L35MC MK 6 Project Guide PDF

L35MC Mk 6 Project Guide
Two-stroke Engines
This Project Guide is intended to provide the information necessary for the layout
of 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, the
engine maker, see section 10 of this Project Guide.
In order to facilitate the negotiations between the yard, engine maker and the final
user, 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 can
also be found at the Internet address www.manbw.dk under "Libraries".
Major changes are regularly published in the "List of Updates" which are also
available on the Internet at www.manbw.dk under the section "Library" as well as
in the printed version.
4th Edition
June 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
Contents
Subject Page
1 Engine Design
Description of designation 1.01
Power, speed and SFOC 1.02
Engine power range and fuel consumption 1.03
Performance curves for S35MC without VIT fuel pumps 1.04
Description of engine 1.05-1.11
Engine cross section 1.12
2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams 2.01-2.11
Specific fuel oil consumption 2.12-2.16
Fuel consumption at an arbitrary load 2.16
Emission control 2.17
3 Turbocharger Choice
Turbocharger choice 3.01
MAN B&W turbochargers, type NA 3.02
ABB turbochargers, type TPL 3.03
ABB turbochargers, type VTR 3.04
MHI turbochargers, type MET 3.05
By-pass of exhaust gas for emergency running 3.06
4 Electricity Production
Power Take Off (PTO) 4.01-4.02
Power Take Off/Renk Constant Frequency (PTO/RCF) 4.03-4.05
Power Take Off/Gear Constant Ratio BW II/GCR 4.06
Power Take Off/Gear Constant Ratio BW IV/GCR 4.06-4.08
Holeby GenSets 4.09-4.14
5 Installation Aspects
5.01 Space requirements and overhaul heights 5.01.01-5.01.07
5.02 Engine outline, galleries and pipe connections 5.02.01-5.02.13
5.03 Engine seating and holding down bolts 5.03.01-5.03.04
5.04 Engine top bracings 5.04.01
5.05 MAN B&W controllable pitch propeller (CPP), remote control and earthing device 5.05.01-5.05.10
400 000 050 198 27 59
1
Contents
Subject Page
6 Auxiliary Systems
6.01 List of capacities 6.01.01-6.01.18
6.02 Fuel oil system 6.02.01-6.02.10
6.03 Lubricating and cooling oil system 6.03.01-6.03.09
6.04 Cylinder lubricating oil system 6.04.01-6.04.07
6.05 Cleaning system, stuffing box drain oil 6.05.01-6.05.03
6.06 Cooling water systems 6.06.01-6.06.08
6.07 Central cooling water system 6.07.01-6.07.03
6.08 Starting and control air systems 6.08.01-6.08.05
6.09 Scavenge air system 6.09.01-6.09.08
6.10 Exhaust gas system 6.10.01-6.10.11
6.11 Manoeuvring system 6.11.01-6.11.11
7 Vibration Aspects
Vibration aspects 7.01-7.09
8 Monitoring Systems and Instrumentation

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

Dispatch pattern, etc. 9.01-9.02
Specification for painting of main engine 9.03
Dispatch patterns 9.04-9.06
Shop trial running/delivery test 9.07
List of spares, unrestricted service 9.08-9.09
Additional spare parts beyond class requirements or recommendations 9.10-9.12
Wearing parts 9.13-9.16
Large spare parts, dimensions and masses 9.17
List of standard tools 9.18-9.21
Tool panels 9.22
400 000 050 198 27 59
2
Contents
Subject Page
10 Project Support & Documentation

Engine selection guide 10.01
Project guides 10.01
Computerised engine application system 10.02
Extent of delivery 10.02
Installation documentation 10.03-10.07
400 000 050 198 27 59
3
Index
Subject Page
A ABB turbocharger (BBC) 3.01, 3.03, 3.04

Additional spare parts beyond class requirements or recommendations 9.10-9.12
Air cooler 1.10
Air spring pipes, exhaust valves 6.08.03
Alarm sensors for UMS 8.12-8.14
Alarm, slow down and shut down sensors 8.01
Alphatronic 2000, remote control system 5.05.07
AMS 8.02
Arrangement of holding down bolts 5.03.01-5.03.02
Attended machinery spaces 8.02
Auxiliary blowers 1.10, 6.09.02
Auxiliary system capacities for derated engines 6.01.04
Axial vibration damper 1.07
Axial vibrations 7.07
B Basic symbols for piping 6.01.16-6.01.18

BBC turbocharger 3.01, 3.03, 3.04
BBC turbocharger, water washing, turbine side 6.10.03
Bearing monitoring systems 8.02
Bedplate drain pipes 6.03.09
By-pass flange on exhaust gas receiver 3.06
BW II/GCR 4.06
BW IV/GCR 4.06
C Capacities for derated engines 6.01.04-6.01.07

Central cooling water system 6.01.01, 6.01.03, 6.07.01
Central cooling water system, capacities 6.01.03
Centre of gravity 5.02.01, 5.02.04
Centrifuges, fuel oil 6.02.07
Centrifuges, lubricating oil 6.03.03
Chain drive 1.08
Cleaning system, stuffing box drain oil 6.05.01
Coefficients of resistance in exhaust pipes 6.10.09
Components for control room manoeuvring console 6.11.09
Components for remote control 6.11.08
Constant ship speed lines 2.03
Control devices 8.01
Control system for plants with CPP 6.11.05
Controllable pitch propeller (CPP), MAN B&W 5.05.01-5.05.02
Conventional seawater cooling system 6.06.01-6.06.03
Conventional seawater system, capacities 6.01.01, 6.01.02
Cooling water systems 6.06.01
Crankcase venting 6.03.09
Cross section of engine 1.12
Cylinder lubricating oil system 6.04.01
Cylinder lubricators 1.09, 6.04.02, 6.04.05
400 000 050 198 27 59
4
Index
Subject Page
Cylinder oil feed rate 6.04.01

Cylinder oils 6.04.01
D Data sheet for propeller 5.05.03-5.05.04

Delivery test, shop trial running 9.07
Derated engines, capacities 6.01.04-6.01.07
Description of engine 1.05
Designation of PTO 4.02
Dimensions and masses of tools 9.19-9.21
Dispatch patterns 9.04-9.06
Documentation 10.01
Double-jib crane 5.01.05-5.01.06
E Earthing device 5.05.09-5.05.10

El. diagram, cylinder lubricator 6.04.03
Electric motor for auxiliary blower 6.09.05
Electric motor for turning gear 6.08.05
Electrical panel for auxiliary blowers 6.09.03-6.09.04
Electronic Alpha lubricator system 6.04.05
Emergency control console (engine side control console) 6.11.07
Emergency running, turbocharger by-pass 3.16
Emission control 2.17
Engine cross section 1.12
Engine description 1.05
Engine layout diagram 2.01, 2.03
Engine margin 2.02
Engine outline 5.02.01-5.02.03
Engine pipe connections 5.02.01, 5.02.08-5.02.10
Engine power 1.03
Engine production and installation-relevant documentation 10.06
Engine relevant documentation 10.04
Engine room-relevant documentation 10.05-10.06
Engine seating 5.03.01, 5.03.03-5.03.04
Engine selection guide 10.01
Engine side control console 6.11.03, 6.11.07
Engine type designation 1.01
Exhaust gas amount and temperatures 6.01.10
Exhaust gas back-pressure, calculation 6.10.07
Exhaust gas boiler 6.10.05
Exhaust gas compensator 6.10.05
Exhaust gas pipes 6.10.02
Exhaust gas silencer 6.10.06
Exhaust gas system 1.10, 6.10.01
Exhaust gas system after turbocharger 6.10.05
Exhaust pipe system 6.10.04
400 000 050 198 27 59
5
Index
Subject Page
Exhaust turbocharger 1.09

Extent of delivery 10.02
External forces and moments 7.09
External unbalanced moments 7.01
F Fire extinguishing pipes in scavenge air space 6.09.08

Fire extinguishing system for scavenge air space 6.09.08
First order moments 7.02
Fixed pitch propeller, sequence diagram 6.11.10
Flanges, list 5.02.11-5.02.13
Freshwater cooling pipes 6.06.05
Freshwater generator 6.01.08
Fuel oil 6.02.01
Fuel oil centrifuges 6.02.07
Fuel oil consumption 1.02-1.03
Fuel oil drain pipes 6.02.02
Fuel oil leakage detection 8.02, 8.17
Fuel oil pipes 6.02.02
Fuel oil pipes, insulation 6.02.05
Fuel oil pipes, heat tracing 6.02.04
Fuel oil heating chart 6.02.08
Fuel oil supply unit 6.02.10
Fuel oil system 6.02.01
Fuel oil venting box 6.02.09
G Gallery arrangement 1.09

Gallery outline 5.02.01, 5.02.06-5.02.07
GCR 4.06
Gear Constant Ratio 4.06
Governors 1.08, 6.11.02
Guide force moments 7.05
H Heated drain box with fuel oil leakage alarm 8.17

Heavy fuel oil 6.02.06
Holding down bolts 5.03.01, 5.03.03-5.03.04
Hydra pack (CPP) 5.05.06
I Installation aspects 5.01.01

Installation documentation 10.03
Instrumentation 8.01
Instruments for manoeuvring console 6.11.09
Instruments, list of 8.09-8.10
Insulation of fuel oil pipes 6.02.05
J Jacket water cooling system 6.06.04

Jacket water preheater 6.06.07
400 000 050 198 27 59
6
Index
Subject Page
K Kongsberg Norcontrol electronic governor 6.11.02
L Large spare parts, dimensions and masses 9.17

Layout diagram 2.03
Light running propeller 2.02
List of capacities 6.01.02-6.01.03
List of counterflanges 5.02.11-5.02.13
List of instruments 8.05-8.06
List of lubricating oils 6.03.03
List of spare parts, unrestricted service 9.08
List of tools 9.18
List of weights and dimensions for dispatch pattern 9.06
Load change dependent lubricator 6.04.02, 6.04.04
Load diagram 2.03
Local instruments 8.01, 8.05-8.06
Lubricating and cooling oil pipes 6.03.02
Lubricating and cooling oil system 6.03.01
Lubricating oil centrifuges 6.03.03
Lubricating oil consumption 1.02, 1.03
Lubricating oil outlet 6.03.06-6.03.08
Lubricating oil tank 6.03.07-6.03.08
Lubricating oils 6.03.03
Lyngs Marine electronic governor 6.11.02
M MAN B&W turbocharger 3.01,3.02

MAN B&W turbocharger, water washing, turbine side 6.10.03
Manoeuvring console, instruments 6.11.09
Manoeuvring system 1.09, 6.11.01
Manoeuvring system, reversible engine with CPP 6.11.05
Manoeuvring system, reversible engine with FPP with bridge control 6.11.04
Masses and centre of gravity 5.02.04, 9.06
Measuring of back-pressure 6.10.08
Mechanical cylinder lubricators 6.04.02
MIP calculating systems 8.03
Mitsubishi turbocharger 3.01,3.05
N Necessary capacities of auxiliary machinery 6.01.03-6.01.04

Norcontrol electronic governor 6.11.02
O Oil mist detector pipes on engine 8.18

Optimising point 2.03
Overcritical running 7.08
Overhaul of engine 5.01.01, 5.01.05-5.01.06
Overhaul of turbocharger 5.01.04
400 000 050 198 27 59
7
Index
Subject Page
P Painting of main engine 9.03

Panels and sensors for alarm and safety systems 8.11
Performance curves 1.04
Piping arrangements 1.10
Piston rod unit 6.05.02
Power take off, (PTO) 4.01
Power, speed and SFOC 1.02
Profile of engine seating 5.03.03-5.03.04
Project guides 10.01
Project support 10.02
Propeller clearance 5.05.04
Propeller curve 2.01
Propulsion control system 5.05.08
PTO 4.01
PTO/RCF 4.03
Pump capacities for derated engines 6.01.05
Pump pressures 6.01.05
R Remote control system (CPP) 5.05.07

Renk constant frequency, (RCF) 4.03
Reversing 1.08
S Safety system (shut down) 6.11.03, 8.01

Scavenge air cooler 1.10
Scavenge air pipes 6.09.03
Scavenge air space, drain pipes 6.09.07
Scavenge air system 1.09, 6.09.01
Scavenge box drain system 6.09.07
Sea margin 2.02
Seawater cooling pipes 6.06.03
Seawater cooling system 6.06.01-6.06.03
Second order moments 7.03
Sensors for remote indication instruments 8.01
Sequence diagram 6.11.10-6.11.11
Servo oil system (CPP) 5.05.05
SFOC guarantee 1.03, 2.12
Shop trial running, delivery test 9.07
Shut down functions for AMS and UMS 8.16
Shut down, safety system 6.11.01
Side chocks 5.03.04
Slow down functions for UMS 8.15
Slow down system 8.01
Slow turning 6.08.02, 6.11.01
Space requirements for the engine 5.01.01-5.01.03
Spare parts, dimensions and masses 9.17
400 000 050 198 27 59
8
Index
Subject Page
Spare parts for unrestricted service 9.08

Specific fuel oil consumption 1.02, 1.03, 2.13
Specification for painting 9.03
Specified MCR 2.03
Standard extent of delivery 10.03
Starting air pipes 6.08.02
Starting air system 6.11.01
Starting air system, with slow turning 6.11.06
Starting and control air systems 6.08.01
Steam tracing of fuel oil pipes 6.02.04
Symbolic representation of instruments 8.04
T Tools, dimensions and masses 9.19-9.21

Tools, list 9.18
Top bracing 5.04.01
Torsional vibration damper 1.08
Torsional vibrations 7.07
Total by-pass for emergency running 3.06
TPL turbochargers 3.03
Tuning wheel 1.08
Turbocharger 1.09, 3.01
Turbocharger cleaning 6.10.03
Turbocharger counterflanges 5.02.13
Turbocharger lubricating oil pipes 6.03.02-6.03.03
Turning gear 1.05, 6.08.04
U Unattended machinery spaces, (UMS) 8.02

Undercritical running 7.08
V Vibration aspects 7.01

VTR turbochargers 3.04
W Water and oil in engine 5.02.01, 5.02.05

Wearing parts 9.13-9.16
Weights and dimensions, dispatch pattern 5.02.01, 9.06
400 000 050 198 27 59
9
Engine Design 1
The engine types of the MC programme are

identified by the following letters and figures:
6 L 35 MC - C Mk 6
Mark: engine version

Design C Compact engine, if applicable
C Camshaft controlled
Concept
E Electronically controlled
Engine programme
Diameter of piston in cm
S Super long stroke approximately 4.0
Stroke/bore ratio L Long stroke approximately 3.0
K Short stroke approximately 2.8
Number of cylinders
Fig. 1.01: Engine type designation
430 100 100 198 27 60
1.01
Power
Power, Speed and SFOC
L1
L3
L35MC Mk 6
L2
Bore: 350 mm
Stroke: 1050 mm L4
Speed
Power and speed
kW
Power
BHP
Mean Number of cylinders

Layout Engine
effective
point speed
pressure
r/min bar 4 5 6 7 8 9 10 11 12
L1 2600 3250 3900 4550 5200 5880 6500 7150 7800

210 18.4
3540 4425 5310 6165 7080 7965 8850 9735 10620
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 oil g/kWh

Lubricating oil consumption
consumption g/BHPh
With conventional turbocharger System oil Cylinder oil
At load Approximate g/kWh
100% 80%
Layout point kg/cyl. 24 hours g/BHPh
L1 177 175
130 129
L2 172 170
127 125 0.8-1.2
2-3
177 175 0.6-0.9
L3
130 129
L4 172 170
127 125
178 21 26-9.1
Fig: 1.02: Power, speed and SFOC
402 000 100 198 27 61
1.02
Engine Power Range and Fuel Consumption
Engine Power Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
The table contains data regarding the engine power, oil consumption varies with ambient conditions and
speed and specific fuel oil consumption of the L35MC. fuel oil lower calorific value. For calculation of these
changes, see the following pages.
Engine brake power is specified in kW and in metric
horsepower (1 BHP= 75 kpm/s), in rounded figures,
for each cylinder number and layout points L1, L2, L3 SFOC guarantee
and L4:
The figures given in this project guide represent the
L1 designates nominal maximum continuous rating values obtained when the engine and turbocharger
(nominal MCR), at 100% engine power and 100% are matched with a view to obtaining the lowest
engine speed. L2, L3 and L4 designate layout points possible SFOC values and fulfilling the IMO NOx
at the other three corners of the layout area, chosen emission limitations.
for easy reference. The mean effective pressure is:
The Specific Fuel Oil Consumption (SFOC) is guar-
L1 - L3 L2 - L4 anteed for one engine load (power-speed combina-
bar 18.4 14.7 tion), this being the one in which the engine is opti-
kp/cm2 18.7 15.0 mised. The guarantee is given with a margin of 5%.
Overload corresponds to 110% of the power at As SFOC and NOx are interrelated parameters, an
MCR, and may be permitted for a limited period of engine offered without fulfilling the IMO NOx limita-
one hour every 12 hours. tions is subject to a tolerance of only 3% of the SFOC.
The engine power figures given in the tables remain

valid up to tropical conditions at sea level, as stated Lubricating oil data
in IACS M28" Ambient Reference Conditions (1978)",
i.e.: The cylinder oil consumption figures stated in the
tables are valid under normal conditions. During
Tropical conditions: running-in periodes and under special conditions,
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C feed rates of up to 1.5 times the stated values
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar should be used.
Seawater temperature . . . . . . . . . . . . . . . . . . 32 C
Relative humidity . . . . . . . . . . . . . . . . . . . . . . 60%
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption values refer to brake

power, and the following reference conditions:
ISO 3046/1-1995:
Blower inlet temperature . . . . . . . . . . . . . . . . 25 C
Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . . 25 C
Fuel oil lower calorific value . . . . . . . . 42,707 kJ/kg
(10,200 kcal/kg)
400 000 060 198 27 62
1.03
178 22 28-8.
Fig. 1.03: Performance curves
430 100 500 198 27 63
1.04
1 Description of Engine
The engines built by our licensees are in accordance Thrust Bearing

with MAN B&W drawings and standards. In a few
cases, some local standards may be applied; how- The thrust bearing is located in the aft end. The
ever, all spare parts are interchangeable with MAN thrust bearing is of the B&W-Michell type, and con-
B&W designed parts. Some other components can sists, primarily, of a thrust collar on the crankshaft, a
differ from MAN B&Ws design because of produc- bearing support, and segments of steel with white
tion facilities or the application of local standard metal. The thrust shaft is thus an integrated part of
components. the crankshaft.
In the following, reference is made to the item num- The propeller thrust is transferred through the thrust
bers specified in the Extent of Delivery (EoD) collar, the segments, and the bedplate, to the en-
forms, both for the basic delivery extent and for any gine seating and end chocks. The thrust bearing is
options mentioned. lubricated by the engines main lubricating oil sys-
tem.
Bedplate and Main Bearing

Turning Gear and Turning Wheel
The bedplate is made in one part with the chain drive
placed at the engine fore end on 4 to 10 cylinder en- The turning wheel has cylindrical teeth and is fitted
gines. The bedplate consists of high, welded, longi- to the thrust shaft. The turning wheel is driven by a
tudinal girders and welded cross girders with cast pinion on the terminal shaft of the turning gear,
steel bearing supports alternatively the bedplate which is mounted on the bedplate.
can be of cast design.
The turning gear is driven by an electric motor and is
For fitting to the engine seating, long, elastic hold- fitted with built-in gear and chain drive with brake.
ing-down bolts, and hydraulic tightening tools, can The electric motor is provided with insulation class
be supplied as an option: 4 82 602 and 4 82 635, re- B and enclosure min. IP44. The turning gear is
spectively. equipped with a blocking device that prevents the
main engine from starting when the turning gear is
The bedplate is made without taper if mounted on engaged. Engagement and disengagement of the
epoxy chocks (4 82 102), or with taper 1:100, if turning gear is effected manually by an axial move-
mounted on cast iron chocks, option 4 82 101. ment of the pinion.
The oil pan, which is integrated into the bedplate in A control device for turning gear, consisting of
the cast design, collects the return oil from the starter and manual remote control box, with 15 me-
forced lubricating and cooling oil system. The oil ters of cable, can be ordered as an option: 4 80 601.
outlets from the oil pan are normally vertical (4 40
101) and are provided with gratings.
Frame Box
Horizontal outlets at both ends can be arranged as
an option: 4 40 102, to be confirmed by the engine The frame box can be of cast or welded design. On
maker. the exhaust side, it is provided with relief valves for
each cylinder while, on the camhaft side, it is pro-
The main bearings consist of thin walled steel shells vided with a large hinged door for each cylinder.
lined with bearing metal. The bottom shell can, by
means of special tools, and hydraulic tools for lifting The crosshead guides are integrated in the frame
the crankshaft, be rotated out and in. The shells are box.
kept in position by a bearing cap.
430 100 042 198 27 64
1.05
The frame box is attached to the bedplate with The cylinder cover is attached to the cylinder frame
screws. The frame box, bedplate and cylinder frame with 8 studs and nuts tightened by hydraulic jacks.
are tightened together by stay bolts.
Exhaust Valve and Valve Gear

Cylinder Frame, Cylinder Liner and
Stuffing Box The exhaust valve consists of a valve housing and a
valve spindle. The valve housing is of cast iron and
The cylinder frame is cast in one or more pieces with arranged for water cooling. The housing is provided
integrated camshaft frame and the chain drive at the with a bottom piece of steel with hardfacing metal
fore end. It is made of cast iron and is attached to the welded onto the seat. The bottom piece is water
frame box with screws. The cylinder frame is pro- cooled. The spindle is made of heat resistant steel
vided with access covers for cleaning the scavenge with hardfacing metal welded onto the seat. The
air space and for inspection of scavenge ports and housing is provided with a spindle guide.
piston rings from the camshaft side. Together with
the cylinder liner it forms the scavenge air space. The exhaust valve is tightened to the cylinder cover
with studs and nuts. The exhaust valve is opened
The cylinder frame has ducts for piston cooling oil hydraulically and closed by means of air pressure. In
inlet. The scavenge air receiver, chain drive, operation, the valve spindle slowly rotates, driven
turbocharger, air cooler box and gallery brackets by the exhaust gas acting on small vanes fixed to the
are located at the cylinder frame. Furthermore, the spindle. The hydraulic system consists of a piston
supply pipe for the piston cooling oil and lubricating pump mounted on the roller guide housing, a
oil is attached to the cylinder frame. At the bottom of high-pressure pipe, and a working cylinder on the
the cylinder frame there is a piston rod stuffing box, exhaust valve. The piston pump is activated by a
which is provided with sealing rings for scavenge cam on the camshaft.
air, and with oil scraper rings which prevent oil from
coming up into the scavenge air space. Air sealing of the exhaust valve spindle guide is
provided.
Drains from the scavenge air space and the piston
rod stuffing box are located at the bottom of the cyl-
inder frame. Fuel Valves, Starting Valve,
Safety Valve and Indicator Valve
The cylinder liner is made of alloyed cast iron and is
suspended in the cylinder frame by means of a low Each cylinder cover is equipped with two fuel
situated flange. The uppermost part of the liner is valves, one starting valve, one safety valve, and one
surrounded by cast iron cooling jacket. The cylinder indicator valve. The opening of the fuel valves is
liner has scavenge ports and drilled holes for cylin- controlled by the fuel oil high pressure created by
der lubrication. the fuel pumps, and the valve is closed by a spring.
The camshaft is embedded in bearing shells lined An automatic vent slide allows circulation of fuel oil
with white metal in the camshaft frame. through the valve and high pressure pipes, and pre-
vents the compression chamber from being filled up
with fuel oil in the event that the valve spindle is
Cylinder Cover sticking when the engine is stopped. Oil from the
vent slide and other drains is led away in a closed
The cylinder cover is of forged steel, made in one system.
piece, and has bores for cooling water. It has a cen-
tral bore for the exhaust valve and bores for two fuel The starting valve is opened by control air from the
valves, safety valve, starting valve and indicator starting air distributor and is closed by a spring.
valve.
The safety valve is spring-loaded.
430 100 042 198 27 64
1.06
Indicator Drive Plants with any number of cylinders equipped with

Power Take Off at the fore end are also to be
In its basic execution, the engine is not fitted with an equipped with the axial vibration monitor, option: 4
indicator drive, it is an option: 4 30 141. 31 116.
The indicator drive consists of a cam fitted on the

camshaft and a spring-loaded spindle with roller Connecting Rod
which moves up and down, corresponding to the
movement of the piston within the engine cylinder. The connecting rod is made of forged or cast steel
At the top the spindle has an eye to which the indica- and provided with bearing caps for the crosshead
tor cord is fastened after the indicator has been and crankpin bearings.
mounted on the indicator drive.
The crosshead and crankpin bearing caps are se-
cured to the connecting rod by studs and nuts
Crankshaft which are tightened by hydraulic jacks.
The crankshaft is of the semi-built type. The The crosshead bearing consists of a set of
semi-built type is made from forged or cast steel thin-walled steel shells, lined with bearing metal.
throws. The crankshaft incorporates the thrust The crosshead bearing cap is in one piece, with an
shaft. angular cut-out for the piston rod.
At the aft end, the crankshaft is provided with a The crankpin bearing is provided with thin-walled
flange for the turning wheel and for coupling to the steel shells, lined with bearing metal. Lube oil is sup-
intermediate shaft. plied through ducts in the crosshead and connect-
ing rod.
At the front end, the crankshaft is fitted with a flange
for the fitting of a tuning wheel and/or counter-
weights for balancing purposes, if needed. The Piston, Piston Rod and Crosshead
flange can also be used for a power take-off, if so
desired. The power take-off can be supplied at extra The piston consists of a piston crown and piston
cost, option: 4 85 000. skirt. The piston crown is made of heat-resistant
steel and has four ring grooves which are
Coupling bolts and nuts for joining the crankshaft hard-chrome plated on both the upper and lower
together with the intermediate shaft are not normally surfaces of the grooves.
supplied. These can be ordered as an option: 4 30
602. The upper piston ring is a CPR type (Controlled
Pressure Releif) whereas the other three piston rings
are with an oblique cut, the two uppermost piston
Axial Vibration Damper rings are higher than the lower ones.
The engine is fitted with an axial vibration damper, The piston skirt is of cast iron.
which is mounted on the fore end of the crankshaft.
The damper consists of a piston and a split-type The piston rod is of forged steel and is sur-
housing located forward of the foremost main bear- face-hardened on the running surface for the stuff-
ing. The piston is made as an integrated collar on the ing box. The piston rod is connected to the
main journal, and the housing is fixed to the main crosshead with four screws. The piston rod has a
bearing support. A mechanical device for check of central bore which, in conjunction with a cooling oil
the functioning of the vibration damper is fitted. pipe, forms the inlet and outlet for cooling oil.
430 100 042 198 27 64
1.07
The crosshead is of forged steel and is provided Chain Drive

with cast steel guide shoes with white metal on the
running surface. The camshaft is driven from the crankshaft by one
chain. The chain wheel is bolted on to the side of the
The telescopic pipe for oil inlet and the pipe for oil thrust collar. The chain drive is provided with a chain
outlet are mounted on the top of the guide shoes. tightener and guide bars to support the long chain
lengths.
Fuel Pump and Fuel Oil

High-Pressure Pipes Reversing
The engine is provided with one fuel pump for each Reversing of the engine takes place by means of an
cylinder. The fuel pump consists of a pump housing angular displaceable roller in the driving mechanism
of nodular cast iron, a centrally placed pump barrel, for the fuel pump of each engine cylinder. The re-
and plunger of nitrated steel. In order to prevent fuel versing mechanism is activated and controlled by
oil from being mixed with the lubricating oil, the compressed air supplied to the engine.
pump actuator is provided with a sealing arrange-
ment. The exhaust valve gear is not reversible.
The pump is activated by the fuel cam, and the vol-

ume injected is controlled by turning the plunger by Tuning Wheel
means of a toothed rack connected to the regulating
mechanism. A tuning wheel option: 4 31 101, is to be ordered
separately based upon the final torsional vibration
In the basic design the adjustment of the pump lead calculations. All shaft and propeller data are to be
is effected by inserting shims between the top cover forwarded by the yard to be engine builder.
and the pump housing.
The fuel oil pumps are provided with a puncture Torsional Vibration Damper
valve, which prevents high pressure from building
up during normal stopping and shut down. The torsional vibration damper option: 4 31 105 is
also to be ordered separately based upon the final
The fuel oil high-pressure pipes are equipped with torsional vibration calculations and mounted on the
protective hoses and are kept heated by the circu- fore-end crankshaft flange.
lating oil.
Governor
Camshaft and Cams
For conventional installations the engine speed is
The camshaft is made in one piece with fuel cams, controlled by a mechanical/hydraulic governor
exhaust cams, indicator cams, thrust disc and chain driven from the camshaft.
wheel shrunk onto the shaft.
The engine can be provided with an electronic/me-
The exhaust cams and fuel cams are of steel, with a chanical governor of a make approved by MAN
hardened roller race. They can be adjusted and dis- B&W Diesel A/S, i.e.:
mantled hydraulically.
430 100 042 198 27 64
1.08
Lyngs Marine A/S The engine is provided with an engine side mounted
type EGS 2000 or 2100 . . . . . . . . option: 4 65 172 control console and instrument panel for local
Kongsberg Norcontrol Automation A/S manouvring.
type DGS 8800e . . . . . . . . . . . . . option: 4 65 174
Siemens
type SIMOS SPC 33 . . . . . . . . . . option: 4 65 177 Gallery Arrangement
The speed setting of the actuator is determined by The engine is provided with gallery brackets, stan-
an electronic signal from the electronic governor chions, railings and platforms (exclusive of ladders).
based on the position of the main engine regulating The brackets are placed at such a height that the
handle. The actuator is connected to the fuel regu- best possible overhauling and inspection condi-
lating shaft by means of a mechanical linkage. tions are achieved. Some main pipes of the engine
are suspended from the gallery brackets, and the
upper gallery platform on the camshaft side is pro-
Cylinder Lubricators vided with overhauling holes for piston. The number
of holes depends on the number of cylinders.
The mechanical cylinder lubricator is standard
4 42 111. The engine is prepared for top bracings on the ex-
haust side (4 83 110), or on the camshaft side (op-
The electronic Alpha cylinder lubrication system is tion: 4 83 111).
an option, 4 42 105, is designed to supply cylinder
oil intermittently, e.g. every four engine revolutions,
at a constant pressure and with electronically con- Scavenge Air System
trolled timing and dosage at a defined position.
The air intake to the turbocharger takes place di-
rectly from the engine room through the intake si-
Manoeuvring System for Bridge Control lencer of the turbocharger. From the turbocharger,
the air is led via the charging air pipe, air cooler and
The engine is provided with a pneumatic/electric scavenge air receiver to the scavenge ports of the
manoeuvring and fuel oil regulating system. The cylinder liners. The charging air pipe between the
system transmits orders from the separate ma- turbocharger and the air cooler is provided with a
noeuvring console to the engine. compensator and is heat insulated on the outside.
The regulating system makes it possible to start,

stop, and reverse the engine and to control the en- Exhaust Turbocharger
gine speed. The speed control handle on the ma-
noeuvring console gives a speed-setting signal to The engine can be fitted with MAN B&W (4 59 101)
the governor, dependent on the desired number of ABB (4 59 102) or Mitsubishi (4 59 103)
revolutions. At a shut down function, the fuel injec- turbochargers arranged on the aft end of the engine
tion is stopped by activating the puncture valves in for 4-9 cylinder engines and on the exhaust side for
the fuel pumps, independent of the speed control 10-12 cylinder engines.
handles position.
The turbocharger is provided with:
Reversing is effected by moving the speed control
a) Equipment for water washing of the
handle from Stop to Start astern position. Con- compressor side
trol air then moves the starting air distributor and,
through an air cylinder, the displaceable roller in the b) Equipment for dry cleaning of the turbine side
driving mechanism for the fuel pump, to the
Astern position. c) Water washing on the turbine side is mounted
for the MAN B&W and ABB turbochargers.
430 100 042 198 27 64
1.09
The gas outlet can be 15/30/45/60/75/90 from Auxiliary Blower

vertical, away from the engine. See either of options
4 59 301-309. The turbocharger is equipped with an The engine is provided with two electrically-driven
electronic tacho system with pick-ups, converter blowers (4 55 150). The suction side of the blowers
and indicator for mounting in the engine control is connected to the scavenge air space after the air
room. cooler.
Between the air cooler and the scavenge air re-

Scavenge Air Cooler ceiver, non-return valves are fitted which automati-
cally close when the auxiliary blowers supply the
The engine is fitted with an air cooler of the air.
mono-block design for a seawater cooling system
of 2.0-2.5 bar working pressure (4 54 130) or central Both auxiliary blowers will start operating before the
cooling with freshwater of maximum 4.5 bar work- engine is started and will ensure sufficient scavenge
ing pressure, option: 4 54 132. air pressure to obtain a safe start.
The end covers are of coated cast iron (4 54 150), or During operation of the engine, both auxiliary blow-
alternatively of bronze, option: 4 54 151 ers will start automatically each time the engine load
is reduced to about 30-40%, and they will continue
Cleaning is to be carried out only when the engine is operating until the load again exceeds approxi-
stopped by dismantling the cooler element. mately 40-50%.
A water mist catcher of the through-flow type is lo- In cases where one of the auxiliary blowers is out of
cated in the air chamber after the air cooler. service, the other auxiliary blower will automatically
compensate without any manual readjustment of
the valves, thus avoiding any engine load reduction.
Exhaust Gas System This is achieved by the automatically working
non-return valves in the suction pipe of the blowers.
From the exhaust valves, the gas is led to the exhaust
gas receiver where the fluctuating pressure from the The electric motors are of the totally enclosed, fan
individual cylinders is equalised, and the total volume cooled, single speed type, with insulation min. class
of gas led further on to the turbocharger at a constant B and enclosure minimum IP44.
pressure.
The electrical control panel and starters for two
Compensators are fitted between the exhaust auxiliary blowers can be delivered as an option:
valves and the receiver, and between the receiver 4 55 650.
and the turbocharger.
The exhaust gas receiver and exhaust pipes are Piping Arrangements
provided with insulation, covered by galvanized
steel plating. The engine is delivered with piping arrangements for:
There is a protective grating between the exhaust Fuel oil

gas receiver and the turbocharger.
Heating of fuel oil pipes
After the turbocharger, the gas is led via the exhaust Lubricating and piston cooling oil pipes
gas outlet transition piece, option: 4 60 601 and a Cylinder lubricating oil
compensator, option: 4 60 610 to the external ex- Lubricating of turbocharger
haust pipe system, which is yards supply. Sea cooling water
Jacket cooling water
430 100 042 198 27 64
1.10
Cleaning of turbocharger The above heating pipes are normally delivered

without insulation, (4 35 120). If the engine is to be
Fire extinguishing for scavenge air space
transported as one unit, insulation can be mounted
Starting air as an option: 4 35 121.
Control air
Safety air The engines external pipe connections are with:
Oil mist detector.
Sealed, without counterflanges in the connecting
end, and with blank counterflanges and bolts in
All piping arrangements are made of steel piping, the other end (4 30 201), or
except the control air, safety air and steam heating With blank counterflanges and bolts in both ends
of fuel pipes which are made of copper. of the piping, option: 4 30 202, or
With drilled counterflanges and bolts, option:
The pipes for sea cooling water to the air cooler are of: 4 30 203
A fire extinguishing system for the scavenge air box
Galvanised steel 4 45 130, or will be provided, based on:
Thick-walled, galvanised steel option 4 45 131,
or Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or
Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or
Aluminium brass option 4 45 132, or
CO2 (excluding bottles). . . . . . . . . option: 4 55 143
Copper nickel option 4 45 133.
In the case of central cooling, the pipes for freshwa-

