K90MC-C MK 6 Project Guide Two-Stroke Engines: 4th Edition December 2000

K90MC-C Mk 6 Project Guide
Two-stroke Engines
'Project Guides' are intended to provide the general information necessary for the
layout of a marine propulsion plant.
The information in a Project Guide is preliminary data, valid on the day of

publication and for use in the project stage only. Any data and information is sub-
ject to revision without notice.
Project Guides are available in print, on CD-ROM and at our website

www.manbw.dk under 'Libraries', 'Project Guides'.
In the 'Lists of Updates for Project Guides' are found any major changes. They are
published regularly at the above web address as well as in print.
'Binding and final information' for engine contracts will be supplied by the licensee
who is the contractual engine maker, see section 10 of this Project Guide.
'Extent of Delivery' (EoD) sheets are published to facilitate the negotiations be-
tween yard, engine maker and end-user. They specify both basic design and op-
tional executions.
The EoD lists are available at our web site under 'Libraries', on a CD-ROM and in
print.
4th Edition
December 2000
Contents:
Engine Design 1
Engine Layout and Load Diagrams, SFOC 2
Turbocharger Choice & Exhaust Gas Bypass 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 K90MC-C Project Guide
Contents
Subject Page
1 Engine Design
Engine type designation 1.01

Power, speed and SFOC 1.02
Engine power range and fuel consumption 1.03
Performance curves 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 2.01-2.10

Specific fuel oil consumption 2.11-2.13
Emission control 2.14
3 Turbocharger Choice and Exhaust Gas Bypass
Turbocharger types 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
Cut-off or bypass of exhaust gas 3.06
4 Electricity Production
Main engine driven generators, Power Take Off (PTO) 4.01-4.03

Power Take Off/Renk Constant Frequency (PTO/RCF) 4.04-4.11
Direct Mounted Generators/Constant Frequency Electrical (DMG/CFE) 4.12-4.14
Holeby GenSets 4.15-4.24
400 000 050 198 25 29
1
Contents
5 Installation Aspects
Installation aspects 5.01-5.03

Space requirement for the engine 5.04-5.05
Crane beams for overhaul of turbochargers 5.06
Engine room crane 5.07
Overhaul with double-jib crane 5.08-5.09
Engine and gallery outline 5.10-5.12
Centre of gravity 5.13
Water and oil in engine 5.14
Engine pipe connections 5.15-5.17
List of counterflanges 5.18-5.20
Arrangement of holding down bolts 5.21
Profile of engine seating 5.22-5.23
Top bracing 5.24-5.28
Earthing device 5.29
6 Auxiliary Systems
6.01 List of capacities 6.01.01-6.01.17

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 6.04.01-6.04.06
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 6.11.01-6.11.09
7 Vibration Aspects
Vibration aspects 7.01-7.10
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2
Contents
8 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
Activation of fuel pump roller guides 8.18
Oil mist detector pipes on engine 8.19
9 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, etc. 9.01-9.02

Specification for painting of main engine 9.03
Dispatch patterns 9.04-9.07
Shop trial running/delivery test 9.08
List of spares, unrestricted service 9.09-9.10
Additional spare parts beyond class requirements 9.11-9.13
Wearing parts 9.14-9.17
Large spare parts, dimensions and masses 9.18
List of standard tools 9.19-9.26
Tool panels 9.27
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
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3
Index
Subject Page
ABB turbocharger 3.01, 3.03, 3.04
Additional spare parts beyond class requirements 9.11-9.13
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
AMS 8.02
Alpha cylinder lubrication system 6.04.02
Arrangement of holding down bolts 5.02, 5.21
Attended machinery spaces 8.02
Auxiliary blowers 1.11, 6.09.02
Auxiliary engines, Holeby GenSets 4.15-4.24
Axial vibration damper 1.07
Axial vibrations 7.08
Basic symbols for piping 6.01.15-6.01.17

Bearing monitoring systems 8.02
Bedplate drain pipes 6.03.09
By-pass flange on exhaust gas receiver 3.06
Computerised engine application sysem 10.02
Camshaft and exhaust valve actuator lubricating oil pipes 6.03.02
Capacities for PTO/RCF 4.04-4.11
Central cooling water system 6.01.03, 6.07.01
Central cooling water system, capacities 6.01.03
Centre of gravity 5.13
Centrifuges, fuel oil 6.02.07
Centrifuges, lubricating oil 6.03.04
Chain drive 1.08
Cleaning system, stuffing box drain oil 6.05.01
CoCoS 8.07-8.09
Coefficients of resistance in exhaust pipes 6.10.09
Components for control room manoeuvring console 6.11.08

Constant ship speed lines 2.03
Control devices 8.01, 8.10
Conventional seawater cooling system 6.06.01-6.06.03
Conventional seawater system, capacities 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
Cylinder oil feed rate 6.04.01
Cylinder oils 6.04.01
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4
Index
Subject Page
Delivery test, shop trial running 9.08
Description of engine 1.05
Designation of PTO 4.03
Dimensions and masses of tools 9.19-9.24
Direct mounted generator 4.12-4.14
Dispatch patterns 9.04-9.07
DMG/CFE 4.12
Documentation and project support 10.01
Double-jib crane 5.08-5.09
Earthing device 5.03, 5.29

El. diagram, mechanical cylinder lubricator 6.04.06
Electric motor for auxiliary blower 6.09.05
Electric motor for turning gear 6.08.05
Electrical panel for auxiliary blowers 6.09.04-6.09.05
Electronic Alpha cylinder lubrication system 6.04.02
Emergency control console (engine side control console) 6.11.06
Emergency running, turbocharger by-pass 3.06
Emission control 2.14
Engine cross section 1.12
Engine description 1.05
Engine layout diagram 2.01, 2.03
Engine margin 2.02
Engine and gallery outline 5.01, 5.10-5.12
Engine pipe connections 5.01, 5.15-5.17
Engine power 1.03
Engine production and installation-relevant documentation 10.06
Engine relevant documentation 10.04
Engine room-relevant documentation 10.05
Engine seating 5.02, 5.22-5.23
Engine selection guide 10.01
Engine side control console 6.11.02, 6.11.06
Engine type designation 1.01
Exhaust gas amount and temperatures 6.01.09
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, 6.10.05
Exhaust turbocharger 1.10
Extent of delivery 10.02
External forces and moments 7.10
External unbalanced moments 7.01
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5
Index
Subject Page
Fire extinguishing pipes in scavenge air space 6.09.09

Fire extinguishing system for scavenge air space 6.09.09
Flanges, list 5.18-5.20
Flow velocities 6.01.05
Fouled hull 2.02
Freshwater cooling pipes 6.06.05
Freshwater generator 6.01.07
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 cut-out per cylinder 8.17
Fuel oil leakage detection 8.02
Fuel oil leakage, with automatic lift of roller guide 8.18
Fuel oil pipes 6.02.02
Fuel oil pipes, insulation 6.02.05
Fuel oil pipes, steam & jacket water heating 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
Gallery arrangement 1.09

Gallery outline 5.01, 5.10-5.12
GenSets, Holeby 4.15-4.24
Governors 1.09, 6.11.01
Guide force moments 7.06
Heat radiation 6.01.01

Heated drain box with fuel oil leakage alarm 8.17
Heating of drain pipes 6.02.04
Heavy fuel oil 6.02.06
High efficiency turbocharger 3.01
Holding down bolts 5.02, 5.21
Holeby GenSets 4.15-4.24
Hydraulic top bracing 5.26-5.28
Indicator drive 1.07

Installation aspects 5.01
Installation documentation 10.03
Instrumentation 8.01
Instruments for manoeuvring console 6.11.08
Instruments, list of 8.05-8.06
Insulation of fuel oil pipes 6.02.05
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6
Index
Subject Page
Jacket water cooling system 6.06.05
Jacket water preheater 6.06.07
Kongsberg Norcontrol electronic governor 6.11.02
Large spare parts, dimensions and masses 9.18

Layout diagram 2.03
Light running propeller 2.02
Limits for continuous operation 2.04
List of capacities 6.01.02-6.01.03
List of counterflanges 5.18-5.20
List of local instruments 8.05-8.06
List of lubricating oils 6.03.04
List of spare parts, unrestricted service 9.09-9.10
List of tools 9.19-9.26
List of weights and dimensions for dispatch pattern 9.04-9.07
Load change dependent lubricator 6.04.05
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 6.03.04
Lubricating oil consumption 1.02, 1.03
Lubricating oil outlet 6.03.07-6.03.09
Lubricating oil system for RCF gear 4.11
Lubricating oil tank 6.03.08
Lubricating oils 6.03.04
Lyngsø Marine electronic governor 6.11.02
MAN B&W turbocharger 3.01, 3.02

MAN B&W turbocharger, water washing, turbine side 6.10.03
Manoeuvring console, instruments 6.11.08
Manoeuvring system 1.09, 6.11.01
Manoeuvring system, optional versions 6.11.03
Manoeuvring system, reversible engine with FPP with bridge control 6.11.03
Masses and centre of gravity 5.13
Measuring of back-pressure 6.10.08
Mechanical top bracing 5.02, 5.24-5.25
Mitsubishi turbocharger 3.01, 3.05
Necessary capacities of auxiliary machinery 6.01.02-6.01.03

Norcontrol electronic governor 6.11.02
Oil mist detector pipes on engine 8.19

Optimising point 2.03
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7
Index
Subject Page
Overcritical running 7.09
Overhaul of engine 5.01
Painting of main engine 9.03

Panels and sensors for alarm and safety systems 8.11
Performance curves 1.04
Piping arrangements 1.11
Piston rod unit 6.05.02
PMI calculating system 8.03
Power related unbalance, (PRU) 7.05
Power take off, (PTO) 4.01
Power, speed and SFOC 1.02
Profile of engine seating 5.22-5.23
Project guides 10.01
Project support and documentation 10.01
Propeller curve 2.01
Propeller design point 2.01
PTO 4.01
PTO/RCF 4.04-4.11
Pump pressures 6.01.05
Renk constant frequency, (RCF) 4.04-4.11

Reversing 1.08
Safety system (shut down) 6.11.01

Scavenge air cooler 1.10
Scavenge air pipes 6.09.03
Scavenge air space, drain pipes 6.09.08
Scavenge air system 1.10, 6.09.01
Scavenge box drain system 6.09.08
Sea margin 2.02
Seawater cooling pipes 6.06.03
Seawater cooling system 6.06.01-6.06.03
Second order moment compensator 7.02-7.04
Second order moments 7.02
Semi-automatic lift of roller guide 8.18
Sensors for remote indication instruments 8.01
Sequence diagram 6.11.09
SFOC at reference condition 2.11
SFOC guarantee 1.03, 2.11
Shop trial running, delivery test 9.08
Shut down functions for AMS and UMS 8.16
Shut down, safety system 6.11.01
Side chocks 5.23
Slow down functions for UMS 8.15
Slow down system 8.01
400 000 050 198 25 29
8
Index
Subject Page
Slow turning 6.08.02, 6.11.01
Space requirements for the engine 5.01, 5.04-5.05
Space requirements for PTO/RCF 4.07
Spare parts, dimensions and masses 9.18
Spare parts for unrestricted service 9.10-9.11
Specific fuel oil consumption 1.02, 1.03, 2.11
Specification for painting 9.03
Specified MCR 2.03
Standard extent of delivery 10.03
Starting air pipes 6.08.02
Starting air system 1.11
Starting air system, with slow turning 6.11.04
Starting and control air systems 6.08.01
Steam and jacket water heating of fuel oil pipes 6.02.04
Stuffing box drain oil system 6.05.01
Symbolic representation of instruments 8.04
Tools, dimensions and masses 9.19-9.26

Tools, list 9.19-9.20
Top bracing 5.02, 5.24-5.28
Torsional vibration damper 1.08
Torsional vibrations 7.08
Total by-pass for emergency running 3.06
Tuning wheel 1.08
Turbocharger 1.10, 3.01
Turbocharger cleaning 6.10.03
Turbocharger cut-out system 3.06
Turbocharger counterflanges 5.20
Turbocharger lubricating oil pipes 6.03.03
Turning gear 1.05, 6.08.04
Unattended machinery spaces, (UMS) 8.02

Unbalanced moment 7.01
Undercritical running 7.09
Variable injection timing 1.08

Vibration aspects 7.01
VIT 1.08
Water and oil in engine 5.14

Wearing parts 9.14-9.17
Weights and dimensions, dispatch pattern 5.01, 9.04-9.08
400 000 050 198 25 29
9
Engine Design 1
Engine type identification

The engine types of the MC programme are iden-
tified by the following letters and figures:
6 K 90 MC - C Mk 6
Mark: engine version
Design C Compact engines
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 3.2
K Short stroke approximately 2.8
Number of cylinders
178 34 41-3.1
Fig. 1.01: Engine type designation
430 100 100 198 25 30
1.01
Power
L1
K90MC-C Mk 6 L3
Bore: 900 mm
Stroke: 2300 mm
L2
L4
Speed
Power and speed
Mean kW
Engine Power
Layout effective BHP
speed
pressure Number of cylinders
r/min bar 6 7 8 9 10 11 12
L1 27360 31920 36480 41040 45600 50160 54720

104 18.0
37260 43470 49680 55890 62100 68310 74520
L2 21900 25550 29200 32850 36500 40150 43800

104 14.4
29760 34720 39680 44640 49600 54560 59520
L3 23280 27160 31040 34920 38800 42680 46560

89 18.0
31620 36890 42160 47430 52970 57970 63240
L4 18600 21700 24800 27900 31000 34100 37200

89 14.4
25320 29540 33760 37980 42200 46420 50640
Fuel and lubricating oil consumption
Specific fuel oil g/kWh Lubricating oil consumption

consumption g/BHPh
At load System oil Cylinder oil
100% 80%
Layout point Approximate g/kWh
kg/cyl. 24 hours g/BHPh
L1 171 169
126 124
L2 165 162
121 119 0.8 - 1.8
7 - 10
171 169 0.6 - 1.35
L3
126 124
L4 165 162
121 119
Fig. 1.02: Power, speed and SFOC
402 000 100 198 25 31
1.02
Engine Power Range and Fuel Consumption
Engine Power SFOC guarantee
The table contains data regarding the engine power, The figures given in this project guide represent the
speed and specific fuel oil consumption of the engine. values obtained when the engine and turbocharger
are matched with a view to obtaining the lowest
Engine power is specified in both BHP and kW, in possible SFOC values and fulfilling the IMO NOx
rounded figures, for each cylinder number and layout emission limitations.
points L1, L2, L3 and L4:
The Specific Fuel Oil Consumption (SFOC) is guar-
L1 designates nominal maximum continuous rating anteed for one engine load (power-speed combina-
(nominal MCR), at 100% engine power and 100% tion), this being the one in which the engine is opti-
engine speed. L2, L3 and L4 designate layout points mised. The guarantee is given with a margin of 5%.
at the other three corners of the layout area, chosen
for easy reference. The mean effective pressure is: As SFOC and NOx are interrelated parameters, an
engine offered without fulfilling the IMO NOx limita-
L1 - L3 L2 - L4 tions is subject to a tolerance of only 3% of the SFOC.
bar 18.0 14.4
kp/cm2 18.3 14.7
Lubricating oil data
Overload corresponds to 110% of the power at
MCR, and may be permitted for a limited period of The cylinder oil consumption figures stated in the
one hour every 12 hours. tables are valid under normal conditions. During
running-in periodes and under special conditions,
The engine power figures given in the tables remain feed rates of up to 1.5 times the stated values
valid up to tropical conditions at sea level, i.e.: should be used.
Blower inlet temperature . . . . . . . . . . . . . . . . 45 °C

Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 °C
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 . . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
Although the engine will develop the power speci-

fied up to tropical ambient conditions, specific fuel
oil consumption varies with ambient conditions and
fuel oil lower calorific value. For calculation of these
changes, see the following pages.
430 100 060 198 25 32
1.03
178 44 50-5.0
Fig. 1.03: Performance curves
430 100 500 198 24 33
1.04
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 of the B&W-Mitchell type, and
ever, all spare parts are interchangeable with MAN consists, primarily, of a thrust collar on the crank-
B&W designed parts. Some other components can shaft, a bearing support, and segments of steel with
differ from MAN B&W’s design because of produc- white metal. The thrust shaft is an integrated part of
tion facilities or the application of local standard the crankshaft.
components.
The propeller thrust is transferred through the thrust
In the following, reference is made to the item num- collar, the segments, and the bedplate, to the en-
bers specified in the “Extent of Delivery” (EOD) gine seating.
forms, both for the basic delivery extent and for any
options mentioned. The thrust bearing is lubricated by the engine’s main
lubricating oil system.
Bedplate and Main Bearing

Turning Gear and Turning Wheel
The bedplate is divided into sections of suitable
size, in accordance with the production facilities The turning wheel has cylindrical teeth and is fitted
available. It consists of high, welded, longitudinal to the thrust shaft. The turning wheel is driven by a
girders and welded cross girders with cast steel pinion on the terminal shaft of the turning gear,
bearing supports. which is mounted on the bedplate.
For fitting to the engine seating, long, elastic hold- The turning gear is driven by an electric motor and is
ing-down bolts, and hydraulic tightening tools, can fitted with built-in gear and chain drive with brake.
be supplied as options: 4 82 602 to 4 82 635. The electric motor is provided with insulation class
B and enclosure min. IP44. The turning gear is
The bedplate is made without taper if mounted on equipped with a blocking device that prevents the
epoxy chocks (4 82 102), or with taper 1:100, if main engine from starting when the turning gear is
mounted on cast iron chocks, option 4 82 101. engaged. Engagement and disengagement of the
turning gear is effected manually by an axial move-
The oil pan, which is integrated in the bedplate, col- ment of the pinion.
lects the return oil from the forced lubricating and
cooling oil system. The oil outlets from the oil pan A control device for turning gear, consisting of starter
are vertical and are provided with gratings. and manual remote control box, with 15 metres of ca-
ble, can be ordered as an option: 4 80 601.
The main bearings consist of thin walled steel shells
lined with white metal. The bottom shell can, by
means of special tools, be rotated around and in. Frame Box
The shells are kept in position by a bearing cap and
are fixed by long elastic studs, with nuts tightened The frame box is of welded design, and is divided
by hydraulic tools. The chain drive is located: into sections of suitable size, determined by the pro-
aft for 6, 7 and 8 cylinder engines duction facilities available. On the exhaust side, it is
between cylinder 6 and 7 for 9, 11 and 12 cylinder provided with relief valves for each cylinder while,
engines on the camhaft side, it is provided with a large
between cylinder 5 and 6 for 10 cylinder engines. hinged door for each cylinder.
430 100 042 198 25 34
1.05
The cylinder frame and the frame box are fixed to the Exhaust Valve and Valve Gear
bedplate with stay bolts.
The exhaust valve consists of a valve housing and a
valve spindle. The valve housing is of cast iron and
Cylinder Frame, Cylinder Liner and arranged for water cooling. The housing is provided
Stuffing Box with a bottom piece of steel with a flame hardened
seat. The bottom piece is water cooled. The spindle
The cylinder frame units are of cast iron. Together is made of Nimonic. The housing is provided with a
with the cylinder liners they form the scavenge air spindle guide.
space. At the chain drive, the upper part of the
chainwheel frame is fitted. On the camshaft side of The exhaust valve is tightened to the cylinder cover
the engine, the cylinder frame units are provided with studs and nuts. The exhaust valve is opened
with covers for cleaning the scavenge air space and hydraulically and closed by means of air pressure. In
for inspection of the scavenge ports. operation, the valve spindle slowly rotates, driven
by the exhaust gas acting on small vanes fixed to the
The lubricators (one per cylinder) and the gallery spindle. The hydraulic system consists of a piston
brackets are bolted onto the cylinder frame units. pump mounted on the roller guide housing, a
Furthermore, the outer part of the telescopic pipe is high-pressure pipe, and a working cylinder on the
fitted for the supply of piston cooling oil and lubri- exhaust valve. The piston pump is activated by a
cating oil. cam on the camshaft.
A piston rod stuffing box for each cylinder unit is fit- Air sealing of the exhaust valve spindle guide is
ted at the bottom of the cylinder frame. The stuffing provided.
box is provided with Heco sealing rings for scav-
enge air, and with oil scraper rings to prevent oil
from entering the scavenge air space. Fuel Valves, Starting Valve,
Safety Valve and Indicator Valve
The cylinder liner is made of alloyed cast iron and is
mounted in the cylinder frame. The top of the cylin- Each cylinder cover is equipped with three fuel
der liner is bore-cooled and with a short cooling valves, one starting valve, one safety valve, and one
jacket. The cylinder liner has scavenge ports and indicator valve. The opening of the fuel valves is
drilled holes for cylinder lubrication. controlled by the fuel oil high pressure created by
the fuel pumps, and the valve is closed by a spring.
Cylinder Cover An automatic vent slide allows circulation of fuel oil

through the valve and high pressure pipes, and pre-
The cylinder cover is of forged steel, made in one vents the combustion chamber from being filled up
piece, and has bores for cooling water. It has a cen- with fuel oil in the event that the valve spindle is
tral bore for the exhaust valve and bores for fuel sticking when the engine is stopped. Oil from the
valves, safety valve, starting valve and indicator vent slide and other drains is led away in a closed
valve. To reduce burning of the inside surface, a system.
layer of Inconel is welded on to the area around the
fuel valves. The starting valve is opened by control air from one
or two starting air distributors depending on the
The cylinder cover ismounte on the cylinder frame number of cylinders. The starting valves are closed
with 8 studs and is hydraulically tightened by a by a spring. The safety valve is spring-loaded.
multijack tool.
430 100 042 198 25 34
1.06
Indicator Drive Connecting Rod

In its basic execution, the engine is not fitted with an The connecting rod is made of forged steel and pro-
indicator drive, it is an option: 4 30 141. vided with bearing caps for the crosshead and
crankpin bearings.
The indicator drive consists of a cam fitted on the
camshaft and a spring-loaded spindle with roller The crosshead and crankpin bearing caps are se-
which moves up and down, corresponding to the cured to the connecting rod by studs and nuts
movement of the piston within the engine cylinder. which are tightened by hydraulic jacks.
At the top the spindle has an eye to which the indica-
tor cord is fastened after the indicator has been The crosshead bearing consists of a set of thin
mounted on the indicator drive. walled steel shells, lined with white metal. The
crosshead bearing cap is in one piece, with an an-
gular cut-out for the piston rod.
Crankshaft
The crankpin bearing is provided with thin-walled
The crankshaft is of the semi-built type, made from steel shells, lined with white metal. Lub. oil is sup-
forged steel throws or, for some cylinder numbers, plied through ducts in the crosshead and con-
from cast steel throws with cold rolled fillets. nec-ting rod.
The crankshaft 8 to 12-cylinder engines are made in

two parts, assembled in the chain drive. Piston, Piston Rod and Crosshead
The crankshaft is built integral with the thrust shaft The piston consists of a piston crown and piston
and is, on the aft end, provided with a flange for the skirt. The piston crown is made of heat-resistant
turning wheel and for coupling to the intermediate steel with an Inconel coating and has four ring
shaft. At the fore end, the crankshaft is provided grooves which are hard-chrome plated on both the
with a flange for a counterweight and for a tuning upper and lower surfaces of the grooves. The piston
wheel, in the event that these are to be installed. crown is of the OROS type with “high topland”, i.e.
the distance between the piston top and the upper
Coupling bolts and nuts for joining the crankshaft to- piston ring has been increased. The upper piston
gether with the intermediate shaft are not normally sup- ring is a CPR type (Controlled Pressure Relief)
plied. These can be ordered as an option: 4 30 602. whereas the other three piston rings are with an
oblique cut. The uppermost piston ring is higher than
the lower ones. The piston skirt is of cast iron and pro-
Axial Vibration Damper vided with lead bronze bands
The engine is fitted with a laminar type of axial vibra- The piston rod is of forged steel and is sur-
tion damper (4 31 111), which is mounted on the fore face-hardened on the running surface for the stuff-
end of the crankshaft. ing box. The piston rod is connected to the
crosshead with hydraulically tightened studs. The
The damper consists of a piston and a split-type piston rod has a central bore which, in conjunction
housing located forward of the foremost main bear- with a cooling oil pipe, forms the inlet and outlet for
ing. The piston is made as an integrated collar on the cooling oil to the piston.
main crank journal, and the housing is fixed to the
main bearing support. A mechanical device for The crosshead is of forged steel and is provided
functional check of the vibration damper is fitted. An with cast steel guide shoes with white metal on the
electronic vibration montor can be supplied as op- running surface.
tion: 4 31 116.
430 100 042 198 25 34
1.07
A bracket for oil inlet from the telescopic pipe and The cam for indicator drive, if mounted, can be
another for oil outlet to a slotted pipe are mounted adjusted mechanically. The coupling parts are
on the guide shoes. shrunk on to the shaft and can be adjusted and
dismantled hydraulically.
Fuel Pump and Fuel Oil The camshaft bearings consist of one lower half
High-Pressure Pipes shell mounted in a bearing support. The camshaft is
lubricated by the main lubracating oil system.
The engine is provided with one fuel pump for each
cylinder. The fuel pump consists of a pump housing
of nodular cast iron, a centrally placed pump barrel, Chain Drive
and plunger of nitrated steel. In order to prevent fuel
oil from being mixed with the lubricating oil, the The camshaft is driven from the crankshaft by a
pump actuator is provided with a sealing arrange- chain drive. The engine is equipped with a hydrau-
ment. lic chain tightener/damper, and the long free
lengths of chain are supported by guidebars. The
The pump is activated by the fuel cam, and the vol- mechanical cylinder lubricators, if fitted, are driven
ume injected is controlled by turning the plunger by by a separate chain from the camshaft.
means of a toothed rack connected to the regulating
mechanism.
Reversing
The fuel pumps incorporate Variable Injection Tim-
ing (VIT) for optimised fuel economy at part load. Reversing of the engine takes place by means of an
The VIT uses the the governor fuel setting as the angular displaceable roller in the driving mechanism
controlling parameter. for the fuel pump of each engine cylinder. The re-
versing mechanism is activated and controlled by
The roller guide housing is provided with a compressed air supplied to the engine.
semi-automatic lifting device (4 35 131) which, dur-
ing rotation of the engine, can lift the roller guide free The exhaust valve gear is not to be reversed.
of the cam.
The fuel oil pump is provided with a puncture valve, Tuning Wheel
which prevents high pressure from building up dur-
ing normal stopping and shut down. A tuning wheel option: 4 31 101, is to be ordered
separately based upon the final torsional vibration
The fuel oil high-pressure pipes are with double calculations. All shaft and propeller data are to be
wall. forwarded by the yard to be engine builder.
Camshaft and Cams Torsional Vibration Damper

The camshaft consists of a number of sections. The torsional vibration damper option: 4 31 105 is
Each section consists of a shaft piece with exhaust also to be ordered separately based upon the final
cams, fuel cams, coupling parts and indicator drive, torsional vibration calculations and mounted on the
if required. fore-end crankshaft flange.
The exhaust cams and fuel cams are of steel, with a

hardened roller race, and are shrunk on to the shaft.
They can be adjusted and dismantled hydraulically.
430 100 042 198 25 34
1.08
Governor Reversing is effected by moving the telegraph han-

dle from “Ahead” to “Astern” and by moving the
The engine is to be provided with an electronic/me- speed control handle from “Stop” to “Start” posi-
chanical governor of a make approved by MAN tion. Control air then moves the starting air distribu-
B&W Diesel A/S, i.e.: tor and, through an air cylinder, the displaceable
roller in the driving mechanism for the fuel pump, to
Lyngsø Marine A/S the “Astern” position.
type EGS 2100 . . . . . . . . . . . . . . . option: 4 65 172
Kongsberg Norcontrol Automation A/S The engine is provided with an engine side
type DGS 8800e . . . . . . . . . . . . . . option: 4 65 174 mounted control console and instrument panel,
Siemens for local manoeuvring.
type SIMOS SPC 33 . . . . . . . . . . . option: 4 65 177
The speed setting of the actuator is determined by Gallery Arrangement

an electronic signal from the electronic governor
based on the position of the main engine regulating The engine is provided with gallery brackets, stan-
handle. The actuator is connected to the fore end of chions, railings and platforms (exclusive of ladders).
the engine. The brackets are placed at such a height that the
best possible overhauling and inspection condi-
tions are achieved. Some main pipes of the engine
Cylinder Lubricators are suspended from the gallery brackets.
The standard electronic Alpha cylinder lubrication The engine is prepared for top bracings on the
system, 4 42 105, is designed to supply cylinder oil exhaust side (4 83 110), or on the camshaft side,
intermittently, e.g. every four engine revolutions, at option: 4 83 111.
a constant pressure and with electronically con-
trolled timing and dosage at a defined position. Hydraulic top bracing can be fitted, options: 4 83 122
or 4 83 123.
The mechanical cylinder lubricator is an alterative
(options: 4 42 111 and 4 42 120) to the electronic
Alhpa cylinder lubricating system. Scavenge Air System
The air intake to the turbochargers takes place di-
Manoeuvring System for Bridge Control rect from the engine room through the intake si-
lencer of the turbochargers. From the turbo-
The engine is provided with a pneumatic/electric chargers, the air is led via the charging air pipe, air
manoeuvring and fuel oil regulating system. The coolers and scavenge air receiver to the scavenge
system transmits orders from the separate ma- ports of the cylinder liners. The charging air pipe be-
noeuvring console to the engine. tween the turbochargers and the air coolers is pro-
vided with a compensator and is heat insulated on
The regulating system makes it possible to start, the outside.
stop, and reverse the engine and to control the en-
gine speed. The speed control handle on the ma- The scavenge air receiver is provided with lifting at-
noeuvring console gives a speed-setting signal to tachments for dismantling of the auxiliary blowers,
the governor, dependent on the desired number of and the upper gallery platform on the camshaft side
revolutions. At a shut down function, the fuel injec- is provided with overhauling holes for piston, the num-
tion is stopped by activating the puncture valves in ber of holes depends on the number of cylinders.
the fuel pumps , independent of the speed control
handle’s position.
430 100 042 198 25 34
1.09
Exhaust Turbocharger Exhaust Gas System

The engine is fitted with MAN B&W turbochargers (4 59 From the exhaust valves, the gas is led to the ex-
101), ABB turbochargers (4 59 102) or Mitsubishi haust gas receiver where the fluctuating pressure
turbochargers (4 59 103), arranged on the exhaust side from the individual cylinders is equalised, and the
of the engine. All three are of the high efficiency type. total volume of gas led further on to the
turbochargers at a constant pressure. After the
The turbocharger bearing casing and exhaust cas- turbochargers, the gas is led to the external exhaust
ing are cooled by jacket water. Furthermore, the pipe system, which is yard’s supply.
turbocharger is provided with:
Compensators are fitted between the exhaust
a) Equipment for water washing of the
valves and the receiver, and between the receiver
compressor side
and the turbocharger.
b) Equipment for dry cleaning of on the turbine
side
The exhaust gas receiver and exhaust pipes are
c) Equipment for water washing on the turbine provided with insulation, covered by galvanized
side on MAN B&W and ABB turbochargers steel plating.
The gas outlet can be 15°/30°/45°/60°/75°/90° from
vertical, away from the engine. See either of options 4 There is a protective grating between the exhaust
59 301-309. The turbocharger is equipped with an gas receiver and the turbocharger.
electronic tacho system with pick-ups, converter and
indicator for mounting in the engine control room.
Auxiliary Blower
Scavenge Air Cooler The engine is provided with two, three or four elec-
trically-driven blowers (4 55 150). The suction side
The engine is fitted with air coolers of the monoblock of the blowers is connected to the scavenge air
type (one per turbocharger) designed for a central space after the air cooler.
cooling with freshwater of maximum 4.5 bar working
pressure, option: 4 54 132. The air cooler is so de- Between the air cooler and the scavenge air receiver,
signed that the difference between the scavenge air non-return valves are fitted which automatically
temperature and the water inlet temperature (at the close when the auxiliary blowers supply the air.
optimising point) can be kept at a maximum of 12 °C.
The auxiliary blowers will start operating before the
a) The end covers are of coated cast iron 4 54 150, engine is started and will ensure sufficient scavenge
or alternatively of bronze, option: 4 54 151 air pressure to obtain a safe start.
b) The cooler is provided with equipment for
cleaning of: During operation of the engine, the auxiliary blowers
Air side: will start automatically each time the engine load is
Standard showering system reduced to about 30-40%, and they will continue
(Cleaning pump unit including tank operating until the load again exceeds approxi-
and filter to be of yard’s supply) mately 40-50%.
Water side: In cases where one of the auxiliary blowers is out of

Cleaning brush service, the other auxiliary blowers will automati-
cally compensate without any manual readjustment
Cleaning is to take place only when the engine is of the valves, thus avoiding any engine load reduc-
stopped. tion. This is achieved by balancing pipes between
the air cooler casings, so the auxillary blowers draw
A water mist catcher of the through-flow type is lo- the air from a common space.
cated in the air chamber below the air coolers.
430 100 042 198 25 34
1.10
The electric motors are of the totally enclosed, fan The inlet and return fuel oil pipes (except branch
cooled, single speed type, with insulation min. class pipes) are heated with:
B and enclosure minimum IP44.
Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or
The electrical control panel and starters for the aux- Electrical tracing . . . . . . . . . . . option: 4 35 111, or
iliary blowers can be delivered as an option: Thermal oil tracing . . . . . . . . . . . . option: 4 35 112
4 55 650.
The fuel oil drain pipe is heated by jacket water.
Piping Arrangements The above heating pipes are normally delivered

without insulation (4 35 120). The engine’s exter-
The engine is delivered with piping arrangements for: nal pipe connections are with:
Fuel oil • Sealed, without counterflanges in the connecting

