharger

1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment

1* LSA 365 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 1* FSA 366 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 TSA 370 high Turbocharger lubricating oil outlet fromturbocharger/turbocharger

a)

1 1 1 1 1 1 1 1 A* PEA 372 low PE 371 Lubricating oil inlet toturbocharger/turbocharger

a)

1 1 1 1 1 1 1 1 1 1* DSA 436 high Oil mist in crankcase/cylinder and chain drive

WEA 472 high WE 471 Axial vibration monitorRequired for all engines with PTO on fore end.

a) For turbochargers with slide bearings

For Bureau Veritas, at least two per lubricator, or minimum one per cylinder, whichever is the greater number

Fig. 8.06a: List of sensors for alarm

178 22 33-5.0

}


470 100 025 198 27 99

8.13


AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Functzion Use

sens

or

Point of location

Cooling water system

1 TEA 376 high TE 375 Cooling water inlet air cooler/air cooler(for central cooling only)

1 1 1 1 1 1 1 1 1 A* PEA 378 low PE 382 Cooling water inlet air cooler

1 1 1 1 1 1 1 1 1 A* PEA 383 low PE 386 Jacket cooling water inlet

1 A* TEA 385A low TE 385 Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 A* TEA 388 high TE 387 Jacket cooling water outlet/cylinder

1* 391 low Jacket cooling water across engine

Air system

1 1 1 1 1 1 1 1 1 A* PEA 402 low PE 401 Starting air inlet

1 1 1 1 1 1 1 1 1 A* PEA 404 low PE 403 Control air inlet

1 1 1 1 1 1 1 1 1 1* 406 low Safety air inlet

1* 408 low Air inlet to air cylinder for exhaust valve

1* 409 high Control air inlet, finished with engine

1* 410 high Safety air inlet, finished with engine

Scavenge air system

1 1 1 TEA 414 high TE 413 Scavenge air reciever

1 1 1 1 1 1 A* TEA 415 high Scavenge air – fire /cylinder

1 1* 419 low Scavenge air, auxiliary blower, failure

1 1 1 1 1* 434 high Scavenge air – water level

Fig. 8.06b: List of sensors for alarm

178 22 33-5.0

470 100 025 198 27 99


8.14


AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Functzion Use

sens

or

Point of location

Exhaust gas system

1 1 1 1 1 1 TEA 425A high TE 425 Exhaust gas inlet turbocharger/turbocharger

1 1 1 1 1 1 1 A* TEA 427 high TE 426 Exhaust gas after cylinder/cylinder

1 1 1 1 1 1 1 1 TEA 429/30 high TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 TEA 433 high TE 432 Exhaust gas outlet turbocharger/turbocharger

Manoeuvring system

1 1 1 1 1 1 1 1 1 1* low Safety system, power failure, low voltage

1 1 1 1 1 1 1 1 1 1* low Tacho system, power failure, low voltage

1* Safety system, cable failure

1 1 1 1 1 1 1 1 1* Safety system, group alarm, shut down

1 1* Wrong way (for reversible engine only)

1 1 1 1 1 1 1 1 1 A* SE 438 Engine speed

1 SEA 439 SE 439 Turbocharger speed

International Association of Classification SocietiesThe members of IACS have agreed that the statedsensors are their common recommendation, apartfrom each class’ requirements

1

A

Indicates that a binary (on-off) sensor/signalis required

Indicates that an analogue sensor is required foralarm, slow down and remote indication

The members of IACS are:ABS America Bureau of Shipping 1*, A* These alarm sensors are MAN B&W Diesel’sBV Bureau Veritas minimum requirements for Unattended MachineryCCS Chinese Register of Shipping Space (UMS), option: 4 75 127DnVC Det norske Veritas ClassificationGL Germanischer LloydKRS Korean Register of ShippingLR Lloyd’s Register of ShippingNKK Nippon Kaiji Kyokai 1 For disengageable engine or with CPPRINa Registro Italiano NavaleRS Russian Maritime Register of Shipping Select one of the alternatives

and the assosiated members are: Or alarm for overheating of main, crank, crossheadKRS Kroatian Register of Shipping and chain drive bearings, option: 4 75 134IRS Indian Register of Shipping

Or alarm for low flow

Fig. 8.06c: List of sensors for alarm

178 22 33-5.0


470 100 025 198 27 99

8.15

Class requirements for slow down

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Use

sens

or

Point of Location

1 TE SLD 314 high TE 311 Lubricating oil inlet, system oil

1 1 1 1 1 1 1 1 TE SLD 319 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 1* FS SLD 321 low Piston cooling oil outlet/cylinder

1 1 1 1 A* PE SLD 334 low PE 330 Lubricating oil inlet to main bearings, thrustbearing, axial vibration damper , pistoncooling oil inlet and lubricating oil inlet toturbocharger

1 1 1 1 1 1 A* TE SLD 351 high TE 349 Thrust bearing segment

1 1 1 1 1 1 1 FS SLD 366A low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 PE SLD 384 low PE 386 Jacket cooling water inlet

1 1 1 1 1 1 1 1 TE SLD 389 high TE 387A Jacket cooling water outlet/cylinder

1 1 TE SLD 414A high TE 413 Scavenge air receiver

1 1 1 1 1 1 1* TS SLD 416 high TS 415 Scavenge air fire/cylinder

1 TE SLD 425B highTE 425A Exhaust gas inlet turbocharger/turbocharger

1 1 1 1 1 1 TE SLD 428 high TE 426 Exhaust gas outlet after cylinder/cylinder

1 1 1 TE SLD 431 TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 1 1 1 1* DS SLD 437 high Oil mist in crankcase/cylinder

1* WS SLD 473 high WE 471 Axial vibration monitorRequired for all engines with PTO on fore end

1 Indicates that a binary sensor (on-off) is required Select one of the alternatives

A Indicates that a common analogue sensor can be usedfor alarm/slow down/remote indication Or alarm for low flow

1*, A* These analogue sensors are MAN B&W Diesel’s mini-mum requirements for Unattended Machinery Spaces(UMS), option: 4 75 127

Or alarm for overheating of main, crank, cross-head and chain drive bearings, option: 4 75 134

The tables are liable to change without notice,and are subject to latest class requirements.

