Project Guide - Two Stroke Engine K98MC

K98MC Project Guide
Two-stroke Engines
This Project Guide is intended to provide the information necessary for the layout of
a marine propulsion plant.
The information is to be considered as preliminary and is intended for the project

stage only. It provides the general technical data available at the date of issue.
It should be noted that all figures, values, measurements or information about per-
formance stated in this project guide are for guidance only and shall not be used
for detailed design purposes or as a substitute for specific drawings and instruc-
tions prepared for such purposes.
The final and binding design and outlines are to be supplied by our licensee, the
engine maker, see Chapter 10 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the final
user, a set of ‘Extent of Delivery’ forms is available in which the basic and the op-
tional executions are specified.
This Project Guide and the ‘Extent of Delivery’ forms are available on a CD-ROM
and can also be found at the Internet address www.manbw.com under ‘Quicklinks’
→ Two-stroke, from where they can be downloaded’.
4th Edition
December 2005
Contents:
Engine Design 1
Engine Layout and Load Diagrams, SFOC 2
Turbocharger Choice and Exhaust Gas By-pass 3
Electricity Production 4
Installation Aspects 5
Auxiliary Systems 6
Vibration Aspects 7
Monitoring Systems and Instrumentation 8
Dispatch Pattern, Testing, Spares and Tools 9
Project Support and Documentation 10

MAN B&W Diesel A/S K98MC Project Guide
Contents
Subject
Page
1 Engine Design
Description of designation 1.01
Power, speed and SFOC 1.02
Engine power range and fuel consumption 1.03
Performance curves 1.04
Description of engine 1.05-1.12
Engine cross section 1.13
2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams 2.01-2.12
Specific fuel oil consumption 2.13-2.16
Fuel consumption at an arbitrary load 2.17
Emission control 2.18
3 Turbocharger Choice and Exhaust Gas Bypass

Turbocharger types 3.01-3.05
Turbocharger exhaust gas bypass system 3.06-3.08
4 Electricity Production
Power Take Off (PTO) 4.01-4.03
Power Take Off/Renk Constant Frequency (PTO/RCF) 4.04-4.10
Direct mounted Generators/Constant Frequency electrical (DMG/CFE) 4.11-4.13
Holeby GenSets 4.14-4.25
5 Installation Aspects
5.01 Space requirements and overhaul heights 5.01.01-5.01.06
5.02 Engine outline, galleries and pipe connections 5.02.01-5.02.14
5.03 Engine seating and holding down bolts 5.03.01-5.03.04
5.04 Engine top bracing 5.04.01-5.04.03
5.05 Earthing device 5.05.01-5.05.02
6 Auxiliary Systems
6.01 List of capacities 6.01.01-6.01.19
6.02 Fuel oil system 6.02.01-6.02.10
6.03 Lubricating and cooling oil system 6.03.01-6.03.08
6.04 Cylinder lubricating oil system 6.04.01-6.04.06
6.05 Stuffing box drain oil system 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
400 000 050 198 29 16
1
Contents
Subject
Page
6 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
8 Monitoring Systems and Instrumentation

Instrumentation 8.01-8.02
PMI calculation systems and CoCoS 8.03
Identification of instruments 8.04
Local instruments on engine 8.05-8.06
List of sensors for CoCoS 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 sensors 8.15
Shut down functions for AMS and UMS 8.16
Drain box with fuel oil leakage alarm 8.17
Fuel oil leakage cut out 8.18
Oil mist detector pipes on engine 8.19
9 Dispatch Pattern, Testing, Spares and Tools

Dispatch pattern, testing, spares and tools 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 or recommendations 9.11-9.13
Wearing parts 9.14-9.17
Large spare parts, dimensions and weights 9.18
List of tools 9.19-9.20
Dimensions and masses of tools 9.21-9.27
Tool panels 9.28
10 Project Support and Documentation

Documentation 10.01-10.07
400 000 050 198 29 16
2
Index
Subject Page
A ABB turbocharger 3.01, 3.04
Additional spare parts beyond class requirements or recommendations 9.11-9.13
Air cooler 1.10
Air cooler cleaning 6.09.05
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
Arctic running condition 3.06
Arrangement of epoxy chocks and holding down bolts 5.03.02
Attended machinery spaces 8.02
Auxiliary blowers 1.11, 6.09.02
Auxiliary system capacities for derated engines 6.01.04
Axial vibration damper 1.07
Axial vibrations 7.08
B Basic symbols for piping 6.01.17-6.01.19

Bedplate drain pipes 6.03.08
C Capacities for derated engines 6.01.04

Capacities for PTO/RCF 4.10
Central cooler 6.07.02
Central cooling water pumps 6.07.02
Central cooling water system 6.01.01, 6.01.03
Central cooling water system, capacities 6.01.03, 6.01.05
Central cooling water thermostatic valve 6.07.02
Centre of gravity 5.02.08
Centrifuges, fuel oil 6.02.07
Centrifuges, lubricating oil 6.03.03
Chain drive 1.08
Cleaning system, stuffing box drain oil 6.05.01
Coefficients of resistance in exhaust pipes 6.10.09
Constant ship speed lines 2.03
Control air system 6.08.01
Control devices 8.01, 8.10
Conventional seawater cooling system 6.06.01-6.06.03
Cooling water systems 6.06.01
Crane, engine room 5.01.05
Crankcase venting 6.03.08
Cross section of engine 1.13
Cylinder lubricating oil system 6.04.01
Cylinder lubricators 1.09, 6.04.02, 6.04.05
Cylinder oil feed rate 6.04.01
Cylinder oils 6.04.01
400 000 050 198 29 16
3
Index
Subject Page
D De-aerating tank 6.06.06
Delivery test, shop trial running 9.08
Derated engines, capacities 6.01.04
Description of engine 1.05
Designation of PTO 4.03
Dimensions and masses of tools 9.21-9.27
Directly mounted generator 4.12
Dispatch patterns 9.04-9.07
DMG/CFE 4.12
Documentation 10.01
Double-jib crane 5.01.06
E Earthing device 5.05.01-5.05.02

Wiring diagram, MAN B&W Alpha cylinder lubricator 6.04.04
Wiring 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
Emergency running, turbocharger by-pass 3.06
Engine and gallery outline 5.02.01-5.02.07
Engine cross section 1.13
Engine description 1.05
Engine layout diagram 2.01, 2.03
Engine margin 2.02
Engine pipe connections 5.02.01, 5.02.10-5.02.11
Engine power 1.03
Engine production and installation-relevant documentation 10.07
Engine relevant documentation 10.04
Engine room-relevant documentation 10.05-10.06
Engine seating 5.03.01, 5.03.03-5.03.04
Engine selection guide 10.01
Engine side control console 6.11.06
Engine top bracing 5.04.01
Engine type designation 1.01
Exhaust gas amount and temperatures, calculation 6.01.11
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 1.11, 6.10.01
Exhaust gas system after turbocharger 6.10.01
Exhaust pipe system 6.10.01
Exhaust turbocharger 1.10
Extent of delivery 10.02
External forces and moments 7.10
External unbalanced moments 7.01
Extreme ambient conditions 3.06
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4
Index
Subject Page
F Fire extinguishing pipes in scavenge air space 6.09.08

Fire extinguishing system for scavenge air space 6.09.08
Flanges, list 5.02.12-5.02.14
Freshwater cooling pipes 6.06.05
Freshwater generator 6.01.09
Fuel oil 6.02.01
Fuel oil centrifuges 6.02.07
Fuel oil consumption 1.02-1.03
Fuel oil drain pipes 6.02.03
Fuel oil leakage detection 8.02
Fuel oil leakage shut down, per cylinder 8.17
Fuel oil leakage shut down, with semi-automatic lift 8.18
Fuel oil pipes 6.02.02
Fuel oil pipes, insulation 6.02.05
Fuel oil pipes, heat tracing 6.02.04
Fuel oil heating chart 6.02.08
Fuel oil supply unit 6.02.10
Fuel oil system 6.02.01
Fuel oil venting box 6.02.09
G Gallery arrangement 1.09

Gallery outline 5.02.01, 5.02.02-5.02.07
GenSets data 4.14-4.25
Governor 1.09, 6.11.01
Guide force moments 7.06
H Hans Jensen mechanical cylinder lubricator system 1.09, 6.04.01, 6.04.05-6.04-06

Heavy fuel oil 6.02.06
High efficiency turbocharger 3.01
Holding down bolts 5.03.01-5.03.02
Hydraulic top bracing 5.04.01- 5.04.03
I Indicator drive 1.07

Installation aspects 5.01.01
Installation documentation 10.04
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
IMO NOX limits 2.18
J Jacket water cooler 6.07.02

Jacket water cooling system 6.06.04
Jacket water preheater 6.06.06
K Kongsberg Norcontrol electronic governor 1.09
400 000 050 198 29 16
5
Index
Subject Page
L Large spare parts, dimensions and masses 9.18

Layout diagram 2.01, 2.03
Light running propeller 2.02
List of capacities 6.01.02-6.01.03
List of flanges 5.02.12-5.02.14
List of instruments 8.05-8.06
List of lubricating oils 6.03.03
List of spare parts, unrestricted service 9.09-9.10
List of tools 9.19-9.20
List of masses and dimensions 9.06-9.07
Load change dependent mechanical 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 6.03.03
Lubricating oil consumption 1.02, 1.03
Lubricating oil outlet 6.03.07-6.03.08
Lubricating oil system for RCF gear 4.10
Lubricating oil tank 6.03.07
Lubricating oils 6.03.03
Lyngsø Marine electronic governor 1.09
M MAN B&W Alpha cylinder lubricator system 6.04.02

MAN B&W turbocharger, NA type 3.01, 3.03
MAN B&W turbocharger, TCA type 3.01, 3.02
MAN B&W turbocharger, water washing, turbine side 6.10.02
Manoeuvring console, instruments 6.11.08
Manoeuvring system 1.09, 6.11.01
Manoeuvring system, reversible engine with FPP 6.11.03
Masses and centre of gravity 5.02.01, 5.02.08
Measuring of back-pressure 6.10.08
Mitsubishi turbochargers 3.01, 3.05
N Necessary capacities of auxiliary machinery 6.01.02-6.01.03

Norcontrol electronic governor 1.09
O Oil mist detector pipes on engine 8.19

Optimising point 2.03
Overcritical running 7.09
Overhaul of engine 5.01.01, 5.01.06
P 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
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6
Index
Subject Page
P PMI 8.03
Power related unbalance, (PRU) 7.05
Power take off, (PTO) 4.01
Power, speed and SFOC 1.02
Profile of engine seating 5.03.03-5.03.04
Project guides 10.02
Propeller curve 2.01
PTO 4.01
PTO/RCF 4.04
Pump capacities for derated engines 6.01.04
Pump pressures 6.01.06
R Renk constant frequency, (RCF) 4.04

Reversing 1.08
S Safety system (shut down) 6.11.01

Scavenge air cooler 1.10
Scavenge air pipes 6.09.03
Scavenge air space, drain pipes 6.09.07
Scavenge air system 1.10, 6.09.01
Scavenge box drain system 6.09.07
Sea margin 2.02
Seawater cooling pipes 6.06.03
Seawater cooling pumps 6.07.02
Seawater cooling system 6.06.02
Second order moment compensator 7.02-7.04
Second order moments 7.02
Selective catalytic reduction system, SCR 3.07-3.08
Semi-automatic lifting arr. of fuel pump roller guide 8.18
Sensors for remote indication instruments 8.01
Sequence diagram 6.11.09
SFOC guarantee 1.03, 2.13
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 5.03.04
Simens electronic governor 1.09
Slow down functions for UMS 8.15
Slow down system 8.01
Slow turning 6.11.01, 6.11.04
Space requirements for the engine 5.01.01-5.01.03
Space requirements for PTO/RCF 4.07
Spare parts, dimensions and masses 9.01
Spare parts for unrestricted service 9.09-9.10
Specific fuel oil consumption 1.02, 1.03, 2.13
Specification for painting 9.03
Specified MCR 2.03
Starting air pipes 6.08.02
400 000 050 198 29 16
7
Index
Subject Page
S Starting air system 1.12, 6.08.01
Starting air system, with slow turning 6.08.02
Starting and control air systems 6.08.01
Steam tracing of fuel oil pipes 6.02.04
Symbolic representation of instruments 8.04
T Tool panels 9.28

Tools, dimensions and masses 9.21-9.27
Tools, list 9.19-9.20
Top bracing 5.04.01
Torsional vibrations 7.08
Total by-pass for emergency running 3.06
Tuning wheel 1.08
Turbocharger 1.10, 3.01
Turbocharger cleaning 6.10.01
Turbocharger flanges 5.02.12-5.0214
Turbocharger lubricating oil pipes 6.03.02
Turning gear 1.05, 6.08.04
U Unattended machinery spaces, (UMS) 8.02

Undercritical running 7.09
V Variable injection timing 1.08

Variable by-pass, exhaust gas receiver 3.06
Vibration aspects 7.01
VIT 1.08
W Water and oil in engine 5.02.09

Wearing parts 9.14-9.17
Weights and dimensions, dispatch pattern 9.06
Wiring diagram for MAN B&W Alpha cylinder lubricator 6.04.04
400 000 050 198 29 16
8
Engine Design 1
The engine types of the MC programme are

identified by the following letters and figures:
6 K 98 MC
Design C Compact engine
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 08-0.1
Fig. 1.01: Engine type designation
430 100 100 198 29 17
1.01
K98MC
Bore: 980 mm Power
L1
Stroke: 2660 mm L3
L2
L4
Power and speed Speed
Power kW
Mean
Engine BHP
effective
Layout speed
pressure
point Number of cylinders
r/min bar 6 7 8 9 10 11 12 13 14
L1 34,320 40,040 45,760 51,480 57,200 62,920 68,640 74,360 80,080

94 18.2
46,680 54,460 62,240 70,020 77,800 85,580 93,360 101,140 108,920
L2 94 14.6 27,540 32,130 36,720 41,310 45,900 50,490 55,080 59,670 64,260
L3 84 18.2 30,660 35,770 40,880 45,990 51,100 56,210 61,320 66,430 71,540
L4 84 14.6 24,600 28,700 32,800 36,900 41,000 45,100 49,200 53,200 57,400
Data for 15-18K98MC available on request.
Fuel and lubricating oil consumption
Specific fuel oil g/kWh

Lubricating oil consumption
consumption g/BHPh
System oil Cylinder oil

At load
100% 80% Approximate g/kWh
Layout point
kg/cyl. 24 hours g/BHPh
Mechanical MAN B&W

L1 171 165
cyl. Alpha cyl.
126 121
lubricator lubricator
L2 162 158 7.5-11

0.8-1.2 0.7-1.1
L3 171 165
0.6-0.9 0.5-0.8
L4 162 158
178 86 22-6.1
Fig. 1.02: Power, speed and SFOC
402 000 100 198 29 18
1.02
Engine Power Range and Fuel Consumption
Engine Power Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
The tables contain data regarding the engine power, oil consumption varies with ambient conditions and
speed and specific fuel oil consumption as well as fuel oil lower calorific value. For calculation of these
lubricating oil consumption of the engine. changes, see the following pages.
Engine power is specified in kW and in metric horse-

power (1BHP=kpm/s), in rounded figures, for each SFOC guarantee
cylinder number and layout points L1, L2, L3 and L4:
The figures given in this project guide represent the
L1 designates nominal maximum continuous rating values obtained when the engine and turbocharger
(nominal MCR), at 100% engine power and 100% are matched with a view to obtaining the lowest
engine speed. possible SFOC values and fulfilling the IMO NOx
emission limitations.
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy ref- The Specific Fuel Oil Consumption (SFOC) is guar-
erence. The mean effective pressure is: anteed for one engine load (power-speed combina-
tion), this being the one in which the engine is opti-
L1 –L 3 L2 –L 4 mised.
bar 18.2 14.6 The guarantee is given with a margin of 5%.
kp/cm2 18.6 14.9
As SFOC and NOx are interrelated parameters, an
Overload corresponds to 110% of the power at engine offered without fulfilling the IMO NOx limita-
MCR, and may be permitted for a limited period of tions is subject to a tolerance of only 3% of the
one hour every 12 hours. SFOC.
The engine power figures given in the tables remain

valid up to tropical conditions at sea level, ie.: Lubricating oil data
Tropical conditions: The cylinder oil consumption figures stated in the

tables are valid under normal conditions. During
Blower inlet temperature . . . . . . . . . . . . . . . . 45 °C running-in periods and under special conditions,
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar feed rates of up to 1.5 times the stated values
Seawater temperature . . . . . . . . . . . . . . . . . . 32 °C should be used.
Relative air humidity . . . . . . . . . . . . . . . . . . . . 60%
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption values refer to brake

power, and the following reference conditions:
ISO 3046/1-1995:
Blower inlet temperature. . . . . . . . . . . . . . . . . 25°C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . . 25 °C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
400 000 060 198 29 19
1.03
178 34 10-2.1
Fig. 1.03: Performance curves
430 100 100 198 20 14
1.04
Description of Engine
The engines built by our licensees are in accordance • between cylinder 5 and 6 for 10 cylinder en-
with MAN B&W drawings and standards. In a few gines
cases, some local standards may be applied; how- • between cylinder 7 and 8 for 13 and 14 cylinder
ever, all spare parts are interchangeable with MAN engines.
B&W designed parts. Some other components can
differ from MAN B&W’s design because of produc-
tion facilities or the application of local standard Thrust Bearing
components.
The thrust bearing is of the B&W-Mitchell type, and
In the following, reference is made to the item num- consists, primarily, of a thrust collar on the crank-
bers specified in the ‘Extent of Delivery’ (EoD) shaft, a bearing support, and segments of steel with
forms, both for the basic delivery extent and for any white metal. The thrust shaft is an integrated part of
options mentioned. the crankshaft.
The propeller thrust is transferred through the thrust

Bedplate and Main Bearing collar, the segments, and the bedplate, to the en-
gine seating.
The bedplate is divided into sections of suitable
size, in accordance with the production facilities The thrust bearing is lubricated by the engine’s main
available. It consists of high, welded, longitudinal lubricating oil system.
girders and welded cross girders with cast steel
bearing supports.
Turning Gear and Turning Wheel
For fitting to the engine seating, long, elastic hold-
ing-down bolts, and hydraulic tightening tools, can The turning wheel has cylindrical teeth and is fitted
be supplied as options: 4 82 602 to 4 82 635. to the thrust shaft. The turning wheel is driven by a
pinion on the terminal shaft of the turning gear,
The bedplate is made without taper if mounted on which is mounted on the bedplate.
epoxy chocks (4 82 102), or with taper 1:100, if
mounted on cast iron chocks, option 4 82 101. The turning gear is driven by an electric motor and is
fitted with built-in gear and chain drive with brake.
The oil pan, which is integrated in the bedplate, col- The electric motor is provided with insulation class
lects the return oil from the forced lubricating and B and enclosure min. IP44. The turning gear is
cooling oil system. The oil outlets from the oil pan equipped with a blocking device that prevents the
are vertical and are provided with gratings. main engine from starting when the turning gear is
engaged. Engagement and disengagement of the
The main bearings consist of thin walled steel shells turning gear is effected manually by an axial move-
lined with white metal. The bottom shell can, by ment of the pinion.
means of special tools, be rotated around and in.
The shells are kept in position by a bearing cap and A control device for the turning gear, consisting of
are secured by long elastic studs, with nuts tight- starter and manual remote control box, with 15 metres
ened by hydraulic tools. of cable, can be ordered as an option: 4 80 601.
The chain drive is located:

• aft for 6+7 cylinder engines
• between cylinder 4 and 5, for 8 cylinder engines
• between cylinder 6 and 7 for 9, 11 and 12 cylin-
der engines
430 100 042 198 29 21
1.05
Frame Box Cylinder Cover

The frame box is of welded design, and is divided The cylinder cover is of forged steel, made in one
into sections of suitable size, determined by the pro- piece, and has bores for cooling water. It has a cen-
duction facilities available. On the exhaust side, it is tral bore for the exhaust valve and bores for fuel
provided with relief valves for each cylinder while, valves, safety valve, starting valve and indicator
on the camshaft side, it is provided with a large valve.
hinged door for each cylinder.
The cylinder cover is attached to the cylinder frame
The cylinder frame and the frame box are fixed to the with 8 studs and is hydraulically tightened with a
bedplate with twin stay bolts. The stay bolts can be multijack tool.
made in two parts, option: 4 30 132 and are tight-
ened with hydraulic jacks.
Exhaust Valve and Valve Gear
Cylinder Frame, Cylinder Liner and The exhaust valve consists of a valve housing and a
Stuffing Box valve spindle. The valve housing is of cast iron and
arranged for water cooling. The housing is provided
The cylinder frame units are of cast iron with inte- with a bottom piece of steel with a flame hardened
grated camshaft frame and together with the cylin- seat. The bottom piece is water cooled. The spindle
der liners they form the scavenge air space. At the is made of Nimonic. The housing is provided with a
chain drive, the upper part of the chainwheel frame spindle guide.
is fitted. On the camshaft side of the engine, the cyl-
inder frame units are provided with covers for clean- The exhaust valve is tightened to the cylinder cover
ing the scavenge air space and for inspection of the with studs and nuts. The exhaust valve is opened
scavenge ports. hydraulically and closed by means of air pressure. In
operation, the valve spindle slowly rotates, driven
The lubricators (one per cylinder) and the gallery by the exhaust gas acting on small vanes fixed to the
brackets are bolted onto the cylinder frame units. spindle. The hydraulic system consists of a piston
Furthermore, the outer part of the telescopic pipe is pump mounted on the roller guide housing, a
fitted for the supply of piston cooling oil and lubri- high-pressure pipe, and a working cylinder on the
cating oil. exhaust valve. The piston pump is activated by a
cam on the camshaft.
A piston rod stuffing box for each cylinder unit is fit-
ted at the bottom of the cylinder frame. The stuffing Air sealing of the exhaust valve spindle guide is
box is provided with Heco sealing rings for scav- provided.
enge air, and with oil scraper rings to prevent crank-
case oil from entering the scavenge air space.
Fuel Valves, Starting Valve,
The cylinder liner is made of alloyed cast iron and is Safety Valve and Indicator Valve
mounted in the cylinder frame. The top of the cylin-
der liner is bore-cooled and it is provided with a Each cylinder cover is equipped with three fuel
short cooling jacket. The cylinder liner has scavenge valves, one starting valve, one safety valve, and one
ports and drilled holes for cylinder lubrication. indicator valve. The opening of the fuel valves is
controlled by the fuel oil high pressure created by
the fuel pumps, and the valves are closed by a
spring.
An automatic vent slide allows circulation of fuel oil

through the valve and high pressure pipes, and pre-
vents the combustion chamber from being filled up
430 100 042 198 29 21
1.06
with fuel oil in the event that the valve spindle sticks The damper consists of a piston and a split-type
when the engine is stopped. Oil from the vent slide housing located forward of the foremost main bear-
and other drains is led away in a closed system. ing. The piston is made as an integrated collar on the
main crank journal, and the housing is fixed to the
The starting valve is opened by control air from one main bearing support. A mechanical device for
or two starting air distributors depending on the functional check of the vibration damper is fitted. An
number of cylinders. The starting valves are closed electronic vibration montor can be supplied as op-
by a spring. The safety valve is spring-loaded. tion: 4 31 116.
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; this 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, in accordance with the cured to the connecting rod with studs and nuts
movement of the piston within the engine cylinder. which are tightened with hydraulic jacks.
At the top, the spindle has an eye to which the indi-
cator cord is fastened after the indicator has been The crosshead bearing consists of a set of thin
mounted on the indicator valve. 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 connect-
from cast steel throws with cold rolled fillets. ing 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 with ‘high topland’, i.e. the distance be-
tween the piston top and the uppermost piston ring
Coupling bolts and nuts for joining the crankshaft to- has been increased. The uppermost piston ring is a
gether with the intermediate shaft are not normally sup- CPR type (Controlled Pressure Relief) whereas the
plied. These can be ordered as an option: 4 30 602. 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 provided with lead
Axial Vibration Damper bronze bands.
The engine is fitted with a laminar type of axial vibra- The piston rod is of forged steel and is surface-hard-
tion damper (4 31 111), which is mounted on the fore ened on the running surface for the stuffing box. The
end of the crankshaft. piston rod is connected to the crosshead with hy-
draulically tightened studs. The piston rod has a
430 100 042 198 29 21
1.07
central bore which, in conjunction with a cooling oil Camshaft and Cams
pipe, forms the inlet and outlet for cooling oil to the
piston. The camshaft consists of a number of sections.
Each section consists of a shaft piece with exhaust
The crosshead is of forged steel and is provided cams, fuel cams, coupling parts and indicator drive.
with cast steel guide shoes with white metal on the
running surface. The exhaust cams and fuel cams are of steel, with a
hardened roller race, and are shrunk on to the shaft.
A bracket for oil inlet from the telescopic pipe and They can be adjusted and dismantled hydraulically.
another for oil outlet to a slotted pipe are mounted
on the guide shoes. The cam for indicator drive, if mounted, can be
adjusted mechanically. The coupling parts are
shrunk on to the shaft and can be adjusted and
Fuel Pump and Fuel Oil dismantled hydraulically.
High-Pressure Pipes
The camshaft bearings consist of one lower half
The engine is provided with one fuel pump for each shell mounted in a bearing support. The camshaft is
cylinder. The fuel pump consists of a pump housing lubricated by the main lubracating oil system.
of nodular cast iron, a centrally placed pump barrel,
and plunger of nitrated steel. In order to prevent fuel
oil from being mixed with the lubricating oil, the Chain Drive
pump actuator is provided with a sealing arrange-
ment. The camshaft is driven from the crankshaft by a
chain drive. The engine is equipped with a hydrau-
The pump is activated by the fuel cam, and the vol- lic chain tightener/damper, and the long free
ume injected is controlled by turning the plunger by lengths of chain are supported by guidebars. The
means of a toothed rack connected to the regulating mechanical cylinder lubricators, if fitted, are driven
mechanism. by a separate chain from the camshaft.
The fuel pumps incorporate Variable Injection Tim-

ing (VIT) for optimised fuel economy at part load. Reversing
The VIT uses the the governor fuel setting as the
controlling parameter. Reversing of the engine takes place by means of an
angular displaceable roller in the driving mechanism
The roller guide housing is provided with a semi-au- for the fuel pump of each engine cylinder. The re-
tomatic lifting device (4 35 131) which, during rota- versing mechanism is activated and controlled by
tion of the engine, can lift the roller guide free of the compressed air supplied to the engine.
cam.
The exhaust valve gear is not to be reversed.
The fuel oil pump is provided with a puncture valve,
which prevents high pressure from building up dur-
ing normal stopping and shut down. Tuning Wheel
The fuel oil high-pressure pipes are with double A tuning wheel, option: 4 31 101, is to be ordered
wall. separately based on the final torsional vibration cal-
culations. All shaft and propeller data are to be for-
warded by the yard to the engine builder.
430 100 042 198 29 21
1.08
Torsional Vibration Damper Manoeuvring System (prepared for