Heating of fuel oil pipes end, and with blank counterflanges and bolts in
Lubricating oil, piston cooling oil and camshaft the other end (4 30 201), or
lubrication
• With blank counterflanges and bolts in both ends
Cylinder lubricating oil
of the piping, option: 4 30 202, or
Sea cooling water
Jacket cooling water • With drilled counterflanges and bolts, option:
Cleaning of scavenge air cooler 4 30 203
Cleaning of turbocharger A fire extinguishing system for the scavenge air box
Fire extinguishing for scavenge air space will be provided, based on:
Starting air
Control air Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or
Safety air Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or
Exhaust valve sealing air CO2 (excluding bottles). . . . . . . . . option: 4 55 143
Oil mist detector
Various drains
Starting Air Pipes
All arrangements are made of steel piping, except
the control air, safety air and steam heating of fuel The starting air system comprises a main starting
pipes which are made of copper. The pipes for sea valve, a non-return valve, a bursting disc for the
cooling water to the air cooler are of: branch pipe to each cylinder, one or two starting air
distributor(s); and a starting valve on each cylinder.
Galvanised steel. . . . . . . . . . . . . . . . . (4 45 130), or The main starting valve is connected with the ma-
Thick-walled, galvanised steel. . . . . . (4 45 131), or noeuvring system, which controls the start of the
Aluminium brass . . . . . . . . . . . . . . . . (4 45 132), or engine.
Copper nickel . . . . . . . . . . . . . . . . . . . . . (4 45 133)
A slow turning valve with actuator can be delivered
In the case of central cooling, the pipes for freshwa- as an option: 4 50 140.
ter to the air cooler are of steel.
The starting air distributor(s) regulates the supply of
The pipes are provided with sockets for standard in- control air to the starting valves so that they supply
struments, alarm and safety equipment and, fur- the engine cylinders with starting air in the correct
thermore, with a number of sockets for supplemen- firing order. The starting air distributors have one set
tary signal equipment and supplementary remote of starting cams for “Ahead” and one set for “Astern”,
instruments. as well as one control valve for each cylinder.
430 100 042 198 25 34
1.11
178 49 28-5.0
Fig. 1.04: Engine cross section
430 100 018 198 25 35
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

178 05 40-3.0
the speed:
Fig. 2.01b: Power function curves in logarithmic scales
Pb = c x n1 (for constant mep)
When running with a Fixed Pitch Propeller (FPP), the Thus, propeller curves will be parallel to lines having
power may be expressed according to the propeller the inclination i = 3, and lines with constant mep will
law as: be parallel to lines with the inclination i = 1.
Pb = c x n3 (propeller law) Therefore, in the Layout Diagrams and Load Dia-

grams for diesel engines, logarithmic scales are
Thus, for the above examples, the brake power Pb used, making simple diagrams with straight lines.
may be expressed as a power function of the speed
“n” to the power of “i”, i.e.:
Propulsion and Engine Running Points
Pb = c x ni
Fig. 2.01a shows the relationship for the linear func- Propeller curve
tions, y = ax + b, using linear scales.
The relation between power and propeller speed for
The power functions Pb = c x ni, see Fig. 2.01b, will a fixed pitch propeller is as mentioned above de-
be linear functions when using logarithmic scales. scribed by means of the propeller law, i.e. the third
power curve:
log (Pb) = i x log (n) + log (c)
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
tests, both assuming optimum operating condi-
tions, i.e. a clean hull and good weather. The combi-
178 05 40-3.0
nation of speed and power obtained may be called
Fig. 2.01a: Straight lines in linear scales
the ship’s propeller design point (PD), placed on the
402 000 004 198 25 36
2.01
light running propeller curve 6. See Fig. 2.02. On the Sea margin and heavy propeller
other hand, some shipyards, and/or propeller manu-
facturers sometimes use a propeller design point If, at the same time the weather is bad, with head
(PD’) that incorporates all or part of the so-called winds, the ship’s resistance may increase com-
sea margin described below. pared to operating at calm weather conditions.
When determining the necessary engine power, it is

Fouled hull therefore normal practice to add an extra power
margin, the so-called sea margin, which is tradition-
ally 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 for engine layout, and the propeller
curve for clean hull and calm weather in curve 6 will
Line 2 Propulsion curve, fouled hull and heavy be said to represent a “light running” (LR) propeller.
weather (heavy running), recommended for en-
gine layout Compared to the heavy engine layout curve 2 we
Line 6 Propulsion curve, clean hull and calm weather recommend to use a light running of 3.0-7.0% for
(light running), for propeller layout design of the propeller.
MP Specified MCR for propulsion
SP Continuous service rating for propulsion
PD Propeller design point Engine margin
HR Heavy running
LR Light running Besides the sea margin, a so-called “engine mar-
178 05 41-5.3 gin” of some 10% is frequently added. The corre-
Fig. 2.02: Ship propulsion running points and engine layout sponding point is called the “specified MCR for pro-
pulsion” (MP), and refers to the fact that the power
When the ship has sailed for some time, the hull and for point SP is 10% lower than for point MP. Point
propeller become fouled and the hull’s resistance MP is identical to the engine’s specified MCR point
will increase. Consequently, the ship speed will be (M) unless a main engine driven shaft generator is in-
reduced unless the engine delivers more power to stalled. In such a case, the extra power demand of
the propeller, i.e. the propeller will be further loaded the shaft generator must also be considered.
and will be heavy running (HR).
Note:
As modern vessels with a relatively high service Light/heavy running, fouling and sea margin are
speed are prepared with very smooth propeller and overlapping terms. Light/heavy running of the pro-
hull surfaces, the fouling after sea trial, therefore, peller refers to hull and propeller deterioration and
will involve a relatively higher resistance and thereby heavy weather and, – sea margin i.e. extra power to
a heavier running propeller. the propeller, refers to the influence of the wind and
the sea. However, the degree of light running must
be decided upon experience from the actual trade
and hull design.
402 000 004 198 25 36
2.02
Constant ship speed lines Optimising point (O)
The constant ship speed lines a, are shown at the The optimising point O is placed on line 1 of the load
very top of Fig. 2.02, indicating the power required diagram, and the optimised power can be from 85 to
at various propeller speeds in order to keep the 100% of point M's power, when turbocharger(s) and
same ship speed, provided that the optimum pro- engine timing are taken into consideration. When
peller diameter with an optimum pitch/diameter optimising between 93.5% and 100% of point M's
ratio is used at any given speed taking into consid- power, overload running will still be possible (110%
eration the total propulsion efficiency. of M).
Engine Layout Diagram The optimising point O is to be placed inside the lay-
out diagram. In fact, the specified MCR point M can,
An engine’s layout diagram is limited by two con- in special cases, be placed outside the layout dia-
stant mean effective pressure (mep) lines L1-L3 and gram, but only by exceeding line L1-L2, and of
L2-L4, and by two constant engine speed lines L1-L2 course, only provided that the optimising point O is
and L3-L4, see Fig. 2.02. The L1 point refers to the located inside the layout diagram and provided that
engine’s nominal maximum continuous rating. the MCR power is not higher than the L1 power.
Within the layout area there is full freedom to select

the engine’s specified MCR point M which suits the Load Diagram
demand of propeller power and speed for the ship.
On the horizontal axis the engine speed and on the Definitions

vertical axis the engine power are shown in percent-
age scales. The scales are logarithmic which means The load diagram, Fig. 2.03, defines the power and
that, in this diagram, power function curves like pro- speed limits for continuous as well as overload op-
peller curves (3rd power), constant mean effective eration of an installed engine having an optimising
pressure curves (1st power) and constant ship point O and a specified MCR point M that confirms
speed curves (0.15 to 0.30 power) are straight lines. the ship’s specification.
Point A is a 100% speed and power reference point

Specified maximum continuous rating (M) of the load diagram, and is defined as the point on
the propeller curve (line 1), through the optimising
Based on the propulsion and engine running points, point O, having the specified MCR power. Normally,
as previously found, the layout diagram of a relevant point M is equal to point A, but in special cases, for
main engine may be drawn-in. The specified MCR example if a shaft generator is installed, point M may
point (M) must be inside the limitation lines of the be placed to the right of point A on line 7.
layout diagram; if it is not, the propeller speed will
have to be changed or another main engine type The service points of the installed engine incorpo-
must be chosen. Yet, in special cases point M may rate the engine power required for ship propulsion
be located to the right of the line L1-L2, see “Opti- and shaft generator, if installed.
mising 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 25 36
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.
The overspeed set-point is 109% of the speed in A,

however, it may be moved to 109% of the nominal A 100% reference point
speed in L1, provided that torsional vibration condi- M Specified MCR point
tions permit. O Optimising point
Running above 100% of the nominal L1 speed at a Line 1 Propeller curve through optimising point (i = 3)
load lower than about 65% specified MCR is, how- (engine layout curve)
ever, to be avoided for extended periods. Only Line 2 Propeller curve, fouled hull and heavy weather
– heavy running (i = 3)
plants with controllable pitch propellers can reach
this light running area. Line 3 Speed limit
Line 4 Torque/speed limit (i = 2)
Line 4: Line 5 Mean effective pressure limit (i = 1)
Represents the limit at which an ample air supply is Line 6 Propeller curve, clean hull and calm weather –
available for combustion and imposes a limitation light running (i = 3), for propeller layout
on the maximum combination of torque and speed. Line 7 Power limit for continuous running (i = 0)
Line 8 Overload limit
Line 5: Line 9 Speed limit at sea trial
Represents the maximum mean effective pressure
level (mep), which can be accepted for continuous Point M to be located on line 7 (normally in point A)
178 05 42-7.3
operation.
Fig. 2.03: Engine load diagram
Line 7:
Represents the maximum power for continuous op- Limits for overload operation
eration.
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 25 36
2.04
Recommendation Examples of the use of the Load Diagram

Continuous operation without limitations is allowed In the following are some examples illustrating the
only within the area limited by lines 4, 5, 7 and 3 of flexibility of the layout and load diagrams and the
the load diagram. significant influence of the choice of the optimising
point O.
The area between lines 4 and 1 is available for oper-
ation in shallow waters, heavy weather and during The diagrams of the examples show engines with
acceleration, i.e. for non-steady operation without VIT fuel pumps for which the optimising point O is
any strict time limitation. normally different from the specified MCR point M
as this can improve the SFOC at part load running.
After some time in operation, the ship’s hull and pro-
peller will be fouled, resulting in heavier running of Example 1 shows how to place the load diagram for
the propeller, i.e. the propeller curve will move to the an engine without shaft generator coupled to a fixed
left from line 6 towards line 2, and extra power is re- pitch propeller.
quired for propulsion in order to keep the ship’s
speed. In example 2 are diagrams for the same configura-
tion, here with the optimising point to the left of the
In calm weather conditions, the extent of heavy run- heavy running propeller curve (2) obtaining an extra
ning of the propeller will indicate the need for clean- engine margin for heavy running.
ing the hull and possibly polishing the propeller.
As for example 1, example 3 shows the same layout
Once the specified MCR (and the optimising point) for an engine with fixed pitch propeller (example 1),
has been chosen, the capacities of the auxiliary but with a shaft generator.
equipment will be adapted to the specified MCR,
and the turbocharger etc. will be matched to the op- Example 4 shows a special case with a shaft genera-
timised power, however considering the specified tor. In this case the shaft generator is cut off, and the
MCR. GenSets used when the engine runs at specified
MCR. This makes it possible to choose a smaller en-
If the specified MCR (and/or the optimising point) is gine with a lower power output.
to be increased later on, this may involve a change
of the pump and cooler capacities, retiming of the For a project, the layout diagram shown in Fig. 2.08
engine, change of the fuel valve nozzles, adjusting may be used for construction of the actual load dia-
of the cylinder liner cooling, as well as rematching of gram.
the turbocharger or even a change to a larger size of
turbocharger. In some cases it can also require
larger dimensions of the piping systems.
It is therefore of utmost importance to consider, al-

ready at the project stage, if the specification should
be prepared for a later power increase. This is to be
indicated in item 4 02 010 of the Extent of Delivery.
402 000 004 198 25 36
2.05
Example 1:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) 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 line 1 and 7
SP Continuous service rating of propulsion
178 05 44-0.6
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
For engines with VIT, the optimising point O and its pro- Once point A has been found in the layout diagram,
peller curve 1 will normally be selected on the engine the load diagram can be drawn, as shown in Fig.
service curve 2, see the lower diagram of Fig. 2.04a. 2.04b and hence the actual load limitation lines of the
diesel engine may be found by using the inclinations
Point A is then found at the intersection between pro- from the construction lines and the %-figures stated.
peller curve 1 (2) and the constant power curve through
M, line 7. In this case point A is equal to point M.
402 000 004 198 25 36
2.06
Example 2:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising point of engine is 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 line 1 and 7
178 05 46-4.6
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
A similar example 2 is shown in Fig. 2.05. In this

case, the optimising point O has been selected
more to the left than in example 1, obtaining an extra
engine margin for heavy running operation in heavy
weather conditions. In principle, the light running
margin has been increased for this case.
402 000 004 198 25 36
2.07
Example 3:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

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 Reference point of load diagram Point A Intersection between line 1 and 7
MP Specified MCR for propulsion
SG Shaft generator power
178 05 48-8.6
Fig. 2.06a: Example 3, Layout diagram for normal running Fig. 2.06b: Example 3, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, with shaft generator
In example 3 a shaft generator (SG) is installed, and The optimising point O will be chosen on the engine
therefore the service power of the engine also has to service curve as shown, but can, by an approxima-
incorporate the extra shaft power required for the tion, be located on curve 1, through point M.
shaft generator’s electrical power production.
Point A is then found in the same way as in example
In Fig. 2.06a, the engine service curve shown for 1, and the load diagram can be drawn as shown in
heavy running incorporates this extra power. Fig. 2.06b.
402 000 004 198 25 36
2.08
Example 4:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) or
point S
O Optimising point of engine Point A Intersection between line 1 and line L1 - L3
A Reference point of load diagram Point M Located on constant power line 7 through
MP Specified MCR for propulsion point A. and with MP's speed.
SG Shaft generator
178 06 35-1.6
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
Example 4: In choosing the latter solution, the required speci-

fied MCR power can be reduced from point M’ to
Also in this special case, a shaft generator is in- point M as shown in Fig. 2.07a. Therefore, when run-
stalled but, compared to Example 3, this case has a ning in the upper propulsion power range, a diesel
specified MCR for propulsion, MP, placed at the top generator has to take over all or part of the electrical
of the layout diagram, see Fig. 2.07a. power production.
This involves that the intended specified MCR of the However, such a situation will seldom occur, as
engine M’ will be placed outside the top of the layout ships are rather infrequently running in the upper
diagram. propulsion power range.
One solution could be to choose a larger diesel Point A, having the highest possible power, is
engine with an extra cylinder, but another and then found at the intersection of line L1-L3 with
cheaper solution is to reduce the electrical power line 1, see Fig. 2.07a, and the corresponding load
production of the shaft generator when running in diagram is drawn in Fig. 2.07b. Point M is found
the upper propulsion power range. on line 7 at MP’s speed.
402 000 004 198 25 36
2.09
Fig. 2.08 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 08 21-9.0
Fig. 2.08: Diagram for actual project
402 000 004 198 25 36
2.10
Specific Fuel Oil Consumption
The calculation of the expected specific fuel oil con- SFOC guarantee
sumption (SFOC) can be carried out by means of
Fig. 2.09. Throughout the whole load area the SFOC The SFOC guarantee refers to the above ISO refer-
of the engine depends on where the optimising ence conditions and lower calorific value, and is
point O is chosen. guaranteed for the power-speed combination in
which the engine is optimised (O) and fulfilling the
IMO NOx emission limitations.
SFOC at reference conditions
The SFOC guarantee is given with a margin of 5%.
The SFOC is based on the reference ambient condi-
tions stated in ISO 3046/1-1995: As SFOC and NOx are interrelated paramaters, an
engine offered without fulfilling the IMO NOx limita-
1,000 mbar ambient air pressure tions only has a tolerance of 3% of the SFOC.
25 °C ambient air temperature
25 °C scavenge air coolant temperature
Examples of graphic calculation of
and is related to a fuel oil with a lower calorific value SFOC
of 10,200 kcal/kg (42,700 kJ/kg).
Diagram 1 in fig. 2.09 valid for fixed pitch propeller
For lower calorific values and for ambient conditions shows the reduction in SFOC, relative to the SFOC
that are different from the ISO reference conditions, at nominal MCR (L1).
the SFOC will be adjusted according to the conver-
sion factors in the below table provided that the The optimising point O is drawn into the above-
maximum combustion pressure (Pmax) is adjusted mentioned Diagram 1. A straight line along the
to the nominal value (left column), or if the Pmax is constant mep curves (parallel to L1-L3) is drawn
not re-adjusted to the nominal value (right column). through the optimising point O. The line intersec-
tions of the solid lines and the oblique lines indi-
With Without cate the reduction in specific fuel oil consumption
Pmax Pmax at 100%, 80% and 50% of the optimised power,
adjusted adjusted related to the SFOC stated for the nominal MCR
SFOC SFOC (L1).
Parameter Condition change change change
Scav. air coolant
per 10 °C rise + 0.60% + 0.41%
In Fig. 2.10 an example of the calculated SFOC
temperature curves are shown on Diagram 2, valid for two al-
Blower inlet ternative optimising points: O1 = 100% M and
temperature + 0.20% + 0.71%
per 10 °C rise O2 = 93.5%M, but same engine ratings.
Blower inlet
pressure per 10 mbar rise - 0.02% - 0.05%
Fuel oil lower rise 1%
calorific value -1.00% - 1.00%
(42,700 kJ/kg)
With for instance 1 °C increase of the scavenge air

coolant temperature, a corresponding 1 °C in-
crease of the scavenge air temperature will occur
and involves an SFOC increase of 0.06% if Pmax is
adjusted.
402 000 004 198 25 36
2.11
Data at nominal MCR (L1): K90MC-C Data of optimising point (O)

100% Power: BHP Power: 100% of (O) BHP
100% Speed: 104 r/min Speed: 100% of (O) r/min
Nominal SFOC 126 g/BHPh SFOC found: g/BHPh
178 06 87-7.0
178 11 31-1.1
Fig. 2.09: SFOC for engine with fixed pitch propeller
402 000 004 198 25 36
2.12
Data at nominal MCR (L1): 6K90MC-C Data of optimising point (O) O1 O2

100% Power: 37,260 BHP Power: 100% of O 31,300 BHP 26,600 BHP
100% Speed: 104 r/min Speed: 100% of O 95.6 r/min 90.6 r/min
Nominal SFOC 126 g/BHPh SFOC found: 124 g/BHPh 121.5 g/BHPh
178 06 87-7.0
O1: Optimised in M
O2: Optimised at 85% of power M
Point 3: is 80% of O2 = 0.80 x 85% of M = 68% M
Point 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M
178 11 33-5.2
Fig. 2.17: Example of SFOC for 6K90MC-C with fixed pitch propeller
402 000 004 198 25 36
2.13
Emission Control
All MC engines are delivered so as to comply with turbocharger(s) in order to have the optimum work-
the IMO speed dependent NOx limit, measured ac- ing temperature for the catalyst.
cording to ISO 8178 Test Cycles E2/E3 for Heavy
Duty Diesel Engines. More detailed information can be found in our publi-
cations:
IMO NOx limits, i. e. 0-30% NOx reduction P. 331 Emissions Control, Two-stroke Low-speed
Engines
The primary method of NOx control, i.e. engine ad- P. 333 How to deal with Emission Control.
justment and component modification to affect the
engine combustion process directly, enables re- For your information, the publications, are also
ductions of up to 30% to be achieved. available at the internet address:
www.manbw.dk under "Libraries", from where it
The Specific Fuel Oil Consumption (SFOC) and the can be downloaded.
NOx are interrelated parameters, and an engine of-
fered with a guaranteed SFOC and also guaranteed
to comply with the IMO NOx limitation will be subject
to a 5% fuel consumption tolerance.
30-50% NOx reduction
Water emulsification of the heavy fuel oil is a well

proven primary method. The type of homogenizer is
either ultrasonic or mechanical, using water from
the freshwater generator and the water mist
catcher. The pressure of the homogenised fuel has
to be increased to prevent the formation of the
steam and cavitation. It may be necessary to modify
some of the engine components such as the fuel
pumps, camshaft, and the engine control system.
Up to 95-98% NOx reduction
This reduction can be achieved by means of sec-

ondary methods, such as the SCR (Selective Cata-
lytic Reduction), which involves an after-treatment
of the exhaust gas.
Plants designed according to this method have

been in service since 1990 on four vessels, using
Haldor Topsøe catalysts and ammonia as the re-
ducing agent, urea can also be used.
The compact SCR unit can be located separately in

the engine room or horizontally on top of the engine.
The compact SCR reactor is mounted before the
402 000 004 198 25 36
2.14
Turbocharger Choice & Exhaust Gas Bypass 3
3 Turbocharger Choice and Exhaust Gas By-pass

Turbocharger Choice Arctic running condition
The data specified in the printed edition are valid at For air inlet temperatures below -10 °C the precau-
the time of publishing. tions to be taken depend very much on the operat-
ing profile of the vessel. The following alternative is
However, for the latest up to date data, we recom- one of the possible countermeasures. The selection
mend the ‘Turbocharger Selection’ programme on the of countermeasures, however, must be evaluated in
Internet, which can be used to identify a list of ap- each individual case.
plicable turbochargers for a specific engine layout.
This programme will always be updated in connec- Exhaust gas receiver with variable by-pass
tion with the latest information from the Turbocharger option: 4 60 118
makers.
Compensation for low ambient temperature can be
obtained by using exhaust gas by-pass system.
Engine Operating under Extreme
Ambient Conditions This arrangement ensures that only part of the ex-
haust gas goes via the turbine of the turbocharger,
As mentioned in Chapter 1, the engine power figures thus supplying less energy to the compressor which,
are valid for tropical conditions at sea level: 45 °C in turn, reduces the air supply to the engine.
air at 1000 mbar and 32 °C sea water, whereas the
reference fuel consumption is given at ISO condi- Please note that if an exhaust gas by-pass is applied
tions: 25 °C air at 1000 mbar and 25 °C sea water. the turbocharger size and specification has to be de-
termined by other means than stated in this Chapter.
Marine diesel engines are, however, exposed to
greatly varying climatic temperatures winter and sum-
mer in arctic as well as tropical areas. These varia- Emergency Running Condition
tions cause changes of the scavenge air pressure,
the maximum combustion pressure, the exhaust gas Exhaust gas receiver with total by-pass flange
amount and temperatures as well as the specific fuel and blank counterflange
oil consumption. Option: 4 60 119
Some of the possible countermeasures are briefly By-pass of the total amount of exhaust gas round
described in the following, and in more detail in our the turbocharger is only used for emergency running
publication: in the event of turbocharger failure, see Fig. 3.01.
P.311: ‘Influence of Ambient Temperature Conditions This enables the engine to run at a higher load than
of Main Engine Operation’ with a locked rotor under emergency conditions. The
engine’s exhaust gas receiver will in this case be
This publication is also available at the Internet ad- fitted with a by-pass flange of the same diameter as
dress: www.manbw.com under ‘News’ → ‘Technical the inlet pipe to the turbocharger. The emergency
Papers’, from where it can be downloaded. pipe is yard’s delivery.
459 100 250 198 35 16-N-03
3.1
Emission Control
The NOx in the exhaust gas can be reduced with As the ammonia is a combustible gas, it is supplied
primary or secondary reduction methods. Primary through a double-walled pipe system, with appro-
methods affect the engine combustion process di- priate venting and fitted with an ammonia leak de-
rectly, whereas secondary methods reduce the emis- tector (Fig. 3.02) which shows a simplified system
sion level without changing the engine performance layout of the SCR installation.
using equipment that does not form part of the en-
gine itself.
For further information about emission control we re-

fer to our publication:
P.331: ‘Emission Control By-pass flange
Two-Stroke Low-Speed Diesel Engines’ Exhaust receiver
This publication is also available at the Internet ad-

dress www.manbw.com under ‘News’ → ‘Technical
Papers’, from where it can be downloaded.
Engine with Selective Catalytic Reduction System

Option: 4 60 135
Centre of cylinder
If a reduction between 50 and 98% of NOx is re-
quired, the Selective Catalytic Reduction (SCR) sys-
tem has to be applied by adding ammonia or urea to
the exhaust gas before it enters a catalytic converter.
The exhaust gas must be mixed with ammonia be-

Turbocharger
fore passing through the catalyst, and in order to
encourage the chemical reaction the temperature level
has to be between 300 and 400 °C. During this pro-
178 06 72-1.1
cess the NOx is reduced to N2 and water.
Fig. 3.01: Total by-pass of exhaust for emergency running
This means that the SCR unit has to be located be-
fore the turbocharger on two-stroke engines because
of their high thermal efficiency and thereby a rela-
tively low exhaust gas temperature.
The amount of ammonia injected into the exhaust

gas is controlled by a process computer and is based
on the NOx production at different loads measured
during the testbed running. Fig. 3.02.
459 100 250 198 35 16-N-03
3.2
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air intake
Air outlet
Exhaust gas outlet
Deck
Support
Static mixer
NOx and O2 analysers
Air
Orifice
High efficiency turbocharger
Preheating and sealing oil
Engine
198 99 27-1.0
Fig. 3.02: Layout of SCR system
459 100 250 198 35 16-N-03
3.3
Electricity Production 4
4 Electricity Production
Introduction PTO/GCR
(Power Take Off/Gear Constant Ratio):
Next to power for propulsion, electricity production is Generator coupled to a constant ratio step-up
the largest fuel consumer on board. The electricity is gear, used only for engines running at constant
produced by using one or more of the following types speed.
of machinery, either running alone or in parallel:
The DMG/CFE (Direct Mounted Generator/Con-
• Auxiliary diesel generating sets stant Frequency Electrical) and the SMG/CFE (Shaft
Mounted Generator/Constant Frequency Electrical)
• Main engine driven generators are special designs within the PTO/CFE group in
which the generator is coupled directly to the main
• Steam driven turbogenerators engine crankshaft and the intermediate shaft, re-
spectively, without a gear. The electrical output of
• Emergency diesel generating sets. the generator is controlled by electrical frequency
control.
The machinery installed should be selected based
on an economical evaluation of first cost, operating Within each PTO system, several designs are avail-
costs, and the demand of man-hours for mainte- able, depending on the positioning of the gear:
nance.
BW I:
In the following, technical information is given re- Gear with a vertical generator mounted onto the
garding main engine driven generators (PTO) and fore end of the diesel engine, without any con-
the auxiliary diesel generating sets produced by nections to the ship structure.
MAN B&W.
BW II:
The possibility of using a turbogenerator driven by A free-standing gear mounted on the tank top
the steam produced by an exhaust gas boiler can be and connected to the fore end of the diesel en-
evaluated based on the exhaust gas data. gine, with a vertical or horizontal generator.
BW III:
Power Take Off (PTO) A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator,
With a generator coupled to a Power Take Off (PTO) without any connections to the ship structure.
from the main engine, the electricity can be pro-
duced based on the main engine`s low SFOC and BW IV:
use of heavy fuel oil. Several standardised PTO sys- A free-standing step-up gear connected to the
tems are available, see Fig. 4.01 and the designa- intermediate shaft, with a horizontal generator.
tions on Fig. 4.02:
For ships installations with this engine type, the
PTO/RCF SMG/CFE (or the DMG/CFE) are most often used.
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on The most popular of the gear based alternatives is
mechanical-hydraulical speed control. the type designated BWIII/RCF for plants with a
fixed ptich propeller (FPP), as it requires no separate
PTO/CFE seating in the ship and only little attention from the
(Power Take Off/Constant Frequency Electrical): shipyard with respect to alignment.
Generator giving constant frequency, based on
electrical frequency control.
485 600 100 198 25 38
4.01
Alternative types and layouts of shaft generators Design Seating Total

efficiency (%)
1a 1b BW I/RCF On engine 88-91

(vertical generator)
2a 2b BW II/RCF On tank top 88-91

PTO/RCF
3a 3b BW III/RCF On engine 88-91
4a 4b BW IV/RCF On tank top 88-91
5a 5b DMG/CFE On engine 84-88

PTO/CFE
6a 6b SMG/CFE On tank top 84-88
7 BW I/GCR On engine 92
(vertical generator)
8 BW II/GCR On tank top 92

PTO/GCR
9 BW III/GCR On engine 92
10 BW IV/GCR On tank top 92
178 19 66-3.1
Fig. 4.01: Types of PTO
485 600 100 198 25 38
4.02
For further information please refer to our publication:
P. 364: “Shaft Generators

Power Take Off
from the Main Engine”
This publication is available at the Internet ad-

dress www.manbw.dk under “Libraries” from
where it can be downloaded.
Power take off:

BW III K90-C/RCF 700-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit
GCR: Step-up gear with constant ratio
Engine type on which it is applied
Layout of PTO: See Fig. 4.01
Make: MAN B&W
178 06 48-3.1
Fig. 4.02: Designation of PTO
485 600 100 198 25 38
4.03
PTO/RCF Fig. 4.03 shows the principles of the PTO/RCF ar-

rangement. As can be seen, a step-up gear box
Side mounted generator, BWIII/RCF (called crankshaft gear) with three gear wheels is
(Fig. 4.01, Alternative 3) bolted directly to the frame box of the main engine.
The bearings of the three gear wheels are mounted
The PTO/RCF generator systems have been devel- in the gear box so that the weight of the wheels is not
oped in close cooperation with the German gear carried by the crankshaft. In the frame box, between
manufacturer Renk. A complete package solution is the crankcase and the gear drive, space is available
offered, comprising a flexible coupling, a step-up for tuning wheel, counterweights, axial vibration
gear, an epicyclic, variable-ratio gear with built-in damper, etc.
clutch, hydraulic pump and motor, and a standard
generator, see Fig. 4.03. The first gear wheel is connected to the crankshaft
via a special flexible coupling made in one piece
For marine engines with controllable pitch propel- with a tooth coupling driving the crankshaft gear,
lers running at constant engine speed, the hydraulic thus isolating it against torsional and axial vibrations.
system can be dispensed with, i.e. a PTO/GCR de-
sign is normally used. By means of a simple arrangement, the shaft in the
crankshaft gear carrying the first gear wheel and the
178 00 45-5.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253
485 600 100 198 25 38
4.04
female part of the toothed coupling can be moved ues. The cause of a warning or an alarm is shown on
forward, thus disconnecting the two parts of the a digital display.
toothed coupling.
The power from the crankshaft gear is transferred, Extent of delivery for BWIII/RCF units
via a multi-disc clutch, to an epicyclic variable-ratio
gear and the generator. These are mounted on a The delivery comprises a complete unit ready to be
common bedplate, bolted to brackets integrated built-on to the main engine. Fig. 4.04 shows the re-
with the engine bedplate. quired space and the standard electrical output
range on the generator terminals.
The BWIII/RCF unit is an epicyclic gear with a hydro-
static superposition drive. The hydrostatic input Standard sizes of the crankshaft gears and the RCF
drives the annulus of the epicyclic gear in either di- units are designed for 700, 1200, 1800 and 2600 kW,
rection of rotation, hence continuously varying the while the generator sizes of make A. van Kaick are:
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the Type 440 V 60 Hz 380 V 50 Hz
standard layout, this is between 100% and 70% of 1800 r/min 1500 r/min
the engine speed at specified MCR, but it can be DSG kVA kW kVA kW
placed in a lower range if required.
62 M2-4 707 566 627 501
62 L1-4 855 684 761 609
The input power to the gear is divided into two paths
62 L2-4 1056 845 940 752
– one mechanical and the other hydrostatic – and
74 M1-4 1271 1017 1137 909
the epicyclic differential combines the power of the
74 M2-4 1432 1146 1280 1024
two paths and transmits the combined power to the
74 L1-4 1651 1321 1468 1174
output shaft, connected to the generator. The gear is
74 L2-4 1924 1539 1709 1368
equipped with a hydrostatic motor driven by a pump,
86 K1-4 1942 1554 1844 1475
and controlled by an electronic control unit. This
86 M1-4 2345 1876 2148 1718
keeps the generator speed constant during single run-
86 L2-4 2792 2234 2542 2033
ning as well as when running in parallel with other gen-
99 K1-4 3222 2578 2989 2391
erators.
178 34 89-3.1
The multi-disc clutch, integrated into the gear input

shaft, permits the engaging and disengaging of the In the case that a larger generator is required, please
epicyclic gear, and thus the generator, from the contact MAN B&W Diesel A/S.
main engine during operation.
If a main engine speed other than the nominal is re-
An electronic control system with a Renk controller quired as a basis for the PTO operation, this must be
ensures that the control signals to the main electri- taken into consideration when determining the ratio
cal switchboard are identical to those for the normal of the crankshaft gear. However, this has no influ-
auxiliary generator sets. This applies to ships with ence on the space required for the gears and the
automatic synchronising and load sharing, as well generator.
as to ships with manual switchboard operation.
The PTO can be operated as a motor (PTI) as well as
Internal control circuits and interlocking functions a generator by adding some minor modifications.
between the epicyclic gear and the electronic con-
trol box provide automatic control of the functions
necessary for the satisfactory operation and protec-
tion of the BWIII/RCF unit. If any monitored value ex-
ceeds the normal operation limits, a warning or an
alarm is given depending upon the origin, severity
and the extent of deviation from the permissible val-
485 600 100 198 25 38
4.05
Yard deliveries are: Additional capacities required for BWIII/RCF
1. Cooling water pipes to the built-on lubricating oil The capacities stated in the “List of capacities” for
cooling system, including the valves. the main engine in question are to be increased by
the additional capacities for the crankshaft gear and
2. Electrical power supply to the lubricating oil the RCF gear stated in Fig. 4.06.
stand-by pump built on to the RCF unit.
3. Wiring between the generator and the operator

control panel in the switch-board.
4. An external permanent lubricating oil filling-up

connection can be established in connection with
the RCF unit. The system is shown in Fig. 4.07 “Lu-
bricating oil system for RCF gear”. The dosage
tank and the pertaining piping are to be delivered
by the yard. The size of the dosage tank is stated in
the table for RCF gear in “Necessary capacities for
PTO/RCF” (Fig. 4.06).
The necessary preparations to be made on the en-

gine are specified in Figs. 4.05a and 4.05b.
485 600 100 198 25 38
4.06
178 36 29-6.0
kW generator - 60 Hz frequency
700 kW 1200 kW 1800 kW 2600 kW
A 3568 3568 3708 3708
B 623 623 623 623
C 4228 4228 4508 4508
D 4620 4620 4900 4900
F 1673 1793 1913 2033
G 2959 2959 3319 3319
H 1519 2021 2396 3726
S 430 530 620 710
System mass (kg) with generator:
36250 41500 55100 71550
System mass (kg) without generator:
34250 38850 50800 66350
The stated kW, which is at generator terminals, is available between 70% and 100% of the engine
speed at specified MCR
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23,
frequency = 60 Hz,
speed = 1800 r/min
178 46 45-6.0
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll K90-C/RCF
485 600 100 198 25 38
4.07
178 40 42-8.0
Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100 198 25 38
4.08
Pos. 1 Special face on bedplate and frame box