Starting Air Pipes
ter to the air cooler are of steel. The starting air system comprises a main starting
valve, a non-return valve, a bursting disc for the
The pipes are provided with sockets for standard in- branch pipe to each cylinder, one or two starting air
struments, alarm and safety equipment and, fur- distributor(s); and a starting valve on each cylinder.
thermore, with a number of sockets for supplemen- The main starting valve is connected with the ma-
tary signal equipment and supplementary remote noeuvring system, which controls the start of the
instruments. engine.
The inlet and return fuel oil pipes (except branch A slow turning valve with actuator can be delivered
pipes) are heated with: as an option: 4 50 140.
Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or The starting air distributor(s) regulates the supply of
Electrical tracing . . . . . . . . . . . option: 4 35 111, or control air to the starting valves so that they supply
Thermal oil tracing . . . . . . . . . . . . option: 4 35 112 the engine cylinders with starting air in the correct
firing order. The starting air distributors have one set
The drain pipe is heated by jacket water. of starting cams for Ahead and one set for Astern,
as well as one control valve for each cylinder.
430 100 042 198 27 64
1.11
178 21 77-2.0
Fig. 1.04: Engine cross section
430 100 018 198 27 65
1.12
Engine Layout and Load Diagrams, SFOC 2
2 Engine Layout and Load Diagrams
Introduction
The effective brake power Pb of a diesel engine is
proportional to the mean effective pressure pe and
engine speed n, i.e. when using c as a constant:
Pb = c x pe x n
so, for constant mep, the power is proportional to

the speed:
Pb = c x n1 (for constant mep)

178 05 40-3.0
Fig. 2.01b: Power function curves in logarithmic scales
When running with a Fixed Pitch Propeller (FPP), the

power may be expressed according to the propeller Thus, propeller curves will be parallel to lines having
law as: the inclination i = 3, and lines with constant mep will
be parallel to lines with the inclination i = 1.
Pb = c x n3 (propeller law)
Therefore, in the Layout Diagrams and Load Dia-
Thus, for the above examples, the brake power Pb grams for diesel engines, logarithmic scales are
may be expressed as a power function of the speed used, making simple diagrams with straight lines.
n to the power of i, i.e.:
Pb = c x ni Propulsion and Engine Running Points

Fig. 2.01a shows the relationship for the linear func-
tions, y = ax + b, using linear scales. Propeller curve
The power functions Pb = c x ni, see Fig. 2.01b, will The relation between power and propeller speed for
be linear functions when using logarithmic scales. a fixed pitch propeller is as mentioned above de-
scribed by means of the propeller law, i.e. the third
log (Pb) = i x log (n) + log (c) power curve:
Pb = c x n3 , in which:
Pb = engine power for propulsion

n = propeller speed
c = constant
Propeller design point
Normally, estimations of the necessary propeller

power and speed are based on theoretical calcula-
tions for loaded ship, and often experimental tank
178 05 40-3.0
tests, both assuming optimum operating condi-
tions, i.e. a clean hull and good weather. The combi-
Fig. 2.01a: Straight lines in linear scales nation of speed and power obtained may be called
402 000 004 198 27 66
2.01
the ships propeller design point (PD), placed on the Sea margin and heavy propeller
light running propeller curve 6. See Fig. 2.02. On the
other hand, some shipyards, and/or propeller manu- If, at the same time the weather is bad, with head
facturers sometimes use a propeller design point winds, the ships resistance may increase com-
(PD) that incorporates all or part of the so-called pared to operating at calm weather conditions.
sea margin described below.
When determining the necessary engine power, it is
normal practice to add an extra power margin, the
Fouled hull so-called sea margin, which is traditionally about
15% of the propeller design (PD) power.
Engine layout
(heavy propeller/light running propeller)
When determining the necessary engine speed

considering the influence of a heavy running propel-
ler for operating at large extra ship resistance, it is
recommended - compared to the clean hull and
calm weather propeller curve 6 - to choose a
heavier propeller curve 2, and the propeller curve for
clean hull and calm weather curve 6 will be said to
represent a light running (LR) propeller.
Line 2 Propulsion curve, fouled hull and heavy
weather (heavy running), recommended for en- Compared to the heavy engine layout curve, no. 2,
gine layout we recommend to use a light running of 3.0-7.0%
Line 6 Propulsion curve, clean hull and calm weather for design of the propeller.
(light running), for propeller layout
MP Specified MCR for propulsion
178 05 41-5.3
SP Continuous service rating for propulsion Engine margin
PD Propeller design point
Besides the sea margin, a so-called engine mar-
HR Heavy running gin of some 10% is frequently added. The corre-
LR Light running sponding point is called the specified MCR for pro-
pulsion (MP), and refers to the fact that the power
Fig. 2.02: Ship propulsion running points and engine layout for point SP is 10% lower than for point MP. Point
MP is identical to the engines specified MCR point
When the ship has sailed for some time, the hull and (M) unless a main engine driven shaft generator is in-
propeller become fouled and the hulls resistance stalled. In such a case, the extra power demand of
will increase. Consequently, the ship speed will be the shaft generator must also be considered.
reduced unless the engine delivers more power to
the propeller, i.e. the propeller will be further loaded Note:
and will be heavy running (HR). Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the pro-
As modern vessels with a relatively high service peller refers to hull and propeller deterioration and
speed are prepared with very smooth propeller and heavy weather and, sea margin i.e. extra power to
hull surfaces, the fouling after sea trial will involve a the propeller, refers to the influence of the wind and
relatively high resistance and thereby a heavier run- the sea. However, the degree of light running must
ning propeller. be decided upon experience from the actual trade
and hull design.
402 000 004 198 27 66
2.02
Constant ship speed lines Optimising point (O) = specified MCR (M)
The constant ship speed lines a, are shown at the This engine type is not fitted with VIT fuel pumps, so
very top of Fig. 2.02, indicating the power required the specified MCR power is the power for which the
at various propeller speeds in order to keep the engine is optimised - point M coincides normally
same ship speed, provided that, for each ship with point O.
speed, the optimum propeller diameter is used,
taking into consideration the total propulsion effi- The optimising point O is the rating at which the
ciency. turbocharger is matched, and at which the engine
timing and compression ratio are adjusted.
Engine Layout Diagram
An engines layout diagram is limited by two con- Load Diagram
stant mean effective pressure (mep) lines L1-L3 and
L2-L4, and by two constant engine speed lines L1-L2
and L3-L4, see Fig. 2.02. The L1 point refers to the Definitions
engines nominal maximum continuous rating.
The load diagram, Fig. 2.03, defines the power and
Within the layout area there is full freedom to select speed limits for continuous as well as overload ope-
the engines specified MCR point M which suits the ration of an installed engine having an optimising
demand of propeller power and speed for the ship. point O and a specified MCR point M that confirms
the ships specification.
On the horizontal axis the engine speed and on the
vertical axis the engine power are shown in percent- The optimising point O is placed on line 1 and equal
age scales. The scales are logarithmic which means to point A of the load diagram with point Ms power,
that, in this diagram, power function curves like pro- i.e. the power of points O and M must be identical,
peller curves (3rd power), constant mean effective but the engine speeds can be different.
pressure curves (1st power) and constant ship
speed curves (0.15 to 0.30 power) are straight lines. 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-
Specified maximum continuous rating (M) gram, but only by exceeding line L1-L2, and of
course, only provided that the optimising point O is
Based on the propulsion and engine running points, located inside the layout diagram.
as previously found, the layout diagram of a relevant
main engine may be drawn-in. The specified MCR The service points of the installed engine incorpo-
point (M) must be inside the limitation lines of the rate the engine power required for ship propulsion
layout diagram; if it is not, the propeller speed will and shaft generator, if installed.
have to be changed or another main engine type
must be chosen. Yet, in special cases point M may
be located to the right of line L1-L2, see Optimising
Point below.
Continuous service rating (S)
The continuous service rating is the power at which

the engine is normally assumed to operate, and
point S is identical to the service propulsion point
(SP) unless a main engine driven shaft generator is
installed.
402 000 004 198 27 66
2.03
Limits for continuous operation
The continuous service range is limited by four lines:
Line 3 and line 9:

Line 3 represents the maximum acceptable speed
for continuous operation, i.e. 105% of A.
If, in special cases, A is located to the right of line

L1-L2, the maximum limit, however, is 105% of L1.
During trial conditions the maximum speed may be

extended to 107% of A, see line 9.
The above limits may in general be extended to

105%, and during trial conditions to 107%, of the
nominal L1 speed of the engine, provided the tor-
sional vibration conditions permit it.
The overspeed set-point is 109% of the speed in A, A 100% reference point

however, it may be moved to 109% of the nominal M Specified MCR
speed in L1, provided that torsional vibration condi- O Optimising point
tions permit.
Line 1 Propeller curve though optimising point (i =
Running above 100% of the nominal L1 speed at a 3), for engine layout curve
load lower than about 65% specified MCR is, how- Line 2 Propeller curve, fouled hull and heavy
ever, to be avoided for extended periods. Only weather heavy running (i = 3)
plants with controllable pitch propellers can reach Line 3 Speed limit
this light running area. Line 4 Torque/speed limit (i = 2)
Line 5 Mean effective pressure limit (i = 1)
Line 4: Line 6 Propeller curve, clean hull and calm weather
Represents the limit at which an ample air supply is light running (i = 3), for propeller layout
available for combustion and imposes a limitation Line 7 Power limit for continuous running (i = 0)
on the maximum combination of torque and speed. Line 8 Overload limit
Line 9 Speed limit at sea trial
178 39 18-4.1
Line 5:
Represents the maximum mean effective pressure Fig. 2.03: Engine load diagram
level (mep), which can be accepted for continuous
operation.
Line 7:
Represents the maximum power for continuous Limits for overload operation
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 dashed

line 8 is available for overload running for limited pe-
riods only (1 hour per 12 hours).
402 000 004 198 27 66
2.04
Recommendation If the specified MCR is to be increased later on, this

may involve a change of the pump and cooler ca-
Continuous operation without limitations is allowed pacities, retiming of the engine, change of the fuel
only within the area limited by lines 4, 5, 7 and 3 of valve nozzles, adjusting of the cylinder liner cooling,
the load diagram, except for CP propeller plants as well as rematching of the turbocharger or even a
mentioned in the previous section. change to a larger size of turbocharger. In some
cases it can also require larger dimensions of the
The area between lines 4 and 1 is available for oper- piping systems.
ation in shallow waters, heavy weather and during
acceleration, i.e. for non-steady operation without It is therefore of the utmost importance to consider,
any strict time limitation. already at the project stage, if the specification
should be prepared for a later power increase. This
After some time in operation, the ships hull and pro- is to be indicated in item 4 02 010 of the Extent of
peller will be fouled, resulting in heavier running of Delivery.
the propeller, i.e. the propeller curve will move to the
left from line 6 towards line 2, and extra power is re-
quired for propulsion in order to keep the ships Examples of the use of the Load
speed. Diagram
In calm weather conditions, the extent of heavy run- In the following, four different examples based on
ning of the propeller will indicate the need for clean- fixed pitch propeller (FPP) and one example based
ing the hull and possibly polishing the propeller. on controllable pitch propeller (CPP) are given in or-
der to illustrate the flexibility of the layout and load
Once the specified MCR has been chosen, the ca- diagrams, and the significant influence of the choice
pacities of the auxiliary equipment will be adapted of the optimising point O.
to the specified MCR, and the turbocharger etc. will
be matched to this power. For a project, the layout diagram shown in Fig. 2.09
may be used for construction of the actual load dia-
gram.
402 000 004 198 27 66
2.05
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
O Optimising point of engine equal to line 2
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
178 39 20-6.0
Fig. 2.04a: Example 1, Layout diagram for normal running Fig. 2.04b: Example 1, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
Once point A has been found in the layout diagram,

The specified MCR (M) and its propeller curve 1 the load diagram can be drawn, as shown in Fig.
will normally be selected on the engine service 2.04b, and hence the actual load limitation lines of
curve 2 (for fouled hull and heavy weather), as the diesel engine may be found by using the inclina-
shown in Fig. 2.04a. Point A is then found at the tions from the construction lines and the %-figures
intersection between propeller curve 1 (2) and the stated.
constant power curve through M, line 7. In this
case point A will be equal to point M.
402 000 004 198 27 66
2.06
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
O Optimising point of engine equal to line 2
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
178 39 23-1.0
Fig. 2.05a: Example 2, Layout diagram for special running Fig. 2.05b: Example 2, Load diagram for special running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
402 000 004 198 27 66
2.07
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
178 39 25-5.0
Fig. 2.06a: Example 3, Layout diagram for normal running Fig. 2.06b: Example 3, Load diagram for normal running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
In this example a shaft generator (SG) is installed, The optimising point O = A = M will be chosen on this
and therefore the service power of the engine also curve as shown.
has to incorporate the extra shaft power required for
the shaft generators electrical power production. Point A is then found in the same way as in example
1, and the load diagram can be drawn as shown in
In Fig. 2.06a, the engine service curve shown for Fig. 2.06b.
heavy running incorporates this extra power.
402 000 004 198 27 66
2.08
Example 4:
Special running conditions: Engine coupled to fixed pitch propeller (FPP) and with 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)
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 through
MP Specified MCR for propulsion point A
178 39 28-0.0
Fig. 2.07a: Example 4, Layout diagram for special running Fig. 2.07b: Example 4, Load diagram for special running
conditions, engine with FPP, with shaft generator conditions, engine with FPP, with shaft generator
Also in this special case, a shaft generator is in- In choosing the latter solution, the required speci-
stalled but, compared to Example 3, this case has a fied MCR power can be reduced from point M to
specified MCR for propulsion, MP, placed at the top point M as shown in Fig. 2.07a. Therefore, when run-
of the layout diagram, see Fig. 2.07a. ning in the upper propulsion power range, a diesel
generator has to take over all or part of the electrical
This involves that the intended specified MCR of the power production.
engine M will be placed outside the top of the layout
diagram. However, such a situation will seldom occur, as
ships are rather infrequently running in the upper
One solution could be to choose a diesel engine propulsion power range.
with an extra cylinder, but another and cheaper
solution is to reduce the electrical power produc- Point A, having the highest possible power, is
tion of the shaft generator when running in the up- then found at the intersection of line L1-L3 with
per propulsion power range. line 1, see Fig. 2.07a, and the corresponding load
diagram is drawn in Fig. 2.07b. Point M is found
on line 7 at MPs speed.
402 000 004 198 27 66
2.09
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
178 39 31-4.0
Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or wihtout shaft generator
When a controllable pitch propeller (CPP) is in- Fig. 2.08 shows two examples of running curves that
stalled, the relevant combinator curves of the pro- are both contained within the same load diagram.
peller may also be a combination of constant engine
speeds and/or propeller curves, and it is not possi- For specific cases with a shaft generator, and where
ble to distinguish between running points for light the propellers running curve in the high power
and heavy running conditions. range is a propeller curve, i.e. based on a main-
tained constant propeller pitch (similar to the FPP
Therefore, when the engines specified MCR point propulsion curve 2 for heavy running), please also
(M) has been chosen, including the power for a shaft see the fixed pitch propeller examples 3 and 4.
generator, if installed,
point M may be used as point A
of the load diagram, which may then be drawn.
402 000 004 198 27 66
2.10
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.
178 06 86-5.0
Fig. 2.09: Diagram for actual project
402 000 004 198 27 66
2.11
Specific Fuel Oil Consumption
The calculation of the expected specific fuel oil con- With for instance 1 C increase of the scavenge air
sumption (SFOC) can be carried out by means of coolant temperature, a corresponding 1 C in-
Fig. 2.10 for fixed pitch propeller and Fig. 2.11 for crease of the scavenge air temperature will occur
controllable pitch propeller, constant speed. and involves an SFOC increase of 0.06% if Pmax is
Throughout the whole load area the SFOC of the en- adjusted.
gine depends on where the optimising point O =
specified MCR (M) is chosen.
SFOC guarantee
SFOC at reference conditions The SFOC guarantee refers to the above ISO refer-
ence conditions and lower calorific value, and is
The SFOC is based on the reference ambient condi- guaranteed for the power-speed combination in
tions stated in ISO 3046/1-1995: which the engine is optimised (O) and fulfilling the
IMO NOx emission limitations.
1,000 mbar ambient air pressure
25 C ambient air temperature The SFOC guarantee is given with a margin of 5%.
25 C scavenge air coolant temperature
As SFOC and NOx are interrelated paramaters, an
and is related to a fuel oil with a lower calorific value engine offered without fulfilling the IMO NOx limita-
of 10,200 kcal/kg (42,700 kJ/kg). tions only has a tolerance of 3% of the SFOC.
For lower calorific values and for ambient conditions

that are different from the ISO reference conditions, Examples of graphic calculation of
the SFOC will be adjusted according to the conver- SFOC
sion factors in the below table provided that the
maximum combustion pressure (Pmax) is adjusted Diagram 1 in Figs. 2.10 and 2.11 valid for fixed pitch
to the nominal value (left column), or if the Pmax is propeller and constant speed, respectively, shows
not re-adjusted to the nominal value (right column). the reduction in SFOC, relative to the SFOC at nomi-
nal rated MCR L1.
With Without
Pmax Pmax The solid lines are valid at 100, 80 and 50% of the
adjusted adjusted optimised power (O) identical to the specified MCR
Condition SFOC SFOC (M).
Parameter change change change
Scav. air coolant The optimising point O is drawn into the above-
temperature per 10 C rise + 0.60% + 0.41%
mentioned Diagram 1. A straight line along the
Blower inlet
temperature per 10 C rise + 0.20% + 0.71%
constant mep curves (parallel to L1-L3) is drawn
through the optimising point O. The line intersec-
Blower inlet
pressure per 10 mbar rise - 0.02% - 0.05% tions of the solid lines and the oblique lines indi-
Fuel oil lower rise 1% cate the reduction in specific fuel oil consumption
calorific value (42,700 kJ/kg) -1.00% - 1.00% at 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 SFOC

curves 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
199 67 78-4.1
Specified MCR (M) = optimised point (O)
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
178 21 78-4.1
199 67 78-4.1
Fig. 2.10: SFOC for engine with fixed pitch propeller
402 000 004 198 27 66
2.13
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

178 21 78-4.1
199 67 79-6.1
Fig. 2.11: SFOC for engine with constant speed
402 000 004 198 27 66
2.14
199 67 80-6.1
Data at nominal MCR (L1): 6L35MC Data at specified MCR (M): 6L35MC
100% Power: 3900 kW 100% Power: 3120 kW
100% Speed: 210 r/min 100% Speed: 189 r/min
Nominal SFOC: 177 g/kWh SFOC, found: 174.4 g/kWh
178 21 79-6.1
199 67 80-6.1
Fig. 2.12: SFOC for a derated engine with fixed pitch propeller
402 000 004 198 27 66
2.15
Fuel Consumption at an Arbitrary Load The SFOC curve through points S2, to the left of
point 1, is symmetrical about point 1, i.e. at speeds
Once the engine has been optimised in point O, lower than that of point 1, the SFOC will also in-
shown on this Fig., the specific fuel oil consumption crease.
in an arbitrary poin S1, S2 or S3 can be estimated
based on the SFOC in points 1" and 2". The above-mentioned method provides only an ap-
proximate figure. A more precise indication of the
These SFOC values can be calculated by using the expected SFOC at any load can be calculated by
graphs in Fig. 2.11 for the propeller curve I and Fig. using our computer program. This is a service which
2.12 for the constant speed curve II, obtaining the is available to our customers on request.
SFOC in points 1 and 2, respectively.
Then the SFOC for point S1 can be calculated as an

interpolation between the SFOC in points 1" and
2", and for point S3 as an extrapolation.
178 05 32-0.1
Fig. 2.13: SFOC at an arbitrary load
402 000 004 198 27 66
2.16
Emission Control
IMO NOx limits, i. e. 0-30% NOx reduction Up to 95-98% NOx reduction
All MC engines are delivered so as to comply with This reduction can be achieved by means of se-
the IMO speed dependent NOx limit, measured ac- condary methods, such as the SCR (Selective Cata-
cording to ISO 8178 Test Cycles E2/E3 for Heavy lytic Reduction), which involves an after-treatment
Duty Diesel Engines. of the exhaust gas.
The primary method of NOx control, i.e. engine ad- Plants designed according to this method have
justment and component modification to affect the been in service since 1990 on four vessels, using
engine combustion process directly, enables re- Haldor Topse catalysts and ammonia as the re-
ductions of up to 30% to be achieved. ducing agent, urea can also be used.
The Specific Fuel Oil Consumption (SFOC) and the The compact SCR unit can be located separately in
NOx are interrelated parameters, and an engine of- the engine room or horizontally on top of the engine.
fered with a guaranteed SFOC and also guaranteed The compact SCR reactor is mounted before the
to comply with the IMO NOx limitation will be subject turbocharger(s) in order to have the optimum work-
to a 5% fuel consumption tolerance. ing temperature for the catalyst.
More detailed information can be found in our publi-

30-50% NOx reduction cations:
Water emulsification of the heavy fuel oil is a well 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 e

proven primary method. The type of homogenizer is Low-speed Engines
either ultrasonic or mechanical, using water from P. 333: How to deal with Emission Control
the freshwater generator and the water mist
catcher. The pressure of the homogenised fuel has The publications are also available at the Internet
to be increased to prevent the formation of the address:
steam and cavition. It may be necessary to modify www.manbw.dk under "Libraries", from where
some of the engine components such as the fuel they can be downloaded.
pumps, camshaft, and the engine control system.
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- For a Specified MCR point (M) different from the
ther MAN B&W, ABB or Mitsubishi (MHI) Nominal MCR (L1), the diagrams in Figs. 3.02, 3.03,
turbochargers, and the engines and turbochargers 3.04 and 3.05 should be used for the application of
are matched to comply with the IMO speed depend- MAN B&W type NA, ABB type TPL, ABB type VTR
ent NOx emission limitations, measured according and MHI type MET turbochargers, respectively.
to ISO 8178 Test Cycles E2/E3 for Heavy Duty Die-
sel Engines. Additionall, the diagrams, show an example of how
to determine the number and size of the turbo-
The turbocharger choice is made with a view to ob- chargers for a 6L35MC Mk 6:
taining the lowest possible Specific Fuel Oil Con-
sumption (SFOC) values at the nominal MCR , see Specified MCR:
the table in Fig 3.01.
M= 80% power = 3,120 kW (4,268 BHP),
The engine is equipped with one turbocharger lo- 95% speed = 199.5 r/min
cated on aft end on 4 to 9 cylinder engines, and with and for
two turbochargers on exhaust side for 10 to 12 cyl- Nominal MCR:
inder engines. L1= 100% power = 3,900 kW (5,310 BHP),
100% speed = 2104 r/min
The turbocharger cleaning systems to be applied
are described in Section 6.10.
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
178 22 22-7.0
Fig. 3.01: Turbocharger types
459 100 250 198 27 67
3.01
The procedure for determining the turbocharger In diagram 4 the line intersects the curves for two
size for specified MCR is as follows: and one turbochargers
Find the specified MCR point M in diagram 1 by Going horizontally to the right you will find the in-
entering the 80% power on the vertical scale, and tersections with the vertical line from diagram 1,
the 95% engine speed on the oblique scale showing that if one turbocharger is applied it
should be type NA34/S, and if two are applied
Go horizontally to the left to diagram 2, to the in- they should be type NA24/S.
tersection with the vertical 95% engine speed
scale Using the same procedure for 6L35MC Mk 6, with
Nominal MCR (L1), it can be seen that in this case ei-
Offset the point (go along) the oblique curves ther 1 x NA34/S or 2 x NR24/S can be used.
within diagram 2, and then move horizontally in
diagram 3 to the relevant number of cylinders, - in
this case a 6-cylinder engine, and then move
down vertically to diagram 4
% speed of L1 % of L1
Number of cylinders 100 90 power
12 11 10 9 8 7 6 5 4
100
100
90
f L1
e do 95
% spe
90
80
85
70
M
NR24/S L1
NR29/S
2 M
NA34/S
L1
NA40/S
NA48/S
Number of turbochargers
Examples: 6L35MC Mk 6
Nominal MCR (L1) 100% power, 100% speed: 1 x NA34/S or 2 x NR24/S
Specified MCR (M) 80% power, 95% speed: 1 x NA34/S or 2 x NR24/S
178 22 18-1.0
Fig. 3.02: Choice of conventional turbochargers, make MAN B&W
459 100 250 198 27 67
3.02
12 11 10 9 8 7 6 5 4
100
100
90
f L1
e do 95
% spe
90
80
85
70
M
L1
TPL61-A10
2 TPL65-A10 M
L1
TPL69-A10
1
TPL73-B11
Nominal MCR (L1) 100% power, 100% speed: 1 x TPL69-A10 or 2 x TPL61-A10
Specified MCR (M) 80% power, 95% speed: 1 x TPL69-A10 or 2 x TPL61-A10
178 22 19-3.0
Fig. 3.03: Choice of conventional turbochargers, make ABB, type TPL
459 100 250 198 27 67
3.03
12 11 10 9 8 7 6 5 4
100
100
90
f L1
e do 95
% spe
90
80
85
70
M VTR254P
VTR254 L1
VTR304P
VTR304
2 M VTR354P
VTR354
L1
1
VTR454P
VTR454
VTR454D
Nominal MCR (L1) 100% power, 100% speed: 1 x VTR454P or 2 x VTR304P
Specified MCR (M) 80% power, 95% speed: 2 x VTR354 or 2 x VTR254.
178 22 20-3.0
Fig. 3.04: Choice of conventional turbochargers, make ABB, type VTR
459 100 250 198 27 67
3.04
12 11 10 9 8 7 6 5 4
100
100
90
of L 1
peed 95
% s
90
80
85
70
M
L1
MET30SR
MET30SD
2 M
L1
MET42SD
1
MET53SD
Nominal MCR (L1) 100% power, 100% speed: 1 x MET42SD or 2 x MET30SR
Specified MCR (M) 80% power, 95% speed: 1 x MET30SD or 2 x MET30SR
178 22 21-5.0
Fig. 3.05: Choice of conventional turbochargers, make MHI
459 100 250 198 27 67
3.05
By-pass of Exhaust Gas for emergency running

Option: 4 60 119
By-pass of the total amount of exhaust gas round

the 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 than

with a locked rotor under emergency conditions.
The engines exhaust gas receiver will in this case
be fitted with a by-pass flange of the same diameter
as the inlet pipe to the turbocharger. The emergency
pipe is the yards delivery.
178 06 72-1.1
Fig. 3.06: Total by-pass of exhaust for emergency running
459 100 250 198 27 67
3.06
Electricity Production 4
4 Electricity Production
Introduction PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Next to power for propulsion, electricity production Generator giving constant frequency, based on
is the largest fuel consumer on board. The electricity electrical frequency control.
is produced by using one or more of the following
types of machinery, either running alone or in parallel: PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generator coupled to a constant ratio step-up
Auxiliary diesel generating sets gear, used only for engines running at constant
speed.
Main engine driven generators Within each PTO system, several designs are avail-
able, depending on the positioning of the gear:
Steam driven turbogenerators BW II:

A free-standing gear mounted on the tank top
and connected to the fore end of the diesel en-
Emergency diesel generating sets. gine, with a vertical or horizontal generator.
BW IV:
The machinery installed should be selected based A free-standing step-up gear connected to the
on an economical evaluation of first cost, operating intermediate shaft, with a horizontal generator.
costs, and the demand of man-hours for mainte-
nance.
In the following, technical information is given re-

garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN 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 engines low SFOC and
use 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 on
mechanical-hydraulical speed control.
485 600 100 198 27 68
4.01
Total
Alternative generator positioning Design Seating
effciency
PTO/RCF
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

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

PTO/GCR
5 On tanktop
BW II/GCR (Horizontal 92
generator)
6
BW IV/GCR On tanktop 92
178 43 51-9.1
Fig. 4.01: Types of PTO
Power take off: PTO
BW II L35/GCR 500-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk Constant Frequency unit

CFE: Step-up gear with electrical frequency control
GCR: 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
Fig. 4.02: Designation of PTO
485 600 100 198 27 68
4.02
PTO/RCF The epicyclic gear of the BW II/RCF unit has a hy-

drostatic superposition drive. The hydrostatic input
Free standing generator, BW II/RCF drives the annulus of the epicyclic gear in either di-
(Fig. 4.01, alternative 1) rection of rotation, hence continuously varying the
gearing ratio to keep the generator speed constant
The PTO/RCF generator systems have been devel- throughout an engine speed variation of 30%. In the
oped in close cooperation with the German gear standard layout, this is between 100% and 70% of
manufacturer Renk. A complete package solution is the engine speed at specified MCR, but it can be
offered, comprising a flexible coupling, a step-up placed in a lower range if required.
gear, an epicyclic, variable-ratio gear with built-in
clutch, hydraulic pump and motor, and a standard The input power to the gear is divided into two paths
generator. one mechanical and the other hydrostatic and
the epicyclic differential combines the power of the
For marine engines with controllable pitch propel- two paths and transmits the combined power to the
lers running at constant engine speed, the hydraulic output shaft, connected to the generator. The gear
system can be dispensed with, i.e. a PTO/GCR de- is equipped with a hydrostatic motor driven by a
sign is normally used, see Fig. 4.01, alternative 5. pump, and controlled by an electronic control unit.
Fig. 4.03 shows the principles of the PTO/RCF ar-

rangement.
178 00 45-5.1
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW II/RCF, option: 4 85 203
485 600 100 198 27 68
4.03
This keeps the generator speed constant during sin- In the case that a larger generator is required, please
gle running as well as when running in parallel with contact MAN B&W Diesel A/S
other generators.
The multi-disc clutch, integrated into the gear input

shaft, permits the engaging and disengaging of the Yard deliveries are:
epicyclic gear, and thus the generator, from the
main engine during operation. 1. Cooling water pipes to the built-on lubricating oil
cooling system, including the valves
An electronic control system with a Renk controller
ensures that the control signals to the main electri- 2. Electrical power supply to the lubricating oil
cal switchboard are identical to those for the normal stand-by pump built on to the RCF unit
auxiliary generator sets. This applies to ships with
automatic synchronising and load sharing, as well 3. Wiring between the generator and the operator
as to ships with manual switchboard operation. control panel in the switch-board.
Internal control circuits and interlocking functions
4. An external permanent lubricating oil filling-up
between the epicyclic gear and the electronic con-
connection can be established in connection
trol box provide automatic control of the functions
with the RCF unit.
necessary for the satisfactory operation and protec-
tion of the BW III/RCF unit. If any monitored value
exceeds the normal operation limits, a warning or an The necessary preparations to be made on the en-
alarm is given depending upon the origin, severity gine are specified in Fig. 4.04.
and the extent of deviation from the permissible val-
ues. The cause of a warning or an alarm is shown on
a digital display.
Extent of delivery for BW II/RCF units
Standard sizes of the RCF units are designed for

700 and 1200 kW, while the generator sizes of
make A. van Kaick are:
Type 440 V 60Hz 380 V 50Hz

1800 r/min 1500 r/min
DSG kVA kW kVA kW
62 M2-4 707 566 627 501
62 L1-4 855 684 761 609
62 L2-4 1056 845 940 752
74 M1-4 1271 1017 1137 909
74 M2-4 1432 1146 1280 1024
74 L1-4 1651 1321 1468 1174
The delivery is a complete separate unit.
485 600 100 198 27 68
4.04
178 43 54-4.1
Pos. 1: Flange of crankshaft

Pos. 2: Studs and nuts for crankshaft flange
Pos. 3: Intermediate shaft between crankshaft and PTO
Pos. 4: Oil sealing for intermediate shaft
Pos. 5: Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
Pos. 6: Plug box for electronic measuring instrument for check of condition of axial vibration damper
Fig. 4.04: Engine preparations for PTO
485 600 100 198 27 68
4.05
Power Take Off/Gear Constant Ratio, PTO BW IV/GCR

PTO BW II/GCR Power Take Off/Gear Constant Ratio
The PTO system type BWII/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/GCR,
4.01 alternative 5 can generate electrical power on installed in the shaft line (Fig. 4.01 alternative 6) can
board ships equipped with a controllable pitch pro- generate power on board ships equipped with a
peller, running at constant speed. controllable pitch propeller running at constant
speed.
The PTO unit is mounted on the tank top at the fore
end of the engine see Fig. 4.05. The PTO generator The PTO-system can be delivered as a tunnel gear
is activated at sea, taking over the electrical power with hollow flexible coupling or, alternatively, as a
production on board when the main engine speed generator step-up gear with thrust bearing and flexi-
has stabilised at a level corresponding to the gener- ble coupling integrated in the shaft line.
ator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, naturally connected to the intermediate shaft.
exceeds the length of the engine aft end mounted
shaft generator arrangements. However, there is The PTO-system installed in the shaft line can also
some scope for limiting the space requirement, de- be installed on ships equipped with a fixed pitch
pending on the configuration chosen. propeller or controllable pitch propeller running in
178 18 25-0.0
Fig. 4.05: Power Take Off (PTO) BW II/GCR
485 600 100 198 27 68
4.06
combinator mode. This will, however, also require Generator step-up gear and flexible coupling
an additional Renk Constant Frequency gear (Fig. integrated in the shaft line
4.01 alternative 2) or additional electrical equipment
for maintaining the constant frequency of the gener- For higher power take off loads, a generator step-up
ated electric power (Fig. 4.01 alternative 4). gear and flexible coupling integrated in the shaft line
may be chosen due to first costs of gear and cou-
pling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line will
This PTO-system is normally installed on ships with transfer the total engine load for both propulsion
a minor electrical power take off load compared to and electricity and must be dimensioned accord-
the propulsion power, up to approximately 25% of ingly.
the engine power.
The flexible coupling cannot transfer the thrust from
The hollow flexible coupling is only to be dimensioned the propeller and it is, therefore, necessary to make
for the maximum electrical load of the power take off the gear-box with an integrated thrust bearing.
system and this gives an economic advantage for mi-
nor power take off loads compared to the system with This type of PTO-system is typically installed on
an ordinary flexible coupling integrated in the shaft line. ships with large electrical power consumption, e.g.
shuttle tankers.
The hollow flexible coupling consists of flexible seg-
ments and connecting pieces, which allow replace-
ment of the coupling segments without dismounting
the shaft line, see Fig. 4.06.
178 18 22-5.0
Fig. 4.06: BW IV/GCR, tunnel gear
485 600 100 198 27 68
4.07
Auxiliary Propulsion System/Take Home System CB-Clutch. When the clutch is engaged, the thrust
is transferred statically to the engine thrust bear-
From time to time an Auxiliary Propulsion Sys- ing through the thrust bearing built into the clutch.
tem/Take Home System capable of driving the
CP-propeller by using the shaft generator as an To obtain high propeller efficiency in the auxiliary
electric motor is requested. propulsion mode, and thus also to minimise the
auxiliary power required, a two-speed tunnel gear,
MAN B&W Diesel can offer a solution where the which provides lower propeller speed in the auxil-
CP-propeller is driven by the alternator via a iary propulsion mode, is used.
two-speed tunnel gear box. The electric power is
produced by a number of GenSets. The main en- The two-speed tunnel gear box is made with a
gine is disengaged by a conical bolt clutch friction clutch which allows the propeller to be
(CB-Clutch) made as an integral part of the shaft- clutched in at full alternator/motor speed where
ing. The clutch is installed between the tunnel the full torque is available. The alternator/motor is
gear box and the main engine, and conical bolts started in the de-clutched condition with a start
are used to connect and disconnect the main en- transformer.
gine and the shafting. See Figure 4.07.
The system can quickly establish auxiliary propul-
The CB-Clutch is operated by hydraulic oil pres- sion from the engine control room and/or bridge,
sure which is supplied by the power pack used to even with unmanned engine room.
control the CP-propeller.
Re-establishment of normal operation requires at-
A thrust bearing, which transfers the auxiliary pro- tendance in the engine room and can be done within
pulsion propeller thrust to the engine thrust bear- a few minutes.
ing when the clutch is disengaged, is built into the
178 47 02-0.0
Fig. 4.07: Auxiliary propulsion system
485 600 100 198 27 68
4.08
L16/24 GenSet Data

Bore: 160 mm Stroke: 240 mm
Power lay-out MCR version
Speed r/min 1000 1200
Mean piston speed m/sec. 8.0 9.6
Mean effective pressure bar 22.4 20.7
Max. combustion pressure bar 170 170
Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)
5 (1000 rpm) 2751 1400 4151 2226 9.5

5 (1200 rpm) 2751 1400 4151 2226 9.5
6 (1000 rpm) 3026 1490 4516 2226 10.5

6 (1200 rpm) 3026 1490 4516 2226 10.5
7 (1000 rpm) 3301 1585 4886 2226 11.4

7 (1200 rpm) 3301 1585 4886 2266 11.4
8 (1000 rpm) 3576 1680 5256 2266 12.4

8 (1200 rpm) 3576 1680 5256 2266 12.4
9 (1000 rpm) 3851 1680 5531 2266 13.1

9 (1200 rpm) 3851 1680 5531 2266 13.1
178 33 87-4.1
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.
Fig. 4.8a Power and outline of L16/24
485 600 100 198 27 68
4.9
L16/24 GenSet Data

Max. continuous rating at Cyl. 5 6 7 8 9
1000/1200 r/min Eng. kW 450/500 540/600 630/700 720/800 810/900

1000/1200 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 28.3/31.1
HT 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 18.1/21.6
Lubricating 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 0.24/0.27
Fuel 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 95/102 110/119 126/136 142/153

Charge air LT kW 43/50 51/60 60/70 68/80 77/90
*Flow LT at 36C inlet and 44C 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 107/125 129/150 150/175 171/200 193/225

Charge 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 5978/6615

Exhaust gas temp. C 330 330 330 330 330
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air 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 19/22

Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80C,

and 44C for LT water. At different inlet temperatures the
flow will change accordingly.
Example: if the inlet temperature is 25C, then the LT flow

will change to (44-36)/(44-25)*100 = 42% of the original
flow. If the temperature rises above 36C, then the LT
outlet will rise accordingly.
** Max. permission inlet pressure 2.0 bar.