Bridge Control)
The torsional vibration damper, option: 4 31 105, is
also to be ordered separately based on the final tor- The engine is provided with a pneumatic/electric
sional vibration calculations. manoeuvring and fuel oil regulating system. The
system transmits orders from the separate ma-
noeuvring console to the engine.
Governor
The regulating system makes it possible to start,
The engine is to be provided with an electronic/me- stop, and reverse the engine and to control the en-
chanical governor of a make approved by MAN gine speed. The speed control handle on the ma-
B&W Diesel A/S, i.e.: noeuvring console gives a speed-setting signal to
the governor, dependent on the desired number of
Lyngsø Marine A/S revolutions. At a shut down function, the fuel injec-
type EGS 2000 or 2100 . . . . . . . . option: 4 65 172 tion is stopped by the puncture valves in the fuel
pumps being activated, independent of the speed
Kongsberg Norcontrol Automation A/S control handle’s position.
type DGS 8800e . . . . . . . . . . . . . . option: 4 65 174
Reversing is effected by moving the speed control
Siemens handle from ‘Stop’ to ‘Start astern’ position. Control
type SIMOS SPC 33 . . . . . . . . . . . option: 4 65 177 air then moves the starting air distributor and,
through an air cylinder, the displaceable roller in the
The speed setting of the actuator is determined by driving mechanism for the fuel pump, to the ‘Astern’
an electronic signal from the electronic governor position.
based on the position of the main engine regulating
handle. The engine is provided with an engine side
mounted control console and instrument panel.
Cylinder Lubricators
Gallery Arrangement
The cylinder lubricating system can be of either the
MAN B&W Alpha (4 42 105) or the Hans Jensen me- The engine is provided with gallery brackets, stan-
chanical (4 42 110) type. chions, railings and platforms (exclusive of ladders).
The brackets are placed at such a height that the
The MAN B&W Alpha cylinder lubricating system is best possible overhauling and inspection condi-
designed to supply cylinder oil intermittently, e.g. tions are achieved. Some main pipes of the engine
every four, five, six, etc. engine revolutions, at a are suspended from the gallery brackets.
contant pressure and with electronically controlled
timing and dosage at a defined position. The scavenge air receiver is provided with lifting at-
tachments for dismantling of the auxiliary blowers,
The Hans Jensen mechanical cylinder lubricating and the upper gallery platform on the camshaft side
system is both speed and load change dependent. is provided with overhauling holes for piston, the num-
The lubricators are controlled by the engine revolu- ber of holes depends on the number of cylinders.
tions, and are mounted at the fore end of the engine.
The engine is prepared for top bracings on the
The lubricators have built-in capability for adjust- exhaust side (4 83 110), or on the camshaft side,
ment of the oil quantity. They are of the ‘Sight Feed option: 4 83 111.
Lubricator’ type and are provided with a sight glass
for each lubricating point. Hydraulic top bracing can be fitted, options: 4 83 122
or 4 83 123.
430 100 042 198 29 21
1.09
Scavenge Air System Scavenge Air Cooler

The air intake to the turbochargers takes place di- The engine is fitted with air coolers of the mono-
rectly from the engine room through the turbochar- block type (one per turbocharger) designed for cen-
ger intake silencer. From the turbochargers, the air tral cooling with freshwater of maximum 4.5 bar
is led via the charging air pipe, air coolers and scav- working pressure, option: 4 54 132. The air cooler is
enge air receiver to the scavenge ports of the cylin- so designed that the difference between the scav-
der liners. The charging air pipe between the enge air temperature and the water inlet tempera-
turbochargers and the air coolers is provided with a ture (at the optimising point) can be kept at a maxi-
compensator and is heat insulated on the outside. mum of 12 °C.
a) The end covers are of coated cast iron

Exhaust Turbocharger 4 54 150, or alternatively of bronze, option:
4 54 151
The engine is fitted with either MAN B&W turbochar-
gers (4 59 101, 4 59 101a), ABB turbochargers b) The cooler is provided with equipment for
(4 59 102) or Mitsubishi turbochargers (4 59 103), ar- cleaning of:
ranged on the exhaust side of the engine. All three
are of the high efficiency type. Air side:
Standard showering system
The turbocharger bearing casing and exhaust cas- (Cleaning pump unit including tank and filter
ing are cooled by jacket water. to be yard’s supply)
The turbocharger is provided with: Water side:

Cleaning brush.
a) Equipment for water washing of the compressor
side Cleaning is to take place only when the engine is
stopped.
b) Equipment for dry cleaning of the turbine side
A water mist catcher of the through-flow type is lo-
c) Equipment for water washing of the turbine side cated in the air chamber below the air coolers.
on MAN B&W and ABB turbochargers.
The gas outlet can be 15°/30°/45°/60°/75°/90°from

vertical, away from the engine. See options
4 59 301-309. The turbocharger is equipped with an
electronic tacho system with pick-ups, converter
and indicator for mounting in the engine control
room.
430 100 042 198 29 21
1.10
Exhaust Gas System In cases where one of the auxiliary blowers is out of
service, the other auxiliary blowers will automati-
From the exhaust valves, the gas is led to the ex- cally compensate without any manual readjustment
haust gas receiver where the fluctuating pressure of the valves, thus avoiding any engine load reduc-
from the individual cylinders is equalised, and the tion. This is achieved by balancing pipes between
total volume of gas led further on to the the air cooler casings, so the auxillary blowers draw
turbochargers at a constant pressure. After the the air from a common space.
turbochargers, the gas is led to the external exhaust
pipe system, which is yard’s supply. The electric motors are of the totally enclosed, fan
cooled, single speed type, with insulation min. class
Compensators are fitted between the exhaust B and enclosure minimum IP44.
valves and the receiver, and between the receiver
and the turbocharger(s). The electrical control panel and starters for the aux-
iliary blowers can be delivered as an option:
The exhaust gas receiver and exhaust pipes are 4 55 650.
provided with insulation, covered by galvanised
steel plating.
Piping Arrangements
There is a protective grating between the exhaust
gas receiver and the turbocharger. The engine is delivered with piping arrangements
for:
After the turbocharger, the gas is led via the exhaust • Fuel oil
gas outlet transition piece, option: 4 60 601 and a • Heating of fuel oil pipes
compensator, option: 4 60 610 to the external ex- • Lubricating oil, piston cooling oil and
haust pipe system, which is yard’s supply. See also camshaft lubrication
Chapter 6.10. • Cylinder lubricating oil
• Sea cooling water
• Jacket cooling water
Auxiliary Blower • Cleaning of scavenge air cooler
• Cleaning of turbocharger
The engine is provided with two, three, four or five • Fire extinguishing in scavenge air space
electrically-driven blowers (4 55 150). The suction • Starting air
side of the blowers is connected to the scavenge air • Control air
space after the air cooler. • Safety air
• Exhaust valve sealing air
Between the air cooler and the scavenge air re- • Oil mist detector
ceiver, non-return valves are fitted which automati- • Various drains.
cally close when the auxiliary blowers supply the
air. All arrangements are made of steel piping, except
the control air, safety air and steam heating of fuel
The auxiliary blowers will start operating before the pipes which are made of copper.
engine is started and will ensure sufficient scavenge
air pressure to obtain a safe start. The pipes for sea cooling water to the air cooler are
of:
During operation of the engine, the auxiliary blowers
will start automatically each time the engine load is Galvanised steel. . . . . . . . . . . . . . . . . (4 45 130), or
reduced to about 30-40%, and they will continue Thick-walled, galvanised steel. . . . . . (4 45 131), or
operating until the load again exceeds approxi- Aluminium brass . . . . . . . . . . . . . . . . (4 45 132), or
mately 40-50%. Copper nickel . . . . . . . . . . . . . . . . . . . . . (4 45 133)
430 100 042 198 29 21
1.11
In the case of central cooling, the pipes for freshwa- Starting Air Pipes
ter to the air cooler are of steel.
The starting air system comprises a main starting
The pipes are provided with sockets for standard in- valve, a non-return valve, a bursting disc for the
struments, alarm and safety equipment and, fur- branch pipe to each cylinder, one or two starting air
thermore, with a number of sockets for supplemen- distributor(s); and a starting valve on each cylinder.
tary signal equipment and supplementary remote The main starting valve is connected with the ma-
instruments. noeuvring system, which controls the start of the
engine.
The inlet and return fuel oil pipes (except branch
pipes) are heated with: A slow turning valve with actuator can be ordered as
an option: 4 50 140.
Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or
Electrical tracing . . . . . . . . . . . option: 4 35 111, or The starting air distributor(s) regulates the supply of
Thermal oil tracing . . . . . . . . . . . . option: 4 35 112 control air to the starting valves so that they supply
the engine cylinders with starting air in the correct
The fuel oil drain pipe is heated by jacket water. firing order. The starting air distributors have one set
of starting cams for ‘Ahead’ and one set for ‘Astern’,
The above heating pipes are normally delivered as well as one control valve for each cylinder.
without insulation (4 35 120). The engine’s exter-
nal pipe connections are with:
• Sealed, without counterflanges in the connecting

end, and with blank counterflanges and bolts in
the other end (4 30 201), or
• With blank counterflanges and bolts in both ends
of the piping, option: 4 30 202, or
• With drilled counterflanges and bolts, option:
4 30 203.
A fire extinguishing system for the scavenge air box

will be provided, based on:
Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or
Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or
CO2 (excluding bottles). . . . . . . . . option: 4 55 143
430 100 042 198 29 21
1.12
178 32 80-6.2
Fig. 1.04: Engine cross section
430 100 018 198 29 22
1.13
Engine Layout and Load Diagrams, SFOC 2
2 Engine Layout and Load Diagrams
Introduction
The effective power ‘P’ of a diesel engine is propor-
tional to the mean effective pressure pe and engine
speed ‘n’, i.e. when using ‘c’ as a constant:
P = 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
P = 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.
P = 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 P 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
P = 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 P = c x ni, see Fig. 2.01b, will be a fixed pitch propeller is, as mentioned above de-
linear functions when using logarithmic scales. scribed by means of the propeller law, i.e. the third
power curve:
log (P) = i x log (n) + log (c)
P = c x n3, in which:
P = engine power for propulsion

n = propeller speed
c = constant
Propeller design point
Normally, estimates 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 29 23
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 margin’
178 05 41-5.3
of some 10% (or 15%) is frequently added. The cor-
Fig. 2.02: Ship propulsion running points and engine layout responding point is called the ‘specified MCR for
propulsion’ (MP), and refers to the fact that the
When the ship has sailed for some time, the hull and power for point SP is 10% (or 15%) lower than for
propeller become fouled and the hull’s resistance point MP. Point MP is identical to the engine’s spec-
will increase. Consequently, the ship speed will be ified MCR point (M) unless a main engine driven
reduced unless the engine delivers more power to shaft generator is installed. In such a case, the extra
the propeller, i.e. the propeller will be further loaded power demand of the shaft generator must also be
and will be heavy running (HR). considered.
As modern vessels with a relatively high service Note:

speed are prepared with very smooth propeller and Light/heavy running, fouling and sea margin are
hull surfaces, the fouling after sea trial, therefore, overlapping terms. Light/heavy running of the pro-
will involve a relatively higher resistance and thereby peller refers to hull and propeller deterioration and
a heavier running propeller. heavy weather and, –sea margin i.e. extra power to
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 29 23
2.02
Constant ship speed lines (SP) unless a main engine driven shaft generator is
installed.
The constant ship speed lines a, are shown at the
very top of Fig. 2.02, indicating the power required
at various propeller speeds in order to keep the Optimising point (O)
same ship speed, provided that, for each ship
speed, the optimum propeller diameter is used, tak- The optimising point O is the rating at which the
ing into consideration the total propulsion effi- turbocharger is matched, and at which the engine
ciency. timing and compression ratio are adjusted.
The optimising point O is placed on line 1 of the load

Engine Layout Diagram diagram, and the optimised power can be from 85 to
100% of point M's power, when turbocharger(s) and
An engine’s layout diagram is limited by two con- engine timing are taken into consideration. When
stant mean effective pressure (mep) lines L1-L3 and optimising between 93.5% and 100% of point M's
L2-L4, and by two constant engine speed lines L1-L2 power, overload running will still be possible (110%
and L3-L4, see Fig. 2.02. The L1 point refers to the of M).
engine’s nominal maximum continuous rating.
The optimising point O is to be placed inside the lay-
Within the layout area there is full freedom to select out diagram. In fact, the specified MCR point M can,
the engine’s specified MCR point M which suits the in special cases, be placed outside the layout dia-
demand for propeller power and speed for the ship. gram, but only by exceeding line L1-L2, and of
course, only provided that the optimising point O is
On the horizontal axis the engine speed and on the located inside the layout diagram and provided that
vertical axis the engine power are shown in percent- the MCR power is not higher than the L1 power.
age scales. The scales are logarithmic which means
that, in this diagram, power function curves like pro-
peller curves (3rd power), constant mean effective Load Diagram
pressure curves (1st power) and constant ship
speed curves (0.15 to 0.30 power) are straight lines.
Definitions
Specified maximum continuous rating (M) The load diagram, Fig. 2.03, defines the power and
speed limits for continuous as well as overload op-
Based on the propulsion and engine running points, eration of an installed engine having an optimising
as previously found, the layout diagram of a relevant point O and a specified MCR point M that confirms
main engine may be drawn-in. The specified MCR the ship’s specification.
point (M) must be inside the limitation lines of the
layout diagram; if it is not, the propeller speed will Point A is a 100% speed and power reference point
have to be changed or another main engine type of the load diagram, and is defined as the point on
must be chosen. Yet, in special cases point M may the propeller curve (line 1), through the optimising
be located to the right of the line L1-L2, see ‘Opti- point O, having the specified MCR power. Normally,
mising Point’ below. point M is equal to point A, but in special cases, for
example if a shaft generator is installed, point M may
be placed to the right of point A on line 7.
Continuous service rating (S)
The service points of the installed engine incorpo-
The Continuous service rating is the power at which rate the engine power required for ship propulsion
the engine is normally assumed to operate, and and shaft generator, if installed.
point S is identical to the service propulsion point
402 000 004 198 29 23
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.
A 100% reference point
The overspeed set-point is 109% of the speed in A, M Specified MCR point
however, it may be moved to 109% of the nominal O Optimising point
speed in L1, provided that torsional vibration condi-
tions permit. Line 1 Propeller curve through optimising point (i = 3)
(engine layout curve)
Line 2 Propeller curve, fouled hull and heavy weather
Running above 100% of the nominal L1 speed at a –heavy running (i = 3)
load lower than about 65% specified MCR is, how- Line 3 Speed limit
ever, to be avoided for extended periods. Only
Line 4 Torque/speed limit (i = 2)
plants with controllable pitch propellers can reach
Line 5 Mean effective pressure limit (i = 1)
this light running area.
Line 6 Propeller curve, clean hull and calm weather –
light running (i = 3), for propeller layout
Line 4:
Line 7 Power limit for continuous running (i = 0)
Represents the limit at which an ample air supply is
Line 8 Overload limit
available for combustion and imposes a limitation
Line 9 Speed limit at sea trial
on the maximum combination of torque and speed.
Point M to be located on line 7 (normally in point A)
Line 5: 178 05 42-7.3
Represents the maximum mean effective pressure Fig. 2.03: Engine load diagram
level (mep), which can be accepted for continuous
operation.
Limits for overload operation
Line 7:
Represents the maximum power for continuous The overload service range is limited as follows:
operation.
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 29 23
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, except for CP propeller plants significant influence of the choice of the optimising
mentioned in the previous section. point O.
The area between lines 4 and 1 is available for oper- Example 1 shows how to place the load diagram for
ation in shallow waters, heavy weather and during an engine without shaft generator coupled to a fixed
acceleration, i.e. for non-steady operation without pitch propeller.
any strict time limitation.
In example 2 are diagrams for the same configura-
After some time in operation, the ship’s hull and pro- tion, here with the optimising point to the left of the
peller will be fouled, resulting in heavier running of heavy running propeller curve (2) providing an extra
the propeller, i.e. the propeller curve will move to the engine margin for heavy running.
left from line 6 towards line 2, and extra power is re-
quired for propulsion in order to keep the ship’s Example 3 shows the same layout for an engine with
speed. fixed pitch propeller (example 1), but with a shaft
generator.
In calm weather conditions, the extent of heavy run-
ning of the propeller will indicate the need for clean- Example 4 shows a special case with a shaft genera-
ing the hull and possibly polishing the propeller. tor. In this case the shaft generator is cut off, and the
GenSets used when the engine runs at specified
Once the specified MCR (and the optimising point) MCR. This makes it possible to choose a smaller en-
has been chosen, the capacities of the auxiliary gine with a lower power output.
equipment will be adapted to the specified MCR,
and the turbocharger etc. will be matched to the op- Example 5 shows diagrams for an engine coupled to
timised power. a controllable pitch propeller, with or without a shaft
generator.
If the specified MCR (and/or the optimising point) is
to be increased later on, this may involve a change Example 6 shows where to place the optimising
of the pump and cooler capacities, retiming of the point for an engine coupled to a controllable pitch
engine, change of the fuel valve nozzles, adjusting propeller.
of the cylinder liner cooling, as well as rematching of
the turbocharger or even a change to a larger size of For a project, the layout diagram shown in Fig. 2.10
turbocharger. In some cases it can also require may be used for construction of the actual load dia-
larger dimensions of the piping systems. gram.
It is therefore of the utmost importance to consider,

already 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 29 23
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 for 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
The optimising point O and its propeller curve 1 will Once point A has been found in the layout diagram,
normally be selected on the engine service curve 2, the load diagram can be drawn, as shown in Fig.
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 29 23
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
SP Continuous service rating for propulsion 178 15 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, thereby providing
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 29 23
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=O Reference point of load diagram Point A Intersection between line 1 and 7
MP Specified MCR for propulsion
SP Continuous service rating 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, with 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 29 23
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
O Optimising point of engine point S
A Reference point of load diagram Point A Intersection between line 1 and line L1 - L3
MP Specified MCR for propulsion Point M Located on constant power line 7 through
SP Continuous service rating for propulsion point A 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 en- Point A, having the highest possible power, is then
gine with an extra cylinder. However, another and found at the intersection of line L1-L3 with line 1, see
cheaper solution is to reduce the electrical power Fig. 2.07a, and the corresponding load diagram is
production of the shaft generator when running in drawn in Fig. 2.07b. Point M is found on line 7 at
the upper propulsion power range. MP’s speed.
402 000 004 198 29 23
2.09
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
M Specified MCR of engine

S Continuous service rating of engine
O Optimising point of engine
A Reference point of load diagram
178 06 36-3.4
Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator
Layout diagram - without shaft generator The procedure shown in examples 3 and 4 for en-
If a controllable pitch propeller (CPP) is applied, the gines with FPP can also be applied here for engines
combinator curve (of the propeller) will normally be with CPP running with a combinator curve.
selected for loaded ship including sea margin.
The optimising point O may be chosen on the pro-
The combinator curve may for a given propeller speed peller curve through point A = M with an optimised
have a given propeller pitch, and this may be heavy run- power from 85 to 100% of the specified MCR as
ning in heavy weather like for a fixed pitch propeller. mentioned before in the section dealing with opti-
mising point O.
Therefore it is recommended to use a light running
combinator curve as shown in Fig. 2.08 to obtain an Load diagram
increased operation margin of the diesel engine in Therefore, when the engine’s specified MCR point
heavy weather to the limit indicated by curves 4 and 5. (M) has been chosen including engine margin, sea
margin and the power for a shaft generator, if in-
Layout diagram - with shaft generator
stalled, point M may be used as point A of the load
The hatched area in Fig. 2.08 shows the recom-
diagram, which can then be drawn.
mended speed range between 100% and 96.7% of
the specified MCR speed for an engine with shaft The position of the combinator curve ensures the
generator running at constant speed. maximum load range within the permitted speed
range for engine operation, and it still leaves a reason-
The service point S can be located at any point
able margin to the limit indicated by curves 4 and 5.
within the hatched area.
Example 6 will give a more detailed description of
how to run constant speed with a CP propeller.
402 000 004 198 29 23
2.10
Example 6: Engines running at constant speed

with controllable pitch propeller (CPP)
Fig. 2.09a Constant speed curve through M, normal

and correct location of the optimising point O
Irrespective of whether the engine is operating on a

propeller curve or on a constant speed curve
through M, the optimising point O must be located
on the propeller curve through the specified MCR
point M or, in special cases, to the left of point M.
Constant speed service
The reason is that the propeller curve 1 through the curve through M
optimising point O is the layout curve of the engine, Fig. 2.09a: Normal procedure
and the intersection between curve 1 and the maxi-
mum power line 7 through point M is equal to 100%
power and 100% speed, point A of the load diagram
- in this case A=M.
In Fig. 2.09a the optimising point O has been placed

correctly, and the step-up gear and the shaft gener-
ator, if installed, may be synchronised on the con-
stant speed curve through M.
Fig. 2.09b: Constant speed curve through M, wrong Constant speed service
position of optimising point O curve through M
Fig. 2.09b: Wrong procedure
If the engine has been service-optimised in point O
on a constant speed curve through point M, then the
specified MCR point M would be placed outside the
load diagram, and this is not permissible.
Fig. 2.09c: Recommended constant speed running

curve, lower than speed M
In this case it is assumed that a shaft generator, if in-

stalled, is synchronised at a lower constant main en-
gine speed (for example with speed equal to O or
lower) at which improved CP propeller efficiency is Constant speed service
obtained for part load running. curve with a speed lower
than M
In this layout example where an improved CP pro- Fig. 2.09c: Recommended procedure
peller efficiency is obtained during extended peri-
ods of part load running, the step-up gear and the
shaft generator have to be designed for the applied Logarithmic scales
lower constant engine speed.
M: Specified MCR
O: Optimised point
A: 100% power and speed of load
diagram (normally A=M)
178 19 69-9.0
Fig. 2.09: Running at constant speed with CPP
402 000 004 198 29 23
2.11
Fig. 2.10 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 14 06-8.1
Fig. 2.10: Diagram for actual project
402 000 004 198 29 23
2.12
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.
2.11 for fixed pitch propeller and Fig. 2.12 for control- The SFOC guarantee refers to the above ISO refer-
lable pitch propeller, constant speed. Throughout ence conditions and lower calorific value, and is
the whole load area the SFOC of the engine depends guaranteed for the power-speed combination in
on where the optimising point O is chosen. 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- As SFOC and NOx are interrelated parameters, an
tions stated in ISO 3046/1-1986: engine offered without fulfilling the IMO NOx limita-
tions only has a tolerance of 3% of the SFOC.
1,000 mbar ambient air pressure
25 °C ambient air temperature
25 °C scavenge air coolant temperature Examples of graphic calculation of
SFOC
and is related to a fuel oil with a lower calorific value
of 10,200 kcal/kg (42,700 kJ/kg). Diagram b in Figs. 2.11 and 2.12 valid for fixed pitch
propeller and constant speed, respectively, shows
For lower calorific values and for ambient conditions the reduction in SFOC, relative to the SFOC at nomi-
that are different from the ISO reference conditions, nal rated MCR L1.
the SFOC will be adjusted according to the conver-
sion factors in the below table provided that the The lines are valid for engines with high efficiency
maximum combustion pressure (pmax) is adjusted turbochargers at 100, 80 and 50% of the optimised
to the nominal value (left column), or if the pmax is not power (O), using the SFOC reference value at nomi-
re-adjusted to the nominal value (right column). nal MCR.
With Without The optimising point O is drawn into the above-

pmax pmax mentioned Diagram b. A straight line along the con-
adjusted adjusted stant mep curves (parallel to L1-L3) is drawn through
SFOC SFOC the optimising point O. The line intersections of the
Parameter Condition change change change solid lines and the oblique lines indicate the reduc-
Scav. air coolant
per 10 °C rise + 0.60% + 0.41%
tion in specific fuel oil consumption at 100%, 80%
temperature and 50% of the optimised power, related to the
Blower inlet SFOC stated for the nominal MCR (L1) rating at the
temperature + 0.20% + 0.71%
per 10 °C rise actually available engine version.
Blower inlet
pressure per 10 mbar rise - 0.02% - 0.05%
In Fig. 2.13 an example of the calculated SFOC
Fuel oil lower rise 1%
calorific value -1.00% - 1.00% curves are shown in Diagram a, valid for two alterna-
(42,700 kJ/kg)
tive engine ratings:
With for instance 1 °C increase of the scavenge air O1 = 100% M and
coolant temperature, a corresponding 1 °C in - O2 = 85% M.
crease of the scavenge air temperature will occur
and involves an SFOC increase of 0.06% if pmax is
adjusted.
402 000 004 198 29 23
2.13
178 23 37-8.1
Data at nominal MCR (L1): K98MC Data of optimising point (O)

100% Power: kW Power: 100% of (O) kW
100% Speed: 94 r/min Speed: 100% of (O) r/min
Nominal SFOC: 171 g/kWh SFOC found: g/kWh
178 25 96-5.0
178 23 44-9.1
Fig. 2.11: SFOC for engine with fixed pitch propeller
402 000 004 198 29 23
2.14
178 23 39-1.1
Data at nominal MCR (L1): K98MC Data of optimising point (O)
100% Power: kW Power: 100% of (O) kW

100% Speed: 94 r/min Speed: 100% of (O) r/min
Nominal SFOC: 171 g/kWh SFOC found: g/kWh
178 25 96-5.0
178 23 44-9.1
Fig. 2.12: SFOC for engine with controllable pitch propeller constant speed
402 000 004 198 29 23
2.15
178 24 40-7.0
Data of optimising point (O):