Fig. 8.07: Slow down functions for UMS, option: 4 75 127

178 22 34-7.0

470 100 025 198 27 99


8.16

Class requirements for shut down

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Point of location

1 1 1 1 1 1 1 1 1 1* PS SHD 335 low Lubricating oil inlet to main bearings, thrustbearing, axial vibration damper , piston collingoil inlet and lubricating oil inlet to turbocharger

1 1 1 1 1 1* TS SHD 352 high Thrust bearing segment

1 PS SHD 384B low Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 1* SE SHD 438 high Engine overspeed

1 Indicates that a binary sensor (on-off) is required

1* These binary sensors for shut down are included inthe basic scope of supply (4 75 124)

The tables are liable to change without notice,and are subject to latest class requirements.

Fig. 8.08: Shut down functions for AMS and UMS

178 22 35-9.0


470 100 025 198 27 99

Fig. 8.09: Drain box with fuel oil leakage alarm, (4 35 105).

8.17

178 30 14-8.1

470 100 025 198 27 99


Fig. 8.10a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, (4 75 161)

Fig. 8.10b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)

8.18

178 30 18-5.1

178 30 19-7.1

Dispatch Pattern, Testing, Spares and Tools 9

9 Dispatch Pattern, Testing, Spares and Tools

Painting of Main Engine

The painting specification (Fig. 9.01) indicates theminimum requirements regarding the quality andthe dry film thickness of the coats of, as well as thestandard colours applied on MAN B&W engines builtin accordance with the “Copenhagen” standard.

Paints according to builder’s standard may be usedprovided they at least fulfil the requirements statedin Fig. 9.01.

Dispatch Pattern

The dispatch patterns are divided into two classes,see Figs. 9.02 and 9.03:

A: Short distance transportation and short termstorage

B: Overseas or long distance transportation orlong term storage.

Short distance transportation (A) is limited by aduration of a few days from delivery ex works untilinstallation, or a distance of approximately 1,000 kmand short term storage.

The duration from engine delivery until installationmust not exceed 8 weeks.

Dismantlingof theengine is limitedasmuchaspossible.

Overseas or long distance transportation or longterm storage require a class B dispatch pattern.

The duration from engine delivery until installation isassumed to be between 8 weeks and maximum 6months.

Dismantling is effected to a certain degree with theaim of reducing the transportation volume of the in-dividual units to a suitable extent.

Note:Long term preservation and seaworthy packing arealways to be used for class B.

Furthermore, the dispatch patterns are divided intoseveral degrees of dismantling in which ‘1’ com-prises the complete or almost complete engine.Other degrees of dismantling can be agreed upon ineach case.

When determining the degree of dismantling, con-sideration should be given to the lifting capacitiesand number of crane hooks available at the enginemaker and, in particular, at the yard (purchaser).

The approximate masses of the sections appearfrom Fig. 9.03. The masses can vary up to 10% de-pending on the design and options chosen.

Lifting tools and lifting instructions are required for alllevels of dispatch pattern. The lifting tools (4 12 110 or4 12 111), are to be specified when ordering and itshould be agreed whether the tools are to be returnedto the engine maker (4 12 120) or not (4 12 121).

MAN B&W Diesel's recommendations for preserva-tion of disassembled/ assembled engines are avail-able on request.

Furthermore, it must be considered whether a dry-ing machine, option 4 12 601, is to be installed dur-ing the transportation and/or storage period.

Shop Trials/Delivery Test

Before leaving the engine maker’s works, the engineis to be carefully tested on diesel oil in the presenceof representatives of the yard, the shipowner andthe classification society.

The shop trial test is to be carried out in accordancewith the requirements of the relevant classificationsociety, however a minimum as stated in Fig. 9.04.

MAN B&W Diesel’s recommendations for shop trial,quay trial and sea trial are available on request.

An additional test may be required for measuring theNOx emissions, if required, option: 4 14 003.


480 100 100 198 28 00

9.01

Spare Parts

List of spares, unrestricted service

The tendency today is for the classification societiesto change their rules such that required spare partsare changed into recommended spare parts.

MAN B&W Diesel, however, has decided to keep a setof spare parts included in the basic extent of delivery(4 87 601) covering the requirements and recommen-dations of the major classification societies, see Fig.9.05.

This amount is to be considered as minimum safetystock for emergency situations.

Additional spare parts beyond classrequirements or recommendations

The above-mentioned set of spare parts can be ex-tended with the ‘Additional Spare parts beyond classrequirements or recommendations’ (option: 4 87603), which facilitates maintenance because, in thatcase, all the components such as gaskets, sealings,etc. required for an overhaul will be readily available,see Fig. 9.06.

Wearing parts

The consumable spare parts for a certain period arenot included in the above mentioned sets, but canbe ordered for the first 1, 2, up to 10 years’ service ofa new engine (option: 4 87 629), a service year beingassumed to be 6,000 running hours.

The wearing parts supposed to be required, based onour service experience, are divided into 14 groups,see Table A in Fig. 9.07, each group including thecomponents stated in Tables B.

Large spare parts, dimensions and masses

The approximate dimensions and masses of thelarger spare parts are indicated in Fig. 9.08. A com-plete list will be delivered by the engine maker.

Tools

List of standard tools

The engine is delivered with the necessary specialtools for overhauling purposes. The extent of themain tools is stated in Fig. 9.09. A complete list willbe delivered by the engine maker.

The dimensions and masses of the main tools ap-pear from Figs. 9.10.

Most of the tools can be arranged on steel platepanels, which can be delivered as an option: 4 88660, see Fig. 9.11 ‘Tool Panels’.

If such panels are delivered, it is recommended toplace them close to the location where the overhaulis to be carried out.

480 100 100 198 28 00


9.02


481 100 010 198 28 01

9.03

Fig. 9.01: Specification for painting of main engine: 4 81 101

Components to be paintedbefore shipment from workshop

Type of paintNo. ofcoats/

Total dryfilm

thicknessm

Colour:RAL 840HRDIN 6164MUNSELL

Component/surfaces, inside engine, ex-posed to oil and air1. Unmachined surfaces all over. However casttype crankthrows, main bearing cap,crosshead bearing cap, crankpin bearing cap,pipes inside crankcase and chainwheel neednot to be painted but the cast surface must becleaned of sand and scales and kept free ofrust.

Engine alkyd primer, weatherresistant.