178 33 88-6.0
Fig. 4.8b List of capacities for L16/24
485 600 100 198 27 68
4.10
L21/31 GenSet Data

Speed r/min 900 1000
Mean piston speed m/sec. 9.3 10.3
Mean effective pressure bar 23.6 22.4
Max. combustion pressure bar 200 200
Cyl. no * C (mm) H (mm) **Dry weight

GenSet (t)
5 (900 rpm) 5860 3050 21.3

5 (1000 rpm) 5860 3050 21.3
6 (900 rpm) 6300 3100 24.3

6 (1000 rpm) 6300 3100 24.3
7 (900 rpm) 6760 3100 27.3

7 (1000 rpm) 6760 3100 27.3
8 (900 rpm) 7210 3100 30.3

8 (1000 rpm) 7210 3100 30.3
9 (900 rpm) 7660 3250 33.3

9 (1000 rpm) 7660 3250 33.3
178 48 08-7.0
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)
** Weight incl. standard alternator (based on a Uljanik alternator)
Fig. 4.9a Power and outline of L21/31
485 600 100 198 27 68
4.11
L21/31 GenSet Data

Max. continuous rating at Cyl. 5 6 7 8 9
900/1000 r/min Eng. kW 950/1000 1140/1200 1330/1400 1520/1600 1710/1800

900/1000 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 55/61
HT cooling water pump (1.0/2.5 bar) ** m3/h 55/61 55/61 55/61 55/61 55/61
Lubricating 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 2.5
Fuel oil feed pump (4.0 bar) m3/h 0.29/0.30 0.35/0.37 0.41/0.43 0.46/0.49 0.52/0.55
Fuel 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 199/209 239/251 278/293 318/335 358/377

Charge air LT kW 137 165 192 220 247
*Flow LT at 36C inlet and 44C 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 148/156 178/187 207/218 237/249 266/280

Charge air HT kW 244 293 341 390 439
*Flow HT at 36C inlet and 80C 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 11792/12413

Exhaust gas temp. C 285 285 285 285 285
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air 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 kW
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions, the flows and exhaust gas temp. are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80C,

and 44C for LT water.
At different inlet temperatures the flow will change

accordingly.
Example: if the inlet temperature is 25C, then the LT flow

will change to (44-36)/(44-25)*100 = 53% of the original
flow. The HT flow will not change.
** Max. permission inlet pressure 2.0 bar. 178 48 09-9.0
Fig. 4.9b List of capacities for L21/31
485 600 100 198 27 68
4.12
L23/30H GenSet Data

Speed r/min 720 750 900
Mean piston speed m/sec. 7.2 7.5 9.0
Mean effective pressure bar 18.2 18.1 17.9
Max. combustion pressure bar 130 130 130
Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)
5 (720 rpm) 3369 2155 5524 2383 18.0

5 (750 rpm) 3369 2155 5524 2383 17.6
6 (720 rpm) 3738 2265 6004 2383 19.7

6 (750 rpm) 3738 2265 6004 2383 19.7
6 (900 rpm) 3738 2265 6004 2815 21.0
7 (720 rpm) 4109 2395 6504 2815 21.4

7 (750 rpm) 4109 2395 6504 2815 21.4
7 (900 rpm) 4109 2395 6504 2815 22.8
8 (720 rpm) 4475 2480 6959 2815 23.5

8 (750 rpm) 4475 2480 6959 2815 22.9
8 (900 rpm) 4475 2340 6815 2815 24.5
178 34 53-3.1
Q Min. distance between engines: 2250 mm.
** Weight included a standard alternator, make A. van Kaick
Fig. 4.10a Power and outline of L23/30H
485 600 100 198 27 68
4.13
L23/30H GenSet Data

Max. continuous rating at Cyl. 5 6 7 8
720/750 r/min Engine kW 650/675 780/810 910/945 1040/1080

900 r/min Engine kW 960 1120 1280
720/750 r/min 60/50 Hz Gen. kW 615/645 740/770 865/900 990/1025
900 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 1.0/1.3
LT cooling water pump (1.0-2.5 bar) m3/h 55 55/69 55/69 55/69
HT cooling water pump (1.0-2.5 bar) m3/h 36 36/45 36/45 36/45
Lub. 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 0.30/0.39
LT cooling water pump (1.0-2.5 bar) * m3/h 35 42/52 48/61 55/70
LT cooling water pump (1.0-2.5 bar) ** m3/h 48 54/63 60/71 73/85
HT cooling water pump (1.0-2.5 bar) m3/h 20 24/30 28/35 32/40
Lub. 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 OIL
Heat dissipation kW 69 84/117 98/137 112/158
LT cooling water quantity* m3/h 5.3 6.4/7.5 7.5/8.8 8.5/10.1
SW LT cooling water quantity** m3/h 18 18 18 25
Lub. oil temp. inlet cooler C 67 67 67 67
LT cooling water temp. inlet cooler C 36 36 36 36
CHARGE AIR
LT cooling water quantity m3/h 30 36/46 42/53 48/61
LT cooling water inlet cooler C 36 36 36 36
JACKET COOLING
HT cooling water quantity m3/h 20 24/30 28/35 32/40
HT cooling water temp. inlet cooler C 77 77 77 77
GAS DATA
Exhaust gas flow kg/h 5510 6620/8370 7720/9770 8820/11160

Exhaust gas temp. C 310 310/325 310/325 310/325
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air 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 34/42

Alternator kW (See separate data from alternator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump
capacities at 750 RPM are 4% higher than stated. If LT cooling are sea water, the LT inlet is 32 C instead of 36C.
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.
178 34 54-5.1
Fig. 4.10b List of capacities for L23/30H
485 600 100 198 27 68
4.14
Installation Aspects 5
5.01 Space Requirements and Overhaul Heights
Installation Aspects 2 x 0.5 ton double jib crane can be used for this
engine as this crane has been individually designed
The figures shown in this chapter are intended as an for the engine.
aid at the project stage. The data is subject to
change without notice, and binding data is to be The capacity of a normal engine room crane has to
given by the engine builder in the Installation Doc- be minimum 0.63 tons.
umentation mentioned in Chapter 10.
The area covered by the engine room crane shall be
Please note that the newest version of most of the wide enough to reach any heavy spare part required
drawings of this section can be downloaded from in the engine room, and the crane hook shall be able
our website on www.manbw.dk under 'Products', to reach the lowermost floor level in the engine
'Marine Power', 'Two-stroke Engines' where you room. A special crane beam for dismantling the
then choose the engine type. turbocharger shall be fitted. The lifting capacity of
the crane beam for dismantling the turbocharger is
stated in fig. 5.01.01c
Space Requirements for the Engine
The overhaul tools for the engine are designed to be
The space requirements stated in Fig. 5.01.01 are used with a crane hook according to DIN 15400,
valid for engines rated at nominal MCR (L1). June 1990, material class M and load capacity 1Am
and dimensions of the single hook type according to
Additional space needed for engines equipped with DIN 15401, part 1.
PTO is stated in Chapter 4.
If, during the project stage, the outer dimensions of

the turbocharger seem to cause problems, it is pos-
sible, for the same number of cylinders, to use
turbochargers 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 Danish
Crane Building ApS, shown in Figs. 5.01.02 and
5.02.03.
Please note that the distance given by using a dou-

ble-jib crane is from the centre of the crankshaft to
the lower edge of the deck beam, see note E in Fig.
5.01.01b
430 100 030 198 27 69
5.01.01
178 21 89-2.0
Normal/minimum centreline distance for twin engine in- The dimensions are given in mm and are for guid-
stallation: 3250/2900 mm (2900 mm for common gallery ance only. If the dimensions cannot be fulfilled,
for starboard and port design engines) please contact MAN B&W Diesel A/S or our local
representative
Fig.5.01.01a: Space requirement for the engine, turbocharger located on aft end (4 59 121)
430 100 034 198 27 70
5.01.02
Cyl. No. 4 5 6 7 8 9
min. 3574 4174 4774 5374 5974 6574 Fore end: A min. shows basic engine
A A max. shows engine with built on tuning wheel
max. 3823 4423 5023 5623 6223 6823 For PTO: See corresponding Space requirement
MAN B&W, ABB and MHI The required space to the engine room
B 2100
turbochargers casing is without top bracing
2382 2470 2607 2835 3012 3012 MAN B&W turbocharger Dimensions according to
C 2160 2371 2508 2750 2927 2927 ABB turbocharger Turbocharger choice at nominal
2197 2420 2557 2695 2992 2992 MHI turbocharger MCR
The dimension is exclusive of a cofferdam below the lube oil tank

D 1808 1823 1858 1883 1883 1918 and must fulfil min. height to tank top according to classification
rules
5025 1) Electrical crane The distance from crankshaft
centreline to lower edge of deck
E
4825 1) Manual crane beam, when using MAN B&W Double
Jib Crane
5200 Vertical lift of piston, one cylinder cover stud removed
F
4850 Tilted lift of piston, one cylinder cover stud removed
G 1900 See Top bracing arrangement, if top bracing fitted on camshaft side
H 3860 3890 3890 3860 3860 3860 ABB turbocharger Turbocharger choice at nominal
I 954 990 990 1205 1205 1205 ABB turbocharger Turbocharger choice at nominal
J 360 Space for tightening control of holding down bolts

K must be equal to or larger than the propeller shaft, if the
K See text
propeller shaft is to be drawn into the engine room
The dimension includes space for installation on the engine of the
L 2920 2920 2920 3380 3380 3380
crane beam for air cooler element overhaul
M 2230 2230 2230 2920 2920 2920 Necessary space for overhaul of water mist cather
N 1183
O 1538 The dimensions cover required space and hook travelling width for
R 517 turbocharger NA40/S
S 703
Max. 45 when MAN B&W Double Jib Crane is used
V 0,15, 30, 45, 60, 75, 90 Max. 15 when engine room has min. headroom above
turbocharger
1) Height E min. 5100 mm for turbocharger NA40/S
178 21 89-2.0
Fig.5.01.01b: Space requirement for the engine, turbocharger located on aft end (4 59 121)
430 100 034 198 27 70
5.01.03
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
MET42SD MET53SD
Units MET30SR
178 32 20-8.0
MET42SE MET53SE
W kg 1000 1000 1500
For the overhaul of a turbocharger, a crane beam with HB mm 1000 1100 1200
trolleys is required at each end of the turbocharger.
The table indicates the position of the crane beam(s) in the
Two trolleys are to be available at the compressor end vertical level related to the centre of the turbocharger(s).
and one trolley is needed at the gas inlet end.
The crane beam location in horizontal direction:
The crane beam can be omitted if the main engine
room crane also covers the turbocharger area. *) Engines with the turbocharger(s) located on the ex-
haust side.
The crane beam is used for lifting the following compo- The letter a indicates the distance between verti-
nents: cal centrelines of the engine and the
turbocharger(s).
- Exhaust gas inlet casing
- Turbocharger silencer *) Engines with the turbocharger located on the aft
- Compressor casing end of engine.
- Turbine rotor with bearings The letter a indicates the distance between verti-
cal centrelines of the aft cylinder and the
The sketch shows a turbocharger and a crane beam turbocharger.
that can lift the components mentioned. The figures a are stated on the Engine Outline
drawing.
The crane beam(s) is/are to be located in relation to the
turbocharger(s) so that the components around the gas The crane beam can be bolted to brackets that are fas-
outlet casing can be removed in connection with over- tened to the ship structure or to columns that are lo-
haul of the turbocharger(s). cated on the top platform of the engine.
The lifting capacity of the crane beam is indicated in

the table for the various turbocharger makes. The crane
beam shall be dimensioned for lifting the wieght W
with a deflection of some 5 mm only.
Fig. 5.01.01c: Crane beams for overhaul of turbocharger
430 100 034 198 27 70
5.01.04
Weight in kg Crane capacity Height in mm Building-in height in mm when using

inclusive lifting tools in tons when using MAN B&W double-jib crane
normal crane
(vertical lift of
piston/tilted
lift of piston)
Cylinder Cylinder Piston Normal MAN B&W A B1/B2 C D
cover linier with with crane Double-Jib Minimum Minimum Minimum Additional height
complete cooling stuffing Crane distance height from height from which makes overhaul
with jacket box in mm centre line centre line of exhaust valve
exhaust crankshaft to crankshaft feasible without
valve crane hook to underside removal of any studs
deck beam
550 450 325 0.63 2 x 0.5 1350 5200/4850 5025 300
178 41 08-9.0
The crane hook travelling area must cover at least the full The crane hook should at least be able to reach down to a
lenght of the engine and a width in accordance with di- level corresponding to the centreline of the crankshaft.
mension A given on the drawing.
For overhaul of the turbocharger(s) a trolley mounted
It is furthermore recommended that the engine room crane chain hoists must be installed on a separate crane beam
can be used for transport of heavy spare parts from the en- or, alternatively, in combination with the engine room
gine room hatch to the spare part stores and to the engine. crane structure, see Fig. 5.01.01b with information about
See example on this drawing. the required lifting capacity for overhaul of turbo-
charger(s).
Fig. 5.01.01d: Engine room crane
430 100 034 198 27 70
5.01.05
Deck beam
MAN B&W Double-

Jib Crane
The double-jib crane

can be delivered by:
Danish Crane Building A/S

P.O. Box 54 Centreline crankshaft
sterlandsvej 2
DK-9240 Nibe, Denmark
Telephone: + 45 98 35 31 33
Telefax: + 45 98 35 30 33
E-mail: dcb@dcb.dk
178 06 25-5.3
Fig. 5.01.02: Overhaul with double-jib crane
488 701 010 198 27 72
5.01.06
178 21 87-9.0
Fig. 5.01.03a: Elecitrically operated MAN B&W double-jib crane 2 x 0.5 t, option: 4 88 701
178 21 88-0.0
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
488 701 010 198 27 73
5.01.07
5.02 Engine Outline, Galleries and Pipe Connections
Engine Outline
The total length of the engine at the crankshaft level
may vary depending on the equipment to be fitted
on the fore end of the engine, such as adjustable
counterweights, 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 from
Chapter 9, Dispatch Pattern, to which the masses
of water and oil in the engine, Fig. 5.02.03 are to be
added. 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 outline
for engines rated at nominal MCR (L1).
Engine Pipe Connections

The position of the external pipe connections on the
engine are stated in Figs. 5.02.05a, 5.02.05b and
5.02.05c, and the corresponding lists of counterflanges
for 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 circular
form can be supplied as an option: 4 60 601.
430 100 061 198 28 13
5.02.01
178 21 99-9.0
Fig. 5.02.01a: Engine outline
483 100 084 198 27 74
5.02.02
TC type a b c d e f j Cyl No. g L1 L2 L3

NR29/S 1150 3860 1225 1565 380 650 4 1800 3574 3823 4000
MAN NA34/S 1034 3860 358 1644 859 878 4665 5 2400 4174 4423 4600
B&W
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
MET33SD 1020 3860 360 1550 650 720
MHI 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 notice
For platform dimensions see Gallery outline
Data for 10-12L35MC are available on request
178 21 99-9.0
Fig. 5.02.01b: Engine outline
483 100 084 198 27 74
5.02.03
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
178 22 06-1.0
Fig. 5.02.02: Centre of gravity
430 100 046 198 27 75
5.02.04
Mass of water and oil in engine in service

Mass of water Mass of oil in
No. of Freshwater Seawater Total Engine Oil pan Total
cylinders system *
kg kg kg kg kg 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
178 21 07-8.0
Fig. 5.02.03: Water and oil in engine
430 100 059 198 27 76
5.02.05
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
5.02.06
178 22 07-3.0
Fig. 5.02.04b: Gallery outline
483 100 084 198 27 77
5.02.07
T/C type c m n o p r s t Cyl. No. g h k

NR29/S 1225 1292 4391 - - 4 1800 1800 -
MAN
NA34/S 358 1161 4343 2769 1656 140 1700 4900 5 2400 2400 -
B&W
NA40/S 433 1267 4430 2691 1784 150 1700 4900 6 3000 2400 -
VTR304 315 1042 4189 - - - - - 7 3600 2400 3600
VTR354 301 1094 4247 - - - - - 8 4200 2400 4200
ABB
VTR454 375 1336 4348 - - - - - 9 4800 2400 4200
TPL65 - -
MET33SD 360 1100 4200
MHI MET42SD 370 1120 4300
MET53SD 460 1220 4400
178 22 00-0.0
Fig. 5.02.05a: Engine pipe connections
430 200 084 198 27 78
5.02.08
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 informed
which end to be used
For engine dimensions see Engine outline and Gallery outline
178 22 00-0.0
Fig. 5.02.05b: Engine pipe connections
430 200 084 198 27 78
5.02.09
178 22 00-0.0
Fig. 5.02.05c: Engine pipe connections
430 200 084 198 27 78
5.02.10
Refer- Cyl. Flange Bolts

DN* Description
ence No. 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 inlet
C 4-9 Coupling for 16 mm pipe Safety air inlet
D 4-9 See figures page 5.02.13 Exhaust outlet
NR29/S
NA34/S 165 125 20 M16 4 50
NA40/S Venting of lube oil discharge pipe turbocharger for
E
MET33 95 95 12 M12 4 32 MAN B&W and MHI turbocharger only
MET42 105 105 14 M12 4 40
MET53 125 130 14 M12 4 50
F 4-9 100 75 14 M10 4 25 Fuel oil outlet
K 4-9 185 145 20 M16 4 65 Cooling water inlet
L 4-9 185 145 20 M16 4 65 Cooling water outlet
M 4-9 Coupling for 16 mm pipe Cooling water deaeration
N 4-9 220 180 22 M16 8 100 Cooling water inlet to scavenge air cooler
P 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)
Exh. gas bybass for emergency running
V 4-9 565 515 36 M24 16 400
(For MAN B&W - NR - Turbocharger)
X 4-9 165 125 20 M16 4 50 Fuel oil inlet (neck flange for welding supplied)
NR29/S
NA34/S 165 125 20 M16 4 50
NA40/S
Lube oil outlet from MAN B&W, MHI and ABB (TPL)
AB MET33 150 110 18 M16 4 40
turbocharger
MET42 165 125 20 M16 4 50
MET53 185 145 20 M16 4 65
TPL65 165 125 20 M16 4 50
AC 4-9 Coupling for 16 mm pipe Lubricating oil inlet to cylinder lubricators
AE 4-9 Coupling for 22 mm pipe Drain from bedplate
AF 4-9 Coupling for 30 mm pipe Fuel oil to drain outlet
AG 4-9 120 90 16 M12 4 32 Lube oil from stuff. box for piston rods to drain tank
AH 4-9 Coupling for 25 mm pipe Cooling water drain
AK 4-9 Coupling for 25 mm pipe Inlet cleaning air cooler
AL 4-9 Coupling for 25 mm pipe Drain from cleaning AC/water mist catcher
AM 4-9 Coupling for 25 mm pipe Outlet air cooler to chemical cleaning tank
AN 4-9 Coupling for 20 mm pipe Water washing inlet turbocharger
AP 4-9 Coupling for 12 mm pipe Air inlet for softblast cleaning of turbocharger
AR 4-9 130 100 16 M12 4 40 Oil vapour discharge
AS 4-9 Coupling for 16 mm pipe Cooling water drain air cooler
AT 4-9 Coupling for 20 mm pipe Fire extinguishing in scavenge air box
AV 4-9 185 145 20 M16 4 65 Drain from scavenge air chambers to closed drain tank
BB 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
5.02.11
Refer- Cyl. Flange Bolts

DN* Description
ence No. Dia. PCD Thickn. Dia. No.
BB1 4-9 Coupling for 10 mm pipe Supply to remote speed setting
BD 4-9 Coupling for 10 mm pipe Fresh water outlet for heating fuel oil drain pipe
BX 4-9 Coupling for 10 mm pipe Steam inlet for heating fuel oil pipes
BF 4-9 Coupling for 10 mm pipe Steam outlet for heating fuel oil pipes
BV 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 the
recommended pipe sizes in diagrams should be used.
Fig. 5.02.06: List of counterflanges, option: 4 30 202 (continued)
430 200 152 198 27 79
5.02.12
NR29/S VTR 454
NA34/S TPL 65
NA40/S MET33SD
VTR 304 MET42SD
VTR 354 MET53SD
178 21 98-7.0
Fig. 5.02.07: List of counterflanges, turbocharger exhaust outlet (yards supply)
430 200 152 198 27 79
5.02.13
5.03 Engine Seating and Holding Down Bolts
Engine Seating and Arrangement of

Holding 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 chocks

4 82 102 in which case the underside of the
bed-plates lower flanges has no taper.
The epoxy types approved by MAN B&W Diesel A/S

are:
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 cast

iron chocks (solid chocks 4 82 101), in which case
the underside of the bedplates lower flanges is with
taper 1:100.
482 100 000 198 28 14
5.03.01
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 actual

engine builder concerned, be used as a basis for marking-off
and drilling the holes for holding down bolts in the top plates,
provided that:
1) The engine builder drills the holes for holding down 2) The shipyard drills the holes for holding
bolts in the bedplate while observing the toleranced down bolts in the top plates while observing
locations indicated on MAN B&W Diesel A/S draw- the toleranced locations given on the present
ings for machining the bedplate drawing
3) The holding down bolts are made in accor-

dance with MAN B&W Diesel A/S drawings
of these bolts
Fig. 5.03.01: Arrangement of epoxy chocks and holding down bolts
482 600 015 198 27 80
5.03.02
Fig.5.03.02a: Profile of engine seating with vertical lubricating oil outlet
Holding down bolts,

option: 4 82 602 include:
1 Protecting cap
2 Spherical nut
3 Spherical washer
4 Distance pipe
5 Round nut
6 Holding down bolt
178 13 74-3.1
Fig.5.03.02b: Profile of engine seating with horizontal lubricating oil outlets
482 600 010 198 27 81
5.03.03
Side chock liners, option:

4 82 620 includes:
2 Liner for side chock

3 Lock plate
4 Washer
5 Hexagon socket
set screw
Side chock brackets,

option: 4 82 622 includes:
1 Side chock brackets
Fig.5.03.02c: Profile of engine seating, side chocks
End chock bolts, option: 4 82 610 includes:

1 Stud for end chock bolt
2 Round nut
3 Round nut
4 Spherical washer
5 Spherical washer
6 Protecting cap
End chock liners, option: 4 82 612 includes:

7 Liner for end chocks
End chock brackets,

option: 4 82 614 includes:
178 13 75-5.1
Fig.5.03.02d: Profile of engine seating, end chocks
482 600 010 198 27 81
5.03.04
5.04 Engine Top Bracings
Because of the size of the engine, we consider the

guide force moments as harmless, and no special
countermeasures 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 and
Earthing Device
MAN B&W Controllable Pitch Propeller

The standard propeller programme,fig. 5.05.01 and
5.05.02 shows the VBS type features, propeller
blade pitch setting by a hydraulic servo piston inte-
grated in the propeller hub.
The figures stated after VBS indicate the propeller

hub diameter, i.e. VBS1940 indicates the propeller
hub 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.
Controllable pitch propeller, diameter [mm]

9000
VBS1
8000 940
VBS18
00
7000 VBS1
680
VBS15
VBS1 60
6000 4
VBS1 60
380
VBS1
2
5000 VBS1 80
VBS 80 1
10
4000 V B S 80
980
VB
S86
3000 0
VB
S74
0
2000
1000
0
0 2 6 10 14 18 22 26 30
Engine Power [1000 kW]
178 22 23-9.0
Fig. 5.05.01: Controllable pitch propeller diameter (mm)
420 600 000 198 28 16
5.05.01
Q R S min.~3000 W
178 22 24-0.0
Propeller
D Hub VBS Q R Wmin Propeller
Cyl. kW speed
(mm) (mm) (mm) (mm) (mm) mass* (ton)
(r/min)
4 2,600 210 3,150 860 655 735 1,970 9.1
5 3,250 210 3,300 860 655 735 2,000 9.5
6 3,900 210 3,450 980 746 785 2,000 10.3
7 4,550 210 3,600 980 746 785 2,040 11.8
8 5,200 210 3,700 980 746 805 2,040 12.3
9 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 14.7
11 7,150 210 4,000 1,180 900 940 2,140 16.5
12 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.
178 22 26-4.0
Fig. 5.05.02: MAN B&W controllable pitch propeller
420 600 000 198 28 16
5.05.02
Data Sheet for Propeller
Identification:
Type of vessel:
178 22 36-0.0
For propeller design purposes please provide us

with the following information:
1. S:___________mm 7. Maximum rated power of shaft generator: kW

W:___________mm
I:___________mm (as shown above) 8. Optimisation condition for the propeller :
To obtain the highest propeller efficiency
2. Stern tube and shafting arrangement layout please identify the most common service
condition for the vessel.
3. Propeller aperture drawing
Ship speed:___________kn
4. Complete set of reports from model tank Engine service load:___________%
(resistance test, self-propulsion test and Service/sea margin:___________%
wake measurement). In case model test is Shaft generator service load:___________kW
not available the next page should be filled in. Draft:___________m
5. Drawing of lines plan 9. Comments:___________
6. Classification Society:___________
Ice class notation:___________
Fig. 5.05.03a: Data sheet for propeller design purposes
420 600 000 198 28 16
5.05.03
Main Dimensions
Symbol Unit Ballast Loaded

Length 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
178 22 37-2.0
Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller Clearance
To reduce emitted pressure impulses and vibrations

from the propeller to the hull, MAN B&W recom-
mend a minimum tip clearance as shown in fig.
Y
5.05.04.
For ships with slender aft body and favourable in-

flow conditions the lower values can be used
D
whereas full after body and large variations in wake X

field causes the upper values to be used.
Baseline
Z
In twin-screw ships the blade tip may protrude be-

low the base line.
178 22 37-2.0
Hub Dismantling High skew Non-skew Baseline

of cap propeller propeller clearance
X mm Y mm Y mm Z mm
VBS 860 265
VBS 980 300
VBS 1080 330 15-20% of D 20-25% of D Min.50-100
VBS 1180 365
Fig. 5.05.04: Propeller clearance
420 600 000 198 28 16
5.05.04
Hydra pack
Oil tank
forward
Stern seal
tube oil Pitch
tank order
PD
PAL
PAL PAH PI
TI
TAH
PSL PSL
LAL
M M
Servo
piston Pitch
feed-back
Lip ring Hydraulic
seals pipe
M M
Propeller shaft
Zinc Monoblock Stern Oil distribution Drain

anode hub tube ring tank 178 22 38-4.0
Fig. 5.05.05: Servo oil system for VBS propeller equipment
Servo Oil System
The principle design of the servo oil system for

VBS is shown in Fig. 5.05.05.
The VBS system consists of a servo oil tank unit

Hydra Pack, and a coupling flange with electrical
pitch feedback box and oil distributor ring.
The electrical pitch feedback box measures con-

tinuously the position of the pitch feedback ring
and 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 other

side 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
178 22 39-6.0
Fig. 5.05.06: Hydro Pack - Servo oil tank unit
Hydra Pack Maximum system pressure is set on the safety

valve.
The servo oil tank unit Hydra Pack (Fig. 5.05.06),
consists of an oil tank with all other components top The return oil is led back to the tank via a thermo-
mounted, to facilitate installation at yard. static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms according
tank through a suction filter and deliver high pres- to the Classification Society as well as necessary
sure oil to the proportional valve. pressure and temperature indication.
One of two pumps are in service during normal op- If the servo oil unit cannot be located with maximum
eration, while the second will start up at powerful oil level below the oil distribution ring the system
manoeuvring. must incorporate an extra, small drain tank com-
plete with pump, located at a suitable level, below
A servo oil pressure adjusting valve ensures mini- the oil distributor ring drain lines.
mum servo oil pressure at any time hereby minimiz-
ing the electrical power consumption.
420 600 000 198 28 16
5.05.06
Main Control Station

Bridge Wing (Center) Bridge Wing
RPM Pitch RPM Pitch RPM Pitch
Operator Operator Operator

Panel (*) ES Panel BU ES ES: Emergency Stop Panel (*) ES
BU: Back-Up Control
Duplicated Network
Handles
Interface
Bridge
Ships RPM Pitch

Alarm
System
Operator
System failure alarm, Load reduction, Load red. Cancel alarm
Panel
Engine Control Room
Engine Room Start/Stop/Slow turning, Start blocking, Remote/Local

Governor limiter cancel Shaft Generator
Speed Set / PMS
Fuel Index
I Charge Air Press. Propulsion Auxiliary Control
I Control Equipment
Local engine Engine overload (max. load)
control System
Pitch Set Coordinated
(in Governor)
STOP
STOP
START
Remote/Local Control
STOP
Propeller Pitch System

Closed Loop Back-up selected
Control Box
PI PI Pitch
Engine speed
Ahead/ Shut down, Shut down reset/cancel
Astern I
Terminals for
engine
Engine safety PI
system
monitoring sensors
Terminals for
propeller
monitoring I
sensors
Pitch
178 22 40-6.0
Fig. 5.05.07: Remote control system - Alphatronic 2000
Remote Control System Machinery control of engine start/stop, engine

load limits and possible gear clutches.
The remote control system is designed for control of
a propulsion plant consisting of the following types Thrust control with optimization of propeller pitch
of plant units: and shaft speed. Selection of combinator, con-
stant speed or separate thrust mode is possible.
Diesel engine The rates of changes are controlled to ensure
smooth manoeuvres and avoidance of propeller
Tunnel gear with PTO/PTI, or PTO gear cavitation.
Controllable pitch propeller A Load control function protects the engine

against overload. The load control function con-
As shown on fig. 5.05.07, the propulsion remote tains a scavenge air smoke limiter, a load
control system comprises a computer controlled programme for avoidance of high thermal
system with interconnections between control sta- stresses in the engine, an automatic load reduc-
tions via a redundant bus and a hard wired back-up tion and an engineer controlled limitation of maxi-
control system for direct pitch control at constant mum load.
shaft speed.
Functions for transfer of responsibility between
The computer controlled system contains functions the local control stand, engine control room and
for: control locations on the bridge are incorporated in
the system.
420 600 000 198 28 16
5.05.07
288 144
PROPELLER PROPELLER
RPM PITCH
288
BACK UP IN TAKE
CONTROL CONTROL CONTROL
ON/OFF
178 22 41-8.0
Fig. 5.05.08: Main bridge station standard layout
Propulsion Control Station on the Main Bridge A propeller monitoring panel with back-up in-
struments for propeller pitch and shaft speed.
For remote control a minimum of one control sta-
tion located on the bridge is required. A thrust control panel with control lever for
thrust control, an emergency stop button and
This control station will incorporate three mod- push buttons for transfer of control between con-
ules, as shown on fig. 5.05.08: trol stations on the bridge.
A propulsion control panel with push buttons

and indicators for machinery control and a display
with information of condition of operation and
status of system parameter.
420 600 000 198 28 16
5.05.08
Alpha Clutcher - for Auxilliary Propulsion