Data at nominal MCR (L1): 9K98MC
O1=M O2=85% of M
100% Power: 51,480 kWh Power: 100% of O 45,817 kWh 38,944 kWh
100% Speed: 94 r/min Speed: 100% of O 91.6 r/min 86.8 r/min
Nominal SFOC: 171 g/kWh SFOC found: 167 g/kWh 163 g/kWh
178 25 97-7.0
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
In Diagram a two examples of the calculated SFOC curves

are made as function of the specified MCR power (M).
One curve is based on optimising in M=O1, and the sec-
ond on optimising in O2 being 85% of M.
By optimising the engine at a lower power than the speci-

fied MCR (M), a saving of 1-3 g/BHPh can be obtained in
the range between 50% and 85% of M, which is the nor-
mal operating range for most ships. It is, however, impor-
tant to note that the SFOC is increased above the optimis-
ing point O2, i.e. in the range above 85% of M - this
increase (penalty) of SFOC in point M will be about 1.5
g/kWh.
178 24 39-7.0
Fig. 2.13: Example of SFOC for 9K98MC with fixed pitch propeller
402 000 004 198 29 23
2.16
Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O, The SFOC curve through points S2, to the left of
shown in this Fig. 2.15, the specific fuel oil con- point 1, is symmetrical about point 1, i.e. at speeds
sumption in an arbitrary point S1, S2 or S3 can be es- lower than that of point 1, the SFOC will also in-
timated based on the SFOC in points ‘1’ and ‘2’. crease.
These SFOC values can be calculated by using the The above-mentioned method provides only an ap-
graphs in Fig. 2.12 for the propeller curve I and Fig. proximate figure. A more precise indication of the
2.13 for the constant speed curve II, obtaining the expected SFOC at any load can be calculated by
SFOC in points 1 and 2, respectively. using our computer program. This is a service which
is available to our customers on request.
Then the SFOC for point S1 can be calculated as an
interpolation between the SFOC in points ‘1’ and ‘2’,
and for point S3 as an extrapolation.
178 05 32-0.1
Fig. 2.15: SFOC at an arbitrary load
402 000 004 198 29 23
2.17
Emission Control
IMO NOx limits, i. e. 0-30% NOx reduction Up to 95-98% NOx reduction
All MC engines are delivered so as to comply with This reduction can be achieved by means of sec-
the IMO speed dependent NOx limit, measured ac- ondary methods, such as the SCR (Selective Cata-
cording to ISO 8178 Test Cycles E2/E3 for Heavy lytic Reduction), which involves an after-treatment
Duty Diesel Engines. of the exhaust gas.
The primary method of NOx control, i.e. engine ad- Plants designed according to this method have
justment and component modification to affect the been in service since 1990 on four vessels, using
engine combustion process directly, enables re- Haldor Topsøe catalysts and ammonia as the re-
ductions of up to 30% to be achieved. ducing agent. Urea can also be used.
The Specific Fuel Oil Consumption (SFOC) and the The compact SCR unit can be located separately in
NOx are interrelated parameters, and an engine of- the engine room or horizontally on top of the engine.
fered with a guaranteed SFOC and also guaranteed The compact SCR reactor is mounted before the
to comply with the IMO NOx limitation are subject to turbocharger(s) in order to achieve the optimum
a 5% fuel consumption tolerance. working temperature for the catalyst.
More detailed information can be found in our publi-

30-50% NOx reduction cations:
Water emulsification of the heavy fuel oil is a well P.331: ‘Emission Control, Two-stroke
proven primary method. The type of homogenizer is Low-speed Engines’
either ultrasonic or mechanical, using water from P.333: ‘How to deal with Emission Control’
the freshwater generator and the water mist
P.373: ‘Selective Catalytic Reduction for
catcher. The pressure of the homogenised fuel has
Maximising NOx Emission Control’
to be increased to prevent the formation of steam
and cavitation. It may be necessary to modify some These publications are available at the Internet ad-
of the engine components such as the fuel pumps, dress: www.manbw.com under ‘Libraries’, from
camshaft, and the engine control system. where they can be downloaded.
402 000 004 198 29 23
2.18
Turbocharger Choice and Exhaust Gas By-pass 3
3 Turbocharger Choice and Exhaust Gas By-pass
Turbocharger Choice For a Specified MCR point (M) different from the
Nominal MCR (L1), the diagrams in Figs. 3.02 to
The engines are designed for the application of 3.05 should be used for the application of MAN
either MAN B&W, ABB or Mitsubishi (MHI) turbo- B&W type TCA and type NA, ABB type TPL and MHI
chargers, and the engines and turbochargers are type MET turbochargers, respectively.
matched to comply with the IMO NO x emission
limitations, Annex VI of MARPOL 73/78 mea- The engines are, as standard, equipped with as few
sured according to ISO 8178 Test Cycles E2/E3 for turbochargers as possible, and they are located on
Heavy Duty Diesel Engines. the exhaust side of the engine.
The turbocharger choice is made with a view to One more turbocharger can be applied, than the
obtaining the lowest possible Specific Fuel Oil number stated in the tables, if this is desirable due to
Consumption (SFOC) values at the nominal MCR by space requirements, or for other reasons. Additional
applying high efficiency turbochargers, see the ta- costs are to be expected.
ble in Fig 3.01 and turbocharger choice diagrams
Figs. 3.02 to 3.05. The turbocharger cleaning systems to be applied
are described in Chapter 6.10.
Cyl. MAN B&W MAN B&W ABB MHI

6 2 x TCA88-21 2 x NA70/T9 2 x TPL85-B12 2 x MET83SE
7 2 x TCA99-21 3 x NA70/T9 2 x TPL85-B12 2 x MET83SE II
178 25 98-9.0
Fig. 3.01: High efficiency turbochargers
459 100 250 198 29 24
3.01
The following diagrams show how to determine the Go left to diagram 2, to the intersection with the
number and size of high efficiency turbochargers: vertical 95% engine speed scale.
6K98MC Offset the point on (go along) the oblique curves

within diagram 2, and then move horizontally in dia-
• Nominal MCR = L1 gram 3 to the relevant number of cylinder, in this
100% power = 34,320 kW (46,680 BHP) case a six-cylinder engine, and then move down
100% speed = 94 r/min vertically to diagram 4.
• Specified MCR = M In diagram 4 the line intersects the curve for two
80% power = 27,456 kW (37,344 BHP) turbochargers. Going horizontally to the right you will
95% speed = 89.3 r/min find the intersection (point M) with the vertical line
from diagram 1 for high efficiency MAN B&W
The procedure for determining the turbocharger turbochargers, Fig. 3.02 shows that two turbo-
size for specified MCR is as follows: chargers of the TCA88-21 type should be applied.
Find the specified MCR point M in diagram 1 by Using the same procedure for 6K98MC with nomi-
entering the 80% power on the vertical scale, and nal MCR (L1), it is evident that in this case two
the 95% engine speed on the oblique scale. turbochargers of the TCA88-21 type should be used
as well.
% speed of L1 % of L1
Number of cylinders 100 90 power
14 13 12 11 10 9 8 7 6
100
f L1
edo 100
90
% spe
95
90 80
TCA77-21
5 M
TCA88-21
4 2
L1
3 TCA99-21
Number of turbochargers
178 24 64-7.0
Fig. 3.02: Choice of high efficiency turbochargers, make MAN B&W, type TCA
459 100 250 198 29 24
3.02
14 13 12 11 10 9 8 7 6
100
f L1
edo 100
90
% spe
95
90 80
5 M
4 2 NA70/T9
L1
3
178 24 65-9.0
Examples: 6K98MC
Nominal MCR (L1) 100% power, 100% speed: 2 x NA70/T9
Specified MCR (M) 80% power, 95% speed: 2 x NA70/T9
Fig. 3.03: Choice of high efficiency turbochargers, make MAN B&W, Type NA
459 100 250 198 29 24
3.03
14 13 12 11 10 9 8 7 6
100
f L1
edo 100
90
% spe
95
90 80
TPL80-B12
5 TPL85-B11 M
4 2 TPL85-B12
L1
3
TPL91-B12
178 24 66-0.0
Examples: 6K98MC
Nominal MCR (L1) 100% power, 100% speed: 2 x TPL85-B12
Specified MCR (M) 80% power, 95% speed: 2 x TPL85-B11
Fig. 3.04: Choice of high efficiency turbochargers, make ABB, type TPL
459 100 250 198 29 24
3.04
14 13 12 11 10 9 8 7 6
100
of L 1 90
peed 100
%s
95
90 80
MET66SE II
MET71SE II
5 M
MET83SE
4 2
MET83SE II
L1
3
MET90SE
178 24 67-2.0
Examples: 6K98MC
Nominal MCR (L1) 100% power, 100% speed: 2 x MET83SE
Specified MCR (M) 80% power, 95% speed: 2 x MET71SE II
Fig. 3.05: Choice of high efficiency turbochargers, make MHI, type MET
459 100 250 198 29 24
3.05
Turbocharger Exhaust Gas By-pass Exhaust gas receiver with variable by-pass
system option: 4 60 118
Some improvements of the engine performance can This arrangement ensures that only part of the ex-
be obtained by using one of the following exhaust haust gas goes via the gas turbine of the turbo-
gas by-pass systems. charger, thus supplying less energy to the compres-
sor which, in turn, reduces the air supply to the
Please note that if one of the below systems is applied engine.
the turbocharger size and specification has to be de-
termined by other means than stated in this section. This system is normally preferred to the scavenge
air by-pass, as the normal air compressor/gas tur-
bine energy balance will be maintained.
Engine Operating under Extreme
Ambient Conditions For further information about emission control, we
refer to our publication:
As mentioned in Chapter 1, the engine power fig-
ures are valid for tropical conditions at sea level: 45 P.331: ‘Emission Control
°C air at 1000 mbar and 32 °C sea water, whereas Two-Stroke Low-Speed Diesel Engines’
the reference fuel consumption is given at ISO con-
ditions: 25 °C air at 1000 mbar and 25 °C sea water. This publication is also available at the Internet ad-
dress www.manbw.com under ‘Libraries’, from
Marine diesel engines are, however, exposed to where it can be downloaded.
greatly varying climatic temperatures, winter and
summer in arctic as well as tropical areas. These
variations cause changes of the scavenge air pres- Exhaust gas receiver with total by-pass flange
sure, the maximum combustion pressure, the ex- and blank counterflange
haust gas amount and temperatures as well as the Option: 4 60 119
specific fuel oil consumption. For emergency running without turbocharger.
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 run-
publication: ning in the event of turbocharger failure, see
Fig.3.06.
P.311: ‘Influence of Ambient Temperature Condi-
tions of Main Engine Operation’ This enables the engine to run at a higher load than
with a locked rotor under emergency conditions.
This publication is also available at the Internet ad- The engine’s exhaust gas receiver will in this case
dress: www. manbw.com under ‘Libraries’, from be fitted with a by-pass flange of the same diameter
where it can be downloaded. as the inlet pipe to the turbocharger. The emergency
pipe is yard’s delivery.
Arctic running condition
For air inlet temperatures below -10 °C the precau-

tions to be taken depend very much on the operat-
ing profile of the vessel. The selection of one of the
following alternative countermeasures may be pos-
sible, but this must be evaluated in each individual
case.
459 100 250 198 29 24
3.06
Engine with Selective Catalytic Reduction system

Option: 4 60 135
The NOx in the exhaust gas can be reduced with

primary or secondary reduction methods. Primary
methods affect the engine combustion process di-
rectly, whereas secondary methods reduce the emis-
sion level without changing the engine performance
using equipment that does not form part of the engine
itself.
If a reduction between 50 and 98% of NOx is required,

the Selective Catalytic Reduction (SCR) system 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

before passing through the catalyst, and in order
to encourage the chemical reaction the tempera-
ture level has to be between 300 and 400 °C. During
this process the NOx is reduced to N2 and water.
178 06 72-1.1
This means that the SCR unit has to be located

before the turbocharger on two-stroke engines Fig. 3.06: Total by-pass of exhaust for emergency running
because of their high thermal efficiency and thereby
a relatively low exhaust gas temperature.
The amount of ammonia injected into the exhaust For futher information about emission control, we
gas is controlled by a process computer and is refer to our publication:
based on the NOx production at different loads
measured during the testbed running, see Fig. 3.07. P.373: ‘Selective Catalytic Reduction for
Maximising Nox Emission Control’
As the ammonia is a combustible gas, it is supplied
through a double-walled pipe system, with appro- This publication is also available at the internet ad-
priate venting and fitted with an ammonia leak de- dress www.manbw.com under ‘Libraries’, from
tector which shows a simplified system layout of the where it can be downloaded.
SCR installation.
459 100 250 198 29 24
3.07
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air outlet Air intake Exhaust gas outlet
Deck
Support
Static
mixer
NOx and O2 analysers
Air
Orifice
High efficiency turbocharger
Preheating and sealing air
Engine
198 99 27-1.0
Fig. 3.07: Layout of SCR system
459 100 250 198 29 24
3.08
Electricity Production 4
4 Electricity Production
Introduction PTO/GCR
(Power Take Off/Gear Constant Ratio):
Next to power for propulsion, electricity production Generator coupled to a constant ratio step-up gear,
is the largest fuel consumer on board. The electricity used only for engines running at constant speed.
is produced by using one or more of the following
types of machinery, either running alone or in parallel: The DMG/CFE (Direct Mounted Generator/Constant
Frequency Electrical) or the SMG/CFE (Shaft Mounted
• Auxiliary diesel generating sets Generator/Constant Frequency Electrical) are special
designs within the PTO/CFE group in which the gener-
• Main engine driven generators ator is coupled directly to the main engine crankshaft
or the intermediate shaft, respectively, without a gear.
• Steam driven turbogenerators The electrical output of the generator is controlled by
electrical frequency control.
• Emergency diesel generating sets.
Within each PTO system, several designs are avail-
The machinery installed should be selected on the able, depending on the positioning of the gear:
basis of an economic evaluation of first cost, oper-
ating costs, and the demand for man-hours for BW I:
maintenance. Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any con-
In the following, technical information is given re- nections to the ship structure.
garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by BW II:
MAN B&W. A free-standing gear mounted on the tank top
and connected to the fore end of the diesel en-
The possibility of using a turbogenerator driven by gine, with a vertical or horizontal generator.
the steam produced by an exhaust gas boiler can be
evaluated based on the exhaust gas data. BW III:
A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
Power Take Off (PTO) without any connections to the ship structure.
With a generator coupled to a Power Take Off (PTO) On this type of PTO, special attention has to be
from the main engine, electricial power can be pro- paid to the space requirements for the BWIII sys-
duced based on the main engine’s low SFOC and tem if the turbocharger is located on the exhaust
the use of heavy fuel oil. Several standardised PTO side.
systems are available, see Fig. 4.01 and the desig-
nations in Fig. 4.02: BW IV:
A free-standing step-up gear connected to the
PTO/RCF intermediate shaft, with a horizontal generator.
(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 BW III/RCF as it requires no
separate seating in the ship and only little attention
PTO/CFE from the shipyard with respect to alignment.
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
485 600 100 198 29 25
4.01
Alternative types and layouts of shaft generators Design Seating Total

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

(vertical generator)
PTO/RCF
2 BW II/RCF On tank top 88-91
3 BW III/RCF On engine 88-91
4 BW IV/RCF On tank top 88-91
5 DMG/CFE On engine 84-88

PTO/CFE
6 SMG/CFE On tank top 84-88
178 89 33-0.0
Fig. 4.01: Types of PTO
485 600 100 198 29 25
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 address

www.manbw.com under ‘Libraries’ from where it
can be downloaded.
Power take off:

BW III K98-C/RCF 700-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit
Engine type on which it is applied
Layout of PTO: See Fig. 4.01
Make: MAN B&W
178 47 48-7.0
Fig. 4.02: Designation of PTO
485 600 100 198 29 25
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 23 22-2.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253
485 600 100 198 29 25
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 1,800 r/min 1,500 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 1,056 845 940 752
– one mechanical and the other hydrostatic – and
74 M1-4 1,271 1,017 1,137 909
the epicyclic differential combines the power of the
74 M2-4 1,432 1,146 1,280 1,024
two paths and transmits the combined power to the
74 L1-4 1,651 1,321 1,468 1,174
output shaft, connected to the generator. The gear is
74 L2-4 1,924 1,539 1,709 1,368
equipped with a hydrostatic motor driven by a pump,
86 K1-4 1,942 1,554 1,844 1,475
and controlled by an electronic control unit. This
86 M1-4 2,345 1,876 2,148 1,718
keeps the generator speed constant during single run-
86 L2-4 2,792 2,234 2,542 2,033
ning as well as when running in parallel with other gen-
99 K1-4 3,222 2,578 2,989 2,391
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 event that a larger generator is required,
epicyclic gear, and thus the generator, from the please 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 reliable operation and protection
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 29 25
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 switchboard.
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 29 25
4.06
178 36 29-6.0
kW generator - 60 Hz frequency
700 kW 1200 kW 1800 kW 2600 kW
A 3,115 3,115 3,255 3,255
B 623 623 623 623
C 3,775 3,775 4,055 4,055
D 4,175 4,175 4,455 4,455
F 1,643 1,793 1,913 2,013
G 2,320 2,320 2,700 2,700
H 2,170 2,680 3,070 4,380
S 400 460 550 640
System mass (kg) with generator:
27,000 31,500 44,600 61,550
System mass (kg) without generator:
25,000 28,850 40,300 56,350
The stated kW, at the generator terminals is available between 70% and 100% of the engine speed
at specified MCR
Space requirements have to be investigated case by case on plants with 2600 kW generator.
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23,
frequency = 60 Hz,speed = 1800 r/min
178 33 82-5.1
Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll S98/RCF
485 600 100 198 29 25
4.07
178 14 12-7.1
Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO. (To be decided when ordering the engine)
485 600 100 198 29 25
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 checking 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/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/CFE A A A A A A
BWI/RCF A A A A B A B A A
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 89 34-2.0
Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO. (To be decided when ordering the engine)
485 600 100 198 29 25
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 1,200 1,800 2,600
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 1,200 1,800 2,600
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: Cooling water inlet temperature: 36 °C

Design lube oil pressure: 2.25 bar Pressure drop across cooler: approximately 0.5 bar
Lube oil pressure at crankshaft gear: min. 1 bar Fill pipe for lube oil system store tank (~ø32)
Lube oil working temperature: 50 °C Drain pipe to lube oil system drain tank (~ø40)
Lube oil type: SAE 30 Electric cable between Renk terminal at gearbox and
operator control panel in switchboard:
Cable type FMGCG 19 x 2 x 0.5
Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system 178 33 85-0.0
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 29 25
4.10
DMG/CFE Generators
Option: 4 85 259
Fig. 4.01 alternative 5, shows the DMG/CFE (Direct can be supplied by others, e.g. Fuji, Nishishiba and
Mounted Generator/Constant Frequency Electrical) Shinko in Japan.
which is a low speed generator with its rotor mount-
ed directly on the crankshaft and its stator bolted on For generators in the normal output range, the mass
to the frame box as shown in Figs. 4.08 and 4.09. of the rotor can normally be carried by the foremost
main bearing without exceeding the permissible
The DMG/CFE is separated from the crankcase by a bearing load (see Fig. 4.09), but this must be
plate and a labyrinth stuffing box. checked by the engine manufacturer in each case.
The DMG/CFE system has been developed in coop- If the permissible load on the foremost main bearing
eration with the German generator manufacturers is exceeded, e.g. because a tuning wheel is needed,
Siemens and AEG, but similar types of generators this does not preclude the use of a DMG/CFE.
178 06 73-3.1
Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)
485 600 100 198 29 25
4.11
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 29 25
4.12
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 of the 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
The static frequency converter system (see Fig.

4.10) consists of a static part, i.e. thyristors and con-
trol equipment, and a rotary electric machine.
The DMG produces a three-phase alternating cur-

rent with a low frequency, which varies in accor-
dance with the main engine speed. This alternating
current is rectified and led to a thyristor inverter pro-
ducing a three-phase alternating current with con-
stant frequency.
Since the frequency converter system uses a DC in-

termediate link, no reactive power can be supplied
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, including the synchronous condenser
unit, and the static converter cubicles which are to
be installed in the engine room.
The DMG/CFE can, with a small modification, be

operated both as a generator and as a motor (PTI).
485 600 100 198 29 25
4.13
L16/24 GenSet Data

Bore: 160 mm Stroke: 240 mm
Power layout
1,200 r/min 60 Hz 1,000 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
178 23 03-1.0
**Dry weight
No. of Cyl. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1,000 r/min) 2,751 1,400 4,151 2,226 9.5
5 (1,200 r/min) 2,751 1,400 4,151 2,226 9.5
6 (1,000 r/min) 3,026 1,490 4,516 2,226 10.5
6 (1,200 r/min) 3,026 1,490 4,516 2,226 10.5
7 (1,000 r/min) 3,301 1,585 4,886 2,226 11.4
7 (1,200 r/min) 3,301 1,585 4,886 2,266 11.4
8 (1,000 r/min) 3,576 1,680 5,256 2,266 12.4
8 (1,200 r/min) 3,576 1,680 5,256 2,266 12.4
9 (1,000 r/min) 3,851 1,680 5,531 2,266 13.1
9 (1,200 r/min) 3,851 1,680 5,531 2,266 13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
178 33 87-4.3
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate, and subject to change without prior notice.
Fig. 4.11a: Power and outline of L16/24
485 600 100 198 29 25
4.14
L16/24 GenSet Data
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 95/102 110/119 126/136 142/153
Charge air LT kW 43/50 51/60 60/70 68/80 77/90
*Flow LT at 36°C inlet and m3/h 13.1/14.6 15.7/17.5 18.4/20.4 21.0/23.3 23.6/26.2
44°C outlet engine
Jacket cooling kW 107/125 129/150 150/175 171/200 193/225
Charge air HT kW 107/114 129/137 150/160 171/182 193/205
GAS DATA
Exhaust gas flow kg/h 3,321/3,675 3,985/4,410 4,649/5,145 5,314/5,880 5,978/6,615
Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back bar 0.025 0.025 0.025 0.025 0.025
press.
Air consumption kg/h 3,231/3,575 3,877/4,290 4,523/5,005 5,170/5,720 5,816/6,435
STARTING AIR SYSTEM

Air consumption per start Nm3 0.80 0.96 1.12 1.28 1.44
HEAT RADIATION
Engine kW 11/12 13/15 15/17 17/20 19/22
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions. The flows are based on ISO ambient conditions.
* The outlet temperature of the HT water is set 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. permissible inlet pressure 2.0 bar.
178 33 88-6.1
Fig. 4.11b: List of capacities for L16/24
485 600 100 198 29 25
4.15
L21/31 GenSet Data

Power layout
900 r/min 60 Hz 1,000 r/min 50 Hz
5L21/31 950 905 1,000 950
6L21/31 1,140 1,085 1,200 1,140
7L21/31 1,330 1,265 1,400 1,330
8L21/31 1,520 1,445 1,600 1,520
9L21/31 1,710 1,625 1,800 1,710
178 23 04-3.0
No. of Cyl. * C (mm) H (mm) **Dry weight

GenSet (t)
5 (900 r/min) 5,860 3,050 21.3
5 (1,000 r/min) 5,860 3,050 21.3
6 (900 r/min) 6,300 3,100 24.3
6 (1,000 r/min) 6,300 3,100 24.3
7 (900 r/min) 6,760 3,100 27.3
7 (1,000 r/min) 6,760 3,100 27.3
8 (900 r/min) 7,210 3,100 30.3
8 (1,000 r/min) 7,210 3,100 30.3
9 (900 r/min) 7,660 3,250 33.3
9 (1,000 r/min) 7,660 3,250 33.3
P Free passage between the engines, width 600 mm and height 2,000 mm 178 48 08-7.1
Q Min. distance between engines: 2,400 mm (without gallery) and 2,600 mm (with gallery)
** Weight incl. standard alternator (based on a Uljanik alternator)
485 600 100 198 29 25
4.16
L21/31 GenSet Data

900/1000 r/min Eng. kW 950/1,000 1,140/1,200 1,330/1,400 1,520/1,600 1,710/1,800
900/1000 r/min 60/50 Hz Gen. kW 905/950 1,085/1,140 1,265/1,330 1,445/1,520 1,625/1,710
ENGINE DRIVEN PUMPS

LT cooling water pump (1.0/2.5 bar) ** m3/h 55/61 55/61 55/61 55/61 55/61
HT cooling water pump (1.0/2.5 bar)** m3/h 55/61 55/61 55/61 55/61 55/61
Lubricating oil (3.0-5.0 bar) m3/h 31/34 31/34 41/46 41/46 41/46
EXTERNAL PUMPS
Max. delivery pressure of bar 2.5 2.5 2.5 2.5 2.5
cooling water pumps
Fuel oil feed pump (4.0 bar) m3/h 0.29/0.33 0.35/0.37 0.41/0.44 0.46/0.50 0.52/0.56
Fuel booster pump m3/h 0.87/1.0 1.04/1.12 1.22/1.31 1.39/1.50 1.56/1.68
COOLING CAPACITIES
Charge air LT kW 137 165 192 220 247
*Flow LT at 36°C inlet m3/h 28.9/37.7 34.6/45.3 40.4/52.8 46.2/60.3 52.0/61.8
and 44°C outlet
Charge air HT kW 244 293 341 390 439
*Flow HT at 36°C inlet m3/h 9.4/9.6 11.2/11.5 13.1/13.5 15.0/15.4 16.8/17.7
and 80°C outlet
GAS DATA
Exhaust gas temp. °C 330/285 330/285 330/285 330/285 330/285
Max. allowable back pres- bar 0.025 0.025 0.025 0.025 0.025
sure
STARTING AIR SYSTEM

HEAT RADIATION
Engine kW 178 48 09-9.0
The stated heat balances are based on tropical conditions. The

flows and exhaust gas temp. are based on ISO ambient conditions.
* The outlet temperature of the HT water is set to 80°C,

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

accordingly.
178 23 05-5.0
485 600 100 198 29 25
4.17
L23/30H GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz 900 r/min 60 Hz
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 1,120 1,060
8L23/30H 1,040 990 1,080 1,025 1,280 1,215
178 23 06-7.0
**Dry weight
No. of Cyl. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0
5 (750 r/min) 3,369 2,155 5,524 2,383 17.6
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5
8 (750 r/min) 4,475 2,480 6,959 2,815 22.9
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5
178 34 53-7.1
Q Min. distance between engines: 2,250 mm
** Weight includes a standard alternator, make A. van Kaick
Fig. 4.13a: Power and outline of L23/30H
485 600 100 198 29 25
4.18
L23/30H GenSet Data
Max. continuous rating at Cyl. 5 6 7 8