Oil and acid resistant alkydpaint.Temperature resistant to mini-mum 80 °C.

2/80

1/30

Free

White:RAL 9010DIN N:0:0.5MUNSELL N-9.5

Components, outside engine2. Engine body, pipes, gallery, brackets etc.

Delivery standard is in a primed and finallypainted condition, unless otherwise stated inthe contract.

Engine alkyd primer, weather re-sistant.

Final alkyd paint resistant to saltwater and oil, option: 4 81 103.

2/80

1/30

Free

Light green:RAL 6019DIN 23:2:2MUNSELL10GY 8/4

Heat affected components:3. Supports for exhaust receiverScavenge air-pipe outside.Air cooler housing inside and outside.

Paint, heat resistant to minimum200 °C.

2/60 Alu:RAL 9006DIN N:0:2MUNSELL N-7.5

Components affected by water and cleaningagents4. Scavenge air cooler box inside. Complete coating for long term

protection of the componentsexposed to moderately to se-verely corrosive environmentand abrasion.

2/75 Free

5. Gallery plates topside. Engine alkyd primer, weatherresistant.

2/80 Free

6. Purchased equipment and instrumentspainted in makers colour are acceptableunless otherwise stated in the contract.ToolsTools are to be surface treated according tospecifications stated on the drawings.

Purchased equipment painted in makers colouris acceptable, unless otherwise stated in thecontract/drawing.

Electro-galvanized. *

Tool panels Oil resistant paint. 2/60 Light grey:RAL 7038DIN:24:1:2MUNSELL N-7.5

* For required thickness of the electro-galvanization, see specification on drawings.

Note:All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least fulfilthe above requirements.The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat, etc.have to be in accordance with the paint manufacturer's specifications.

178 30 20-7.3

Class A + B: Comprises thefollowing basic variants:

Dismounting must be limited as much as possible.

The classes comprise the following basic variants:

A1 Option: 4 12 021, or B1, option: 4 12 031

• Engine

• Spare parts and tools

A2 Option: 4 12 022, or B2 option: 4 12 032

• Top section inclusive cylinder frame completecylinder covers complete, scavenge air receiverinclusive cooler box and cooler, turbocharger(s)camshaft, piston rods complete and galleries withpipes

• Bottom section inclusive bedplate completeframe box complete, connecting rods, turninggear, crankshaft with wheels and galleries

• Spares, tools, stay bolts

• Chains, etc.

• Remaining parts

412 000 002 198 28 02


9.04

A1 + B1

Engine complete

A2 + B2

Bottom section

178 16 70-2.0

Fig. 9.02a: Dispatch pattern

A2 + B2

Top section

Remaining parts

A3 Option: 4 12 023, or B3 option: 4 12 033

• Top section inclusive cylinder frame completecylinder covers complete, scavenge air receiverinclusive cooler box and cooler insert,turbocharger(s), camshaft, piston rods completeand galleries with pipes

• Frame box section inclusive chain drive, con-necting rods and galleries

• Bedplate/cranckshaft section, turning gear andcranckshaft with wheels

• Remaining parts: spare parts, tools, stay bolts,chains, ect.


412 000 002 198 28 02

Fig. 9.02b: Dispatch pattern

9.05

A3 + B3

178 40 89-6.0Top section

412 000 002 198 28 02


Pattern Section

4 cylinders 5 cylinders 6 cylinders 7 cylinders 8 cylinders

Mass. Length Mass. Length Mass. Length Mass. Length Mass. Length

in t in m in t in m in t in m in t in m in t in m

A1+B1 Engine complete 51.2 5.2 59.7 5.8 67.8 6.4 77.4 7.2 85.9 7.8

A2+B2 Top section 22.2 5.2 25.9 5.8 29.4 6.4 34.1 7.2 37.7 7.8

Bottom section 27.8 3.7 32.4 4.3 36.9 4.9 41.5 5.5 46.2 6.1

Remaining parts 1.2 1.4 1.6 1.8 2.0

A3+B3 Top section 22.2 5.2 25.9 5.8 29.4 6.4 34.1 7.2 37.7 7.8

Frame box section 8.9 2.9 10.8 3.5 12.7 4.1 14.6 4.7 16.5 5.3

Bedplate/Crankshaft 18.8 3.7 21.6 4.3 24.2 4.9 26.9 5.5 29.7 6.1

Remaining parts 1.2 1.4 1.6 1.8 2.0

Pattern Section 9 cylinders 10 cylinders 11 cylinders 12 cylinders

Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width

in t in m in t in m in t in m in t in m in m in m

A1+B1 Engine complete 94.1 8.4 111.2 10.1 120.1 10.7 128.3 11.3 5.7 3.4

A2+B2 Top section 41.2 8.4 50.0 10.1 54.1 10.7 57.5 11.3 3.6 3.4

Bottom section 50.8 6.7 58.4 7.7 63.0 8.3 67.7 8.9 3.3 2.0

Remaining parts 2.2 2.8 3.0 3.2

A3+B3 Top section 41.2 8.4 50.0 10.1 54.1 10.7 57.5 11.3 3.6 3.4

Frame box section 18.4 5.9 21.4 6.8 23.3 7.4 25.2 8.0 1.6 1.7

Bedplate/Crankshaft 32.4 6.7 37.0 7.7 39.7 8.3 42.5 8.9 2.0 2.0

Remaining parts 2.2 2.8 3.0 3.2

The weights are for standard engines with semi-built crankshaft of forged throws, crosshead guides integrated uidesin frame box and MAN B&W turbochargers.

The final weights are to be confirmed by the engine supplier, as variations in major engine components fur to the useof local standards (plate thickness etc.) size of turning wheel. Type of turbocharger and the choice of cast/welded orforged compontent design may increase the total weight up to 10%.

All masses and dimensions in the dispatch pattern are therefor approximate and do not include packing and liftingtools.

Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is isupposed to beof 1.9 tons.

Note:

Some engines are equipped wih moment compensator and/or tuning wheel. However, the weights for these compo-nents are not included on dispatch pattern.

Fig. 9.03: Dispatch pattern

9.06

178 21 86-7.0

Minimum delivery test:

• Starting and manoeuvring test at no load

• Load testEngine to be started and run up to 50%of Specified MCR (M) in 1 hour.