Systems
The Alpha Clutcher is a new shaftline de-cluching

device for auxilliary propulsion systems which
meets 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 difference
in the electrical potential between the hull and the
propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
A potential difference of less than 80 mV is harmless

to 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 earthing
device.
The sketch Fig. 5.05.09 shows the layout of such an

earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
We also recommend the installation of a shaft-hull

mV-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
Cross section must not be smaller than 45 mm2 and

the length of the cable must be as short as possible
Hull
Slipring
solid silver track
Voltmeter for shaft-hull
potential difference
Silver metal
graphite brushes
Rudder
Propeller Voltmeter for shaft-
hull potential difference
Main bearing
Intermediate shaft
Propeller shaft Earthing device
Current
178 32 07-8.1
Fig. 5.05.09: Earthing device, (yards supply)
420 600 010 198 27 85
5.05.10
Auxiliary Systems 6
6.01. List of Capacities
The Lists of Capacities contain data regarding the A detailed specification of the various components
necessary capacities of the auxiliary machinery for is given in the description of each system. If a fresh-
the main engine only. water generator is installed, the water production
can be calculated by using the formula stated later
The heat dissipation figures include 10% extra margin in this chapter and the way of calculating the ex-
for overload running except for the scavenge air haust gas data is also shown later in this chapter.
cooler, which is an integrated part of the diesel engine. The air consumption is approximately 98% of the
calculated exhaust gas amount.
Cooling Water Systems The location of the flanges on the engine is shown in:
Engine pipe connections, and the flanges are
The capacities given in the tables are based on tropi- identified by reference letters stated in the List of
cal ambient reference conditions and refer to engines counterflanges; both can be found in Chapter 5.
with conventional turbocharger and running at nomi-
nal MCR (L1) for, respectively: The diagrams use the symbols shown in Fig. 6.01.19
Basic symbols for piping, whereas the symbols for
instrumentation accord to the Symbolic represen-
Seawater cooling system tation of instruments and the instrumentation list
Figs. 6.01.01and 6.01.03 found in Chapter 8.
Heat radiation
Central cooling water system,
Figs. 6.01.02and 6.01.04 The radiation and convection heat losses to the en-
gine room is about 1.8% of the engine nominal
The capacities for the starting air receivers and the power (kW in L1).
compressors are stated in Fig. 6.01.05
178 11 26-4.1
Fig. 6.01.01: Diagram for seawater cooling
178 11 27-66.1
Fig. 6.01.02: Diagram for central cooling water system
430 200 025 198 27 86
6.01.01
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 210 r/min kW 2600 3250 3900 4550 5200 5850 6500 7150 7800
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
Pumps
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
Scavenge air cooler
Heat 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 cooler
Heat 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
Coolers
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 cooler
Heat 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 torsional
vibration damper the engines capacities must be increased by those stated for the actual system
** The 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 VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers
178 87 92-6.1
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
430 200 025 198 27 86
6.01.02
Cyl. 4 5 6 7 8 9 10 11 12
Nominal MCR at 210 r/min kW 2600 3250 3900 4550 5200 5850 6500 7150 7800
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
Central cooling water pump* m3/h 1) 79 98 115 135 155 175 195 215 235
Pumps
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
Seawater pump* m3/h 1) 76 94 110 130 150 165 190 205 225
2) 75 93 115 130 150 170 185 205 225
3) 74 100 120 130 150 165 200 220 235
4) 75 93 110 130 145 165 185 205 220
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
Scavenge air cooler
kW
Heat dissipation approx. 930 1160 1400 1630 1860 2100 2330 2560 2800
Central cooling water m3/h 48 60 72 84 96 108 120 132 144
Lubricating oil cooler
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"
Coolers
Central cooling water 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 88 101
4) 30 37 43 51 59 67 75 83 86
Jacket water cooler
Heat 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"
Central cooling water m3/h See above "Central cooling water quantity" for lube oil cooler
Central cooler
2) 1560 1950 2360 2740 3120 3510 3910 4290 4710
3) 1550 2090 2480 2720 3100 3480 4190 4570 4960
4) 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
178 87 93-8.1
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
430 200 025 198 27 86
6.01.03
Starting air system: 30 bar (gauge)

Cylinder no. 4 5 6 7 8 9 10 11 12
Reversible 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
3
Compressor capacity, total m /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
3
Compressor capacity, total m /h 30 30 30 30 60 60 60 60 60
178 42 79-0.1
Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine L35MC
Auxiliary System Capacities for

Derated Engines
The dimensioning of heat exchangers (coolers) and
pumps for derated engines can be calculated on the
basis of the heat dissipation values found by using
the following description and diagrams. Those for
the nominal MCR (L 1 ), see Figs. 6.01.03 and
6.01.04, 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 the 178 10 86-7.0
coolers, relative to the values stated in the List of Fig. 6.01.07: Jacket water cooler, heat dissipation
Capacities valid for nominal MCR (L1). qjw% in % of L1 value
178 06 57-8.1
178 07 98-0.0
Fig. 6.01.08: Lubricating oil cooler, heat dissipation
Fig. 6.01.06: Scavenge air cooler, heat dissipation qlub% in % of L1 value
qair% in % of L1 value
430 200 025 198 27 86
6.01.04
The percentage power (P%) and speed (n%) of L1 Central cooling water system
for specified MCR (M) of the derated engine is used
as input in the above-mentioned diagrams, giving If a central cooler is used, the above still applies, but
the % heat dissipation figures relative to those in the the central cooling water capacities are used in-
List of Capacities, Figs. 6.01.03 and 6.01.04. 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 total
Pump capacities cooler heat dissipation.
The pump capacities given in the List of Capac-

ities refer to engines rated at nominal MCR (L1). For Pump pressures
lower rated engines, only a marginal saving in the
pump capacities is obtainable. Irrespective of the capacities selected as per the
above guidelines, the below-mentioned pump
To ensure proper lubrication, the lubricating oil heads at the mentioned maximum working temper-
pump, must remain unchanged. atures for each system shall be kept:
Also, the fuel oil circulating and supply pumps Pump Max.
should remain unchanged, and the same applies to head working
the fuel oil preheater. bar temp. C
Fuel oil supply pump 4 100
In order to ensure a proper starting ability, the start- Fuel oil circulating pump 6 150
ing air compressors and the starting air receivers
Lubricating oil pump 4 60
must also remain unchanged.
Seawater pump 2.5 50
The jacket cooling water pump capacity is relatively Central cooling water pump 2.5 60
low, and practically no saving is possible, and it is Jacket water pump 3 100
therefore unchanged.
The seawater flow capacity for each of the sca-

venge air, lube oil and jacket water coolers can be
reduced proportionally to the reduced heat dissipa- Flow velocities
tions found in Figs. 6.01.06, 6.01.07 and 6.01.08, re-
spectively. For external pipe connections, we prescribe the fol-
lowing maximum velocities:
However, regarding the scavenge air cooler(s), the
engine maker has to approve this reduction in order Marine diesel oil 1.0 m/s
to avoid too low a water velocity in the scavenge air Heavy fuel oil 0.6 m/s
cooler pipes. Lubricating oil 1.8 m/s
Cooling water 3.0 m/s
As the jacket water cooler is connected in series
with the lube oil cooler, the seawater flow capacity
for the latter is used also for the jacket water cooler.
430 200 025 198 27 86
6.01.05
Example 1:
6L35MC with a seawater cooling system and derated to:
Specified MCR (M) . . . . . . . . . . . 80% power of L1

90% 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 = O

Ambient reference conditions: 20 C air and 18 C cooling water
The method of calculating the reduced capacities Heat dissipation of jacket water cooler
for point M based on tropical ambient conditions is Fig. 6.01.07 indicates a 84% heat dissipation:
shown below.
600 x 0.84 = 504 kW
The values valid for the nominal rated engine are
found in the List of Capacities Fig. 6.01.03, and Heat dissipation of lube oil cooler
are listed together with the result in Fig. 6.01.09. Fig. 6.01.08 indicates a 91% heat dissipation:
Heat dissipation of scavenge air cooler 350 x 0.91 = 318.5 kW

Fig. 6.01.06 which is approximate indicates a 73%
heat dissipation: Seawater pump
Scavenge air cooler: 72 x 0.73 = 52.5 m3/h
1410 x 0.73 = 1029 kW Lubricating oil cooler 43 x 0.91 = 39.1 m3/h
Total: 91.6 m3/h
178 21 92-6.0
430 200 025 198 27 86
6.01.06
Nominal rated engine (L1) Example 1

Specified MCR (M)
Shaft power at MCR 3,900 kW 5,280 BHP 3,120 kW 4,225 BHP
at 210 r/min at 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 cooler

Heat dissipation kW 1410 1029
Seawater quantity m3/h 72 52.5
Lubrication oil cooler
Heat dissipation kW 350 318.5
Lubricating oil quantity m3/h 90 90
Jacket cooler
Heat 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 engine
Receiver volume (12 starts) m3 2 x 1.0 2 x 1.0
Compressor capacity, total m3/h 60 60
Non-reversible engine
Receiver 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%
178 21 93-8.0
Fig. 6.01.09: Example 1 Capacities of derated 6L35MC with seawater cooling system and MAN B&W turbocharger
430 200 025 198 27 86
6.01.07
Freshwater Generator With reference to the above, the heat actually avail-
able for a derated diesel engine may then be found
If a freshwater generator is installed and is utilising as follows:
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket 1. Engine power equal to specified MCR.
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1) For specified MCR (M) the diagram Fig. 6.01.07
given in the List of Capacities. This is because the is to be used, i.e. giving the percentage correc-
latter figures are used for dimensioning the jacket tion factor qjw% and hence
water cooler and hence incorporate a safety margin q jw%
which can be needed when the engine is operating Qjw = QL1 x x 0.9 (0.87) [1]
under conditions such as, e.g. overload. Normally, 100
this margin is 10% at nominal MCR.
2. Engine power lower than specified MCR.
For a derated diesel engine, i.e. an engine having a
specified MCR (M) different from L1, the relative For powers lower than the specified MCR, the
jacket water heat dissipation for point M may be value Qjw,M found for point M by means of the
found, as previously described, by means of Fig. above equation [1] is to be multiplied by the cor-
6.01.07. rection factor kp found in Fig. 6.01.10 and
hence
At part load operation, lower than optimised power,
the actual jacket water heat dissipation will be re- Qjw = Qjw,M x kp [2]
duced according to the curves for fixed pitch pro-
peller (FPP) or for constant speed, controllable pitch
propeller (CPP), respectively, in Fig. 6.01.10. where
Qjw = jacket water heat dissipation

QL1 = jacket water heat dissipation at nominal
= MCR (L1)
qjw% = percentage correction factor from
Fig. 6.01.07
kp = MCR, found by means of equation [1]
0.9 = correction factor from Fig. 6.01.10
factor for overload margin, tropical
ambient conditions
The heat dissipation is assumed to be more or less

independent of the ambient temperature condi-
tions, yet the overload factor of about 0.87 instead
of 0.90 will be more accurate for ambient conditions
corresponding to ISO temperatures or lower.
If necessary, all the actually available jacket cooling

water heat may be used provided that a special tem-
perature control system ensures that the jacket
cooling 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-
178 06 64-3.0
Fig. 6.01.10 Correction factor kp for jacket cooling

water heat dissipation at part load, relative to heat
dissipation at optimised power
430 200 025 198 27 86
6.01.08
Freshwater generator system Jacket cooling water system
Valve A: ensures that Tjw < 80 C

Valve B: ensures that Tjw >80 5 C = 75 C
Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an
automatic start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control
system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 18 65-6.0
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
cial by-pass pipe installed in the jacket cooling wa- When using a normal freshwater generator of the
ter system, see Fig. 6.01.11, or a special built-in single-effect vacuum evaporator type, the freshwa-
temperature control in the freshwater generator, ter production may, for guidance, be estimated as
e.g., an automatic start/stop function, or similar. If 0.03 t/24h per 1 kW heat, i.e.:
such a special temperature control is not applied,
we recommend limiting the heat utilised to maxi- Mfw = 0.03 x Qjw t/24h [3]
mum 50% of the heat actually available at specified
MCR, and only using the freshwater generator at en- where
gine loads above 50%.
Mfw is the freshwater production in tons per 24 hours
And
Qjw is to be stated in kW
430 200 025 198 27 86
6.01.09
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 calculate
the expected available jacket cooling water heat removed from the diesel engine, together with the
corresponding freshwater production from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine.
6L35MC derated with fixed pitch propeller
Ambient reference condition: 20C air and 18C cooling water

The expected available jacket cooling water heat at service rating is found as follows:
QL1 = 600 kW from List of Capacities" By means of equation [2], the heat dissipation in the
service point (S) is found:
qjw% = 84.0% using 80.0% power and 90.0%
speed for the optimising point O in
Fig. 6.01.07 Qjw = Qjw,O x kp = 438.5 x 0.85 = 373 kW
By means of equation [1], and using factor 0.87 for kp = 0.85 using Ps% = 80% in Fig. 6.01.10
actual ambient condition the heat dissipation in the
optimising point (O) is found: For the service point the corresponding expected
obtainable freshwater production from a freshwater
q jw% generator of the single-effect vacuum evaporator
Qjw,O = QL1 x x 0.87 type is then found from equation [3]:
100
84.0 Mfw = 0.03 x Qjw = 0.03 x 373 = 11.2 t/24h
= 600 x x 0.87 = 438.5 kW
100
178 21 95-1.0
Calculation of Exhaust Gas Amount and b) The ambient conditions, and exhaust gas
Temperature back-pressure:
Tair: actual ambient air temperature, in C
Influencing factors pbar: actual barometric pressure, in mbar actual
TCW scavenge air coolant temperature, in C
The exhaust gas data to be expected in practice de- DpO: exhaust gas back-pressure in mm WC at
pends, primarily, on the following three factors: optimising point: O = M
a) The optimising point of the engine (point O) c) The continuous service rating of the engine
which for this engine coincides with the power (point S), valid for fixed pitch propeller or control-
PM of the specified MCR (M), i.e. PM = PO: lable pitch propeller (constant engine speed
PS: continuous service rating of engine,
in kW (BHP)
430 200 025 198 27 86
6.01.10
Calculation method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5], see Fig. 6.01.12.
M e x h :exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in C, to be found The partial calculations based on the influencing
factors are described in the following:
PO m O% DMamb% Dm s% P
Mexh = ML1 x x x (1 + ) x (1 + ) x S% kg/h [4]
PL1 100 100 100 100
Texh = TL1 + DTO + DTamb + DTS C [5]
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure
and 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)
178 30 58-0.0
Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures
a) Correction for choice of specified MCR: M = O mO%: specific exhaust gas amount, in % of specific
When choosing an M = O other than the nomi- gas amount at nominal MCR (L1), see Fig.
nal MCR point L1, the resulting changes in spe- 6.01.13.
cific exhaust gas amount and temperature are
found by using as input in diagrams 6.01.13 and DTO: change in exhaust gas temperature after
6.01.14 the corresponding percentage values (of turbocharger relative to the L1 value, in C,
L1) for optimised power PO% and speed nO%.c) c) see Fig. 6.01.14.
Correction for engine load
178 10 78-4.1 178 10 79-6.1
Fig. 6.01.13: Specific exhaust gas amount, mO% in % Fig. 6.01.14: Change of exhaust gas temperature, DTO in C
of L1 value after turbocharger relative to L1 value
430 200 025 198 27 86
6.01.11
b) Correction for actual ambient conditions and

back-pressure
For 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 table
in Fig. 6.01.15 may be used as a guide, and the
corresponding relative change in the exhaust gas
data may be found from equations [6] and [7],
shown in Fig. 6.01.16.
Parameter Change Change of exhaust Change of exhaust gas

gas temperature amount
Blower inlet temperature + 10 C + 16.0 C 4.1%
Blower inlet pressure (barometric + 10 mbar 0.1 C + 0.3%

pressure)
Charge air coolant temperature + 10 C + 1.0 C + 1.9%

(seawater temperature)
Exhaust gas back pressure at + 100 mm WC + 5.0 C 1.1%

the optimising point
178 30 59-2.0
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb% = -0.41 x (Tair 25) + 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (DpO 300) % [6]
DTamb = 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (DpO 300) C [7]
where the following nomenclature is used:

DMamb%: change in exhaust gas amount, in % of amount at ISO conditions
DTamb: change in exhaust gas temperature, in C
The back-pressure at the optimising point can, as an approximation, be calculated by:

DpO = DpM x (PO/PM)2 [8]
where,
PM: power in kW (BHP) at specified MCR
DpM: exhaust gas back-pressure prescribed at specified MCR, in mm WC
178 30 60-2.0
Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
430 200 025 198 27 86
6.01.12
Fixed pitch propeller (FPP): Fixed pitch propeller (FPP):

Dms% = 0.0055 x PS%2 - 1.15 x PS% + 60 DTS = 0.0055 x PS%2 - 0.72 x PS% + 22
Constant engine speed (CPP): Constant engine speed (CPP):

Dms% = 0.0055 x PS%2 - 1.22 x PS% + 67 DTS = 0.0043 x PS%2 - 0.63 x PS% + 20
178 06 74-5.0 178 06 73-3.0
Fig. 6.01.17: Change of specific exhaust gas amount, Fig. 6.01.18: Change of exhaust gas temperature,
Dms% in % at part load DTs in C at part load
Figs. 6.01.17 and 6.01.18 may be used, as guid-

ance, to determine the relative changes in the
specific exhaust gas data when running at part
load, compared to the values in the optimising
point, i.e. using as input PS% = (PS/PO) x 100%:
Dms%: change in specific exhaust gas amount, in
% of specific amount at optimising point,
see Fig. 6.01.17.
DTs: change in exhaust gas temperature, in
C, see Fig. 6.01.18.
430 200 025 198 27 86
6.01.13
Example 3:
Expected exhaust gas data for a derated 6L35MC derated with fixed pitch propeller
i.e. service rating, PS%= 80% of M = O
Reference conditions:
Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 C c) Correction for engine load:
Scavenge air coolant temperature TCW . . . . . 18 C By means of Figs. 6.01.17 and 6.01.18:
Barometric pressure pbar . . . . . . . . . . . . 1013 mbar
Exhaust gas back-pressure at specified MCR
DpM . . . . . . . . . . . . . . . . . . . . . . . . . . 262 mm WC
DmS% = + 3.2%
a) Correction for choice of M = O: DTS = - 3.6 C
3120 By means of equations [4] and [5], the final result

PO% = x 100 = 80.0%
3900 is found taking the exhaust gas flow ML1 and tem-
189 perature TL1 from the List of Capacities:
nO% = x 100 = 90.0%
210
ML1 = 32,400 kg/h
By means of Figs. 6.01.13 and 6.01.14:
3120 98.2 0.75
mO% = 98.2 % Mexh = 32,400 x x x (1 + )x
3900 100 100
DTO = - 7.1 C
3.2 80
(1 + )x = 21,172 kg/h
100 100
b) Correction for ambient conditions and
back-pressure:
Mexh = 21,170 kg/h +/- 5%
By means of equations [6] and [7]:

The exhaust gas temperature:
DMamb% = - 0.41 x (20-25) 0.03 x (1013-1000)
+ 0.19 x (18-25) 0.011 x (262-300) % TL1 = 265 C
DMamb% = + 0.75% Texh = 265 7.1 10.5 3.6 = 243.8 C
DTamb = 1.6 x (20- 25) + 0.01 x (1013-1000) Texh = 244 C -/+15 C

+ 0.1 x (18-25) + 0.05 x (262-300) C
DTamb
178 21 96-3.0
= - 10.5 C
430 200 025 198 27 86
6.01.14
Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may be con-
sidered as a service point where:
PM 3120
PS% = x 100% = x 100% = 100.0%
PO 3120
and for ISO ambient reference conditions, the corre-
sponding calculations will be as follows:
3120 98.2 0.00

Mexh,M = 32,400 x x x (1+ )x
3900 100 100
0.0 100
(1+ )x = 25,453 kg/h
100 100
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
430 200 025 198 27 86
6.01.15
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
178 30 61-4.1
Fig. 6.01.19a: Basic symbols for piping
430 200 025 198 27 86
6.01.16
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
178 30 61-4.1
Fig. 6.01.19b: Basic symbols for piping
430 200 025 198 27 86
6.01.17
6.6 Air pipe with cover and net 7 Indicating instruments with ordinary symbol designations
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
178 30 61-4.1
Fig. 6.01.19c: Basic symbols for piping
430 200 025 198 27 86
6.01.18
6.02 Fuel Oil System
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines of max. 150 C
b) Tracing drain lines: by jacket cooling wa- The letters refer to the List of flanges
ter max. 90 C, min. 50 C D shall have min. 50% larger area than d.
178 16 08-2.0
Fig. 6.02.01: Fuel oil system
From the low pressure part of the fuel system the

Pressurised Fuel Oil System fuel oil is led to an electrically-driven circulating
pump (4 35 670), which pumps the fuel oil through a
The system is so arranged that both diesel oil and heater (4 35 677) and a full flow filter (4 35 685) situ-
heavy fuel oil can be used, see Fig. 6.02.01. ated immediately before the inlet to the engine.
From the service tank the fuel is led to an electrically To ensure ample filling of the fuel pumps, the capac-
driven supply pump (4 35 660) by means of which a ity of the electrically-driven circulating pump is
pressure of approximately 4 bar can be maintained higher than the amount of fuel consumed by the die-
in the low pressure part of the fuel circulating sys- sel engine. Surplus fuel oil is recirculated from the
tem, thus avoiding gasification of the fuel in the engine through the venting box.
venting box (4 35 690) in the temperature ranges ap-
plied. To ensure a constant fuel pressure to the fuel injec-
tion pumps during all engine loads, a spring loaded
The venting box is connected to the service tank via overflow valve is inserted in the fuel oil system on
an automatic deaerating valve (4 35 691), which will the engine, as shown on Fuel oil pipes,
release any gases present, but will retain liquids. Fig.6.02.02.
435 600 025 198 27 87
6.02.01
The piping is delivered with and fitted onto the engine

The letters refer to the List of flanges
The pos. numbers refer to list of standard instruments
178 22 12-0.0
Fig. 6.02.02: Fuel oil pipes and drain pipes
The fuel oil pressure measured on the engine (at fuel In special circumstances a change-over to diesel oil
pump level) should be 7-8 bar, equivalent to a circu- may become necessary and this can be performed
lating pump pressure of 10 bar. at any time, even when the engine is not running.
Such a change-over may become necessary if, for
When the engine is stopped, the circulating pump instance, the vessel is expected to be inactive for a
will continue to circulate heated heavy fuel through prolonged period with cold engine e.g. due to:
the fuel oil system on the engine, thereby keeping
the fuel pumps heated and the fuel valves docking
deae-rated. This automatic circulation of preheated stop for more than five days
fuel during engine standstill is the background for major repairs of the fuel system, etc.
our recommendation: environmental requirements
constant operation on heavy fuel The built-on overflow valves, if any, at the supply
pumps are to be adjusted to 5 bar, whereas the ex-
In addition, if this recommendation was not fol- ternal bypass valve is adjusted to 4 bar. The pipes
lowed, there would be a latent risk of diesel oil and between the tanks and the supply pumps shall have
heavy fuels of marginal quality forming incompatible minimum 50% larger passage area than the pipe
blends during fuel change over. Therefore, we between the supply pump and the circulating pump.
strongly advise against the use of diesel oil for oper-
ation of the engine this applies to all loads.
435 600 025 198 27 87
6.02.02
The remote controlled quick-closing valve at inlet The main purpose of the drain AF is to collect pure
X to the engine (Fig. 6.02.01) is required by MAN fuel oil from the umbrella sealing system of the fuel
B&W in order to be able to stop the engine immedi- pumps as well as the unintentionall leakage from the
ately, especially during quay and sea trials, in the high pressure pipes. The drain oil is lead to a tank
event that the other shut-down systems should fail. and can be pumped to the Heavy Fuel Oil service
This valve is yards supply and is to be situated as tank or to the settling tank.
close as possible to the engine. If the fuel oil pipe X
at inlet to engine is made as a straight line immedi- The AF drain is provided with a box for giving
ately at the end of the engine, it will be necessary to alarm in case of leakage in a high pressure pipes,
mount an expansion joint. If the connection is 4 35 105.
made as indicated, with a bend immediately at the
end of the engine, no expansion joint is required. Owing to the relatively high viscosity of the heavy
fuel oil, it is recommended that the drain pipe and
The introduction of the pump sealing arrangement, the tank are heated to min. 50 C.
the so-called umbrella type, has made it possible
to omit the separate camshaft lubricating oil sys- The drain pipe between engine and tank can be
tem. heated by the jacket water, as shown in Fig. 6.02.01.
The umbrella type fuel oil pump has an additional The size of the sludge tank is determined on the ba-
external leakage rate of clean fuel oil. sis of the draining intervals, the classification soci-
ety rules, and on whether it may be vented directly to
The flow rate is approx. 0.2 l/cyl. h. the engine room.
This drained clean oil will, of course, influence the

measured SFOC, but the oil is thus not wasted, and
the quantity is well within the measuring accuracy of
the flowmeters normally used.
435 600 025 198 27 87
6.02.03
The drain arrangement from the fuel oil system is For arrangement common for main engine and aux-
shown in Fig. 6.02.02 Fuel oil drain pipes. As iliary engines from MAN B&W Holeby, please refer
shown in Fig. 6.02.03 Fuel oil pipes heat tracing to our puplication:
the drain pipes are heated by the jacket cooling wa-
ter outlet from the main engine, whereas the HFO P.240: Operation on Heavy Residual Fuels MAN
pipes as basic are heated by steam. B&W Diesel Two-stroke Engines and MAN
B&W Diesel Four-stroke Holeby GenSets.
For external pipe connections, we prescribe the fol-
lowing maximum flow velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s

Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

178 42 39-5.0
Fig. 6.02.03: Fuel oil pipes heat tracing: 4 35 110
435 600 025 198 27 87
6.02.04
Fuel oil pipe insulation, option: 4 35 121 Fuel oil pipes and heating pipes together
Insulation of fuel oil pipes and fuel oil drain pipes Two or more pipes can be insulated with 30 mm
should not be carried out until the piping systems wired mats of mineral wool of minimum 150 kg/m3
have been subjected to the pressure tests specified covered with glass cloth of minimum 400 g/m2.
and approved by the respective classification soci-
ety and/or authorities, Fig. 6.02.05. Flanges and valves
The directions mentioned below include insulation The flanges and valves are to be insulated by means
of hot pipes, flanges and valves with view to ensur- of removable pads. Flange and valve pads are made
ing a surface temperature of the complete insulation of glass cloth, minimum 400 g/m2, containing min-
of maximum 55 C at a room temperature of maxi- eral wool stuffed to minimum 150 kg/m3.
mum 38 C. As for the choice of material and, if re-
quired, approval for the specific purpose, reference Thickness of the mats to be:
is made to the respective classification society. Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm
Fuel oil pipes and heating pipes together . . 30 mm
Fuel oil pipes
The pads are to be fitted so that they overlap the
The pipes are to be insulated with 20 mm mineral pipe insulating material by the pad thickness. At
wool of minimum 150 kg/m3 and covered with glass flanged joints, insulating material on pipes should
cloth of minimum 400 g/m2. not 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 suppliers instructions.
178 42 40-5.0
Fig. 6.02.04: Fuel oil pipes heat, insulation, option: 4 35 121
435 600 025 198 27 87
6.02.05
Fuel oils Guiding heavy fuel oil specification
Marine diesel oil: Based on our general service experience we have,

as a supplement to the above-mentioned stan-
Marine diesel oil ISO 8217, Class DMB dards, drawn up the guiding HFO specification
British Standard 6843, Class DMB shown below.
Similar oils may also be used
Heavy fuel oils limited by this specification have, to
Heavy fuel oil (HFO) the extent of the commercial availability, been used
with satisfactory results on MAN B&W two-stroke
Most commercially available HFO with a viscosity slow speed diesel engines.
below 700 cSt at 50 C (7000 sec. Redwood I at
100 F) can be used. The data refers to the fuel as supplied i.e. before any
on board cleaning.
For guidance on purchase, reference is made to ISO
8217, British Standard 6843 and to CIMAC recom- Property Units Value
mendations regarding requirements for heavy fuel 3
for diesel engines, third edition 1990, in which the Density at 15C kg/m < 991*
maximum acceptable grades are RMH 55 and K55. Kinematic viscosity
The above-mentioned ISO and BS standards super- at 100 C cSt < 55
sede BSMA 100 in which the limit was M9. at 50 C cSt < 700
Flash point C > 60
The data in the above HFO standards and specifica-
Pour point C < 30
tions refer to fuel as delivered to the ship, i.e. before
on board cleaning. Carbon residue % mass < 22
Ash % mass < 0.15
In order to ensure effective and sufficient cleaning of
the HFO i.e. removal of water and solid contami- Total sediment after ageing % mass < 0.10
nants the fuel oil specific gravity at 15 C (60 F) Water % volume < 1.0
should be below 0.991.
Sulphur % mass < 5.0
Higher densities can be allowed if special treatment Vanadium mg/kg < 600
systems are installed. Aluminum + Silicon mg/kg < 80
Current analysis information is not sufficient for esti-

mating the combustion properties of the oil. This *) May be increased to 1.010 provided adequate
means that service results depend on oil properties cleaning equipment is installed, i.e. modern type of
which cannot be known beforehand. This especially centrifuges.
applies to the tendency of the oil to form deposits in
combustion chambers, gas passages and turbines.
It may, therefore, be necessary to rule out some oils If heavy fuel oils with analysis data exceeding the
that cause difficulties. above figures are to be used, especially with re-
gard to viscosity and specific gravity, the engine
builder should be contacted for advice regarding
possible fuel oil system changes.
435 600 025 198 27 87
6.02.06
Components for fuel oil system cosity of the Heavy Fuel Oil. Normally, two centri-
(See Fig. 6.02.01) fuges are installed for Heavy Fuel Oil (HFO), each
with adequate capacity to comply with the above
recommendation.
Fuel oil centrifuges
A centrifuge for Marine Diesel Oil (MDO) is not a
The manual cleaning type of centrifuges are not to must, but if it is decided to install one on board, the
be recommended, neither for attended machinery capacity should be based on the above recommen-
spaces (AMS) nor for unattended machinery spaces dation, or it should be a centrifuge of the same size
(UMS). Centrifuges must be self-cleaning, either as that for lubricating oil.
with total discharge or with partial discharge.
The Nominal MCR is used to determine the total in-
Distinction must be made between installations for: stalled capacity. Any derating can be taken into
consideration in border-line cases where the centri-
fuge that is one step smaller is able to cover Spec-
Specific gravities < 0.991 (corresponding to ISO ified MCR.
8217 and British Standard 6843 from RMA to
RMH, and CIMAC from A to H-grades
Fuel oil supply pump (4 35 660)
Specific gravities > 0.991 and (corresponding to This is to be of the screw wheel or gear wheel type.
CIMAC K-grades).
Fuel oil viscosity, specified . up to 700 cSt at 50 C
Fuel oil viscosity maximum . . . . . . . . . . . 1000 cSt
For the latter specific gravities, the manufacturers Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
have developed special types of centrifuges, e.g.: Delivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 bar
Working temperature . . . . . . . . . . . . . . . . . 100 C
Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap
Westfalia. . . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol The capacity is to be fulfilled with a tolerance of:
Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II -0% +15% and shall also be able to cover the back
flushing, see Fuel oil filter.
The centrifuge should be able to treat approximately
the following quantity of oil:
Fuel oil circulating pump (4 35 670)
0.27 litres/kWh = 0.20 litres/BHPh
This is to be of the screw or gear wheel type.
This figure includes a margin for:
Fuel oil viscosity, specified . up to 700 cSt at 50 C
Water content in fuel oil Fuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cSt
Fuel oil viscosity maximum. . . . . . . . . . . . 1000 cSt
Possible sludge, ash and other impurities in the Fuel oil flow . . . . . . . . . . . . see List of capacities
fuel oil Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
Increased fuel oil consumption, in connection Working temperature . . . . . . . . . . . . . . . . . . 150 C
with other conditions than ISO. standard condi-
tion The capacity is to be fulfilled with a tolerance of:
- 0% + 15% and shall also be able to cover the
Purifier service for cleaning and maintenance. back-flushing see Fuel oil filter.
The size of the centrifuge has to be chosen accord- Pump head is based on a total pressure drop in filter
ing to the suppliers table valid for the selected vis- and preheater of maximum 1.5 bar.
435 600 025 198 27 87
6.02.07
178 06 28-0.1
Fig. 6.02.05: Fuel oil heating chart
Fuel oil viscosity specified . up to 700 cST at 50C

Fuel oil heater (4 35 677)
Fuel oil flow. . . . . . . . . . . . . . . . . . . see capacity of
fuel oil circulating pump
The heater is to be of the tube or plate heat ex-
Heat dissipation . . . . . . . . . see List of capacities
changer type.
Pressure drop on fuel oil side . . . . maximum 1 bar
Working pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
The required heating temperature for different oil
Fuel oil inlet temperature, . . . . . . . . approx. 100 C
viscosities will appear from the Fuel oil heating
Fuel oil outlet temperature . . . . . . . . . . . . . . 150 C
chart. The chart is based on information from oil
Steam supply, saturated. . . . . . . . . . . . . 7 bar abs.
suppliers regarding typical marine fuels with viscos-
ity index 70-80.
To maintain a correct and constant viscosity of the
fuel oil at the inlet to the main engine, the steam sup-
Since the viscosity after the heater is the controlled
ply shall be automatically controlled, usually based
parameter, the heating temperature may vary, de-
on a pneumatic or an electrically controlled system.
pending on the viscosity and viscosity index of the
fuel.
Fuel oil filter (4 35 685)
Recommended viscosity meter setting is 10-15 cSt.
The filter can be of the manually cleaned duplex type
or an automatic filter with a manually cleaned
by-pass filter.
435 600 025 198 27 87
6.02.08
If a double filter (duplex) is installed, it should have

sufficient capacity to allow the specified full amount
of oil to flow through each side of the filter at a given
working temperature with a max. 0.3 bar pressure
drop across the filter (clean filter).
If a filter with back-flushing arrangement is in-

stalled, the following should be noted. The required
oil flow specified in the List of capacities, i.e. the
delivery rate of the fuel oil supply pump and the fuel
oil circulating pump should be increased by the
amount of oil used for the back-flushing, so that the
fuel oil pressure at the inlet to the main engine can
be maintained during cleaning.
In those cases where an automatically cleaned filter

is installed, it should be noted that in order to activate
the cleaning process, certain makers of filters require
a greater oil pressure at the inlet to the filter than the
pump 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.
178 38 39-3.2
Fuel oil flow . . . . . . . . . . . . see List of capacities
Working pressure. . . . . . . . . . . . . . . . . . . . . 10 bar Fig. 6.02.07: Fuel oil venting box
Test pressure . . . . . . . . . . . according to class rule
Absolute fineness . . . . . . . . . . . . . . . . . . . . . 50mm
Working temperature . . . . . . . . maximum 150 cC Flow m3/h Dimensions in mm
Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
Oil viscosity at working temperature . . . . . . 15 cSt 1.3 150 32 15 100 600 171.3 1000 550
Pressure drop at clean filter . . . . maximum 0.3 bar 2.1 150 40 15 100 600 171.3 1000 550
Filter to be cleaned 5.0 200 65 15 100 600 171.3 1000 550
at a pressure drop at . . . . . . . . . maximum 0.5 bar
* The actual maximum flow of the fuel oil circulation pump
Note: 178 89 06-7.0
Absolute fineness corresponds to a nominal fineness

of approximately 30mm at a retaining rate of 90%.
The filter housing shall be fitted with a steam jacket

for heat tracing. Fuel oil venting box (4 35 690)
The design is shown on Fuel oil venting box, see

Flushing of the fuel oil system Fig. 6.02.05.
Before starting the engine for the first time, the sys- The systems fitted onto the main engine are shown on:
tem on board has to be cleaned in accordance with Fuel oil pipes"
MAN B&Ws recommendations Flushing of Fuel Oil Fuel oil drain pipes"
System which is available on request. Fuel oil pipes, steam and jacket water tracing and
Fuel oil pipes, insulation
435 600 025 198 27 87
6.02.09
Modular units Units