720/750 r/min Engine kW 650/675 780/810 910/945 1,040/1,080
900 r/min Engine kW 800 960 1,120 1,280
720/750 r/min 60/50 Hz Gen. kW 615/645 740/770 865/900 990/1,025
900 r/min 60 Hz Gen. kW 910 1,060 1,215
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
3
HT cooling water pump (1-2.5 bar) m /h 36/45 36/45 36/45 36/45
Lube 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 0.19/0.24 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
3
Lube oil stand-by pump (3-5/3.5-5 bar) m /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 m3/h 18 18 18 25
quantity**
Lube oil temp. inlet cooler °C 67 67 67 67
LT cooling water temp. inlet cooler °C 36 36 36 36
CHARGE AIR
3
LT cooling water quantity m /h 30/38 36/46 42/53 48/61
LT cooling water inlet cooler °C 36 36 36 36
JACKET COOLING
3
HT cooling water quantity m /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 5,510/6,980 6,620/8,370 7,720/9,770 8,820/11,160
Exhaust gas temp. °C 310/325 310/325 310/325 310/325
Max. allowable back. bar 0.025 0.025 0.025 0.025
pressure
Air consumption kg/h 5,364/6,732 6,444/8,100 7,524/9,432 8,604/10,800
STARTING AIR SYSTEM
Air consumption per start Nm3 2.0 2.0 2.0 2.0
HEAT RADIATION
Engine kW 21/26 25/32 29/37 34/42
Generator kW (See separate data from generator maker)
The stated heat dissipation and 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 with sea water, the LT inlet is 32° C instead of 36°C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
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 Nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system No. 3.
178 34 54-5.2
Fig. 4.13b: List of capacities for L23/30H
485 600 100 198 29 25
4.19
L27/38 GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz
5L27/38 1,500 1,425 1,600 1,520
6L27/38 1,800 1,710 1,920 1,825
7L27/38 2,100 1,995 2,240 2,130
8L27/38 2,400 2,280 2,560 2,430
9L27/38 2,700 2,565 2,880 2,735
178 23 07-9.0
No. of Cyl. A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)
5 (720 r/min) 4,346 2,486 6,832 3,705 42.0
5 (750 r/min) 4,346 2,486 6,832 3,705 42.3
6 (720 r/min) 4,791 2,766 7,557 3,705 45.8
6 (750 r/min) 4,791 2,766 7,557 3,717 46.1
7 (720 r/min) 5,236 2,766 8,002 3,717 52.1
7 (750 r/min) 5,236 2,766 8,002 3,717 52.1
8 (720 r/min) 5,681 2,986 8,667 3,717 56.5
8 (750 r/min) 5,681 2,986 8,667 3,717 58.3
9 (720 r/min) 6,126 2,986 9,112 3,797 61.8
9 (750 r/min) 6,126 2,986 9,112 3,797 63.9
P Free passage between the engines, width 600 mm and height 2,000 mm 178 33 89-8.2
** Weight includes a standard alternator
485 600 100 198 29 25
4.20
L27/38 GenSet Data

720/750 r/min Engine kW 1,500/1,600 1,800/1,920 2,100/2,240 2,400/2,560 2,700/2,880
720/750 r/min 60/50 Hz Gen. kW 1,425/1,520 1,710/1,825 1,995/2,130 2,280/2,430 2,565/2,735
ENGINE DRIVEN PUMPS

LT cooling water pump (1.0-2.5 bar) m3/h 58/70 58/70 58/70 58/70 58/70
3
HT cooling water pump (1.0-2.5 bar) m /h 58/70 58/70 58/70 58/70 58/70
3
Lubricating oil pump (4.5-5.5 bar) m /h 64/66 64/66 92/96 92/96 92/96
EXTERNAL PUMPS
Max. delivery pressure of bar 2.50 2.50 2.50 2.50 2.50
cooling water pump
Fuel oil feed pump (4.0 bar) m3/h 0.45/0.50 0.53/0.60 0.62/0.69 0.71/0.79 0.80/0.89
3
Fuel booster pump (8.0 bar) m /h 1.34/1.49 1.60/1.79 1.87/2.08 2.14/2.38 2.40/2.68
COOLING CAPACITIES
Charge air LT kW 144/155 173/186 202/217 231/248 260/279
*Flow LT at 36°C inlet and m3/h 37.6/40.0 45.1/48.0 52.7/56.0 58.0/64.0 58.0/70.0
44/46°C outlet
Charge air HT kW 422/457 507/549 591/640 676/732 760/823
*Flow HT at 44°C inlet and m3/h 18.5/20.5 22.2/24.6 25.9/28.7 29.6/32.8 33.3/36.9
80°C outlet
Ext. flow from engine m3/h 37.6/40.0 45.1/48.0 52.7/56.0 58.0/64.0 58.0/70.0
Outlet temp. from engine °C 62/62 62/62 62/62 62/62 65/63
GAS DATA
Max. allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
STARTING AIR SYSTEM

HEAT RADIATION
Engine kW 54/57 64/69 75/80 86/92 97/103
178 33 90-8.2
The stated heat balances are based on tropical conditions. The flows and exhaust gas temp. are based on
ISO ambient conditions.
* The outlet temperature of the HT water is set to

80°C, and 44°C for LT water. At different inlet tem -
perature the flow will change accordingly. •
Example: if the inlet temperature is 25°C then the LT G1 • •

flow will change to (46-36)/(44-25)*100 = 42% of the
original flow. The HT flow will not change.
G1 •
Fig. 4.14b: List of capacities for L27/38 178 25 99-0.0
485 600 100 198 29 25
4.21
L28/32H GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz
5L28/32H 1,050 1,000 1,100 1,045
6L28/32H 1,260 1,200 1,320 1,255
7L28/32H 1,470 1,400 1,540 1,465
8L28/32H 1,680 1,600 1,760 1,670
9L28/32H 1,890 1,800 1,980 1,880
178 23 09-2.0
No. of Cyl. A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)
5 (720 r/min) 4,279 2,400 6,679 3,184 32.6
5 (750 r/min) 4,279 2,400 6,679 3,184 32.3
6 (720 r/min) 4,759 2,510 7,269 3,184 36.3
6 (750 r/min) 4,759 2,510 7,269 3,184 36.3
7 (720 r/min) 5,499 2,680 8,179 3,374 39.4
7 (750 r/min) 5,499 2,680 8,179 3,374 39.4
8 (720 r/min) 5,979 2,770 8,749 3,374 40.7
8 (750 r/min) 5,979 2,770 8,749 3,374 40.6
9 (720 r/min) 6,199 2,690 8,889 3,534 47.1
9 (750 r/min) 6,199 2,690 8,889 3,534 47.1
178 33 92-1.3
** Weight includes a standard alternator, make A. van Kaick
Fig. 4.15a: Power and outline of L28/32H
485 600 100 198 29 25
4.22
L28/32H GenSet Data

720/750 r/min Engine kW 1,050/1,100 1,260/1,320 1,470/1,540 1,680/1,760 1,890/1,980
720/750 r/min 60/50 Hz Gen. kW 1,000/1,045 1,200/1,255 1,400/1,465 1,600/1,670 1,800/1,880
ENGINE-DRIVEN PUMPS
3
Fuel oil feed pump (5.5-7.5 bar) m /h 1.4 1.4 1.4 1.4 1.4
3
LT cooling water pump (1-2.5 bar) m /h 45 60 75 75 75
3
HT cooling water pump (1-2.5 bar) m /h 45 45 60 60 60
3
Lube oil main pump (3-5 bar) m /h 24 24 33 33 33
SEPARATE PUMPS
3
Fuel oil feed pump*** (4-10 bar) m /h 0.31 0.36 0.43 0.49 0.55
3
LT cooling water pump* (1-2.5 bar) m /h 45 54 65 77 89
3
LT cooling water pump** (1-2.5 bar) m /h 65 73 95 105 115
3
HT cooling water pump (1-2.5 bar) m /h 37 45 50 55 60
3
Lube oil stand-by pump (3-5 bar) m /h 22 23 25 27 28
COOLING CAPACITIES
LUBRICATING OIL
Heat dissipation kW 105 127 149 172 194
3
LT cooling water quantity* m /h 7.8 9.4 11.0 12.7 14.4
3
SW LT cooling water quantity** m /h 28 28 40 40 40
Lube oil temp. inlet cooler °C 67 67 67 67 67
LT cooling water temp. inlet cooler °C 36 36 36 36 36
CHARGE AIR
3
LT cooling water quantity m /h 37 45 55 65 75
LT cooling water inlet cooler °C 36 36 36 36 36
JACKET COOLING
3
HT cooling water quantity m /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 9,260 11,110 12,970 14,820 16,670
Max. allowable back. pressure bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 9,036 10,872 12,672 14,472 16,308
STARTING AIR SYSTEM
3
Air consumption per start Nm 2.5 2.5 2.5 2.5 2.5
HEAT RADIATION
Engine kW 26 32 38 44 50
The stated heat dissipation and 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 with 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 Nos. 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 conditions, calorific value and adequate circulation flow, the ISO fuel oil
consumption is multiplied by 1.45.
178 06 47-1.0
Fig. 4.15b: List of capacities for L28/32H
485 600 100 198 29 25
4.23
L32/40 GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz
6L32/40 2,880 2,750 2,880 2,750
7L32/40 3,360 3,210 3,360 3,210
8L32/40 3,840 3,665 3,840 3,665
9L32/40 4,320 4,125 4,320 4,125
178 23 10-2.0
No of Cyl. A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)
6 (720 r/min) 6,340 3,415 9,755 4,510 75.0
6 (750 r/min) 6,340 3,415 9,755 4,510 75.0
7 (720 r/min) 6,870 3,415 10,285 4,510 79.0
7 (750 r/min) 6,870 3,415 10,285 4,510 79.0
8 (720 r/min) 7,400 3,635 11,035 4,780 87.0
8 (750 r/min) 7,400 3,635 11,035 4,780 87.0
9 (720 r/min) 7,930 3,635 11,565 4,780 91.0
9 (750 r/min) 7,930 3,635 11,565 4,780 91.0
178 34 55-7.3
** Weight includes an alternator, Type B16, Make Siemens
Fig. 4.16a: Power and outline of 32/40
485 600 100 198 29 25
4.24
L32/40 GenSet Data
480 kW/Cyl. - two stage air cooler
Max. continuous rating at Cyl. 6 7 8 9

750 r/min 50 Hz Engine kW 2,880 3,360 3,840 4,320
720 r/min 60 Hz Gen. kW 2,750 3,210 3,665 4,125
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
Lube 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
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 m 3/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 22,480 26,227 29,974 33,720
Exhaust gas temp. °C 350 350 350 350
Max. allowable back pressure bar 0.025 0.025 0.025 0.025
Air consumption kg/h 21,956 25,615 29,275 32,934
STARTING AIR SYSTEM

Air consumption per start Nm3 2.50 2.63 2.75 2.85
HEAT RADIATION
Engine kW 137 160 183 206
178 34 56-9.2
The stated heat balances are based on 100% load and

tropical conditions, the flows are based on ISO ambient
conditions.
Pump capacities of engine-driven pumps at 750 r/min

are 4% higher than stated.
178 23 11-4.0
485 600 100 198 29 25
4.25
Installation Aspects 5
5.01 Space requirements and overhaul heights
Installation Aspects Only a 2 x 6.3 tons double-jib crane can be used for
the K98MC engine as this crane has been
The figures shown in this chapter are intended as an individually designed for the engine.
aid at the project stage. The data is subject to
change without notice, and binding data is to be The capacity of a normal engine room crane has to
given by the engine builder in the ‘Installation Docu- be minimum 12.5 tons.
mentation’ mentioned in section 10.
For the recommended area to be covered by the en-
Please note that the newest version of most of the gine room crane and regarding crane for disman-
drawings of this section can be downloaded from tling the turbochargers, see Figs. 5.01.01d and
our website on www.manbw.com under ‘Products’, 5.01.01c.
‘Marine Power’, ‘Two-stroke Engines’ where you
then choose the engine type. The overhaul tools for the engine are designed to be
used with a crane hook according to DIN 15400,
June 1990, material class M and load capacity 1Am
Space Requirements for the Engine and dimensions of the single hook type according to
DIN 15401, part 1.
The space requirements stated in Figs. 5.01.01a
and 5.01.01b are valid for engines rated at nominal
MCR (L1).
Additional space needed for engines equipped with

PTO is stated in section 4.
If, during the project stage, the outer dimensions of

the turbocharger seem to cause problems, it is pos-
sible, for the same number of cylinders, to use
turbochargers with smaller dimensions by increas-
ing the indicated number of turbochargers by one.
Overhaul of Engine
The overhaul heights stated from the centre of the
crankshaft to the crane hook are for normal lifting
proceduce comprising vertical lift of the relevant
components or reduced height lifting proceduce,
see note F in Fig. 5.01.01b.
A lower overhaul height is, however, available by us-

ing the MAN B&W Double-Jib Crane, built by Danish
Crane Building A/S, shown in Fig. 5.01.02.
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.
5.01.01b.
430 100 030 198 29 26
5.01.01
178 46 03-7.1
Normal centreline distance for twin engine installa- The dimensions given in the table are in mm and are
tion: 9,150 mm. for guidance only.
Please note that there must be a free space

(100 x 80) at the outer part of the bedplate-frame If dimensions cannot be fulfilled, please contact
box connection reqired for alignment of the engine MAN B&W Diesel A/S or our local representative.
on board by laser/piano wire, etc.
Fig. 5.01.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
430 100 034 198 29 28
5.01.02
Cyl. No. 6 7 8 9 10 11 12 Data on 13 & 14 cyl. are available on request

Fore end: A minimum shows basic engine
min. 13,531 15,281 18,271 20,021 21,771 23,521 25,271
A maximum shows engine with built on
A
torsional vibration damper
max. 13,955 15,705 18,695 20,445 22,195 23,995 25,695
For PTO: see corresponding space requirement
5945 MAN B&W NA70 The required space to the
engine room casing
B 6035 ABB TPL85
includes hydraulic top
6105 MHI MET83 bracing
4,775 4,975 5,125 5,125 5,375 5,630 5,580 MAN B&W turbocharger
Dimensions according to
C 5,053 5,303 5,098 5,403 5,603 5,603 5,803 ABB turbocharger turbocharger choice at
nominal MCR
4,984 5,388 5,588 5,334 5,688 5,888 6,088 MHI turbocharger
The dimension includes a cofferdam of 600 mm and
D 4,426 4,466 4,606 4,686 4,741 4,811 4,881 must fulfil minimum height to tanktop according to
classification rules
The distance from crankshaft centreline to lower edge
E 13,100
of deck beam, when using MAN B&W Double Jib Crane
13,400 Minimum overhaul height, normal lifting procedure
F Minimum overhaul height, reduced height lifting
13,125
procedure
See ‘Top bracing arrangement’, if top bracing fitted
G 4,850
on camshaft side
8,910 MAN B&W turbocharger
Dimensions according to
H 8,750 ABB turbocharger turbocharger choice at
nominal MCR
8,870 - - 8,870 - - - MHI turbocharger
J 640 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft,
K See text if the propeller shaft is to be drawn into the engine
room
Maximum 30° when engine room has minimum
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
headroom above the turbocharger
178 46 03-7.1
Fig. 5.01.01b: Space requirement for the engine.
430 100 034 198 29 28
5.01.03
MAN B&W turbocharger related figures

Type
Units TCA88 TCA99 NA70
W kg 5,000 6,600 3,000
HB mm **) **) 2,300
**) Available on request.
ABB turbocharger related figures

Type
Units TPL80 TPL85 TPL91
W kg 1,500 2,600 3,200
HB mm 1,900 2,200 2,400
MHI turbocharger related figures

Type
Units MET83SE MET90SE
W kg 6,000 8,000
HB mm 2,200 2,200
178 32 20-8.0
The table indicates the position of the crane beam(s) in
the vertical level related to the centre of the
For the overhaul of a turbocharger, a crane beam with turbocharger(s).
trolleys is required at each end of the turbocharger. The crane beam location in horizontal direction
Two trolleys are to be available at the compressor end *) Engines with the turbocharger(s) located on the ex-
haust side.
and one trolley is needed at the gas inlet end. The letter ‘a’ indicates the distance between verti-
cal centrelines of the engine and the
The crane beam can be omitted if the main engine turbocharger(s)
room crane also covers the turbocharger area.
The crane beam is used for lifting the following compo- *) The figures ‘a’ are stated on the ‘Engine Outline’
drawing.
nents:
The crane beam can be bolted to brackets that are fas-
- Exhaust gas inlet casing tened to the ship structure or to columns that are lo-
- Turbocharger inlet silencer cated on the top platform of the engine.
- Compressor casing
- Turbine rotor with bearings The lifting capacity of the crane beam is indicated in
the table for the various turbocharger makes. The crane
The sketch shows a turbocharger and a crane beam beam shall be dimensioned for lifting the weight ‘W’
that can lift the components mentioned. with a deflection of some 5 mm only.
The crane beam(s) is/are to be located in relation to the

turbocharger(s) so that the components around the gas
outlet casing can be removed in connection with over-
haul of the turbocharger(s).
Fig. 5.01.01c: Crane beams for overhaul of turbocharger
430 100 034 198 29 28
5.01.04
178 23 34-2.0
1) The lifting tools for the engine are designed to fit together with
a standard crane hook with a lifting capacity in accordance with
the figure stated in the table. If a larger crane hook is used, it
may not fit directly to the overhaul tools, and the use of an in-
termediate shackle or similar between the lifting tool and the
crane hook will affect the requirements for the minimum lifting
height in the engine room (dimension B)
2) The hatched area shows the height where an MAN B&W

Double- Jib Crane has to be used.
Weight in kg Crane capacity Crane Normal crane MAN B&W Double-Jib Crane
including lifting tools in tons operating Height to crane hook
selected in width in mm
accordance with in mm
DIN and JIS Normal Reduced Building-in height in mm
standard lifting height lifting
capacities procedure procedure
involving
tilting of
main
components
(option)
Cylinder Cylinder Piston Normal MAN A B1/B2 C D
cover liner with crane B&W Minimum Minimum height from Minimum Additional height
complete with piston Double- distance centreline crankshaft to height from required for
with cooling rod and Jib centreline centreline removal of
exhaust jacket stuffing Crane crane hook crankshaft to exhaust valve
valve box underside deck without removing
beam any exhaust
valve stud
10,700 9,125 6,050 12.5 2x6.3 3,950 13,400 13,125 13,100 1,100
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. 5.01.01c with information about the re-
engine. See example on this drawing. quired lifting capacity for overhaul of turbocharger(s).
178 23 35-4.0
Fig. 5.01.01d: Engine room crane
430 100 034 198 29 28
5.01.05
Deck beam
MAN B&W Double

Jib Crane
The Double-Jib Crane

is available from:
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. 5.01.02: Overhaul with double-jib crane
488 701 050 198 29 29
5.01.06
5.02 Engine Outline, Galleries and Pipe Connections
Engine and Gallery Outline

The total length of the engine at the crankshaft level
may vary depending on the equipment to be fitted
on the fore end of the engine, such as adjustable
counterweights, tuning wheel or moment compen-
sators, which are shown as alternatives in Figs.
5.02.01 and 5.02.02.
Engine Masses and Centre of Gravity

The partial and total engine masses appear from
Chapter 9, ‘Dispatch Pattern’, to which the masses
of water and oil in the engine, Fig. 5.02.04, are to be
added. The centre of gravity is shown in Fig.
5.02.03, including the water and oil in the engine,
but without moment compensators.
Engine Pipe Connections

The positions of the external pipe connections on the
engine are stated in Fig. 5.02.05, and the correspond-
ing lists of counterflanges for pipes and turbocharger in
Figs. 5.02.06a, 5.02.06b and 5.02.07 respectively.
The flange connection on the turbocharger gas out-

let is rectangular, but a transition piece to a circular
form can be supplied as an option: 4 60 601.
430 100 061 198 29 31
5.02.01
TC type c1 c2 c3
MAN B&W NA70/T9 860 6,110 11,360
ABB TPL85 610 5,860 11,110
MHI MET 83SD/SE 880 6,130 11,380
The dimensions given are in mm
178 46 06-2.0
Fig. 5.02.01a: Engine and gallery outline, 7K98MC with three turbochargers
483 100 084 198 29 32
5.02.02
TC type a b d
MAN B&W NA70/T9 3,705 8,910 5,470
ABB TPL85 3,780 8,750 5,560
MHI MET 83SD/SE 3,890 8,870 5,630
178 46 06-2.0
Fig. 5.02.01b: Engine and gallery outline, 7K98MC with three turbochargers
483 100 084 198 29 32
5.02.03
178 46 06-2.0
Fig. 5.02.01c: Engine and gallery outline, 7K98MC with three turbochargers
483 100 084 198 29 32
5.02.04
TC type c1 c2 c3 c4
MAN B&W NA70/T9 860 6,110 12,600 17,850
ABB TPL85 1,060 6,310 12,800 18,050
MHI MET 83SD/SE 880 6,130 12,620 17,870
178 46 66-0.0
Fig. 5.02.02a: Engine and gallery outline of 12K98MC with four turbochargers
483 100 084 198 29 32
5.02.05
TC type a b d
MAN B&W NA70/T9 3,705 8,910 5,470
ABB TPL85 3,780 8,750 5,560
MHI MET 83SD/SE 3,890 8,870 5,630
178 46 66-0.0
Fig. 5.02.02b: Engine and gallery outline of 12K98MC with four turbochargers
483 100 084 198 29 32
5.02.06
178 46 66-0.0
Fig. 5.02.02c: Engine and gallery outline of 12K98MC with four turbochargers
483 100 084 198 29 32
5.02.07
Y
Centre of Centre
crankshaft of gravity
Centre of
cylinder 1
X
178 32 14-9.0
No. of cylinders 6 7 8 9 10 11 12 13 14
Distance X mm 5,775 6,490 7,200 7,920 8,635 9,350 10,070 10,770 11,510
Distance Y mm 3,350 3,550 3,550 3,550 3,750 3,750 3,750 3,750 3,750
Distance Z mm 165 185 185 185 200 200 200 200 200
All values stated are approximate
178 33 68-3.1
Fig. 5.02.03: Centre of gravity
430 100 046 198 29 33
5.02.08
Mass of water and oil in engine in service

Mass of water Mass of oil in
No. of Jacket cooling Scavenge air * Total Engine Oil pan Total
cylinders water cooling water system
kg kg kg kg kg kg
6 2,800 4,600 7,400 3,100 2,600 5,700
7 3,200 4,600 7,800 3,900 3,000 6,900
8 4,200 4,600 8,800 4,300 3,400 7,700
9 4,700 6,000 10,700 5,700 3,700 9,400
10 5,200 6,000 11,200 6,200 4,100 10,300
11 5,700 6,000 11,700 7,500 4,500 12,000
12 6,200 6,000 12,200 8,000 4,900 12,900
13 Data available on request
14 Data available on request
* The stated values are only valid for horizontal engine

178 86 60-8.1
Fig. 5.02.04: Water and oil in engine
430 100 059 198 29 34
5.02.09
178 46 56-4.0
Fig. 5.02.05a: Engine pipe connections for 7K98MC, with three turbochargers
483 100 082 198 29 36
5.02.10
178 46 56-4.0
Fig. 5.02.05b: Engine pipe connections for 7K98MC, with three turbochargers
483 100 082 198 29 36
5.02.11
Refe- Cyl. Flange Bolts

Description
rence No. Dia. PCD Thickn. Dia. No.
6- 7 325 275 58 M24 12
A Starting air inlet
8 -12 370 320 64 M24 12
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 Fig. 5.09 Exhaust gas outlet
E 6 -12 Norm. diameter 100 mm Venting of lub. oil discharge pipe for turbocharger
F 6 -12 225 185 34 M20 8 Fuel oil outlet
6- 7 320 280 20 M20 8
K Fresh cooling water inlet
8 -12 385 345 22 M20 12
6- 7 320 280 20 M20 8
L Fresh cooling water outlet
8 -12 385 345 22 M20 12
M 6 -12 95 75 10 M10 4 Fresh cooling water deaeration
6- 7 385 345 22 M20 12
Cooling water inlet to air cooler
N 8 -10 430 390 22 M20 12
(Central cooling water)
11 -12 480 435 24 M22 12
6- 7 385 345 22 M20 12
Cooling water outlet from air cooler
P 8 -10 430 390 22 M20 12
(Central cooling water)
11 -12 480 435 24 M22 12
6 430 390 22 M20 12
7- 8 480 435 24 M22 12
N Cooling water inlet to air cooler (seawater)
9 -11 540 495 24 M22 16
12 605 555 24 M22 16
6 430 390 22 M20 12
7- 8 480 435 24 M22 12
P Cooling water outlet from air cooler (seawater)
9 -11 540 495 24 M22 16
12 605 555 24 M22 16
S 6 -12 See special drawing of oil outlet System oil outlet to bottom tank
X 6 -12 270 225 34 M22 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)
6 540 495 24 M22 16
7- 8 605 555 24 M22 16
RU System oil inlet
9 -10 655 605 24 M22 20
11 -12 720 665 26 M24 20
2xTC 190 155 14 M16 4
AA 3xTC 200 165 16 M16 8 Lubricating oil inlet to turbocharger
4xTC 235 200 16 M16 8
178 46 58-8.0
Fig. 5.02.06a: List of counterflanges, option: 4 30 202
430 200 152 198 29 37
5.02.12
Refe- Cyl. Flange Bolts

Description
rence No. Dia. PCD Thickn. Dia. No.
2xTC 320 280 20 M20 8
AB 3xTC 385 345 22 M20 12 Lubricating oil outlet from turbocharger
4xTC 430 390 22 M20 12
AC 6 -12 120 95 12 M12 4 Lubricating oil inlet to cylinder lubricators
AD 6 -12 115 90 12 M12 4 Fuel oil from umbrella sealing
AE 6 -12 115 90 12 M12 4 Drain from bedplate/cleaning turbocharger
AF 6 -12 115 90 12 M12 4 Fuel oil to drain tank
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/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
AV 6 -12 180 145 14 M16 4 Drain from scavenge air box to closed drain tank
BA 6 -12 Coupling for 8 mm pipe Terminal plate for remote instruments
BB 6 -12 Coupling for 10 mm pipe Terminal plate for manoeuvring system
BD 6 -12 Coupling for 16 mm pipe Fresh water outlet for heating fuel oil drain pipes
BX 6 -12 Coupling for 25 mm pipe Steam inlet for heating fuel oil pipes
BF 6 -12 Coupling for 16 mm pipe Steam outlet for heating fuel oil pipes
Data for 13 & 14 cylinder engines are available on request
178 46 58-8.0
Fig. 5.02.06b: List of counterflanges, option: 4 30 202
430 200 152 198 29 37
5.02.13
MAN B&W
NA70/TO9
ABB Mitsubishi
TPL85 MET83 SE/SD
178 46 61-1.1
Fig. 5.02.07: List of counterflanges, turbocharger exhaust outlet (yard’s supply)
430 200 152 198 29 37
5.02.14
5.03 Engine Seating and Holding Down Bolts
Engine Seating and Arrangement of

Holding Down Bolts
The dimensions of the seating stated in Figs.
5.03.01, 5.03.02a, 5.03.02b and 5.03.02c are for
guidance only.
The engine is basically mounted on epoxy chocks