Followed by:

• 0.50 hour running at 50% of specified MCR


• 1.00 hour running at optimised power(guaranteed SFOC)or0.50 hour at 90% of specified MCRif SFOC is guaranteed at specified MCR*


• 0.50 hour running at 110% of specified MCR.

Only for Germanischer Lloyd:

• 0.75 hour running at 110% of specified MCR.

Governor tests, etc:

• Governor test

• Minimum speed test

• Overspeed test

• Shut down test

• Starting and reversing test

• Turning gear blocking device test

• Start, stop and reversing from engine sidemanoeuvring console.

Before leaving the factory, the engine is to be care-fully tested on diesel oil in the presence of represen-tatives of Yard, Shipowner, Classification Society,and MAN B&W Diesel.

At each load change, all temperature and pressurelevels etc. should stabilise before taking new engineload readings.

Fuel oil analysis is to be presented.All tests are to be carried out on diesel or gas oil.


486 001 010 198 28 03

178 30 24-4.3

9.07

Fig. 9.04: Shop trial running/delivery test: 4 14 001

Cylinder cover, section 901 and others1 Cylinder cover complete with fuel, exhaust,

starting and safety valves, indicator valve andsealing rings (disassembled)

Piston, section 9021 Piston complete (with cooling pipe), piston

rod, piston rings and stuffing box,studs and nuts

1 set Piston rings for 1 cylinder

Cylinder liner, section 9031 Cylinder liner with sealing rings and gaskets

1/2 set Studs for 1 cylinder cover

Cylinder lubricator, section 9031

1 set222246

2

1

2

Mechanical cylinder lubricator,orSpares for electronic Alpha lubricatorLubricatorFeed back sensor, completeCopper washerFilter element, Rexroth 006D200WO-rings3A, 3 pcs. 12A ceramic fuses 6.3 x 32 mm,for MCU, BCU and SBULight emitting diodes for visual feed backindicationShaft encoder coupling (for engines withtrigger ring at the turning wheel one tachopick up is supplied)Pressure gauge for accumulator

Connecting rod, and crosshead bearing, section 9041 Telescopic pipe with bushing for 1 cylinder1 Crankpin bearing shells in 2/2 with studs

and nuts1 Crosshead bearing shell lower part with

studs and nuts2 Thrust piece

Main bearing and thrust block, section 9051 set Thrust pads for one face of each size, if different

for "ahead" and "astern"

Chain drive, section 9061 Of each type of bearings for:

Camshaft at chain drive, chain tightener and in-termediate shaft

6 Camshaft chain links (only for ABS, DNVC, LR,NKK and RS)

1 Mechanically driven cylinder lubricator drive: 6chain links or gear wheels

1 Guide ring 2/2 for camshaft bearing

Starting valve, section 9071 Starting valve, complete

Exhaust valve, section 9082 Exhaust valves complete (1 for GL)1 Pressure pipe for exhaust valve pipe

Fuel pump, section 9091 Fuel pump barrel, complete with plunger1 High-pressure pipe, each type1 Suction and puncture valve, complete

Fuel valve, section 909ABS: Two fuel valves per cylinder for half the

number of cylinders on one engine, and asufficient number of valve parts, excludingthe body, to form with those fitted on eachcylinder for a complete engine set

DNVC: Fuel valves for all cylinders on one engine

BV, CCS, GL, KR, LR, NKK, RINa, RS and IACS:Two fuel valves per cylinder for all cylin-ders on one engine, and a sufficient num-ber of valve parts, excluding the body, toform with those fitted on each cylinder fora complete engine set

467 601 005 198 28 04


Delivery extent of spares

Class requirements Class recommendations

CCS:GL:

China Classification SocietyGermanischer Lloyd

ABS:BV:

American Bureau of ShippingBureau Veritas

KR: Korean Register of Shipping DNVC: Det Norske Veritas ClassificationNKK: Nippon Kaiji Kyokai LR: Lloyd’s Register of ShippingRINa: Registro Italiano NavaleRS Russian Maritime Register of Shipping

9.08

Fig. 9.05a: List of spares, unrestricted service: 4 87 601

178 33 96-9.3

Turbocharger, section 9101 Set of maker’s standard spare parts1 a) Spare rotor for one turbocharger, including:

compressor wheel, rotor shaft with turbineblades and partition wall, if any

Scavenge air blower, section 9101 set a) Rotor, rotor shaft, gear wheel or

equivalent working parts1 set Bearings for electric motor1 set Bearings for blower wheel1 Belt, if applied1 set Packing for blower wheel

Safety valve, section 9111 Safety valve, complete

Bedplate, section 9121 Main bearing shell in 2/2 of each size1 set Studs and nuts for 1 main bearing


467 601 005 198 28 04

a) Only required for RS and recommended for DNVC.To be ordered separately as option: 4 87 660 forother classification societies.

The section figures refer to the instruction books.Subject to change without notice.

9.09

Fig. 9.05b: List of spares, unrestricted service: 4 87 601

178 33 96-9.3

For easier maintenance and increased security in operation

Beyond class requirements

Cylinder cover, section 9010144

501

504

%

%

Studs for exhaust valveNuts for exhaust valveO-rings for cooling jacketCooling jacketSealing between cyl.cover and linerSpring housings for fuel valve

Hydraulic tool for cylinder cover, section 90161188

setpcspcs

Hydraulic hoses complete with couplingsO-rings with backup rings, upperO-rings with backup rings, lower

Piston and piston rod, section 902011522

box Locking wire, L=63 mPiston rings of each kindD-rings for piston skirtD-rings for piston rod

Piston rod stuffing box, section 902051555

1510

1203020

Self locking nutsO-ringsTop scraper ringsPack sealing ringsCover sealing ringsLamellas for scraper ringsSprings for top scraper and sealing ringsSprings for scraper rings

Cylinder frame, section 90301501

% Studs for cylinder cover (1cyl.)Bushing

Cylinder liner and cooling jacket, section 9030214

1005050

100

%%%%

Cooling jacket of each kindNon return valvesO-rings for one cylinder linerGaskets for cooling water connectionO-rings for cooling water pipesCooling water pipes between liner andcover for one cylinder