Engine type 60 Hz 50 Hz
The pressurised fuel oil system is preferable when 3 x 440V 3 x 380V
operating the diesel engine on high viscosity fuels. 4L35MC F - 2.0 - 1.1 - 6 F - 2.2 - 1.2 - 5
When using high viscosity fuel requiring a heating 5L35MC F - 2.0 - 1.1 - 6 F - 2.2 - 1.2 - 5
temperature above 100 C, there is a risk of boiling 6L35MC F - 2.0 - 1.1 - 6 F - 2.2 - 1.2 - 5
and foaming if an open return pipe is used, espe- 7L35MC F - 2.7 - 1.1 - 6 F - 3.5 - 1.2 - 5
cially if moisture is present in the fuel. 8L35MC F - 2.7 - 1.5 - 6 F - 3.5 - 1.7 - 5
9L35MC F - 4.2 - 1.5 - 6 F - 3.5 - 1.7 - 5
The pressurised system can be delivered as a 10L35MC F - 4.2 - 2.2 - 6 F - 3.5 - 1.7 - 5
11L35MC F - 4.2 - 2.2 - 6 F - 4.6 - 2.3 - 5
mo-dular unit including wiring, piping, valves and in-
12L35MC F - 4.2 - 2.2 - 6 F - 4.6 - 2.3 - 5
struments, see Fig. 6.02.07 below.
The fuel oil supply unit is tested and ready for ser- F 2.7 1.5 6
5 = 50 Hz, 3 x 380V
vice supply connections. 6 = 60 Hz, 3 x 440V
Capacity of fuel oil supply pump

in m3/h
Capacity of fuel oil circulating

pump in m3/h
Fuel oil supply unit
The unit is available in the following sizes:
178 30 73-4.0
Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
435 600 025 198 27 87
6.02.10
6.03 Uni-lubricating Oil System
The letters refer to List of counterflanges

Venting for MAN B&W or Mitsubishi turbochargers only 178 22 01-2.0
Fig. 6.03.01: Lubricating and cooling oil system
Since mid 1995 we have introduced as standard, The engine crankcase is vented through AR by a
the so called umbrella type of fuel pump for which pipe which extends directly to the deck. This pipe has
reason a seperate camshaft lube oil system is no a drain arrangement so that oil condensed in the pipe
longer necessary. can be led to a drain tank, see details in Fig. 6.03.06.
Drains from the engine bedplate AE are fitted on
As a consequence the uni-lubricating oil system both sides, see Fig. 6.03.07 Bedplate drain pipes.
supplies lubricating oil through inlet "RU", to the en-
gine bearings cooling oil to the pistons, lubricating
oil to the camshaft and to the exhaust valve actua-
tors etc.
440 600 025 198 27 88
6.03.01
178 22 02-4.0
The letters refer to List of counterflanges

The pos. numbers refer to List of instruments
Fig. 6.03.02: Lubricating and cooling oil pipes
178 38 43-9.0 178 38 44-0.0
Fig. 6.03.03a: Lube oil pipes for MAN B&W turbocharger Fig. 6.03.03b: Lube oil pipes for MAN B&W turbocharger
type NA/S type NA/T
440 600 025 198 27 88
6.03.02
Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for
attended machinery spaces (AMS). For unattended
machinery spaces (UMS), automatic centrifuges
with total discharge or partial discharge are to be
used.
The nominal capacity of the centrifuge is to be ac-

cording to the suppliers recommendation for lubri-
cating oil, based on the figures:
0.136 litres/kWh = 0.1 litres/BHPh
178 38 67-9.0 The Nominal MCR is used as the total installed effect.
Fig. 6.03.03c: Lube oil pipes fra Mitsubishi

turbocharger type MET List of lubricating oils
The circulating oil (Lubricating and cooling oil) must
Lubricating oil is pumped from a bottom tank, by be a rust and oxidation inhibited engine oil, of SAE
means of the main lubricating oil pump (4 40 601), to 30 viscosity grade.
the lubricating oil cooler (4 40 605), a thermostatic
valve (4 40 610) and, through a full-flow filter (4 40 In order to keep the crankcase and piston cooling
615), to the engine, where it is distributed to pistons space clean of deposits, the oils should have ade-
and bearings. quate dispersion and detergent properties.
The major part of the oil is divided between piston Alkaline circulating oils are generally superior in this
cooling and crosshead lubrication. respect.
From the engine, the oil collects in the oil pan, from Circulating oil
where it is drained off to the bottom tank, see Fig. Company
SAE 30/TBN 5-10
6.03.06 Lubricating oil tank, without cofferdam.
Elf-Lub. Atlanta Marine D3005
For external pipe connections, we prescribe a maxi- BP Energol OE-HT-30
mum oil velocity of 1.8 m/s. Castrol Marine CDX-30
Chevron Veritas 800 Marine
Turbochargers with slide bearings are lubricated Exxon Exxmar XA
Fina Alcano 308
from the main engine system, see Fig. 6.03.03a,b
Mobil Mobilgard 300
and c Turbocharger lubricating oil pipes which Shell Melina 30/30S
are shown with sensors for UMS, AB is the lubri- Texaco Doro AR 30
cating oil outlet from the turbocharger to the lubri-
cating oil bottom tank and it is vented through E
The oils listed have all given satisfactory service in
directly to the deck.
MAN B&W engine installations:
Also other brands have been used with satisfac-

tory results.
440 600 025 198 27 88
6.03.03
Lubricating oil pump (4 40 601) Lubricating oil cooler (4 40 605)
The lubricating oil pump can be of the screw wheel, The lubricating oil cooler is to be of the shell and
or the centrifugal type: tube type made of seawater resistant material, or a
plate type heat exchanger with plate material of tita-
Lubricating oil viscosity, specified 75 cSt at 50 C nium, unless freshwater is used in a central cooling
Lubricating oil viscosity, . . . . . maximum 400 cSt * system.
Lubricating oil flow . . . . . . see List of capacities
Design pump head . . . . . . . . . . . . . . . . . . . 4.0 bar Lubricating oil viscosity,
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C
Max. working temperature . . . . . . . . . . . . . . 50 C Lubricating oil flow . . . . . . . see List of capacities
Heat dissipation . . . . . . . . . see List of capacities
* 400 cSt is specified, as it is normal practice when Lubricating oil temperature,
starting on cold oil, to partly open the bypass outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C
valves of the lubricating oil pumps, so as to reduce Working pressure on oil side . . . . . . . . . . . . 4.0 bar
the electric power requirements for the pumps. Pressure drop on oil side . . . . . . maximum 0.5 bar
Cooling water flow . . . . . . . see List of capacities
The flow capacity is to be within a tolerance of: Cooling water temperature at inlet,
0 +12%. seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C
freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C
The pump head is based on a total pressure drop Pressure drop on water side. . . . maximum 0.2 bar
across cooler and filter of maximum 1 bar.
The lubricating oil flow capacity is to be within a tol-
The by-pass valve, shown between the main lubri- erance of: 0 to + 12%.
cating oil pumps, may be omitted in cases where the
pumps have a built-in by-pass or if centrifugal The cooling water flow capacity is to be within a tol-
pumps are used. erance of: 0% +10%.
If centrifugal pumps are used, it is recommended to To ensure the correct functioning of the lubricating
install a throttle valve at position 005, its function oil cooler, we recommend that the seawater tem-
being to prevent an excessive oil level in the oil pan, perature is regulated so that it will not be lower than
if the centrifugal pump is supplying too much oil to 10 C.
the engine.
The pressure drop may be larger, depending on the
During trials, the valve should be adjusted by means actual cooler design.
of a device which permits the valve to be closed only
to the extent that the minimum flow area through the
valve gives the specified lubricating oil pressure at Lubricating oil temperature control valve
the inlet to the engine at full normal load conditions. (4 40 610)
It should be possible to fully open the valve, e.g.
when starting the engine with cold oil. The temperature control system can, by means of a
three-way valve unit, by-pass the cooler totally or
It is recommended to install a 25 mm valve (pos. partly.
006) with a hose connection after the main lubricat-
ing oil pumps, for checking the cleanliness of the lu- Lubricating oil viscosity,
bricating oil system during the flushing procedure. specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C
The valve is to be located on the underside of a hori- Lubricating oil flow . . . . . . . see List of capacities
zontal pipe just after the discharge from the lubricat- Temperature range, inlet to engine . . . . . 40-50 C
ing oil pumps.
440 600 025 198 27 88
6.03.04
Lubricating oil full flow filter (4 40 615) If a filter with back-flushing arrangement is installed,
the following should be noted:
Lubricating oil flow . . . . . . . see List of capacities
Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar
Test pressure . . . . . . . . . . according to class rules The required oil flow, specified in the List of ca-
Absolute fineness . . . . . . . . . . . . . . . . . . . 40 mm * pacities should be increased by the amount of oil
Working temperature . . . . . . . approximately 45 C used for the back-flushing, so that the lubricating
Oil viscosity at working temperature. . . 90-100 cSt oil pressure at the inlet to the main engine can be
Pressure drop with clean filter . . maximum 0.2 bar maintained during cleaning.
Filter to be cleaned
at a pressure drop. . . . . . . . . . . . maximum 0.5 bar
In those cases where an automatically-cleaned
* The absolute fineness corresponds to a nominal filter is installed, it should be noted that in order to
fineness of approximately 25 mm at a retaining activate the cleaning process, certain makes of
rate of 90% filter require a greater oil pressure at the inlet to
the filter than the pump pressure specified. There-
The flow capacity is to be within a tolerance of: fore, the pump capacity should be adequate for
0 to 12%. this purpose, too.
The full-flow filter is to be located as close as possi-

ble to the main engine. If a double filter (duplex) is in- Flushing of lube oil system
stalled, it should have sufficient capacity to allow
the specified full amount of oil to flow through each Before starting the engine for the first time, the lubri-
side of the filter at a given working temperature, with cating oil system on board has to be cleaned in ac-
a pressure drop across the filter of maximum 0.2 bar cordance with MAN B&Ws recommendations:
(clean filter). Flushing of Main Lubricating Oil System, which is
available on request.
440 600 025 198 27 88
6.03.05
178 13 27-7.1
Fig. 6.03.05: Lubricating oil outlet
440 600 025 198 27 88
6.03.06
178 13 87-5.0
Note:
When calculating the tank heights, allowance has not The lubricating oil bottom tank complies with the rules of
been made for the possibility that part of the oil quantity the classification socities by operation under the follow-
from the system outside the engine may, when the pumps ing conditions and the angles of inclination in degrees are:
are stopped, be returned to the bottom tank. Athwartships Fore and aft
Static Dynamic Static Dynamic
Provided that the system outside the engine is so executed, 15 22.5 5 7.5
that a part of the oil quantity is drained back to the tank when
the pumps are stopped, the height of the bottom tank indi- Minimum lubricating oil bottom tank volume is:
cated on the drawing is to be increased to this quantity. 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
* Based on 40 mm thickness of supporting chocks.
If space is limited other proposals are possible. For 10, 11, 12 cylinder engine data contact MAN B&W Diesel
Cylinder Drain at
D0 D1 D3 H0 H1 H2 L OL Qm3
No. cylinder No.
4 2-4 125 325 125 700 325 65 3600 640 3.3
5 2-5 125 325 125 715 325 65 4200 655 4.0
6 2-5 150 325 150 745 325 65 4800 685 4.7
7 2-5-7 150 325 150 775 325 65 5400 715 5.6
8 2-5-8 150 325 150 805 325 65 6000 745 6.4
9 2-5-8 175 425 175 835 375 75 6600 775 7.4
178 22 04-8.0
Fig. 6.03.06a: Lubricating oil tank, without cofferdam. Engine with vertical outlets
440 600 025 198 27 88
6.03.07
178 42 29-9.0
Note:
When calculating the tank heights, allowance has not The lubricating oil bottom tank complies with the rules of
been made for the possibility that part of the oil quantity the classification socities by operation under the follow-
from the system outside the engine may, when the pumps ing conditions and the angles of inclination in degrees are:
are stopped, be returned to the bottom tank.
Athwartships Fore and aft
Provided that the system outside the engine is so executed, Static Dynamic Static Dynamic
that a part of the oil quantity is drained back to the tank when 15 22.5 5 7.5
the pumps are stopped, the height of the bottom tank indi-
cated on the drawing is to be increased to this quantity. Minimum lubricating oil bottom tank volume is:
4 5 6 7 8 9
* Based on 40 mm thickness of supporting chocks. cylinder cylinder cylinder cylinder cylinder cylinder
If space is limited other proposals are possible. 3.6 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
Cylinder
D0 D1 H0 H1 H2 L OL Qm3
No.
4 125 325 655 325 65 5250 595 4.5
5 125 325 755 325 65 6000 695 6.0
6 150 325 780 325 65 6750 720 7.0
7 150 325 800 325 65 7500 740 8.0
8 150 325 820 325 65 8250 760 9.0
9 175 375 870 375 75 9000 810 10.5
178 22 14-4.0
Fig. 6.03.06b: Lubricating oil tank, without cofferdam. Engine with horizontal outlets
440 600 025 198 27 88
6.03.08
178 07 50-0.0
Fig.6.03.07: Crankcase venting
178 41 98-8.0
Fig. 6.03.08: Bedplate drain pipes
440 600 025 198 27 88
6.03.09
6.04 Cylinder Lubricating Oil System
Consequently, TBN 70 cylinder oil should also be

used on testbed and at seatrial. However, cylinder
oils with higher alkalinity, such as TBN 80, may be
beneficial, especially in combination with high-sul-
phur fuels.
The cylinder oils listed below have all given satisfac-

tory service during heavy fuel operation in MAN
B&W engine installations:
Company Cylinder oil

SAE 50/TBN 70
Elf-Lub. Talusia HR 70
BP CLO 50-M
Castrol S/DZ 70 cyl.
Chevron Delo Cyloil Special
Exxon Exxmar X 70
Fina Vegano 570
The letters refer to List of flanges Mobil Mobilgard 570
178 06 14-7.4 Shell Alexia 50
Texaco Taro Special
Fig. 6.04.01: Cylinder lubricating oil system
Also other brands have been used with satisfactory

The cylinder lubricators can be either of the mech- results.
anical type driven by the engine (4 42 111) or of the
electronic type, option: 4 42 105. The cylinder lube
oil is supplied from a gravity-feed cylinder oil service Cylinder Oil Feed Rate (Dosage)
tank, Fig. 6.04.01.
The following guideline for cylinder oil feed rate is
The size of the cylinder oil service tank depends on based on service experience from other MC engine
the owners and yards requirements, and it is nor- types, as well as todays fuel qualities and operating
mally dimensioned for minimum two days con- conditions.
sumption.
The recommendations are valid for all plants,
whether controllable pitch or fixed pitch propellers
Cylinder Oils are used.
Cylinder oils should, preferably, be of the SAE 50 The nominal cylinder oil feed rate at nominal MCR is:
viscosity grade. 0.81.2 g/kWh
0.60.9 g/BHPh
Modern high-rated two-stroke engines have a rela- During the first operational period of about 1500
tively great demand for detergency in the cylinder hours, it is recommended to use the highest feed
oil. Due to the traditional link between high rate in the range.
detergency and high TBN in cylinder oils, we recom-
mend the use of a TBN 70 cylinder oil in combination The feed rate at part load is proportional to the
with all fuel types within our guiding specification, np 2
regardless of the sulphur content. second power of the speed: Q p = Q x
n
442 600 025 198 27 89
6.04.01
The letters refer to List of flanges One lubricator for 4L35MC

The piping is delivered with and fitted onto the engine Two lubricators for 5, 6, 7, 8 and 9L35MC
Fig. 6.04.02: Cylinder lubricating oil pipes
Mechanical Cylinder Lubricators system which controls the dosage in proportion to

4 42 111 the mean effective pressure (mep), option: 4 42 113.
The cylinder lubricator(s) are mounted on the fore The speed can be dependent as well as the mep
end of the engine. The lubricator(s) have a built-in dependent lubricator can be equipped with a
capability for adjustment of the oil quantity. They are Load Change Dependent system option: 4 42
of the Sight Feed Lubricator type and are provided 120, such that the cylinder feed oil rate is automati-
with a sight glass for each lubricating point. cally increased during starting, manoeuvring and,
preferably, during sudden load changes, see Fig.
The lubricators are fitted with: 6.04.04.
Electrical heating coils The signal for the load change dependent system
comes from:
Low flow and low level alarms.
Alternative 1
The lubricator will, in the basic Speed Dependent a special control box, item: 4 42 620 normally
design (4 42 111), pump a fixed amount of oil to the used on plants with mechanical-hydraulic gov-
cylinders for each engine revolution. ernor
Mainly for plants with controllable pitch propeller, Alternative 2

the lubricators can, alternatively, be fitted with a the electronic governor, if applied.
442 600 025 198 27 89
6.04.02
Type: 18F010
For alarm for low level and no flow
Low level switch A opens at low level

Low flow switch B opens at zero flow
in one ball control glass
Fig. 6.04.03a: Electrical diagram, mechanical cylinder lubricator 178 10 83-1.1
Type: 18F001
For alarm for low level and alarm and
slow down for no flow
Required by: ABS, GL, RINa,
RS and recommended by IACS
178 36 47-5.1
All cables and cable connections to be yards supply

Electrical heating of cylinder lubricators:
4L35MC: 1 lubricator, 16 glasses of 125 watt

7L35MC: 2 lubricators, 14 glasses of 2x100 watt
11L35MC: 2 lubricators, 20/24 glasses of 2x125 watt
Power supply according to ships monophase 110 V or 220 V.

Heater ensures oil temperature of approximately 40-50 C
No flow and low level alarms, for cylinder lubricators
Fig. 6.04.03b: Electrical diagram, mechanical cylinder lubricator
442 600 025 198 27 89
6.04.03
178 06 31-4.1
Fig. 6.04.04: Load change dependent lubrication
442 600 025 198 27 89
6.04.04
178 22 13-2.1
Fig. 6.04.05: Electronic Alpha cylinder lubricating oil system
Electronic Alpha Lubricator System The whole system is controlled by the Master Con-
trol Unit (MCU) which calculates the injection fre-
The electronic Alpha cylinder lubrication system, quency on the basis of the engine-speed signal
option (4 42 105) Fig. 6.04.05, is designed to supply given by the tacho signal (ZE) and the fuel index.
cylinder oil intermittently, e.g. every four engine rev-
olutions, at a constant pressure and with electroni- The MCU is equipped with a Backup Control Unit
cally controlled timing and dosage at a defined posi- (BCU) which, if the MCU malfunctions, activates an
tion. alarm and takes control automatically or manually,
via a switchboard unit (SBU).
Cylinder lubricating oil is fed to the engine by means
of a pump station which is mounted on the engine The electronic lubricating system incorporates all
(4 42 150). the lubricating oil functions of the mechanical sys-
tem, such as speed dependent, mep dependent,
The oil fed to the injectors is pressurised by means and load change dependent.
of two lubricators on each cylinder, equipped with
small multi-piston pumps, Fig. 6.04.06. The amount Prior to start up, the cylinders can be pre-lubricated
of oil fed to the injectors can be finely tuned with an and, during the running-in period, the operator can
adjusting screw, which limits the length of the piston choose to increase the lube oil feed rate by 25%,
stroke. 50% or 100%.
Fig. 6.04.07 shows the wiring diagram of the elec-

tronic Alpha cylinder lubricator.
442 600 025 198 27 89
6.04.05
178 47 13-9.1
Fig. 6.04.06: Electronic Alpha cylinder lubricators on engine
The external electrical system must be capable of and slow down (Normally Open) for:
providing the MCU and BCU with an un-inter-
ruptable 24 Volt DC power supply. Electronic cylinder lubricator system
The electronic Alpha cylinder lubricator system is The system has a connection for coupling it to a
equipped with the following (Normally Closed) computer system or a Display Unit (DU) so that en-
alarms: gine speed, fuel index, injection frequency, alarms,
etc. can be monitored.
MCU Unit failure
MCU Power failure
MCU Common alarm
BCU Unit in control
BCU Unit failure
BCU Power failure
SBU Failure
442 600 025 198 27 89
6.04.06
178 47 16-4.1
Fig. 6.04.07: Wiring diagram for electronic Alpha lubricator
442 600 025 198 27 89
6.04.07
6.05 Stuffing Box Drain Oil System
For engines running on heavy fuel, it is important The performance of the piston rod stuffing box on
that the oil drained from the piston rod stuffing the MC engines has proved to be very efficient, pri-
boxes is not led directly into the system oil, as the oil marily because the hardened piston rod allows a
drained from the stuffing box is mixed with sludge higher scraper ring pressure.
from the scavenge air space.
The amount of drain oil from the stuffing boxes is
about 5 - 10 litres/24 hours per cylinder during nor-
mal service. In the running-in period, it can be
higher.
We therefore consider the piston rod stuffing box

drain oil cleaning system as an option, and recom-
mend that this relatively small amount of drain oil is
either mixed with the fuel oil in the fuel oil settling
tank before centrifuging and subsequently burnt in
the engine Fig. 6.05.01a or that it is burnt in the
incinerator.
If the drain oil is to be re-used as lubricating oil Fig.

6.05.01b, it will be necessary to install the stuffing
box drain oil cleaning system described below.
As an alternative to the tank arrangement shown,

the drain tank (001) can, if required, be designed as
a bottom tank, and the circulating tank (002) can be
installed at a suitable place in the engine room.
178 47 26-0.0
Fig. 6.05.01a: Stuffing box drain oil system

178 15 00-2.1
Fig. 6.05.01b: Optional cleaning system of piston rod, stuffing box drain oil
443 600 025 198 27 90
6.05.01
Piston rod lube oil pump and filter unit
Minimum capacity of tanks Capacity of pump

C.J.C. Filter 003
No. of clinders Tank 001 Tank 002
004 at 2 bar
m3 m3 m3/h
49 1 x HDU 427/54P 0.6 0.7 0.2
10 12 1 x HDU 427/81P 0.9 1.0 0.3
178 21 81-8.0
Fig. 6.05.02: Capacities of cleaning system, stuffing box drain
The filter unit consisting of a pump and a finefilter

(option: 4 43 640) could be of make C.C. Jensen
A/S, Denmark. The fine filter cartridge is made of
cellulose fibres and will retain small carbon particles No. of 3 x 440 volts 3 x 380 volts
etc. with relatively low density, which are not re- cylinders 60 Hz 50 Hz
moved by centrifuging. 49 PR 0.2 6 PR 0.2 5
Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02 10 12 PR 0.3 6 PR 0.3 5

Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar
Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mm
Working temperature . . . . . . . . . . . . . . . . . . . 50 C 178 22 11-9.0
Oil viscosity at working temperature . . . . . . 75 cSt Fig. 6.05.03: Types of piston rod units
Pressure drop at clean filter . . . . maximum 0.6 bar
Filter cartridge . . . maximum pressure drop 1.8 bar
The letters refer to List of counter flanges 178 30 86-6.0

Fig. 6.05.04: Stuffing box, drain pipes
443 600 025 198 27 90
6.05.02
Designation of piston rod units A modular unit is available for this system, option:
4 43 610. See Fig. 6.05.05 Piston rod unit, MAN
B&W/C.C. Jensen.
PR 0.2 6
The modular unit consists of a drain tank, a circulat-
5 = 50 Hz, 3 x 380 Volts ing tank with a heating coil, a pump and a fine filter,
6 = 60 Hz, 3 x 440 Volts and also includes wiring, piping, valves and instru-
ments.
Pump capacity in m3/h
The piston rod unit is tested and ready to be con-
nected to the supply connections on board.
Piston rod unit
178 30 87-8.0
Fig. 6.05.05.: Piston rod drain oil unit, MAN B&WDiesel/C. C. Jensen, option: 4 43 610
443 600 025 198 27 90
6.05.03
6.06 Cooling Water Systems
The water cooling can be arranged in several config- The advantages of the central cooling system are:
urations, the most common system choice being:
Only one heat exchanger cooled by seawater,

A low temperature seawater cooling system Fig. and thus, only one exchanger to be overhauled
6.06.01, and a freshwater cooling system only for
jacket cooling Fig. 6.06.03 All other heat exchangers are freshwater cooled
and can, therefore, be made of a less expensive
A central cooling water system, with three cir- material
cuits: a seawater system, a low temperature
freshwater system for central cooling Fig. Few non-corrosive pipes to be installed
6.07.01, and a high temperature freshwater sys-
tem for jacket water. Reduced maintenance of coolers and components
Increased heat utilisation.

The advantages of the seawater cooling system are
mainly related to first cost, viz:
whereas the disadvantages are:
Only two sets of cooling water pumps

(seawater and jacket water) Three sets of cooling water pumps (seawater,
freshwater low temperature, and jacket water
Simple installation with few piping systems. high temperature)
Higher first cost.

Whereas the disadvantages are:
An arrangement common for the main engine and
MAN B&W Holeby auxiliary engines is available on
Seawater to all coolers and thereby higher main- request.
tenance cost
For further information about common cooling water
Expensive seawater piping of non-corrosive ma- system for main engines and auxiliary engines please
terials such as galvanised steel pipes or Cu-Ni refer to our publication:
pipes.
P. 281: Uni-concept Auxiliary Systems for
two-stroke Main Engine and Four-stroke
Auxiliary Engines
The publication is also available at the Internet

adresss: www.manbw.dk under "Libraries",
from where it can be downloaded.
445 600 025 198 27 91
6.06.01

178 15 01-4.3
Fig. 6.06.01: Seawater cooling system
Seawater Cooling System

The seawater cooling system is used for cooling, the
main engine lubricating oil cooler (4 40 605), the The inter-related positioning of the coolers in the
jacket water cooler (4 46 620) and the scavenge air system serves to achieve:
cooler (4 54 150).
The lowest possible cooling water inlet temperature
The lubricating oil cooler for a PTO step-up gear should to the lubricating oil cooler in order to obtain the
be connected in parallel with the other coolers.The ca- cheapest cooler. On the other hand, in order to pre-
pacity of the SW pump (4 45 601) is based on the out- vent the lubricating oil from stiffening in cold ser-
let temperature of the SW being maximum 50 C after vices, the inlet cooling water temperature should not
passing through the coolers with an inlet temperature be lower than 10 C
of maximum 32 C (tropical conditions), i.e. a maxi-
mum temperature increase of 18 C. The lowest possible cooling water inlet tempera-
ture to the scavenge air cooler, in order to keep
The valves located in the system fitted to adjust the the fuel oil consumption as low as possible.
distribution of cooling water flow are to be provided
with graduated scales. 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
6.06.02
The letters refer to List of flanges 178 36 04-4.0

Fig. 6.06.02: Cooling water pipes, air cooler, one turbocharger
Components for seawater system The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
ture of 32 C and an ambient air temperature of 45 C.
Seawater cooling pump (4 45 601)
The pumps are to be of the centrifugal type. Scavenge air cooler (4 54 150)
Seawater flow . . . . . . . . . . see List of capacities The scavenge air cooler is an integrated part of the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar main engine.
Test pressure . . . . . . . . . . . according to class rule
Working temperature . . . . . . . . . . maximum 50 C Heat dissipation . . . . . . . . see List of capacities
Seawater flow . . . . . . . . . . see List of capacities
The capacity must be fulfilled with a tolerance of be- Seawater temperature,
tween 0% to +10% and covers the cooling of the for SW cooling inlet, max. . . . . . . . . . . . . . . 32 C
main engine only. Pressure drop on
cooling water side . . . . . between 0.1 and 0.5 bar
Lubrication oil cooler (4 40 605) The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
See chapter 6.03 Uni-Lubricating oil system. ture of 32 C and an ambient air temperature of 45 C.
Jacket water cooler (4 46 620) Seawater thermostatic valve (4 45 610)
The cooler is to be of the shell and tube or plate heat The temperature control valve is a three-way valve
exchanger type, made of seawater resistant material. which can recirculate all or part of the SW to the
pumps suction side. The sensor is to be located at
Heat dissipation . . . . . . . . see List of capacities the seawater inlet to the lubricating oil cooler, and
Jacket water flow . . . . . . . see List of capacities the temperature level must be a minimum of +10 C.
Jacket water temperature, inlet. . . . . . . . . . . 80 C
Pressure drop Seawater flow . . . . . . . . . . see List of capacities
on jacket water side . . . . . . . . . . maximum 0.2 bar Temperature range,
Seawater flow . . . . . . . . . . see List of capacities adjustable within . . . . . . . . . . . . . . . . +5 to +32 C
Seawater temperature, inlet . . . . . . . . . . . . . 38 C
Pressure drop on SW side . . . . . maximum 0.2 bar
445 600 025 198 27 91
6.06.03
Fig. 6.06.03: Jacket cooling water system 178 17 66-2.1
Jacket Cooling Water System

The jacket cooling water system, shown in Fig. The venting pipe in the expansion tank should end
6.06.03, is used for cooling the cylinder liners, cylin- just below the lowest water level, and the expansion
der covers and exhaust valves of the main engine tank must be located at least 5 m above the engine
and heating of the fuel oil drain pipes. cooling water outlet pipe.
The jacket water pump (4 46 601) draws water from MAN B&Ws recommendations about the freshwa-
the jacket water cooler outlet and delivers it to the ter system de-greasing, descaling and treatment by
engine. inhibitors are available on request.
At the inlet to the jacket water cooler there is a ther- The freshwater generator, if installed, may be con-
mostatically controlled regulating valve (4 46 610), nected to the seawater system if the generator does
with a sensor at the engine cooling water outlet, not have a separate cooling water pump. The gener-
which keeps the main engine cooling water outlet at ator must be coupled in and out slowly over a period
a temperature of 80 C. of at least 3 minutes.
The engine jacket water must be carefully treated, For external pipe connections, we prescribe the fol-
maintained and monitored so as to avoid corrosion, lowing maximum water velocities:
corrosion fatigue, cavitation and scale formation. It
is recommended to install a preheater if preheating Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
is not available from the auxiliary engines jacket Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
cooling water system.
445 600 025 198 27 91
6.06.04
178 38 21-1.0
Fig. 6.06.04a: Jacket water cooling pipes for uncooled turbocharger

178 38 22-4.0
Fig. 6.06.04b: Jacket water cooling pipes for water cooled turbocharger
445 600 025 198 27 91
6.06.05
Components for jacket water system The sensor is to be located at the outlet from the
main engine, and the temperature level must be
adjustable in the range of 70-90 C.
Jacket water cooling pump (4 46 601)
The pumps are to be of the centrifugal type. Jacket water preheater (4 46 630)
Jacket water flow . . . . . . . see List of capacities When a preheater see Fig. 6.06.03 is installed in the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 bar jacket cooling water system, its water flow, and thus
Delivery pressure. . . . . . . . . . depends on position the preheater pump capacity (4 46 625), should be
of expansion tank about 10% of the jacket water main pump capacity.
Test pressure . . . . . . . . . . . according to class rule Based on experience, it is recommended that the
Working temperature, . normal 80 C, max. 100 C pressure drop across the preheater should be
approx. 0.2 bar. The preheater pump and main
The capacity must be met at a tolerance of 0% to pump should be electrically interlocked to avoid the
+10%. risk of simultaneous operation.
The stated capacities cover the main engine only. The preheater capacity depends on the required
The pump head of the pumps is to be determined preheating time and the required temperature in-
based on the total actual pressure drop across the crease of the engine jacket water. The temperature
cooling water system. and time relationships are shown in Fig. 6.06.05.
In general, a temperature increase of about 35 C

Freshwater generator (4 46 660) (from 15 C to 50 C) is required, and a preheating
time of 12 hours requires a preheater capacity of
If a generator is installed in the ship for production of about 1% of the enignes nominal MCR power.
freshwater by utilising the heat in the jacket water
cooling system it should be noted that the actual
available heat in the jacket water system is lower Deaerating tank (4 46 640)
than indicated by the heat dissipation figures given
in the List of capacities. This is because the latter Design and dimensions are shown on Fig. 6.06.06
figures are used for dimensioning the jacket water Deaerating tank and the corresponding alarm de-
cooler and hence incorporate a safety margin which vice (4 46 645) is shown on Fig. 6.06.07 Deaerating
can be needed when the engine is operating under tank, alarm device.
conditions such as, e.g. overload. Normally, this
margin is 10% at nominal MCR.
Expansion tank (4 46 648)
The calculation of the heat actually available at
specified MCR for a derated diesel engine is stated The total expansion tank volume has to be approxi-
in chapter 6.01 List of capacities. mate 10% of the total jacket cooling water amount
in the system.
Jacket water thermostatic valve (4 46 610) As a guideline, the volume of the expansion tanks
for main engine output are:
The temperature control system can be equipped
with a three-way valve mounted as a diverting valve, Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3
which by-pass all or part of the jacket water around
the jacket water cooler.
445 600 025 198 27 91
6.06.06
Fresh water treatment

The MAN B&W Diesel recommendations for treat-
ment of the jacket water/freshwater are available on
request.
Temperature at start of engine

In order to protect the engine, some minimum
temperture 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 is
started and run up gradually to 90% of specified
MCR speed.
For running between 90% and 100% of specified

MCR speed, it is recommended that the load be in-
creased slowly i.e. over a period of 30 minutes.
178 16 63-1.0
Start of cold engine Fig. 6.06.05: Jacket water preheater
In exceptional circumstances where it is not possi-

ble to comply with the abovementioned recommen-
dation, a minimum of 20 C can be accepted before Preheating of diesel engine
the engine is started and run up slowly to 90% of
specified MCR speed.
Preheating during standstill periods
However, before exceeding 90% specified MCR
speed, a minimum engine temperature of 50 C During short stays in port (i.e. less than 4-5 days), it
should be obtained and, increased slowly i.e. over is recommended that the engine is kept preheated,
a period of least 30 minutes. the purpose being to prevent temperature variation
in the engine structure and corresponding variation
The time period required for increasing the jacket in thermal expansions and possible leakages.
water temperature from 20 C to 50 C will depend
on the amount of water in the jacket cooling water The jacket cooling water outlet temperature should
system, and the engine load. be kept as high as possible and should before
starting-up be increased to at least 50 C, either
Note: by means of cooling water from the auxiliary en-
The above considerations are based on the assump- gines, or by means of a built-in preheater in the
tion that the engine has already been well run-in. jacket cooling water system, or a combination.
445 600 025 198 27 91
6.06.07
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
H 300
I 320
J ND 50
K ND 32
ND: Nominal diameter
Working pressure is according to actual

piping arrangement.
In order not to impede the rotation of water,

the pipe connection must end flush with the
tank, so that no internal edges are protruding.
178 06 27-9.0
Fig. 6.06.06: Deaerating tank, option: 4 46 640
178 07 37-0.1
Fig. 6.06.07: Deaerating tank, alarm device, option: 4 46 645
445 600 025 198 27 91
6.06.08
6.07 Central Cooling Water System
Letters refer to List of flanges

178 15 02-6.3
Fig. 6.07.01: Central cooling system
The central cooling water system is characterised outboard seawater temperature when this exceeds
by having only one heat exchanger cooled by sea- 10 C.
water, and by the other coolers, including the jacket
water cooler, being cooled by the freshwater low For further information about common cooling wa-
temperature (FW-LT) system. ter system for main engines and MAN B&W Holeby
auxiliary engines please refer to our publication:
In order to prevent too high a scavenge air tempera-
ture, the cooling water design temperature in the P.281: Uni-concept Auxiliary Systems for Two-
FW-LT system is normally 36 C, corresponding to a stroke Main Engine and Four-stroke Auxili-
maximum seawater temperature of 32 C. ary Engines.
Our recommendation of keeping the cooling water The publiation, is also available at the Internet ad-
inlet temperature to the main engine scavenge air dress: www. manbw.dk under Libraries, from
cooler as low as possible also applies to the central where it can be downloaded.
cooling system. This means that the temperature
control valve in the FW-LT circuit is to be set to mini-
mum 10 C, whereby the temperature follows the
445 650 002 198 27 92
6.07.01
For external pipe connections, we prescribe the fol- SW temperature of 32 C and an ambient air tem-
lowing maximum water velocities: perature of 45 C.
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s Overload running at tropical conditions will slightly
Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s increase the temperature level in the cooling sys-
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s tem, and will also slightly influence the engine per-
formance.
Components for seawater system

Central cooling water pumps,
low temperature (4 45 651)
Seawater cooling pumps (4 45 601)
The pumps are to be of the centrifugal type.
The pumps are to be of the centrifugal type.
Freshwater flow . . . . . . . . see List of capacities
Seawater flow . . . . . . . . . . see List of capacities Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar Delivery pressure. . . . . . . . depends on location of
Test pressure . . . . . . . . . . according to class rules expansion tank
Working temperature, Test pressure . . . . . . . . . . according to class rules
normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 C Working temperature,
Working temperature . . . . . . . . . . maximum 50 C normal . . . . . . . . . . . . . . . . . . approximately 80 C
maximum 90 C
The capacity is to be within a tolerance of 0% +10%.
The flow capacity is to be within a tolerance of 0%
The differential pressure of the pumps is to be deter- +10%.
mined on the basis of the total actual pressure drop
across the cooling water system. The list of capacities covers the main engine
only.The differential pressure provided by the
pumps is to be determined on the basis of the total
Central cooler (4 45 670) actual pressure drop across the cooling water sys-
tem.
The cooler is to be of the shell and tube or plate heat
exchanger type, made of seawater resistant mate-
rial. Central cooling water thermostatic valve
(4 45 660)
Heat dissipation . . . . . . . . see List of capacities
Central cooling water flow see List of capacities The low temperature cooling system is to be equip-
Central cooling water temperature, ped with a three-way valve, mounted as a mixing
outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C valve, which by-passes all or part of the fresh water
Pressure drop on central cooling around the central cooler.
side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar
Seawater flow . . . . . . . . . . see List of capacities The sensor is to be located at the outlet pipe from
Seawater temperature, the thermostatic valve and is set so as to keep a
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C temperature level of minimum 10 C.
Pressure drop on SW side . . . . . maximum 0.2 bar
The pressure drop may be larger, depending on the Lubricating oil cooler (4 40 605)
actual cooler design.
See Lubricating oil system.
The heat dissipation and the SW flow figures are
based on MCR output at tropical conditions, i.e. a
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 heat

exchanger type.