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

are:
‘Chockfast Orange PR 610 TCF’

from ITW Philadelphia Resins Corporation, USA,
and
‘Epocast 36’
from H.A. Springer –Kiel, Germany.
The engine may, alternatively, be mounted on cast

iron chocks (solid chocks 4 82 101), in which case
the underside of the bedplate’s lower flanges is with
taper 1:100.
482 100 000 198 29 38
5.03.01
178 19 72-2.3
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding down
For securing of supporting chocks see special drawing. bolts in the bedplate while observing the toleranced
locations indicated on MAN B&W Diesel A/S draw-
ings for machining the bedplate
This drawing may, subject to the written consent of the
actual engine builder concerned, be used as a basis for 2) The shipyard drills the holes for holding down
marking-off and drilling the holes for holding down bolts bolts in the top plates while observing the
in the top plates, provided that: toleranced locations given on the present drawing
3) The holding down bolts are made in accordance

with MAN B&W Diesel A/S drawings of these bolts
Fig. 5.03.01: Arrangement of epoxy chocks and holding down bolts
482 600 015 198 29 41
5.03.02
178 19 70-9.2
Holding down bolts,

option: 4 82 602 include:
1 Protecting cap
2 Spherical nut
3 Spherical washer
4 Distance pipe
5 Round nut
6 Holding down bolt
Fig.5.03.02a: Profile of engine seating with vertical lubricating oil outlet
482 600 010 198 29 42
5.03.03
Side chock brackets, option: 4 82 622 includes:

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
Fig. 5.03.02b: Profile of engine seating, end chocks, option: 4 82 620
End chock bolts, option: 4 82 610 includes:

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

7. Liner for end chocks
End chock brackets, option: 4 82 614 includes:

8. End chock bracket
178 19 73-4.2
Fig. 5.03.02c: Profile of engine seating, end chocks, option: 4 82 610
482 600 010 198 29 42
5.03.04
5.04 Engine Top Bracing
The so-called guide force moments are caused by The top bracing is normally placed on the exhaust
the transverse reaction forces acting on the side of the engine (4 83 110), but the hydraulic top
crossheads due to the connecting rod/crankshaft bracing can alternatively be placed on the camshaft
mechanism. When the piston of a cylinder is not ex- side, option: 4 83 111, see Fig. 5.04.01.
actly in its top or bottom position, the gas force from
the combustion, transferred through the connecting The top bracing is to be made by the shipyard in ac-
rod will have a component acting on the crosshead cordance with MAN B&W instructions.
and the crankshaft, perpendicularly to the axis of
the cylinder. Its resultant acts on the guide shoe (or
piston skirt in the case of a trunk engine), and to-
gether they form a guide force moment.
Hydraulic top bracing
The moments may excite engine vibrations moving
the engine top athwartships and causing a rocking The hydraulic top bracing is available in the design
(excited by H-moment) or twisting (excited by with pump station, option 4 83 122.
X-moment) movement of the engine.
See Figs. 5.04.01 and 5.04.02.
For engines with fewer than seven cylinders, this
guide force moment tends to rock the engine in the The hydraulically adjustable top bracing is intended
transverse direction, and for engines with seven cyl- for appliction in vessels where hull deflection is fore-
inders or more, it tends to twist the engine. Both seen to exceed the usual level and for one side
forms are shown in the chapter dealing with vibra- mounting, either the exhaust side (alternative 1), or
tions. The guide force moments are harmless to the the camshaft side (alternative 2).
engine, however, they may cause annoying vibra-
tions in the superstructure and/or engine room, if Force per bracing . . . . . . . . . . . . . . . . . . ± 127 kN
proper countermeasures are not taken. Maximum horizontal deflection at the
link’s points of attachment to the hull
As this system is difficult to calculate with adequate for four cylinders . . . . . . . . . . . . . . . . . . . 0.51 mm
accuracy, MAN B&W Diesel recommend that top
bracing is installed between the engine’s upper
platform brackets and the casing side.
The top bracing is designed as a stiff connection

which allows adjustment in accordance with the
loading conditions of the ship.
Without top bracing, the natural frequency of the

vibrating system comprising engine, ship’s bottom,
and ship’s side, is often so low that resonance with
the excitation source (the guide force moment) can
occur close the the normal speed range, resulting in
the risk of vibraiton.
With top bracing, such a resonance will occur

above the normal speed range, as the top bracing
increases the natural frequency of the above-men-
tioned vibrating system.
430 110 001 198 29 43
5.04.01
178 14 41-4.1
Turbocharger Q R
a = 875 g = 11,375
NA70/T9 5,470 5,945 b = 2,655 l = 12,615
TPL85 5,560 6,035 c = 4,375 m = 14,365
d = 6,125 n = 16,115
MET183SE/SD 5,630 6,105
e = 7,875 o = 17,865
MET90SE 6,000 6,475 f = 9,625 p = 19,615
q = 21,365
Fig. 5.04.01: Hydraulic top bracing arrangement 178 14 41-4.1
483 110 008 198 29 45
5.04.02
With pneumatic/hydraulic
cylinders only Hydraulic cylinders
Accumulator unit
Pump station
including:
two pumps
oil tank
filter
relief valve 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. 5.04.02a: 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. 5.04.02b: Hydraulic cylinder for option 4 83 122
483 110 008 198 29 45
5.04.03
5.05 Earthing Device
In some cases, it has been found that the difference

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

to the main bearings so, in order to reduce the po-
tential between the crankshaft and the engine struc-
ture (hull), and thus prevent spark erosion, we rec-
ommend the installation of a highly efficient earthing
device.
The sketch Fig. 5.05.01 shows the layout of such an

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

mV-meter so that the potential, and thus the correct
functioning of the device, can be checked.
420 600 010 198 29 47
5.05.01
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 07-8.1
Fig. 5.05.01: Earthing device, (yard supply)
420 600 010 198 29 47
5.05.02
Auxiliary Systems 6
6.01 List of Capacities
The Lists of Capacities contain data regarding the water generator is installed, the water production
necessary capacities of the auxiliary machinery for can be calculated by using the formula stated later
the main engine only. in this section and the way of calculating the ex-
The heat dissipation figures include 10% extra mar- haust gas data is also shown.
gin for overload running except for the scavenge air
cooler, which is an integrated part of the diesel en- The air consumption is approximately 98% of the
gine. calculated exhaust gas amount.
The location of the flanges on the engine are shown

Cooling Water Systems 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 tropi- flanges’; both can be found in Chapter 5.
cal ambient reference conditions and refer to en-
gines with high efficiency turbocharger running at The diagrams use the ‘Basic symbols for piping’,
nominal MCR (L1) for: whereas the symbols for instrumentation according
• Seawater cooling system, to ‘ISO 1219-1’ and ‘ISO 1219-2’ and the instrumen-
Figs. 6.01.01a and 6.01.02 tation list found in Chapter 8.
• Central cooling water system,
Figs. 6.01.01b and 6.01.03
The capacities for the starting air receivers and the Heat radiation
compressors are stated in Fig. 6.01.02.
The radiation and convection heat losses to the en-
gine room are about 1.1% of the engine nominal
A detailed specification of the various components
power (kW in L1).
is given in the description of each system. If a fresh-
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 29 48
6.01.01
Cyl. 6 7 8 9 10 11 12 13 14 TC
Nominal MCR at 94 r/min type
kW 34,320 40,040 45,760 51,480 57,200 62,920 68,640 74,360 80,080
Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0
275 320 370 415 460 510 550 600 640 TCA
3 295 350 395 440 495 540 590 0 690 NA
Jacket cooling water pump m /h
275 320 370 415 460 510 550 600 640 TPL
275 320 370 415 460 510 550 600 640 MET
Pumps
1,060 1,240 1,410 1,590 1,770 1,940 2,120 2,300 2,450 TCA
1,080 1,260 1,440 1,610 1,800 1,980 2,150 0 2,520 NA
Seawater pump* m3/h
1,070 1,250 1,430 1,610 1,790 1,970 2,140 2,320 2,500 TPL
1,070 1,240 1,420 1,600 1,780 1,960 2,130 2,310 2,490 MET
740 870 990 1,110 1,230 1,360 1,480 1,600 1,730 TCA
740 870 990 1,110 1,240 1,360 1,480 1,610 1,730 NA
Lubricating oil pump* m3/h
750 860 990 1,120 1,240 1,360 1,480 0 1,730 TPL
740 860 980 1,110 1,230 1,360 1,480 1,590 1,720 MET
Scavenge air cooler
kW 13,710 16,000 18,280 20,570 22,850 25,140 27,420 29,710 31,990
Heat dissipation approx.
3
Central cooling water m /h 690 805 920 1,035 1,150 1,265 1,380 1,495 1,610
kW 2,730 3,170 3,600 4,090 4,520 4,980 5,400 5,880 6,350 TCA
Lubricating oil cooler 2,880 3,460 3,890 4,320 4,900 5,330 5,760 0 6,770 NA
Heat dissipation approx.* 2,980 3,410 3,890 4,470 4,900 5,410 5,840 6,390 6,820 TPL
2,870 3,300 3,800 4,310 4,740 5,270 5,700 6,130 6,610 MET
Lubricating oil* m3/h See above ‘Main lubricating oil pump’
Coolers
370 435 490 555 620 675 740 805 860 TCA
3 390 455 520 575 650 715 770 0 910 NA
Seawater m /h
380 445 510 575 640 705 760 825 890 TPL
380 435 500 565 630 695 750 815 880 MET
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TCA
Jacket water cooler 4,960 5,840 6,640 7,440 8,320 9,120 9,920 0 11,600 NA
kW
Heat dissipation approx. 4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TPL
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 MET
Jacket cooling water m3/h See above ‘Jacket cooling water’
Seawater m3/h See above ‘Seawater quantity’ for lube oil cooler
Fuel oil heater kW 345 400 455 510 580 630 680 730 790
Exhaust gas flow at 245 °C ** kg/h 323,400 377,300 431,200 485,100 539,000 592,900 646,800 700,700 754,600
Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8
* For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or 178 86 64-5.1
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
Fig. 6.01.02: List of capacities, K98MC with high efficiency turbocharger and seawater cooling system stated at the
nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
430 200 025 198 29 48
6.01.02
Cyl. 6 7 8 9 10 11 12 13 14 TC
Nominal MCR at 94 r/min type
kW 34,320 40,040 45,760 51,480 57,200 62,920 68,640 74,360 80,080
Fuel oil circulating pump m3/h 13.1 15.2 17.4 19.6 22.0 24.0 26.0 28.0 30.0
Fuel oil supply pump m3/h 8.6 10.1 11.5 12.9 14.4 15.8 17.3 18.7 20.0
275 320 370 415 460 510 550 600 640 TCA
295 350 395 440 495 540 590 0 690 NA
Jacket cooling water pump m3/h
275 320 370 415 460 510 550 600 640 TPL
275 320 370 415 460 510 550 600 640 MET
Pumps
820 960 1,090 1,230 1,370 1,510 1,640 1,780 1,920 TCA
840 980 1,120 1,260 1,400 1,540 1,670 0 1,960 NA
Central cooling water pump* m3/h
830 970 1,110 1,250 1,390 1,530 1,660 1,800 1,940 TPL
830 960 1,100 1,240 1,380 1,520 1,660 1,790 1,930 MET
1,040 1,210 1,390 1,560 1,730 1,910 2,080 2,250 2,430 TCA
1,060 1,240 1,410 1,580 1,770 1,940 2,110 0 2,470 NA
Seawater pump* m3/h
1,050 1,220 1,400 1,580 1,750 1,930 2,100 2,280 2,450 TPL
1,050 1,220 1,400 1,570 1,740 1,920 2,090 2,260 2,440 MET
740 870 990 1,110 1,230 1,360 1,480 1,600 1,730 TCA
740 870 990 1,110 1,240 1,360 1,480 0 1,730 NA
Lubricating oil pump* m3/h
750 860 990 1,120 1,240 1,360 1,480 1,610 1,730 TPL
740 860 980 1,110 1,230 1,360 1,480 1,590 1,720 MET
Scavenge air cooler
kW 13,610 15,880 18,150 20,420 22,690 24,950 27,220 29,490 31,760
Heat dissipation approx.
3
Central cooling water m /h 462 539 616 693 770 847 924 1,001 1,078
kW 2,730 3,170 3,600 4,090 4,520 4,980 5,400 5,880 6,350 TCA
Lubricating oil cooler 2,880 3,460 3,890 4,320 4,900 5,330 5,760 0 6,770 NA
2,870 3,300 3,800 4,310 4,740 5,270 5,700 6,130 6,610 MET
Lubricating oil* m3/h See above ‘Lubricating oil pump’
Coolers
358 421 474 537 600 663 716 779 842 TCA
3 378 441 504 567 630 693 746 0 882 NA
Central cooling water m /h
368 431 494 557 620 683 736 799 862 TPL
368 421 484 547 610 673 736 789 852 MET
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TCA
Jacket water cooler 4,960 5,840 6,640 7,440 8,320 9,120 9,920 0 11,600 NA
kW
Heat dissipation approx. 4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 TPL
4,800 5,600 6,400 7,200 8,000 8,800 9,600 10,400 11,200 MET
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
21,140 24,650 28,150 31,710 35,210 38,730 42,220 45,770 49,310 TCA
Central cooler 21,450 25,180 28,680 32,180 35,910 39,400 42,900 0 50,130 NA
kW
21,280 24,780 28,350 31,930 35,430 39,020 42,520 46,020 49,570 MET
Central cooling water* m3/h See above ‘Central cooling water pump’
Seawater* m3/h See above ‘Seawater cooling pump’
Fuel oil heater kW 345 400 455 510 580 630 680 730 790
Exhaust gas flow at 245 °C ** kg/h 323,400 377,300 431,200 485,100 539,000 592,900 646,800 700,700 754,600
Air consumption of engine kg/s 88.2 102.9 117.6 132.3 147.0 161.7 176.4 191.1 205.8
178 86 65-7.1
* 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
Fig. 6.01.03: List of capacities, K98MC with high efficiency turbocharger and central cooling water system stated at
the nominal MCR power (L1) for engines complying with IMO’s NOx emission limitations
430 200 025 198 29 48
6.01.03
Capacities of starting air receivers and compressors for main engine

Starting air system: 30 bar (gauge)
Number of cylinders 6 7 8 9 10 11 12 13 14
Reversible engine
Receiver volume (12 starts) m3 2 x 14.5 2 x 15.0 2 x 15.5 2 x 15.5 2 x 15.5 2 x 16.0 2 x 16.0 2 x 16.5 2 x 16.5
Compressor capacity, total m3/h 870 900 930 930 930 960 960 990 990
Non-reversible engine
Receiver volume (6 starts) m3 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.0 2 x 8.5 2 x 8.5 2 x 8.5 2 x 8.5
Compressor capacity, total m3/h 480 480 480 480 480 510 510 510 510
178 86 68-2.1
Fig. 6.01.04 Capacities of starting air receivers and compressors for main engine K98MC
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 Fig. 6.01.03, may also be
used if wanted.
The nomenclature of the basic engine ratings used

in this section is shown in Fig. 6.01.18.
Cooler heat dissipations
For the specified MCR (M) the diagrams in Figs.

6.01.05, 6.01.06 and 6.01.07 show reduction fac-
Qair% = 100 x (PM/PL1)1.68 x (nM/nL1) –0.83 x kO
tors for the corresponding heat dissipations for the
178 24 38-5.0
coolers, relative to the values stated in the ‘List of
kO = 1 + 0.27 x (1 –P O/PM)
Capacities’ valid for nominal MCR (L1).
Fig. 6.01.05: Scavenge air cooler heat dissipation, Qair% in

point M, in % of L1 value and valid for PO = PM.
If optimised point 0 lower than M, an extra correction kO
is used
430 200 025 198 29 48
6.01.04
The percentage power (PM%) and speed (nM%) of L1 Pump capacities

for specified MCR (M) of the derated engine are
used as input in the above-mentioned diagrams, The pump capacities given in the ‘List of Capacities’
giving the % heat dissipation figures relative to refer to engines rated at nominal MCR (L1). For lower
those in the ‘List of Capacities’, Fig. 6.01.03. rated engines, only a marginal saving in the pump
capacities is obtainable.
To ensure proper lubrication, the lubricating oil

pump must remain unchanged.
Also, the fuel oil circulating and supply pumps

should remain unchanged.
In order to ensure reliable starting, the starting air

compressors and the starting air receivers must
also remain unchanged.
The jacket cooling water pump capacity is relatively

low. Practically no saving is possible, and it is there-
fore unchanged.
Seawater cooling system

Qjw% = e(–0.0811 x ln (nM%) + 0.8072 x ln (PM%) + 1.2614)
178 14 16-4.1 The derated seawater pump capacity is equal to the
sum of the above found derated seawater flow ca-
Fig. 6.01.06: Jacket water cooler, heat dissipation Qjw%
pacities through the scavenge air and lube oil cool-
in % of L1 value
ers, as these are connected in parallel.
The seawater flow capacity for each of the sca-

venge air, lube oil and jacket water coolers can be
reduced proportionally to the reduced heat dissipa-
tions found in Figs. 6.01.05, 6.01.06 and 6.01.07, re-
spectively.
However, regarding the scavenge air cooler(s), the

engine maker has to approve this reduction in order
to avoid too low a water velocity in the scavenge air
cooler pipes.
As the jacket water cooler is connected in series

with the lube oil cooler, the seawater flow capacity
for the latter is used also for the jacket water cooler.
Central cooling water system

Qlub% = 67.3009x ln(nM%) + 7.6304 x ln(PM%) –245.0714
If a central cooler is used, the above still applies, but
178 14 17-6.1
the central cooling water capacities are used in-
stead of the above seawater capacities. The seawa-
Fig. 6.01.07: Lubricating oil cooler, heat dissipation ter flow capacity for the central cooler can be re-
Qlub% in % of L1 value duced in proportion to the reduction of the total
cooler heat dissipation.
430 200 025 198 29 48
6.01.05
Pump pressures
Irrespective of the capacities selected as per the

above guidelines, the below-mentioned pump
heads at the mentioned maximum working temper-
atures for each system shall be kept:
Pump Max.
head working
bar temp. °C
Fuel oil supply pump 4 100
Fuel oil circulating pump 6 150
Lubricating oil pump 4.8 70
Seawater pump 2.5 50
Central cooling water pump 2.5 80
Jacket water pump 3 100
178 25 54-6.0
Flow velocities
For external pipe connections, we prescribe the fol-

lowing maximum velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . . . . 1.0 m/s

Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/s
Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
430 200 025 198 29 48
6.01.06
Example 1:
Derated 6K98MC with high efficiency MAN B&W turbocharger with fixed pitch propeller and seawater
cooling system.
Nominal MCR, (L1) PL1: 34,320 kW = 46,680 BHP (100.0%) 94.0 r/min (100.0%)
Specified MCR, (M) PM: 29,172 kW = 39,678 BHP (85.0%) 91.2 r/min (97.0%)
Optimised power, (O) PO: 27,284 kW = 37,111 BHP (79.5%) 89.1 r/min (94.8%), PO=93.5% of PM
The method of calculating the reduced capacities

for point M is shown below.
The values valid for the nominal rated engine are

found in the ‘List of Capacities’ Fig. 6.01.03, and are
listed together with the result in Fig. 6.01.08.
Heat dissipation of scavenge air cooler

Fig. 6.01.05 which is approximate, indicates a Qair%
= 75.0% heat dissipation, and corrected for
optimised point 0 lower than M equal
75.0 x (1 + 0.27 x (1 –0.935))
= 76.3% i.e.:
Qair,M = 13,710 x 0.763 = 10,461 kW
Heat dissipation of jacket water cooler

Fig. 6.01.07 indicates a Qjw% = 84% heat dissipa-
tion; i.e.:
Qjw,M = 4,800 x 0.84 = 4,032 kW
Heat dissipation of lube oil cooler

Fig. 6.01.06 indicates a Qlub% = 91% heat dissipa-
tion; i.e.:
Qlub,M = 2,730 x 0.91 = 2,484 kW
Scavenge air cooler: 690 x 0.763 = 526 m3/h

Lubricating oil cooler: 370 x 0.91 = 337 m3/h
Total: = 863 m3/h
430 200 025 198 29 48
6.01.07
Nominal rated engine (L1) Example 1

high efficiency Specified MCR (M)
turbocharger
Shaft power at MCR 34,320 kW 29,172 kW
at 94 r/min at 91.2 r/min
Pumps:
Fuel oil circulating pump m3/h 13.1 13.1
Fuel oil supply pump m3/h 8.6 8.6
Jacket cooling water pump m3/h 275 275
Seawater pump m3/h 1,060 863
Lubricating oil pump m3/h 740 740
Coolers:
Scavenge air cooler
Heat dissipation kW 13,710 10,461
Seawater quantity m3/h 690 526
Lube oil cooler
Lubricating oil quantity m3/h 740 740
Jacket water cooler
Jacket cooling water quantity m3/h 275 275
Fuel oil preheater: kW 345 345
Gases at ISO ambient conditions*
Exhaust gas amount kg/h 323,400 274,900

Exhaust gas temperature °C 245 235
Air consumption kg/sec. 88.2 74.8
Starting air system: 30 bar (gauge)
Reversible engine
Receiver volume (12 starts) m3 2 x 14.5 2 x 14.5
Compressor capacity, total m3/h 870 870
Non-reversible engine
Receiver volume (6 starts) m3 2 x 8.0 2 x 8.0
Compressor capacity, total m3/h 480 480
Exhaust gas tolerances: temperature –/+ 15 °C and amount +/–5%
The air consumption and exhaust gas figures are expected values and refer to 100% specified MCR, ISO ambient
reference conditions and exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
178 36 35-5.1
Fig. 6.01.08: Example 1 –Capacities of derated 6K98MC with high efficiency MAN B&W turbocharger, type TCA and
seawater cooling system.
430 200 025 198 29 48
6.01.08
Freshwater Generator At part load operation, lower than optimised power,

the actual jacket water heat dissipation will be re-
If a freshwater generator is installed to utilise the duced according to the curves for fixed pitch pro-
heat in the jacket water cooling system, it should be peller (FPP) or for constant speed, controllable pitch
noted that the actual heat available in the jacket propeller (CPP), respectively, in Fig. 6.01.09.
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1) With reference to the above, the heat actually avail-
given in the List of Capacities. This is because the able for a derated diesel engine may then be found
latter figures are used for dimensioning the jacket as follows:
water cooler and hence incorporate a safety margin
which can be needed when the engine is operating
1. Engine power between optimised and speci-
under conditions such as overload. Normally, this
fied power
margin is 10% at nominal MCR.
For powers between specified MCR (M) and
For a derated diesel engine, i.e. an engine having a optimised power (O), the diagram Fig. 6.01.06
specified MCR (M) and/or an optimising point (O) is to be used,i.e. giving the percentage correc-
different from L1, the relative jacket water heat dissi- tion factor ‘Qjw%’ and hence for optimised
pation for point M and O may be found, as previ- power PO:
ously described, by means of Fig. 6.01.06.
Q jw%
Qjw,O = QL1 x x 0.9 (0.88) [1]
100
2. Engine power lower than optimised power.