* % Refer to one cylinder

Mechanical lubricator drive, section 9030513

CouplingDiscs

Electronic Alpha Cylinder Lubricating System,section 90306

222246

2

1

2

LubricatorFeed back sensor, completeCopper washerFilter element, Rexroth 006D200WO-rings3A, 3 pcs. 12A ceramic fuses 6.3 x 32mm, for MCU, BCU and SBULight emitting diodes for visual feed backindicationShaft encoder coupling (for engines withtrigger ring at the turning wheel one tachopick up is supplied)Pressure gauge for accumulator

Connecting rod and crosshead, section 9040112

Telescopic pipeThrust piece

Chain drive and guide bars, section 9060141 set

Guide barLocking plates and lock washers

Chain tightener, section 906032 Locking plates for tightener

Camshaft, section 9061111

Exhaust camFuel cam

Indicator drive, section 90612100

3% Gaskets for indicator valves

Indicator valve/cock complete

Regulating shaft, section 906183 Resilient arm, complete

487 603 020 198 28 05


9.10

Fig. 9.06a: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increasedavailability, option: 4 87 603

178 33 97-0.3

Arrangement of engine side console, section 906212 Pull rods

Main starting valve, section 907021111

Repair kit for main actuatorRepair kit for main ball valve*) Repair kit for actuator, slow turning*) Repair kit for ball valve, slow turning

*) if fitted

Starting valve, section 907042222

1001

%

Locking platesPistonSpringBushingO-ringValve spindle

Exhaust valve, section 9080111

504

505050

10011

100

1100

1100100

%

%%%%

%

%

%%

Exhaust valve spindleExhaust valve seatO-ring exhaust valve/cylinder coverPiston ringsGuide ringsSealing ringsSafety valvesGaskets and O-rings for safety valvePiston completeDamper pistonO-rings and sealings between air pistonand exhaust valve housing/spindleLiner for spindle guideGaskets and O-rings for cool.w.conn.Conical ring in 2/2O-rings for spindle/air pistonNon-return valve

Valve gear, section 9080235

Filter, completeO-rings of each kind

Valve gear, section 90805122424422

Roller guide completeShaft pin for rollerBushing for rollerDiscsNon return valvePiston ringsDiscs for springSpringsRoller

Valve gear, details, section 908061

1004

%High pressure pipe, completeO-rings for high pressure pipesSealing discs

Cooling water outlet, section 908102111 set

Ball valveButterfly valveCompensatorGaskets for butterfly valve and compensator

Fuel pump, section 909011133

50 %

Top coverPlunger/barrel, completeSuctions valvesPuncture valvesSealings, O-rings, gaskets and lock washers

Fuel pump gear, section 9090212222

1002

%

Fuel pump roller guide, completeShaft pin for rollerBushings for rollerInternal springsExternal springsSealingsRoller

Fuel pump gear, details, section 9090350 % O-rings for lifting tool

Fuel pump gear, details, section 90904111

1004

%

Shock absorber, completeInternal springExternal springSealing and wearing ringsFelt rings

Fuel pump gear, reversing mechanism,section 90905

12

Reversing mechanism, completeSpare parts set for air cylinder

Fuel valve, section 90910100100

350

20033

%%

%%

Fuel nozzlesO-rings for fuel valveSpindle guides, completeSpringsDiscs, +30 barThrust spindlesNon return valve (if mounted)


487 603 020 198 28 05

Fig. 9.06b: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increasedavailability, option: 4 87 603

9.11

* % Refer to one engine178 33 97-0.3

Fuel oil high pressure pipes, section 909131

100 %High pressure pipe, complete of each kindO-rings for high pressure pipes

Overflow valve, section 9091511

Overflow valve, completeO-rings of each kind

Turbocharger, section 910001

1

Spare rotor, complete with bearings,option: 4 87 660Spare part set for turbocharger

Scavenge air receiver, section 9100121

Non-return valves completeCompensator

Exhaust pipes and receiver, section 9100312

1 set

Compensator between TC and receiverCompensator between exhaust valve andreceiverGaskets for each compensator

Air cooler, section 9100516 Iron blocks (Corrosion blocks)

Safety valve, section 91101100

2% Gasket for safety valve

Safety valve, complete

Arrangement of safety cap, section 91104100 % Bursting disc

487 603 020 198 28 05


The section figures refer to the instruction bookWhere nothing else is stated, the percentage refers to one engineLiable to change without notice

Fig. 9.06c: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increasedavailability, option: 4 87 603

9.12

178 33 97-0.3


487 611 010 198 28 07

Table AGroup No. Plate Qty. Descriptions

1 90201 1 set Piston rings for 1 cylinder

1 set O-rings for 1 cylinder

2 90205 1 set Lamella rings 3/3 for 1 cylinder


3 90205 1 set Top scraper rings 4/4 for 1 cylinder

1 set Sealing rings 4/4 for 1 cylinder

4 90302 1 Cylinder liner

1 set Outer O-rings for 1 cylinder

1 set O-rings for cooling water connections for 1 cylinder

1 set Gaskets for cooling water connection’s for 1 cylinder

1 set Sealing rings for 1 cylinder

5 90801 1 Exhaust valve spindle

1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder

6 90801 1 set O-rings for water connections for 1 cylinder

1 set Gasket for cooling for water connections for 1 cylinder

1 set O-rings for oil connections for 1 cylinder

7 90801 1 Spindle guide

2 Air sealing ring

1 set Guide sealing rings for 1 cylinder

8 90801 1 Exhaust valve bottom piece

1 set O-rings for bottom piece for 1 cylinder

9 90805 1 set Bushing for roller guides for 1 cylinder

1 set Washer for 1 cylinder

10 90901 1 Plunger and barrel for fuel pump

1 Suction valve complete


11 90910 1 Fuel valve nozzle

1 Spindle guide complete


12 1 Slide bearing for turbocharger for 1 engine

1 Guide bearing for turbocharger for 1 engine

13 1 set Guide bars for 1 engine

14 2 Set bearings for auxiliary blowers for 1 engine

The wearing parts are divided into 14 groups, each including the components stated in table A.

The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years’ service of a new engine,a service year being assumed to be of 6000 hours.

In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours’ service, the extent statedfor each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. andservice hours in question.