Jacket water flow . . . . . . . see List of capacities
Jacket water temperature,
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 C
Pressure drop on jacket water side . max. 0.2 bar
FW-LT flow . . . . . . . . . . . . see List of capacities
FW-LT temperature, inlet . . . . . . . . . approx. 42 C
Pressure drop on FW-LT side . . . . . . max. 0.2 bar
The heat dissipation and the FW-LT flow figures are

based 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 the

main engine.

FW-LT water flow . . . . . . . see List of capacities
FW-LT water temperature, inlet . . . . . . . . . . 36 C
Pressure drop on FW-LT
water side . . . . . . . . . . . . . . . . . . . approx. 0.5 bar
445 650 002 198 27 92
6.07.03
6.08 Starting and Control Air Systems
178 39 65-0.0
A: Valve A is supplied with the engine

AP: Air inlet for dry cleaning of turbocharger
Fig. 6.08.01: Starting and control air systems
The starting air of 30 bar is supplied by the starting Through a reducing valve (4 50 675) is supplied
air compressors (4 50 602) in Fig. 6.08.01 to the compressed air at 10 bar to AP for turbocharger
starting air receivers (4 50 615) and from these to the cleaning (soft blast) , and a minor volume used for
main engine inlet A. the fuel valve testing unit.
Through a reducing station (4 50 665), compressed The air consumption for control air, safety air,
air at 7 bar is supplied to the engine as: turbocharger cleaning, sealing air for exhaust valve
and for fuel valve testing unit and starting of auxiliary
Control air for manoeuvring system, and for engines is covered by the capacities stated for the
exhaust valve air springs, through B air receivers and compressors in the List of Capac-
ities.
Safety air for emergency stop through C
450 600 025 198 27 93
6.08.01
I = Pneumatic component box

The position numbers refer to List of instruments
178 39 67-4.0
Fig. 6.08.02: Starting air pipes
An arrangement common for main engine and MAN The starting air distributor regulates the supply of
B&W Holeby auxiliary engines is available on re- control air to the starting valves in accordance with
quest. the correct firing sequence.
The starting air pipes, Fig. 6.08.02, contains a main For further information about common starting air
starting valve (a ball valve with actuator), a system for main engines and auxiliary engines
non-return valve, a starting air distributor and start- please refer to our publication:
ing valves. The main starting valve is combined with
the manoeuvring system, which controls the start of P. 281 Uni-concept Auxiliary Systems for Two-
the engine. Slow turning before start of engine is an stroke Main Engine and Four-stroke Auxili-
option: 4 50 140 and is recommended by MAN B&W ary Engines
Diesel, see chapter 6.11.
450 600 025 198 27 93
6.08.02

178 38 48-8.0
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
The publiation, is also available at the Internet ad-

dress: www. manbw.dk under Libraries, from
where it can be downloaded.
The exhaust valve is opened hydraulically, and the

closing force is provided by a pneumatic spring
which leaves the valve spindle free to rotate. The
compressed air is taken from the manoeuvring air
system.
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
6.08.03
Components for starting air system Reducing valve (4 50 675)
Reduction from . . . . . . . . . . . . . . . 30 bar to 7 bar

Starting air compressors (4 50 602) (Tolerance -10% +10%)
Capacity:
The starting air compressors are to be of the wa- 2600 Normal litres/min of free air . . . . . 0.043 m3/s
ter-cooled, two-stage type with intercooling.
The piping delivered with and fitted onto the main
More than two compressors may be installed to engine is, for your guidance, shown on:
supply the capacity stated.
Starting air pipes
Air intake quantity: Air spring pipes, exhaust valves
Reversible engine,
for 12 starts: . . . . . . . . . . see List of capacities
Non-reversible engine, Turning gear
for 6 starts: . . . . . . . . . . . see List of capacities
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar The turning wheel has cylindrical teeth and is fitted
to the thrust shaft. The turning wheel is driven by a
pinion on the terminal shaft of the turning gear,
Starting air receivers (4 50 615) which is mounted on the bedplate. Engagement and
disengagement of the turning gear is effected by ax-
The starting air receivers shall be provided with man ial movement of the pinion.
holes and flanges for pipe connections.
The turning gear is driven by an electric motor
The volume of the two receivers is: with a built-in brake. The size of the electric motor
Reversible engine, is stated in Fig. 6.08.04. The turning gear is
for 12 starts: . . . . . . . . . . see List of capacities * equipped with a blocking device that prevents the
Non-reversible engine, main engine from starting when the turning gear is
for 6 starts: . . . . . . . . . . . see List of capacities engaged.
Working pressure . . . . . . . . . . . . . . . . . . . . 30 bar
Test 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/s
Filter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 mm
450 600 025 198 27 93
6.08.04
Electric motor 3 x 440 V 60 Hz Electric motor 3 x 380 V 50 Hz

Brake power supply 220 V 60 Hz Brake power supply 220 V 50 Hz
Current Current
No. of Power Start Normal No. of Power Start Normal
cylinders kW Amp. Amp. cylinders kW Amp. Amp.
4-8 0.55 4.8 1.3 4-8 0.55 5.6 1.5
9-12 9-12
178 39 73-3.0
* Data for 9-12 cylinder engines are available on request
178 31 30-9.0
Fig. 6.08.04: Electric motor for turning gear
450 600 025 198 27 93
6.08.05
6.09 Scavenge Air System
178 43 42-4.0
Fig. 6.09.01a: Scavenge air system, running on turbocharger
into the scavenge air receiver and to the combustion

The engine is supplied with scavenge air from one chamber.
turbocharger located on the aft end, for 4-9 cylin-
der engines or from two turbochargers for 10-12 The scavenge air system, (see Figs. 6.09.01 and
cylinder engines located on the exhaust side. 6.09.02) is an integrated part of the main engine.
The compressor of the turbocharger sucks air from The heat dissipation and cooling water quantities
the engine room, through an air filter, and the com- are based on MCR at tropical conditions, i.e. a SW
pressed air is cooled by the scavenge air cooler, one temperature of 32 C, or a FW temperature of 36 C,
per turbocharger. The scavenge air cooler is pro- and an ambient air inlet temperature of 45 C.
vided with a water mist catcher, which prevents
condensated water from being carried with the air
455 600 025 198 27 94
6.09.01
Auxiliary Blowers Electrical panel for two auxiliary blowers
The engine is provided with two electrically driven The auxiliary blowers are, as standard, fitted onto
auxiliary blowers. Between the scavenge air cooler the main engine, and the control system for the aux-
and the scavenge air receiver, non-return valves are iliary blowers can be delivered separately as an op-
fitted which close automatically when the auxiliary tion: 4 55 650.
blowers start supplying the scavenge air.
The layout of the control system for the auxiliary
Both auxiliary blowers start operating consecutively blowers is shown in Figs. 6.09.03a and 6.09.03b
before the engine is started and will ensure com- Electrical panel for two auxiliary blowers, and
plete scavenging of the cylinders in the starting the data for the electric motors fitted onto the
phase, thus providing the best conditions for a safe main engine is found in Fig. 6.09.04 Electric motor
start. for auxiliary blower.
During operation of the engine, the auxiliary blowers The data for the scavenge air cooler is specified in
will start automatically whenever the engine load is the description of the cooling water system chosen.
reduced to about 30-40% and will continue operat-
ing until the load again exceeds approximately For further information please refer to our publication:
40-50%.
P.311: Influence of Ambient Temperature Condi-
tions on Main Engine Operation
Emergency running
The publiation, is also available at the Internet ad-
If one of the auxiliary blowers is out of action, the dress: www. manbw.dk under Libraries. from
other auxiliary blower will function in the system, where it can be downloaded
without any manual readjustment of the valves being
necessary. This is achieved by automatically work-

ing non-return valves.
178 43 41-2.0
Fig. 6.09.01b: Scavenge air system, running on auxiliary blower
455 600 025 198 27 94
6.09.02
178 39 76-9.0
Fig. 6.09.02: Scavenge air pipes, for engine with one turbocharger on aft end
Dimensions of control panel for Dimensions of electric panel Maximum stand-by

Electric motor size
two auxiliary blowers heating element
3 x 440 V 3 x 380 V W H D W H D
60 Hz 50 Hz mm mm mm mm mm mm
18 - 80 A 18 - 80 A
300 460 150 400 600 300 100 W
11 - 45 kW 9 - 40 kW
63 - 250 A
80 - 250 A
67 - 155 300 460 150 600 600 350 250 W
40 - 132 kW
kW
178 31 47-8.0
Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650
455 600 025 198 27 94
6.09.03
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
178 31 44-2.0
Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650
455 600 025 198 27 94
6.09.04
Norminal Ampere Norminal Ampere Start Ampere Start Ampere

Number of Engine uotput
Two auxiliary Three auxiliary Two auxiliary Three auxiliary
cylinders kW
blowers blowers blowers 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
178 21 80-6.0
The specified data are for guidance only.
Fig. 6.09.04: Electric motor for auxiliary blower
455 600 025 198 27 94
6.09.05
Air cooler cleaning

The air side of the scavenge air cooler can be
cleaned by injecting a grease dissolvent through
AK (see Figs. 6.09.05 and 6.09.06) to a spray pipe
arrangement fitted to the air chamber above the air
cooler element.
Sludge is drained through AL to the bilge tank, and

the polluted grease dissolvent returns from AM,
through a filter, to the chemical cleaning tank. The
cleaning must be carried out while the engine is at
standstill.
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 cooler
water mist catcher. The water is led though an ori-
fice to prevent major losses of scavenge air. The
system is equipped with a drain box, where a level
switch LSA 434 is mounted, indicating any exces-
sive water level, see Fig. 6.09.05.

178 38 57-2.0
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 10 65-1.2 178 89 84-1.0

Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655
455 600 025 198 27 94
6.09.06
No. of cylinders Capacity of drain tank

4-6 0.4 m3
7-9 0.7 m3
10-12 1.0 m3
178 06 61-0.0
Fig. 6.09.07: Scavenge box drain system
178 06 16-0.0
Fig. 6.09.08: Scavenge air space, drain pipes
455 600 025 198 27 94
6.09.07
Fire Extinguishing System for Scavenge

Air Space
Fire in the scavenge air space can be extinguished
by 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 Steam
or option: 4 55 142 Water mist
or 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:
178 06 17-2.0
Fire extinguishing in scavenge air space (steam) The letters refer to List of flanges
Fire extinguishing in scavenge air space (water mist)
Fire extinguishing in scavenge air space (CO2) Fig. 6.09.09 Fire extinguishing system for scavenge air
Steam pressure: 3-10 bar

Steam approx.: 0.8 kg/cyl.
Freshwater pressure: min. 3.5 bar CO2 test pressure: 150 bar
Freshwater approx.: 0.6 kg/cyl. CO2 approx.: 1.5 kg/cyl.

178 38 65-5.0 178 35 21-6.0
Fig. 6.09.10a: Fire extinguishing pipes in scavenge air Fig. 6.09.10b: Fire extinguishing pipes in scavenge air
space steam: 4 55 140, water mist, option: 4 55 142 space CO2, option: 4 55 143
455 600 025 198 27 94
6.09.08
6.10 Exhaust Gas System
178 07 27-4.1
Fig. 6.10.01: Exhaust gas system on engine
Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the ex- The exhaust gas receiver and the exhaust pipes are
haust gas receiver where the fluctuating pressures provided with insulation, covered by steel plating.
from the cylinders are equalised and from where the
gas is led further on to the turbocharger at a con-
stant pressure, see Fig.6.10.01. Turbocharger arrangement and
cleaning systems
Compensators are fitted between the exhaust
valves and the exhaust gas receiver and between The turbocharger is, for 4-9 cylinder engines, ar-
the receiver and the turbocharger. A protective grat- ranged on the aft end of the engine (4 59 121), and
ing is placed between the exhaust gas receiver and for the 10-12 cylinder engines (4 59 126) on the ex-
the turbocharger. The turbocharger is fitted with a haust side of the engine. See Figs: 6.10.02a and
pick-up for remote indication of the turbocharger 6.10.02b.
speed.
460 600 025 198 27 96
6.10.01

The position numbers refer to List of instruments
178 41 53-1.0
Fig. 6.10.02a: Exhaust gas pipes, with turbocharger located on aft end of engine (4 59 121)
178 38 70-2.0
Fig. 6.10.02b: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 126)
460 600 025 198 27 96
6.10.02
The engine is designed for the installation of either All makes of turbochargers are fitted with an ar-
MAN B&W turbocharger type NA/TO (4 59 101), rangement for water washing of the compressor
ABB turbocharger type VTR or TPL (4 59 102 or 4 59 side, and soft blast cleaning of the turbine side, see
102a), or MHI turbolager type MET (4 59 103). Fig. 6.10.03. Washing of the turbine side is only ap-
plicable on MAN B&W and ABB turbochargers , see
Figs. 6.10.04a and 6.10.04b.
1. Container for water

178 41 75-8.0
Fig. 6.10.03: Turbocharger water washing
460 600 025 198 27 96
6.10.03
the 4th power. It has by now become normal prac-

tice in order to avoid too much pressure loss in the
pipings, to have an exhaust gas velocity of about 35
m/sec at specified MCR. This means that the pipe
diameters often used may be bigger than the diame-
ter stated in Fig. 6.10.08.
As long as the total back-pressure of the exhaust

gas system incorporating all resistance losses
from pipes and components complies with the
above-mentioned requirements, the pressure
losses across each component may be chosen in-
dependently, see proposed measuring points in Fig.
6.10.07. The general design guidelines for each
component, 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 gas

1. Tray for solid granules from the outlet of the turbocharger(s) to the atmo-
2. Container for granules sphere.
The position numbers refer to List of instruments The exhaust piping is shown schematically on Fig.
6.10.05.
178 41 77-1.0
Fig. 6.10.04: Soft blast cleaning of turbine side The exhaust piping system for the main engine com-
prises:
Exhaust Gas System for main engine Exhaust gas pipes
At specified MCR (M), the total back-pressure in the Exhaust gas boiler
exhaust gas system after the turbocharger indi- Silencer
cated by the static pressure measured in the piping Spark arrester
after the turbocharger must not exceed 350 mm
WC (0.035 bar). Expansion joints
Pipe bracings.
In order to have a back-pressure margin for the final
system, it is recommended at the design stage to
initially use about 300 mm WC (0.030 bar). In connection with dimensioning the exhaust gas
piping system, the following parameters must be
For dimensioning of the external exhaust gas observed:
pipings, the recommended maximum exhaust gas Exhaust gas flow rate
velocity is 50 m/s at specified MCR (M). For
Exhaust gas temperature at turbocharger outlet
dimensioning of the external exhaust pipe connec-
tions, see Fig. 6.10.07. Maximum pressure drop through exhaust gas
system
The actual back-pressure in the exhaust gas system Maximum noise level at gas outlet to atmosphere
at MCR depends on the gas velocity, i.e. it is propor- Maximum force from exhaust piping on
tional to the square of the exhaust gas velocity, and turbocharger(s)
hence inversely proportional to the pipe diameter to
460 600 025 198 27 96
6.10.04
Diameter of exhaust gas pipes
The exhaust gas pipe diameters shown on Fig.

6.10.08 for the specified MCR should be considered
an initial choice only.
As previously mentioned a lower gas velocity than

50 m/s can be relevant with a view to reduce the
pressure drop across pipes, bends and compo-
nents in the entire exhaust piping system.
Exhaust gas compensator after turbocharger
When dimensioning the compensator, option: 4 60

610 for the expansion joint on the turbocharger gas
outlet transition pipe, option: 4 60 601, the exhaust
gas pipe and components, are to be so arranged
that the thermal expansions are absorbed by ex-
pansion joints. The heat expansion of the pipes and
the components is to be calculated based on a tem-
perature increase from 20 C to 250 C. The vertical
and horizontal heat expansion of the engine mea-
sured at the top of the exhaust gas transition piece
of the turbocharger outlet are indicated in Fig.
6.10.08 as DA and DR.
The movements stated are related to the engine

178 42 78-3.0
seating. The figures indicate the axial and the lateral
movements related to the orientation of the expan-
Fig. 6.10.05: Exhaust gas system
sion joints.
Utilisation of the heat energy of the exhaust The expansion joints are to be chosen with an elas-
gas. ticity that limit the forces and the moments of the ex-
haust gas outlet flange of the turbocharger as stated
Items that are to be calculated or read from tables for each of the turbocharger makers on Fig. 6.10.08
are: where are shown the orientation of the maximum al-
Exhaust gas mass flow rate, temperature and lowable forces and moments on the gas outlet
maximum back pressure at turbocharger gas flange of the turbocharger.
outlet
Diameter of exhaust gas pipes
Exhaust gas boiler
Utilising the exhaust gas energy
Attenuation of noise from the exhaust pipe out- Engine plants are usually designed for utilisation of
let the heat energy of the exhaust gas for steam pro-
Pressure drop across the exhaust gas system duction or for heating the oil system.
Expansion joints.
The exhaust gas passes an exhaust gas boiler
which is usually placed near the engine top or in the
funnel.
460 600 025 198 27 96
6.10.05
It should be noted that the exhaust gas temperature Exhaust gas silencer
and flow rate are influenced by the ambient condi-
tions, for which reason this should be considered The typical octave band sound pressure levels from
when the exhaust gas boiler is planned. the diesel engines exhaust gas system related to
the distance of one meter from the top of the ex-
At specified MCR, the maximum recommended haust gas uptake are shown in Fig. 6.10.06.
pressure loss across the exhaust gas boiler is nor-
mally 150 mm WC. The need for an exhaust gas silencer can be de-
cided based on the requirement of a maximum
This pressure loss depends on the pressure losses noise level at a certain place.
in the rest of the system as mentioned above. There-
fore, if an exhaust gas silencer/spark arrester is not The exhaust gas noise data is valid for an exhaust
installed, the acceptable pressure loss across the gas system without boiler and silencer, etc.
boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark The noise level refers to nominal MCR at a distance
arrester is installed, it may be necessary to reduce of one metre from the exhaust gas pipe outlet edge
the maximum pressure loss. at an angle of 30 to the gas flow direction.
The above-mentioned pressure loss across the si- For each doubling of the distance, the noise level
lencer and/or spark arrester shall include the pres- will be reduced by about 6 dB (far-field law).
sure losses from the inlet and outlet transition
pieces.
178 14 11-5.0
Fig. 6.10.06: ISOs NR curves and typical sound pressure levels from diesel engines exhaust gas system
The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening
at an angle of 30 degrees to the gas flow and valid for an exhaust gas system without boiler and silencer, etc.
460 600 025 198 27 96
6.10.06
When the noise level at the exhaust gas outlet to the Calculation of Exhaust Gas
atmosphere needs to be silenced, a silencer can be Back-Pressure
placed in the exhaust gas piping system after the
exhaust gas boiler. The exhaust gas back pressure after the turbo-
charger(s) depends on the total pressure drop in the
The exhaust gas silencer is usually of the absorption exhaust gas piping system.
type and is dimensioned for a gas velocity of ap-
proximately 35 m/s through the central tube of the The components exhaust gas boiler, silencer, and
silencer. spark arrester, if fitted, usually contribute with a ma-
jor part of the dynamic pressure drop through the
An exhaust gas silencer can be designed based on entire exhaust gas piping system.
the required damping of noise from the exhaust gas
given on the graph. The components mentioned are to be specified so
that the sum of the dynamic pressure drop through
In the event that an exhaust gas silencer is required the different components should if possible ap-
this depends on the actual noise level require- proach 200 mm WC at an exhaust gas flow volume
ments on the bridge wing, which is normally maxi- corresponding to the specified MCR at tropical am-
mum 60-70 dB(A) a simple flow silencer of the ab- bient conditions. Then there will be a pressure drop
sorption type is recommended. Depending on the of 100 mm WC for distribution among the remaining
manufacturer, this type of silencer normally has a piping system.
pressure loss of around 20 mm WC at specified
MCR. Fig. 6.10.07 shows some guidelines regarding resis-
tance coefficients and back-pressure loss calcula-
tions which can be used, if the makers data for
Spark arrester back-pressure is not available at the early project
stage.
To prevent sparks from the exhaust gas from being
spread over deck houses, a spark arrester can be The pressure loss calculations have to be based on
fitted as the last component in the exhaust gas sys- the actual exhaust gas amount and temperature
tem. valid for specified MCR. Some general formulas and
definitions are given in the following.
It should be noted that a spark arrester contributes
with a considerable pressure drop, which is often a
disadvantage. Exhaust gas data
actor 1.015 refers to the average back-pressure of M exhaust gas amount at specified MCR in
150 mm WC (0.015 bar) in the exhaust gas system. kg/sec.
T exhaust gas temperature at specified MCR in
C
Please note that the actual exhaust gas temperature

is different before and after the boiler. The exhaust
460 600 025 198 27 96
6.10.07
gas data valid after the turbocharger may be found measured/ stated as shown in Fig. 6.11.07 (at speci-
in Section 6.01. fied MCR) is normally given by the relevant
manufacturer.
Mass density of exhaust gas ( ) r

Total back-pressure ( pm)D
r @ 1.293 x 273273+ T x 1.015 in kg/m3
The total back-pressure, measured/stated as the
The factor 1.015 refers to the average back-pres- static pressure in the pipe after the turbocharger, is
sure of 150 mm WC (0.015 bar) in the exhaust gas then:
system. DpM = SD p
D
where p incorporates all pipe elements and com-
Exhaust gas velocity (v) ponents etc. as described:
In a pipe with diameter D the exhaust gas velocity is: DpM has to be lower than 350 mm WC.
M 4 (At design stage it is recommended to use max.
v= x in m/sec
r x D2 300 mm WC in order to have some margin for
fouling).
Pressure losses in pipes ( p) D
For a pipe element, like a bend etc., with the resis- Measuring of Back Pressure
tance coefficient z, the corresponding pressure loss
is: At any given position in the exhaust gas system, the
total pressure of the flow can be divided into dy-
1 namic pressure (referring to the gas velocity) and
Dp = z x r v 2 x in mm WC
9.81 static pressure (referring to the wall pressure, where
where the expression after z is the dynamic pres- the gas velocity is zero).
sure of the flow in the pipe.
At a given total pressure of the gas flow, the combi-
The friction losses in the straight pipes may, as a nation of dynamic and static pressure may change,
guidance, be estimated as : depending on the actual gas velocity. The measure-
ments, in principle, give an indication of the wall
1 mm WC 1 x diameter length pressure, i.e., the static pressure of the gas flow.
whereas the positive influence of the up-draught in It is, therefore, very important that the back pressure
the vertical pipe is normally negligible. measuring points are located on a straight part of
the exhaust gas pipe, and at some distance from an
obstruction, i.e. at a point where the gas flow, and
Pressure losses across components ( p) D thereby also the static pressure, is stable. The tak-
ing of measurements, for example, in a transition
D
The pressure loss p across silencer, exhaust gas piece, may lead to an unreliable measurement of the
static pressure.
boiler, spark arrester, rain water trap, etc., to be
In consideration of the above, therefore, the total

back pressure of the system has to be measured af-
ter the turbocharger in the circular pipe and not in
the transition piece. The same considerations apply
to the measuring points before and after the exhaust
gas boiler, etc.
460 600 025 198 27 96
6.10.08
Pipe bends etc.
Change-over valve of
type with constant
cross section R=D z = 0.28
R = 1.5D z = 0.20
za = 0.6 to 1.2 R = 2D z = 0.17
zb = 1.0 to 1.5
zc = 1.5 to 2.0
Change-over valve of
type with volume R=D z = 0.16
R = 1.5D z = 0.12
za = zb = about 2.0 R = 2D z = 0.11
z = 0.05
R=D z = 0.45
R = 1.5D z = 0.35
R = 2D z = 0.30
z = 0.14
Outlet from z = 1.00

top of exhaust
gas uptake
Inlet
(from z = 1.00
turbocharger)
178 32 09-1.0
178 06 85-3.0
Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes
460 600 025 198 27 96
6.10.09
F1
M1 M3
D0 D0
F2 F3 Fixed point DA
Expansion joint
option: 4 60 610 DR
Transition piece
H1
option: 4 60 601
Centreline turbocharger 178 31 59-6.0
178 34 24-6.0
Fig 6.10.08b: Exhaust pipe system
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
178 21 84-3.0
Fig. 6.10.09: Movement at expansion joint based on the thermal expansion

of the engine from ambient temperature to service
460 600 025 198 27 96
6.10.10
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 178 21 85-6.0
Gas velocity Exhaust pipe diameter D0 D4

35 m/s 50m/s and H1 mm mm
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
178 22 10-7.0
Fig. 6.10.11: Minimum diameter of exhaust pipe for a standard installation based on an exhaust gas velocity
of 35 m/s and 50 m/s
460 600 025 198 27 96
6.10.11
6.11 Manoeuvring System
The basic design of the engine is provided with a Engine with local manual reversing
pneumatic/electronic manoeuvring system for trans-
mitting the orders from the Engine Control Room Option 4 30 109:
(ECR) or the Bridge Control (BC) console to the me- In this case the fuel pump roller guides are of
chanical-hydraulic Woodward governor on the en- the reversible type and are supplied with per-
gine. manent air pressure for Ahead position, during
the start procedure.
Fixed Pitch Propeller (FPP) Manual reversing from the engine side control
console is effected with a separate handle, as
See the manoeuvring diagram in Fig. 6.11.01 for a the manoeuvring handle has no reversing sole-
reversible engine with fixed pitch propeller (FPP), noid valves.
prepared for remote control.
From the manoeuvring consoles it is possible to Control System for Plants with CPP
start and stop the engine by activating the solenoid
valves EV684, EV682, and to control the engine Where a controllable pitch propeller is installed the
speed. control system is to be designed in such a way that
the operational requirements for the whole plant are
Reversing of the engine from the ECR console is ini- fulfilled.
tiated by setting the manoeuvring handle (optional)
to the appropriate position (Ahead or Astern), Special attention should be paid to the actual opera-
whereby EV683 or EV685 is activated. Control air tion mode, e.g. combinator curve with/without con-
then reverses the starting air distributor and, via air stant frequency shaft generator or constant engine
cylinders, the angular displaceable rollers of the fuel speed with a power take off.
pump roller guides.
The following requirements have to be fulfilled:
The engine is provided with an engine side control
console for local manual control and an instrument The control system is to be equipped with a load
panel. control function limiting the maximum torque (fuel
pump index) in relation to the engine speed, in or-
der to prevent the engine from being loaded be-
Controllable Pitch Propeller (CPP) yond the limits of the load diagram
For plants with CPP, two alternatives are available: The control system must ensure that the engine
load does not increase at a quicker rate than per-
Non-reversible engine mitted by the scavenge air pressure
Option: 4 30 104 Load changes have to take place in such a way

If a controllable pitch propeller is coupled to the that the governor can keep the engine speed
engine, a manoeuvring system according to Fig. within the required range.
6.11.02 is to be used. The solenoid valve EV662
shown in the centre permits the engine to start Please contact the engine builder for specific data.
only when the propeller pitch is zero. The fuel
pump roller guides are provided with non-
displaceable rollers.
465 100 010 198 27 97
6.11.01
Governors The electronic governor consists of the following el-

ements:
When selecting the governor, the complexity of the
installation has to be considered. We normally dis- Actuator
tinguish between conventional and advanced
marine installations. Revolution transmitter (pick-ups)
Electronic governor panel

Conventional plants
Power supply unit.
As standard, the engine is equipped with a conven-
tional mechanical-hydraulic Woodward governor Pressure transmitter for scavenge air.
item 4 65 170.
The actuator, revolution transmitter and the pres-
Examples of conventional marine installations are: sure transmitter are mounted on the engine.
An engine directly coupled to a fixed pitch propeller With a view to such installations, the engine can be
equipped with an electronic governor approved by
An engine directly coupled to a controllable pitch MAN B&W, e.g.:
propeller, without clutch and without extreme de-
4 65 172 Lyngs Marine electronic governor sys-
mands on the propeller pitch change
tem, type EGS 2000 or EGS 2100
Plants with controllable pitch propeller with a 4 65 174 Kongsberg Norcontrol Automation digi-
shaft generator of less than 15% of the engines tal governor system, type DGS 8800e
MCR output. 4 65 177 Siemens digital governor system, type
SIMOS SPC 33
Advanced plants The electronic governors have to be tailor-made,

and the specific layout of the system has to be mu-
For more advanced plants, an electronic governor tually agreed upon by the customer, the governor
has to be applied, and the specific layout of the sys- supplier and the engine builder.
tem has to be agreed upon in co-operation with the
customer, the governor supplier and the engine It should be noted that the shut down system, the
builder. governor and the remote control system must be
compatible if an integrated solution is to be ob-
The advanced marine installation viz: tained.
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 pitch

propeller with a demand for fast pitch change
Plants with shaft generator with high demands on

frequency accuracy.
465 100 010 198 27 97
6.11.02
Slow Turning Components for Engine Control Room

Console
The standard manoeuvring system does not feature
slow turning before starting, but for unattended ma- The basic scope of supply includes the manoeuv-
chinery spaces (UMS) we strongly recommend the ring handle, see Fig. 6.11.05, (4 65 642 to 4 65 645)
slow turning device, option 4 50 140 in Fig. 6.11.03. for start, stop, reversing and speed setting.
The slow turning valve allows the starting air to par- The engine control room console supplied by the
tially by-pass the main starting valve. During slow yard normally includes, as a minimum, the instru-
turning the engine will rotate so slowly that, in the mentation shown in Fig. 6.11.06.
event that liquids have accumulated on the piston
top, the engine will stop before any harm occurs.
Components for Bridge Control
Shut Down System If a remote control system is to be applied, the ma-

noeuvring system is prepared for it by the solenoid
The engine is stopped by activating the puncture valves in Figs. 6.11.01 and 6.11.02.
valve located in the fuel pump. For normal stopping
or shut-down, this system will relieve the high pres-
sure by activating solenoid valve EV658. Sequence Diagram for Plants with
Bridge Control
Engine Side Control Console MAN B&W Diesels requirements to the remote con-
trol system makers are indicated graphically in Fig.
The layout of the engine side control console in- 6.11.07 Sequence diagram for fixed pitch propel-
cludes the components indicated in the manoeuv- ler.
ring diagram, shown in Fig. 6.11.04.
The diagram shows the functions as well as the de-
The console is located on the camshaft side of the lays which must be considered in respect to starting
engine. Ahead 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 program

with an approximate delay of 30 minutes when
passing from 90% to 100% r/min (70% to 100%
power).
On the right of the diagram, a situation is shown

where the order Astern is over-ridden by an Ahead
order the engine immediately starts Ahead if the
engine speed is above the specified starting level.
The corresponding sequence diagram for a non-

reversible plant with power take-off (Gear Constant
Ratio) is shown in Fig. 6.11.08 where no load control
program is specified.
465 100 010 198 27 97
6.11.03
The drawing shows the system in the following conditions:
Main starting valve locking device in service position.

Stop and ahead position
Pneumatic pressure on
Electric power on
A, B, C refer to List of flanges.

178 39 97-3.0
Fig. 6.11.01: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor
prepared for remote control
465 100 010 198 27 97
6.11.04
The drawing shows the system in the following conditions:
Main starting valve locking device in service position.

Pneumatic pressure on
Electric power on
Stop position
A, B, C refer to List of flanges.