Pos. 2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator
housing
Pos. 3 Machined washers placed on frame box part of face to ensure, that it is flush with the face on the
bedplate
Pos. 4 Rubber gasket placed on frame box part of face
Pos. 5 Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate
Pos. 6 Distance tubes and long bolts
Pos. 7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO
maker
Pos. 8 Flange of crankshaft, normally the standard execution can be used
Pos. 9 Studs and nuts for crankshaft flange
Pos. 10 Free flange end at lubricating oil inlet pipe (incl. blank flange)
Pos. 11 Oil outlet flange welded to bedplate (incl. blank flange)
Pos. 12 Face for brackets
Pos. 13 Brackets
Pos. 14 Studs for mounting the brackets
Pos. 15 Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets
Pos. 16 Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit
Pos. 17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
Pos. 18 Intermediate shaft between crankshaft and PTO
Pos. 19 Oil sealing for intermediate shaft
Pos. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
Pos. 21 Plug box for electronic measuring instrument for check of condition of axial vibration damper
Pos. No: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
BWIII/RCF A A A A B A B A A A A A B B A A
BWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A A
BWII/RCF A A A A A A
BWII/GCR, BWII/CFE A A A A A A
BWI/RCF A A A A B A B A A
BWI/GCR, BWI/CFE A A A A B A B A A A A
DMG/CFE A A A B C A B A A
A: Preparations to be carried out by engine builder

B: Parts supplied by PTO-maker
C: See text of pos. No.
178 33 84-9.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)
485 600 100 198 25 38
4.09
Crankshaft gear lubricated from the main engine lubricating oil system.
The figures are to be added to the main engine capacity list:
Nominal output of generator kW 700 1200 1800 2600

Lubricating oil flow m3/h 4.1 4.1 4.9 6.2
Heat dissipation kW 12.1 20.8 31.1 45.0
RCF gear with separate lubricating oil system:
Nominal output of generator kW 700 1200 1800 2600

Cooling water quantity m3/h 14.1 22.1 30.0 39.0
Heat dissipation kW 55 92 134 180
El. power for oil pump kW 11.0 15.0 18.0 21.0
Dosage tank capacity m3 0.40 0.51 0.69 0.95
El. power for Renk-controller 24V DC ± 10%, 8 amp
From main engine:

Design lub. oil pressure: 2.25 bar
Lub. oil pressure at crankshaft gear: min. 1 bar
Lub. oil working temperature: 50 °C
Lub. oil type: SAE 30
Cooling water inlet temperature: 36 °C

Pressure drop across cooler: approximately 0.5 bar
Fill pipe for lub. oil system store tank (~ø32)
Drain pipe to lub. oil system drain tank (~ø40)
Electric cable between Renk terminal at gearbox and
operator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5
178 33 85-0.0
Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system
485 600 100 198 25 38
4.10
The letters refer to the “List of flanges”, which will be

extended by the engine builder, when PTO systems are
built on the main engine
178 06 47-1.0
Fig. 4.07: Lubricating oil system for RCF gear
485 600 100 198 25 38
4.11
DMG/CFE Generators of generators can be supplied by others, e.g. Fuji,

Option: 4 85 259 Nishishiba and Shinko in Japan.
Fig. 4.01 alternative 5, shows the DMG/CFE (Direct For generators in the normal output range, the mass
Mounted Generator/Constant Frequency Electrical) of the rotor can normally be carried by the foremost
which is a low speed generator with its rotor mount- main bearing without exceeding the permissible
ed directly on the crankshaft and its stator bolted on bearing load (see Fig. 4.09), but this must be
to the frame box as shown in Figs. 4.08 and 4.09. checked by the engine manufacturer in each case.
The DMG/CFE is separated from the crankcase by a If the permissible load on the foremost main bearing
plate, and a labyrinth stuffing box. is exceeded, e.g. because a tuning wheel is needed,
this does not preclude the use of a DMG/CFE.
The DMG/CFE system has been developed in coop-
eration with the German generator manufacturers
Siemens and AEG (now STN Atlas), but similar types
178 06 73-3.1
Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)
485 600 100 198 25 38
4.12
178 06 63-7.1
Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel
178 56 55-3.1
Fig. 4.10: Diagram of DMG/CFE with static converter
485 600 100 198 25 38
4.13
In such a case, the problem is solved by installing a Yard deliveries are:

small, elastically supported bearing in front of the
stator housing, as shown in Fig. 4.09.
1. Installation, i.e. seating in the ship for the syn-
As the DMG type is directly connected to the crank- chronous condenser unit, and for the static con-
shaft, it has a very low rotational speed and, conse- verter cubicles
quently, the electric output current has a low fre-
quency – normally in order of 15 Hz.
2. Cooling water pipes to the generator if water
cooling is applied
Therefore, it is necessary to use a static frequency
converter between the DMG and the main switch-
board. The DMG/CFE is, as standard, laid out for 3. Cabling.
operation with full output between 100% and 70%
and with reduced output between 70% and 50% of The necessary preparations to be made on the en-
the engine speed at specified MCR. gine are specified in Figs. 4.05a and 4.05b.
Static converter SMG/CFE Generators
The static frequency converter system (see Fig. The PTO SMG/CFE (see Fig. 4.01 alternative 6) has
4.10) consists of a static part, i.e. thyristors and con- the same working principle as the PTO DMG/CFE,
trol equipment, and a rotary electric machine. but instead of being located on the front end of the
engine, the alternator is installed aft of the engine,
The DMG produces a three-phase alternating cur- with the rotor integrated on the intermediate shaft.
rent with a low frequency, which varies in accor-
dance with the main engine speed. This alternating In addition to the yard deliveries mentioned for the
current is rectified and led to a thyristor inverter pro- PTO DMG/CFE, the shipyard must also provide the
ducing a three-phase alternating current with con- foundation for the stator housing in the case of the
stant frequency. PTO SMG/CFE.
Since the frequency converter system uses a DC in- The engine needs no preparation for the installation
termediate link, no reactive power can be supplied of this PTO system.
to the electric mains. To supply this reactive power,
a synchronous condenser is used. The synchronous
condenser consists of an ordinary synchronous
generator coupled to the electric mains.
Extent of delivery for DMG/CFE units
The delivery extent is a generator fully built-on to the

main engine inclusive of the synchronous con-
denser unit, and the static converter cubicles which
are to be installed in the engine room.
If required, the DMG/CFE can be made so it can be

operated both as a generator and as a motor (PTI).
485 600 100 198 25 38
4.14
L16/24 Holeby GenSet Data

Bore: 160 mm Stroke: 240 mm
Power lay-out
1200 r/min 60 Hz 1000 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
5L16/24 500 475 450 430
6L16/24 600 570 540 515
7L16/24 700 665 630 600
8L16/24 800 760 720 680
9L16/24 900 855 810 770
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 87-4.2
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. 4.11a: Power and outline of L16/24
485 600 100 198 25 38
4.15

Max. continuous rating at Cyl. 5 6 7 8 9
1000/1200 r/min Engine 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
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
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
Lubricating oil (3-5.0 bar) m3/h 21/25 23/27 24/29 26/31 28/33
EXTERNAL PUMPS
Fuel oil feed pump (4 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 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 95/102 110/161 126/136 142/153

Charge air LT kW 43/50 51/60 60/63 68/80 77/90
*Flow LT at 36°C inlet and 44°C outlet engine m3/h 13.1/14.6 15.7/17.5 18.4/24.2 21.0/23.3 23.6/26.2
Jacket cooling kW 107/125 129/150 150/152 171/200 193/225

Charge air HT kW 107/114 129/137 150/146 171/182 193/205
*Flow HT at 36°C inlet and 80°C outlet engine m3/h 4.2/4.7 5.0/5.6 5.9/5.8 6.7/7.5 7.6/8.4
GAS DATA
Exhaust gas flow kg/h 3321/3675 3985/4410 4649/4701 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 3231/3575 3877/4290 4523/4561 5170/5720 5816/6435
STARTING AIR SYSTEM
Air consumption per start Nm3 0.19 0.23 0.27 0.31 0.35
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 80°C, and 44°C for LT water. At different inlet temperatures the flow will change
accordingly.
Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flow
will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C, then the LT outlet will rise accordingly.
** Max. permission inlet pressure 2.0 bar.
178 33 88-6.0
Fig. 4.11b: List of capacities for L16/24
485 600 100 198 25 38
4.16
L23/30H Holeby GenSet Data

Power lay-out
720 r/min 60Hz 750 r/min 50Hz 900 r/min 60Hz
Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW
5L23/30H 650 615 675 645
6L23/30H 780 740 810 770 960 910
7L23/30H 910 865 945 900 1120 1060
8L23/30H 1040 990 1080 1025 1280 1215

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. 4.12a: Power and outline of L23/30H
485 600 100 198 25 38
4.17

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 1.0/1.3 1.0/1.3 1.0/1.3 1.0/1.3
LT cooling water pump (1-2.5 bar) m3/h 55/69 55/69 55/69 55/69
HT cooling water pump (1-2.5 bar) m3/h 36/45 36/45 36/45 36/45
Lub. oil main pump (3-5/3.5-5 bar) m3/h 16/20 16/20 20/20 20/20
SEPARATE PUMPS
Fuel oil feed pump*** (4-10 bar) m3/h 0.19 0.23/0.29 0.27/0.34 0.30/0.39
LT cooling water pump* (1-2.5 bar) m3/h 35/44 42/52 48/61 55/70
LT cooling water pump** (1-2.5 bar) m3/h 48/56 54/63 60/71 73/85
HT cooling water pump (1-2.5 bar) m3/h 20/25 24/30 28/35 32/40
Lub. oil stand-by pump (3-5/3.5-5 bar) m3/h 14/16 15/17 16/18 17/19
COOLING CAPACITIES
LUBRICATING OIL
Heat dissipation kW 69/97 84/117 98/137 112/158
LT cooling water quantity* m3/h 5.3/6.2 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 30/38 36/46 42/53 48/61
LT cooling water inlet cooler °C 36 36 36 36
JACKET COOLING
HT cooling water quantity m3/h 20/25 24/30 28/35 32/40
HT cooling water temp. inlet cooler °C 77 77 77 77
GAS DATA
Exhaust gas flow kg/h 5510/6980 6620/8370 7720/9770 8820/11160

Exhaust gas temp. °C 310/325 310/325 310/325 310/325
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/h 5364/6732 6444/8100 7524/9432 8604/10800
STARTING AIR SYSTEM
Air consumption per start Nm3 0.30 0.35 0.40 0.45
HEAT RADIATION
Engine kW 21/26 25/32 29/37 34/42

Generator kW (See separate data from generator maker)
Please note that for the 750 r/min engine the heat dissipation, capacities of gas and engine-driven pumps are 4% higher than stated
at the 720 r/min engine. If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.
These data are 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. 4.12b: List of capacities for L23/30H
485 600 100 198 25 38
4.18

Power lay-out
720 r/min 60Hz 750 r/min 50Hz
5L27/38 1500 1425 1600 1520
6L27/38 1800 1710 1920 1825
7L27/38 2100 1995 2240 2130
8L27/38 2400 2280 2560 2430
9L27/38 2700 2565 2880 2735

GenSet (t)
5 (720 rpm) 4346 2486 6832 3705 42.0

5 (750 rpm) 4346 2486 6832 3705 42.3
6 (720 rpm) 4791 2766 7557 3705 45.8

6 (750 rpm) 4791 2766 7557 3717 46.1
7 (720 rpm) 5236 2766 8002 3717 52.1

7 (750 rpm) 5236 2766 8002 3717 52.1
8 (720 rpm) 5681 2986 8667 3797 56.5

8 (750 rpm) 5681 2986 8667 3797 58.3
9 (720 rpm) 6126 2986 9112 3797 61.8

9 (750 rpm) 6126 2986 9112 3797 63.9
178 33 89-8.1
Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery)
** Weight included a standard alternator
485 600 100 198 25 38
4.19

720/750 r/min Engine kW 1500/1600 1800/1920 2100/2240 2400/2560 2700/2880

720/750 r/min 60/50 Hz Gen. kW 1425/1520 1710/1825 1995/2130 2280/2430 2565/2735
ENGINE DRIVEN PUMPS
HT cooling water pump (1-2.5 bar) m3/h 36/39 44/46 51/54 58/62 65/70
LT cooling water pump (1-2.5 bar) m3/h 36/39 44/46 51/54 58/62 65/70
Lubricating oil pump (4.5-5.5 bar) m3/h 30/32 36/38 42/45 48/51 54/58
EXTERNAL PUMPS
Fuel oil feed pump (4 bar) m3/h 0.45/0.48 0.54/0.58 0.63/0.67 0.72/0.77 0.81/0.86
Fuel booster pump (8 bar) m3/h 1.35/1.44 1.62/1.73 1.89/2.02 2.16/2.30 2.43/2.59
COOLING CAPACITIES
Lubricating oil kW 264/282 317/338 370/395 423/451 476/508

Charge air LT kW 150/160 180/192 210/224 240/256 270/288
*Flow LT at 36°C inlet and 44°C outlet m3/h 35.8/38.2 42.9/45.8 50.1/53.4 57.2/61.1 64.4/68.7
Jacket cooling kW 264/282 317/338 370/395 423/451 476/508

Charge air HT kW 299/319 359/383 419/447 479/511 539/575
*Flow HT at 36°C inlet and 80°C outlet m3/h 11.1/11.8 13.3/14.2 15.5/16.5 17.7/18.9 19.9/21.2
GAS DATA
Exhaust gas flow kg/h 11310/12064 13572/14476 15834/16889 18096/19302 20358/21715

Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 11010/11744 13212/14093 15414/16442 17616/18790 19818/21139
STARTING AIR SYSTEM
HEAT RADIATION
Engine kW 54/57 64/69 75/80 86/92 97/103

Generator kW (see separate data from the generator 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 80°C, and

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

change to (46-36)/(44-25)*100 = 53% of the original flow.
The HT flow will change to (80-36)/(80-25)*100 = 80% of the

original flow.
178 33 90-8.1
** Max. permission inlet pressure 2.0 bar.
485 600 100 198 25 38
4.20

Power lay-out
5L28/32H 1050 1000 1100 1045
6L28/32H 1260 1200 1320 1255
7L28/32H 1470 1400 1540 1465
8L28/32H 1680 1600 1760 1670
9L28/32H 1890 1800 1980 1880

GenSet (t)
5 (720 rpm) 4279 2400 6679 3184 32.6

5 (750 rpm) 4279 2400 6679 3184 32.3
6 (720 rpm) 4759 2510 7269 3184 36.3

6 (750 rpm) 4759 2510 7269 3184 36.3
7 (720 rpm) 5499 2680 8179 3374 39.4

7 (750 rpm) 5499 2680 8179 3374 39.4
8 (720 rpm) 5979 2770 8749 3374 40.7

8 (750 rpm) 5979 2770 8749 3374 40.6
9 (720 rpm) 6199 2690 8889 3534 47.1

9 (750 rpm) 6199 2690 8889 3534 47.1
178 33 92-1.2
** Weight included a standard alternator, make A. van Kaick
Fig. 4.14a: Power and outline of L28/32H
485 600 100 198 25 38
4.21

720/750 r/min Engine kW 1050/1100 1260/1320 1470/1540 1680/1760 1890/1980

720/750 r/min 60/50 Hz Gen. kW 1000/1045 1200/1255 1400/1465 1600/1670 1800/1880
ENGINE-DRIVEN PUMPS
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4
LT cooling water pump (1-2.5 bar) m3/h 45 60 75 75 75
HT cooling water pump (1-2.5 bar) m3/h 45 45 60 60 60
Lub. oil main pump (3-5 bar) m3/h 24 24 33 33 33
SEPARATE PUMPS
Fuel oil feed pump*** (4-10 bar) m3/h 0.31 0.36 0.43 0.49 0.55
LT cooling water pump* (1-2.5 bar) m3/h 45 54 65 77 89
LT cooling water pump** (1-2.5 bar) m3/h 65 73 95 105 115
HT cooling water pump (1-2.5 bar) m3/h 37 45 50 55 60
Lub. oil stand-by pump (3-5 bar) m3/h 22 23 25 27 28
COOLING CAPACITIES
LUBRICATING OIL
Heat dissipation kW 105 127 149 172 194
LT cooling water quantity* m3/h 7.8 9.4 11.0 12.7 14.4
SW LT cooling water quantity** m3/h 28 28 40 40 40
Lub. oil temp. inlet cooler °C 67 67 67 67 67
LT cooling water temp. inlet cooler °C 36 36 36 36 36
CHARGE AIR
LT cooling water quantity m3/h 37 45 55 65 75
LT cooling water inlet cooler °C 36 36 36 36 36
JACKET COOLING
HT cooling water quantity m3/h 37 45 50 55 60
HT cooling water temp. inlet cooler °C 77 77 77 77 77
GAS DATA
Exhaust gas flow kg/h 9260 11110 12970 14820 16670

Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 9036 10872 12672 14472 16308
STARTING AIR SYSTEM
HEAT RADIATION
Engine kW 26 32 38 44 50
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pump
capacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.
These data are 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 33 93-3.1
Fig. 4.14b: List of capacities for L28/32H
485 600 100 198 25 38
4.22

Power lay-out
5L32/40 2290 2185 2290 2185
6L32/40 2750 2625 2750 2625
7L32/40 3205 3060 3205 3060
8L32/40 3665 3500 3665 3500
9L32/40 4120 3935 4120 3935

GenSet (t)
6 (720 rpm) 6340 3415 9755 4510 75.0

6 (750 rpm) 6340 3415 9755 4510 75.0
7 (720 rpm) 6870 3415 10285 4510 79.0

7 (750 rpm) 6870 3415 10285 4510 79.0
8 (720 rpm) 7400 3635 11035 4780 87.0

8 (750 rpm) 7400 3635 11035 4780 87.0
9 (720 rpm) 7930 3635 11565 4780 91.0

9 (750 rpm) 7930 3635 11565 4780 91.0
178 34 55-7.1
** Weight included an alternator, Type B16, Make Siemens
485 600 100 198 25 38
4.23

480 kW/Cyl. - two stage air cooler
Max. continuous rating at Cyl. 6 7 8 9
720 r/min Engine kW 2880 3360 3840 4320

720 r/min 60 Hz Gen. kW 2750 3210 3665 4125
ENGINE-DRIVEN PUMPS
LT cooling water pump (3 bar) m3/h 36 42 48 54

HT cooling water pump (3 bar) m3/h 36 42 48 54
Lub. oil main pump (8 bar) m3/h 75 88 100 113
SEPARATE PUMPS
Fuel oil feed pump (4 bar) m3/h 0.9 1.0 1.2 1.3
Fuel oil booster pump (8 bar) m3/h 2.6 3.0 3.5 3.9
Lub. oil stand-by pump (8 bar) m3/h 75 88 100 113
Prelubricating oil pump (8 bar) m3/h 19 22 26 29
LT cooling water pump (3 bar) m3/h 36 42 48 54
HT cooling water pump (3 bar) m3/h 36 42 48 54
COOLING CAPACITIES
LT charge air kW 303 354 405 455

Lubricating oil kW 394 460 526 591
Flow LT at 36° C m3/h 36 42 48 54
HT charge air kW 801 934 1067 1201

Jacket cooling kW 367 428 489 550
Flow HT 80° C outlet engine m³/h 36 42 48 54
GAS DATA
Exhaust gas flow kg/h 22480 26227 29974 33720

Exhaust gas temp. °C 360 360 360 360
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/h 21956 25615 29275 32934
STARTING AIR SYSTEM
Air consumption per start Nm3 0.97 1.13 1.29 1.45
HEAT RADIATION
Engine kW 137 160 183 206

The stated heat balances are based on 100% load and tropical condition, the flows are based on ISO ambient condition.
178 34 56-9.0
485 600 100 198 25 38
4.24
Installation Aspects 5
5 Installation Aspects
The figures shown in this chapter are intended as an The overhaul tools for the engine are designed to be
aid at the project stage. The data is subject to used with a crane hook according to DIN 15400,
change without notice, and binding data is to be June 1990, material class M and load capacity 1Am
given by the engine builder in the “Installation Doc- and dimensions of the single hook type according to
umentation” mentioned in section 10. DIN 15401, part 1.
Please note that the newest version of most of the

drawings of this section can be downloaded from Engine and Gallery Outline
our website on www.manbw.dk under 'Products',
'Marine Power', 'Two-stroke Engines' where you The total length of the engine at the crankshaft level
then choose the engine type. may vary depending on the equipment to be fitted
on the fore end of the engine, such as adjustable
counterweights, tuning wheel, moment compensa-
Space Requirements for the Engine tors and PTO.
The space requirements stated in Fig. 5.01 are valid Fig. 5.03a, 5.03b and 5.03c shows the engine and
for engines rated at nominal MCR (L1). gallery outline for a 10 cylinder engine with high effi-
ciency turbochargers and rated at nominal MCR
Additional space needed for engines equipped with (L1).
PTO is stated in section 4.
Engine Masses and Centre of Gravity

Overhaul of Engine
The partial and total engine masses appear from
The overhaul heights stated from the centre of the section 9, “Dispatch Pattern”, to which the masses
crankshaft to the crane hook are for vertical lift, see of water and oil in the engine, Fig. 5.05, are to be
note F in Fig. 5.01. added. The centre of gravity is shown in Fig. 5.04,
including the water and oil in the engine, but without
A lower overhaul height is, however, available by us- moment compensators or PTO.
ing the MAN B&W Double-Jib Crane, built by Danish
Crane Building A/S, shown in Fig. 5.02.
Please note that the height 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.
Only a 2 x 5.0 tons double-jib crane can be used for

the K90MC-C engine as this crane has been
individually designed for the engine.
The capacity of a normal engine room crane has to

be minimum 10.0 tons.
For the recommended area to be covered by the

engine room crane and regarding crane for disman-
tling the turbocharger, see fig. 5.01c and 5.01d.
430 100 030 198 25 39
5.01
Engine Pipe Connections The moments may excite engine vibrations moving
the engine top athwartships and causing a rocking
The positions of the external pipe connections on (excited by H-moment) or twisting (excited by
the engine are stated in Figs. 5.06a, 5.06b and 5.06c X-moment) movement of the engine.
and the corresponding lists of counterflanges for
pipes and turbocharger in Figs. 5.07 and 5.08, re- For engines with fewer than seven cylinders, this
spectively. guide force moment tends to rock the engine in
transverse direction, and for engines with seven cyl-
The flange connection on the turbocharger gas out- inders or more, it tends to twist the engine. Both
let is rectangular, but a transition piece to a circular forms are shown in section 7 dealing with vibrations.
form can be supplied as an option: 4 60 601. The guide force moments are harmless to the en-
gine, however, they may cause annoying vibrations
in the superstructure and/or engine room, if proper
Engine Seating and Arrangement of countermeasures are not taken.
Holding Down Bolts
As a detailed calculation of this system is normally
The dimensions of the seating stated in Figs. 5.09 not available, MAN B&W Diesel recommend that a
and 5.10 are for guidance only. top bracing is installed between the engine's upper
platform brackets and the casing side.
The engine is basically mounted on epoxy chocks
4 82 102 in which case the underside of the However, the top bracing is not needed in all cases.
bed-plate’s lower flanges has no taper. In some cases the vibration level is lower if the top
bracing is not installed. This has normally to be
The epoxy types approved by MAN B&W Diesel A/S checked by measurements, i.e. with and without top
are: bracing.
“Chockfast Orange PR 610 TCF” If a vibration measurement in the first vessel of a se-
from ITW Philadelphia Resins Corporation, USA, ries shows that the vibration level is acceptable
and without the top bracing, then we have no objection
“Epocast 36" to the top bracing being dismounted and the rest of
from H.A. Springer – Kiel, Germany the series produced without top bracing.
The engine may alternatively, be mounted on cast It is our experience that especially a seven-cylinder
iron chocks (solid chocks 4 82 101), in which case engine will often have a lower vibration level without
the underside of the bedplate’s lower flanges is with top bracing.
taper 1:100.
Without top bracing, the natural frequency of the
vibrating system comprising engine, ship’s bottom,
Top Bracing and ship’s side, is often so low that resonance with
the excitation source (the guide force moment) can
The so-called guide force moments are caused by occur close to the normal speed range, resulting in
the transverse reaction forces acting on the the risk of vibration.
crossheads due to the connecting rod/crankshaft
mechanism. When the piston of a cylinder is not ex- With top bracing, such a resonance will occur
actly in its top or bottom position, the gas force from above the normal speed range, as the top bracing
the combustion, transferred through the connecting increases the natural frequency of the above-
rod will have a component acting on the crosshead mentioned vibrating system.
and the crankshaft perpendicularly to the axis of the
cylinder. Its resultant is acting on the guide shoe (or The top bracing is normally placed on the exhaust
piston skirt in the case of a trunk engine), and to- side of the engine (4 83 110), but it can alternatively
gether they form a guide force moment.
430 100 030 198 25 39
5.02
be placed on the camshaft side, option: 4 83 111, Earthing Device

see Figs 5.11, and 5.12.
In some cases, it has been found that the difference
The top bracing is to be made by the shipyard in in the electrical potential between the hull and the
accordance with MAN B&W instructions. propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
Mechanical top bracing
A potential difference of less than 80 mV is harmless
The mechanical top bracing, option: 4 83 112 to the main bearings so, in order to reduce the po-
shown in Figs. 5.11a and 5.11b comprises stiff con- tential between the crankshaft and the engine struc-
nections (links) with friction plates. ture (hull), and thus prevent spark erosion, we rec-
ommend the installation of a highly efficient earthing
Force per mechanical top bracing minimum hori- device.
zontal rigidity at attachment to the hull.
The sketch Fig. 5.13 shows the layout of such an
earthing device, i.e. a brush arrangement which is
Force per bracing. . . . . . . . . . . . . . . . . . . ± 209 kN able to keep the potential difference below 50 mV.
Minimum horizontal rigidity at the link's
points of attachment to the hull . . . . . . . 210 MN/m We also recommend the installation of a shaft-hull
Tightening torque at hull side. . . . . . . . . . . 450 Nm mV-meter so that the potential, and thus the correct
Tightening torque at engine side . . . . . . . 1350 Nm functioning of the device, can be checked.
Hydraulic top bracing
The hydraulic top bracings are available in two de-

signs:
with pump station, option 4 83 122, or

without pump station, option 4 83 123
See Figs. 5.12a, 5.12b, 5.12c, 5.12d and 5.12e.
The hydraulically adjustable top bracing is an alter-

native to our standard top bracing and is intended
for application in vessels where hull deflection is
foreseen to exceed the usual level.
Similar to our standard mechanical top bracing, this

hydraulically adjustable top bracing is intended for
one side mounting, either the exhaust side (alterna-
tive 1), or the camshaft side (alternative 2).
Force per bracing . . . . . . . . . . . . . . . . . . . ±127 kN

Maximum horizontal deflection at the
link’s points of attachment to the hull
for two cylinders . . . . . . . . . . . . . . . . . . . . 0.51 mm
430 100 030 198 25 39
5.03
Normal/minimum centreline distance for twin engine in-

stallation: 8850/7500 mm (7500 mm for common gallery
for starboard and port design engines).
The dimensions are given in mm, for guidance only.