Fig. 9.07a: Wearing parts, option: 4 87 629

178 33 98-2.2

9.13

487 611 010 198 28 07


Table B

GroupNo

Service hours 0-6000 0-12000

Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12

1 Set of piston rings 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12

2 Set of piston rod stuffing box,lamella rings 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12

3 Set of piston rod stuffing box,sealing rings 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

6 O-rings for exhaust valve 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24

7 Exhaust valve guide bushings 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

9 Bushings for roller guides for fuelpump and exhaust valve 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11 Fuel valve guides and atomizers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12 Set slide bearings per TC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Fig.9.07b: Wearing parts, option: 4 87 629

9.14

178 30 98-2.2

¯


487 611 010 198 28 07

Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Fig. 9.07c: Wearing parts, option: 4 87 629178 30 98-2.2

9.15

487 611 010 198 28 07


Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


6 O-rings for exhaust valve 36 45 54 63 72 81 90 99 108

40 50 60 70 80 90 100

110

120



9 Bushings for roller guides forfuel pump and exhaust valve 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12


11 Fuel valve guides and atomiz-ers

24 30 36 42 48 54 60 66 72 24 30 36 42 48 54 60 66 72



14 Set bearings for auxiliaryblower

2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Fig. 9.07d: Wearing parts, option: 4 87 629

9.16

178 33 98-2.2


487 601 007 198 28 08

9.17

Fig. 9.08: Large spare parts, dimensions and masses

All dimensions are given in mm

Exhaust valve192 kg

Rotor for turbochargerType NA40

55 kg

Piston completewith piston od

245 kg

Cylinder liner 344 kgCylinder liner inclusive

cooling jacket390 kg

Cylinder cover 278 kgCylinder cover inclusivestarting and fuel valves

valves 292 kg

Rotor for turbochargerType VTR454

252 kg

178 22 03-6.0

901 Cylinder cover1 set Milling and grinding tool for exhaust valve

seats + fuel valve seat1 set Fuel valve extractor1 set Cylinder cover stud, hydraulic jack1 set Milling and grinding tool for starting valve

902 Piston with rod and stuffing box1 set Lifting gear for piston1 Guide ring for piston1 Support iron for piston1 set Piston overhaul tool1 set Stuffing box overhaul tool1 set Lifting gear for cylinder liner1 set Cylinder liner measuring tool

904 Crosshead and connecting rod1 Lifting tool for crosshead1 set Crosshead and crankpin bearing bolt for

hydraulic jack1 set Support of crosshead

905 Crankshaft and main bearing1 set Dismantling tools for main bearing shell1 Thrust bearing, turning dog1 Crankcase relief valve testing tool1 set Main bearing stud for hydraulic jack

906 Camshaft, chain drive and reversingmechanism

1 set Pin gauge for gear1 set Chain assembling tool1 set Chain disassembling tool1 Pin gauge for top dead centre

908 Exhaust valve and valve gear1 set Exhaust valve spindle and seat, checking

template1 set Exhaust valve disassembling tool1 set Lifting device for roller guide1 set Hydraulic jack for exhaust valve stud

909 Fuel valve and fuel pump1 Fuel valve pressure and spray control de-

vice1 set Fuel oil high pressure pipe and connection

overhaul tool1 set Tools for mounting seals1 set Cleaning tool nozzle

910 Turbocharger and air cooler system1 set Turbocharger overhaul tool1 set Air cooler cleaning tool

912 Main part assembling1 set Staybolt hydraulic jack

913 General tools913.1 Accessories

1 Hydraulic pump, pneumatically operated1 set High pressure hose and connection1 Hydraulic jack assembling device1 Hydraulic pump, manually opened

913.2 Ordinary hand tools1 set Torque spanner1 set Socket spanner1 set Internal hexagon spanner1 set Combination ring and fork spanner1 set Ring ram spanner1 set Fork ram spanner1 Pliers for circlip1 set Special spanner

913.3 Miscellaneous1 set Shackle1 set Eye-bolt1 Indicator1 set Feeler blade1 Crankshaft alignment indicator1 set Chain tackles


488 601 004 198 28 09

Mass of the complete set of tools: Approximately 475 kg

Fig. 9.09: Standard tools: 4 88 601

9.18


488 601 004 198 28 09

9.19

Pos. Sec. Description Mass in kg

1 902 Pressure test tool piston 6

2 902 Lifting tool for piston 10

3 902 Support iron for piston 25

4 902 Collar ring for piston 12

178 22 08-5.0

Fig. 9.10b: Dimensions and masses of tools

488 601 004 198 28 09


9.20

178 22 09-7.0

Pos. Sec. Description Mass in kg

5 902 Crossbar for cylinder liner 16

6 902 Guide ring for piston 6

7 902 Lifting tool for cylinder liner 6

8 905 Lifting tool for crankshaft 16

9 906 Pin gauge for crankshaft 0.4

10 906 gauge for camshaft 0.4

Fig.9.10c: Dimensions and masses of tools


488 601 004 198 28 09

Fig.9.11: Dimensions and masses of tools

9.21

178 34 79-7.1

Sec. Description Mass in kg

909 Fuel valve pressure control device 100

488 601 004 198 28 09


9.22

Fig.9.12: Tool panels, option: 4 88 660

Pos No. Description Mass in kg

1 901907909911

Cylinder coverStarting air systemFuel valve and fuel pumpSafety equipment

46

2 902903904905

Piston, piston rod and stuffing boxCylinder linerCrosshead and connecting rodCrankshaft and main bearing

31

178 22 15-6.0

Project Support & Documentation 10

10 Project Support and Documentation

MAN B&W Diesel is capable of providing a wide va-riety of support for the shipping and shipbuilding in-dustries all over the world.

The knowledge accumulated over many decadesby MAN B&W Diesel covering such fields as the se-lection of the best propulsion machinery, optimisa-tion of the engine installation, choice and suitabilityof a Power Take Off for a specific project, vibrationaspects, environmental control etc., is available toshipowners, shipbuilders and ship designers alike.

An "Order Form" for such printed matter listing thepublications currently in print, is available from ouragents, overseas offices or direct from MAN B&WDiesel A/S, Copenhagen.

Part of this information can be found in the followingdocumentation

• Publications a + b

• Engine Selection Guide a + b

• Project Guides a + b

• Computerised EngineApplication System b

• Extent of Delivery a + b

• Installation documentation.

a For your information, the publication is alsoavailable at the Internet addresswww.manbw.dk under "Libraries", from whereit can be downloaded

b This information is available on CD-ROM

All publications are available in print.