178 39 99-7.0
Fig. 6.11.02: Manoeuvring system, non-reversible engine, with mechanical-hydraulic governor prepared for
remote start and stop
465 100 010 198 27 97
6.11.05
Pos. Qty. Description
28 1 3/4-way solenoid valve
78 1 Switch, yards supply
178 39 49-5.1
Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140
465 100 010 198 27 97
6.11.06
178 40 00-9.0
Fig. 6.11.04: Engine side control console and instrument panel: 4 65 120
465 100 010 198 27 97
6.11.07
178 40 01-0.0
Fig. 6.11.05a: Manoeuvring handle for Engine Control Room console for reversible engine (FPP)
178 40 02-2.0
Fig. 6.11.05b: Manoeuvring handle for Engine Control Room console for non-reversible engine (CPP)
465 100 010 198 27 97
6.11.08
1 Free space for mounting of safety panel 8 Switch and lamp for cancelling of limiters for governor
Engine builders supply
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 (option * These instruments have to be ordered as option:
4 31 116 ) the manoeuvring console has to be extended by a 4 75 645 and the corresponding analogue sensors on the
remote alarm/slow down indication lamp. engine 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, yards supply 178 30 45-9.0
465 100 010 198 27 97
6.11.09
465 100 010
MAN B&W Diesel A/S
Fig. 6.11.07: Sequence diagram for fixed pitch propeller
6.11.10
Max. Astern speed: 90% specified MCR r/min (to be evaluated in case of ice class)
When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure
178 13 34-8.0
198 27 97
L35MC Project Guide
465 100 010
MAN B&W Diesel A/S
6.11.11
Fig. 6.11.08: Sequence diagram for controllable pitch propeller, with shaft generator type GCR
When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure
Revised diagram including restart from bridge is available on request.
178 13 36-1.0
198 27 97
L35MC Project Guide
Vibration Aspects 7
7 Vibration Aspects
The vibration characteristics of the two-stroke low The natural frequency of the hull depends on the
speed diesel engines can for practical purposes be, hulls rigidity and distribution of masses, whereas
split up into four categories, and if the adequate the vibration level at resonance depends mainly
countermeasures are considered from the early on the magnitude of the external moment and the
project stage, the influence of the excitation engines position in relation to the vibration nodes
sources can be minimised or fully compensated. of the ship.
C C
In general, the marine diesel engine may influence
the hull with the following: A
External unbalanced moments
These can be classified as unbalanced 1st and
2nd order external moments, the latter needs to B
be considered only for certain cylinder numbers
Guide force moments
Axial vibrations in the shaft system
Torsional vibrations in the shaft system.
D
The external unbalanced moments and guide force
moments are illustrated in Fig. 7.01.
In the following, a brief description is given of their A Combustion pressure

origin and of the proper countermeasures needed to B Guide force
render them harmless. C Staybolt force
D Main bearing force
External unbalanced moments 1st order moment

vertical 1 cycle/rev.
The inertia forces originating from the unbalanced 2nd order moment
rotating and reciprocating masses of the engine vertical 2 cycle/rev.
create unbalanced external moments although the
external forces are zero. 1st order moment,
horizontal 1 cycle/rev.
Of these moments, the 1st order (one cycle per revo-
lution) and the 2nd order (two cycles per revolution) Guide force moment,
need to be considered for engines with a low number H transverse Z cycles/rev.
of cylinders. On 7-cylinder engines, also the 4th order Z is 1 or 2 times number of
external moment may have to be examined. The iner- cylinder
tia forces on engines with more than 6 cylinders tend,
more or less, to neutralise themselves.
Guide force moment,
Countermeasures have to be taken if hull resonance X transverse Z cycles/rev.
occurs in the operating speed range, and if the vi- Z = 1,2 ...12
bration level leads to higher accelerations and/or
velocities than the guidance values given by inter- 178 06 82-8.0
national standards or recommendations (for in-
stance related to special agreement between ship-
Fig. 7.01: External unbalanced moments and guide force
owner and shipyard).
moments
407 000 100 198 27 98
7.01
1st order moments on 4-cylinder engines Adjustable

counterweights
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.
Aft
For engines with five cylinders or more, the 1st order
moment is rarely of any significance to the ship. It Fore
can, however, be of a disturbing magnitude in
four-cylinder engines. Fixed
counterweights Adjustable
Resonance with a 1st order moment may occur for counterweights
hull vibrations with 2 and/or 3 nodes, see Fig. 7.02.
This resonance can be calculated with reasonable
accuracy, and the calculation will show whether a
compensator is necessary or not on four-cylinder
engines.
A resonance with the vertical moment for the 2 node

hull vibration can often be critical, whereas the reso- Fixed
nance with the horizontal moment occurs at a higher counterweights
speed than the nominal because of the higher natu-
ral frequency of horizontal hull vibrations.
As standard, four-cylinder engines are fitted with

adjustable 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 is
178 16 78-7.0
easily dealt with. A solution with zero horizontal mo-
Fig. 7.03: Adjustable counterweights: 4 31 151
ment is also available.
178 06 84-1.0
Fig. 7.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines
407 000 100 198 27 98
7.02
2nd order moments cause it is wanted as a precautionary measure, an

electrically driven compensator option: 4 31 601,
The 2nd order moment acts only in the vertical di- synchronised to the correct phase relative to the ex-
rection. Precautions need only to be considered for ternal force or moment can neutralise the excitation.
four, five and six cylinder engines. This type of compensator needs an extra seating fit-
ted, preferably, in the steering gear room where de-
Resonance with the 2nd order moment may occur flections are largest and the effect of the compensa-
at hull vibrations with more than three nodes. Con- tor will therefore be greatest.
trary to the calculation of natural frequency with 2
and 3 nodes, the calculation of the 4 and 5 node nat- The electrically driven compensator will not give rise
ural frequencies for the hull is a rather comprehen- to distorting stresses in the hull. More than 70 elec-
sive procedure and, despite advanced calculation trically driven compensators are in service and have
methods, is often not very accurate. given good results.
Experience with our 2-stroke slow speed engines In the table, Fig. 7.06 the external moments (M1) are
has shown that propulsion plants with the small stated at the speed (n1) and MCR rating in point L1 of
bore engines (S/L42MC, S/L35MC and S26MC) are the layout diagram. For other speeds (nA), the corre-
less sensitive regarding hull vibration excited by 2nd sponding external moments (MA) are calculated by
order moments than the larger bore engines. There- means of the formula:
fore, this engine does not have engine driven 2nd or- n 2
der moment compensators. MA = M1 x A kNm
n1
For those very few plants where a 2nd order mo- (The tolerance on the calculated values is 2.5%).
ment compensator is requested, either because hull
vibration calculations indicate the necessity or be-
407 000 100 198 27 98
7.03
4 node
4 node
Compensating moment F2C x Lnode

outbalances M2V fore end, option: 4 31 213.
option: 4 31 601
1st or 2nd order electrically driven moment

compensator, separately mounted, option: 4 31 601
M2V
F2
electrical Node AFT
F2C
Lnode
Moment from compensator

M2C outbalances M2V
M2V
M2V
178 98 46-7.1
Fig. 7.04: Optional 2nd order moment compensators
407 000 100 198 27 98
7.04
178 06 81-6.2
Fig. 7.05a: H-type guide force moments Fig. 7.05b: X-type guide for moments
Guide Force Moments

The so-called guide force moments are caused by
the transverse reaction forces acting on the
crossheads due to the connecting rod/crankshaft
mechanism. These moments may excite engine vi-
brations, moving the engine top athwartships and
causing a rocking (excited by H-moment) or twisting
(excited by X-moment) movement of the engine as
illustrated in Fig. 7.06.
The guide force moments corresponding to the

MCR rating (L1) are stated in the last table.
407 000 100 198 27 98
7.05
Definition of Guide Force Moments bracing and then applying the forces in those
points.
During the years it has been discussed how to define
the guide force moments. Especially now that com- ForceZ,one point = ForceZ,total / Ntop bracing, total kN
plete FEM-models are made to predict hull/engine in-
teraction, the proper definition of these moments has
become increasingly important. X-type Guide Force Moment (MX)
The X-type guide force moment is calculated based

H-type Guide Force Moment (MH) on the same force couple as described above. How-
ever as the deflection shape is twisting the engine
Each cylinder unit produces a force couple consist- each cylinder unit does not contribute with an equal
ing of: amount. The centre units do not contribute very
much whereas the units at each end contributes
1: A force at crankshaft level. much.
2: Another force at crosshead guide level. The po- A so-called Bi-moment can be calculated (Fig. 7.06):
sition of the force changes over one revolution,
as the guide shoe reciprocates on the guide. Bi-moment = S [force-couple(cyl.X) distX]
in kNm2
As the deflection shape for the H-type is equal for
each cylinder the Nth order H-type guide force mo- The X-type guide force moment is then defined as:
ment for an N-cylinder engine with regular firing or-
der is: MX = Bi-Moment/ L kNm
N MH(one cylinder). For modelling purpose the size of the four (4) forces
(see Fig. 7.06) can be calculated:
For modelling purpose the size of the forces in the
force couple is: Force = MX / LX kN
Force = MH / L kN where:
where L is the distance between crankshaft level LX : is horizontal length between force points (Fig. 7.06)
and the middle position of the crosshead guide (i.e.
the length of the connecting rod). Similar to the situation for the H-type guide force
moment, the forces may be applied in positions
As the interaction between engine and hull is at the suitable for the FEM model of the hull. Thus the
engine seating and the top bracing positions, this forces may be referred to another vertical level LZ
force couple may alternatively be applied in those above crankshaft centreline.These forces can be
positions with a vertical distance of (LZ). Then the calculated as follows:
force can be calculated as:
Mx L
ForceZ,one point = kN
ForceZ = MH / LZ kN Lz Lx
Any other vertical distance may be applied, so as to For calculating the forces the length of the
accommodate the actual hull (FEM) model. connectiing rod is to be used: L= 1260mm
The force couple may be distributed at any number

of points in the longitudinal direction. A reasonable
way of dividing the couple is by the number of top
407 000 100 198 27 98
7.06
Axial Vibrations Based on our statistics, this need may arise for the
following types of installation:
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms of
the crank throw deflect in the axial direction of the Plants with controllable pitch propeller
crankshaft, exciting axial vibrations. Through the
thrust bearing, the system is connected to the ship`s
hull. Plants with unusual shafting layout and for special
owner/yard requirements
Generally, only zero-node axial vibrations are of in-
terest. Thus the effect of the additional bending
stresses in the crankshaft and possible vibrations of Plants with 8, 11 or 12-cylinder engines.
the ship`s structure due to the reaction force in the
thrust bearing are to be considered.
Four, five and six-cylinder engines, require special
An axial damper is fitted as standard: 4 31 111 to all attention. On account of the heavy excitation, the
MC engines minimising the effects of the axial vibra- natural frequency of the system with one-node vi-
tions. bration should be situated away from the normal op-
erating speed range, to avoid its effect. This can be
The five and six-cylinder engines are equipped with achieved by changing the masses and/or the stiff-
an axial vibration monitor, option: 4 31 116. ness of the system so as to give a much higher, or
much lower, natural frequency, called undercritical
or overcritical running, respectively.
Torsional Vibrations
Owing to the very large variety of possible shafting
The reciprocating and rotating masses of the engine arrangements that may be used in combination with
including the crankshaft, the thrust shaft, the inter- a specific engine, only detailed torsional vibration
mediate shaft(s), the propeller shaft and the propel- calculations of the specific plant can determine
ler are for calculation purposes considered as a sys- whether or not a torsional vibration damper is nec-
tem of rotating masses (inertias) interconnected by essary.
torsional springs. The gas pressure of the engine
acts through the connecting rod mechanism with a
varying torque on each crank throw, exciting tor-
sional vibration in the system with different frequen-
cies.
In general, only torsional vibrations with one and

two nodes need to be considered. The main critical
order, causing the largest extra stresses in the shaft
line, is normally the vibration with order equal to the
number of cylinders, i.e., five cycles per revolution
on a five cylinder engine. This resonance is posi-
tioned at the engine speed corresponding to the
natural torsional frequency divided by the number of
cylinders.
The torsional vibration conditions may, for certain

installations require a torsional vibration damper,
option: 4 31 105.
407 000 100 198 27 98
7.07
Under critical running Overcritical running
The natural frequency of the one-node vibration is The natural frequency of the one-node vibration is
so adjusted that resonance with the main critical or- so adjusted that resonance with the main critical or-
der occurs about 35-45% above the engine speed der occurs about 30-70% below the engine speed
at specified MCR. at specified MCR. Such overcritical conditions can
be realised by choosing an elastic shaft system,
Such under critical conditions can be realised by leading to a relatively low natural frequency.
choosing a rigid shaft system, leading to a relatively
high natural frequency. The characteristics of overcritical conditions are:
The characteristics of an under critical system are Tuning wheel may be necessary on crankshaft
normally: fore end
Relatively short shafting system Turning wheel with relatively high inertia
Probably no tuning wheel Shafts with relatively small diameters, requiring

shafting material with a relatively high ultimate
Turning wheel with relatively low inertia tensile strength
Large diameters of shafting, enabling the use of With barred speed range (4 07 015) of about
shafting material with a moderate ultimate ten- 10% with respect to the critical engine speed.
sile strength, but requiring careful shaft align-
ment, (due to relatively high bending stiffness) Torsional vibrations in overcritical conditions may,
in special cases, have to be eliminated by the use of
Without barred speed range, option: 4 07 016. a torsional vibration damper, option: 4 31 105.
When running under critical, significant varying Overcritical layout is normally applied for engines
torque at MCR conditions of about 100-150% of the with more than four cylinders.
mean torque is to be expected.
Please note:
This torque (propeller torsional amplitude) induces a We do not include any tuning wheel, option: 4 31
significant varying propeller thrust which, under ad- 101 or torsional vibration damper, option: 4 31 105
verse conditions, might excite annoying longitudinal in the standard scope of supply, as the proper coun-
vibrations on engine/double bottom and/or deck termeasure has to be found after torsional vibration
house. calculations for the specific plant, and after the deci-
sion has been taken if and where a barred speed
The yard should be aware of this and ensure that the range might be acceptable.
complete aft body structure of the ship, including
the double bottom in the engine room, is designed For further information about vibration aspects
to be able to cope with the described phenomena. please refer to our publications:
P.222: An introduction to Vibration Aspects of

Two-stroke Diesel Engines in Ships
P.268: Vibration Characteristics of Two-stroke
Low Speed Diesel Engines
These publications, are also available at the Internet

address: www.manbw.dk under "Libraries", from
where they can be downloaded.
407 000 100 198 27 98
7.08
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-9-2-5-7- Uneven Uneven 1-8-12-4-
order 4-2-6 4-3-6 7-2-5-6 3-6-4-8 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm
Order:
1st a 94 b 30 0 18 60 56 16 11 0
2nd 232 289 201 58 0 86 3 13 0
4th 0 1 10 27 11 40 20 25 19
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 77 36 0
4th 160 0 0 0 0 0 67 55 0
5th 0 153 0 0 0 0 21 26 0
6th 0 0 111 0 0 0 6 27 0
7th 0 0 0 84 0 0 44 39 0
8th 30 0 0 0 61 0 12 31 0
9th 0 0 0 0 0 36 7 3 0
10th 0 12 0 0 0 0 8 5 0
11th 0 0 0 0 0 0 4 11 0
12th 5 0 7 0 0 0 1 3 14
Guide force X-moments in kNm
Order:
1st 64 20 0 12 40 38 11 7 0
2nd 53 66 46 13 0 20 1 3 0
3rd 19 68 123 135 172 103 272 354 442
4th 0 9 66 188 76 276 137 175 132
5th 21 0 0 15 183 211 30 137 0
6th 35 4 0 2 0 67 105 12 0
7th 8 29 0 0 5 9 123 13 0
8th 0 18 12 1 0 3 13 76 25
9th 3 1 17 2 2 0 6 10 61
10th 4 0 4 11 0 1 13 8 0
11th 1 0 0 8 10 1 10 13 0
12th 0 3 0 1 2 4 4 5 0
178 87 67-7.0
a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
b By means of the adjustable counterweights on 4-cylinder engines, 70% of the 1st order moment can be moved
from horizontal to vertical direction or vice versa, if required.
Fig. 7.06: External forces and moments in layout point L1 for L35MC
407 000 100 198 27 98
7.09
Monitoring Systems and Instrumentation 8
8 Monitoring Systems and Instrumentation
The instrumentation on the diesel engine can be Sensors for

roughly divided into: Remote Indication Instruments
Local instruments, i.e. thermometers, pressure Analog sensors for remote indication can be ordered
gauges and tachometers as options 4 75 127, 4 75 128 or for CoCoS-EDS as 4
75 129, see Fig. 8.03. These sensors can also be
Control devices, i.e. position switches and sole- used for Alarm or Slow Down simultaneously.
noid valves
Analog sensors for alarm, slow down and remote Alarm, Slow Down and
indication of temperatures and pressures Shut Down Sensors
Binary sensors, i.e. thermo switches and pres- It is required that the system for shut down is electri-
sure switches for shut down etc. cally separated from the other systems.
All instruments are identified by a combination of This can be accomplished by using independent
symbols as shown in Fig. 8.01 and a position num- sensors, or sensors with galvanically separated
ber which appears from the instrumentation lists in electrical circuits, i.e. one sensor with two sets of
this section. electrically independent terminals.
The International Association of Classification Soci-

Local Instruments eties (IACS) have agreed that a common sensor can
be used for alarm, slow down and remote indication.
The basic local instrumentation on the engine com- References are stated in the lists if a common sen-
prises thermometers and pressure gauges located sor can be used.
on the piping or mounted on panels on the engine,
and an engine tachometer located at the engine side A general outline of the electrical system is shown in
control panel. Fig. 8.05.
These are listed in Fig. 8.02. The extent of sensors for a specific plant is the sum
of requirements of the classification society, the
Additional local instruments, if required, can be or- yard, the owner and MAN B&Ws minimum require-
dered as option: 4 70 129. ments.
Figs. 8.06, 8.07 and 8.08 show the classification so-

Control Devices cieties requirements for UMS and MAN B&Ws min-
imum requirements for alarm, slow down and shut
The control devices mainly include the position down as well as IACS`s recommendations, respec-
switches, called ZS, incorporated in the manoeuvring tively.
system, and the solenoid valves (EV), which are listed
in Fig. 8.04. Only MAN B&Ws minimum requirements for alarm
and shut down are included in the basic scope of
supply (4 75 124).
For the event that further signal equipment is re-

quired, the piping on the engine has additional
sockets.
470 100 025 198 27 99
8.01
Slow down system forwarding of the engine, see Dispatch Pattern in

section 9.
The slow down functions are designed to safeguard
the engine components against overloading during
normal service conditions and, at the same time, to Fuel oil leakage detection
keep the ship manoeuvrable, in the event that fault
conditions occur. Oil leaking oil from the high pressure fuel oil pipes is
collected in a drain box (Fig. 8.09), which is
The slow down sequence has to be adapted to the equipped with a level alarm, LSA 301 (4 35 105).
plant (with/without shaft generator, etc.) and the re-
quired operating mode.
Oil Mist Detector and
For further information please contact the engine Bearing Monitoring Systems
supplier.
Based on our experience, the basic scope of supply
for all plants for attended as well as for unattended
Attended Machinery Spaces (AMS) machinery spaces (AMS and UMS) includes an oil
mist detector, Fig. 8.10.
The basic alarm and safety system for an MAN B&W
engine is designed for Attended Machinery Spaces Make: Kidde Fire Protection, Graviner. . . 4 75 161
and comprises the temperature switches (thermo- or
stats) and pressure switches (pressure stats) that Make: Schaller
are specified in the MAN B&W column for alarm Type: Visatron VN 215 . . . . . . . . . . . . . . . 4 75 163
and for shut down in Figs. 8.06 and 8.08, respec-
tively. The sensors for shut down are included in the The combination of an oil mist detector and a bear-
basic scope of supply (4 75 124), see Fig. 8.08. ing temperature monitoring system with deviation
from average alarm (option 4 75 133, 4 75 134 or
Additional digital sensors can be ordered as option: 4 75 135) will in any case provide the optimum
4 75 128. safety.
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 shut
down in Figs. 8.06, 8.07 and 8.08.
The shut down and slow down panel can be ordered

as option: 4 75 610, 4 75 611, 4 75 614 or 4 75 615,
whereas the alarm panel is a yards supply, as it has
to include several other alarms than those of the
main engine.
For practical reasons, the sensors to be applied are

normally delivered from the engine supplier, so that
they 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
470 100 025 198 27 99
8.02
PMI Calculating Systems CoCoS-ADM, administration,

option: 4 09 664, includes:
The PMI systems permit the measuring and moni- CoCoS-MPS, CoCoS-SPC and CoCoS-SPO.
toring of the engines main parameters, such as cyl-
inder pressure, fuel oil injection pressure, scavenge CoCoS-MPS:
air pressure, engine speed, etc., which enable the Maintenance Planning System
engineer to run the diesel engine at its optimum per- CoCoS-MPS assists in the planning and initiating
formance. of preventive maintenance.
Key features are: scheduling of inspections and
The designation is:
overhaul, forecasting and budgeting of spare part
Main engine: requirements, estimating of the amount of work
hours needed, work procedures, and logging of
PT: Portable transducer for cylinder maintenance history.
pressure
CoCoS-SPC:
S: Stationary junction and Spare Part Catalogue
converter boxes on engine CoCoS-SPC assists in the identification of spare
part.
Key features are: multilevel part lists, spare part
PT/S information, and graphics.
The following alternative types can be applied: CoCoS-SPO:

Stock Handling and Spare Part Ordering
MAN B&W Diesel, PMI system type PT/S CoCoS-SPO assists in managing the procure-
off-line option: 4 75 208 ment and control of the spare part stock.
Key features are: available stock, store location,
The cylinder pressure monitoring system is based planned receipts and issues, minimum stock,
on a Portable Transducer, Stationary junction and safety stock, suppliers, prices and statistics.
converter boxes.
Power supply: 24 V DC CoCoS Suite:
Package: option: 4 09 665
Includes the above-mentioned system:
CoCoS 4 09 660 and 4 09 664
The Computer Controlled Surveillance system is CoCoS-MPS, SPC, and SPO can communicate
the family name of the software application prod- with one another. These three applications can also
ucts from the MAN B&W Diesel group. handle non-MAN B&W Diesel technical equipment;
for instance pumps and separators.
CoCoS comprises four individual software applica-
tion products: Fig. 8.03 shows the maximum extent of additional
sensors recommended to enable on-line diagnos-
CoCoS-EDS on-line: tics if CoCoS-EDS is ordered.
Engine Diagnostics System, option: 4 09 660.
CoCoS-EDS assists in the engine performance
evaluation through diagnostics.
Key features are: on-line data logging, monitoring,

diagnostics and trends.
470 100 025 198 27 99
8.03
Identification of instruments PS Pressure switch

PS - SHD Pressure switch for shut down
The measuring instruments are identified by a com-
PS - SLD Pressure switch for slow down
bination of letters and a position number:
PSA Pressure switch for alarm
PSC Pressure switch for control
LSA 372 high
PE Pressure sensor (analog)
Level: high/low PEA Pressure sensor for alarm (analog)
Where: in which medium PEI Pressure sensor for remote
(lube oil, cooling water...) indication (analog)
location (inlet/outlet engine)
PE - SLD Pressure sensor for
Output signal: slow down (analog)
A: alarm SE Speed sensor (analog)
I : indicator (thermometer, SEA Speed sensor for alarm (analog)
manometer...)
SSA Speed switch for alarm
SHD: shut down (stop)
SLD: slow down SS - SHD Speed switch for shut down
TI Temperature indicator
How: by means of
TSA Temperature switch for alarm
E: analog sensor (element) TSC Temperature switch for control
S: switch
(pressure stat, TS - SHD Temperature switch for shut down
thermostat) TS - SLD Temperature switch for slow down
What is measured: TE Temperature sensor (analog)
TEA Temperature sensor for alarm (analog)
D:density
TEI Temperature sensor for
F: flow
L: level remote indication (analog)
P: pressure TE - SLD Temperature sensor for
PD: pressure difference slow down (analog)
S: speed VE Viscosity sensor (analog)
T: temperature
V: viscosity VEI Viscosity sensor for remote indication
W: vibration (analog)
Z: position VI Viscosity indicator
Functions ZE Position sensor
DSA Density switch for alarm (oil mist) ZS Position switch
DS - SLD Density switch for slow down WEA Vibration signal for alarm (analog)
E Electric devices WI Vibration indicator
EV Solenoid valve WS - SLD Vibration switch for slow down
ESA Electrical switch for alarm
FSA Flow switch for alarm The symbols are shown in a circle indicating:
FS - SLD Flow switch for slow down Instrument locally mounted
LSA Level switch for alarm
PDEI Pressure difference sensor for remote Instrument mounted in panel on engine
indication (analog)
PDI Pressure difference indicator Control panel mounted instrument
PDSA Pressure difference switch for alarm
PDE Pressure difference sensor (analog)
178 30 04-4.1
PI Pressure indicator
Fig. 8.01: Identification of instruments
470 100 025 198 27 99
8.04
Description
remote indication
Use sensor for
Thermometer
stem type
Point of location
Fuel oil
TI 302 TE 302 Fuel oil, inlet engine
Lubricating oil
TI 311 TE 311 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
piston cooling oil and turbochargers
TI 317 TE 317 Piston cooling oil outlet/cylinder
TI 349 TE 349 Thrust bearing segment
TI 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 cooler
TI 379 TE 379 Cooling water outlet, air cooler/air cooler
High temperature jacket cooling water

TI 385 TE 385 Jacket cooling water inlet
TI 387A TE 387A Jacket cooling water outlet, cylinder cover/cylinder
TI 393 Jacket cooling water outlet/turbocharger
Scavenge air
TI 411 TE 411 Scavenge air before air cooler/air cooler
TI 412 TE 412 Scavenge air after air cooler/air cooler
TI 413 TE 413 Scavenge air receiver
Thermometers
dial type
Exhaust gas
TI 425 TE 425 Exhaust gas inlet turbocharger/turbocharger
TI 426 TE 426 Exhaust gas after exhaust valves/cylinder
178 21 29-3.0
Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors
470 100 025 198 27 99
8.05
remote indication
Pressure gauges
Use sensor for

(manometers)
Point of location
Fuel oil
PI 305 PE 305 Fuel oil , inlet engine
Lubricating oil
PI 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 water

PI 386 PE 386 Jacket cooling water inlet
Starting and control air

PI 401 PE 401 Starting air inlet main starting valve
PI 403 PE 403 Control air inlet
PI 405 Safety air inlet
Scavenge air
PI 417 PE 417 Scavenge air receiver
Exhaust gas
PI 424 Exhaust gas receiver
PI 435A Air inlet for dry cleaning of turbocharger
PI 435B Water inlet for cleaning of turbocharger
Differential pressure gauges

PDI 420 Pressure drop across air cooler/air cooler
PDI 422 Pressure drop across blower filter of turbocharger
(For ABB turbochargers only)
meters
Tacho-
SI 438 SE 438 Engine speed

SI 439 SE 439 Turbocharger speed/turbocharger
WI 471 Mechanical measuring of axial vibration
178 22 31-1.0
Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication
470 100 025 198 27 99
8.06
Use sensor
Point of location
Fuel oil system

TE 302 Fuel oil, inlet fuel pumps
VE 303 Fuel oil viscosity, inlet engine (yards supply)
PE 305 Fuel oil, inlet engine
PDE 308 Pressure drop across fuel oil filter (yards supply)
Lubricating oil system

TE 311 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil
and turbochargers
TE 317 Piston cooling oil outlet/cylinder
PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper and piston
cooling 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
178 22 32-3.0
Fig 8.03a: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025 198 27 99
8.07
Use sensor
Point of location
Cooling water system

TE 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 system

TE 336 Engine room air inlet turbocharger/turbocharger
PE 337 Compressor spiral housing pressure at outer diameter/turbocharger
PDE 338 Differential pressure across compressor spiral housing/turbocharger
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 (yards supply)
178 22 32-3.0
Fig. 8.03b: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025 198 27 99
8.08
Use sensor
Point of location
Exhaust gas system

TE 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 (yards supply)
General data
N 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) Yards supply
4) Originated by the PMI system
178 22 32-3.0
Fig. 8.03c: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025 198 27 99
8.09
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
178 30 08-9.1
Fig. 8.04: Control devices on engine
470 100 025 198 27 99
8.10
178 30 10-0.4
General outline of the electrical system:
The figure shows the concept approved by all classification societies

The 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 indication
One common power supply might be used, instead of the three indicated, if the systems are equipped with separate
fuses
Fig. 8.05: Panels and sensors for alarm and safety systems
470 100 025 198 27 99
8.11
Class requirements for UMS
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Functzion Point of location

Fuel oil system
1* 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

1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
A* TEA 312 high
TEA 313 low
A* TEA 318 high
}
TE 311 Lubricating oil inlet to main bearings, thrust bearing
TE 311 and axial vibration damper
TE 317 Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1* FSA 320 low Piston cooling oil outlet/cylinder
Lubricating oil inlet to main bearings, thrust
1 1 1 1 1 1 1 1 1 A* PEA 331 low PE 330
bearing, axial vibration damper, piston
cooling oil inlet and lubricating oil inlet to
turbocharger
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 from a)
turbocharger/turbocharger
1 1 1 1 1 1 1 1 A* PEA 372 low PE 371 Lubricating oil inlet to a)
turbocharger/turbocharger
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 monitor
Required 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
178 22 33-5.0
Fig. 8.06a: List of sensors for alarm
470 100 025 198 27 99
8.12
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
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
178 22 33-5.0
Fig. 8.06b: List of sensors for alarm
470 100 025 198 27 99
8.13
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
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 from
average
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 Societies 1 Indicates that a binary (on-off) sensor/signal

The members of IACS have agreed that the stated is required
sensors are their common recommendation, apart
from each class requirements A Indicates that an analogue sensor is required for
alarm, slow down and remote indication
The members of IACS are:
ABS America Bureau of Shipping 1*, A* These alarm sensors are MAN B&W Diesels
BV Bureau Veritas minimum requirements for Unattended Machinery
CCS Chinese Register of Shipping Space (UMS), option: 4 75 127
DnVC Det norske Veritas Classification
GL Germanischer Lloyd
KRS Korean Register of Shipping
LR Lloyds Register of Shipping
NKK Nippon Kaiji Kyokai 1 For disengageable engine or with CPP
RINa Registro Italiano Navale
RS Russian Maritime Register of Shipping Select one of the alternatives
and the assosiated members are: Or alarm for overheating of main, crank, crosshead
KRS Kroatian Register of Shipping and chain drive bearings, option: 4 75 134
IRS Indian Register of Shipping
Or alarm for low flow
178 22 33-5.0
Fig. 8.06c: List of sensors for alarm
470 100 025 198 27 99
8.14
Class requirements for slow down
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Function 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 A* PE SLD 334 low Lubricating oil inlet to main bearings, thrust
1 1 1 PE 330
bearing, axial vibration damper , piston
cooling oil inlet and lubricating oil inlet to
turbocharger
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 high TE 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 from
average
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 monitor
Required 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 used
for alarm/slow down/remote indication Or alarm for low flow
1*, A* These analogue sensors are MAN B&W Diesels mini-
mum requirements for Unattended Machinery Spaces Or alarm for overheating of main, crank, cross-
(UMS), option: 4 75 127 head and chain drive bearings, option: 4 75 134
The tables are liable to change without notice,

and are subject to latest class requirements.
178 22 34-7.0
Fig. 8.07: Slow down functions for UMS, option: 4 75 127
470 100 025 198 27 99
8.15
Class requirements for shut down
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Function Point of location

1 1 1 1 1 1 1 1 1 1* PS SHD 335 low Lubricating oil inlet to main bearings, thrust
bearing, axial vibration damper , piston colling
oil 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 in The tables are liable to change without notice,
the basic scope of supply (4 75 124) and are subject to latest class requirements.
178 22 35-9.0
Fig. 8.08: Shut down functions for AMS and UMS
470 100 025 198 27 99
8.16
178 30 14-8.1
Fig. 8.09: Drain box with fuel oil leakage alarm, (4 35 105).
470 100 025 198 27 99
8.17
178 30 18-5.1
Fig. 8.10a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, (4 75 161)
178 30 19-7.1
Fig. 8.10b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)
470 100 025 198 27 99
8.18
Dispatch Pattern, Testing, Spares and Tools 9
9 Dispatch Pattern, Testing, Spares and Tools
Painting of Main Engine Furthermore, the dispatch patterns are divided into
several degrees of dismantling in which 1 com-
The painting specification (Fig. 9.01) indicates the prises the complete or almost complete engine.
minimum requirements regarding the quality and Other degrees of dismantling can be agreed upon in
the dry film thickness of the coats of, as well as the each case.
standard colours applied on MAN B&W engines built
in accordance with the Copenhagen standard. When determining the degree of dismantling, con-
sideration should be given to the lifting capacities
Paints according to builders standard may be used and number of crane hooks available at the engine
provided they at least fulfil the requirements stated maker and, in particular, at the yard (purchaser).
in Fig. 9.01.
The approximate masses of the sections appear
from Fig. 9.03. The masses can vary up to 10% de-
Dispatch Pattern pending on the design and options chosen.
The dispatch patterns are divided into two classes, Lifting tools and lifting instructions are required for all
see Figs. 9.02 and 9.03: levels of dispatch pattern. The lifting tools (4 12 110 or
4 12 111), are to be specified when ordering and it
A: Short distance transportation and short term should be agreed whether the tools are to be returned
storage to the engine maker (4 12 120) or not (4 12 121).
B: Overseas or long distance transportation or
MAN B&W Diesel's recommendations for preserva-
long term storage.
tion of disassembled/ assembled engines are avail-
able on request.
Short distance transportation (A) is limited by a
duration of a few days from delivery ex works until Furthermore, it must be considered whether a dry-
installation, or a distance of approximately 1,000 km ing machine, option 4 12 601, is to be installed dur-
and short term storage. ing the transportation and/or storage period.
The duration from engine delivery until installation
must not exceed 8 weeks.
Shop Trials/Delivery Test
Dismantling of the engine is limited as much as possible. Before leaving the engine makers works, the engine
is to be carefully tested on diesel oil in the presence
Overseas or long distance transportation or long of representatives of the yard, the shipowner and
term storage require a class B dispatch pattern. the classification society.
The duration from engine delivery until installation is The shop trial test is to be carried out in accordance
assumed to be between 8 weeks and maximum 6 with the requirements of the relevant classification
months. society, however a minimum as stated in Fig. 9.04.
Dismantling is effected to a certain degree with the MAN B&W Diesels recommendations for shop trial,
aim of reducing the transportation volume of the in- quay trial and sea trial are available on request.
dividual units to a suitable extent.
An additional test may be required for measuring the
Note: NOx emissions, if required, option: 4 14 003.
Long term preservation and seaworthy packing are
always to be used for class B.
480 100 100 198 28 00
9.01
Spare Parts The wearing parts supposed to be required, based on

our service experience, are divided into 14 groups,
List of spares, unrestricted service see Table A in Fig. 9.07, each group including the
components stated in Tables B.
The tendency today is for the classification societies
to change their rules such that required spare parts
are changed into recommended spare parts. Large spare parts, dimensions and masses
MAN B&W Diesel, however, has decided to keep a set The approximate dimensions and masses of the
of spare parts included in the basic extent of delivery larger spare parts are indicated in Fig. 9.08. A com-
(4 87 601) covering the requirements and recommen- plete list will be delivered by the engine maker.
dations of the major classification societies, see Fig.
9.05.
Tools
This amount is to be considered as minimum safety
stock for emergency situations. List of standard tools
The engine is delivered with the necessary special

Additional spare parts beyond class tools for overhauling purposes. The extent of the
requirements or recommendations main tools is stated in Fig. 9.09. A complete list will
be delivered by the engine maker.
The above-mentioned set of spare parts can be ex-
tended with the Additional Spare parts beyond class The dimensions and masses of the main tools ap-
requirements or recommendations (option: 4 87 pear from Figs. 9.10.
603), which facilitates maintenance because, in that
case, all the components such as gaskets, sealings, Most of the tools can be arranged on steel plate
etc. required for an overhaul will be readily available, panels, which can be delivered as an option: 4 88
see Fig. 9.06. 660, see Fig. 9.11 Tool Panels.
If such panels are delivered, it is recommended to