If dimensions cannot be fulfilled, please contact MAN
B&W Diesel A/S or our local representative.
178 21 06-6.0
Fig. 5.01a: Space requirement for the engine
430 100 034 198 25 40
5.04
Cyl.
6 7 8 9 10 11 12
No.
Fore end: A minimum shows basic engine

min. 12502 14104 15706 18458 20060 21662 23264
A max. shows engine with built on torsional
A
tuning wheel
max. 13147 14749 16351 19103 20705 22307 23909
For PTO: See corresponding space requirement
6885 MAN B&W NA70
6875 ABB TPL85 The required space to the

B engine room casing includes
6830 ABB VTR714 top bracing
6905 MHI MET83
4425 4375 4625 4775 4925 4925 5075 MAN B&W turbocharger
4398 4703 4953 4748 4898 5203 5353 ABB TPL turbocharger Dimensions according to
C turbocharger choice at
4232 - 4432 4582 - 4732 4882 ABB VTR turbocharger nominal MCR
4329 4634 5038 5188 4829 5134 5438 MHI turbocharger
The dimension includes a cofferdam of 600 mm and

D 4244 4299 4374 4459 4509 4584 4644 must fulfil minimum height to tanktop according to
classification rules
The distance from crankshaft centreline to lower edge

E 12375
of deck beam, when using MAN B&W Doule-Jib Crane
F 12500 Vertical lift of piston, one cylinder cover stud removed
See "top bracing arrangement",

G 4700
if top bracing fitted on camshaft side
8412 8412 8412 8412 8412 8412 8412 MAN B&W turbocharger
8380 8380 8380 8380 8380 8380 8380 ABB TPL turbocharger Dimensions according to
H turbocharger choice at
8376 - 8376 8376 - 8376 8376 ABB VTR turbocharger nominal MCR
8372 8372 - - 8372 8372 - MHI turbocharger
J 640 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if

K See text
the propeller shaft is to be drawn into the engine room
Max. 45° when engine room has min. headroom above

V 0°, 15°, 30°, 45°, 60°, 75°, 90°
the turbocharger
178 47 57-1.1
Fig. 5.01b: Space requirement for the engine, (4 59 122)
430 100 034 198 25 40
5.05
MAN B&W turbocharger related figures

Type NA
57 70
W kg 2000 3000
HB mm 1800 2300
ABB turbocharger related figures

Type TPL
73 77 80 85
W kg 1000 1000 1500 2200
HB mm 800 900 1000 1200
Type VTR
564 714
W kg 2000 3000
HB mm 1700 2200
178 32 20-8.0 MHI turbocharger related figures

Type MET
For the overhaul of a turbocharger, a crane beam with 71 83 90
trolleys is required at each end of the turbocharger.
W kg 3000 5000 6000
Two trolleys are to be available at the compressor end HB mm 1800 2200 2300
and one trolley is needed at the gas inlet end.
The crane beam can be omitted if the main engine The table indicates the position of the crane beam(s) in
room crane also covers the turbocharger area. the vertical level related to the centre of the
turbocharger(s).
The crane beam is used for lifting the following compo-
nents: The crane beam location in horizontal direction
*) Engines with the turbocharger(s) located on the ex-
- Exhaust gas inlet casing haust side.
- Turbocharger inlet silencer The letter ‘a’ indicates the distance between verti-
- Compressor casing cal centrelines of the engine and the
- Turbine rotor with bearings turbocharger(s).
The sketch shows a turbocharger and a crane beam *) Engines with the turbocharger located on the aft
that can lift the components mentioned. end of engine.
The letter ‘a’ indicates the distance between verti-
The crane beam(s) is/are to be located in relation to the cal centrelines of the aft cylinder and the
turbocharger(s) so that the components around the gas turbocharger.
outlet casing can be removed in connection with over- The figures ‘a’ are stated on the ‘Engine Outline’
haul of the turbocharger(s). drawing
The crane beam can be bolted to brackets that are fas-
tened to the ship structure or to columns that are lo-
cated on the top platform of the engine.
The lifting capacity of the crane beam is indicated in

the table for the various turbocharger makes. The crane
beam shall be dimensioned for lifting the weight ‘W’
with a deflection of some 5 mm only.
Fig. 5.01c: Crane beams for overhaul of turbocharger
430 100 034 198 25 40
5.06
1) With minimum overhauling height (B1,

B2, C), one cylinder cover stud has to
be dismounted, to allow the stuffing
box, mounted around the piston rod,
to pass between the remaining studs.
2) The hatched area shows the height
where an MAN B&W Double Jib
Crane has to be used.
178 34 30-5.1
Weight in kg Crane capacity Crane Normal crane MAN B&W Double-Jib Crane
inclusive lifting tools in tons operating
width Height Building-in height in mm
in mm to crane hook
in mm
(vertical lift of
piston/tilted
lift of piston)
Cylinder Cylinder Piston Normal MAN B&W A B1/B2 C D
cover liner with with crane Double-Jib Minimum Minimum Minimum Additional height
complete cooling piston Crane distance height from height from required for overhaul
with jacket rod and centreline centreline of exhaust valve
exhaust stuffing crankshaft to crankshaft without removing any
valve box centreline to underside exhaust valve stud
crane hook deck beam
8850 6450 4650 10.0 2 x 5.0 3250 14075/13250 13200 800
The crane hook travelling area must cover at least the full The crane hook should at least be able to reach down to a
length of the engine and a width in accordance with di- level corresponding to the centreline of the crankshaft.
mension A given on the drawing, see cross-hatched area.
For overhaul of the turbocharger(s) trolley mounted chain
It is furthermore recommended that the engine room hoists must be installed on a separate crane beam or, al-
crane can be used for transport of heavy spare parts from ternatively, in combination with the engine room crane
the engine room hatch to the spare part stores and to the structure, see Fig. 5.01e with information about the re-
engine. See example on this drawing. quired lifting capacity for overhaul of turbocharger(s).
178 88 51-4.0
Fig. 5.01d: Engine room crane
430 100 034 198 25 40
5.07
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
Østerlandsvej 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. 5.02a: Overhaul with double-jib crane
488 701 010 198 25 42
5.08
This crane is adapted to the special tools for low overhaul 1782152-0.0
Fig. 5.02b: MAN B&W double-jib crane 2 x 5.0 t, option: 4 88 701
488 701 010 198 25 43
5.09
178 21 55-6.0
T/C type 9 cyl. c1 c2 c3 T/C type 11 cyl. c1 c2 c3

MAN B&W NA70/TO9 1018 5824 11910 MAN B&W NA70/TO9 2620 10308 15114
TPL85B 1121 5927 12013 ABB TPL85B 2723 10411 15217
ABB
VTR714D 974 5780 11866 MET83SE/SEII 2983 10671 15477
MHI
MET71SEII 891 5697 11783 MET90SE 2735 10423 16831
MHI MET83SE/SEII 1381 6187 12273
MET90SE 1133 7541 13627
T/C type 10 cyl. c1 c2 c3

MAN B&W NA70/TO9 2620 8706 13512
ABB TPL85B 2723 8809 13615
MET83SE/SEII 2983 9069 13875
MHI
MET90SE 2735 8821 15229
Please note:
The dimensions are in mm and
subject to revision without notice
5.03a: Engine and gallery outline, 9-12K90MC-C
430 100 080 198 25 44
5.10
178 21 55-6.0
T/C type 12cyl. c1 c2 c3 L1 L2

ABB TPL85B 2723 10411 16819 9 cylinders 8811 4005
MET83SEII 2983 10671 17079 10 cylinders 7209 7209
MHI
MET90SE 2735 10423 16831 11 cylinders 8811 7209
12 cylinders 8811 8811
T/C type a b d x y
MANB&W NA70/ TO9 3657 8412 5420 3916 9378
TPL85B 3689 8380 5470 3941 9316
ABB
VTR714D 3627 8376 5320 3834 9149
MET71SEII 3436 8578 5000 3653 9389
MHI MET83SE/SEII 3610 8372 5345 3843 9241
MET90SE 4008 8595 5810 4282 9619
5.03b: Engine and gallery outline, 9-12K90MC-C
430 100 080 198 25 44
5.11
178 21 55-6.0
Fig. 5.03c: Engine and gallery outline, 9-12K90MC-C
430 100 080 198 25 44
5.12
Centre of
gravity
Centre of Centre of cranshaft

cylinder 1
178 35 48-8.0
No. of cylinders 6 7 8 9 10 11 12
Distance X mm 4520 5900 6710 7490 8330 8960 9780
Distance Y mm 3545 3445 3475 3495 3525 3565 3585
Distance Z mm 140 160 150 150 140 160 160
For engine dry weights, see dispatch pattern i section 9
178 89 91-5.0
Fig. 5.04: Centre of gravity
430 100 046 198 25 45
5.13
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
6 9100 1500 10600 2100 1730 3830

7 10700 1850 12550 2500 1620 4120
8 12200 1850 14050 2900 1930 4830
9 14000 3700 17700 3500 1990 5490
10 15600 4850 20450 3700 2220 5920
11 17200 4600 21800 4500 2620 7120
12 18700 4600 23300 5000 2990 7990
* The stated values are valid for horizontally aligned engines with vertical oil outlets
178 21 07-8.0
Fig. 5.05: Water and oil in engine
430 100 059 198 25 46
5.14
178 21 54-4.0
Please note:
The dimensions are in mm and subject to revision without notice. For engine dimensions see “Engine outline”
Fig.5.06a: Engine pipe connections, 10K90MC-C with 3 x NA70/TO9
430 200 080 198 25 48
5.15
178 21 54-4.0
Fig. 5.06b: Engine pipe connections, 10K90MC-C with 3 x NA70/TO9
430 200 080 198 25 48
5.16
178 21 54-4.0
The letter 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 diemnsions see "Engine ouline" and "Gallery outline"
Fig. 5.06c: Engine pipe connections, 10K90MC-C with 3 x NA70/TO9
430 200 080 198 25 48
5.17
Flange Bolts
Refer- Cyl.
Diam. PCD Thickn. Diam. No. Description
ence No.
mm mm mm mm
A 6 -12 325 275 95 M24 12 Starting air inlet
B 6 - 12 Coupling for 20 mm pipe Control air inlet
C 6 - 12 Coupling for 16 mm pipe Safety air inlet
D 6 -12 See figures Exhaust gas outlet
NA 70 Nominal diameter 65 mm pipe Venting of lubricating oil discharge pipe
MET 83 Nominal diameter 80 mm pipe for MAN B&W and MET turbochargers
E
Venting of lubricating oil discharge pipe
VTR/TPL Available on request.
for VTR and TPL turbochargers
F 6 - 12 225 185 34 M20 8 Fuel oil outlet
6 265 230 18 M16 8
K Fresh cooling water inlet
7 - 12 320 280 20 M20 8
6 265 230 18 M16 8
L Fresh cooling water outlet
7 - 12 320 280 20 M20 8
M 4 - 12 Coupling for 30 mm pipe Cooling water de-aeration
6-9 385 345 22 M20 12 Cooling water inlet to air cooler
N
10 - 12 430 390 22 M20 12 (central cooling water)
6-9 385 345 22 M20 12 Cooling water outlet from air cooler
P
10 - 12 430 390 22 M20 12 (central cooling water)
6-8 430 390 22 M20 12
N 9 - 10 480 435 24 M22 12 Cooling water inlet to air cooler (sea water)
11 - 12 540 495 24 M22 16
6-8 430 390 22 M20 12
P 9 - 10 480 435 24 M22 12 Cooling water outlet from air cooler (sea water)
11 - 12 540 495 24 M22 16
S 6 - 12 Available on request. System oil outlet to bottom tank
X 6 - 12 225 185 34 M20 8 Fuel oil inlet
Y 6 - 12 155 130 14 M12 4 Lubricating oil inlet to camshaft
Lubricating oil outlet from camshaft
Z 6 - 12 200 165 16 M16 8
(separate system)
180 145 14 M16 4
See note 1 190 155 14 M16 4
200 165 16 M16 8
AA Lubricating oil inlet to turbocharger
200 165 16 M16 8
See note 2 200 165 16 M16 8
200 165 16 M16 8
265 230 18 M16 8
See note 1 320 280 20 M20 8
385 345 22 M20 12
AB Lubricating oil outlet from turbocharger
235 200 16 M16 8
See note 2 265 230 18 M16 8
320 280 20 M20 8
AC 6 - 12 120 95 12 M12 4 Lubricating oil inlet to cylinder lubricators
AD 6 - 12 115 90 12 M12 4 Fuel oil return from umbrella sealing
AE 6 - 12 115 90 12 M12 4 Drain from bedplate/cleaning turbocharger
178 89 81-8.1
Fig. 5.07a: List of counterflanges, option: 4 30 202
430 200 152 198 25 49
5.18
Flange Bolts
Refer- Cyl.
Diam. PCD Thickn. Diam. No. Description
ence No.
mm mm mm mm
AF 6 - 12 115 90 12 M12 4 Fuel oil to draintank
AG 6 - 12 115 90 12 M12 4 Drain oil from piston rod stuffing boxes
AH 6 - 12 115 90 12 M12 4 Fresh cooling water drain
AK 6 - 12 Coupling for 30 mm pipe Inlet cleaning air cooler
AL 6 - 12 130 105 14 M12 4 Outlet air cooler cleaning/water mist catcher
AM 6 - 12 130 105 14 M12 4 Outlet air cooler to chemical cleaning tank
AN 6 - 12 Coupling for 30 mm pipe Water inlet for cleaning of turbocharger
AP 6 - 12 Coupling for 30 mm pipe Air inlet for dry cleaning of turbocharger
AR 6 - 12 180 145 14 M16 4 Oil vapour discharge
AS 6 - 12 Coupling for 30 mm pipe Cooling water drain air cooler
AT 6 - 12 120 95 12 M12 4 Extinguishing of fire in scavenge air box
Drain from scavenge air box to closed drain tank,
AV 6 - 12 180 145 14 M16 4
manoeuvring side
BA 6 - 12 Coupling for 8 mm pipe Terminal plate for remote instruments
BB 6 - 12 Coupling for 10 mm pipe Terminal plate for manoevring system
BD 6 - 12 Coupling for 16 mm pipe Fresh water outlet for heating fuel oil drain pipes
BX 6 - 12 Coupling for 16 mm pipe Steam inlet for heating fuel oil pipes
BF 6 - 12 Coupling for 16 mm pipe Steam outlet for heating fuel oil pipes
BV 6 - 12 Coupling for 16 mm pipe Steam inlet for cleaning drain scavenge air box
6-8 540 495 24 M22 16
RU 9 - 10 605 555 24 M22 16 System oil outlet
11 - 12 655 605 24 M22 20
Note 1: Applies to two, three and four MAN B&W and MET turbochargers
Note 2: Applies to two, three and four TPL turbochargers.
According to the T/C supplier it is the minimal internal pipe diameter
The list of flanges will be extended, when PTO system is built onto the engine
178 89 81-8.1
Fig. 5.07b: List of counterflanges, option: 4 30 202
430 200 152 198 25 49
5.19
MAN B&W NA70/TO9 ABB VTR714D/E
ABB TPL 85 MHI MET 83SE/SD
MHI MET 90SE
178 89 81-8.1
Thickness of flanges: 25 mm
Fig. 5.08: List of counterflanges, turbocharger exhaust outlet (yard’s supply)
430 200 152 198 25 49
5.20
For details of chocks and bolts see special drawings 2) The shipyard drills the holes for holding down
bolts in the top plates while observing the
This drawing may, subject to the written consent of the toleranced locations given on the present drawing
actual engine builder concerned, be used as a basis for
marking-off and drilling the holes for holding down bolts 3) The holding down bolts are made in accordance
in the top plates, provided that: with MAN B&W Diesel A/S drawings of these
bolts.
1) The engine builder drills the holes for holding down
bolts in the bedplate while observing the toleranced
locations indicated on MAN B&W Diesel A/S draw-
178 09 41-7.1
ings for machining the bedplate
Fig. 5.09: Arrangement of epoxy chocks and holding down bolts
482 600 015 198 25 50
5.21
Section A-A
Holding down bolts, option: 4 82 602 includes:

1 Protecting cap 4 Distance pipe
2 Spherical nut 5 Round nut
3 Spherical washer 6 Holding down bolt
178 09 43-0.2
Fig. 5.10a: Profile of engine seating
482 600 010 198 25 51
5.22
Side chock brackets, option: 4 82 622 includes: Section B-B

1 Side chock brackets
Side chock liners, option: 4 82 620 includes:

2 Liner for side chock
3 Lock plate
4 Washer
5 Hexagon socket set screw
Detail D1
End chock liners, option: 4 82 612 include:

Fig. 5.10b: Profile of engine seating, side chocks 7 Liner for end chocks
End chock bolts, option: 4 82 610 includes:

4 Spherical washer
5 Spherical washer
2 Round nut
End chocks
1 Stud for end chock bolt
6 Protecting cap
3 Round nut
End chock brackets, option: 4 82 614 include:

8 End chock brackets
178 09 35-8.4
Fig. 5.10c: Profile of engine seating, end chocks
482 600 010 198 25 51
5.23
178 20 35-8.0
T/C: Turbocharger C: Chain drive
Horizontal distance between top bracing fix point

and centre line of cylinder 1:
a= 801 e= 7209
b= 2403 f = 8811
c= 4005 g= 10413
d= 5607 h= 12015
Top bracing should only be installed on one side of the
engine, either the exhaust side (alternative 1) or the
camdshaft side (alternative 2). P Q R
NA70/TO9 2725 4580 6885
VTR714P/E 2725 4525 6830
TPL85 3150 4570 6875
MET83SD/SE 3150 4600 6905
Fig. 5.11a: Mechanical top bracing arrangement
483 110 007 198 25 52
5.24
1780963-3.2
Fig. 5.11b: Mechanical top bracing outline, option: 4 83 112
483 110 007 198 25 52
5.25
178 09 93-2.2
T/C: Turbocharger C: Chain drive
Horizontal distance between top bracing fix point

and centre line of cylinder 1:
a= 801 e= 7209
b= 2403 f = 8811
c= 4005 g= 10413
d= 5607 h= 12015
T/C R
NA70/TO9 5895
Top bracing should only be installed on one side, either
TPL85B 5945
the exhaust side (alternative 1), or the camshaft side VTR714D 5795
(alternative 2) MET71SE II 5475
MET83SD/SE II 5820
MET90SE 6285
Fig. 5.12a: Hydraulic top bracing arrangement
483 110 008 198 25 54
5.26
With pneumatic/hydraulic
cylinders only Hydraulic cylinders
Accumulator unit
Pump station
including:
two pumps
oil tank
filter
releif valves and
control box
The hydraulically adjustable top bracing system con-

Pipe:
sists basically of two or four hydraulic cylinders, two
accumulator units and one pump station
Electric wiring:
178 16 68-0.0
Fig. 5.12b: Hydraulic top bracing layout of system with pump station, option: 4 83 122
Valve block with

solenoid valve
and relief valve
Hull Engine
side side
Inlet Outlet 178 16 47-6.0
Fig. 5.12c: Hydraulic cylinder for option 4 83 122
483 110 008 198 25 54
5.27
With pneumatic/hydraulic
cylinders only
178 18 60-7.0
Fig. 5.12d: Hydraulic top bracing layout of system without pump station, option: 4 83 123
178 15 73-2.0
Fig. 5.12e: Hydraulic cylinder for option 4 83 123
483 110 008 198 25 54
5.28
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
Earthing device
Propeller shaft
Current
178 32 07-8.0
Fig. 5.13: Earthing device, (yard's supply)
420 600 010 198 25 55
5.29
Auxiliary Systems 6
6.01 List of Capacities
The Lists of Capacities contain data regarding the be calculated by using the formula stated later in this
necessary capacities of the auxiliary machinery for chapter and the way of calculating the exhaust gas
the main engine only. data is also shown later in this chapter. The air con-
sumption is approximately 98% of the calculated ex-
The heat dissipation figures include 10% extra mar- haust gas amount.
gin for overload running except for the scavenge air
cooler, which is an integrated part of the diesel en- The location of the flanges on the engine is shown
gine. in: “Engine pipe connections”, and the flanges are
identified by reference letters stated in the “List of
The capacities given in the tables are based on trop- flanges”; both can be found in section 5.
ical ambient reference conditions and refer to en-
gines with high efficiency turbochargers running at The diagrams use the symbols shown in Fig. 6.01.17
nominal MCR (L1) for, respectively: “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. 6.01.01a and 6.01.02a found in section 8.
• Central cooling water system,

Figs. 6.01.01b and 6.01.02b Heat radiation
A detailed specification of the various components The heat radiation and convection to the engine
is given in the description of each system. If a fresh- room is about 1.1% of the engine nominal power
water generator is installed, the water production can (kW in L1).
178 11 26-4.1
Fig. 6.01.01a: Diagram for seawater cooling system
178 11 27-6.1
Fig. 6.01.01b: Diagram for central cooling water system
430 200 025 198 25 56
6.01.01
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 104 r/min kW 27360 31920 36480 41040 45600 50160 54720
Fuel oil circulating pump m3/h 11.1 13.0 14.8 16.7 18.5 20.0 22.0
Fuel oil supply pump m3/h 7.0 8.2 9.3 10.5 11.7 12.8 14.0
Jacket cooling water pump m3/h 1) 215 250 290 325 355 390 430
2) 200 230 265 295 330 365 395
3) 210 245 280 310 345 385 415
4) 200 230 265 295 330 365 395
Pumps
Seawater cooling pump* m3/h 1) 890 1040 1190 1340 1480 1630 1780
2) 890 1030 1180 1330 1480 1620 1770
3) 880 1030 1170 1320 1460 1610 1760
4) 880 1020 1170 1320 1460 1610 1750
Lubricating oil pump* m3/h 1) 610 710 820 920 1020 1120 1230
2) 620 720 820 930 1030 1130 1230
3) 590 690 790 880 980 1080 1180
4) 610 710 810 910 1010 1120 1220
Booster pump for camshaft m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a.
Scavenge air cooler
Heat dissipation approx. kW 11530 13450 15370 17290 19220 21140 23060
Seawater m3/h 576 672 768 864 960 1056 1152
Lubricating oil cooler
Heat dissipation approx.* kW 1) 2460 2820 3330 3690 4050 4410 4920
2) 2540 2900 3260 3810 4170 4530 4890
3) 2160 2520 2880 3240 3600 3960 4320
4) 2330 2730 3090 3490 3850 4270 4630
Coolers
Lubricating oil* m3/h See above "Lubricating oil pump"

Seawater m3/h 1) 314 368 422 476 520 574 628
2) 314 358 412 466 520 564 618
3) 304 358 402 456 500 554 608
4) 304 348 402 456 500 554 598
Jacket water cooler
Heat dissipation approx. kW 1) 3970 4600 5320 5950 6580 7220 7930
2) 3810 4440 5080 5710 6350 6980 7620
3) 3990 4720 5360 5990 6630 7360 7990
4) 3810 4440 5080 5710 6350 6980 7620
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 290 340 390 440 485 520 580
Exhaust gas flow at 235 °C** kg/h 271800 317100 362400 407700 453000 498300 543600
Air consumption of engine kg/s 74.2 86.5 98.9 111.3 123.6 136.0 148.4
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional
vibration damper the engine’s 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
n.a.: Not applicable
1) Engines with MAN B&W turbochargers, type NA 3) Engines with ABB turbochargers, type VTR
2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers, type MET
178 89 46-2.0
Fig. 6.01.02a: List of capacities, K90MC-C with seawater system stated at the nominal MCR power (L1) for engines
complying with IMO's NOx emission limitations
430 200 025 198 25 56
6.01.02
Cyl. 6 7 8 9 10 11 12
Nominal MCR at 104 r/min kW 27360 31920 36480 41040 45600 50160 54720
Fuel oil circulating pump m3/h 11.1 13.0 14.8 16.7 18.5 20.0 22.0
Fuel oil supply pump m3/h 7.0 8.2 9.3 10.5 11.7 12.8 14.0
Jacket cooling water pump m3/h 1) 215 250 290 325 355 390 430
2) 200 230 265 295 330 365 395
3) 210 245 280 310 345 385 415
4) 200 230 265 295 330 365 395
Pumps
Central cooling water pump* m3/h 1) 740 860 990 1110 1230 1350 1480
2) 740 860 980 1100 1220 1340 1460
3) 730 850 970 1090 1210 1330 1450
4) 730 850 970 1090 1210 1330 1450
Seawater pump* m3/h 1) 880 1020 1180 1320 1460 1600 1760
2) 880 1020 1160 1310 1460 1600 1740
3) 870 1010 1160 1300 1440 1590 1730
4) 870 1010 1150 1300 1440 1590 1730
Lubricating oil pump* m3/h 1) 610 710 820 920 1020 1120 1230
2) 620 720 820 930 1030 1130 1230
3) 590 690 790 880 980 1080 1180
4) 610 710 810 910 1010 1120 1220
Booster pump for camshaft+exh. m3/h n.a. n.a. n.a. n.a. n.a. n.a. n.a.
Scavenge air cooler
Heat dissipation approx. kW 11440 13350 15250 17160 19070 20970 22880
Central cooling water m3/h 432 504 576 648 720 792 864
Lubricating oil cooler
2) 2540 2900 3260 3810 4170 4530 4890
3) 2160 2520 2880 3240 3600 3960 4320
4) 2330 2730 3090 3490 3850 4270 4630
Coolers
Lubricating oil* m3/h See above "Lubricating oil pump"

Central cooling water m3/h 1) 308 356 414 462 510 558 616
2) 308 356 404 452 500 548 596
3) 298 346 394 442 490 538 586
4) 298 346 394 442 490 538 586
Jacket water cooler
Heat dissipation approx. kW 1) 3970 4600 5320 5950 6580 7220 7930
2) 3810 4440 5080 5710 6350 6980 7620
3) 3990 4720 5360 5990 6630 7360 7990
4) 3810 4440 5080 5710 6350 6980 7620
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) 17790 20690 23590 26680 29590 32480 35390
3) 11590 20590 23490 26390 29300 32990 35190
4) 17580 20520 23420 26360 29270 32220 35130
Central cooling water* m3/h See above "Central cooling water pump"
Seawater* m3/h See above "Seawater cooling pump"
Fuel oil heater kW 290 340 390 440 485 520 580
Exhaust gas flow at 235 °C** kg/h 271800 317100 362400 407700 453000 498300 543600
Air consumption of engine kg/s 74.2 86.5 98.9 111.3 123.6 136.0 148.4
178 89 47-4.0
Fig. 6.01.02b: List of capacities, K90MC-C with central cooling water system stated at the nominal MCR power (L1) for
engines complying with IMO's NOx emission limitations
430 200 025 198 25 56
6.01.03
Starting air system: 30 bar (gauge)
Cylinder No. 6 7 8 9 10 11 12
Reversible engine, 12 starts
Receiver volume m3 2 x 12.0 2 x 12.0 2 x 12.5 2 x 12.5 2 x 12.5 2 x 13.0 2 x 13.0
Compressor capacity, total m3/h 720 720 750 750 750 780 780
Non-reversible engine, 6 starts
Receiver volume m3 2 x 6.0 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 6.5 2 x 7.0
Compressor capacity, total m3/h 360 390 390 390 390 390 420
178 89 49-6.0
Fig. 6.01.03 Capacities of starting air receivers and compressors for main engine K90MC-C
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 (L1), see Figs. 6.01.02a and 6.01.02b,
may also be used if wanted.
Cooler heat dissipations
For the specified MCR (M) the diagrams in Figs.

6.01.04, 6.01.05 and 6.01.06 show reduction fac-
tors for the corresponding heat dissipations for the 178 07 99-_.0
Fig. 6.01.05: Jacket water cooler, heat dissipation
coolers, relative to the values stated in the “List of
qjw% in % of L1 value
Capacities” valid for nominal MCR (L1).
178 07 98-_.0 178 06 57-_.1
Fig. 6.01.04: Scavenge air cooler, heat dissipation Fig. 6.01.06: Lubricating oil cooler, heat dissipation
qair% in % of L1 value qlub% in % of L1 value
430 200 025 198 25 56
6.01.04
The percentage power (P%) and speed (n%) of L1 pacities through the scavenge air and lube oil cool-
for specified MCR (M) of the derated engine is used ers, as these are connected in parallel.
as input in the above-mentioned diagrams, giving the
% heat dissipation figures relative to those in the
“List of Capacities”, Figs. 6.01.02a and 6.01.02b. Central cooling water system
If a central cooler is used, the above still applies, but

Pump capacities the central cooling water capacities are used in-
stead of the above seawater capacities. The seawa-
The pump capacities given in the “List of Capac- ter flow capacity for the central cooler can be re-
ities” refer to engines rated at nominal MCR (L1). For duced in proportion to the reduction of the total
lower rated engines, only a marginal saving in the cooler heat dissipation.
pump capacities is obtainable.
To ensure proper lubrication, the lubricating oil pump Pump pressures

must remain unchanged.
Irrespective of the capacities selected as per the
Also, the fuel oil circulating and supply pumps should above guidelines, the below-mentioned pump heads
remain unchanged, and the same applies to the fuel at the mentioned maximum working temperatures
oil preheater. for each system shall be kept:
The jacket cooling water pump capacity is relatively

low, and practically no saving is possible, and there- Pump Max
fore kept unchanged. head working
bar temp.°C
In order to ensure a proper starting ability, the start- Fuel oil supply pump 4 100
ing air compressors and the starting air receivers Fuel oil circulating pump 6 150
must also remain unchanged.
Lubricating oil pump 4.5 70
Booster pump for camshaft 4 60
Seawater cooling system Seawater pump 2.5 50
Central cooling water pump 2.5 80
The seawater flow capacity for each of the scav-
enge air, lube. oil and jacket water cooler can be re- Jacket water pump 3 100
duced proportionally to the reduced heat dissipa-
tions found in Figs. 6.01.04, 6.01.05 and 6.01.06,
respectively. Flow velocities
However, regarding the scavenge air coolers, the For external pipe connections, we prescribe the fol-
engine maker has to approve this reduction in order lowing maximum velocities:
to avoid too low a water velocity in the scavenge air
cooler pipes, in order to avoid growing of barnacles Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
etc. Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s
As the jacket water cooler is connected in series Cooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
with the lube oil cooler, the seawater flow capacity
for the latter is used also for the jacket water cooler. Due to space requirements the internal piping on
the engine can have higher flow velocities than
The derated seawater pump capacity is equal to the specified.
sum of the above found derated seawater flow ca-
430 200 025 198 25 56
6.01.05
Nominal rated engine (L1) Example 1

Specified MCR (M)
Shaft power at MCR 37,260 BHP 29,808 BHP

at 104 r/min at 93.6 r/min
Fuel oil circulating pump m3/h 11.1 11.1
Fuel oil supply pump m3/h 7.0 7.0
Pumps
Jacket cooling water pump m3/h 215 215

Seawater pump m3/h 890 706
Lubricating oil pump m3/h 610 610
Scavenge air cooler
Heat dissipation kW 11,530 8,417
Coolers
Seawater quantity m3/h 576 420.5

Lub. oil cooler
Lubricating oil quantity m3/h 610 610
Seawater quantity m3/h 314 286
Jacket water cooler
Jacket cooling water quantity m3/h 215 215
Seawater quantity m3/h 314 286
Fuel oil preheater: kW 290 290
Gases at ISO ambient conditions
Exhaust gas flow kg/h 271,800 212,992
Exhaust gas temperature °C 235 226
Air consumption kg/sec. 74.2 58.0
Starting air system: 30 bar (gauge)
Reversible engine
Receiver volume (12 starts) m3 2 x 12 2 x 12
Compressor capacity, total m3/h 720 720
Non-reversible engine
Receiver volume (6 starts) m3 2 x 6.0 2 x 6.0
Compressor capacity, total m3/h 360 360
178 89 49-8.0
Fig. 6.01.07: Example 1 – Capacities of derated 6K90MC-C with MAN B&W turbocharger and seawater cooling system
Example 1: Derated 6K90MC-C with MAN B&W turbocharger and seawater cooling system
6K90MC-C derated with fixed pitch propeller
Nominal MCR, (L1) 27,360 kW = 37,260 BHP (100.0%) 104 r/min (100.0%)
Specified MCR, (M) 21,888 kW = 29,808 BHP (80.0%) 93.6 r/min (90.0%)
Optimised power, (O) 20,465 kW = 27,870 BHP (74.8%) 91.5 r/min (88.0%)
The method of calculating the reduced capacities for point M is shown below.
The values valid for the nominal rated engine are found Heat dissipation of lube. oil cooler
in the “List of Capacities” Fig. 6.01.02a, and are listed Fig. 6.01.06 indicates a 91% heat dissipation:
together with the result in Fig. 6.01.07. 2,460 x 0.91 = 2,239 kW
Heat dissipation of scavenge air cooler Heat dissipation of jacket water cooler
Fig. 6.01.04 which is approximate indicates a 76% heat Fig. 6.01.05 indicates a 84% heat dissipation:
dissipation: 3,970 x 0.84 = 3,335 kW
11,530 x 0.73 = 8,417 kW Seawater pump
Scavenge air cooler: 576 x 0.73 = 420.5 m3/h
Lubricating oil cooler: 314 x 0.91 = 286.0 m3/h
Total: 706.5 m3/h
178 86 81-2.0
430 200 025 198 25 56
6.01.06
Freshwater Generator duced according to the curves for fixed pitch pro-
peller (FPP). Fig. 6.01.08.
If a freshwater generator is installed and is utilising
the heat in the jacket water cooling system, it should With reference to the above, the heat actually avail-
be noted that the actual available heat in the jacket able for a derated diesel engine may then be found
cooling water system is lower than indicated by the as follows:
heat dissipation figures valid for nominal MCR (L1)
given in the List of Capacities. This is because the 1. Engine power between optimised and specified
latter figures are used for dimensioning the jacket power
water cooler and hence incorporate a safety margin
which can be needed when the engine is operating For powers between specified MCR (M) and op-
under conditions such as, e.g. overload. Normally, timised power (O), the diagram Fig. 6.01.05 is to
this margin is 10% at nominal MCR. be used,i.e. giving the percentage correction
factor “qjw%” and hence
For a derated diesel engine, i.e. an engine having a q jw%
specified MCR (M) and/or an optimising point (O) Qjw = QL1 x x 0.9 (0.87) [1]
different from L1, the relative jacket water heat dissi- 100
pation for point M and O may be found, as previ-
ously described, by means of Fig. 6.01.05. 2. Engine power lower than optimised power
At part load operation, lower than optimised power, For powers lower than the optimised power, the
the actual jacket water heat dissipation will be re- value Qjw,O found for point O by means of the
above equation [1] is to be multiplied by the cor-
rection factor kp found in Fig. 6.01.08 and hence
Qjw = Qjw,O x kp [2]
where
Qjw = jacket water heat dissipation
QL1 = jacket water heat dissipation at nominal
MCR (L1)
qjw% = percentage correction factor from
Fig. 6.01.05
Qjw,O = jacket water heat dissipation at
optimised power (O), found by means of
equation [1]
kp = correction factor from Fig. 6.01.08
0.9 = factor for overload margin, tropical
ambient conditions
The heat dissipation is assumed to be more or less

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

ing water heat may be used provided that a special
temperature control system ensures that the jacket
178 89 66-5.0
cooling water temperature at the outlet from the
Fig. 6.01.08: Correction factor “kp” for jacket cooling engine does not fall below a certain level. Such a
water heat dissipation at part load, relative to heat
dissipation at optimised power
430 200 025 198 25 56
6.01.07
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 bypass 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 16 79-9.2
Fig. 6.01.09: Freshwater generators. Jacket cooling water heat recovery flow diagram
temperature control system may consist, e.g., of a When using a normal freshwater generator of the sin-
special by-pass pipe installed in the jacket cooling gle-effect vacuum evaporator type, the freshwater
water system, see Fig. 6.01.09, or a special built-in production may, for guidance, be estimated as 0.03
temperature control in the freshwater generator, t/24h per 1 kW heat, i.e.:
e.g., an automatic start/stop function, or similar. If
such a special temperature control is not applied, Mfw = 0.03 x Qjw t/24h [3]
we recommend limiting the heat utilised to maxi-
mum 50% of the heat actually available at specified where Mfw is the freshwater production in tons per 24
MCR, and only using the freshwater generator at en- hours and Qjw is to be stated in kW.
gine loads above 50%.
430 200 025 198 25 56
6.01.08
Example 2:
Freshwater production from a derated 6K90MC-C with MAN B&W turbocharger
Based on the engine ratings below, this example 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 being 80% of the optimised power.
6K90MC-C derated with fixed pitch propeller

Nominal MCR, PL1: 27,360 kW = 37,260 BHP (100.0%) 104.0 r/min (100.0%)
Specified MCR, PM: 21,888 kW = 29,808 BHP (80.0%) 93.6 r/min (90.0%)
Optimised power, PO: 20,465 kW = 27,870 BHP (74.8%) 91.5 r/min (88.0%)
Service rating, PS: 16,361 kW = 22,281 BHP (59.8%) 85.0 r/min (81.7%)
The expected available jacket cooling water heat at By means of equation [2], the heat dissipation in the
service rating is found as follows: service point (S) is found:
QL1 = 3,970 kW from “List of Capacities” Qjw = Qjw,O x kp = 2,901 x 0.85 = 2,466 kW
qjw% = 84.0% using 80.0% power and 90.0% kp = 0.85 using Ps% = 80% in Fig. 6.01.08
speed for the optimising point O in
Fig. 6.01.05 For the service point the corresponding expected
obtainable freshwater production from a freshwater
By means of equation [1], and using factor 0.87 for generator of the single-effect vacuum evaporator
actual ambient condition the heat dissipation in the type is then found from equation [3]:
optimising point (O) is found:
Mfw = 0.03 x Qjw = 0.03 x 2,466 = 74.0 t/24h
q jw%
Qjw,O = QL1 x x 0.87
100
84.0
= 3,970 x x 0.87 = 2,901 kW
100 178 87 05-4.0
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
TCW: actual 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
a) The optimising point of the engine (point O):
c) The continuous service rating of the engine
PO: power in kW (BHP) at optimising point (point S), valid for fixed pitch propeller or
nO: speed in r/min at optimising point controllable pitch propeller (constant engine speed)
PS: continuous service rating of engine,
in kW (BHP)
430 200 025 198 25 56
6.01.09
Calculation method a) Correction for choice of optimising point