The selection of the ideal propulsion plant for a spe-cific newbuilding is a comprehensive task. How-ever, as this selection is a key factor for the profit-ability of the ship, it is of the utmost importance forthe end-user that the right choice is made.

Engine Selection Guide

The “Engine Selection Guide” is intended as a toolto provide assistance at the very initial stage of theproject work. The Guide gives a general view of theMAN B&W two-stroke MC Programme and includesinformation on the following subjects:

• Engine data

• Engine layout and load diagramsspecific fuel oil consumption

• Turbocharger choice

• Electricity production, includingpower take off

• Installation aspects

• Auxiliary systems

• Vibration aspects.

After selecting the engine type on the basis of thisgeneral information, and after making sure that theengine fits into the ship’s design, then a more de-tailed project can be carried out based on the “Pro-ject Guide” for the specific engine type selected.

Project Guides

For each engine type a “Project Guide” has beenprepared, describing the general technical featuresof that specific engine type, and also includingsome optional features and equipment.

The information is general, and some deviationsmay appear in a final engine documentation, de-pending on the contents specified in the contractand on the individual licensee supplying the engine.


402 000 500 198 28 10

10.01

The Project Guides comprise an extension of thegeneral information in the Engine Selection Guide,as well as specific information on such subjects as:

• Engine outline, engine pipe connections, etc.• Description of piping system on engine• Details of the manoeuvring system• Instrumentation, PMI, CoCoS, etc.• Dispatch pattern• Testing• Spare parts• Tools.

Computerised Engine ApplicationSystem

Further customised information can be obtainedfrom MAN B&W Diesel A/S, and for this purpose wehave developed a “Computerised Engine Applica-tion System”, by means of which specific calcula-tions can be made during the project stage, such as:

• Estimation of ship’s dimensions• Propeller calculation and power prediction• Selection of main engine• Main engines comparison• Layout/load diagrams of engine• Maintenance and spare parts costs of the en-

gine• Total economy – comparison of engine rooms• Steam and electrical power – ships’ requirement• Auxiliary machinery capacities for derated en-

gine• Fuel and lube oil consumption –

exhaust gas data• Heat dissipation of engine• Utilisation of exhaust gas heat• Water condensation separation in air coolers• Noise – engine room, exhaust gas, structure

borne• Preheating of diesel engine• Utilisation of jacket cooling water heat, FW

production• Starting air system• Exhaust gas back pressure• Engine room data: pumps, coolers, tanks, etc.

For further information, please refer to our publica-tion:

P.305: “MAN B&W Diesel Computerised EngineApplication System”

This publication is available at the Internet addresswww.manbw.dk under "Libraries", from where itcan be downloaded.

Extent of Delivery

The “Extent of Delivery” (EoD) sheets have beencompiled in order to facilitate communication be-tween owner, consultants, yard and engine makerduring the project stage, regarding the scope ofsupply and the alternatives (options) available forMAN B&W two-stroke MC engines.

There are two versions of the EoD:

• Extent of Delivery for 98 - 50 type engines, and• Extent of Delivery for 46 - 26 type engines.

Content of Extent of Delivery

The “Extent of Delivery” includes a list of the basicitems and the options of the main engine and auxil-iary equipment and, it is divided into the systemsand volumes stated below:

General information4 00 xxx General information4 02 xxx Rating4 03 xxx Direction of rotation4 06 xxx Rules and regulations4 07 xxx Calculation of torsional and

axial vibrations4 09 xxx Documentation4 11 xxx Voltage on board for electrical

consumers4 12 xxx Dismantling and packing and

shipping of engine4 14 xxx Testing of diesel engine4 17 xxx Supervisors and advisory work

Propeller equipment4 20 xxx Propeller4 21 xxx Propeller hub4 22 xxx Stern tube4 23 xxx Propeller shaft4 24 xxx Intermediate shaft

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4 25 xxx Propeller shaftline4 26 xxx Propeller, miscellaneous

Diesel engine4 30 xxx Diesel engine4 31 xxx Torsional and axial vibrations4 35 xxx Fuel oil piping4 40 xxx Lubricating oil piping4 42 xxx Cylinder lubricating oil piping4 43 xxx Piston rod stuffing box drain piping4 45 xxx Low temperature cooling water piping4 46 xxx Jacket cooling wate pipingr4 50 xxx Starting and control air piping4 54 xxx Scavenge air cooler4 55 xxx Scavenge air piping4 59 xxx Turbocharger4 60 xxx Exhaust gas piping4 65 xxx Manoeuvring system4 70 xxx Local instrumentation4 75 xxx Monitoring, safety, alarm and remote

indication4 78 xxx Electrical wiring on engine

Miscellaneous4 80 xxx Miscellaneous4 81 xxx Painting4 82 xxx Engine seating4 83 xxx Galleries4 85 xxx Power Take Off4 87 xxx Spare parts4 88 xxx Tools

Remote control system4 95 xxx Bridge control system

Description of the “Extent of Delivery”

The “Extent of Delivery” (EoD) is the basis for speci-fying the scope of supply for a specific order.

The list consists of “basic” and “optional” items.

The “basic” items defines the simplest engine, de-signed for attended machinery space (AMS), with-out taking into consideration any specific require-ments from the classification society, the yard or theowner.

The “options” are extra items that can be alternativesto the “basic” or additional items available to fulfil therequirements/functions for a specific project.

We base our first quotations on a scope of supplymostly required, which is the so called “CopenhagenStandard EoD”, which are marked with an asterisk *.

This includes:• Items for Unattended Machinery Space• Minimum of alarm sensors recommended by

the classification societies and MAN B&W• Moment compensator for certain numbers of

cylinders• MAN B&W turbochargers• Slow turning before starting• Spare parts either required or recommended by

the classification societies and MAN B&W• Tools required or recommended by the classifi-

cation societies and MAN B&W.

The filled-in EoD is often used as an integral partof the final contract.

Installation Documentation

When a final contract is signed, a complete set ofdocumentation, in the following called “InstallationDocumentation”, will be supplied to the buyer by theengine maker.

The “Installation Documentation” is normally di-vided into the “A” and “B” volumes mentioned in the“Extent of Delivery” under items:

4 09 602 Volume “A”’:Mainly comprises general guiding system drawingsfor the engine room

4 09 603 Volume “B”:Mainly comprises specific drawings for the main en-gine itself

Most of the documentation in volume “A” are similarto those contained in the respective Project Guides,but the Installation Documentation will only coverthe order-relevant designs. These will be forwardedwithin 4 weeks from order.