Wearing parts place them close to the location where the overhaul
is to be carried out.
The consumable spare parts for a certain period are
not included in the above mentioned sets, but can
be ordered for the first 1, 2, up to 10 years service of
a new engine (option: 4 87 629), a service year being
assumed to be 6,000 running hours.
480 100 100 198 28 00
9.02
No. of
Components to be painted Type of paint coats/ Colour:
before shipment from workshop Total dry RAL 840HR
film DIN 6164
thickness MUNSELL
m
Component/surfaces, inside engine, ex-
posed to oil and air
1. Unmachined surfaces all over. However cast Engine alkyd primer, weather 2/80 Free
type crankthrows, main bearing cap, resistant.
crosshead bearing cap, crankpin bearing cap,
pipes inside crankcase and chainwheel need Oil and acid resistant alkyd 1/30 White:
not to be painted but the cast surface must be paint. RAL 9010
cleaned of sand and scales and kept free of Temperature resistant to mini- DIN N:0:0.5
rust. mum 80 C. MUNSELL N-9.5
Components, outside engine
2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather re- 2/80 Free
sistant.
Delivery standard is in a primed and finally
painted condition, unless otherwise stated in Final alkyd paint resistant to salt 1/30 Light green:
the contract. water and oil, option: 4 81 103. RAL 6019
DIN 23:2:2
MUNSELL10GY 8/4
Heat affected components: Paint, heat resistant to minimum 2/60 Alu:
3. Supports for exhaust receiver 200 C. RAL 9006
Scavenge air-pipe outside. DIN N:0:2
Air cooler housing inside and outside. MUNSELL N-7.5
Components affected by water and cleaning
agents
4. Scavenge air cooler box inside. Complete coating for long term 2/75 Free
protection of the components
exposed to moderately to se-
verely corrosive environment
and abrasion.
5. Gallery plates topside. Engine alkyd primer, weather 2/80 Free
resistant.
6. Purchased equipment and instruments
painted in makers colour are acceptable
unless otherwise stated in the contract.
Tools
Tools are to be surface treated according to Electro-galvanized. *
specifications stated on the drawings.
Purchased equipment painted in makers colour

is acceptable, unless otherwise stated in the
contract/drawing.
Tool panels Oil resistant paint. 2/60 Light grey:
RAL 7038
DIN:24:1:2
MUNSELL 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 builders standard may be used provided they at least fulfil
the 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
Fig. 9.01: Specification for painting of main engine: 4 81 101
481 100 010 198 28 01
9.03
Class A + B: Comprises the A1 + B1

following 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
Engine complete
A2 + B2
A2 Option: 4 12 022, or B2 option: 4 12 032

Top section inclusive cylinder frame complete
cylinder covers complete, scavenge air receiver
inclusive cooler box and cooler, turbocharger(s)
camshaft, piston rods complete and galleries with
pipes
Bottom section inclusive bedplate complete
frame box complete, connecting rods, turning
gear, crankshaft with wheels and galleries
Top section
Spares, tools, stay bolts
Chains, etc. A2 + B2
Remaining parts
Bottom section
178 16 70-2.0
Fig. 9.02a: Dispatch pattern
412 000 002 198 28 02
9.04
Remaining parts A3 + B3
A3 Option: 4 12 023, or B3 option: 4 12 033

Top section inclusive cylinder frame complete
cylinder covers complete, scavenge air receiver
inclusive cooler box and cooler insert,
turbocharger(s), camshaft, piston rods complete
and galleries with pipes
Frame box section inclusive chain drive, con-
necting rods and galleries
Bedplate/cranckshaft section, turning gear and
cranckshaft with wheels
Remaining parts: spare parts, tools, stay bolts,
chains, ect.
Top section
178 40 89-6.0
Fig. 9.02b: Dispatch pattern
412 000 002 198 28 02
9.05
4 cylinders 5 cylinders 6 cylinders 7 cylinders 8 cylinders

Pattern Section 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 uides
in 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 use
of local standards (plate thickness etc.) size of turning wheel. Type of turbocharger and the choice of cast/welded or
forged 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 lifting
tools.
Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is isupposed to be
of 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.
178 21 86-7.0
Fig. 9.03: Dispatch pattern
412 000 002 198 28 02
9.06
Minimum delivery test: Governor tests, etc:
Starting and manoeuvring test at no load Governor test
Load test Minimum speed test

Engine to be started and run up to 50%
of Specified MCR (M) in 1 hour. Overspeed test
Followed by: Shut down test
0.50 hour running at 50% of specified MCR Starting and reversing test
0.50 hour running at 75% of specified MCR Turning gear blocking device test
1.00 hour running at optimised power Start, stop and reversing from engine side
(guaranteed SFOC) manoeuvring console.
or
0.50 hour at 90% of specified MCR Before leaving the factory, the engine is to be care-
if SFOC is guaranteed at specified MCR* fully tested on diesel oil in the presence of represen-
tatives of Yard, Shipowner, Classification Society,
1.00 hour running at 100% of specified MCR and MAN B&W Diesel.
0.50 hour running at 110% of specified MCR. At each load change, all temperature and pressure
levels etc. should stabilise before taking new engine
Only for Germanischer Lloyd: load readings.
0.75 hour running at 110% of specified MCR. Fuel oil analysis is to be presented.
All tests are to be carried out on diesel or gas oil.
178 30 24-4.3
Fig. 9.04: Shop trial running/delivery test: 4 14 001
486 001 010 198 28 03
9.07
Delivery extent of spares

Class requirements Class recommendations
CCS: China Classification Society ABS: American Bureau of Shipping

GL: Germanischer Lloyd BV: Bureau Veritas
KR: Korean Register of Shipping DNVC: Det Norske Veritas Classification
NKK: Nippon Kaiji Kyokai LR: Lloyds Register of Shipping
RINa: Registro Italiano Navale
RS Russian Maritime Register of Shipping
Cylinder cover, section 901 and others Main bearing and thrust block, section 905
1 Cylinder cover complete with fuel, exhaust, 1 set Thrust pads for one face of each size, if different
starting and safety valves, indicator valve and for "ahead" and "astern"
sealing rings (disassembled)
Chain drive, section 906
Piston, section 902 1 Of each type of bearings for:
1 Piston complete (with cooling pipe), piston Camshaft at chain drive, chain tightener and in-
rod, piston rings and stuffing box, termediate shaft
studs and nuts 6 Camshaft chain links (only for ABS, DNVC, LR,
1 set Piston rings for 1 cylinder NKK and RS)
1 Mechanically driven cylinder lubricator drive: 6
Cylinder liner, section 903 chain links or gear wheels
1 Cylinder liner with sealing rings and gaskets 1 Guide ring 2/2 for camshaft bearing
1/2 set Studs for 1 cylinder cover
Starting valve, section 907
Cylinder lubricator, section 903 1 Starting valve, complete
1 Mechanical cylinder lubricator,
or Exhaust valve, section 908
1 set Spares for electronic Alpha lubricator 2 Exhaust valves complete (1 for GL)
2 Lubricator 1 Pressure pipe for exhaust valve pipe
2 Feed back sensor, complete
2 Copper washer Fuel pump, section 909
2 Filter element, Rexroth 006D200W
1 Fuel pump barrel, complete with plunger
4 O-rings
6 3A, 3 pcs. 12A ceramic fuses 6.3 x 32 mm, 1 High-pressure pipe, each type
for MCU, BCU and SBU 1 Suction and puncture valve, complete
2 Light emitting diodes for visual feed back
indication Fuel valve, section 909
1 Shaft encoder coupling (for engines with ABS: Two fuel valves per cylinder for half the
trigger ring at the turning wheel one tacho number of cylinders on one engine, and a
pick up is supplied) sufficient number of valve parts, excluding
2 Pressure gauge for accumulator the body, to form with those fitted on each
cylinder for a complete engine set
Connecting rod, and crosshead bearing, section 904
1 Telescopic pipe with bushing for 1 cylinder DNVC: Fuel valves for all cylinders on one engine
1 Crankpin bearing shells in 2/2 with studs
and nuts BV, CCS, GL, KR, LR, NKK, RINa, RS and IACS:
1 Crosshead bearing shell lower part with Two fuel valves per cylinder for all cylin-
studs and nuts ders on one engine, and a sufficient num-
2 Thrust piece ber of valve parts, excluding the body, to
form with those fitted on each cylinder for
a complete engine set
178 33 96-9.3
Fig. 9.05a: List of spares, unrestricted service: 4 87 601
467 601 005 198 28 04
9.08
Turbocharger, section 910

1 Set of makers standard spare parts
1 a) Spare rotor for one turbocharger, including:
compressor wheel, rotor shaft with turbine
blades and partition wall, if any
Scavenge air blower, section 910

1 set a) Rotor, rotor shaft, gear wheel or
equivalent working parts
1 set Bearings for electric motor
1 set Bearings for blower wheel
1 Belt, if applied
1 set Packing for blower wheel
Safety valve, section 911

1 Safety valve, complete
Bedplate, section 912

1 Main bearing shell in 2/2 of each size
1 set Studs and nuts for 1 main bearing
a) Only required for RS and recommended for DNVC.

To be ordered separately as option: 4 87 660 for
other classification societies.
The section figures refer to the instruction books.

Subject to change without notice.
178 33 96-9.3
Fig. 9.05b: List of spares, unrestricted service: 4 87 601
467 601 005 198 28 04
9.09
For easier maintenance and increased security in operation
Beyond class requirements

Cylinder cover, section 90101 Mechanical lubricator drive, section 90305
4 Studs for exhaust valve 1 Coupling
4 Nuts for exhaust valve 3 Discs
50 % O-rings for cooling jacket
1 Cooling jacket
50 % Sealing between cyl.cover and liner Electronic Alpha Cylinder Lubricating System,
4 Spring housings for fuel valve section 90306
2 Lubricator
Hydraulic tool for cylinder cover, section 90161 2 Feed back sensor, complete
1 set Hydraulic hoses complete with couplings 2 Copper washer
8 pcs O-rings with backup rings, upper 2 Filter element, Rexroth 006D200W
8 pcs O-rings with backup rings, lower 4 O-rings
6 3A, 3 pcs. 12A ceramic fuses 6.3 x 32
Piston and piston rod, section 90201 mm, for MCU, BCU and SBU
2 Light emitting diodes for visual feed back
1 box Locking wire, L=63 m
indication
5 Piston rings of each kind
1 Shaft encoder coupling (for engines with
2 D-rings for piston skirt
trigger ring at the turning wheel one tacho
2 D-rings for piston rod
pick up is supplied)
2 Pressure gauge for accumulator
Piston rod stuffing box, section 90205
15 Self locking nuts
Connecting rod and crosshead, section 90401
5 O-rings
5 Top scraper rings 1 Telescopic pipe
15 Pack sealing rings 2 Thrust piece
10 Cover sealing rings
120 Lamellas for scraper rings Chain drive and guide bars, section 90601
30 Springs for top scraper and sealing rings 4 Guide bar
20 Springs for scraper rings 1 set Locking plates and lock washers
Cylinder frame, section 90301 Chain tightener, section 90603

50 % Studs for cylinder cover (1cyl.) 2 Locking plates for tightener
1 Bushing
Camshaft, section 90611
1 Exhaust cam
Cylinder liner and cooling jacket, section 90302
1 Fuel cam
1 Cooling jacket of each kind
4 Non return valves
Indicator drive, section 90612
100 % O-rings for one cylinder liner
50 % Gaskets for cooling water connection 100 % Gaskets for indicator valves
50 % O-rings for cooling water pipes 3 Indicator valve/cock complete
100 % Cooling water pipes between liner and
cover for one cylinder Regulating shaft, section 90618
3 Resilient arm, complete
* % Refer to one cylinder
178 33 97-0.3
Fig. 9.06a: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
availability, option: 4 87 603
487 603 020 198 28 05
9.10
Arrangement of engine side console, section 90621 Valve gear, details, section 90806
2 Pull rods 1 High pressure pipe, complete
100 % O-rings for high pressure pipes
Main starting valve, section 90702 4 Sealing discs
1 Repair kit for main actuator
1 Repair kit for main ball valve Cooling water outlet, section 90810
1 *) Repair kit for actuator, slow turning 2 Ball valve
1 *) Repair kit for ball valve, slow turning 1 Butterfly valve
1 Compensator
*) if fitted 1 set Gaskets for butterfly valve and compensator
Starting valve, section 90704 Fuel pump, section 90901

2 Locking plates 1 Top cover
2 Piston 1 Plunger/barrel, complete
2 Spring 3 Suctions valves
2 Bushing 3 Puncture valves
100 % O-ring 50 % Sealings, O-rings, gaskets and lock washers
1 Valve spindle
Fuel pump gear, section 90902
Exhaust valve, section 90801 1 Fuel pump roller guide, complete
1 Exhaust valve spindle 2 Shaft pin for roller
1 Exhaust valve seat 2 Bushings for roller
50 % O-ring exhaust valve/cylinder cover 2 Internal springs
4 Piston rings 2 External springs
50 % Guide rings 100 % Sealings
50 % Sealing rings 2 Roller
50 % Safety valves
100 % Gaskets and O-rings for safety valve Fuel pump gear, details, section 90903
1 Piston complete
50 % O-rings for lifting tool
1 Damper piston
100 % O-rings and sealings between air piston
and exhaust valve housing/spindle Fuel pump gear, details, section 90904
1 Liner for spindle guide 1 Shock absorber, complete
100 % Gaskets and O-rings for cool.w.conn. 1 Internal spring
1 Conical ring in 2/2 1 External spring
100 % O-rings for spindle/air piston 100 % Sealing and wearing rings
100 % Non-return valve 4 Felt rings
Valve gear, section 90802 Fuel pump gear, reversing mechanism,

3 Filter, complete section 90905
5 O-rings of each kind 1 Reversing mechanism, complete
2 Spare parts set for air cylinder
Valve gear, section 90805
1 Roller guide complete Fuel valve, section 90910
2 Shaft pin for roller 100 % Fuel nozzles
2 Bushing for roller 100 % O-rings for fuel valve
4 Discs 3 Spindle guides, complete
2 Non return valve 50 % Springs
4 Piston rings 200 % Discs, +30 bar
4 Discs for spring 3 Thrust spindles
2 Springs 3 Non return valve (if mounted)
2 Roller
* % Refer to one engine

178 33 97-0.3
Fig. 9.06b: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
487 603 020 198 28 05
9.11
Fuel oil high pressure pipes, section 90913

1 High pressure pipe, complete of each kind
100 % O-rings for high pressure pipes
Overflow valve, section 90915

1 Overflow valve, complete
1 O-rings of each kind
Turbocharger, section 91000

1 Spare rotor, complete with bearings,
option: 4 87 660
1 Spare part set for turbocharger
Scavenge air receiver, section 91001

2 Non-return valves complete
1 Compensator
Exhaust pipes and receiver, section 91003

1 Compensator between TC and receiver
2 Compensator between exhaust valve and
receiver
1 set Gaskets for each compensator
Air cooler, section 91005

16 Iron blocks (Corrosion blocks)
Safety valve, section 91101

100 % Gasket for safety valve
2 Safety valve, complete
Arrangement of safety cap, section 91104

100 % Bursting disc
The section figures refer to the instruction book

Where nothing else is stated, the percentage refers to one engine
Liable to change without notice
178 33 97-0.3
Fig. 9.06c: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
487 603 020 198 28 05
9.12
Table A
Group 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 connections 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 stated
for each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and
service hours in question.
178 33 98-2.2
Fig. 9.07a: Wearing parts, option: 4 87 629
487 611 010 198 28 07
9.13
Table B
Service hours 0-6000 0-12000
Group Number of cylinders
No
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
Set of piston rod stuffing box,
2 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
lamella rings
3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
sealing rings
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
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
pump and exhaust valve
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
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24
lamella rings
3 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
178 30 98-2.2
Fig.9.07b: Wearing parts, option: 4 87 629
487 611 010 198 28 07
9.14
Table B
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 8 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36
lamella rings
3 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
Table B
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48
lamella rings
3 8 10 12 14 16 18 20 22 24 8 10 12 14 16 18 20 22 24
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
178 30 98-2.2
Fig. 9.07c: Wearing parts, option: 4 87 629
487 611 010 198 28 07
9.15
Table B
Grou Number of cylinders
pNo.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50 55 60
lamella rings
3 8 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8 0 0 0
Bushings for roller guides for
9 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
fuel pump and exhaust valve
11 Fuel valve guides and atomiz- 24 30 36 42 48 54 60 66 72 24 30 36 42 48 54 60 66 72
ers
14 Set bearings for auxiliary 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
blower
178 33 98-2.2
Fig. 9.07d: Wearing parts, option: 4 87 629
487 611 010 198 28 07
9.16
Cylinder liner 344 kg Piston complete

Cylinder liner inclusive Exhaust valve with piston od
cooling jacket 192 kg 245 kg
390 kg
Cylinder cover 278 kg Rotor for turbocharger

Cylinder cover inclusive Type NA40
starting and fuel valves 55 kg
valves 292 kg
Rotor for turbocharger

Type VTR454
252 kg
All dimensions are given in mm 178 22 03-6.0
Fig. 9.08: Large spare parts, dimensions and masses
487 601 007 198 28 08
9.17
901 Cylinder cover 909 Fuel valve and fuel pump

1 set Milling and grinding tool for exhaust valve 1 Fuel valve pressure and spray control de-
seats + fuel valve seat vice
1 set Fuel valve extractor 1 set Fuel oil high pressure pipe and connection
1 set Cylinder cover stud, hydraulic jack overhaul tool
1 set Milling and grinding tool for starting valve 1 set Tools for mounting seals
1 set Cleaning tool nozzle
902 Piston with rod and stuffing box
1 set Lifting gear for piston 910 Turbocharger and air cooler system
1 Guide ring for piston 1 set Turbocharger overhaul tool
1 Support iron for piston 1 set Air cooler cleaning tool
1 set Piston overhaul tool
1 set Stuffing box overhaul tool 912 Main part assembling
1 set Lifting gear for cylinder liner 1 set Staybolt hydraulic jack
1 set Cylinder liner measuring tool
913 General tools
904 Crosshead and connecting rod 913.1 Accessories
1 Lifting tool for crosshead 1 Hydraulic pump, pneumatically operated
1 set Crosshead and crankpin bearing bolt for 1 set High pressure hose and connection
hydraulic jack 1 Hydraulic jack assembling device
1 set Support of crosshead 1 Hydraulic pump, manually opened
905 Crankshaft and main bearing 913.2 Ordinary hand tools

1 set Dismantling tools for main bearing shell 1 set Torque spanner
1 Thrust bearing, turning dog 1 set Socket spanner
1 Crankcase relief valve testing tool 1 set Internal hexagon spanner
1 set Main bearing stud for hydraulic jack 1 set Combination ring and fork spanner
1 set Ring ram spanner
906 Camshaft, chain drive and reversing 1 set Fork ram spanner
mechanism 1 Pliers for circlip
1 set Pin gauge for gear 1 set Special spanner
1 set Chain assembling tool
1 set Chain disassembling tool 913.3 Miscellaneous
1 Pin gauge for top dead centre 1 set Shackle
1 set Eye-bolt
908 Exhaust valve and valve gear 1 Indicator
1 set Exhaust valve spindle and seat, checking 1 set Feeler blade
template 1 Crankshaft alignment indicator
1 set Exhaust valve disassembling tool 1 set Chain tackles
1 set Lifting device for roller guide
1 set Hydraulic jack for exhaust valve stud
Mass of the complete set of tools: Approximately 475 kg
Fig. 9.09: Standard tools: 4 88 601
488 601 004 198 28 09
9.18
178 22 08-5.0
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
Fig. 9.10b: Dimensions and masses of tools
488 601 004 198 28 09
9.19
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
9.20
178 34 79-7.1
Sec. Description Mass in kg

909 Fuel valve pressure control device 100
Fig.9.11: Dimensions and masses of tools
488 601 004 198 28 09
9.21
178 22 15-6.0
Pos No. Description Mass in kg
1 901 Cylinder cover

907 Starting air system
909 46
Fuel valve and fuel pump
911 Safety equipment
2 902 Piston, piston rod and stuffing box

903 Cylinder liner
904 31
Crosshead and connecting rod
905 Crankshaft and main bearing
Fig.9.12: Tool panels, option: 4 88 660
488 601 004 198 28 09
9.22
Project Support & Documentation 10
10 Project Support and Documentation
MAN B&W Diesel is capable of providing a wide va- Engine Selection Guide
riety of support for the shipping and shipbuilding in-
dustries all over the world. The Engine Selection Guide is intended as a tool
to provide assistance at the very initial stage of the
The knowledge accumulated over many decades project work. The Guide gives a general view of the
by MAN B&W Diesel covering such fields as the se- MAN B&W two-stroke MC Programme and includes
lection of the best propulsion machinery, optimisa- information on the following subjects:
tion of the engine installation, choice and suitability
of a Power Take Off for a specific project, vibration Engine data
aspects, environmental control etc., is available to
shipowners, shipbuilders and ship designers alike. Engine layout and load diagrams
specific fuel oil consumption
An "Order Form" for such printed matter listing the
publications currently in print, is available from our Turbocharger choice
agents, overseas offices or direct from MAN B&W
Diesel A/S, Copenhagen. Electricity production, including
power take off
Part of this information can be found in the following
documentation Installation aspects
Publications a+b Auxiliary systems
Engine Selection Guide a+b Vibration aspects.
Project Guides a+b After selecting the engine type on the basis of this
general information, and after making sure that the
Computerised Engine engine fits into the ships design, then a more de-
Application System b tailed project can be carried out based on the Pro-
ject Guide for the specific engine type selected.
Extent of Delivery a+b
Installation documentation. Project Guides
a For your information, the publication is also For each engine type a Project Guide has been
available at the Internet address prepared, describing the general technical features
www.manbw.dk under "Libraries", from where of that specific engine type, and also including
it can be downloaded some optional features and equipment.
b This information is available on CD-ROM The information is general, and some deviations
may appear in a final engine documentation, de-
All publications are available in print. pending on the contents specified in the contract
and on the individual licensee supplying the engine.
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 for
the end-user that the right choice is made.
402 000 500 198 28 10
10.01
The Project Guides comprise an extension of the P.305: MAN B&W Diesel Computerised Engine
general information in the Engine Selection Guide, Application System
as well as specific information on such subjects as:
This publication is available at the Internet address
Engine outline, engine pipe connections, etc. www.manbw.dk under "Libraries", from where it
Description of piping system on engine can be downloaded.
Details of the manoeuvring system
Instrumentation, PMI, CoCoS, etc.
Dispatch pattern Extent of Delivery
Testing
Spare parts The Extent of Delivery (EoD) sheets have been
Tools. compiled in order to facilitate communication be-
tween owner, consultants, yard and engine maker
during the project stage, regarding the scope of
Computerised Engine Application supply and the alternatives (options) available for
System MAN B&W two-stroke MC engines.
Further customised information can be obtained There are two versions of the EoD:
from MAN B&W Diesel A/S, and for this purpose we
have developed a Computerised Engine Applica- Extent of Delivery for 98 - 50 type engines, and
tion System, by means of which specific calcula- Extent of Delivery for 46 - 26 type engines.
tions can be made during the project stage, such as:
Estimation of ships dimensions Content of Extent of Delivery

Propeller calculation and power prediction
Selection of main engine The Extent of Delivery includes a list of the basic
Main engines comparison items and the options of the main engine and auxil-
Layout/load diagrams of engine iary equipment and, it is divided into the systems
Maintenance and spare parts costs of the en- and volumes stated below:
gine
Total economy comparison of engine rooms General information
Steam and electrical power ships requirement 4 00 xxx General information
Auxiliary machinery capacities for derated en- 4 02 xxx Rating
gine 4 03 xxx Direction of rotation
Fuel and lube oil consumption 4 06 xxx Rules and regulations
exhaust gas data 4 07 xxx Calculation of torsional and
Heat dissipation of engine axial vibrations
Utilisation of exhaust gas heat 4 09 xxx Documentation
Water condensation separation in air coolers 4 11 xxx Voltage on board for electrical
Noise engine room, exhaust gas, structure consumers
borne 4 12 xxx Dismantling and packing and
Preheating of diesel engine shipping of engine
Utilisation of jacket cooling water heat, FW 4 14 xxx Testing of diesel engine
production 4 17 xxx Supervisors and advisory work
Starting air system
Exhaust gas back pressure Propeller equipment
Engine room data: pumps, coolers, tanks, etc. 4 20 xxx Propeller
4 21 xxx Propeller hub
For further information, please refer to our publica- 4 22 xxx Stern tube
tion: 4 23 xxx Propeller shaft
4 24 xxx Intermediate shaft
402 000 500 198 28 10
10.02
4 25 xxx Propeller shaftline We base our first quotations on a scope of supply

4 26 xxx Propeller, miscellaneous mostly required, which is the so called Copenhagen
Standard EoD, which are marked with an asterisk *.
Diesel engine
4 30 xxx Diesel engine This includes:
4 31 xxx Torsional and axial vibrations Items for Unattended Machinery Space
4 35 xxx Fuel oil piping Minimum of alarm sensors recommended by
4 40 xxx Lubricating oil piping the classification societies and MAN B&W
4 42 xxx Cylinder lubricating oil piping Moment compensator for certain numbers of
4 43 xxx Piston rod stuffing box drain piping cylinders
4 45 xxx Low temperature cooling water piping MAN B&W turbochargers
4 46 xxx Jacket cooling wate pipingr Slow turning before starting
4 50 xxx Starting and control air piping Spare parts either required or recommended by
4 54 xxx Scavenge air cooler the classification societies and MAN B&W
4 55 xxx Scavenge air piping Tools required or recommended by the classifi-
4 59 xxx Turbocharger cation societies and MAN B&W.
4 60 xxx Exhaust gas piping
4 65 xxx Manoeuvring system The filled-in EoD is often used as an integral part
4 70 xxx Local instrumentation of the final contract.
4 75 xxx Monitoring, safety, alarm and remote
indication
4 78 xxx Electrical wiring on engine Installation Documentation
Miscellaneous When a final contract is signed, a complete set of
4 80 xxx Miscellaneous documentation, in the following called Installation
4 81 xxx Painting Documentation, will be supplied to the buyer by the
4 82 xxx Engine seating engine maker.
4 83 xxx Galleries
4 85 xxx Power Take Off The Installation Documentation is normally di-
4 87 xxx Spare parts vided into the A and B volumes mentioned in the
4 88 xxx Tools Extent of Delivery under items:
Remote control system 4 09 602 Volume A:

4 95 xxx Bridge control system Mainly comprises general guiding system drawings
for the engine room
Description of the Extent of Delivery
4 09 603 Volume B:
The Extent of Delivery (EoD) is the basis for speci- Mainly comprises specific drawings for the main en-
fying the scope of supply for a specific order. gine itself
The list consists of basic and optional items. Most of the documentation in volume A are similar
to those contained in the respective Project Guides,
The basic items defines the simplest engine, de- but the Installation Documentation will only cover
signed for attended machinery space (AMS), with- the order-relevant designs. These will be forwarded
out taking into consideration any specific require- within 4 weeks from order.
ments from the classification society, the yard or the
owner. The engine layout drawings in volume B will, in
each case, be customised according to the buyers
The options are extra items that can be alternatives requirements and the engine manufacturers pro-
to the basic or additional items available to fulfil the
requirements/functions for a specific project.
402 000 500 198 28 10
10.03
duction facilities. The documentation will be for- 925 Control equipment for auxiliary blower
warded, as soon as it is ready, normally within 3-6 Electric panel for auxiliary blower
months from order. Control panel
Electric diagram
As MAN B&W Diesel A/S and most of our licensees Auxiliary blower
are using computerised drawings (Cadam). The Starter for el. motors
documentation forwarded will normally be in size A4
or A3. The maximum size available is A1. 932 Shaft line
Crankshaft driving end
The drawings of volume A are available on disc. Fitted bolts
The following list is intended to show an example of 934 Turning gear

such a set of Installation Documentation, but the ex- Turning gear arrangement
tent may vary from order to order. Turning gear, control system
Turning gear, with motor
Engine-relevant documentation 936 Spare parts

List of spare parts
901 Engine data
External forces and moments 939 Engine paint
Guide force moments Specification of paint
Water and oil in engine
Centre of gravity 940 Gaskets, sealings, O-rings
Basic symbols for piping Instructions
Instrument symbols for piping Packings
Balancing Gaskets, sealings, O-rings
915 Engine connections 950 Engine pipe diagrams

Scaled engine outline Engine pipe diagrams
Engine outline Bedplate drain pipes
List of flanges/counterflanges Instrument symbols for piping
Engine pipe connections Basic symbols for piping
Gallery outline Lube and cooling oil pipes
Cylinder lube oil pipes
921 Engine instrumentation Stuffing box drain pipes
List of instruments Cooling water pipes, air cooler
Connections for electric components Jacket water cooling pipes
Guidance values for automation Fuel oil drain pipes
Fuel oil pipes
923 Manoeuvring system Fuel oil pipes, tracing
Speed correlation to telegraph Fuel oil pipes, insulation
Slow down requirements Air spring pipe, exhaust valve
List of components Control and safety air pipes
Engine control system, description Starting air pipes
Electric box, emergency control Turbocharger cleaning pipe
Sequence diagram Scavenge air space, drain pipes
Manoeuvring system Scavenge air pipes
Diagram of manoeuvring console Air cooler cleaning pipes
Exhaust gas pipes
924 Oil mist detector Steam extinguishing, in scavenge box
Oil mist detector
402 000 500 198 28 10
10.04
Oil mist detector pipes 914 Exhaust gas

Pressure gauge pipes Exhaust pipes, bracing
Exhaust pipe system, dimensions
Engine room-relevant documentation 917 Engine room crane

Engine room crane capacity
901 Engine data
List of capacities 918 Torsiograph arrangement
Basic symbols for piping Torsiograph arrangement
Instrument symbols for piping
919 Shaft earthing device
902 Lube and cooling oil Earthing device
Lube oil bottom tank
Lubricating oil filter 920 Fire extinguishing in scavenge air space
Crankcase venting Fire extinguishing in scavenge air space
Lube oil outlet 921 Instrumentation
Axial vibration monitor
904 Cylinder lubrication
Cylinder lube oil system 926 Engine seating
Profile of engine seating
905 Piston rod stuffing box Epoxy chocks
Stuffing box drain oil cleaning system Alignment screws
906 Seawater cooling 927 Holding-down bolts

Seawater cooling system Holding-down bolt
Round nut
907 Jacket water cooling Distance pipe
Jacket water cooling system Spherical washer
Deaerating tank Spherical nut
Deaerating tank, alarm device Assembly of holding-down bolt
Protecting cap
909 Central cooling system Arrangement of holding-down bolts
Central cooling water system
Deaerating tank 928 Supporting chocks
Deaerating tank, alarm device Supporting chocks
Securing of supporting chocks
910 Fuel oil system
Fuel oil heating chart 929 Side chocks
Fuel oil system Side chocks
Fuel oil venting box Liner for side chocks, starboard
Fuel oil filter Liner for side chocks, port side
911 Compressed air 930 End chocks

Starting air system Stud for end chock bolt
End chock
912 Scavenge air Round nut
Scavenge air drain system Spherical washer, concave
Spherical washer, convex
913 Air cooler cleaning
Air cooler cleaning system
402 000 500 198 28 10
10.05
Assembly of end chock bolt Engine production and

Liner for end chock installation-relevant documentation
Protecting cap
935 Main engine production records,
932 Shaft line engine installation drawings
Static thrust shaft load Installation of engine on board
Fitted bolt Dispatch pattern 1, or
Dispatch pattern 2
933 Power Take Off Check of alignment and bearing clearances
List of capacities Optical instrument or laser
PTO/RCF arrangement, if fitted Alignment of bedplate
Crankshaft alignment reading
936 Spare parts dimensions Bearing clearances
Connecting rod studs Check of reciprocating parts
Cooling jacket Reference sag line for piano wire
Crankpin bearing shell Check of reciprocating parts
Crosshead bearing Piano wire measurement of bedplate
Cylinder cover stud Check of twist of bedplate
Cylinder cover Production schedule
Cylinder liner Inspection after shop trials
Exhaust valve Dispatch pattern, outline
Exhaust valve bottom piece Preservation instructions
Exhaust valve spindle
Exhaust valve studs 941 Shop trials
Fuel pump barrel with plunger Shop trials, delivery test
Fuel valve Shop trial report
Main bearing shell
Main bearing studs 942 Quay trial and sea trial
Piston complete Stuffing box drain cleaning
Starting valve Fuel oil preheating chart
Telescope pipe Flushing of lube oil system
Thrust block segment Freshwater system treatment
Turbocharger rotor Freshwater system preheating
Quay trial and sea trial
940 Gaskets, sealings, O-rings Adjustment of control air system
Gaskets, sealings, O-rings Adjustment of fuel pump
Heavy fuel operation
Guidance values automation
945 Flushing procedures

Lubricating oil system cleaning instruction
949 Material sheets

MAN B&W Standard Sheets Nos: Tools
S19R
S45R 926 Engine seating
S25Cr1 Hydraulic jack for holding down bolts
S34Cr1R Hydraulic jack for end chock bolts
C4
402 000 500 198 28 10
10.06
937 Engine tools

List of tools
Outline dimensions, main tools
938 Tool panel

Tool panels
Auxiliary equipment
980 Fuel oil unit, if delivered
990 Exhaust silencer, if delivered
995 Other auxiliary equipment
402 000 500 198 28 10
10.07

L35MC MK 6 Project Guide PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

L35MC MK 6 Project Guide PDF

Uploaded by

Copyright:

Available Formats

L35MC Mk 6 Project Guide

The information is to be considered as preliminary intended for the project stage,

Engine Layout and Load Diagrams, SFOC 2

Turbocharger Choice & Exhaust Gas By-pass 3

Monitoring Systems and Instrumentation 8

Dispatch Pattern, Testing, Spares and Tools 9

Project Support & Documentation 10

2 Engine Layout and Load Diagrams, SFOC

400 000 050 198 27 59

8 Monitoring Systems and Instrumentation

9 Dispatch Pattern, Testing, Spares and Tools

400 000 050 198 27 59

10 Project Support & Documentation

400 000 050 198 27 59

A ABB turbocharger (BBC) 3.01, 3.03, 3.04

B Basic symbols for piping 6.01.16-6.01.18

C Capacities for derated engines 6.01.04-6.01.07

400 000 050 198 27 59

Cylinder oil feed rate 6.04.01

D Data sheet for propeller 5.05.03-5.05.04

E Earthing device 5.05.09-5.05.10

400 000 050 198 27 59

Exhaust turbocharger 1.09

F Fire extinguishing pipes in scavenge air space 6.09.08

G Gallery arrangement 1.09

H Heated drain box with fuel oil leakage alarm 8.17

I Installation aspects 5.01.01

J Jacket water cooling system 6.06.04

400 000 050 198 27 59

K Kongsberg Norcontrol electronic governor 6.11.02

L Large spare parts, dimensions and masses 9.17

M MAN B&W turbocharger 3.01,3.02

N Necessary capacities of auxiliary machinery 6.01.03-6.01.04

O Oil mist detector pipes on engine 8.18

400 000 050 198 27 59

P Painting of main engine 9.03

R Remote control system (CPP) 5.05.07

S Safety system (shut down) 6.11.03, 8.01

400 000 050 198 27 59

Spare parts for unrestricted service 9.08

T Tools, dimensions and masses 9.19-9.21

U Unattended machinery spaces, (UMS) 8.02

V Vibration aspects 7.01

W Water and oil in engine 5.02.01, 5.02.05

Weights and dimensions, dispatch pattern 5.02.01, 9.06

400 000 050 198 27 59

The engine types of the MC programme are

Mark: engine version

S Super long stroke approximately 4.0

Stroke/bore ratio L Long stroke approximately 3.0

K Short stroke approximately 2.8

Fig. 1.01: Engine type designation

430 100 100 198 27 60

Mean Number of cylinders

L1 2600 3250 3900 4550 5200 5880 6500 7150 7800

Fuel and lubricating oil consumption

Specific fuel oil g/kWh

Fig: 1.02: Power, speed and SFOC

402 000 100 198 27 61

Engine Power Range and Fuel Consumption

The engine power figures given in the tables remain

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption values refer to brake