For powers lower than the optimised power,
the value Qjw,O found for point O by means of
the above equation [1] is to be multiplied by the
correction factor kp found in Fig. 6.01.09 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. 6.01.06
Qjw,O = jacket water heat dissipation at optimised
power (O), found by means of equation [1]
kp = correction factor from Fig. 6.01.09
PS 0.9 = factor for safety margin of cooler, tropical
FPP : kp = 0.742 x + 0.258 178 06 64-3.2
PO ambient conditions
PS
CPP : kp = 0.822 x + 0.178 The heat dissipation is assumed to be more or less
PO independent of the ambient temperature condi-
tions, yet the safety margin/ambient condition fac-
tor of about 0.88 instead of 0.90 will be more accu-
Fig. 6.01.09: Correction factor ‘kp’ for jacket cooling rate for ambient conditions corresponding to ISO
water heat dissipation at part load, relative to heat temperatures or lower.
dissipation at optimised power
430 200 025 198 29 48
6.01.09
Freshwater generator system Jacket cooling water system
Valve A: ensures that Tjw < 80 °C

Valve B: ensures that Tjw >80 –5 °C = 75 °C
Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an
automatic start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control
system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 16 79-9.2
Fig. 6.01.10: Freshwater generators. Jacket cooling water heat recovery flow diagram
If necessary, all the actually available jacket cooling When using a normal freshwater generator of the
water heat may be used provided that a special tem- single-effect vacuum evaporator type, the freshwa-
perature control system ensures that the jacket ter production may, for guidance, be estimated as
cooling water temperature at the outlet from the en- 0.03 t/24h per 1 kW heat, i.e.:
gine does not fall below a certain level. Such a tem-
perature control system may consist, e.g., of a spe- Mfw = 0.03 x Qjw t/24h [3]
cial by-pass pipe installed in the jacket cooling
water system, see Fig. 6.01.10, or a special built-in where
temperature control in the freshwater generator,
e.g., an automatic start/stop function, or similar. If Mfw is the freshwater production in tons per 24
such a special temperature control is not applied, hours
we recommend limiting the heat utilised to maxi-
mum 50% of the heat actually available at specified and
MCR, and only using the freshwater generator at en-
gine loads above 50%. Qjw is to be stated in kW
430 200 025 198 29 48
6.01.10
Example 2:
Freshwater production from a derated 6K98MC with high efficiency MAN B&W turbocharger and with
fixed pitch propeller.
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 specified MCR.
Optimising point, (O) PO: 27,248 kW = 37,111 BHP (79.5%) 89.1 r/min (94.8%) PO = 93.5% of PM
Service rating, (S) PS: 23,338 kW = 31,742 BHP 82.7 r/min PS = 80.0% of PM
and PS = 85.6% of PO
The expected available jacket cooling water heat at Calculation of Exhaust Gas Amount and
service rating is found as follows: Temperature
QL1 = 4,800 kW from ‘List of Capacities’

Influencing factors
Qjw% = 80.0% using 74.8% power and 88.0%
speed for O in Fig. 6.01.06 The exhaust gas data to be expected in practice de-
pend, primarily, on the following three factors:
By means of equation [1], and using factor 0.88 for a) The specified MCR point of the engine
actual ambient condition the heat dissipation in the (point M):
optimising point (O) is found:
PM: power in kW (BHP) at SMCR point
Q jw% nM: speed in r/min at SMCR point
Qjw,O = QL1 x x 0.88
100
and to a certain degree on the optimising point 0
80.0 with the percentage power PO% = % SMCR
= 4,800 x x 0.88 = 3,379 kW
100 power:
By means of equation [2], the heat dissipation in the PO% = (PO/PM) x 100%
service point (S) i.e. for 85.6% of optimising power, is
b) The ambient conditions, and exhaust gas
found:
back-pressure:
kp = 0.89 using 85.6% in Fig. 6.01.09
Tair: actual ambient air temperature, in °C
Qjw = Qjw,O x kp = 3,379 x 0.89 = 3,007 kW pbar: actual barometric pressure, in mbar
TCW: actual scavenge air coolant temperature, in °C
For the service point the corresponding expected DpM: exhaust gas back-pressure in mm WC at
obtainable freshwater production from a freshwater specified MCR
generator of the single-effect vacuum evaporator
type is then found from equation [3]: c) The continuous service rating of the engine
(point S), valid for fixed pitch propeller or control-
Mfw = 0.03 x Qjw = 0.03 x 3,007 = 90.2 t/24h lable pitch propeller (constant engine speed)
PS: continuous service rating of engine,
in kW (BHP)
430 200 025 198 29 48
6.01.11
Calculation Method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5], see Fig. 6.01.11.
Mexh: exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in °C, to be found
Mexh = ML1 + ∆MM + 0.003 x (100 - M%) kg/h [4]
Texh = TL1 + ∆TM + 4 x (100 - M%) °C [5]
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
back-pressure and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
178 30 58-0.0
Fig. 6.01.11: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and tem-
factors are described in the following: perature are found by using as input in diagrams
6.01.12 and 6.01.13 the corresponding percentage
a) Correction for choice of specified MCR point values (of L1) for specified MCR power PM% and
When choosing a specified MCR point ‘M’ other speed nM%.
than the nominal MCR point ‘L1’, the resulting
DmM% = 14 x ln (PM/PL1) –24 x ln (n M/nL1) DTM = 15 x ln (PM/PL1) + 45 x ln (nM/nL1)

178 24 36-1.0
178 24 37-3.0
Fig. 6.01.12: Change of specific exhaust gas amount, Fig. 6.01.13: Change of exhaust gas temperature, DTM in
DmM%, in % of L1 value and independent of PO point M, in °C after turbocharger relative to L 1 value and
valid for PO = PM
430 200 025 198 29 48
6.01.12
DmM%: change of specific exhaust gas amount, in b) Correction for actual ambient conditions and
% of specific gas amount at nominal MCR back-pressure
(L1), see Fig. 6.01.12. For ambient conditions other than ISO 3046/1-1995
(E), and back-pressure other than 300 mm WC at
DTM: change in exhaust gas temperature after
specified MCR point (M), the correction factors
turbocharger relative to the L1 value, in °C,
stated in the table in Fig. 6.01.14 may be used as a
see Fig. 6.01.13. (PO = PM)
guide, and the corresponding relative change in the
exhaust gas data may be found from equations [7]
DTO: extra change in exhaust gas temperature and [8], shown in Fig. 6.01.15.
when optimising point 0 lower than
100% M:
Po% = (PO/PM) x 100%.
DTO = –0.3 x (100 –P O%) [6]
Parameter Change of Change of Change of

parameter exhaust gas exhaust gas
temperature amount
Blower inlet temperature + 10 °C + 16.0 °C –4.1%
Blower inlet pressure (barometric pressure) + 10 mbar – 0.1 °C + 0.3%
Charge air coolant temperature + 10 °C + 1.0 °C + 1.9%

(seawater temperature)
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0 °C –1.1%
178 30 59-2.1
Fig. 6.01.14: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
DMamb% = –0.41 x (T air –25) + 0.03 x (p bar –1,000) + 0.19 x (T CW –25 ) –0.011 x ( DpM –300) % [7]
DTamb = 1.6 x (Tair –25) –0.01 x (p bar –1,000) +0.1 x (T CW –25) + 0.05 x ( DpM–300) °C [8]
where the following nomenclature is used:
DMamb%: change in exhaust gas amount, in % of amount at ISO conditions
DpM: exhaust gas back-pressure prescribed at specified MCR, in mm WC
178 30 60-2.1
Fig. 6.01.15: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
430 200 025 198 29 48
6.01.13
178 24 62-3.0 178 24 63-5.0
PS% = (PS/PM) x 100% PS% = (PS/PM) x 100%

DmS% = 37 x (PS/PM)3 –83 x (P S/PM)2+ 31 x (PS/PM) + 15 DTS = 262 x (PS/PM)2 –413 x (P S/PM) + 151
Fig. 6.01.16: Change of specific exhaust gas amount, Fig. 6.01.17: Change of exhaust gas temperature, DTs in
Dms% in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
c) Correction for engine load

Figs. 6.01.16 and 6.01.17 may be used, as guid-
ance, to determine the relative changes in the spe- Dms%: change in specific exhaust gas amount, in
cific exhaust gas data when running at part load, % of specific amount at specified MCR
compared to the values at the specified MCR point, point, see Fig. 6.01.16.
i.e. using as input PS% = (PS/PM) x 100%:
430 200 025 198 29 48
6.01.14
Example 3:
Expected exhaust data for a derated 6K98MC with high efficiency MAN B&W turbocharger and with fixed pitch
propeller.
Based on the engine ratings below, this example will show how to calculate the expected exhaust gas amount
and temperature at service rating, and for a given ambient reference condition different from ISO.
The calculation is made for the service rating (S) being 80% of the specified MCR power of the diesel engine.
Optimising point, (O) PO: 27,248 kW = 37,111 BHP (79.5%) 89.1 r/min (94.8%) PO = 93.5% of PM
Service rating, (S) PS: 23,338 kW = 31,742 BHP 82.7 r/min PS = 80.0% of PM
and PS = 85.6% of PO
Reference conditions:
Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °C Mamb% = + 1.11%

Scavenge air coolant temperature TCW . . . . . 18 °C
Barometric pressure pbar . . . . . . . . . . . 1013 mbar DTamb = 1.6 x (20–25) –0.01 x (1,013–1,000)
Exhaust gas back-pressure + 0.1 x (18–25) + 0.05 x (300–300) °C
at specified MCR DpM . . . . . . . . . . . . 300 mm WC DTamb = –8.8 °C
a) Correction for choice of specified MCR point M

and optimising point O: c) Correction for engine load:
PM% 29,172
= x 100 = 85.0% Service rating = 80% of specified MCR power
34,320
By means of Figs. 6.01.16 and 6.01.17:
91.2
nM% =
94
x 100 = 97.0% DmS% = + 5.6%
By means of Figs. 6.01.12 and 6.01.13: DTS = –11.7 °C
DmM% = –0.6 % By means of equations [4] and [5], the final result is
DTM = –8.1 °C found taking the exhaust gas flow ML1 and tempera-
ture TL1 from the ‘List of Capacities’:
ML1 = 323,400 kg/h
As the engine is service-optimised in 0
PO% = 93.5% of PM
29,172 –0.6
we get by means of equation [6] Mexh = 323,400 x x (1 + ) x
34,320 100
DTO = –0.3 x (100 –93.5 ) = –1.9 °C 1.11 5.6 80
(1 + ) x (1 + )x = 233,396 kg/h
100 100 100
b) Correction for ambient conditions and
back-pressure: Mexh = 233,400 kg/h +/–5%
By means of equations [7] and [8]:

D M a m b= –0.41 x (20–25) + 0.03 x (1,013–1,000)
% + 0.19 x (18–25) –0.011 x (300–300) %
430 200 025 198 29 48
6.01.15
The exhaust gas temperature:

TL1 = 245 °C
Texh = 245 –8.1 –1.9 –8.8 –11.7 = 214.5 °C
Texh = 214.5 °C –/+15 °C
Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may in
equations [4] and [5] be considered as a service
point where PS% = 100, and Dms% = 0.0 and DTs =
0.0.
For ISO ambient reference conditions where

DMamb% = 0.0 and DTamb = 0.0, the corresponding
calculations will be as follows:
29,172 –0.6 0.0

Mexh,M = 323,400 x x (1 + ) x (1 + )x
34,320 100 100
–0.0 100.0
(1 + )x = 274,890 kg/h
100 100
Mexh,M = 274,900 kg/h

T e x h , M= 245 –8.1 –1.9 + 0 + 0 = 235.0 °C
T e x h , M= 235 °C –/+15 °C
The air consumption will be:

274,900 x 0.98 kg/h = 74.8 kg/s
Nomenclature of basic engine ratings
Engine ratings Point / Index Power Speed

Nominal MCR point L1 PL1 nL1
Specified MCR point M PM nM
Optimising point O PO nO
Service point S PS nS
PM% = (PM / PL1) x 100% and nM% = (nM / nL1) x 100%
Fig. 6.01.18: Nomenclature of basic engine ratings
430 200 025 198 29 48
6.01.16
No. Symbol Symbol designation No. Symbol Symbol designation
1 General conventional symbols 2.17 Pipe going upwards
1.1 Pipe 2.18 Pipe going downwards
1.2 Pipe with indication of direction of flow 2.19 Orifice
1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps
1.4 Appliances 3.1 Valve, straight through
1.5 Indicating and measuring instruments 3.2 Valves, angle
2 Pipes and pipe joints 3.3 Valves, three way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through
2.6 Joint, screwed 3.9 Flap, angle
2.7 Joint, flanged 3.10 Reduction valve
2.8 Joint, sleeve 3.11 Safety valve
2.9 Joint, quick-releasing 3.12 Angle safety valve
2.10 Expansion joint with gland 3.13 Self-closing valve
2.11 Expansion pipe 3.14 Quick-opening valve
2.12 Cap nut 3.15 Quick-closing valve
2.13 Blank flange 3.16 Regulating valve
2.14 Spectacle flange 3.17 Kingston valve
2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)
2.16 Bulkhead crossing, non-watertight
178 30 61-4.0
Fig. 6.01.19a: Basic symbols for piping
430 200 025 198 29 48
6.01.17
3.19 Butterfly valve 4.6 Piston
3.20 Gate valve 4.7 Membrane
3.21 Double-seated changeover valve 4.8 Electric motor
3.22 Suction valve chest 4.9 Electro-magnetic
3.23 Suction valve chest with non-return valves 5 Appliances
3.24 Double-seated changeover valve, straight 5.1 Mudbox
3.25 Double-seated changeover valve, angle 5.2 Filter or strainer
3.26 Cock, straight through 5.3 Magnetic filter
3.27 Cock, angle 5.4 Separator
2.28 Cock, three-way, L-port in plug 5.5 Steam trap
3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump
3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump
3.31 Cock with bottom connection 5.8 Hand pump (bucket)
3.32 Cock, straight through, with bottom conn. 5.9 Ejector
3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)
3.34 Cock, three-way, with bottom connection 5.11 Piston pump
4 Control and regulation parts 6 Fittings
4.1 Hand-operated 6.1 Funnel
4.2 Remote control 6.2 Bell-mounted pipe end
4.3 Spring 6.3 Air pipe
4.4 Mass 6.4 Air pipe with net
4.5 Float 6.5 Air pipe with cover
178 30 61-4.0
Fig. 6.01.19b: Basic symbols for piping
430 200 025 198 29 48
6.01.18
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 61-4.0
Fig. 6.01.19c: Basic symbols for piping
430 200 025 198 29 48
6.01.19
6.02 Fuel Oil System

From centrifuges #)
Aut. deaerating valve
Deck
Venting tank
Arr. of main engine fuel oil system.
(See special drawing)
Diesel
Heavy fuel oil oil
service tank service
F tank
If the fuel oil pipe to engine is made as a straight line
AD AF
D*)
immediately befo re the engine it will be necessary to
mount an expansion unit. If the connection is made
BD X
as indicated with a bend immediately befo re the
TSA
engine no expansion unit is requi red .
No valve in drain pipe 304 D*)
between engine and tank PSA
a) b) 307
32 mm Nom.bore
PI PI TI TI Overflow valve
Main engine Adjusted to 4 bar
F.O.
drain tank a)
overflow tank VSA Pre d*)
To F.W. cooling 303 heater Circulating pumps Supply pumps
pump station
To HFO settling tank To sludge tank

Full flow filter.
For filter type see engine spec.
#) Approximately the following quantity of fuel oil should be t reated in the

centrifuges: 0.27 l/kwh. The capacity of the centrifuges to be according
to manufacturerís reccommendation.
*) D to have min. 50% larger passage area than d.
–––––– Diesel oil

Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines of max. 150 °C 178 14 70-1.3
b) Tracing drain lines: by jacket cooling
water max. 90 °C, min. 50 °C
The letters refer to the ‘List of flanges’
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 injection pumps,
pressure of approximately 4 bar can be maintained the capacity of the electrically-driven circulating
in the low pressure part of the fuel circulating sys- pump is higher than the amount of fuel consumed
tem, thus avoiding gasification of the fuel in the by the diesel engine. Surplus fuel oil is recirculated
venting box (4 35 690) in the temperature ranges from the engine 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 in ‘Fuel oil pipes’, Fig.6.02.02.
435 600 025 198 29 49
6.02.01
The piping is delivered with and fitted onto the engine

The letters refer to the ‘List of flanges’
178 34 84-4.2
Fig. 6.02.02: Fuel oil pipes
The fuel oil pressure measured on the engine (at fuel Such a change-over may become necessary if, for
pump level) should be 7-8 bar, equivalent to a circu- instance, the vessel is expected to be inactive for a
lating pump pressure of 10 bar. prolonged period with cold engine e.g. due to:
When the engine is stopped, the circulating pump • docking

will continue to circulate heated heavy fuel through • stop for more than five days
the fuel oil system on the engine, thereby keeping • major repairs to the fuel system, etc.
the fuel pumps heated and the fuel valves • environmental requirements.
deaerated. This automatic circulation of preheated
fuel during engine standstill is the background for The built-on overflow valves, if any, at the supply
our recommendation: pumps are to be adjusted to 5 bar, whereas the ex-
ternal bypass valve is adjusted to 4 bar. The pipes
constant operation on heavy fuel! between the tanks and the supply pumps shall have
minimum 50% larger passage area than the pipe
In addition, if this recommendation was not followed, between the supply pump and the circulating pump.
there would be a latent risk of diesel oil and heavy fuels
of marginal quality forming incompatible blends dur- The remote controlled quick-closing valve at inlet
ing fuel change over. Therefore, we strongly advise ‘X’ to the engine (Fig. 6.02.01) is required by MAN
against the use of diesel oil for operation of the engine B&W in order to be able to stop the engine immedi-
– this applies to all loads. ately, especially during quay and sea trials, in the
event that the other shut-down systems should fail.
However in special circumstances, a change-over This valve is yard’s supply and is to be situated as
to diesel oil may become necessary – and this can close as possible to the engine. If the fuel oil pipe
be performed at any time, even when the engine is ‘X’ at inlet to engine is made as a straight line imme-
not running. diately at the end of the engine, it will be necessary
435 600 025 198 29 49
6.02.02

The letters refer to the ‘List of flanges’ 178 34 85-6.2
Fig. 6.02.03: Fuel oil drain pipes
to mount an expansion joint. If the connection is Owing to the relatively high viscosity of the heavy
made as indicated, with a bend immediately at the fuel oil, it is recommended that the drain pipe and
end of the engine, no expansion joint is required. the tank are heated to min. 50 °C.
The introduction of the pump sealing arrangement, The drain pipe between engine and tank can be
the so-called ‘umbrella’ type, has made it possible heated by the jacket water, as shown in Fig. 6.02.01.
to omit the separate camshaft lubricating oil sys-
tem. The size of the sludge tank is determined on the ba-
sis of the draining intervals, the classification soci-
The umbrella type fuel oil pump has an additional ety rules, and on whether it may be vented directly to
external leakage rate of clean fuel oil which, through the engine room.
‘AD’ is led to a tank and can be pumped to the heavy
fuel oil service tank or to the settling tank The flow This drained clean oil will, of course, influence the
rate is approx. 1.25 litres/cyl. h. measured SFOC, but the oil is thus not wasted, and
the quantity is well within the measuring accuracy of
The purpose of the drain ‘AF’ is to collect leakage the flowmeters normally used.
from the high pressure pipes and shock absorber.
The drain arrangement from the fuel oil system and the
The ‘AF’ drain is to be provided with a box for giving cylinder lubricator is shown in Fig. 6.02.03 ‘Fuel oil
alarm in the event of leakage in high pressure pipes, drain pipes’. As shown in Fig. 6.02.04 ‘Fuel oil pipes
option 4 35 105. heat tracing’ the drain pipes are heated by the jacket
cooling water outlet from the main engine, whereas
the HFO pipes as basic are heated by steam.
435 600 025 198 32 34
6.02.03
For external pipe connections, we prescribe the fol-

lowing maximum flow velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s

Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
For arrangements that are common to main engine

and auxiliary engines from MAN B&W Holeby,
please refer to our publication:
P.240: ‘Operation on Heavy Residual Fuels MAN

B&W Diesel Two-stroke Engines and MAN
B&W Diesel Four-stroke Holeby GenSets’
The piping is delivered with and fitted onto the engine 178 30 77-1.0
The letters refer to ‘List of flanges’
Fig. 6.02.04: Fuel oil pipes heat tracing: 4 35 110
435 600 025 198 29 49
6.02.04
Fuel oil pipe insulation, option: 4 35 121 Fuel oil pipes and heating pipes together:
Insulation of fuel oil pipes and fuel oil drain pipes Two or more pipes can be insulated with 30 mm
should not be carried out until the piping systems wired mats of mineral wool of minimum 150 kg/m3
have been subjected to the pressure tests specified covered with glass cloth of minimum 400 g/m2.
and approved by the respective classification soci-
ety and/or authorities, Fig. 6.02.05. Flanges and valves
The directions mentioned below include insulation The flanges and valves are to be insulated by means
of hot pipes, flanges and valves with a view to ensur- of removable pads. Flange and valve pads are made
ing a surface temperature of the complete insulation of glass cloth, minimum 400 g/m2, containing min-
of maximum 55 °C at a room temperature of maxi - eral wool stuffed to minimum 150 kg/m3.
mum 38 °C. As for the choice of material and, if re -
quired, approval for the specific purpose, reference Thickness of the mats to be:
is made to the respective classification society. Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm
Fuel oil pipes and heating pipes together . . 30 mm
Fuel oil pipes
The pads are to be fitted so that they overlap the
The pipes are to be insulated with 20 mm mineral pipe insulating material by the pad thickness. At
wool of minimum 150 kg/m3 and covered with glass flanged joints, insulating material on pipes should
cloth of minimum 400 g/m2. not be fitted closer than corresponding to the mini-
mum bolt length.
Mounting
Mounting of the insulating material is to be carried

out in accordance with the supplier’s instructions.

178 30 70-9.1
Fig. 6.02.05: Fuel oil pipes, insulation, option: 4 35 121
435 600 025 198 32 34
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 their commercial availability, been
used with satisfactory results on MAN B&W
Most commercially available HFO with a viscosity two-stroke low speed diesel engines.
below 700 cSt at 50 °C (7,000 sec. Redwood I at
100 °F) can be used. The data refers to the fuel as supplied, i.e. before
any on board cleaning.
For guidance on purchase, reference is made to ISO
8217, British Standard 6843 and to CIMAC recom- Property Units Value
mendations regarding requirements for heavy fuel 3
for diesel engines, third edition 1990, in which the Density at 15°C kg/m < 991*
maximum acceptable grades are RMH 55 and K55. Kinematic viscosity
The above-mentioned ISO and BS standards super- at 100 °C cSt < 55
sede BSMA 100 in which the limit was M9. at 50 °C cSt < 700
Flash point °C > 60
The data in the above HFO standards and specifica-
Pour point °C < 30
tions refer to fuel as delivered to the ship, i.e. before
on board cleaning. Carbon residue % mass < 22
Ash % mass < 0.15
In order to ensure effective and adequate cleaning
of the HFO, i.e. removal of water and solid contami- Total sediment after ageing % mass < 0.10
nants – the fuel oil specific gravity at 15 °C (60 °F) Water % volume < 1.0
should be below 0.991. Sulphur % mass < 5.0
Higher densities can be allowed if special treatment Vanadium mg/kg < 600
systems are installed. Aluminium + Silicon mg/kg < 80
Current analysis information is not sufficient for esti-

mating the combustion properties of the oil. This *) May be increased to 1,010 provided adequate
means that service results depend on oil properties cleaning equipment is installed, i.e. modern type of
centrifuges.
which cannot be known beforehand. This especially
applies to the tendency of the oil to form deposits in
combustion chambers, gas passages and turbines. If heavy fuel oils with analysis data exceeding the
It may, therefore, be necessary to rule out some oils above figures are to be used, especially with regard
that cause difficulties. to viscosity and specific gravity, the engine builder
should be contacted for advice regarding possible
fuel oil system changes.
435 600 025 198 29 49
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 in-
be recommended, neither for attended machinery stalled 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. . . . . . . . . . . 1,000 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 wheel or gear wheel type.
0.27 litre/kWh = 0.20 litre/BHPh
Fuel oil viscosity, specified. . . . up to 700 at 50 °C
This figure includes a margin for:
Fuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cSt
Fuel oil viscosity maximum . . . . . . . . . . . 1,000 cSt
• Water content in fuel oil
Fuel oil flow . . . . . . . . . . . . . see ‘List of capacities’
• Possible sludge, ash and other impurities in the Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
fuel oil Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
Working temperature . . . . . . . . . . . . . . . . . . 150 °C
• Increased fuel oil consumption, in connection with
other conditions than ISO standard condition
The capacity is to be fulfilled with a tolerance of:
• Purifier service for cleaning and maintenance. - 0% + 15% and shall also be able to cover the
back-flushing see ‘Fuel oil filter’.
The size of the centrifuge has to be chosen accord-
ing to the supplier’s table valid for the selected vis- Pump head is based on a total pressure drop in filter
cosity of the Heavy Fuel Oil. Normally, two centri- and preheater of maximum 1.5 bar.
fuges are installed for Heavy Fuel Oil (HFO), each
with adequate capacity to comply with the above
recommendation.
435 600 025 198 32 34
6.02.07
Fuel oil heater (4 35 677)
The heater is to be of the tube or plate heat ex-

changer type.
The required heating temperature for different oil

viscosities will appear from the ‘Fuel oil heating
chart’. The chart is based on information from oil
suppliers regarding typical marine fuels with viscos-
ity index 70-80.
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
fuel.
Recommended viscosity meter setting is 10-15 cSt.
Fuel oil viscosity, specified . up to 700 cSt at 50 °C

Fuel oil flow. . . . . . . . . . . . . . . . . . . see capacity of
fuel oil circulating pump
Heat dissipation . . . . . . . . . see ‘List of capacities’
Pressure drop on fuel oil side . . . . maximum 1 bar
Working pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
Fuel oil inlet temperature, . . . . . . . . approx. 100 °C
Fuel oil outlet temperature . . . . . . . . . . . . . . 150 °C
178 06 28-0.1
Steam supply, saturated. . . . . . . . . . . . . 7 bar abs.
Fig. 6.02.06: Fuel oil heating chart
To maintain a correct and constant viscosity of the
fuel oil at the inlet to the main engine, the steam sup-
ply shall be automatically controlled, usually based
on a pneumatic or an electrically controlled system.
amount of oil used for the back-flushing, so that the
fuel oil pressure at the inlet to the main engine can
Fuel oil filter (4 35 685) be maintained during cleaning.
The filter can be of the manually cleaned duplex type In those cases where an automatically cleaned fil-
or an automatic filter with a manually cleaned ter is installed, it should be noted that in order to ac-
by-pass filter. tivate the cleaning process, certain makers of filters
require a greater oil pressure at the inlet to the filter
If a double filter (duplex) is installed, it should have than the pump pressure specified. Therefore, the
sufficient capacity to allow the specified full amount pump capacity should be adequate for this pur-
of oil to flow through each side of the filter at a given pose, too.
working temperature with a max. 0.3 bar pressure
drop across the filter (clean filter). The fuel oil filter should be based on heavy fuel oil of:
130 cSt at 80 °C = 700 cSt at 50 °C = 7,000 sec Red -
If a filter with back-flushing arrangement is in- wood I/100 °F.
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
435 600 025 198 29 49
6.02.08
Fuel oil flow . . . . . . . . . . . . . see ‘List of capacities’

Working pressure. . . . . . . . . . . . . . . . . . . . . 10 bar
Test pressure . . . . . . . . . . . according to class rule
Absolute fineness . . . . . . . . . . . . . . . . . . . . . 50 mm
Working temperature . . . . . . . . . maximum 150 °C
Oil viscosity at working temperature . . . . . . 15 cSt
Pressure drop at clean filter . . . . maximum 0.3 bar
Filter to be cleaned
at a pressure drop of . . . . . . . . . maximum 0.5 bar
Note:
Absolute fineness corresponds to a nominal fineness
of approximately 30 m at a retaining rate of 90%.
The filter housing shall be fitted with a steam jacket

for heat tracing.
Flushing of the fuel oil system
Before starting the engine for the first time, the sys-
tem on board has to be cleaned in accordance with
MAN B&W’s recommendations ‘Flushing of Fuel Oil
System’, which is available on request.
178 38 39-3.2
Fuel oil venting box (4 35 690)

Flow m3/h Dimensions in mm
The design is shown in Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
Fig. 6.02.06 ‘Fuel oil venting box’. 1.3 150 32 15 100 600 171.3 1,000 550
2.1 150 40 15 100 600 171.3 1,000 550
The systems fitted onto the main engine are shown 5.0 200 65 15 100 600 171.3 1,000 550
8.4 400 80 15 150 1,200 333.5 1,800 1,100
on:
11.5 400 90 15 150 1,200 333.5 1,800 1,100
Fig. 6.02.02‘Fuel oil pipes’ 19.5 400 125 15 150 1,200 333.5 1,800 1,100
Fig. 6.02.03‘Fuel oil drain pipes’ 29.4 500 150 15 150 1,500 402.4 2,150 1,350
Fig. 6.02.04‘Fuel oil pipes, steam and jacket 43.0 500 200 15 150 1,500 402.4 2,150 1,350
water tracing’ and * The actual maximum flow of the fuel oil circulation pump
Fig. 6.02.04‘Fuel oil pipes, insulation’
178 89 06-7.0
Fig. 6.02.06: Fuel oil venting box
435 600 025 198 32 34
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 440V 3 x 380V
temperature above 100 °C, there is a risk of boiling
6K98MC F - 14.6 - 8.3 - 6 F - 15.5 - 9.5 - 5
and foaming if an open return pipe is used, espe-
cially if moisture is present in the fuel. 7K98MC F - 15.8 - 11.6 - 6 F - 19.0 - 12.5 - 5
8K98MC F - 15.8 - 11.6 - 6 F - 19.0 - 12.5 - 5
The pressurised system can be delivered as a mod- 9K98MC F - 23.6 - 15.2 - 6 F - 23.1 - 16.3 - 5
ular unit, including wiring, piping, valves and instru- 10K98MC F - 23.6 - 15.2 - 6 F - 23.1 - 16.3 - 5
ments, see Fig. 6.02.07.
11K98MC F - 28.7 - 19.8 - 6 F - 27.9 - 20.7 - 5
The fuel oil supply unit is tested and ready for ser- 12K98MC F - 28.7 - 19.8 - 6 F - 27.9 - 20.7 - 5
vice supply connections. 13K98MC Available on request
14K98MC Available on request
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. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
435 600 025 198 29 49
6.02.10
6.03 Uni-lubricating Oil System
*)