When choosing an optimising point “O” other than
To enable the project engineer to estimate the ac- the nominal MCR point “L1”, the resulting changes
tual exhaust gas data at an arbitrary service rating, in specific exhaust gas amount and temperature are
the following method of calculation may be used. found by using as input in diagrams 6.01.11 and
M e x h :exhaust gas amount in kg/h, to be found 6.01.12 the corresponding percentage values (of L1)
for optimised power PO% and speed nO%.
Texh: exhaust gas temperature in °C, to be found
The partial calculations based on the above influenc- mO%: specific exhaust gas amount, in % of specific
ing factors have been summarised in equations [4] gas amount at nominal MCR (L1), see Fig.
and [5], see Fig. 6.01.10. 6.01.11.
DTO: change in exhaust gas temperature after
The partial calculations based on the influencing tur-bocharger relative to the L1 value, in °C,
factors are described in the following: see Fig. 6.01.12.
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:
178 30 58-0.0
Fig. 6.01.10: Summarising equations for exhaust gas amounts and temperatures
178 08 05-_.0 178 08 06-_.0
Fig. 6.01.11: Specific exhaust gas amount, mo% in % of Fig. 6.01.12: Change of exhaust gas temperature, DTo in
o
L1 value C after turbocharger relative to L1 value
430 200 025 198 25 56
6.01.10
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
optimising point (O), the correction factors stated in
the table in Fig. 6.01.13 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. 6.01.14.
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 59-2.1
Fig. 6.01.13: 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 = DpMx (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 60-2.1
Fig. 6.01.14: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
430 200 025 198 25 56
6.01.11
178 89 67-7.7 178 89 68-9.0
Fig. 6.01.15: Change of specific exhaust gas amount, Fig. 6.01.16: Change of exhaust gas temperature,
Dms% in % at part load DTs in °C at part load
c) Correction for engine load

Figs. 6.01.15 and 6.01.16 may be used, as guidance,
to determine the relative changes in the specific ex-
haust 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. 6.01.15.
DTS: change in exhaust gas temperature, in
°C, see Fig. 6.01.16.
430 200 025 198 25 56
6.01.12
Example 3:
Expected exhaust data for a derated 6K90MC-C with MAN B&W turbocharger
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate the
expected exhaust gas amount and temperature at service rating , and corrected to ISO conditions
The calculation is made for the service rating (S) of the diesel engine.
6K90MC-C derated with fixed pitch propeller:

Nominal MCR, PL1: 27,360 kW = 37,260 BHP (100.0%) 104.0 r/min (100.0%)
Specified MCR, PM: 21,888 kW = 29,808 BHP (80.0%) 93.6 r/min (90.0%)
Optimised power, PO: 20,465 kW = 27,870 BHP (74.8%) 91.5 r/min (88.0%)
Service rating, PS: 16,361 kW = 22,281 BHP (59.8%) 85.0 r/min (81.7%)
Reference conditions: By means of equations [6] and [7]:

DMamb% = - 0.41 x (20-25) – 0.03 x (1013-1000)
Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °C
+ 0.19 x (18-25) – 0.011 x (262-300) %
Scavenge air coolant temperature TCW . . . . . 18 °C
Barometric pressure pbar . . . . . . . . . . . . 1013 mbar DMamb% = + 0.75%
Exhaust gas back-pressure at specified MCR DTamb = 1.6 x (20- 25) + 0.01 x (1013-1000)
DpM . . . . . . . . . . . . . . . . . . . . . . . . . . 300 mm WC + 0.1 x (18-25) + 0.05 x (262-300) °C
a) Correction for choice of optimising point: DTamb = - 10.5 °C
20,465
PO% = x 100 = 74.8% c) Correction for the engine load:
27,360
91.5 Service rating = 80% of optimised power
nO% = x 100 = 88% By means of Figs. 6.01.15 and 6.01.16:
104
DmS% = + 3.2%
By means of Figs. 6.01.11 and 6.01.12: DTS = - 3.6 °C
mO% = 97.6 %
By means of equations [4] and [5], the final result is
DTO = - 8.9 °C found taking the exhaust gas flow ML1 and tempera-
ture TL1 from the “List of Capacities”:
b) Correction for ambient conditions and ML1 = 271,800 kg/h
back-pressure:
20,465 97.6 0.75
Mexh = 271,800 x x x (1 + )x
The back-pressure at the optimising point is found 27,360 100 100
by means of equation [8]:
3.2 80 0
ì 20,465 ü
2 (1 + )x x (1 + ) = 165,048 kg/h
DpO = 300 x í ý = 262 mm WC 100 100 100
î 21,888 þ
Mexh = 165,050 kg/h +/- 5%
430 200 025 198 25 56
6.01.13
The exhaust gas temperature:

TL1 = 235 °C
Texh = 235 – 8.9 – 10.5 – 3.6 = 212.0 °C
Texh = 212 °C -/+15 °C
Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may be con-
sidered as a service point where:
PM 21,888
PS% = x 100% = x 100% = 107.0%
PO 20,465
and for ISO ambient reference conditions, the corre-

sponding calculations will be as follows:
20,465 97.6 0.42

Mexh,M = 271,800 x x x (1 + )x
27,360 100 100
-0.1 107.0
(1 + )x = 212,992 kg/h
100 100
Mexh,M = 215,350 kg/h

Texh,M = 235 – 8.9 – 1.9 + 2.2 = 226.4 °C
Texh,M = 226.4 °C
The air consumption will be:

212,992 x 0.98 kg/h = 58.0 kg/sec
430 200 025 198 25 56
6.01.14
No. Symbol Symbol designation No. Symbol Symbol designation
1 General conventional symbols 2.17 Pipe going upwards
1.1 Pipe 2.18 Pipe going downwards
1.2 Pipe with indication of direction of flow 2.19 Orifice
1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps
1.4 Appliances 3.1 Valve, straight through
1.5 Indicating and measuring instruments 3.2 Valves, angle
2 Pipes and pipe joints 3.3 Valves, three way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through
2.6 Joint, screwed 3.9 Flap, angle
2.7 Joint, flanged 3.10 Reduction valve
2.8 Joint, sleeve 3.11 Safety valve
2.9 Joint, quick-releasing 3.12 Angle safety valve
2.10 Expansion joint with gland 3.13 Self-closing valve
2.11 Expansion pipe 3.14 Quick-opening valve
2.12 Cap nut 3.15 Quick-closing valve
2.13 Blank flange 3.16 Regulating valve
2.14 Spectacle flange 3.17 Kingston valve
2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)
2.16 Bulkhead crossing, non-watertight
Fig. 6.01.17a: Basic symbols for piping 178 30 61-4.1
430 200 025 198 25 56
6.01.15
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. 6.01.17b: Basic symbols for piping
430 200 025 198 25 56
6.01.16
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. 6.01.17c: Basic symbols for piping
430 200 025 198 25 56
6.01.17
6.02 Fuel Oil System
178 14 70-1.2
–––––– 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 The letters refer to the “List of flanges”
water max. 90 °C, min. 50 °C D shall have min. 50% larger area than d.
Fig. 6.02.01: Fuel oil system
Pressurised Fuel Oil System From the low pressure part of the fuel system the
fuel oil is led to an electrically-driven circulating
The system is so arranged that both diesel oil and pump (4 35 670), which pumps the fuel oil through a
heavy fuel oil can be used, see Fig. 6.02.01. heater (4 35 677) and a full flow filter (4 35 685) situ-
ated immediately before the inlet to the engine.
From the service tank the fuel is led to an electrically
driven supply pump (4 35 660) by means of which a To ensure ample filling of the fuel pumps, the capacity
pressure of approximately 4 bar can be maintained of the electrically-driven circulating pump is higher
in the low pressure part of the fuel circulating sys- than the amount of fuel consumed by the diesel engine.
tem, thus avoiding gasification of the fuel in the Surplus fuel oil is recirculated from the engine
venting box (4 35 690) in the temperature ranges through the venting box.
applied.
To ensure a constant fuel pressure to the fuel injection
The venting box is connected to the service tank via pumps during all engine loads, a spring loaded over-
an automatic deaerating valve (4 35 691), which will flow valve is inserted in the fuel oil system on the en-
release any gases present, but will retain liquids. gine, as shown on “Fuel oil pipes”, Fig.6.02.02.
435 600 025 198 25 57
6.02.01
178 34 84-4.1
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
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 8 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 25 57
6.02.02
178 34 85-6.0
The letters refer to the “List of flanges”
The pos. numbers refer to list of standard instruments
Fig. 6.02.03: Fuel oil drain pipes
The remote controlled quick-closing valve at inlet The umbrella type fuel oil pumps have an additional
“X” to the engine (Fig. 6.02.01) is required by MAN external leakage rate of fuel oil which, through “AD”.
B&W in order to be able to stop the engine immedi- is led back to the HFO setting. The flow rate is
ately, especially during quay and sea trials, in the approx, 0.75 I/cyl. h.
event that the other shut-down systems should fail.
This valve is yard’s supply and is to be situated as The drained clean oil will, of course, influence the
close as possible to the engine. If the fuel oil pipe “X” measured SFOC, but the oil is thus not wasted, and
at inlet to engine is made as a straight line immedi- the quantity is well within the measuring accuracy of
ately at the end of the engine, it will be necessary to the flowmeters normally used.
mount an expansion joint. If the connection is
made as indicated, with a bend immediately at the
end of the engine, no expansion joint is required.
The main purpose of the drain "AF" is to collect oil

from the various fuel oil pipes in the fuel oil system,
however when the cylinders are overhauled, some
inhibited cooling water may be drained to this tank,
which means that the oil drained to it is not neces-
sarily pure fuel oil.
435 600 025 198 25 57
6.02.03
Heating of drain pipe pipes heating” the drain pipes are heated by the
jacket cooling water outlet from the main engine,
Owing to the relatively high viscosity of the heavy whereas the HFO pipes as basic are heated by
fuel oil, it is recommended that the drain pipe and steam.
the tank are heated to min. 50 °C.
For external pipe connections, we prescribe the fol-
The drain pipe between engine and tank can be lowing maximum flow velocities:
heated by the jacket water, as shown in Figs.
6.02.01 and 6.02.04. Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
The size of the sludge tank is determined on the ba-
sis of the draining intervals, the classification soci- For arrangement common for main engine and aux-
ety rules, and on whether it may be vented directly to iliary engines from MAN B&W Holeby, please refer
the engine room. to our puplication:
This drained clean oil will, of course, influence the P.240: “Operation on Heavy Residual Fuels MAN
measured SFOC, but the oil is thus not wasted, and B&W Diesel Two-stroke Engines and MAN
the quantity is well within the measuring accuracy of B&W Diesel Four-stroke Holeby GenSets.”
the flowmeters normally used.
The publication is also availble at the Internet ad-
The drain arrangement from the fuel oil system and dress: www.manwbw.dk under “Libraries”, from
the cylinder lubricator is shown in Fig. 6.02.03 “Fuel where it can be downloaded.
oil drain pipes”. As shown in Fig. 6.02.04 “Fuel oil
178 30 77-1.0
The letters refer to “List of flanges”
Fig. 6.02.04: Fuel oil pipes, steam and jacket water heating: 4 35 110
435 600 025 198 25 57
6.02.04
Fuel oil pipe insulation, option: 4 35 121

Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests specified The flanges and valves are to be insulated by means
and approved by the respective classification soci- of removable pads. Flange and valve pads are made
ety and/or authorities. of glass cloth, minimum 400 g/m2, containing min-
eral wool stuffed to minimum 150 kg/m3.
The directions mentioned below include insulation
of hot pipes, flanges and valves with a surface tem- Thickness of the mats to be:
perature of the complete insulation of maximum 55 Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm
°C at a room temperature of maximum 38 °C. As for Fuel oil pipes and heating pipes together . . 30 mm
the choice of material and, if required, approval for
the specific purpose, reference is made to the re- The pads are to be fitted so that they overlap the
spective classification society. pipe insulating material by the pad thickness. At
flanged joints, insulating material on pipes should
not be fitted closer than corresponding to the mini-
Fuel oil pipes mum bolt length.
The pipes are to be insulated with 20 mm mineral

wool of minimum 150 kg/m3 and covered with glass Mounting
cloth of minimum 400 g/m2.
Mounting of the insulation is to be carried out in ac-
cordance with the supplier’s instructions.
Fuel oil pipes and heating pipes together
Two or more pipes can be insulated with 30 mm

wired mats of mineral wool of minimum 150 kg/m3
covered with glass cloth of minimum 400 g/m2.
178 30 70-9.1
Fig. 6.02.05: Fuel oil pipes heat, insulation, option: 4 35 121
435 600 025 198 25 57
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
Density at 15°C kg/m < 991*
for diesel engines, third edition 1990, in which the
maximum acceptable grades are RMH 55 and K55. Kinematic viscosity
at 100 °C cSt < 55
The above-mentioned ISO and BS standards super-
at 50 °C cSt < 700
sede BSMA 100 in which the limit was M9.
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 Carbon residue % mass < 22
on board cleaning.
Ash % mass < 0.15
In order to ensure effective and sufficient cleaning of Total sediment after ageing % mass < 0.10
the HFO i.e. removal of water and solid contami- Water % volume < 1.0
nants – the fuel oil specific gravity at 15 °C (60 °F) Sulphur % mass < 5.0
should be below 0.991.
Vanadium mg/kg < 600
Higher densities can be allowed if special treatment Aluminum + Silicon mg/kg < 80
systems are installed.
*) May be increased to 1.010 provided adequate
Current analysis information is not sufficient for esti- cleaning equipment is installed, i.e. modern type of
mating the combustion properties of the oil. This centrifuges.
means that service results depend on oil properties
which cannot be known beforehand. This especially
applies to the tendency of the oil to form deposits in If heavy fuel oils with analysis data exceeding the
combustion chambers, gas passages and turbines. above figures are to be used, especially with regard
It may, therefore, be necessary to rule out some oils to viscosity and specific gravity, the engine builder
that cause difficulties. should be contacted for advice regarding possible
fuel oil system changes.
435 600 025 198 25 57
6.02.06
Components for fuel oil system A centrifuge for Marine Diesel Oil (MDO) is not a
(See Fig. 6.02.01) must, but if it is decided to install one on board, the
capacity should be based on the above recommen-
dation, or it should be a centrifuge of the same size
Fuel oil centrifuges as that for lubricating oil.
The manual cleaning type of centrifuges are not to The Nominal MCR is used to determine the total
be recommended, neither for attended machinery installed capacity. Any derating can be taken into
spaces (AMS) nor for unattended machinery spaces consideration in border-line cases where the centri-
(UMS). Centrifuges must be self-cleaning, either fuge that is one step smaller is able to cover Spec-
with total discharge or with partial discharge. ified MCR.
Distinction must be made between installations for:

Fuel oil supply pump (4 35 660)
• Specific gravities < 0.991 (corresponding to ISO
8217 and British Standard 6843 from RMA to This is to be of the screw wheel or gear wheel type.
RMH, and CIMAC from A to H-grades
Fuel oil viscosity, specified . up to 700 cSt at 50 °C
• Specific gravities > 0.991 and (corresponding to Fuel oil viscosity maximum . . . . . . . . . . . 1000 cSt
CIMAC K-grades). Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
Delivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 bar
For the latter specific gravities, the manufacturers Working temperature . . . . . . . . . . . . . . . . . 100 °C
have developed special types of centrifuges, e.g.:
The capacity is to be fulfilled with a tolerance of:
Alfa-Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap -0% +15% and shall also be able to cover the back
Westfalia. . . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol flushing, see “Fuel oil filter”.
Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II
The centrifuge should be able to treat approximately Fuel oil circulating pump (4 35 670)
the following quantity of oil:
This is to be of the screw or gear wheel type.
0.27 l/kWh = 0.20 l/BHPh
Fuel oil viscosity, specified . up to 700 cSt at 50 °C
This figure includes a margin for: Fuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cSt
Fuel oil viscosity maximum. . . . . . . . . . . . 1000 cSt
• Water content in fuel oil Fuel oil flow . . . . . . . . . . . . see “List of capacities”
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
• Possible sludge, ash and other impurities in the Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
fuel oil Working temperature . . . . . . . . . . . . . . . . . . 150 °C
• Increased fuel oil consumption, in connection with The capacity is to be fulfilled with a tolerance of:
other conditions than ISO. standard condition - 0% + 15% and shall also be able to cover the
back-flushing see “Fuel oil filter”.
• Purifier service for cleaning and maintenance.
Pump head is based on a total pressure drop in filter
The size of the centrifuge has to be chosen accord- and preheater of maximum 1.5 bar.
ing to the supplier’s table valid for the selected vis-
cosity of the Heavy Fuel Oil. Normally, two centri-
fuges are installed for Heavy Fuel Oil (HFO), each
with adequate capacity to comply with the above
recommendation.
435 600 025 198 25 57
6.02.07
178 06 28-0.1
Fig. 6.02.06: Fuel oil heating chart
Fuel oil heater (4 35 677)
The heater is to be of the tube or plate heat ex- Fuel oil viscosity specified . . . . up to 700 cSt at 50 °C
changer type. Fuel oil flow. . . . . . . . . . . . . . . . . . . . .see capacity of
fuel oil circulating pump
The required heating temperature for different oil Pump head . . . . . . . . . . . . . . see “List of capacities”
viscosities will appear from the “Fuel oil heating Pressure drop on fuel oil side. . . . . . . maximum 1 bar
chart”. The chart is based on information from oil Working pressure . . . . . . . . . . . . . . . . . . . . . . 10 bar
suppliers regarding typical marine fuels with viscos- Fuel oil inlet temperature, . . . . . . . . . . approx. 100 °C
ity index 70-80. Fuel oil outlet temperature . . . . . . . . . . . . . . . 150 °C
Steam supply, saturated . . . . . . . . . . . . . . 7 bar abs.
Since the viscosity after the heater is the controlled
parameter, the heating temperature may vary, de-
pending on the viscosity and viscosity index of the To maintain a correct and constant viscosity of the
fuel. fuel oil at the inlet to the main engine, the steam sup-
ply shall be automatically controlled, usually based
Recommended viscosity meter setting is 10-15 cSt. on a pneumatic or an electrically controlled system.
435 600 025 198 25 57
6.02.08
Fuel oil filter (4 35 685)
The filter can be of the manually cleaned duplex type

or an automatic filter with a manually cleaned
by-pass filter.
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 fil-

ter is installed, it should be noted that in order to ac-
tivate 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
178 38 39-3.2
pump capacity should be adequate for this pur-
pose, too. Fig. 6.02.07: Fuel oil venting box
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- Flow m3/h Dimensions in mm
wood I/100 °F. Q (max.)* D1 D2 D3 D5 H1 H2 H3 H4 H5
1.3 150 32 15 25 100 600 171.3 1000 550
2.1 150 40 15 42 100 600 171.3 1000 550
Fuel oil flow . . . . . . . . . . . . see “List of capacities” 5.0 200 65 15 50 100 600 171.3 1000 550
Working pressure. . . . . . . . . . . . . . . . . . . . . 10 bar 8.4 400 80 15 100 150 1200 333.5 1800 1100
Test pressure . . . . . . . . . . . according to class rule 11.5 400 90 15 100 150 1200 333.5 1800 1100
Absolute fineness . . . . . . . . . . . . . . . . . . . . . 50 m 19.5 400 125 15 100 150 1200 333.5 1800 1100
Working temperature . . . . . . . . . maximum 150 °C 29.4 500 150 15 125 150 1500 402.4 2150 1350
Oil viscosity at working temperature . . . . . . 15 cSt 43.0 500 200 15 125 150 1500 402.4 2150 1350
178 89 06-7.0
Pressure drop at clean filter . . . . maximum 0.3 bar * The actual maximum flow of the fuel oil circulation pump
Filter to be cleaned
at a pressure drop at . . . . . . . . . maximum 0.5 bar Fuel oil venting box (4 35 690)
Note: The design is shown on “Fuel oil venting box”, see

Absolute fineness corresponds to a nominal fine- Fig. 6.02.07.
ness of approximately 30 mm at a retaining rate of
90%. The systems fitted onto the main engine are shown on:
“Fuel oil pipes"
The filter housing shall be fitted with a steam jacket “Fuel oil drain pipes"
for heat tracing. “Fuel oil pipes, steam and jacket water tracing” and
“Fuel oil pipes, insulation”
435 600 025 198 25 57
6.02.09
Modular units The unit is available in the following sizes:
The pressurised fuel oil system is preferable when Units

operating the diesel engine on high viscosity fuels. 60 Hz 50 Hz
When using high viscosity fuel requiring a heating Engine type
3 x 440 V 3 x 380 V
temperature above 100 °C, there is a risk of boiling
6K90MC-C F - 11.2 - 8.1 - 6 F - 12.6 - 8.6 - 5
and foaming if an open return pipe is used, espe-
cially if moisture is present in the fuel. 7K90MC-C F - 15.6 - 8.1 - 6 F - 12.6 - 8.6 - 5
8K90MC-C F - 15.6 - 11.7 - 6 F - 18.4 - 13.5 - 5
The pressurised system can be delivered as a 9K90MC-C F - 22.5 - 11.7 - 6 F - 18.4 - 13.5 - 5
mo-dular unit including wiring, piping, valves and in- 10K90MC-C F - 22.5 - 11.7 - 6 F - 18.4 - 13.5 - 5
struments, see Fig. 6.02.08 below.
11K90MC-C F - 22.5 - 16.4 - 6 F - 24.4 - 13.5 - 5
The fuel oil supply unit is tested and ready for ser- 12K90MC-C F - 22.5 - 16.4 - 6 F - 24.4 - 13.5 - 5
178 89 07-9.0
vice supply connections.
F – 7.9 – 5.2 – 6
5 = 50 Hz, 3 x 380V
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
178 30 73-4.0
Fig. 6.02.08 Fuel oil supply unit, MAN B&W Diesel /C.C Jensen, option: 4 35 610
435 600 025 198 25 57
6.02.10
6.03 Uni-lubricating Oil System
178 34 46-2.0

* Venting for MAN B&W or Mitsubishi turbochargers only
Fig. 6.03.01: Lubricating and cooling oil system
Since mid 1995 we have introduced as standard, Separate inlet “AA” and outlet “AB” are fitted for the
the so called “umbrella” type of fuel pump for which lubrication of the turbocharger(s), see Figs. 6.03.01
reason a separate camshaft lube oil system is no and 6.03.03.
longer necessary.
The engine crankcase is vented through “AR” by a
As a consequence the uni-lubricating oil system pipe which extends directly to the deck. This pipe has
supplies lubricating oil through inlet “RU”, to the en- a drain arrangement so that oil condensed in the pipe
gine bearings and cooling oil to the pistons etc., and can be led to a drain tank, see details in Fig. 6.03.06.
lubricating oil to the camshaft and to the exhaust Drains from the engine bedplate “AE” are fitted on
valve actuators trough “Y”. both sides, see Fig. 6.03.07 “Bedplate drain pipes”.
440 600 025 198 25 58
6.03.01
178 31 06-8.2

The pos. numbers refer to “List of instruments”
Fig. 6.03.02a: Lubricating and cooling oil pipes
178 31 07-2.1
Fig. 6.03.02b: Lubricating oil pipes for camshaft and exhaust valve actuator
440 600 025 198 25 58
6.03.02
178 47 98-9.0 178 47 99-0.0
Fig. 6.03.03a: Separate inlet and outlet for lube oil pipes Fig. 6.03.03b: Separate inlet and outlet for lube oil pipes
for MAN B&W turbocharger type NA/S, option: 4 40 140 for MAN B&W turbocharger type NA/T, option: 4 40 140
178 45 00-6.0 178 38 67-9.1
Fig. 6.03.03c: Separate inlet and outlet for lube oil pipes for Fig. 6.03.03d: Separate inlet and outlet for lube oil pipes
ABB turbocharger type TPL, option: 4 40 140 for Mitsubishi turbocharger type MET, option 4 40 140
440 600 025 198 25 58
6.03.03
The engine crankcase is vented through “AR” by a Lubricating oil centrifuges

pipe which extends directly to the deck. This pipe has
a drain arrangement so that oil condensed in the pipe Manual cleaning centrifuges can only be used for at-
can be led to a drain tank, see details in Fig. 6.03.07. tended machinery spaces (AMS). For unattended
Drains from the engine bedplate “AE” are fitted on machinery spaces (UMS), automatic centrifuges with
both sides, see Fig. 6.03.09 “Bedplate drain pipes”. total discharge or partial discharge are to be used.
Lubricating oil is pumped from a bottom tank, by The nominal capacity of the centrifuge is to be accord-
means of the main lubricating oil pump (4 40 601), to ing to the supplier’s recommendation for lubricating
the lubricating oil cooler (4 40 605), a thermostatic oil, based on the figures:
valve (4 40 610) and, through a full-flow filter (4 40 615),
to the engine, where it is distributed to pistons and 0.136 litres/kWh = 0.1 litres/BHPh
bearings.
The Nominal MCR is used as the total installed ef-
The major part of the oil is divided between piston fect.
cooling and crosshead lubrication.
From the engine, the oil collects in the oil pan, from List of lubricating oils
where it is drained off to the bottom tank, see Fig.
6.03.06 “Lubricating oil tank, with cofferdam”. The circulating oil (Lubricating and cooling oil) must
be a rust and oxidation inhibited engine oil, of SAE
For external pipe connections, we prescribe a maxi- 30 viscosity grade.
mum oil velocity of 1.8 m/s.
In order to keep the crankcase and piston cooling
The MAN B&W, ABB type TPL and Mitsubishi turbo- space clean of deposits, the oils should have ade-
chargers are lubricated from the main engine system quate dispersion and detergent properties.
through the separate inlet “AA”, see Fig. 6.03.03a, b, c
and d “Turbocharger lubricating oil pipes”, “AB” being Alkaline circulating oils are generally superior in this
the lubricating oil outlet from the turbocharger to the lu- respect.
bricating oil bottom tank and it is vented through “E”
directly to the deck. The oils listed have all given satisfactory service in
MAN B&W engine installations:
Circulating oil
Company
SAE 30/TBN 5-10
Elf-Lub. Atlanta Marine D3005
BP Energol OE-HT-30
Castrol Marine CDX-30
Chevron Veritas 800 Marine
Exxon Exxmar XA
Fina Alcano 308
Mobil Mobilgard 300
Shell Melina 30/30S
Texaco Doro AR 30
Also other brands have been used with satisfactory

results.
440 600 025 198 25 58
6.03.04
Components for lube oil system inlet to the engine at full normal load conditions. It
should be possible to fully open the valve, e.g. when
starting the engine with cold oil.
Lubricating oil pump (4 40 601)
It is recommended to install a 25 mm valve (pos. 006)
The lubricating oil pump can be of the screw wheel, with a hose connection after the main lubricating oil
or the centrifugal type: pumps, for checking the cleanliness of the lubricating
oil system during the flushing procedure. The valve is
Lubricating oil viscosity, specified 75 cSt at 50 °C to be located on the underside of a horizontal pipe just
Lubricating oil viscosity,. . . . . maximum 400 cSt after the discharge from the lubricating oil pumps.
Lubricating oil flow . . . . . . see “List of capacities”
Design pump head . . . . . . . . . . . . . . . . . . . 4.5 bar
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 4.5 bar Lubricating oil cooler (4 40 605)
Max. working temperature . . . . . . . . . . . . . . 60 °C
The lubricating oil cooler is to be of the shell and tube
400 cSt is specified, as it is normal practice when type made of seawater resistant material, or a plate
starting on cold oil, to partly open the bypass type heat exchanger with plate material of titanium,
valves of the lubricating oil pumps, so as to reduce unless freshwater is used in a central cooling system.
the electric power requirements for the pumps.
Lubricating oil viscosity,
The pump head is based on the following: specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °C
Lubricating oil flow . . . . . . . see “List of capacities”
Lubricating oil inlet pressure to the engine Heat dissipation . . . . . . . . . see “List of capacities”
at 1800 mm above crankshaft . . . . . . . . . . . 2.6 bar Lubricating oil temperature,
Pressure drop of cooler . . . . . . . . . . . . . . . . 0.5 bar outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 °C
Pressure drop of filter . . . . . . . . . . . . . . . . . 0.5 bar Pressure drop on oil side . . . . . . maximum 0.5 bar
Pressure drop of temperature control valve 0.3 bar Cooling water flow . . . . . . . see “List of capacities”
Pressure drop of oil pipe lines . . . . . . . . . . . 0.2 bar Cooling water temperature at inlet,
Vertical distance from the tank bottom seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C
to the centre of the crankshaft. . . . . . . . . . . . 4.1 m freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C
Pressure drop on water side. . . . maximum 0.2 bar
The flow capacity is to be within a tolerance of:
0 +12%. The lubricating oil flow capacity is to be within a tol-
erance of: 0 to + 12%.
The pump head is based on a total pressure drop
across cooler and filter of maximum 1 bar. The cooling water flow capacity is to be within a tol-
erance of: 0% +10%.
The by-pass valve, shown between the main lubricat-
ing oil pumps, may be omitted in cases where the To ensure the correct functioning of the lubricating
pumps have a built-in by-pass or if centrifugal pumps oil cooler, we recommend that the seawater tem-
are used. perature is regulated so that it will not be lower than
10 °C.
If centrifugal pumps are used, it is recommended to
install an orifice at position “005”, its function being to The pressure drop may be larger, depending on the
prevent an excessive oil level in the oil pan, if the cen- actual cooler design.
trifugal pump is supplying too much oil to the engine.
During trials, the valve should be adjusted by means 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 the
440 600 025 198 25 58
6.03.05
Lubricating oil temperature control valve than the pump pressure specified. Therefore, the
(4 40 610) pump capacity should be adequate for this pur-
pose, too.
The temperature control system can, by means of a three-
way valve unit, by-pass the cooler totally or partly.
Lubricating oil booster pump for camshaft and
Lubricating oil viscosity, exhaust valve actuators (4 41 624)
specified . . . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °C
Lubricating oil flow . . . . . . . . . . . “see List of capacities” The lubricating oil boster pump can be of the screw wheel,
Temperature range, inlet to engine . . . . . . . . . . 40-45 °C the gear wheel, or the centrifugal type:
Lubricating oil viscosity, specified . . . . . . 75 cSt at 50 °C