The engine layout drawings in volume “B” will, ineach case, be customised according to the buyer’srequirements and the engine manufacturer’s pro-


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duction facilities. The documentation will be for-warded, as soon as it is ready, normally within 3-6months from order.

As MAN B&W Diesel A/S and most of our licenseesare using computerised drawings (Cadam). Thedocumentation forwarded will normally be in size A4or A3. The maximum size available is A1.

The drawings of volume “A” are available on disc.

The following list is intended to show an example ofsuch a set of Installation Documentation, but the ex-tent may vary from order to order.

Engine-relevant documentation

901 Engine dataExternal forces and momentsGuide force momentsWater and oil in engineCentre of gravityBasic symbols for pipingInstrument symbols for pipingBalancing

915 Engine connectionsScaled engine outlineEngine outlineList of flanges/counterflangesEngine pipe connectionsGallery outline

921 Engine instrumentationList of instrumentsConnections for electric componentsGuidance values for automation

923 Manoeuvring systemSpeed correlation to telegraphSlow down requirementsList of componentsEngine control system, descriptionElectric box, emergency controlSequence diagramManoeuvring systemDiagram of manoeuvring console

924 Oil mist detectorOil mist detector

925 Control equipment for auxiliary blowerElectric panel for auxiliary blowerControl panelElectric diagramAuxiliary blowerStarter for el. motors

932 Shaft lineCrankshaft driving endFitted bolts

934 Turning gearTurning gear arrangementTurning gear, control systemTurning gear, with motor

936 Spare partsList of spare parts

939 Engine paintSpecification of paint

940 Gaskets, sealings, O-ringsInstructionsPackingsGaskets, sealings, O-rings

950 Engine pipe diagramsEngine pipe diagramsBedplate drain pipesInstrument symbols for pipingBasic symbols for pipingLube and cooling oil pipesCylinder lube oil pipesStuffing box drain pipesCooling water pipes, air coolerJacket water cooling pipesFuel oil drain pipesFuel oil pipesFuel oil pipes, tracingFuel oil pipes, insulationAir spring pipe, exhaust valveControl and safety air pipesStarting air pipesTurbocharger cleaning pipeScavenge air space, drain pipesScavenge air pipesAir cooler cleaning pipesExhaust gas pipesSteam extinguishing, in scavenge box

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Oil mist detector pipesPressure gauge pipes

Engine room-relevant documentation

901 Engine dataList of capacitiesBasic symbols for pipingInstrument symbols for piping

902 Lube and cooling oilLube oil bottom tankLubricating oil filterCrankcase ventingLubricating oil systemLube oil outlet

904 Cylinder lubricationCylinder lube oil system

905 Piston rod stuffing boxStuffing box drain oil cleaning system

906 Seawater coolingSeawater cooling system

907 Jacket water coolingJacket water cooling systemDeaerating tankDeaerating tank, alarm device

909 Central cooling systemCentral cooling water systemDeaerating tankDeaerating tank, alarm device

910 Fuel oil systemFuel oil heating chartFuel oil systemFuel oil venting boxFuel oil filter

911 Compressed airStarting air system

912 Scavenge airScavenge air drain system

913 Air cooler cleaningAir cooler cleaning system

914 Exhaust gasExhaust pipes, bracingExhaust pipe system, dimensions

917 Engine room craneEngine room crane capacity

918 Torsiograph arrangementTorsiograph arrangement

919 Shaft earthing deviceEarthing device

920 Fire extinguishing in scavenge air spaceFire extinguishing in scavenge air space

921 InstrumentationAxial vibration monitor

926 Engine seatingProfile of engine seatingEpoxy chocksAlignment screws

927 Holding-down boltsHolding-down boltRound nutDistance pipeSpherical washerSpherical nutAssembly of holding-down boltProtecting capArrangement of holding-down bolts

928 Supporting chocksSupporting chocksSecuring of supporting chocks

929 Side chocksSide chocksLiner for side chocks, starboardLiner for side chocks, port side

930 End chocksStud for end chock boltEnd chockRound nutSpherical washer, concaveSpherical washer, convex


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Assembly of end chock boltLiner for end chockProtecting cap

932 Shaft lineStatic thrust shaft loadFitted bolt

933 Power Take OffList of capacitiesPTO/RCF arrangement, if fitted

936 Spare parts dimensionsConnecting rod studsCooling jacketCrankpin bearing shellCrosshead bearingCylinder cover studCylinder coverCylinder linerExhaust valveExhaust valve bottom pieceExhaust valve spindleExhaust valve studsFuel pump barrel with plungerFuel valveMain bearing shellMain bearing studsPiston completeStarting valveTelescope pipeThrust block segmentTurbocharger rotor

940 Gaskets, sealings, O-ringsGaskets, sealings, O-rings

949 Material sheetsMAN B&W Standard Sheets Nos:• S19R• S45R• S25Cr1• S34Cr1R• C4

Engine production andinstallation-relevant documentation

935 Main engine production records,engine installation drawingsInstallation of engine on boardDispatch pattern 1, orDispatch pattern 2Check of alignment and bearing clearancesOptical instrument or laserAlignment of bedplateCrankshaft alignment readingBearing clearancesCheck of reciprocating partsReference sag line for piano wireCheck of reciprocating partsPiano wire measurement of bedplateCheck of twist of bedplateProduction scheduleInspection after shop trialsDispatch pattern, outlinePreservation instructions

941 Shop trialsShop trials, delivery testShop trial report

942 Quay trial and sea trialStuffing box drain cleaningFuel oil preheating chartFlushing of lube oil systemFreshwater system treatmentFreshwater system preheatingQuay trial and sea trialAdjustment of control air systemAdjustment of fuel pumpHeavy fuel operationGuidance values – automation

945 Flushing proceduresLubricating oil system cleaning instruction

Tools

926 Engine seatingHydraulic jack for holding down boltsHydraulic jack for end chock bolts

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937 Engine toolsList of toolsOutline dimensions, main tools

938 Tool panelTool panels

Auxiliary equipment980 Fuel oil unit, if delivered990 Exhaust silencer, if delivered995 Other auxiliary equipment


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Documents

L35MC Project Guide