*) Venting for MAN B&W or Mitsubishi turbochargers only
Fig. 6.03.01: Lubricating and cooling oil system

178 23 23-4.0
Since mid-1995 we have introduced, as standard, can be led to a drain tank, see details in Fig. 6.03.06.
the socalled ‘umbrella’ type of fuel pump for which Drains from the engine bedplate ‘AE’ are fitted on
reason a separate camshaft lube oil system is no both sides, see Fig. 6.03.07 ‘Bedplate drain pipes’.
longer necessary.
As a consequence, the uni-lubrication oil system

supplies lubricating oil through inlet ‘RU’ to the en-
gine bearings, cooling oil to the pistons, lubricating
oil to the camshaft, exhaust valve actuators and to
the turbocharger(s), etc.
The engine crankcase is vented through ‘AR’ by a

pipe which extends directly to the deck. This pipe has
a drain arrangement so that oil condensed in the pipe
440 600 025 198 29 50
6.03.01
178 24 41-9.0

The pos. numbers refer to ‘List of instruments’
Fig. 6.03.02: Lubricating and cooling oil pipes
178 38 44-0.0
Fig. 6.03.03a: Lube oil pipes for MAN B&W turbocharger type NA/T
440 600 025 198 29 50
6.03.02
The MAN B&W, ABB type TPL and Mitsubishi

turbochargers are lubricated from the main engine
system through the inlet ‘AA’, see Fig. 6.03.03a, b
and c. ‘Turbocharger lubricating oil pipes’, ‘AB’ be-
ing the lubricating oil outlet from the turbocharger to
the lubricating oil bottom tank and it is vented
through ‘E’ directly to the deck.
Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for at-
178 45 00-6.0 tended machinery spaces (AMS). For unattended
machinery spaces (UMS), automatic centrifuges with
Fig. 6.03.03b: Lube oil pipes for ABB turbocharger type TPL
total discharge or partial discharge are to be used.
The nominal capacity of the centrifuge is to be ac-

cording to the supplier’s recommendation for lubri-
cating oil, based on the figures:
0.136 litre/kWh = 0.1 litre/BHPh
The Nominal MCR is used as the total installed effect.
List of lubricating oils

178 38 67-9.1
The circulating oil (Lubricating and cooling oil) must
be a rust and oxidation inhibited engine oil, of SAE
30 viscosity grade.
Fig. 6.03.03c: Lube oil pipes for Mitsubishi
turbocharger type MET
In order to keep the crankcase and piston cooling
space clean of deposits, the oils should have ade-
Lubricating oil is pumped from a bottom tank, by quate dispersion and detergent properties.
means of the main lubricating oil pump (4 40 601), to
the lubricating oil cooler (4 40 605), a thermostatic Alkaline circulating oils are generally superior in this
valve (4 40 610) and, through a full-flow filter (4 40 respect.
615), to the engine.
Company Circulating oil SAE 30/TBN 5-10
The major part of the oil is divided between piston Elf-Lube Atlanta Marine D3005
cooling and crosshead lubrication. BP Energol OE-HT-30
Castrol Marine CDX-30
Chevron Veritas 800 Marine
From the engine, the oil collects in the oil pan, from
Exxon Exxmar XA
where it is drained off to the bottom tank, see Fig. Fina Alcano 308
6.03.05 ‘Lubricating oil tank, with cofferdam’. Mobil Mobilgard 300
Shell Melina 30/30S
For external pipe connections, we prescribe a maxi- Texaco Doro AR 30
mum oil velocity of 1.8 m/s.
The oils listed have all given satisfactory service in
MAN B&W engine installations. Also other brands
have been used with satisfactory results.
440 600 025 198 29 50
6.03.03
Components for lube oil system Lubricating oil cooler (4 40 605)
Lubricating oil pump (4 40 601) The lubricating oil cooler is to be of the shell and
tube type made of seawater resistant material, or a
The lubricating oil pump can be of the screw wheel, plate type heat exchanger with plate material of tita-
or the centrifugal type: nium, unless freshwater is used in a central cooling
system.
Lubricating oil viscosity, specified 75 cSt at 50 °C
Lubricating oil viscosity,. . . . . maximum 400 cSt * Lubricating oil viscosity,
Lubricating oil flow . . . . . . . see ‘List of capacities’ specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °C
Design pump head . . . . . . . . . . . . . . . . . . . 4.6 bar Lubricating oil flow . . . . . . . see ‘List of capacities’
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 4.6 bar Heat dissipation . . . . . . . . . see ‘List of capacities’
Max. working temperature . . . . . . . . . . . . . . 50 °C Lubricating oil temperature,
outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side . . . . . . . . . . . . 4.6 bar
starting on cold oil, to partly open the by-pass Pressure drop on oil side . . . . . . maximum 0.5 bar
valves of the lubricating oil pumps, so as to Cooling water flow . . . . . . . see ‘List of capacities’
reducethe electric power requirements for the Cooling water temperature at inlet,
pumps. seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C
freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C
The flow capacity is to be within a tolerance of: Pressure drop on water side. . . . maximum 0.2 bar
0% to 12%.
The lubricating oil flow capacity is to be within a tol-
The pump head is based on a total pressure drop erance of: 0% to 12%.
across cooler and filter of maximum 1 bar.
The cooling water flow capacity is to be within a tol-
The by-pass valve, shown between the main lubri- erance of: 0% to 10%.
cating oil pumps, may be omitted in cases where the
pumps have a built-in by-pass or if centrifugal To ensure the correct functioning of the lubricating
pumps are used. oil cooler, we recommend that the seawater tem-
perature is regulated so that it will not be lower than
If centrifugal pumps are used, it is recommended to 10 °C.
install a throttle valve at position ‘005’, its function
being to prevent an excessive oil level in the oil pan, The pressure drop may be larger, depending on the
if the centrifugal pump supplies too much oil to the actual cooler design.
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 inlet to the engine at full normal load conditions.
It should be possible to fully open the valve, e.g.
when starting the engine with cold oil.
It is recommended to install a 25 mm valve (pos. 006)

with a hose connection after the main lubricating oil
pumps, for checking the cleanliness of the lubricating
oil system during the flushing procedure. The valve is
to be located on the underside of a horizontal pipe just
after the discharge from the lubricating oil pumps.
440 600 025 198 29 50
6.03.04
Lubricating oil temperature control valve • In those cases where an automatically-cleaned

(4 40 610) filter is installed, it should be noted that in order to
activate the cleaning process, certain makes of
The temperature control system can, by means of a filter require a greater oil pressure at the inlet to
three-way valve unit, by-pass the cooler totally or the filter than the pump pressure specified. There-
partly. fore, the pump capacity should be adequate for
this purpose, too
Lubricating oil viscosity,
specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °C
Lubricating oil flow . . . . . . . ‘see List of capacities’ Flushing of lube oil system
Temperature range, inlet to engine . . . . . 40-45 °C
Before starting the engine for the first time, the lubri-
cating oil system on board has to be cleaned in ac-
Lubricating oil full flow filter (4 40 615) cordance with MAN B&W’s recommendations:
‘Flushing of Main Lubricating Oil System’, which is
Lubricating oil flow . . . . . . . see ‘List of capacities’ available on request.
Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar
Test pressure . . . . . . . . . . according to class rules
Absolute fineness . . . . . . . . . . . . . . . . . . . . 50 mm *
Working temperature . . . . . . . approximately 45 °C
Oil viscosity at working temperature. . . 90-100 cSt
Pressure drop with clean filter . . maximum 0.2 bar
Filter to be cleaned
at a pressure drop. . . . . . . . . . . . maximum 0.5 bar
* The absolute fineness corresponds to a nominal

fineness of approximately 30 m at a retaining
rate of 90%.
The flow capacity is to be within a tolerance of:

0% to 12%.
The full-flow filter is to be located as close as possi-

ble to the main engine. If a double filter (duplex) is in-
stalled, it should have sufficient capacity to 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 maximum 0.2 bar
(clean filter).
If a filter with back-flushing arrangement is installed,

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

pacities’ should be increased by the amount of oil
used for the back-flushing, so that the lubricating
oil pressure at the inlet to the main engine can be
maintained during cleaning
440 600 025 198 29 50
6.03.05
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 29 50
6.03.06
178 46 68-4.0
Note: *If space is limited other proposals are possible.

Provided that the system outside the engine is so exe-
cuted, that a part of the oil quantity is drained back to the The lubricating oil bottom tank complies with the rules of
tank when the pumps are stopped, the height of the bot- the classification societies by operation under the follow-
tom tank indicated on the drawing is to be increased to ing conditions and the angles of inclination in degrees are:
this quantity. Athwartships Fore-and-aft
3
Minimum lubricating oil bottom tank volume (m ) is: Static Dynamic Static Dynamic
15 22.5 5 7.5
6cyl. 7cyl. 8cyl. 9cyl. 10cyl. 11cyl. 12cyl. 13cyl. 14cyl.
44.8 50.0 59.4 66.7 74.5 81.8 89.1 97.6 104.8
Cylinder Drain at
D0 D1 D3 H0 H1 H2 H3 W L OL Qm3
No. cylinder No.
6 2-4 400 550 2x275 1,265 550 110 600 700 12,800 1,165 45.5
7 2-5-7 425 600 2x300 1,305 600 110 600 700 13,600 1,205 50.0
8 2-5-8 450 650 2x325 1,445 650 120 600 800 16,800 1,345 68.9
9 2-5-7-9 470 700 2x350 1,525 700 130 700 800 18,400 1,425 80.0
10 2-5-7-10 500 700 2x350 1,580 700 130 700 900 20,000 1,480 90.3
11 2-5-8-11 525 700 2x375 1,650 700 130 800 1,000 21,600 1,550 102.1
12 2-5-8-11 550 700 2x400 1,720 700 130 800 1,000 24,000 1,620 118.6
Available on
13 575 700 2x400 1,810 700 130 800 1,000 25,600 1,706 120.1
request
Available on
14 600 700 2x425 1,860 700 130 800 1,000 27,200 1,758 131.5
request
178 86 70-4.1
Fig. 6.03.05: Lubricating oil tank, with cofferdam
440 600 025 198 29 50
6.03.07

178 34 43-7.1
Fig.6.03.06: Crankcase venting
Fig. 6.03.07: Bedplate drain pipes

178 44 47-9.0
440 600 025 198 29 50
6.03.08
6.04 Cylinder Lubricating Oil System
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
Shell Alexia 50
Texaco Taro Special

178 06 14-7.4 Also other brands have been used with satisfactory
Fig. 6.04.01: Cylinder lubricating oil system
results.
The cylinder lubricators can be of the MAN B&W Al-

pha type (4 42 104) or of the Hans Jensen mechani- Cylinder Oil Feed Rate (Dosage)
cal type driven by the engine (4 42 110). The cylinder
lube oil is supplied from a gravity-feed cylinder oil The following guideline for cylinder oil feed rate is
service tank, Fig. 6.04.01. based on service experience from other MC engine
The size of the cylinder oil service tank depends on types, as well as today’s fuel qualities and operating
the owner’s and yard’s requirements, and it is nor- conditions.
mally dimensioned for minimum two days’ con-
sumption. The recommendations are valid for all plants,
whether controllable pitch or fixed pitch propellers
are used.
Cylinder Oils
The nominal cylinder oil feed rate at nominal MCR is:
Cylinder oils should, preferably, be of the SAE 50
viscosity grade. Hans Jensen Mechanical 0.8-1.2 g/kWh
lubricator 0.6-0.9 g/BHPh
Modern high-rated two-stroke engines have a rela- MAN B&W Alpha 0.7-1.1 g/kWh
tively great demand for detergency in the cylinder lubricator 0.5-0.8 g/BHPh
oil. Due to the traditional link between high
detergency and high TBN in cylinder oils, we recom- During the first operational period of about 1500
mend the use of a TBN 70 cylinder oil in combination hours, it is recommended to use the highest feed
with all fuel types within our guiding specification, rate in the range.
regardless of the sulphur content. The feed rate at part load is proportional to the sec-
Consequently, TBN 70 cylinder oil should also be ond power of the speed:
used on testbed and at seatrial. However, cylinder
oils with higher alkalinity, such as TBN 80, may be
Qp = Q x { }
np 2
n
442 600 025 198 29 51
6.04.01
178 24 30-0.0
Fig. 6.04.02: MAN B&W Alpha cylinder lubricating oil system
MAN B&W 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 MAN B&W Alpha cylinder lubrication system, given by the tacho signal (ZE) and the fuel index.
(4 42 104) 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

MAN B&W Alpha cylinder lubricator.
442 600 025 198 29 51
6.04.02
178 24 31-2.0
Fig. 6.04.03: MAN B&W 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 MAN B&W Alpha cylinder lubricator system is

equipped with the following (Normally Closed) The system has a connection for coupling it to a
alarms: computer system or a Display Unit (HMI panel) so
that engine speed, fuel index, injection frequency,
• MCU – Unit failure alarms, etc. can be monitored.
• MCU – Power failure
• MCU – Common alarm The HMI panel can be delivered separately for
• BCU – Unit in control mounting in the engine control room (4 42 660).
• BCU – Unit failure
• BCU – Power failure
• SBU – Failure
442 600 025 198 29 51
6.04.03
178 46 54-0.1
Fig. 6.04.04: Wiring diagram for MAN B&W Alpha cylinder lubricator
442 600 025 198 29 51
6.04.04

178 31 21-4.1 178 45 03-1.0
Fig. 6.04.05: Pipes for Fig. 6.04.06: Load change dependent lubricator Hans
Jensen mechanical cylinder oil lubricator
system which controls the dosage in proportion to

Hans Jensen Mechanical Cylinder the mean effective pressure (mep), option: 4 42 113.
Lubricators
The ‘speed dependent’ as well as the ‘mep depend-
The cylinder lubricator(s) are mounted on the fore ent’ lubricator can be equipped with a ‘Load
end of the engine. The lubricator(s) have a built-in Change Dependent’ system option: 4 42 120, such
capability for adjustment of the oil quantity. They are that the cylinder feed oil rate is automatically in-
of the ‘Sight Feed Lubricator’ type and are provided creased during starting, manoeuvring and, prefera-
with a sight glass for each lubricating point. bly, during sudden load changes, see Fig. 6.04.06.
The lubricators are fitted with: The signal for the ‘load change dependent’ system
• Electrical heating coils comes from the electronic governor.
• Low flow and low level alarms.
The lubricator will, in the basic ‘Speed Dependent’

design (4 42 110), pump a fixed amount of oil to the
cylinders for each engine revolution.
Mainly for plants with controllable pitch propeller,

the lubricators can, alternatively, be fitted with a
442 600 025 198 29 51
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 46 14-5.0
Fig. 6.04.07a: Electrical diagram, Hans Jensen 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
178 46 15-7.0
Low level switch ‘A’ opens at low level All cables and cable connections to be yard’s supply.
Low flow switch ‘B’ closes at zero flow
in one ball control glass. Electrical heating of cylinder lubricator, 55 W per
cylinder. Power supply according to ship’s
This engine type has one lubricator per cylinder. monophase 110 V or 220 V.
Heater ensures oil temperature of approximately
Both diagrams show the system in condition: 40-50 °C.
•Electrical power ON
•Stopped engine: no flow
•Oil level high
Fig. 6.04.07b Wiring diagram, Hans Jensen mechanical cylinder lubricator
442 600 025 198 29 51
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
The letters refer to ‘List of flanges’ 178 17 14-7.0
Fig. 6.05.01b: Optional cleaning system for piston rod stuffing box drain oil
443 600 003 198 29 53
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 –14 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

(option: 4 43 640) could be of make C.C. Jensen No. of 3 x 440 volts 3 x 380 volts
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 –14 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 mm
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 29 53
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 29 53
6.05.03
6.06 Cooling Water Systems
The water cooling can be arranged in several config- Central cooling system
urations, the most common being:
The advantages of the central cooling system are:
• A seawater cooling system
and a jacket cooling water system • Only one heat exchanger cooled by seawater,
and thus, only one exchanger to be overhauled
• A central cooling water system,
with three circuits: • All other heat exchangers are freshwater cooled
a seawater system and can, therefore, be made of a less expensive
a low temperature freshwater system material
a jacket cooling water system
• Few non-corrosive pipes to be installed
Seawater cooling system • Reduced maintenance of coolers and compo-

nents
The advantages of the seawater cooling system are
mainly related to first cost, viz: • Increased heat utilisation.
•Only two sets of cooling water pumps

(seawater and jacket water)
Whereas the disadvantages are:
•Simple installation with few piping systems.
•Three sets of cooling water pumps (seawater,
freshwater low temperature, and jacket water
high temperature)
Whereas the disadvantages are:
•Higher first cost.
•Seawater to all coolers and thereby higher
maintenance cost
• Expensive seawater piping of non-corrosive An arrangement common for the main engine and
materials such as galvanised steel pipes or MAN B&W Holeby auxiliary engines is available on
Cu-Ni pipes. 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 Engine’
The publication is also available at the Internet ad-

dress: www.manbw.com under ‘Libraries’, from
where it can be downloaded.
445 600 025 198 29 54
6.06.01

178 17 23-1.0
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-
• The lowest possible cooling water inlet tempera-
let temperature of the SW being maximum 50 °C after
ture to the scavenge air cooler, in order to keep
passing through the coolers –with an inlet temperature
the fuel oil consumption as low as possible.
of maximum 32 °C (tropical conditions), i.e. a maxi -
mum temperature increase of 18 °C.
The piping delivered with and fitted onto the engine
is shown in Fig. 6.06.02.
The valves located in the system fitted to adjust the
distribution of cooling water flow are to be provided
with graduated scales.
445 600 025 198 29 54
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
The pumps are to be of the centrifugal type. Scavenge air cooler
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 The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
See Chapter 6.03 ‘Uni-Lubricating Oil System’. ture of 32 °C and an ambient air temperature of 45 °C.
Jacket water cooler Seawater thermostatic valve
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 29 54
6.06.03
Fig. 6.06.03: Jacket cooling water system 178 17 51-7.1
The venting pipe in the expansion tank should end

Jacket Cooling Water System just below the lowest water level, and the expansion
tank must be located at least 5 m above the engine
The jacket cooling water system, shown in Fig. cooling water outlet pipe.
6.06.03, is used for cooling the cylinder liners, cylinder
covers and exhaust valves of the main engine and MAN B&W’s recommendations about the freshwa-
heating of the fuel oil drain pipes. ter system degreasing, descaling and treatment by
inhibitors are available on request.
The jacket water pump draws water from the jacket
water cooler outlet and delivers it to the engine. The freshwater generator, if installed, may be con-
nected to the seawater system if the generator does
At the inlet to the jacket water cooler there is a ther- not have a separate cooling water pump. The gener-
mostatically controlled regulating valve, with a sen- ator must be coupled in and out slowly over a period
sor at the engine cooling water outlet, which keeps of at least 3 minutes.
the main engine cooling water outlet at a tempera-
ture of 80 °C. For external pipe connections, we prescribe the fol-
lowing max. nominel water velocities:
The engine jacket water must be carefully treated,
maintained and monitored so as to avoid corrosion, Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
corrosion fatigue, cavitation and scale formation. It Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
is recommended to install a preheater if preheating
is not available from the auxiliary engines jacket
cooling water system.
445 600 025 198 29 54
6.06.04
178 46 18-2.1
Fig. 6.06.04a: Jacket water cooling pipes, MAN B&W turbochargers

178 46 19-4.2
Fig. 6.06.04b: Jacket water cooling pipes for ABB turbochargers, type TPL
445 600 025 198 29 54
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 ad-
justable in the range of 70-90 °C.
Jacket water cooling pump
The pumps are to be of the centrifugal type. Jacket water preheater
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: pressure drop across the preheater should be
normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 °C approx. 0.2 bar. The preheater pump and main
maximum . . . . . . . . . . . . . . . . . . . . . . . . . . 100 °C pump should be electrically interlocked to avoid the
risk of simultaneous operation.
The capacity must be met at a tolerance of 0% to The preheater capacity depends on the required
+10%. preheating time and the required temperature in-
crease of the engine jacket water. The temperature
The stated capacities cover the main engine only. and time relationships are shown in Fig. 6.06.05.
The pump head of the pumps is to be determined
based on the total actual pressure drop across the In general, a temperature increase of about 35 °C
cooling water system. (from 15 °C to 50 °C) is required, and a preheating
time of 12 hours requires a preheater capacity of
about 1% of the engine`s nominal MCR power.
Freshwater generator
If a generator is installed in the ship for production of Deaerating tank

freshwater by utilising the heat in the jacket water
cooling system it should be noted that the actual Design and dimensions are shown in Fig. 6.06.06
available heat in the jacket water system is lower ‘Deaerating tank’ and the corresponding alarm de-
than indicated by the heat dissipation figures given vice (4 46 645) is shown in Fig. 6.06.07 ‘Deaerating
in the ‘List of capacities’. This is because the latter tank, alarm device’.
figures are used for dimensioning the jacket water
cooler and hence incorporate a safety margin which
can be needed when the engine is operating under Expansion tank
conditions such as, e.g. overload. Normally, this
margin is 10% at nominal MCR. The total expansion tank volume has to be approxi-
mate 10% of the total jacket cooling water amount
The calculation of the heat actually available at in the system.
specified MCR for a derated diesel engine is stated
in Chapter 6.01 ‘List of capacities’. As a guideline, the volume of the expansion tanks
for main engine output are:
Jacket water thermostatic valve Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3

Above 15,000 kW. . . . . . . . . . . . . . . . . . . . 1.25 m3
The temperature control system can be equipped
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 29 54
6.06.06
Fresh water treatment

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

In order to protect the engine, some minimum 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.
178 16 63-1.0
Start of cold engine Fig. 6.06.05: Jacket water preheater
In exceptional circumstances where it is not possi-

ble to comply with the abovementioned recommen-
dation, a minimum engine jacket water temperature Preheating of diesel engine
of 20 °C can be accepted before the engine is
started and run up slowly to 90% of specified MCR
Preheating during standstill periods
speed.
During short stays in port (i.e. less than 4-5 days), it
However, before exceeding 90% specified MCR is recommended that the engine is kept preheated,
speed, a minimum engine temperature of 50 °C the purpose being to prevent temperature variation
should be obtained and, increased slowly –i.e. over in the engine structure and corresponding variation
a period of least 30 minutes. in thermal expansions and possible leakages.
The time period required for increasing the jacket The jacket cooling water outlet temperature should
water temperature from 20 °C to 50 °C depends on be kept as high as possible and should – before
the amount of water in the jacket cooling water sys- starting-up – be increased to at least 50 °C, either
tem, and the engine load. by means of cooling water from the auxiliary en-
gines, or by means of a built-in preheater in the
Note: jacket cooling water system, or a combination.
The above considerations are based on the assump-
tion that the engine has already been well run-in.
445 600 025 198 29 54
6.06.07
Dimensions in mm
Tank size 0.16 m3 0.70 m3
3
Max. J.W. capacity 300 m /h 700 m3/h
Max. nominal bore 200 300
A 800 1,200
B 210 340
C 5 8
D 150 200
E 500 800
F 1,195 1,728
G 350 550
øH 500 800
øI 520 820
øJ ND 80 ND 100
øK ND 50 ND 80
ND: Nominal diameter
Working pressure is according to actual piping ar-

rangement.
178 06 27-9.1 In order not to impede the rotation of water, the pipe con-
nection must end flush with the tank, so that no internal
edges are protruding.
178 31 20-2.1
Fig. 6.06.06: Deaerating tank
178 07 37-0.1
Fig. 6.06.07: Deaerating tank, alarm device
445 600 025 198 29 54
6.06.08
6.07 Central Cooling Water System
178 46 21-6.0
Letters refer to ‘List of flanges’
Fig. 6.07.01: Central cooling system
The central cooling water system is characterised

by having only one heat exchanger cooled by sea- For further information about common cooling wa-
water, and by the other coolers, including the jacket ter system for main engines and MAN B&W Holeby
water cooler, being cooled by the freshwater low auxiliary engines, please refer to our publication:
temperature (FW-LT) system.
P.281 ‘Uni-concept Auxiliary Systems for Two-
In order to prevent too high a scavenge air tempera- stroke Main Engine and Four-stroke Auxil-
ture, the cooling water design temperature in the iary Engines’
FW-LT system is normally 36 °C, corresponding to a
maximum seawater temperature of 32 °C. This publication is also available at the Internet ad-
Our recommendation of keeping the cooling water where it can be downloaded.
inlet temperature to the main engine scavenge air
cooler as low as possible also applies to the central For external pipe connections, we prescribe the fol-
cooling system. This means that the temperature lowing maximum water velocities:
control valve in the FW-LT circuit is to be set to mini-
mum 10 °C, whereby the temperature follows the Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
outboard seawater temperature when this exceeds Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
10 °C. Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
445 650 002 198 29 55
6.07.01
Components for central cooling water Central cooling water pumps,

system low temperature
The pumps are to be of the centrifugal type.