Lubricating oil full flow filter (4 40 615) Lubricating oil viscosity, . . . . . . . . . . . maximum 400 cSt
Lubricating oil flow . . . . . . . . . . . see “List of capacities”
Lubricating oil flow . . . . . . . . . . . see “List of capacities” Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 bar
Working pressure . . . . . . . . . . . . . . . . . . . . . . . 4.5 bar Working temperature . . . . . . . . . . . . . . . . . . . . . 60 °C
Test pressure . . . . . . . . . . . . . . according to class rules
Absolute fineness . . . . . . . . . . . . . . . . . . . . . . 50 m * The flow capacity is to be within a tolerance of:
Working temperature . . . . . . . . . . . approximately 45 °C 0 to+12%.
Oil viscosity at working temperature. . . . . . . . 90-100 cSt
Pressure drop with clean filter . . . . . . . maximum 0.2 bar
Filter to be cleaned Flushing of lube oil system
at a pressure drop . . . . . . . . . . . . . . . maximum 0.5 bar
Before starting the engine for the first time, the lubri-
* The absolute fineness corresponds to a nominal cating oil system on board has to be cleaned in ac-
fineness of approximately 25 m at a retaining rate of cordance with MAN B&W’s recommendations:
90% “Flushing of Main Lubricating Oil System”, which is
available on request.
The flow capacity is to be within a tolerance of:
0 to 12%.
The full-flow filter is to be located as close as possible to the

main engine. 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 pressure drop across the filter of maxi-
mum 0.2 bar (clean filter).
If a filter with back-flushing arrangement is installed,

the following should be noted:
• The required oil flow, specified in the “List of ca-

pacities” should be increased by the amount of oil
used for the back-flushing, so that the lubricating
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 acti-
vate the cleaning process, certain makes of filter re-
quire a greater oil pressure at the inlet to the filter
440 600 025 198 25 58
6.03.06
A protecting ring position 1.-4 is to be installed if re- In the vertical direction it is secured by means of
quired, by class rules, and is placed loose on the screws position 4 so as to prevent wear of the rubber
tanktop and guided by the hole in the flange. plate.
178 07 41-6.0
Fig. 6.03.04: Lubricating oil outlet
440 600 025 198 25 58
6.03.07
178 20 21-4.0
Note:
When calculating the tank heights, allowance has not lowing conditions and the angles of inclination in de-
been made for the possibility that part of the oil quantity grees are:
from the system outside the engine may, when he pumps
are stopped, be returned to the bottom tank. If the system Athwartships Fore and aft
outside the engine is so executed, that a part of the oil Static Dynamic Static Dynamic
quantity is drained back to the tank when the pumps are 15 22.5 5 7.5
stopped, the height of the bottom tank indicated on the
drawing is to be increased to include this additional quan- Minimum lubricating oil bottom tank volume are following:
tity. If space is limited other proposals are possible. 6 cylinder 7 cylinder 8 cylinder
33.8 m3 40.8 m3 49.1 m3
* Based on 50 mm thickness of supporting chocks
9 cylinder 10 cylinder 11 cylinder 12 cylinder
55.8 m3 61.2 m3 67.3 m3 73.9 m3
The lubricating oil bottom tank complies with the rules
of the classification socities by operation under the fol
Cylinder Drain at
D0 D1 D3 H0 H1 H2 H3 W L OL Qm3
No. cylinder No.
6 2-5 350 475 250 1255 475 95 600 700 10400 1155 33.8
7 2-4-6 375 550 275 1310 550 110 600 700 12000 1210 40.8
8 2-5-7 425 600 300 1385 600 110 600 700 13600 1285 49.1
9 2-5-7-9 450 650 325 1470 650 120 600 800 16800 1370 64.7
10 2-4-7-10 450 650 325 1520 650 120 600 800 18400 1420 73.4
11 2-5-8-11 475 700 350 1595 700 130 700 900 20000 1495 84.0
12 2-5-8-11 500 700 350 1655 700 130 700 900 21600 1555 94.4
178 89 69-0.0
Fig. 6.03.05: Lubricating oil tank, with cofferdam
440 600 025 198 25 58
6.03.08
The letters refer to “List of flanges” 178 33 34-7.0
Fig.6.03.06: Crankcase venting
178 44 47-9.0
Fig. 6.03.07: Bedplate drain pipes
440 600 025 198 25 58
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
Mobil Mobilgard 570
178 06 14-7.3 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 of the electronic type results.
(4 42 140) or of the mechanical type driven by the
engine, option: 4 42 111. The cylinder lube oil is sup-
plied from a gravity-feed cylinder oil service tank, Cylinder Oil Feed Rate (Dosage)
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 owner’s and yard’s requirements, and it is nor- types, as well as today’s 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. 0.8–1.8 g/kWh
0.6–1.35 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, ìnp ü 2
regardless of the sulphur content. second power of the speed: Q p = Q x í ý
înþ
442 066 025 198 25 59
6.04.01
178 46 55-2.2
Fig. 6.04.02: Electronic Alpha cylinder lubricating oil system
Electronic Alpha Cylinder The whole system is controlled by the Master Con-
Lubrication System trol Unit (MCU) which calculates the injection fre-
quency on the basis of the engine-speed signal
The electronic Alpha cylinder lubrication system, given by the tacho signal (ZE) and the fuel index.
(4 42 105) Fig. 6.04.02, is designed to supply cylin-
der oil intermittently, e.g. every four engine revolu- The MCU is equipped with a Backup Control Unit
tions, at a constant pressure and with electronically (BCU) which, if the MCU malfunctions, activates an
controlled timing and dosage at a defined position. 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. 6.04.03. 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. 6.04.04 shows the wiring diagram of the elec-

tronic Alpha cylinder lubricator.
442 066 025 198 25 59
6.04.02
178 46 30-0.2
Fig. 6.04.03: 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 The DU can be delivered separately for mounting in
• MCU – Common alarm the engine control room (4 42 655).
• BCU – Unit in control
• BCU – Unit failure
• BCU – Power failure
• SBU – Failure
442 066 025 198 25 59
6.04.03
178 46 54-0.1
Fig. 6.04.04: Wiring diagram for electronic Alpha cylinder lubricator
442 066 025 198 25 59
6.04.04

178 31 21-4.1 178 45 03-1.0
Fig. 6.04.05: Cylinder lubricating oil pipes

Fig. 6.04.06: Load change dependent lubricator
Mechanical Cylinder Lubricators

Option: 4 42 111
The “speed dependent” as well as the “mep de-
Each cylinder liner has a number of lubricating ori- pendent” lubricator is equipped with a “Load
fices (quills), through which the cylinder oil is intro- Change Dependent” system, option: 42 120, such
duced into the cylinders, see Fig. 6.04.05. The oil is that the cylinder feed oil rate is automatically in-
delivered into the cylinder via non-return valves, creased during starting, manoeuvring and, prefera-
when the piston rings during the upward stroke bly, during sudden load changes, see Fig. 6.04.06.
pass the lubricating orifices.
The signal for the “load change dependent” system
The mechanical cylinder lubricators are mounted on comes from the electronic governor.
the roller guide housings, and are interconnected
with drive shafts. The lubricators have a built-in ca-
pability for adjustment of the oil quantity. They are of
the “Sight Feed Lubricator” type and are provided
with a sight glass for each lubricating point.
The lubricators in Fig. 6.04.07 are fitted with:
• Electrical heating coils

• Low flow and low level alarms.
The lubricator will, in the basic “Speed Dependent”
design, option: 4 42 111, pump a fixed amount of oil
to the cylinders for each engine revolution.
442 066 025 198 25 59
6.04.05
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
178 10 83-1.1
Fig. 6.04.07a: Electrical diagram, mechanical cylinder lubricator
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
All cables and cable connections to be yard’s supply

One 55 watt lubricator with eight glasses per cylinder.
Power supply according to ship’s monophase 110 V or 220 V.
Heater ensures oil temperature of approximately 40-50 °C
No flow and low level alarms, for cylinder lubricators
178 36 47-5.1
Fig. 6.04.07b: Electrical diagram, mechanical cylinder lubricator
442 066 025 198 25 59
6.04.06
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 46 17-0.0
Fig. 6.05.01a: Stuffing box drain oil system

178 17 14-7.0
Fig. 6.05.01b: Optional stuffing box drain oil system
443 600 003 198 25 60
6.05.01
Piston rod lub oil pump and filter unit
Minimum capacity of tanks Capacity of pump

C.J.C. Filter option 4 43 640
No. of cylinders Tank 001 Tank 002
004 at 2 bar
m3 m3 m3/h
6- 9 1 x HDU 427/54 0.6 0.7 0.2
10 – 12 1 x HDU 427/81 or
0.9 1.0 0.3
1 x HDU 327/108
178 30 84-2.1
Fig. 6.05.02: Capacities of cleaning system, stuffing box drain
The filter unit consisting of a pump and a fine filter

No. of 3 x 440 volts 3 x 380 volts
(option: 4 43 640) could be of make C.C. Jensen
cylinders 60 Hz 50 Hz
A/S, Denmark. The fine filter cartridge is made of
cellulose fibres and will retain small carbon particles 6-9 PR – 0.2 – 6 PR – 0.2 – 5
etc. with relatively low density, which are not re-
10 - 12 PR – 0.3 – 6 PR – 0.3 – 5
moved by centrifuging
178 30 85-4.1
Fig. 6.05.03: Types of piston rod units

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02
Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar
Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 m
Working temperature . . . . . . . . . . . . . . . . . . . 50 °C
Oil viscosity at working temperature . . . . . . 75 cSt
Pressure drop at clean filter . . . . maximum 0.6 bar
Filter cartridge . . . maximum pressure drop 1.8 bar

Fig. 6.05.04: Stuffing box, drain pipes
443 600 003 198 25 60
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&W Diesel/C. C. Jensen, option: 4 43 610
443 600 003 198 25 60
6.05.03
6.06 Cooling Water Systems
The water cooling can be arranged in several config-

urations, the most common system choice being:
• A seawater cooling system • A central cooling water system,

and a jacket cooling water system option: 4 45 111 with three circuits:
a seawater system
a low temperature freshwater system
a jacket cooling water system
The advantages of the seawater cooling system are The advantages of the central cooling system are:
mainly related to first cost, viz:
• Only one heat exchanger cooled by seawater,
• Only two sets of cooling water pumps and thus, only one exchanger to be overhauled
(seawater and jacket water)
• All other heat exchangers are freshwater cooled
• Simple installation with few piping systems. and can, therefore, be made of a less expensive
material
Whereas the disadvantages are:
• Few non-corrosive pipes to be installed
• Seawater to all coolers and thereby higher main-
tenance cost • Reduced maintenance of coolers and components
• Expensive seawater piping of non-corrosive materi- • Increased heat utilisation.

als such as galvanised steel pipes or Cu-Ni pipes.
whereas the disadvantages are:
• Three sets of cooling water pumps (seawater,

freshwater low temperature, and jacket water
high temperature)
• Higher first cost.
An arrangement common for the main engine and

MAN B&W Holeby auxiliary engines is available on
request.
For further information about common cooling water

system for main engines and auxiliary engines please
refer to our publication:
P. 281: "Uni-concept Auxiliary Systems for Two-stroke

Main Engine and Four-stroke Auxiliary
Engines."
The publication is also available at the internet ad-

dress: www.manbw.dk under "Libraries", from
where it can be downloaded.
445 600 025 198 25 61
6.06.01

178 17 23-1.1
Fig. 6.06.01: Seawater cooling system
Seawater Cooling System The inter-related positioning of the coolers in the

system serves to achieve:
The seawater cooling system is used for cooling, the
main engine lubricating oil cooler (4 40 605), the • The lowest possible cooling water inlet tempera-
jacket water cooler (4 46 620) and the scavenge air ture to the lubricating oil cooler in order to obtain
cooler (4 54 150). the cheapest cooler. On the other hand, in order
to prevent the lubricating oil from stiffening in cold
The lubricating oil cooler for a PTO step-up gear should services, the inlet cooling water temperature should
be connected in parallel with the other coolers.The ca- not be lower than 10 °C
pacity of the SW pump (4 45 601) is based on the out-
let temperature of the SW being maximum 50 °C after • The lowest possible cooling water inlet tempera-
passing through the coolers – with an inlet temperature ture to the scavenge air cooler, in order to keep
of maximum 32 °C (tropical conditions), i.e. a maxi- the fuel oil consumption as low as possible.
mum temperature increase of 18 °C.
The piping delivered with and fitted onto the en-
The valves located in the system fitted to adjust the gine is, for your guidance shown on Fig.
distribution of cooling water flow are to be provided 6.06.02.
with graduated scales.
445 600 025 198 25 61
6.06.02

The pos. numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine
Fig. 6.06.02: Cooling water pipes, air cooler, two turbochargers
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
Lube. 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 section 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
pump’s 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 25 61
6.06.03
178 12 41-3.2
Fig. 6.06.03: Jacket cooling water system
Jacket Cooling Water System The freshwater generator, if installed, may be con-
nected to the seawater system if the generator does
The jacket cooling water system, shown in Fig. not have a separate cooling water pump. The gener-
6.06.03, is used for cooling the cylinder liners, cylinder ator must be coupled in and out slowly over a period
covers and exhaust valves of the main engine and of at least 3 minutes.
heating of the fuel oil drain pipes.
For external pipe connections, we prescribe the fol-
The jacket water pump (4 46 601) draws water from the lowing maximum water velocities:
jacket water cooler outlet and delivers it to the engine.
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
At the inlet to the jacket water cooler there is a ther- Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
mostatically controlled regulating valve (4 46 610),
with a sensor at the engine cooling water outlet,
which keeps the main engine cooling water outlet at Freshwater system treatment
a temperature of 80 °C.
The engine jacket water must be carefully treated,
It is recommended to install a preheater if preheat- maintained and monitored so as to avoid corrosion,
ing is not available from the auxiliary engines jacket corrosion fatigue, cavitation and scale formation.
cooling water system.
MAN B&W’s recommendations about the fresh-
The venting pipe in the expansion tank should end water system de-greasing, descaling and treatment
just below the lowest water level, and the expansion by inhibitors are available on request.
tank must be located at least 5 m above the engine
cooling water outlet pipe.
445 600 025 198 25 61
6.06.04
178 46 18-2.0
Fig. 6.06.04a: Jacket water cooling pipes MAN B&W turbochargers
178 46 20-4.0
Fig. 6.06.04b: Jacket water cooling pipes ABB turbochargers, type VTR
The letters refer to

“List of flanges”
The pos. numbers refer to
“List of instruments”
The piping is delivered with
and fitted onto the engine
178 46 19-4.0
Fig. 6.06.04c: Jacket water cooling pipes MHI turbochargers and ABB turbochargers, type TPL
445 600 025 198 25 61
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
pump should be electrically interlocked to avoid the
The capacity must be met at a tolerance of 0% to risk of simultaneous operation.
+10%.
The preheater capacity depends on the required
The stated capacities cover the main engine only. preheating time and the required temperature in-
The pump head of the pumps is to be determined crease of the engine jacket water. The temperature
based on the total actual pressure drop across the and time relationships are shown in Fig. 6.06.05.
cooling water system.
In general, a temperature increase of about 35 °C
(from 15 °C to 50 °C) is required, and a preheating
Freshwater generator (4 46 660) time of 12 hours requires a preheater capacity of
about 1% of the enigne’s nominal MCR power.
If a generator is installed in the ship for production of
freshwater by utilising the heat in the jacket water
cooling system it should be noted that the actual Deaerating tank (4 46 640)
available heat in the jacket water system is lower
than indicated by the heat dissipation figures given Design and dimensions are shown on Fig. 6.06.06
in the “List of capacities.” This is because the latter “Deaerating tank” and the corresponding alarm de-
figures are used for dimensioning the jacket water vice (4 46 645) is shown on Fig. 6.06.07 “Deaerating
cooler and hence incorporate a safety margin which tank, alarm device”.
can be needed when the engine is operating under
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 The total expansion tank volume has to be approxi-
specified MCR for a derated diesel engine is stated mate 10% of the total jacket cooling water amount
in section 6.01 “List of capacities”. in the system.
As a guideline, the volume of the expansion tanks

Jacket water thermostatic valve (4 46 610) for main engine output are:
The temperature control system can be equipped Above 15,000 kW. . . . . . . . . . . . . . . . . . . . 1.25 m3
with a three-way valve mounted as a diverting valve,
which by-pass all or part of the jacket water around
the jacket water cooler.
445 600 025 198 25 61
6.06.06
Temperature at start of engine

In order to protect the engine, some minimum tem-
perature restrictions have to be considered before
starting the engine and, in order to avoid corrosive
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.
Start of cold engine
In exceptional circumstances where it is not possi-

ble to comply with the abovementioned recommen-
dation, a minimum of 20 °C can be accepted before
the engine is started and run up slowly to 90% of
specified MCR speed. 178 16 63-1.0
However, before exceeding 90% specified MCR Fig. 6.06.05: Jacket water preheater
speed, a minimum engine temperature of 50 °C
should be obtained and, increased slowly – i.e. over Preheating of diesel engine
a period of least 30 minutes.
The time period required for increasing the jacket Preheating during standstill periods
water temperature from 20 °C to 50 °C will depend
on the amount of water in the jacket cooling water During short stays in port (i.e. less than 4-5 days), it
system, and the engine load. is recommended that the engine is kept preheated,
the purpose being to prevent temperature variation
Note: in the engine structure and corresponding variation
The above considerations are based on the assump- in thermal expansions and possible leakages.
tion that the engine has already been well run-in.
The jacket cooling water outlet temperature should
be kept as high as possible and should – before
starting-up – be increased to at least 50 °C, either
by means of cooling water from the auxiliary en-
gines, or by means of a built-in preheater in the
jacket cooling water system, or a combination.
445 600 025 198 25 61
6.06.07
Dimensions in mm
Tank size 0.16 m3 0.70m3
Maximum J.W. capacity 300 m3/h 700 m3/h
Maximum nominal bore 200 300
D 150 200
E 500 800
F 1195 1728
øH 500 800
øI 520 820
øJ ND 80 ND 100
øK ND 50 ND 80
178 86 15-5.0
ND: Nominal diameter
Working pressure is according to actual piping ar-

rangement.
In order not to impede the rotation of water, the

178 06 27-9.0
pipe connection must end flush with the tank, so
that no internal edges are protruding.
Fig. 6.06.06: Deaerating tank, option: 4 46 640
178 07 37-0.1
Fig. 6.06.07: Deaerating tank, alarm device
445 600 025 198 25 61
6.06.08
6.07 Central Cooling Water System
Letters refer to “ List of flanges”

178 46 21-6.1
Fig. 6.07.01: Central cooling system
The central cooling water system is characterised For further information about common cooling wa-
by having only one heat exchanger cooled by sea- ter system for main engines and MAN B&W Holeby
water, and by the other coolers, including the jacket auxiliary engines please refer to our publication:
water cooler, being cooled by the freshwater low
temperature (FW-LT) system. P.281 Uni-concept Auxiliary Systems for Two-stroke
Main Engine and Four-stroke Auxiliary Engines.
In order to prevent too high a scavenge air tempera-
ture, the cooling water design temperature in the For your information, the publications, are also
FW-LT system is normally 36 °C, corresponding to a available at the Internet address: www.manbw.dk
maximum seawater temperature of 32 °C. under "Libraries", from where it can be downloaded.
Our recommendation of keeping the cooling water in- For external pipe connections, we prescribe the fol-
let temperature to the main engine scavenge air cooler lowing maximum water velocities:
as low as possible also applies to the central cooling
system. This means that the temperature control valve Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
in the FW-LT circuit is to be set to minimum 10 °C, Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
whereby the temperature follows the outboard sea- Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
water temperature when this exceeds 10 °C.
445 650 002 198 25 62
6.07.01
Components for central cooling water Central cooling water pumps,

system low temperature (4 45 651)
The pumps are to be of the centrifugal type.

Seawater cooling pumps (4 45 601)
Freshwater flow . . . . . . . . see “List of capacities”
The pumps are to be of the centrifugal type. Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
Delivery pressure. . . . . . . . depends on location of
Seawater flow . . . . . . . . . . see “List of capacities” expansion tank
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar Test pressure . . . . . . . . . . according to class rules
Test pressure . . . . . . . . . . according to class rules Working temperature,
Working temperature, normal . . . . . . . . . . . . . . . . . . approximately 80 °C
normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 °C maximum 90 °C
Working temperature . . . . . . . . . . maximum 50 °C
The flow capacity is to be within a tolerance of 0%
The capacity is to be within a tolerance of 0% +10%. +10%.
The differential pressure of the pumps is to be deter- The list of capacities covers the main engine only.The
mined on the basis of the total actual pressure drop differential pressure provided by the pumps is to be
across the cooling water system. determined on the basis of the total actual pressure
drop across the cooling water system.
Central cooler (4 45 670)

Central cooling water thermostatic valve
The cooler is to be of the shell and tube or plate heat (4 45 660)
exchanger type, made of seawater resistant mate-
rial. The low temperature cooling system is to be equip-
ped with a three-way valve, mounted as a mixing
Heat dissipation . . . . . . . . see “List of capacities” valve, which by-passes all or part of the fresh water
Central cooling water flow see “List of capacities” around the central cooler.
Central cooling water temperature,
outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C The sensor is to be located at the outlet pipe from
Pressure drop on central cooling the thermostatic valve and is set so as to keep a
side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar temperature level of minimum 10 °C.
Seawater flow . . . . . . . . . . see “List of capacities”
Seawater temperature,
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C
Pressure drop on SW side . . . . . maximum 0.2 bar
The pressure drop may be larger, depending on the

actual cooler design.
The heat dissipation and the SW flow figures are

based on MCR output at tropical conditions, i.e. a
SW temperature of 32 °C and an ambient air tem-
perature of 45 °C.
Overload running at tropical conditions will slightly

increase the temperature level in the cooling sys-
tem, and will also slightly influence the engine per-
formance.
445 650 002 198 25 62
6.07.02
Jacket water cooler (4 46 620)
Due to the central cooler the cooling water inlet tem-

perature is about 4°C higher for for this system com-
pared to the seawater cooling system. The input
data are therefore different for the scavenge air
cooler, the lube oil cooler and the jacket water
cooler.
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.
The cooler is to be of the shell and tube or plate heat

exchanger type.
Heat dissipation . . . . . . . . see “List of capacities”

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 other data for the jacket cooling water system

can be found in section 6.06.
Scavenge air cooler (4 54 150)
The scavenge air cooler is an integrated part of the

main engine.
Heat dissipation . . . . . . . . see “List of capacities”

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
Lubricating oil cooler (4 40 605)
See "Lubricating oil system".
445 650 002 198 25 62
6.07.03
6.08 Starting and Control Air Systems
178 33 28-8.1
A: Valve “A” is supplied with the engine * The size of the pipe depends on the length
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 Please note that the air consumption for control air,
air at 7 bar is supplied to the engine as: safety air, turbocharger cleaning, sealing air for ex-
haust valve and for fuel valve testing unit are mo-
• Control air for manoeuvring system, and for mentary requirements of the consumers. The ca-
exhaust valve air springs, through “B” pacities stated for the air receivers and compressors
in the “List of Capacities” cover the main engine re-
• Safety air for emergency stop through “C” quirements and starting of the auxiliary engines.
450 600 025 198 25 63
6.08.01

The position numbers refer to “List of instruments”
Fig. 6.08.02: Starting air pipes

178 43 90-2.0
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. P. 281: “Uni-concept Auxiliary Systems for Two-
stroke Main Engine and Four-stroke Auxili-
The main starting valve is combined with the ma- ary Engines”
noeuvring system, which controls the start of the
engine. Slow turning before start of engine is an op- The publication is also available at the Internet ad-
tion: 4 50 140 and is recommended by MAN B&W dress: www.manbw.dk under "Libraries", from
Diesel, see section 6.11. where it can be downloaded.
The starting air distributor regulates the supply of

control air to the starting valves in accordance with
the correct firing sequence.
An arrangement common for main engine and MAN

B&W Holeby auxiliary engines is available on re-
quest.
450 600 025 198 25 63
6.08.02

178 43 91-4.1
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 comes

from the manoeuvring system, and is activated by
the control air pressure, see Fig. 6.08.03.
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
450 600 025 198 25 63
6.08.03
Components for starting air system Reducing valve (4 50 675)
Reduction from . . . . . . . . . . . . . . 30 bar to 10 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:
Reversible engine, • Air spring pipes, exhaust valves
for 12 starts: . . . . . . . . . . see “List of capacities”
Non-reversible engine,
for 6 starts: . . . . . . . . . . . see “List of capacities” Turning gear
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar
The turning wheel has cylindrical teeth and is fitted
to the thrust shaft. The turning wheel is driven by a
Starting air receivers (4 50 615) pinion on the terminal shaft of the turning gear,
which is mounted on the bedplate. Engagement and
The starting air receivers shall be provided with man disengagement of the turning gear is effected by ax-
holes and flanges for pipe connections. ial movement of the pinion.
The volume of the two receivers is: The turning gear is driven by an electric motor
Reversible engine, with a built-in gear and brake. The size of the
for 12 starts: . . . . . . . . . . see “List of capacities” * electric motor is stated in Fig. 6.08.04. The turning
Non-reversible engine, gear is equipped with a blocking device that pre-
for 6 starts: . . . . . . . . . . . see “List of capacities” vents the main engine from starting when the turn-
Working pressure . . . . . . . . . . . . . . . . . . . . 30 bar ing gear is engaged.
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:
2100 Normal litres/min of free air . . . . . 0.035 m3/s
Filter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 m
450 600 025 198 25 63
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.
6-9 9 77.5 13.4 6-9 7.5 89.9 15.5
10-12 13.2 112.7 19.4 10-12 11 130.5 22.5
178 46 26-5.0
178 31 30-9.0
Fig. 6.08.05: Electric motor for turning gear
450 600 025 198 25 63
6.08.05
6.09 Scavenge Air System
178 07 27-4.1
Fig. 6.09.01a: Scavenge air system
The engine is supplied with scavenge air from two The scavenge air system, (see Figs. 6.09.01 and
or more turbochargers located on the exhaust side 6.09.02) is an integrated part of the main engine.
of the engine.
The heat dissipation and cooling water quantities
The compressor of the turbocharger sucks air from are based on MCR at tropical conditions, i.e. a SW
the engine room, through an air filter, and the com- temperature of 32 °C, or a FW temperature of 36 °C,
pressed air is cooled by the scavenge air cooler, one and an ambient air inlet temperature of 45 °C.
per turbocharger. The scavenge air cooler is pro-
vided with a water mist catcher, which prevents
condensate water from being carried with the air
into the scavenge air receiver and to the combustion
chamber.
455 500 025 198 25 64
6.09.01
Auxiliary Blowers Electrical panel for two auxiliary blowers
The engine is provided with two or more electrically The auxiliary blowers are, as standard, fitted onto
driven auxiliary blowers. Between the scavenge air the main engine, and the control system for the aux-
cooler and the scavenge air receiver, non-return iliary blowers can be delivered separately as an op-
valves are fitted which close automatically when the tion: 4 55 650.
auxiliary blowers start supplying the scavenge air,
see Fig. 6.09.01b. The layout of the control system for the auxiliary
blowers is shown in Figs. 6.09.03a and 6.09.03b
The auxiliary blowers start operating consecutively “Electrical panel for two auxiliary blowers”, and
before the engine is started and will ensure com- the data for the electric motors fitted onto the
plete scavenging of the cylinders in the starting main engine is found in Fig. 6.09.04 “Electric motor
phase, thus providing the best conditions for a safe for auxiliary blower”.
start.
The data for the scavenge air cooler is specified in
During operation of the engine, the auxiliary blowers the description of the cooling water system chosen.
will start automatically whenever the engine load is
reduced to about 30-40%, and will continue operat- For further information please refer to our publica-
ing until the load again exceeds approximately tion:
40-50%.
P.311: "Influence of Ambient Temperature Condi-
tions on Main Engine Operation"
Emergency running
The publication 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.
178 44 70-5.0
Running with turbocharger alone Running with auxiliary blower
Fig. 6.09.01b: Scavenge air system
455 500 025 198 25 64
6.09.02
The letters refer to “list of flanges” 178 21 81-9.0

The position numbers refer to
“List of instruments”
Fig. 6.09.02: Scavenge air pipes
Dimensions of Dimensions of Dimensions of

electric panel Maximum stand-by
Electric motor size control panel for control panel for 3 or
heating element
2 auxiliary blowers 4 auxiliary blowers
3 x 440 V 3 x 380 V W H D W H D W H D
60 Hz 50 Hz mm mm mm mm mm mm mm mm mm
18 - 80 A 18 - 80 A
300 460 150 400 460 150 400 600 300 100 W
11 - 45 kW 9 - 40 kW
63 - 250 A 80 - 250 A
300 460 150 400 460 150 600 600 350 250 W
67 - 155 kW 40 - 132 kW
178 86 37-1.0
Fig. 6.09.03a: Electrical panel for auxiliary blowers including starters, option 4 55 650
455 500 025 198 25 64
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
455 500 025 198 25 64
6.09.04
No. of Engine output Nominal Ampere Nominal Ampere Start Ampere Start Ampere
cyls. kW Two auxiliary blowers Three auxiliary blowers Two auxiliary blowers Three auxiliary blowers
6 27,360 471 1,543
7 31,920 549 1,800
8 36,480 628 2,057
9 41,040 706 529 2,314 1,157
10 45,600 588 1,285
11 50,160 647 1,414
12 54,720 706 1,542
The specificied data are for guidance only. 178 86 18-0.2
Fig. 6.09.04: Electric motor for auxiliary blower
Air cooler cleaning

The air side of the scavenge air cooler can be Drain from water mist catcher
cleaned by injecting a grease dissolvent through
“AK” (see Figs. 6.09.05 and 6.09.06) to a spray pipe The drain line for the air cooler system is, during
arrangement fitted to the air chamber above the air running, used as a permanent drain from the air
cooler element. cooler water mist catcher. The water is led though
an orifice to prevent major losses of scavenge air.
Sludge is drained through “AL” to the bilge tank, and The system is equipped with a drain box, where a
the polluted grease dissolvent returns from “AM”, level switch LSA 434 is mounted, indicating any
through a filter, to the chemical cleaning tank. The excessive water level, see Fig. 6.09.05.
cleaning must be carried out while the engine is at
standstill.
178 35 15-7.0

Fig. 6.09.05: Air cooler cleaning pipes The piping is delivered with and fitted onto the engine
455 500 025 198 25 64
6.09.05
178 06 15-9.1
* To suit the chemical requirement
Number of cylinders 6-8 9-12

Chemical tank capacity 0.9 m3 1.5 m3
Circulating pump 3 m3/h 5 m3/h
capacity at 3 bar
d: Nominal diameter 50 mm 50 mm
Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655
455 500 025 198 25 64
6.09.06
No. of Capacity of drain

cylinders tank
6 0.4 m3
7-9 0.7 m3
10-12 1.0 m3
178 34 15-1.0
178 06 16-0.0
Fig. 6.09.07: Scavenge box drain system
178 46 27-7.0
Fig. 6.09.08: Scavenge air space, drain pipes
455 500 025 198 25 64
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. 6.09.10a and 6.09.10b:
“Fire extinguishing in scavenge air space (steam)”

“Fire extinguishing in scavenge air space (water mist)”
“Fire extinguishing in scavenge air space (CO2)” The letters refer to “List of flanges
178 06 17-2.0
Steam pressure: 3-10 bar Fig. 6.09.09 Fire extinguishing system for scavenge air
Steam approx.: 7.8 kg/cyl. space
Freshwater pressure: min. 3.5 bar CO2 test pressure: 150 bar
Freshwater approx.: 6.3 kg/cyl. CO2 approx.: 15.7 kg/cyl.

178 35 21-6.1 178 12 89-3.1
Fig. 6.09.10a: Fire extinguishing pipes in scavenge air Fig. 6.09.10b: Fire extinguishing pipes in scavenge air
space CO2, option: 4 55 143 space steam: 4 55 140, water mist, option: 4 55 142
455 500 025 198 25 64
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- For quick assembling and disassembling of the
haust gas receiver where the fluctuating pressures joints between the exhaust gas receiver and the ex-
from the cylinders are equalised and from where the haust valves, clamping bands are fitted.
gas is led further on to the turbocharger at a constant
pressure, see Fig. 6.10.01. The exhaust gas receiver and the exhaust pipes are
provided with insulation, covered by steel plating.
Compensators are fitted between the exhaust
valves and the exhaust gas receiver and between
the receiver and the turbocharger. A protective grat- Turbocharger arrangement and
ing is placed between the exhaust gas receiver and cleaning systems
the turbocharger. The turbocharger is fitted with a
pick-up for remote indication of the turbocharger The turbochargers are arranged on the exhaust side
speed. of the engine, see Fig. 6.10.02.
460 600 025 198 25 66
6.10.01
178 31 50-1.1
Fig. 6.10.02: Exhaust gas pipes
178 89 64-1.0
Fig. 6.10.03: Water washing of turbinr and compressor side
460 600 025 198 25 66
6.10.02
The engine is designed for the installation of either

MAN B&W turbocharger type NA/TO (4 59 101),
ABB turbocharger type TPL or VTR (4 59 102 or 4 59
102a), or MHI turbocharger type MET (4 59 103).
All turbocharger makes are fitted with an arrange-

ment for water washing of the compressor side, and
soft blast cleaning of the turbine side. Water wash-
ing of the turbine side is only available on MAN B&W
and ABB turbochargers, see Figs. 6.10.03 and
6.10.04.
1. Tray for solid granules

2. Container for granules
3. Container for water
178 31 52-5.1
Fig. 6.10.04: Soft blast cleaning of turbine side and water washing of compressor side
460 600 025 198 25 66
6.10.03
Exhaust Gas System for Main Engine • Exhaust gas pipes

• Exhaust gas boiler
At specified MCR (M), the total back-pressure in the
• Silencer
exhaust gas system after the turbocharger – indi-
cated by the static pressure measured in the piping • Spark arrester
after the turbocharger – must not exceed 350 mm • Expansion joints
WC (0.035 bar). • Pipe bracings.
In order to have a back-pressure margin for the final
In connection with dimensioning the exhaust gas
system, it is recommended at the design stage to
piping system, the following parameters must be
initially use about 300 mm WC (0.030 bar).
observed:
For dimensioning of the external exhaust gas • Exhaust gas flow rate
pipings, the recommended maximum exhaust gas • Exhaust gas temperature at turbocharger outlet
velocity is 50 m/s at specified MCR (M). For • Maximum pressure drop through exhaust gas
dimensioning of the external exhaust pipe connec- system
tions, see Fig. 6.10.07.
• Maximum noise level at gas outlet to atmo-
The actual back-pressure in the exhaust gas system sphere
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 • Utilisation of the heat energy of the exhaust
the 4th power. It has by now become normal prac- gas.
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. The pipe diameters are Items that are to be calculated or read from tables
stated in Figs. 6.10.08 and 6.10.11 for 35 m/sec and are:
50 m/s respectively.
• Exhaust gas mass flow rate, temperature and
maximum back pressure at turbocharger gas
As long as the total back-pressure of the exhaust
outlet
gas system – incorporating all resistance losses
from pipes and components – complies with the • Diameter of exhaust gas pipes
abovementioned requirements, the pressure losses • Utilising the exhaust gas energy
across each component may be chosen independ- • Attenuation of noise from the exhaust pipe outlet
ently, see proposed measuring points "M" in Fig.
6.10.07. The general design guidelines for each • Pressure drop across the exhaust gas system
component, described below, can be used for guid- • Expansion joints.
ance purposes at the initial project stage.
Diameter of exhaust gas pipes

Exhaust gas piping system for main engine
The exhaust gas pipe diameters shown on Fig.
The exhaust gas piping system conveys the gas from 6.10.11 for the specified MCR should be considered
the outlet of the turbocharger(s) to the atmosphere. an initial choice only.
The exhaust piping is shown schematically on Figs. As previously mentioned a lower gas velocity than
6.10.05. 50 m/s can be relevant with a view to reduce the
pressure drop across pipes, bends and compo-
The exhaust piping system for the main engine com- nents in the entire exhaust piping system.
prises:
460 600 025 198 25 66
6.10.04
The movements stated are related to the engine

seating. The figures indicate the axial and the lateral
movements related to the orientation of the expan-
sion joints.
The expansion joints are to be chosen with an elas-

ticity that limit the forces and the moments of the ex-
haust gas outlet flange of the turbocharger as stated
for each of the turbocharger makers on Fig. 6.10.10
where are shown the orientation of the maximum al-
lowable forces and moments on the gas outlet
flange of the turbocharger.
Exhaust gas boiler
Engine plants are usually designed for utilisation of

the heat energy of the exhaust gas for steam pro-
duction or for heating the oil system.
The exhaust gas passes an exhaust gas boiler

which is usually placed near the engine top or in the
funnel.
It should be noted that the exhaust gas temperature

and flow rate are influenced by the ambient condi-
tions, for which reason this should be considered
when the exhaust gas boiler is planned.
At specified MCR, the maximum recommended

pressure loss across the exhaust gas boiler is nor-
178 33 46-7.2
mally 150 mm WC.
Fig. 6.10.05: Exhaust gas system
This pressure loss depends on the pressure losses
in the rest of the system as mentioned above. There-
fore, if an exhaust gas silencer/spark arrester is not
installed, the acceptable pressure loss across the
Exhaust gas compensator after turbocharger boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark
When dimensioning the compensator, option: 4 60 arrester is installed, it may be necessary to reduce
610 for the expansion joint on the turbocharger gas the maximum pressure loss.
outlet transition pipe, option: 4 60 601, the exhaust
gas pipe and components, are to be so arranged The above-mentioned pressure loss across the si-
that the thermal expansions are absorbed by ex- lencer and/or spark arrester shall include the pres-
pansion joints. The heat expansion of the pipes and sure losses from the inlet and outlet transition
the components is to be calculated based on a tem- pieces.
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 and 6.10.09 as DA and DR.
460 600 025 198 25 66
6.10.05
Exhaust gas silencer When the noise level at the exhaust gas outlet to the
atmosphere needs to be silenced, a silencer can be
The typical octave band sound pressure levels from placed in the exhaust gas piping system after the
the diesel engine’s exhaust gas system – related to exhaust gas boiler.
the distance of one metre from the top of the ex-
haust gas uptake – are shown in Fig. 6.10.06. The exhaust gas silencer is usually of the absorption
type and is dimensioned for a gas velocity of ap-
The need for an exhaust gas silencer can be de- proximately 35 m/s through the central tube of the
cided based on the requirement of a maximum silencer.
noise level at a certain place.
An exhaust gas silencer can be designed based on
The exhaust gas noise data is valid for an exhaust the required damping of noise from the exhaust gas
gas system without boiler and silencer, etc. given on the graph.
The noise level refers to nominal at a distance of one In the event that an exhaust gas silencer is required –
metre from the exhaust gas pipe outlet edge at an this depends on the actual noise level requirements
angle of 30° to the gas flow direction. on the bridge wing, which is normally maximum
60-70 dB(A) – a simple flow silencer of the absorp-
For each doubling of the distance, the noise level tion type is recommended. Depending on the manu-
will be reduced by about 6 dB (far-field law). facturer, this type of silencer normally has a pres-
sure loss of around 20 mm WC at specified MCR.
178 09 62-7.0
Fig. 6.10.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s 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 25 66
6.10.06
Spark arrester Exhaust gas data
To prevent sparks from the exhaust gas from being M exhaust gas amount at specified MCR in kg/sec.
spread over deck houses, a spark arrester can be
T exhaust gas temperature at specified MCR in °C
fitted as the last component in the exhaust gas sys-
tem.
Please note that the actual exhaust gas temperature
is different before and after the boiler. The exhaust
It should be noted that a spark arrester contributes
gas data valid after the turbocharger may be found
with a considerable pressure drop, which is often a
in Section 6.01.
disadvantage.
It is recommended that the combined pressure loss

Mass density of exhaust gas ( )
across the silencer and/or spark arrester should not
be allowed to exceed 100 mm WC at specified MCR 273
1.293 x 1.015 in kg/m3
– depending, of course, on the pressure loss in the 273 + T
remaining part of the system, thus if no exhaust gas
The factor 1.015 refers to the average back-
boiler is installed, 200mm WC could be possible.
pressure of 150 mm WC (0.015 bar) in the exhaust
gas system.
Calculation of Exhaust Gas

Back-Pressure Exhaust gas velocity (v)
The exhaust gas back pressure after the turbo-
In a pipe with diameter D the exhaust gas velocity is:
charger(s) depends on the total pressure drop in the
exhaust gas piping system. M 4
v= x in m/sec
x D2
The components exhaust gas boiler, silencer, and
spark arrester, if fitted, usually contribute with a ma-
Pressure losses in pipes (Dp)
jor part of the dynamic pressure drop through the
entire exhaust gas piping system.
For a pipe element, like a bend etc., with the resistance
coefficient , the corresponding pressure loss is:
The components mentioned are to be specified so
that the sum of the dynamic pressure drop through 1
Dp x ½ v2 x in mm WC
the different components should if possible ap- 9.81
proach 200 mm WC at an exhaust gas flow volume
where the expression after is the dynamic pres-
corresponding to the specified MCR at tropical am-
sure of the flow in the pipe.
bient conditions. Then there will be a pressure drop
of 100 mm WC for distribution among the remaining
The friction losses in the straight pipes may, as a
piping system.
guidance, be estimated as :
Fig. 6.10.07 shows some guidelines regarding resis-
1 mm WC 1 x diameter length
tance coefficients and back-pressure loss calcula-
tions which can be used, if the maker’s data for
whereas the positive influence of the up-draught in
back-pressure is not available at the early project
the vertical pipe is normally negligible.
stage.
The pressure loss calculations have to be based on

the actual exhaust gas amount and temperature
valid for specified MCR. Some general formulas and
definitions are given in the following.
460 600 025 198 25 66
6.10.07
Pressure losses across components (Dp) after the turbocharger in the circular pipe and not
in the transition piece. The same considerations
The pressure loss Dp across silencer, exhaust gas apply to the measuring points before and after the
boiler, spark arrester, rain water trap, etc., to be exhaust gas boiler, etc.
measured/ stated as shown in Fig. 6.11.07 (at speci-
fied MCR) is normally given by the relevant manu-
facturer.
Total back-pressure (DpM)
The total back-pressure, measured/stated as the

static pressure in the pipe after the turbocharger, is
then:
DpM = S Dp
where Dp incorporates all pipe elements and com-
ponents etc. as described:
DpM has to be lower than 350 mm WC.

(At design stage it is recommended to use max.
300 mm WC in order to have some margin for
fouling).
Measuring of Back Pressure

At any given position in the exhaust gas system, the
total pressure of the flow can be divided into dy-
namic pressure (referring to the gas velocity) and
static pressure (referring to the wall pressure, where
the gas velocity is zero).
At a given total pressure of the gas flow, the combi-

nation of dynamic and static pressure may change,
depending on the actual gas velocity. The measure-
ments, in principle, give an indication of the wall
pressure, i.e., the static pressure of the gas flow.
It is, therefore, very important that the back pressure

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
thereby also the static pressure, is stable. The tak-
ing of measurements, for example, in a transition
piece, may lead to an unreliable measurement of the
static pressure.
In consideration of the above, therefore, the total

back pressure of the system has to be measured
460 600 025 198 25 66
6.10.08
Change-over valves
Pipe bends etc.
Change-over valve of
type with constant
cross section
R=D = 0.28
a = 0.6 to 1.2 R = 1.5D = 0.20
b = 1.0 to 1.5 R = 2D = 0.17
c = 1.5 to 2.0
Change-over valve of
type with volume
R=D = 0.16
a = b = about 2.0 R = 1.5D = 0.12
R = 2D = 0.11
= 0.05
R=D = 0.45
R = 1.5D = 0.35
R = 2D = 0.30
= 0.14
Outlet from = 1.00

top of exhaust
gas uptake
Inlet = – 1.00
(from
turbocharger)
M: measuring points
178 32 09-1.0 178 06 85-3.1
Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes
460 600 025 198 25 66
6.10.09
Fig 6.10.08: Exhaust pipe system
DA DR
T/C make Cyl. No. 6-12 6 7 8 9 10 11 12
MAN B&W NA 57 11.6 5.9 6.3 6.8 7.2 7.7 8.2 8.7
NA70 13.3 6.3 6.7 7.1 7.5 8.0 8.5 8.9
ABB TPL 80 11.9 6.0 6.4 6.8 7.3 7.7 8.2 8.7
TPL 85 13.5 6.3 6.7 7.1 7.6 8.0 8.5 9.0
TPL 454 9.3 5.5 6.0 6.4 6.9 7.4 7.9 8.4
VTR 564 11.0 5.8 6.2 6.7 7.1 7.6 8.1 8.6
VTR 714 12.2 6.1 6.5 6.9 7.4 7.8 8.3 8.8
MHI MET71 11.8 6.0 6.4 6.8 7.3 7.7 8.2 8.7
MET83 13.0 6.2 6.6 7.1 7.5 7.9 8.4 8.9
MET90 13.2 6.3 6.7 7.1 7.5 8.0 8.4 8.9
178 09 39-5.0
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 25 66
6.10.10
MAN
NA57 NA70
B&W
M1 Nm 4300 5300
M3 Nm 3000 3500
F1 N 7000 8800
F2 N 7000 8800
F3 N 3000 3500
ABB VTR564 VTR714 TPL77 TPL80 TPL85
M1 Nm 5000 7200 3200 4400 7100
M3 Nm 3300 4700 1600 2000 3100
F1 N 6700 8000 2100 2700 4100
F2 N 3800 5400 2800 3000 3700
F3 N 2800 4000 1800 2000 2500
MHI MET66 MET71 MET83 MET90
M1 Nm 6800 7000 9800 11100
M3 Nm 3400 3500 4900 5500
F1 N 9300 9600 11700 12700
F2 N 3200 3300 4100 4400
F3 N 3000 3100 3700 4000
Fig. 6.10.10: Maximum forces and moments permissible at the turbocharger's gas outlet flanges
Gas velocity Exhaust pipe diameter D0 and H1 D4

mm mm
35 m/s 50 m/s
m3/s kg/s m3/s kg/s 2 TC 3 TC 4 TC
79.4 53.6 113.5 76.6 1200 1000 1700
89.1 60.1 127.2 85.9 1300 1050 1800
99.2 67.0 141.8 95.7 1300 1100 1900
110.0 74.2 157.1 106.0 1400 1150 2000
121.2 81.8 173.2 116.9 1200 2100
133 89.8 190.1 128.3 1300 2200
145.4 98.1 207.7 140.2 1300 1200 2300
158.3 106.9 226.2 152.7 1400 1200 2400
171.8 116.0 245.4 165.7 1400 1300 2500
185.8 125.4 265.5 179.2 1500 1300 2600
200.4 135.3 286.3 193.2 1600 1400 2700
215.5 145.5 307.9 207.8 1600 1400 2800
131.2 156.0 330.3 222.9 1700 1500 2900
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 25 66
6.10.11
6.11 Manoeuvring System
Manoeuvring System on Engine Slow turning
The basic diagram is applicable for reversible The standard manoeuvring system does not feature
engines, i.e. those with fixed pitch propeller (FPP). slow turning before starting, but for Unattended Ma-
chinery Spaces (UMS) we strongly recommend the
The engine is, as standard, provided with a pneu- addition of the slow turning device shown in Figs.
matic/electronic manoeuvring system, see diagram 6.11.01 and 6.11.02, option 4 50 140.
Fig. 6.11.01.
The slow turning valve allows the starting air to par-
The lever on the “Engine side manoeuvring console” tially by pass the main starting valve. During slow
can be set to either Manual or Remote position. turning the engine will rotate so slowly that, in the
event that liquids have accumulated on the piston
In the ‘Manual’ position the engine is controlled from top, the engine will stop before any harm occurs.
the Engine Side Manoeuvring console by the push
buttons START, STOP, and the AHEAD/ASTERN.
The speed set is by the “Manual speed setting” by Governor
the handwheel Fig. 6.11.03.
When selecting the governor, the complexity of the
In the ‘Remote’ position all signals to the engine are installation has to be considered. We normally dis-
electronic, the START, STOP, AHEAD and ASTERN tinguish between “conventional” and “advanced”
signals activate the solenoid valves EV684, EV682, marine installations.
EV683 and EV685 respectively Figs. 6.11.01 and
6.11.05, and the speed setting signal via the elec- The governor consists of the following elements:
tronic governor and the actuator E672.
• Actuator
The electrical signal comes from the remote control • Revolution transmitter (pick-ups)
system, i.e. the Bridge Control (BC) console, or from • Electronic governor panel
the Engine Control Room (ECR) console. • Power supply unit
• Pressure transmitter for scavenge air.
The engine side manoeuvring console is shown on
Fig. 6.11.04. The actuator, revolution transmitter and the pres-
sure transmitter are mounted on the engine.
Shut down system The electronic governors must be tailor-made, and

the specific layout of the system must be mutually
The engine is stopped by activating the puncture agreed upon by the customer, the governor supplier
valve located in the fuel pump either at normal stop- and the engine builder.
ping or at shut down by activating solenoid valve
EV658. It should be noted that the shut down system, the
governor and the remote control system must be
compatible if an integrated solution is to be
Options obtained.
Some of the options are indicated in Fig. 6.11.01 by The minimum speed is 20-25% of the engines nomi-
means of item numbers that refer to the “Extent of nal speed when electronic governor is applied.
Delivery” forms.
465 100 010 198 25 67
6.11.01
“Conventional” plants Engine side manoeuvring console
A typical example of a “conventional” marine instal- The layout of the engine side mounted manoeuvring
lation is: console includes the components indicated in the ma-
noeuvring diagram, shown in Fig. 6.11.04. The con-
• An engine directly coupled to a fixed pitch propeller. sole is located on the camshaft side of the engine.
With a view to such an installations, the engine is, as

standard, equipped with a “conventional” elec- Fuel oil leakage detection
tronic governor approved by MAN B&W, e.g.:
Leakage from the high pressure fuel oil pipes is col-
4 65 172 Lyngsø Marine A/S electronic governor lected in a drain box (4 35 105), which is equipped
system, type EGS 2000 or EGS 2100 with a level alarm; LSA 301 see section 8.
4 65 174 Kongsberg Norcontrol A/S digital
governor system, type DGS 8800e As an alternative, the leaks from the high pressure
4 65 177 Siemens digital governor system, type fuel oil pipes of each cylinder could activate a dia-
SIMOS SPC 33. phragm valve, putting out of action only the fuel
pump of the cylinder in question, option: 4 35 107,
shown in Fig. 6.11.01.
“Advanced” plants
For more “advanced” marine installations, such as, Sequence Diagram for Plants with
for example: Bridge Control
• Plants with flexible coupling in the shafting system MAN B&W Diesel’s requirements to the remote con-
• Geared installations trol system makers are indicated graphically in Fig.
• Plants with disengageable clutch for discon- 6.11.07 “Sequence diagram” for fixed pitch propeller.
necting the propeller
• Plants with shaft generator with great require- The diagram shows the functions as well as the de-
ment for frequency accuracy. lays which must be considered in respect to starting
Ahead and starting Astern, as well as for the activa-
tion of the slow down and shut down functions.
The electronic governors have to be tailor-made,
and the specific layout of the system has to be mu- On the right of the diagram, a situation is shown
tually agreed upon by the customer, the governor where the order Astern is over-ridden by an Ahead
supplier and the engine builder. order – the engine immediately starts Ahead if the
engine speed is above the specified starting level.
It should be noted that the shut down system, the
governor and the remote control system must be
compatible if an integrated solution is to be
obtained.
465 100 010 198 25 67
6.11.02
178 46 65-9.0
Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with bridge control
465 100 010 198 25 67
6.11.03
178 12 61-6.2
Pos. Qty. Description
28 1 3/4-way solenoid valve
78 1 Switch, yard’s supply
Additional components for slow turning are the slow turning valve in by-pass and items 28 and 78
The letter refer to “List of flanges”
Fig. 6.11.02: Starting air system, with slow turning, option: 4 50 140
465 100 010 198 25 67
6.11.04
178 30 42-3.0
Fig. 6.11.03: Lyngsø Marine electronic governor, EGS 2000 or 2100: 4 65 172 or
Kongsberg Norcontrol Automation electronic governor DGS 8800e: 4 65 174
465 100 010 198 25 67
6.11.05
Components included for: The instrument panel includes:
Fixed pitch propeller: For reversible engine:
Remote control – manual engine side control Tachometer for engine

Ahead – Astern handle Indication for engine side control
Start button Indication for control room control (remote)
Stop button Indication for bridge control (remote)
Indication for “Ahead”
Indication for “Astern”
Indication for auxiliary blower running
Indication and buzzer for wrong way alarm
Indication for turning gear engaged
Indication for “Shut down”
Push button for canceling “Shut down”,
with indication
Push button for “Emergency stop”, with indication
Push button for lamp test
178 15 67-3.0
Fig. 6.11.04: Engine side control console, and instrument panel
465 100 010 198 25 67
6.11.06
178 19 45-9.0
Fig. 6.11.05: Components for remote control for reversible engine with FPP with bridge control
465 100 010 198 25 67
6.11.07
178 30 45-9.0
1 Free space for mounting of safety panel 8 Switch and lamp for cancelling of limiters for
Engine builder’s supply governor
2 Tachometer(s) for turbocharger(s) 9 Engine control handle: 4 65 625 from engine maker
3 Indication lamps for: 10 Pressure gauges for:
Ahead Scavenge air
Astern Lubricating oil main engine
Engine side 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
(Spare)
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
7 Free spares for mounting of bridge control
equipment for main engine
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 4 75 645 and the corresponding analogue sensors on
extended by a remote alarm/slow down indication the engine as option: 4 75 128,see Figs. 8.02a and
lamp. 8.02b.
Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yard’s supply
465 100 010 198 25 67
6.11.08
178 34 16-3.1
Fig. 6.11.07: Sequence diagram for fixed pitch propeller
465 100 010 198 25 67
6.11.09
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, hull’s 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 engine’s 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-
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 25 68
7.01
178 06 92-4.0
Fig. 7.02: Statistics of vertical hull vibrations in tankers and bulk carriers
2nd order moments on 6-cylinder engines Several solutions, as shown in Fig. 7.03, are avail-
able to cope with the 2nd order moment, out of
The 2nd order moment acts only in the vertical di- which the most cost efficient one can be chosen in
rection. Precautions need only to be considered for the individual case, e.g.:
six cylinder engines in general.
1) No compensators, if considered unnecessary
Resonance with the 2nd order moment may occur on the basis of natural frequency, nodal point
at hull vibrations with more than three nodes, see and size of the 2nd order moment
Fig. 7.02. Contrary to the calculation of natural fre-
quency with 2 and 3 nodes, the calculation of the 4
2) A compensator mounted on the aft end of the
and 5 node natural frequencies for the hull is a rather
engine, driven by the main chain drive: 4 31
comprehensive procedure and, despite advanced
204
calculation methods, is often not very accurate.
Consequently, only a rather uncertain basis for de-
cisions is available relating to the natural frequency 3) A compensator mounted on the front end,
as well as the position of the nodes in relation to the driven from the crankshaft through a separate
main engine. chain drive, option: 4 31 213
A 2nd order moment compensator comprises two The 6-cylinder engine type is as standard fitted with
counter-rotating masses running at twice the en- the compensator mounted on the aft end, 4 31 204.
gine speed. 2nd order moment compensators are
not included in the basic extent of delivery.
407 000 100 198 25 68
7.02
Briefly, it can be stated that compensators posi- If it is decided not to use compensators and, further-
tioned in a node or close to it, will be inefficient. In more, not to prepare the main engine for later fitting,
such a case, solution (4) should be considered. another solution can be used, if annoying vibrations
should occur:
A decision regarding the vibrational aspects and the
possible use of compensators must be taken at the An electrically driven compensator option: 4 31
contract stage. If no experience is available from 601, synchronised to the correct phase relative to
sister ships, which would be the best basis for de- the external force or moment can neutralise the ex-
ciding whether compensators are necessary or not, citation. This type of compensator needs an extra
it is advisable to make calculations to determine seating fitted, preferably, in the steering gear room
which of the solutions should be applied. where deflections are largest and the effect of the
compensator will therefore be greatest.
If compensator(s) are omitted, the engine can be
delivered prepared for the fitting of compensators The electrically driven compensator will not give
later on, see option: 4 31 212. The decision for prep- rise to distorting stresses in the hull, but it is more
aration must also be taken at the contract stage. expensive than the engine-mounted compensa-
Measurements taken during the sea trial, or later in tors. More than 70 electrically driven compensa-
service and with fully loaded ship, will be able to tors are in service and have given good results.
show whether compensator(s) have to be fitted or
not.
If no calculations are available at the contract stage,

we advise to order the engine with the standard 2nd
order moment compensator on the aft end, and to
make preparations for the fitting of a compensator
on the front end (option: 4 31 212).
407 000 100 198 25 68
7.03
4 node
4 node
Compensating moment F2C x Lnode

outbalances M2V
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
Centreline
crankshaft
2nd order moment compensator on

fore end, option: 4 31 213
M2V
178 98 46-7.1
Fig. 7.06: Optional 2nd order moment compensators
407 000 100 198 25 68
7.04
178 89 85-6.0
Fig. 7.07: 2nd order moment compensator
Power Related Unbalance (PRU) The PRU-values have been classified in four groups
as follows:
To evaluate if there is a risk that 1st and 2nd order
external moments will excite disturbing hull vibra- PRU Nm/kW Need for compensator
tions, the concept Power Related Unbalance can be from 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevant
used as a guidance, see fig. 7.07. from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely
from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely
External moment
PRU = Nm/kW above 220. . . . . . . . . . . . . . . . . . . . . . . most likely
Engine power
In the table at the end of this section, the external
With the PRU-value, stating the external moment moments (M1) are stated at the speed (n1) and MCR
relative to the engine power, it is possible to give an rating in point L1 of the layout diagram. For other
estimate of the risk of hull vibrations for a specific speeds (nA), the corresponding external moments
engine. Based on service experience from a greater (MA) are calculated by means of the formula:
number of large ships with engines of different types ìn ü2
and cylinder numbers. MA = M1 x í A ý kNm
î n1 þ
(The tolerance on the calculated values is 2.5%).
407 000 100 198 25 68
7.05
178 06 81-6.2
Fig. 7.08a: H-type guide force moments Fig. 7.08b: X-type guide for moments
Guide Force Moments Top bracing
The so-called guide force moments are caused by The guide force moments are harmless to the en-
the transverse reaction forces acting on the gine but may excite relative large vibrations if a reso-
crossheads due to the connecting rod/crankshaft nance occur in the engine/ship structure system.
mechanism. These moments may excite engine vi-
brations, moving the engine top athwartships and As a detailed calculation of the system is normally
causing a rocking (excited by H-moment) or twisting not available, MAN B&W Diesel recommend that a
(excited by X-moment) movement of the engine as top bracing is installed between the engine's upper
illustrated in Fig. 7.08. platform brackets and the casing side for the first
vessel in a series. For further information please see
The guide force moments corresponding to the section 5 "Top bracing".
MCR rating (L1) are stated in the last table.
The mechanical top bracing, option: 4 83 112 com-
prises stiff connections (links) with friction plates
and alternatively a hydraulic top bracing, option: 4
83 122 to allow adjustment to the loading condi-
tions of the ship. With both types of top bracing
the above-mentioned natural frequency will in-
crease to a level where resonance will occur above
the normal engine speed. Details of the top brac-
ings are shown in section 5.
407 000 100 198 25 68
7.06
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. 7.08):
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. 7.08) 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. 7.08)
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= 3159mm
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 25 68
7.07
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 • Plants with unusual shafting layout and for special
the crank throw deflect in the axial direction of the owner/yard requirements
crankshaft, exciting axial vibrations. Through the
thrust bearing, the system is connected to the ship`s • Plants with 8-11 or 12 cylinder engines.
hull.
Six-cylinder engines, require special attention. On
Generally, only zero-node axial vibrations are of in- account of the heavy excitation, the natural fre-
terest. Thus the effect of the additional bending quency of the system with one-node vibration
stresses in the crankshaft and possible vibrations of should be situated away from the normal operating
the ship`s structure due to the reaction force in the speed range, to avoid its effect. This can be
thrust bearing are to be considered. achieved by changing the masses and/or the stiff-
ness of the system so as to give a much higher, or
An axial damper is fitted as standard: 4 31 111 to all much lower, natural frequency, called under critical
MC engines minimising the effects of the axial vibra- or overcritical running, respectively.
tions.
Owing to the very large variety of possible shafting
Torsional Vibrations arrangements that may be used in combination with
a specific engine, only detailed torsional vibration
The reciprocating and rotating masses of the engine calculations of the specific plant can determine
including the crankshaft, the thrust shaft, the inter- whether or not a torsional vibration damper is
mediate shaft(s), the propeller shaft and the propel- necessary.
ler are for calculation purposes considered as a
system of rotating masses (inertia) interconnected
by 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 25 68
7.08
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 25 68
7.09
No. of cyl. 6 7 8 9 10 11 12
Firing order 1-5-3 1-7-2-5- 1-8-3-4 Uneven Uneven Uneven 1-8-12-4-

-4-2-6 4-3-6 7-2-5-6 2-9-10-5-
3-7-11-6
External forces in kN
0 0 0 0 0 0 0
External moments in kNm
Order:
1st a 0 497 1669 890 81 35 0
2nd 4859 c 1411 0 641 56 28 0
4th 172 490 199 243 346 444 345
Guide force H-moments in kNm
Order:
1st 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0
3rd 0 0 0 89 640 302 0
4th 0 0 0 713 901 735 0
5th 0 0 0 688 292 362 0
6th 1468 0 0 174 85 355 0
7th 0 1063 0 46 557 488 0
8th 0 0 745 65 146 383 0
9th 0 0 0 346 76 31 0
10th 0 0 0 22 80 46 0
11th 0 0 0 6 35 106 0
12th 81 0 0 14 14 31 162
Guide force X-moments in kNm
Order:
1st 0 196 657 350 32 14 0
2nd 163 47 0 22 2 1 0
3rd 1092 1195 1531 2106 2351 3060 3827
4th 947 2692 1094 1337 1901 2439 1894
5th 0 214 2689 1147 419 1984 0
6th 0 33 0 2143 1429 158 0
7th 0 0 69 368 1608 162 0
8th 164 13 0 253 129 970 327
9th 200 22 20 37 66 121 702
10th 40 113 0 52 126 81 0
11th 0 78 100 45 99 131 0
12th 0 7 27 97 49 56 0
a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments
for all cylinder numbers.
c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,
eliminating the 2nd order external moment.
178 87 59-3.0
Fig. 7.09b: External forces and moments in layout point L1 for K90MC-C
407 000 100 198 25 68
7.10
Monitoring Systems and Instrumentation 8
8 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 or-
gauges and tachometers dered as options 4 75 127, 4 75 128 or for CoCoS 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&W’s 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&W’s 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&W’s 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 25 69
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. As an alternative, the leaks from the high pressure
fuel oil pipes of the cylinder could activate a dia-
For further information please contact the engine phragm valve putting out of action only the fuel
supplier. pump of the cylinder in question, option: 4 35 107,
Fig. 8.10a.
Attended Machinery Spaces (AMS) Another possibility is to arrange a semi-automatic

manually activated lifting arrangement of the fuel
The basic alarm and safety system for an MAN B&W pump roller guide, option: 4 35 131, Fig. 8.10b.
engine is designed for Attended Machinery Spaces
and comprises the temperature switches (thermo-
stats) and pressure switches (pressure stats) that Cylinder liner temperature measurement
are specified in the “MAN B&W” column for alarm
and for shut down in Figs. 8.06 and 8.08, respec- Two temperature sensors per cylinder permit moni-
tively. The sensors for shut down are included in the toring of the cylinder liner temperature level.
basic scope of supply (4 75 124), see Fig. 8.08. (Option: 4 75 136).
Additional digital sensors can be ordered as option:

4 75 128. Oil Mist Detector and
Bearing Monitoring Systems
Unattended Machinery Spaces (UMS) Based on our experience, the basic scope of supply
for all plants for attended as well as for unattended
The “Standard Extent of Delivery for MAN B&W Die- machinery spaces (AMS and UMS) includes an oil
sel A/S” engines includes the temperature switches, mist detector, Fig. 8.11.
pressure switches and analog sensors stated in the
“MAN B&W” column for alarm, slow down and shut Make: Kidde Fire Protection, Graviner. . . 4 75 161
down in Figs. 8.06, 8.07 and 8.08. or
Make: Schaller
The shut down and slow down panel can be ordered Type: Visatron VN 215 . . . . . . . . . . . . . . . 4 75 163
as option: 4 75 610, 4 75 611 or 4 75 613, whereas
the alarm panel is a yard’s supply, as it has to in- The combination of an oil mist detector and a bear-
clude several other alarms than those of the main ing temperature monitoring system with deviation
engine. from average alarm (option 4 75 133, 4 75 134 or
4 75 135) will in any case provide the optimum
For practical reasons, the sensors to be applied are safety.
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 25 69
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 engine’s 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 of
formance. preventive maintenance.
Key features are: scheduling of inspections and
The designation of the different types are:
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 in-
PT/S formation, 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 procurement
off-line option: 4 75 208 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, safety
on a Portable Transducer, Stationary junction and stock, suppliers, prices and statistics.
converter boxes.
Power supply: 24 V DC CoCoS Suite:
Package: option: 4 09 665
Includes the above-mentioned system:
4 09 660 and 4 09 664
CoCoS
The Computer Controlled Surveillance system is CoCoS MPS, SPC, and SPO can communicate with
the family name of the software application prod- one another. These three applications can also han-
ucts from the MAN B&W Diesel group. dle 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 25 69
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 25 69
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 355 TE 355 Lubricating oil inlet to camshaft and/or exhaust valve actuators
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 86 42-9.0
Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors
470 100 025 198 25 69
8.05
Pressure gauges
remote indication
(manometers)
Use sensor for
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
and piston cooling oil inlet
PI 357 PE 357 Lubricating oil inlet to camshaft and/or exhaust valve actuators
PI 371 PE 371 Lubricating oil inlet to turbocharger with slide bearings/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
Manoeuvring system
PI 668 Pilot pressure to actuator for V.I.T. system
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 86 42-9.0
Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication
470 100 025 198 25 69
8.06
Use sensor
Point of location
Fuel oil system

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

TE 311 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling 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 355 Lubricating oil inlet to camshaft and/or exhaust valve actuator
PE 357 Lubricating oil inlet to camshaft and/or exhaust valve actuator and piston cooling oil
inlet
TE 369 Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)
PE 371 Lubricating oil inlet to turbocharger with slide bearing/turbocharger
178 86 42-9.0
Fig 8.03a: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025 198 25 69
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 (yard’s supply)
178 89 00-6.0
Fig. 8.03b: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025 198 25 69
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 (yard’s 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 478 VIT index/cylinder 2)
ZE 479 Governor index
E 480 Engine torque 1)
N Mean indicated pressure (mep) 4)
N Maximum pressure (Pmax) 4)
N Compression pressure (Pcomp) 4)
N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
3) Yard’s supply
4) Originated by the PMI system
178 89 00-6.0
Fig. 8.03c: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025 198 25 69
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 control of V.I.T. system stop or astern EV 656
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 46 49-3.1
Fig. 8.04: Control devices on engine
470 100 025 198 25 69
8.10
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
178 30 10-0.2
Fig. 8.05: Panels and sensors for alarm and safety systems
470 100 025 198 25 69
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 and piston
colling outlet
1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment
1 1 1 1 1 1 A* TEA 356 high TE 355 Lubricating oil inlet to camshaft and/or
exhaust valve actuators
1 1 1 1 1 1 1 1 1 A* PEA 358 low PE 357 Lubricating oil inlet to camshaft and exhaust
valve actuators
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 TEA 373 high TE 311 Lubricating oil inlet a)
to 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 86 43-0.0
Fig. 8.06a: List of sensors for alarm
470 100 025 198 25 69
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 86 43-0.0
Fig. 8.06b: List of sensors for alarm
470 100 025 198 25 69
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 Diesel’s
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 Lloyd’s 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 86 43-0.0
Fig. 8.06c: List of sensors for alarm
470 100 025 198 25 69
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 1 1 1 A* PE SLD 334 low PE 330 Lubricating oil to main and thrust
bearings, piston cooling and crosshead
lubricating oil inlet
1 1 1 1 1 1 A* TE SLD 351 high TE 349 Thrust bearing segment
1 1 TE SLD 361 high TE 355 Lubricating oil inlet to camshaft and/or
1 1 1 1 1 1 1 FS SLD 366A low Cylinder lubricators (built-in switches)
1* PS SLD 368 low Lubricating oil inlet turbocharger main b)
pipe
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
b) PE 371 can be used if only 1 turbocharger is applied
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 Diesel’s 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 21 52-0.0
Fig. 8.07: Slow down functions for UMS, option: 4 75 127
470 100 025 198 25 69
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 to main bearings and
thrust bearing
1 1 1 1 1 1* TS SHD 352 high Thrust bearing segment
1 1 1 1 1 1 1 1 1 1* PS SHD 359 low Lubricating oil inlet to camshaft and/or
1* PS SHD 374 low Lubricating oil inlet to turbocharger
main pipe
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 30 13-6.2
Fig. 8.08: Shut down functions for AMS and UMS
470 100 025 198 25 69
8.16
178 30 14-8.1
Fig. 8.09a: Drain box with fuel oil leakage alarm, (4 35 105).
The pos. numbers refer to “list of instruments”

Pos. Qty. Description Pos. Qty. Description

129 1 Pressure switch 132 1 Non-return valve
130 1 5/2-way valve 133 1 Ball valve
131 1 Diaphragm 134 1 Non-return valve
178 30 16-1.0
Fig. 8.09b: Fuel oil leakage, cut-out per cylinder, option: 4 35 106
470 100 025 198 25 69
8.17
178 09 81-2.1
Fig. 8.10a: Fuel oil leakage with automatic or manually activated lift of fuel pump roller guide per cylinder, option 4 35 107
178 09 80-0.1
Fig. 8.10b: Semi-automatic, manually activated lifting arrangement of fuel pump roller guide, 4 35 131
470 100 025 198 25 69
8.18
178 30 18-5.1
Fig. 8.11a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, (4 75 161)
178 30 19-7.1
Fig. 8.11b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)
470 100 025 198 25 69
8.19
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 builder’s 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 maker’s 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 Diesel’s 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 25 70
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 25 70
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 builder‘s 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 25 71
9.03
Class A + B: Comprises the

following basic variants: A1 + B1
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
Engine complete
• Spare parts and tools
A2 Option: 4 12 022, or B2 option: 4 12 032 A2 + B2

• 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
• Spares, tools, stay bolts
• Chains, etc.
Top section Bottom
• 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
Top section
• Bedplate/crankshaft section, turning gear and
crankshaft with wheels
• Remaining parts: spare parts, tools, stay bolts,
chains, etc.
Bedplate/crankshaft
section
Frame box section
178 34 47-4.0
Fig. 9.02a: Dispatch pattern, engine with turbocharger on exhaust side, (4 59 122)
412 000 002 198 25 72
9.04
A4 Option: 4 12 024, or B4 option: 4 12 034

• Top section
• Frame box section
• Bedplate section
• Crankshaft section
Top section Scavenge air receiver
• Scavenge air receiver(s)
• Exhaust gas receiver
• Turbocharger(s)
• Scavenge air cooler box(es)
• Remaining parts
Exhaust receiver Turbocharger
Frame box section Air cooler box
Bedplate section Crankshaft section
Note:
The engine supplier is responsible for the necessary lifting
tools and lifting instruction for transportation purpose to
the yard. The delivery extent of the lifting tools, ownership
and lend/lease conditions is to be stated in the contract.
(Options: 4 12 120 or 4 12 121).
Furthermore, it must be stated whether a drying ma-

chine is to be installed during the transportation
and/or storage period. (Option: 4 12 601) .
178 34 47-4.0
Fig. 9.02b: Dispatch pattern, engine with turbocharger on exhaust side, (4 59 122)
412 000 002 198 25 72
9.05
6 cylinder 7 cylinder 8 cylinder

Pattern Section Mass Length Mass Length Mass Length Height Width
in t in m in t in m in t in m in m in m
A1+B1 Engine complete 991.0 12.8 1111.0 14.4 1259.0 16.0 14.2 9.8
A2+B2 Top section 399.3 21.8 455.8 14.4 532.0 16.0 8.4 9.8
Bottom section 555.3 12.8 615.1 14.4 682.9 16.0 7.7 9.8
Remaining parts 36.0 40.0 44.0
A3+B3 Top section 399.3 12.8 455.8 14.4 532.0 16.0 8.4 9.8
Frame box section 221.7 12.8 241.8 14.4 271.4 16.0 4.8 8.9
Bedplate/crankshaft 333.6 12.5 373.3 14.1 411.5 15.7 4.1 4.8
A4+B4 Top section 313.6 11.2 360.9 12.8 408.9 14.4 6.2 6.2
Exhaust receiver 19.4 10.5 25.3 12.1 28.5 13.7 4.2 3.0
Scavenge air receiver 40.6 12.8 43.9 14.4 56.1 16.0 4.4 3.1
Frame box section 221.7 11.2 241.8 12.8 271.4 14.4 4.8 8.9
Crankshaft 182.5 12.3 205.0 13.9 227.4 15.5 3.8 3.8
Bedplate 149.4 12.0 166.7 13.6 182.4 15.2 3.4 4.8
Turbocharger, each 9.8 9.8 9.8
Air cooler, each 3.0 3.0 3.0
The weights are for standard engines with semi-built crankshaft of forged throws, crosshead guides integrated in
frame box and MAN B&W turbocharger.
The final weights are to be confirmed by the engine supplier, as variations in major engine components due to the use
of local standards (plate thickness, etc.), size of turning wheel, type of turbocharger and the choice of cast/welded or
forged component designs may increase the total weight by up to 10%.
All masses and dimensions in the dispatch pattern are therefore approximate and without packing and lifting tools.
Note: Some engines are equipped with monent compensator and/or tuning wheel.
However, the weights for these components are not included in the didspatch pattern.
178 86 51-3.0
Fig. 9.03a: Preliminary dispatch pattern, list of masses and dimensions
412 000 002 198 25 72
9.06
9 cylinder 10 cylinder 11 cylinder 12 cylinder

Pattern Section Mass Length Mass Length Mass Length Mass Length Height Width
in t in m1 in t in m2 in t in m3 in t in m4 in m in m
A1+B1 Engine complete 1415.0 18.6 1561.0 20.2 1686.0 21.8 1826.0 23.4 14.2 9.3
A2+B2 Top section, fore 392.4 11.9 338.5 10.3 392.4 11.9 393.2 11.9 8.4 9.3
Top section, aft 187.7 4.2 295.4 7.4 294.3 7.4 356.9 9.0 8.4 9.3
Bottom section, fore 481.8 11.9 413.1 10.3 480.7 11.9 480.6 11.9 7.7 9.3
Bottom section, aft 295.5 6.7 452.3 9.9 451.4 9.9 523.3 11.5 7.7 9.3
Remaining parts 57.7 61.7 67.5 71.9
Top section, aft 187.7 4.2 295.4 7.4 294.3 7.4 356.9 9.0 8.4 9.3
Frame box section, fore 211.6 11.9 181.4 10.3 210.9 11.9 210.8 11.9 4.8 8.9
Frame box section, aft 92.1 4.2 152.8 7.4 152.1 7.4 182.2 9.0 4.8 8.9
Bedplate/crankshaft, fore 268.0 11.9 229.8 10.3 267.5 11.9 267.5 11.9 3.4 4.8
Bedplate/crankshaft, aft 202.3 6.7 297.9 9.9 297.5 9.9 339.2 11.5 4.1 4.8
Top section, aft 145.5 4.2 240.3 7.4 239.9 7.4 287.4 9.0 6.2 6.2
Exhaust receiver, fore 20.7 11.1 17.1 9.5 19.6 11.1 19.4 11.1 4.2 3.0
Exhaust receiver, aft 10.4 3.6 16.4 6.6 16.4 6.6 19.7 6.6 4.2 3.0
Scav. air receiver, fore 36.9 11.9 34.2 10.3 38.1 11.9 38.8 11.9 4.4 3.1
Scav. air receiver, aft 19.0 4.2 25.8 7.4 25.1 7.4 37.1 9.0 4.4 3.1
Frame box section, fore 211.6 11.9 181.4 10.3 210.9 11.9 210.8 11.9 4.8 8.9
Frame box section, aft 92.1 4.2 152.8 7.4 152.1 7.4 182.2 9.0 4.8 8.9
Crankshaft section, fore 146.5 11.1 124.1 9.5 146.5 11.1 146.5 11.1 3.2 3.2
Crankshaft section, aft 104.9 7.4 165.1 10.6 165.1 10.6 191.0 12.2 3.8 3.8
Bedplate section, fore 121.5 11.9 105.7 10.3 121.0 11.9 121.1 11.9 3.4 4.8
Bedplate section, aft 95.7 6.1 131.1 7.7 130.8 9.3 146.5 10.9 3.4 4.8
Turbocharger, each 9.8 9.8 9.8 9.8
Air cooler, each 3.0 3.0 3.0 3.0
1) The fore part comprises six cylinder units and the chain drive, the aft part comprises three cylinder units
2) The fore part comprises five cylinder units and the chain drive, the aft part comprises five cylinder units
3) The fore part comprises six cylinder units and the chain drive, the aft part comprises five cylinder units
4) The fore part comprises six cylinder units and the chain drive, the aft part comprises six cylinder units
Weight of single components which can be dismounted if necessary

Piston rod complete - each including stuffing box 4.2 t
Connecting rod complete -each 16.4 t
Cylinder cover complete - each including all valves 8.7 t
Cylinder cover complete - each including studs and nuts 6.1 t
Three main chains 3.9 t
Chain wheel with fitted bolts and nuts - crankshaft 7.6 t
Stay bolt - each 1.8 t
178 86 51-3.0
Fig. 9.03b: Preliminary dispatch pattern, list of masses and dimensions
412 000 002 198 25 72
9.07
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.
If an engine with VIT fuel pumps is optimised below

93.5% of the specified MCR, and it is to run at 110%
of the specified MCR during the shop trial, it must be
possible to blow off either the scavenge air receiver
or to by-pass the exhaust gas receiver in order to
keep the turbocharger speed and the compression
pressure within acceptable limits.
178 30 24-4.2
Fig. 9.04: Shop trial running/delivery test: 4 14 001
486 001 010 198 25 73
9.08
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: Lloyd’s Register of Shipping
RINa: Registro Italiano Navale
RS Russian Maritime Register of Shipping
Cylinder cover, section 901 and others

1 Cylinder cover complete with fuel, exhaust, Chain drive, section 906
starting and safety valves, indicator valve and 1 Of each type of bearings for:
sealing rings (disassembled) Camshaft at chain drive, chain tightener and
intermediate shaft
Piston, section 902 6 Camshaft chain links (only for ABS, DNVC,
1 Piston complete (with cooling pipe), piston LR, NKK and RS)
rod, piston rings and stuffing box, 1 Cylinder lubricator drive: 6 chain links or gear
studs and nuts wheels
1 set Piston rings for 1 cylinder 1 Guide ring 2/2 for camshaft bearing
Cylinder liner, section 903 Starting valve, section 907

1 Cylinder liner with sealing rings and gaskets 1 Starting valve, complete
1/2 set Studs for 1 cylinder cover
Exhaust valve, section 908
Cylinder lubricator, section 903 2 Exhaust valves complete (1 for GL)
1 Pressure pipe for exhaust valve pipe
1 Mechanical cylinder lubricator,
or Fuel pump, section 909
1 set Spares for electronic Alpha lubricator 1 Fuel pump barrel, complete with plunger
2 Lubricator 1 High-pressure pipe, each type
2 Feed back sensor, complete
1 Suction and puncture valve, complete
2 Copper washer
2 Filter element, Rexroth 006D200W
4 O-rings Fuel valve, section 909
6 3A, 3 pcs. 12A ceramic fuses 6.3 x 32 mm, ABS: Two fuel valves per cylinder for half the
for MCU, BCU and SBU number of cylinders on one engine, and a
2 Light emitting diodes for visual feed back sufficient number of valve parts, excluding
indication the body, to form with those fitted on each
1 Shaft encoder coupling (for engines with cylinder for a complete engine set
trigger ring at the turning wheel one tacho
pick up is supplied) DNVC: Fuel valves for all cylinders on one engine
2 Pressure gauge for accumulator
BV, CCS, GL, KR, LR, NKK, RINa, RS and IACS:
Connecting rod, and crosshead bearing, section 904 Two fuel valves per cylinder for all cylinders
1 Telescopic pipe with bushing for 1 cylinder on one engine, and a sufficient number of
1 Crankpin bearing shells in 2/2 with studs valve parts, excluding the body, to form
and nuts with those fitted on each cylinder for a
complete engine set
1 Crosshead bearing shell lower part with
studs and nuts
2 Thrust piece
Main bearing and thrust block, section 905

1 set Thrust pads for one face of each size, if
different for "ahead" and "astern"
178 39 43-4.4
Fig. 9.05a: List of spares, unrestricted service: 4 87 601
487 601 005 198 25 74
9.09
Turbocharger, section 910

1 Set of maker’s standard spare parts
1 a) Spare rotor for one turbocharger, including:
compressor wheel, rotor shaft with turbine
blades and partition wall, if any
a) Only required for RS and recommended for DNVC.

To be ordered separately as option: 4 87 660 for
DNVC and other classification societies
The section figures refer to the instruction books.
Subject to change without notice.
Scavenge air blower, section 910

1 set a) Rotor, rotor shaft, gear wheel or equiva-
lent 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
Fig. 9.05b: List of spares, unrestricted service: 4 87 601
487 601 005 198 25 74
9.10
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 97-0.2
Fig. 9.06a: Additional spare parts beyond class requirements, option: 4 87 603
487 603 020 198 25 75
9.11
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 50 % 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.
Fig. 9.06b: Additional spare parts beyond class requirements, option: 4 87 603
487 603 020 198 25 75
9.12
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 97-0.2
Fig. 9.06c: Additional spare parts beyond class requirements, option: 4 87 603
487 603 020 198 25 75
9.13
Table A
Group No. Section 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 3 Fuel valve nozzle
3 Spindle guide complete
3 sets O-rings for 1 cylinder
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 86 46 6.0
Fig. 9.07a: Wearing parts, option: 4 87 629
487 611 010 198 25 76
9.14
Table B
Service hours 0-6000 0-12000
Group Number of cylinders
No Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
1 Set of piston rings 0 0 0 0 0 0 0 6 7 8 9 10 11 12
Set of piston rod stuffing box,
2 0 0 0 0 0 0 0 6 7 8 9 10 11 12
lamella rings
3 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
5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 O-rings for exhaust valve 6 7 8 9 10 11 12 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
8 Exhaust seat bottom pieces 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
pump and exhaust valve
10 Fuel pump plungers 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
12 Set slide bearings per TC 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
14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Table B
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
2 6 7 8 9 10 11 12 12 14 16 18 20 22 24
lamella rings
3 0 0 0 0 0 0 0 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
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0
178 86 46-6.0
Fig.9.07b: Wearing parts, option: 4 87 629
487 611 010 198 25 76
9.15
Table B
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
2 12 14 16 18 20 22 24 18 21 24 27 30 33 36
lamella rings
3 6 7 8 9 10 11 12 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
9 0 0 0 0 0 0 0 6 7 8 9 10 11 12
Table B
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
2 18 21 24 27 30 33 36 24 28 32 36 40 44 48
lamella rings
3 12 14 16 18 20 22 24 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
9 6 7 8 9 10 11 12 6 7 8 9 10 11 12
Fig. 9.07c: Wearing parts, option: 4 87 629

178 86 46-6.0
487 611 010 198 25 76
9.16
Table B
No. Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12
2 24 28 32 36 40 44 48 30 35 40 45 50 55 60
lamella rings
3 12 14 16 18 20 22 24 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
9 6 7 8 9 10 11 12 6 7 8 9 10 11 12
178 86 46-6.0
Fig. 9.07d: Wearing parts, option: 4 87 629
487 611 010 198 25 76
9.17
Cylinder liner 5749 kg Exhaust valve Piston complete

Cylinder liner inclusive 2395 kg with piston rod and
cooling jacket with stuffing box 3800 kg
6008 kg without stuffing box 3615 kg
Rotor for turbocharger

Cylinder cover 5900 kg Type NA70
Cylinder cover inclusive 330 kg
starting and fuel
valves 5690 kg
Rotor for turbocharger Rotor for turbocharger

Type VTR714 Type MET83SD
981 kg 470 kg
All dimensions are given in mm

Fig. 9.08: Large spare parts, dimensions and masses
487 601 007 198 25 78
9.18
Mass of the complete set of tools: Approximately 5,200 kg
'The engine is delivered with all necessary special Crankshaft and main bearing, section 905
tools for overhaul. The extent of the tools is stated 1 set Hydraulic jack for main bearing stud
below. Most of the tools can be arranged on steel
1 set Lifting and disassembling tool
plate panels which can be delivered as option: 4 88
1 set lifting tool for camshaft
660 at extra cost. Where such panels are delivered,
it is recommended to place them close to the loca- 1 Thrust bearing turning dog
tion where the overhaul is to be carried out. 1 Crankcase relief valve testing tool
1 Crossbar for lift of segment stops
The tools from selection 907 and 911 are normally
included in section 901. Camshaft and chain drive, section 906
1 set Hydraulic jack for camshaft bearing stud
Cylinder cover, section 901 1 set Dismantling tool for camshaft bearing
1 Multi-jack tightening tool for cylinder cover 1 set Dismantling tool for camshaft coupling
studs. 1 set Adjusting tool for camshaft
1 Cylinder cover and liner surface grinding 1 Pin gauge for camshaft
tool (option: 488 610)
1 Pin gauge for crankshaft top dead centre
1 set Milling and grinding tool for valve seats
1 Chain assembling tool
1 set Fuel valve extractor
1 Chain disassembling tool
1 set Chains (for cylinder cover)
Starting air system, section 907
Piston with rod and stuffing box, section 902 1 Starting valve overhaul tool
1 set Hydraulic jack for piston crown
1 set Hydraulic jack for rod studs Exhaust valve and valve gear, section 908
1 set lifting and tilting gear for piston 1 set Hydraulic jack for exhaust valve stud
1 set Tilting tool for piston 1 Claw for exhaust valve spindle
1 Guide ring for piston 1 set Exhaust valve spindle and seat pneumatic
1 Lifting tool for piston grinding machine
1 Support for piston 1 Exhaust valve spindle and seatchecking
1 set Piston overhaul tool template
1 Stuffing box overhaul tool 1 Guide ring for pneumatic piston
1 set Cylinder liner lifting and tilting gear 1 set Overhaul tool for high pressure connections
1 set Lifting device for roller huide and hydraulic
Crosshead and connecting rod, section 904 actuator
1 set Covers for crosshead 1 Roller guide dismantling tool
1 set Hydraulic jack for crosshead and crankpin
bearing bolt
1 set Support for crosshead
1 Lifting tool for crosshead
1 Crankpin bearing lifting tool
1 set Connecting rod lifting tool
1 set Crosshead bearing lifting tool
1 set Suspension chain for piston and telescopic pipe
1 set Assembling and disassembling tools for
crosshead
178 35 91-2.2
Fig. 9.09a: List of standard tools for maintenance. 4 88 601
488 601 004 198 25 79
9.19
Fuel valve and fuel pump, section 909 913.2 Ordinary hand tools
1 Tightening gauge for fuel pump housing 1 set Torque wrench
1 Fuel valve pressure testing device 1 set Socket wrench
1 set Fuel valve overhaul tool 1 set Hexagon key
1 Fuel pump cam lead measuring tool 1 set Combination wrench
1 set Lifting tool for fuel pump 1 set Double open-ended wrench
1 set Fuel pump overhaul tool 1 set Ring impact wrench
1 set Fuel oil high pressure pipe and connection 1 set Open-ended impact wrench
overhaul tool 1 set Pliers for circlip
1 set Special spanner
Turbocharger and air cooler system, section 910
1 set Turbocharger overhaul tool 913.3 Miscellaneous
1 set Exhaust gas system blanking-off tool 1 set Pull-lift and tackle
(only if two or more turbochargers are fitted)
1 set Shackle
1 set Air cooler tool
1 set Eye-bolt
Safety equipment, section 911 1 set Foot grating
1 set Safety valve pressure testing tool 1 Indicator with cards
1 Planimeter
Main part assembling, section 912 1 set Feeler blade
1 set Staybolt hydraulic jack 1 Crankshaft alignment indicator
1 set Cover for oil drain 1 Cylinder gauge
General tools, section 913

913.1 Accessories
1 Hydraulic pump, pneumatically operated
1 Hydraulic pump, manually operated
1 set High pressure hose and connection
1 set Hydraulic jack assembling device
178 35 91-2.2
Fig. 9.09b: List of standard tools for maintenance. 4 88 601
488 601 004 198 25 79
9.20
178 48 03-8.0
Pos. Sec. Description Mass in kg

1 901 Chains (for low headroom lifting) 10
2 915 Lifting tilting gear and collar for piston 171
3 915 Support for Lifting tool ( piston) 30
4 902 Lifting and tilting gear for piston 136
5 902 Guide ring for piston 66
6 902 Lifting tool for piston 60
7 902 Support for piston 80
Fig. 9.10a: Dimensions and masses of tools
488 601 004 198 25 79
9.21
178 48 05-1.0

8 904 Crankpin bearing lifting tool 11
9 905 Lifting tool for crankshaft, journal bearing dismanlig tool 237
10 905 Lifting tool for thrust shaft, journal bearing dismanlig tool 131
11 906 Lifting tool for main bearing cap 1
Fig. 9.10b: Dimensions and masses of tools
488 601 004 198 25 79
9.22
178 48 06-3.0

12 906 Pin gauge for crankshaft top dead centre 1
13 901 Multi-jack tightening tool for cylinder cover studs 380
Fig. 9.10c: Dimensions and masses of tools
488 601 004 198 25 79
9.23
178 14 69-9.1
Standard Option: 4 88 610
Grinding machine Grinding machine

exhaust valve seat cylinder liner
and spindle and cylinder cover
Mass 500 kg Mass 410 kg
Fig. 9.10d: Dimensions and masses of tools
488 601 004 198 25 79
9.24
178 13 50-9.0
Sec. Description Mass in kg

909 Fuel valve pressure control device 100
Fig. 9.10e: Dimensions and masses of tools
488 601 004 198 25 79
9.25
178 18 75-9.0
Sec. Description Mass in kg

913 Pump for hydraulic jacks 20
Fig. 9.10f: Dimensions and masses of tools
488 601 004 198 25 79
9.26
Mass of panels without tools: about 420 kg
178 39 64-9.0
Mass of tools
Pos. No. Description
in kg
1 901 Cylinder cover
907 Starting air system 150
911 Safety equipment
2 902 Piston, piston rod and stuffing box
903 900
Cylinder liner and cylinder frame
3 908 Exhaust valve and valve gear 100
4 909 Fuel valve and fuel pump 70
5 906 Camshaft, chain drive 260
6 904 Crosshead and connecting rod 570
7 905 Crankshaft and main bearing 40
Tools for MS. 907 are being delivered on tool panel under MS. 901
Tools for MS. 903 are being delivered on tool panel under MS. 902
Fig. 9.11: Tool panels
488 601 004 198 25 79
9.27
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 ship’s 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 25 80
10.01
The Project Guides comprise an extension of the For further information, please refer to our publica-
general information in the Engine Selection Guide, tion:
as well as specific information on such subjects as:
P.305 MAN B&W Diesel Computerised Engine
• Engine outline, engine pipe connections, etc. Application System
• Description of piping system on engine
• Details of the manoeuvring system For your information, the publication is available at
• Instrumentation, PMI, CoCoS, etc. the internet address www.manbw.dk under "Li-
• Dispatch pattern braries", from where it can be downloaded.
• Testing
• Spare parts
• Tools. Extent of Delivery
The “Extent of Delivery” (EoD) sheets have been
Computerised Engine Application compiled in order to facilitate communication be-
System tween owner, consultants, yard and engine maker
during the project stage, regarding the scope of
Further customised information can be obtained supply and the alternatives (options) available for
from MAN B&W Diesel A/S, and for this purpose we MAN B&W two-stroke MC engines.
have developed a “Computerised Engine Applica-
tion System”, by means of which specific calcula- There are two versions of the EoD:
tions can be made during the project stage, such as:
• Extent of Delivery for 98 - 50 type engines, and
• Estimation of ship’s dimensions • Extent of Delivery for 46 - 26 type engines.
• Propeller calculation and power prediction
• Selection of main engine
• Main engines comparison Content of Extent of Delivery
• Layout/load diagrams of engine
• Maintenance and spare parts costs of the en- The “Extent of Delivery” includes a list of the basic
gine items and the options of the main engine and auxil-
• Total economy – comparison of engine rooms iary equipment and, it is divided into the systems
• Steam and electrical power – ships’ requirement and volumes stated below:
• Auxiliary machinery capacities for derated en-
gine General information
• Fuel and lube oil consumption – 4 00 xxx General information
exhaust gas data 4 02 xxx Rating
• Heat dissipation of engine 4 03 xxx Direction of rotation
• Utilisation of exhaust gas heat 4 06 xxx Rules and regulations
• Water condensation separation in air coolers 4 07 xxx Calculation of torsional and
• Noise – engine room, exhaust gas, structure axial vibrations
borne 4 09 xxx Documentation
• Preheating of diesel engine 4 11 xxx Electrical power on board
• Utilisation of jacket cooling water heat, FW 4 12 xxx Dismantling and packing and
production shipping of engine
• Starting air system 4 14 xxx Testing of diesel engine
• Exhaust gas back pressure 4 17 xxx Supervisors and advisory work
• Engine room data: pumps, coolers, tanks, etc.
402 000 500 198 25 80
10.02
Diesel engine This includes:

4 30 xxx Diesel engine • Items for Unattended Machinery Space
4 31 xxx Torsional and axial vibrations • Minimum of alarm sensors recommended by
4 35 xxx Fuel oil system the classification societies and MAN B&W
4 40 xxx Lubricating oil • Moment compensator for certain numbers of
4 42 xxx Cylinder lubricating oil cylinders
4 43 xxx Piston rod stuffing box drain • MAN B&W turbochargers
4 45 xxx Low temperature cooling water • Slow turning before starting
4 46 xxx Jacket cooling water • Spare parts either required or recommended by
4 50 xxx Starting and control air the classification societies and MAN B&W
4 54 xxx Scavenge air cooler • Tools required or recommended by the classifi-
4 55 xxx Scavenge air cation societies and MAN B&W.
4 59 xxx Turbocharger
4 60 xxx Exhaust gas The filled-in EoD is often used as an integral part
4 65 xxx Manoeuvring of the final contract.
4 70 xxx Local instrumentation
4 75 xxx 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 buyer’s
The “options” are extra items that can be alternatives requirements and the engine manufacturer’s pro-
to the “basic” or additional items available to fulfil the duction facilities. The documentation will be for-
requirements/functions for a specific project. warded, as soon as it is ready, normally within 3-6
months from order.
We base our first quotations on a scope of supply
mostly required, which is the so called “Copenhagen
Standard EoD”, which are marked with an asterisk *.
402 000 500 198 25 80
10.03
As MAN B&W Diesel A/S and most of our licensees Electric diagram
are using computerised drawings (Cadam). The Auxiliary blower
documentation forwarded will normally be in size A4 Starter for el. motors
or A3. The maximum size available is A1.
932 Shaft line
The drawings of volume “A” are available on disc. Crankshaft driving end
Fitted bolts
The following list is intended to show an example of
such a set of Installation Documentation, but the ex- 934 Turning gear
tent may vary from order to order. Turning gear arrangement
Turning gear, control system
Turning gear, with motor
Engine-relevant documentation
936 Spare parts
901 Engine data List of spare parts
External forces and moments
Guide force moments 939 Engine paint
Water and oil in engine Specification of paint
Centre of gravity
Basic symbols for piping 940 Gaskets, sealings, O-rings
Instrument symbols for piping Instructions
Balancing Packings
Gaskets, sealings, O-rings
915 Engine connections
Scaled engine outline 950 Engine pipe diagrams
Engine outline Engine pipe diagrams
List of flanges/counterflanges Bedplate drain pipes
Engine pipe connections Instrument symbols for piping
Gallery outline Basic symbols for piping
Lube and cooling oil pipes
921 Engine instrumentation Cylinder lube oil pipes
List of instruments Stuffing box drain pipes
Connections for electric components Cooling water pipes, air cooler
Guidance values for automation Jacket water cooling pipes
Fuel oil drain pipes
923 Manoeuvring system Fuel oil pipes
Speed correlation to telegraph Fuel oil pipes, tracing
Slow down requirements Fuel oil pipes, insulation
List of components Air spring pipe, exhaust valve
Engine control system, description Control and safety air pipes
Electric box, emergency control Starting air pipes
Sequence diagram Turbocharger cleaning pipe
Manoeuvring system Scavenge air space, drain pipes
Diagram of manoeuvring console Scavenge air pipes
Air cooler cleaning pipes
924 Oil mist detector Exhaust gas pipes
Oil mist detector Steam extinguishing, in scavenge box
Oil mist detector pipes
925 Control equipment for auxiliary blower Pressure gauge pipes
Electric panel for auxiliary blower
Control panel
402 000 500 198 25 80
10.04
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 Assembly of end chock bolt
Air cooler cleaning system Liner for end chock
Protecting cap
914 Exhaust gas
Exhaust pipes, bracing
Exhaust pipe system, dimensions
402 000 500 198 25 80
10.05
931 Top bracing of engine Engine production and

Top bracing outline installation-relevant documentation
Top bracing arrangement
Friction-materials 935 Main engine production records,
Top bracing instructions engine installation drawings
Top bracing forces Installation of engine on board
Top bracing tension data Dispatch pattern 1, or
Dispatch pattern 2
932 Shaft line Check of alignment and bearing clearances
Static thrust shaft load Optical instrument or laser
Fitted bolt Alignment of bedplate
Crankshaft alignment reading
933 Power Take Off Bearing clearances
List of capacities Check of reciprocating parts
PTO/RCF arrangement, if fitted Reference sag line for piano wire
Check of reciprocating parts
936 Spare parts dimensions Piano wire measurement of bedplate
Connecting rod studs Check of twist of bedplate
Cooling jacket Production schedule
Crankpin bearing shell Inspection after shop trials
Crosshead bearing Dispatch pattern, outline
Cylinder cover stud Preservation instructions
Cylinder cover
Cylinder liner 941 Shop trials
Exhaust valve Shop trials, delivery test
Exhaust valve bottom piece Shop trial report
Exhaust valve spindle
Exhaust valve studs 942 Quay trial and sea trial
Fuel pump barrel with plunger Stuffing box drain cleaning
Fuel valve Fuel oil preheating chart
Main bearing shell Flushing of lube oil system
Main bearing studs Freshwater system treatment
Piston complete Freshwater system preheating
Starting valve Quay trial and sea trial
Telescope pipe Adjustment of control air system
Thrust block segment Adjustment of fuel pump
Turbocharger rotor Heavy fuel operation
Guidance values – automation
940 Gaskets, sealings, O-rings
Gaskets, sealings, O-rings 945 Flushing procedures
Lubricating oil system cleaning instruction
949 Material sheets
MAN B&W Standard Sheets Nos:
• S19R
• S45R
• S25Cr1
• S34Cr1R
• C4
402 000 500 198 25 80
10.06
Tools
926 Engine seating
Hydraulic jack for holding down bolts
Hydraulic jack for end chock bolts
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 25 80
10.07

K90MC-C MK 6 Project Guide Two-Stroke Engines: 4th Edition December 2000

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K90MC-C MK 6 Project Guide Two-Stroke Engines: 4th Edition December 2000

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K90MC-C Mk 6 Project Guide

The information in a Project Guide is preliminary data, valid on the day of

Project Guides are available in print, on CD-ROM and at our website

Engine Layout and Load Diagrams, SFOC 2

Turbocharger Choice & Exhaust Gas Bypass 3

Monitoring Systems and Instrumentation 8

Dispatch Pattern, Testing, Spares and Tools 9

Project Support & Documentation 10

Engine type designation 1.01

2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams 2.01-2.10

3 Turbocharger Choice and Exhaust Gas Bypass

Turbocharger types 3.01

Main engine driven generators, Power Take Off (PTO) 4.01-4.03

400 000 050 198 25 29

Installation aspects 5.01-5.03

6.01 List of capacities 6.01.01-6.01.17

Vibration aspects 7.01-7.10

400 000 050 198 25 29

9 Dispatch Pattern, Testing, Spares and Tools

Dispatch pattern, etc. 9.01-9.02

10 Project Support & Documentation

Engine selection guide 10.01

400 000 050 198 25 29

Basic symbols for piping 6.01.15-6.01.17

Components for control room manoeuvring console 6.11.08

400 000 050 198 25 29

Earthing device 5.03, 5.29

400 000 050 198 25 29

Fire extinguishing pipes in scavenge air space 6.09.09

Gallery arrangement 1.09

Heat radiation 6.01.01

Indicator drive 1.07

400 000 050 198 25 29

Kongsberg Norcontrol electronic governor 6.11.02

Large spare parts, dimensions and masses 9.18

MAN B&W turbocharger 3.01, 3.02

Necessary capacities of auxiliary machinery 6.01.02-6.01.03

Oil mist detector pipes on engine 8.19

400 000 050 198 25 29

Painting of main engine 9.03

Renk constant frequency, (RCF) 4.04-4.11

Safety system (shut down) 6.11.01

400 000 050 198 25 29

Tools, dimensions and masses 9.19-9.26

Unattended machinery spaces, (UMS) 8.02

Variable injection timing 1.08

Water and oil in engine 5.14

400 000 050 198 25 29

Engine type identification

Mark: engine version

Design C Compact engines

S Super long stroke approximately 4.0

Stroke/bore ratio L Long stroke approximately 3.2

K Short stroke approximately 2.8

Fig. 1.01: Engine type designation

430 100 100 198 25 30

Power and speed

L1 27360 31920 36480 41040 45600 50160 54720

L2 21900 25550 29200 32850 36500 40150 43800

L3 23280 27160 31040 34920 38800 42680 46560

L4 18600 21700 24800 27900 31000 34100 37200

Fuel and lubricating oil consumption