Seawater cooling pumps
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
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.
mined on the basis of the total actual pressure drop The differential pressure provided by the pumps is
across the cooling water system. to be determined on the basis of the total actual
pressure drop across the cooling water system.
Central cooler
Central cooling water thermostatic valve
The cooler is to be of the shell and tube or plate heat
exchanger type, made of seawater resistant mate- The low temperature cooling system is to be equip-
rial. ped with a three-way valve, mounted as a mixing
valve, which by-passes all or part of the fresh water
Heat dissipation . . . . . . . . . see ‘List of capacities’ around the central cooler.
Central cooling water flow . see ‘List of capacities’
Central cooling water temperature, The sensor is to be located at the outlet pipe from
outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C the thermostatic valve and is set so as to keep a
Pressure drop on central cooling temperature level of minimum 10 °C.
side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar
Seawater flow. . . . . . . . . . . see ‘List of capacities’
Seawater temperature, Jacket water cooler
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C
Pressure drop on SW side . . . . . maximum 0.2 bar Due to the central cooler the cooling water inlet tem-
perature is about 4°C higher for this system com -
The pressure drop may be larger, depending on the pared while the seawater cooling system. The input
actual cooler design. data are therefore different for the scavenge air
cooler, the lube oil cooler and the jacket water
The heat dissipation and the SW flow figures are cooler.
based on MCR output at tropical conditions, i.e. a
SW temperature of 32 °C and an ambient air tem - The heat dissipation and the FW-LT flow figures are
perature of 45 °C. based on an MCR output at tropical conditions, i.e.
a maximum SW temperature of 32 °C and an ambi -
Overload running at tropical conditions will slightly ent air temperature of 45 °C.
increase the temperature level in the cooling sys- The other data for the jacket cooling water system
tem, and will also slightly influence the engine per- can be found in Chapter 6.06.
formance.
445 650 002 198 29 55
6.07.02
Scavenge air cooler
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
See ‘Uni-lubricating Oil System’.
445 650 002 198 29 55
6.07.03
6.08 Starting and Control Air Systems
A: Valve ‘A’ is supplied with the engine

AP: Air inlet for dry cleaning of turbocharger
178 46 22-8.0
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) compressed
air compressors (4 50 602) in Fig. 6.08.01 to the air is supplied 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 29 56
6.08.01
MAN B&W Diesel A/S K98M-C Project Guide

The position numbers refer to ‘List of instruments’
The piping is delivered with and fitted onto the engine 178 43 90-2.0
Fig. 6.08.02: Starting air pipes
The starting air pipes, Fig. 6.08.02, contain a main For further information about a common starting air
starting valve (a ball valve with actuator), a system for main engines and auxiliary engines,
non-return valve, a starting air distributor and start- please refer to our publication:
ing valves. The main starting valve is combined with
the manoeuvring system, which controls the start of P.281: ‘Uni-concept Auxiliary Systems for Two-
the engine. Slow turning before start of engine is an stroke Main Engine and Four-stroke Auxili-
option: 4 50 140 and is recommended by MAN B&W ary Engines’
Diesel, see Chapter 6.11.
The publication is also available at the Internet ad-
The starting air distributor regulates the supply of dress: www.manbw.com under ‘Libraries’, from
control air to the starting valves in accordance with where it can be downloaded.
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 29 56
6.08.02

178 43 91-4.1
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
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.
450 600 025 198 29 56
6.08.03
MAN B&W Diesel A/S K98M-C Project Guide
Components for starting air system Reducing valve
Reduction from . . . . . . . . . . . . . . 30 bar to 10 bar

Starting air compressors (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 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
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 mm
450 600 025 198 29 56
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 89.5 15.5
10-14 13.2 112.7 19.4 10-14 11 130.5 22.5
178 46 25-3.1
178 31 30-9.0
Fig. 6.08.04: Electric motor for turning gear
450 600 025 198 29 56
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. SW
the engine room, through an air filter, and the com- temperature of 32 °C, or 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.
455 600 025 198 29 57
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
Both auxiliary blowers start operating consecutively ‘Electrical panel for two auxiliary blowers’, and the
before the engine is started and ensure complete data for the electric motors fitted onto the main
scavenging of the cylinders in the starting phase, engine is found in Fig. 6.09.04 ‘Electric motor for
thus providing the best conditions for a safe start. auxiliary blower’.
During operation of the engine, the auxiliary blowers The data for the scavenge air cooler is specified in
will start automatically whenever the engine load is the description of the cooling water system chosen.
reduced to about 30-40%, and will continue operat-
ing until the load again exceeds approximately For further information please refer to our publica-
40-50%. tion:
P.311: ‘Influence of Ambient Temperature

Emergency running Conditions on Main Engine Operation’
If one of the auxiliary blowers is out of action, the This publication is available at the Internet address:
other auxiliary blower will function in the system, www.manbw.com under ‘Libraries’, from where it
without any manual readjustment of the valves can be downloaded.
being necessary.
Running with turbocharger alone Running with auxiliary blower

178 44 70-5.0
Fig. 6.09.01b: Scavenge air system
455 600 025 198 29 57
6.09.02
The instrument identification refers to

‘List of instruments’
178 21 81-9.1
Fig. 6.09.02: Scavenge air pipes
Dimensions of Dimensions of
Dimensions of Maximum stand-by
Electric motor size control panel for control panel for
electric panel heating element
2 auxiliary blowers 3 or 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 31 47-8.0
Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650
455 600 025 198 29 57
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
178 22 95-7.0
Fig. 6.09.03b: Control panel for two auxiliary blowers including starters, option 4 55 650
455 600 025 198 29 57
6.09.04
Air cooler cleaning Drain from water mist catcher
The air side of the scavenge air cooler can be The drain line for the air cooler system is, during run-
cleaned by injecting a grease dissolvent through ning, used as a permanent drain from the air cooler
‘AK’ (see Figs. 6.09.05 and 6.09.06) to a spray pipe water mist catcher. The water is led though an ori-
arrangement fitted to the air chamber above the air fice to prevent major losses of scavenge air. The
cooler element. system is equipped with a drain box, where a level
switch LSA 434 is mounted, indicating any exces-
Sludge is drained through ‘AL’ to the bilge tank, and sive water level, see Fig. 6.09.05.
the polluted grease dissolvent returns from ‘AM’,
through a filter, to the chemical cleaning tank. The
cleaning must be carried out while the engine is at
standstill.
Number of Engine output Nominal Ampere/Motor Start Ampere/Motor

cylinders kW Auxiliary blowers Auxiliary blowers
2 3 4 5 2 3 4 5
6 34,260 589 1,932
7 39,970 688 516 2,254 1,126
8 45,680 589 1,287
9 51,390 663 1,448
10 57,100 736 654 1,609 1,072
11 62,810 810 719 1,770 1,179
12 68,520 785 1,286
13 74,230 850 1,393
14 79,940 917 1,500
The specified data are for guidance only.
Enclosure IP44
Insulation class: minimum B
Speed of fan: about 2940 and 3540 r/min for 60Hz respectively
The electric motors are delivered with and fitted onto the engine
Missing data are available on request
178 86 17-9.1
Fig 6.09.04: Electric motor for auxiliary blower
455 600 025 198 29 57
6.09.05

The piping is delivered with and fitted on the engine
Fig. 6.09.05: Air cooler cleaning pipes
* To suit the chemical requirement
Number of cylinders 6-8 9-12 13-14

Chemical tank
capacity 0.9 m3 1.5 m3 2.0 m3
178 06 15-9.1
Circulating pump
capacity at 3 bar 3 m3/h 5 m3/h 7.5 m3/h
The letters refer to ‘List of flanges’ d: Nominal diameter 50 mm 50 mm 50 mm

Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655 178 34 13-8.1
455 600 025 198 29 57
6.09.06
No. of Capacity of drain

cylinders tank
6 0.4 m3
7-9 0.7 m3
10-12 1.0 m3
13-14 1.2 m3
178 34 15-1.1
178 06 16-0.0
Fig. 6.09.07: Scavenge box drain system
178 46 27-7.0
The piping is delivered with and fitted to the engine
Fig. 6.09.08: Scavenge air space, drain pipes
455 600 025 198 29 57
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 178 06 17-2.0
(CO2)’ The letters refer to ‘List of flanges’
Steam pressure: . . . . . . . . . . . . . . . . . . . . 3-10 bar Fig. 6.09.09 Fire extinguishing system for scavenge air
Steam approx.: . . . . . . . . . . . . . . . . . . . . 14 kg/cyl. space
CO2 test pressure: . . . . . . . . . . . . . . . . . . . 150 bar
Freshwater pressure: minimum . . . . . . . . . 3.5 bar CO2 approx.:. . . . . . . . . . . . . . . . . . . . . . 28 kg/cyl.
Freshwater approx.: . . . . . . . . . . . . . . . . 11 kg/cyl.

The piping is delivered with and fitted to the engine
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
455 600 025 198 29 57
6.09.08
6.10 Exhaust Gas System
178 07 27-4.1
Fig. 6.10.01: Exhaust gas system on engine
Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the ex- The exhaust gas receiver and the exhaust pipes are
haust gas receiver where the fluctuating pressures provided with insulation, covered by steel plating.
from the cylinders are equalised and from where the
gas is led further on to the turbocharger at a constant
pressure, see Fig. 6.10.01. Turbocharger arrangement and
cleaning systems
Compensators are fitted between the exhaust
valves and the exhaust gas receiver and between The turbochargers are arranged on the exhaust side
the receiver and the turbocharger. A protective grat- of the engine, see Fig. 6.10.02.
ing is placed between the exhaust gas receiver and
the turbocharger. The turbocharger is fitted with a
pick-up for remote indication of the turbocharger
speed.
460 600 025 198 29 58
6.10.01
178 31 50-1.1
Fig. 6.10.02: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 122)
178 31 53-7.2
Fig. 6.10.03: MAN B&W turbocharger, water washing turbine side
460 600 025 198 29 58
6.10.02
The engine is designed for the installation of either All makes of turbochargers are fitted with an ar-
MAN B&W turbocharger type TCA or NA/TO rangement for water washing of the compressor
(4 59 101 or 4 59 101a), ABB turbocharger type TPL side, and soft blast cleaning of the turbine side, see
(4 59 102), or MHI turbocharger type MET (4 59 103). Fig. 6.10.03. Washing of the turbine side is only ap-
plicable on MAN B&W and ABB turbochargers.
1. Tray for solid granules

2. Container for granules
3. Container for water
178 31 52-7.0
Fig. 6.10.04a: Soft blast cleaning of turbine side and water washing of compressor side
178 44 31-1.1
Fig. 6.10.04b: Water washing of compressor side for ABB, TPL turbochargers
460 600 025 198 29 58
6.10.03
Exhaust Gas System for main engine The exhaust piping system for the main engine com-
prises:
At specified MCR (M), the total back-pressure in the
exhaust gas system after the turbocharger – indi - • Exhaust gas pipes
cated by the static pressure measured in the piping • Exhaust gas boiler
after the turbocharger – must not exceed 350 mm • Silencer
WC (0.035 bar). • Spark arrester
• Expansion joints (compensators)
In order to have a back-pressure margin for the final • Pipe bracings.
system, it is recommended at the design stage to
initially use about 300 mm WC (0.030 bar). In connection with dimensioning the exhaust gas
piping system, the following parameters must be
The actual back-pressure in the exhaust gas system observed:
at MCR depends on the gas velocity, i.e. it is propor-
tional to the square of the exhaust gas velocity, and • Exhaust gas flow rate
hence inversely proportional to the pipe diameter to • Exhaust gas temperature at turbocharger outlet
the 4th power. It has by now become normal prac- • Maximum pressure drop through exhaust gas
tice in order to avoid too much pressure loss in the system
pipings, to have an exhaust gas velocity of about 35 • Maximum noise level at gas outlet to atmosphere
m/sec at specified MCR. For dimensioning of the
• Maximum force from exhaust piping on
external exhaust pipe connections, see the exhaust
turbocharger(s)
pipe diameters for 35 m/s and 50 m/s, respectively,
shown in Fig. 6.10.11. • Sufficient axial and lateral flexibility of expan-
sion joints
As long as the total back-pressure of the exhaust • Utilisation of the heat energy of the exhaust gas.
gas system – incorporating all resistance losses
from pipes and components – complies with the Items that are to be calculated or read from tables are:
above-mentioned requirements, the pressure • Exhaust gas mass flow rate, temperature and maxi-
losses across each component may be chosen in- mum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) in
• Diameter of exhaust gas pipes
Fig. 6.10.07. The general design guidelines for each
component, described below, can be used for guid- • Utilising the exhaust gas energy
ance purposes at the initial project stage. • Attenuation of noise from the exhaust pipe outlet
• Pressure drop across the exhaust gas system
• Expansion joints.
Exhaust gas piping system for main engine
The exhaust gas piping system conveys the gas

from the outlet of the turbocharger(s) to the atmo-
sphere.
The exhaust piping is shown schematically in Fig.

6.10.05.
460 600 025 198 29 58
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 Figs.
6.10.09 and Fig. 6.10.10 where are shown the orien-
tation of the maximum allowable forces and mo-
ments 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 46-7.1 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: arrester is installed, it may be necessary to reduce
4 60 610 for the expansion joint on the turbocharger the maximum pressure loss.
gas outlet transition pipe, option: 4 60 601, the ex-
haust gas pipe and components, are to be so ar- The above-mentioned pressure loss across the si-
ranged that the thermal expansions are absorbed lencer and/or spark arrester shall include the pres-
by expansion joints. The heat expansion of the sure losses from the inlet and outlet transition
pipes and the components is to be calculated based pieces.
on a temperature increase from 20 °C to 250 °C. The
vertical and horizontal heat expansion of the engine
measured at the top of the exhaust gas transition
piece of the turbocharger outlet are indicated in Fig.
6.10.08 as DA and DR.
460 600 025 198 29 58
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 MCR at a distance In the event that an exhaust gas silencer is required
of one metre from the exhaust gas pipe outlet edge – this depends on the actual noise level require -
at an angle of 30° to the gas flow direction. ments on the bridge wing, which is normally maxi-
mum 60-70 dB(A) –a simple flow silencer of the ab -
For each doubling of the distance, the noise level sorption type is recommended. Depending on the
will be reduced by about 6 dB (far-field law). manufacturer, this type of silencer normally has a
pressure loss of around 20 mm WC at specified
MCR.
178 33 44-3.2
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 29 58
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 Chapter 6.01.
disadvantage.
It is recommended that the combined pressure loss

Mass density of exhaust gas (r)
across the silencer and/or spark arrester should not
be allowed to exceed 100 mm WC at specified MCR 273
r @ 1 . 293 x 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-pres-
boiler is installed, 200mm WC could be possible.
sure 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
ρ π 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 resis-
tance coefficient ζ, the corresponding pressure loss
The components mentioned are to be specified so
is:
that the sum of the dynamic pressure drop through
the different components should if possible ap- 1
∆ρ = ζ x ½ ρ v 2 x in mm WC
proach 200 mm WC at an exhaust gas flow volume 9 .81
corresponding to the specified MCR at tropical am-
where the expression after ζ is the dynamic pres-
bient conditions. Then there will be a pressure drop
sure of the flow in the pipe.
of 100 mm WC for distribution among the remaining
piping system.
The friction losses in the straight pipes may, as a
guide, be estimated as :
Fig. 6.10.07 shows some guidelines regarding resis-
tance coefficients and back-pressure loss calcula-
1 mm WC per 1 x diameter length
tions which can be used, if the maker’s data for
back-pressure is not available at the early project
whereas the positive influence of the up-draught in
stage.
the vertical pipe is normally negligible.
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 29 58
6.10.07
Pressure losses across components (Dp) In consideration of the above, the total back pres-
sure of the system therefore, has to be measured af-
The pressure loss Dp across silencer, exhaust gas ter the turbocharger in the circular pipe and not in
boiler, spark arrester, rain water trap, etc., to be the transition piece. The same considerations apply
measured/ stated as shown in Fig. 6.11.07 (at speci- to the measuring points before and after the exhaust
fied MCR) is normally given by the relevant manu- gas boiler, etc.
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.
460 600 025 198 29 58
6.10.08
Change-over valves Pipe bends etc.
Change-over valve of
type with constant
cross section R=D z = 0.28
R = 1.5D z = 0.20
za = 0.6 to 1.2 R = 2D z = 0.17
zb = 1.0 to 1.5
zc = 1.5 to 2.0
Change-over valve of
type with volume R=D z = 0.16
R = 1.5D z = 0.12
za = zb = about 2.0 R = 2D z = 0.11
178 06 85-3.0
z = 0.05
R=D z = 0.45
R = 1.5D z = 0.35
R = 2D z = 0.30
z = 0.14
Outlet from z = 1.00

top of exhaust
gas uptake
Inlet
(from z = –1.00
turbocharger)
178 32 09-1.0 178 06 85-3.0
M : Measuring points
Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes
460 600 025 198 29 58
6.10.09
178 09 39-5.0
Fig 6.10.08: Exhaust pipe system
DA DR
T/C type Cyl. No. 6-14 6 7 8 9 10 11 12 13 14
MAN B&W NA 57 11.3 6.2 6.6 7.1 7.6 8.1 8.7 9.2 9.8 10.4
NA 70 13.1 6.5 7.0 7.4 7.9 8.4 8.9 9.5 10.0 10.6
ABB TPL 80 11.6 6.2 6.7 7.2 7.7 8.2 8.7 9.3 9.8 10.4
TPL 85 13.3 6.6 7.0 7.5 7.9 8.4 9.0 9.5 10.0 10.6
MHI MET71 11.8 6.3 6.7 7.2 7.7 8.2 8.7 9.3 9.8 10.4
MET83 12.8 6.5 6.9 7.4 7.9 8.4 8.9 9.4 10.0 10.5
MET90 13.5 6.6 7.1 7.5 8.0 8.5 9.0 9.5 10.1 10.6
198 98 98-2.0
Fig. 6.10.09: Movement at expansion joint based on the thermal expansion of the engine from ambient temperature to
service
T/C type M1 Nm M3 Nm F1 N F2 N F3 N
MAN B&W NA 57 4,300 3,000 7,000 7,000 3,000
NA 70 5,300 3,500 8,800 8,800 3,500
ABB TPL 80 4,400 2,000 2,700 3,000 2,000
TPL 85 7,100 3,100 4,100 3,700 2,500
TPL 91 8,700 3,800 5,000 4,100 2,800
MHI MET83 9,800 4,900 11,700 4,100 3,700
MET90 11,100 5,500 12,700 4,400 4,000
198 95 99-8.0
Fig. 6.10.10: Maximum forces and moments permissible at the turbocharger's gas outlet flanges
460 600 025 198 29 58
6.10.10
Gas velocity Exhaust pipe diameters mm

35 m/s 40 m/s 45 m/s 50 m/s D0 D4
Gas mass flow 1 T/C 2 T/C 3 T/C 4 T/C
kg/s kg/s kg/s kg/s DN: DN: DN: DN: DN:
60.1 68.7 77.3 85.9 - 1,300 1,050 900 1,800
67.0 76.5 86.1 95.7 - 1,300 1,100 950 1,900
74.2 84.8 95.4 106.0 - 1,400 1,150 1,000 2,000
81.8 93.5 105.2 116.9 - 1,500 1,200 1,050 2,100
89.8 102.6 115.5 128.3 - - 1,300 1,100 2,200
98.1 112.2 126.2 140.2 - - 1,300 1,150 2,300
106.9 122.1 137.4 152.7 - - 1,400 1,200 2,400
116.0 132.5 149.1 165.7 - - 1,400 1,300 2,500
125.4 143.3 161.3 179.2 - - 1,500 1,300 2,600
135.3 154.6 173.9 193.2 - - - 1,400 2,700
145.5 166.2 187.0 207.8 - - - 1,400 2,800
156.0 178.3 200.6 222.9 - - - 1,500 2,900
167.0 190.8 214.7 238.5 - - - 1,500 3,000
178.3 203.8 229.2 254.7 - - - 1,600 3,100
190.0 217.1 244.3 271.4 - - - 1,600 3,200
178 44 33-5.1
Fig. 6.10.11: Minimum diameter of exhaust pipe for a standard installation based on an exhaust gas velocity
of 35 m/s, 40 m/s, 45 m/s and 50 m/s
460 600 025 198 29 58
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
the Engine Control Room (ECR) console. • Electronic governor panel
• Power supply unit
The engine side manoeuvring console is shown on
Fig. 6.11.04. • Pressure transmitter for scavenge air.
Shut down system The actuator, revolution transmitter and the pres-
sure transmitter are mounted on the engine.
The engine is stopped by activating the puncture
valve located in the fuel pump either at normal stop- The electronic governors must be tailor-made, and
ping or at shut down by activating solenoid valve the specific layout of the system must be mutually
EV658. agreed upon by the customer, the governor supplier
and the engine builder.
Options It should be noted that the shut down system, the

governor and the remote control system must be
Some of the options are indicated in Fig. 6.11.01 by compatible if an integrated solution is to be
means of item numbers that refer to the ‘Extent of obtained.
Delivery’ forms.
The minimum speed is 20-25% of the engines nomi-
nal speed when electronic governor is applied.
465 100 010 198 29 59
6.11.01
‘Conventional’ plants Sequence Diagram for Plants with

Bridge Control
A typical example of a ‘conventional’ marine instal-
lation is: MAN B&W Diesel’s requirements to the remote con-
trol system makers are indicated graphically in Fig.
• An engine directly coupled to a fixed pitch propeller. 6.11.07 ‘Sequence diagram’ for fixed pitch propeller.
With a view to such an installations, the engine is, as The diagram shows the functions as well as the de-
standard, equipped with a ‘conventional’ electronic lays which must be considered in respect to starting
governor approved by MAN B&W, e.g.: Ahead and starting Astern, as well as for the activa-
tion of the slow down and shut down functions.
4 65 172 Lyngsø Marine A/S electronic governor
system, type EGS 2100 On the right of the diagram, a situation is shown
4 65 174 Kongsberg Norcontrol A/S digital where the order Astern is over-ridden by an Ahead
governor system, type DGS 8800e order – the engine immediately starts Ahead if the
4 65 177 Siemens digital governor system, type engine speed is above the specified starting level.
SIMOS SPC 33.
‘Advanced’ plants
For more ‘advanced’ marine installations, such as,

for example:
• Plants with flexible coupling in the shafting system

• Geared installations
• Plants with disengageable clutch for disconnect-
ing the propeller
• Plants with shaft generator with great require-
ment for frequency accuracy.
The electronic governors have to be tailor-made,

and the specific layout of the system has to be mu-
tually agreed upon by the customer, the governor
supplier and the engine builder.
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.
Engine side manoeuvring console
The layout of the engine side mounted manoeuvring

console includes the components indicated in the ma-
noeuvring diagram, shown in Fig. 6.11.04. The con-
sole is located on the camshaft side of the engine.
465 100 010 198 29 59
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 29 59
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 29 59
6.11.04
178 30 42-3.0
Fig. 6.11.03: Lyngsø Marine electronic governor, EGS 2000: 4 65 172 or

Kongsberg Norcontrol Automation electronic governor DGS 8800e: 4 65 174
465 100 010 198 29 59
6.11.05
178 15 67-3.0
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
Fig. 6.11.04: Engine side control console, and instrument panel
465 100 010 198 29 59
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 29 59
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 29 59
6.11.08
178 34 16-3.1
Fig. 6.11.07: Sequence diagram for fixed pitch propeller
465 100 010 198 29 59
6.11.09
Vibration Aspects 7
7 Vibration Aspects
The vibration characteristics of the two-stroke low national standards or recommendations (for
speed diesel engines can for practical purposes be instance related to special agreement between
split up into four categories, and if adequate coun- shipowner and shipyard). The natural frequency of
termeasures are considered from the early project the hull depends on the hull’s rigidity and distribu-
stage, the influence of the excitation sources can be tion of masses, whereas the vibration level at reso-
minimised or fully compensated. nance depends mainly on the magnitude of the ex-
ternal moment and the engine’s position in relation
In general, the marine diesel engine may influence to the vibration nodes of the ship.
the hull with the following:
C C
• External unbalanced moments
These can be classified as unbalanced 1st and A
2nd order external moments, which need to be
considered only for certain cylinder numbers
• Guide force moments
• Axial vibrations in the shaft system B
• Torsional vibrations in the shaft system.
The external unbalanced moments and guide force

moments are illustrated in Fig. 7.01.
D
In the following, a brief description is given of their
origin and of the proper countermeasures needed to A– Combustion pressure
render them harmless. B– Guide force
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, vertical 2 cycle/rev.
rotating and reciprocating masses of the engine
create unbalanced external moments although the 1st order moment, horizontal 1
external forces are zero. cycle/rev
Of these moments, the 1st order (one cycle per rev-

olution) and the 2nd order (two cycles per revolu- Guide force moment,
tion) need to be considered for engines with a low H transverse Z cycles/rev.
number of cylinders. On 7-cylinder engines, also the Z is 1 or 2 times number of
4th order external moment may have to be exam- cylinder
ined. The inertia forces on engines with more than 6
cylinders tend, more or less, to neutralise them- Guide force moment,
selves. X transverse Z cycles/rev.
Z = 1,2...12
Countermeasures have to be taken if hull resonance
178 06 82-8.0
occurs in the operating speed range, and if the vi-
bration level leads to higher accelerations and/or
velocities than the guidance values given by inter- Fig. 7.01: External unbalanced moments and guide force
moments
407 000 100 198 29 60
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 in on the basis of natural frequency, nodal point
the event of hull vibrations with more than three and size of the 2nd order moment
nodes, see Fig. 7.02. Contrary to the calculation of
natural frequency with 2 and 3 nodes, the calcula-
2. A compensator mounted on the aft end of the
tion of the 4 and 5 node natural frequencies for the
engine, driven by the main chain drive:
hull is a rather comprehensive procedure and, de-
4 31 204
spite advanced calculation methods, is often not
very accurate. Consequently, only a rather uncer-
tain basis for decisions is available relating to the 3. A compensator mounted on the front end,
natural frequency as well as the position of the driven from the crankshaft through a separate
nodes in relation to the main engine. chain drive, option: 4 31 213
A 2nd order moment compensator comprises two This engine type is as standard fitted with the com-
counter-rotating masses running at twice the en- pensator 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 29 60
7.02
Briefly, it can be stated that compensators posi- An electrically driven compensator option: 4 31
tioned in a node or close to it, will be inefficient. In 601, synchronised to the correct phase relative to
such a case, solution (4) should be considered. the external force or moment can neutralise the ex-
citation. This type of compensator needs an extra
A decision regarding the vibrational aspects and the seating fitted, preferably, in the steering gear room
possible use of compensators must be taken at the where deflections are largest and the effect of the
contract stage. If no experience is available from compensator will therefore be greatest.
sister ships, which would be the best basis for de-
ciding whether compensators are necessary or not, The electrically driven compensator will not give rise
it is advisable to make calculations to determine to distorting stresses in the hull, but it is more ex-
which of the solutions should be applied. pensive than the engine-mounted compensators).
More than 70 electrically driven compensators are
If compensator(s) are omitted, the engine can be de- in service and have given good results.
livered prepared for the fitting of compensators later
on, see option: 4 31 212. The decision for prepara-
tion must also be taken at the contract stage. Mea-
surements taken during the sea trial, or later in ser-
vice and with fully loaded ship, will be able to 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).
If it is decided not to use compensators and, further-

more, not to prepare the main engine for later fitting,
another solution can be used, if annoying vibrations
should occur:
407 000 100 198 29 60
7.03
178 06 80-4.0
Fig. 7.03: 2nd order moment compensators
407 000 100 198 29 60
7.04
178 32 28-5.1
Fig. 7.04: Power Related Unbalance (PRU) values in Nm/kW
Power Related Unbalance (PRU) PRU Nm/kW . . . . . . . . . . . . Need for compensator

from 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevant
To evaluate if there is a risk that 1st and 2nd order from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely
external moments will excite disturbing hull vibra- from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely
tions, the concept Power Related Unbalance can be above 220. . . . . . . . . . . . . . . . . . . . . . . most likely
used as a see Fig. 7.04.
External moment In the table at the end of this chapter, the external
PRU = Nm / kW moments (M1) are stated at the speed (n1) and MCR
Engine power
rating in point L1 of the layout diagram. For other
With the PRU-value, stating the external moment speeds , the corresponding external moments are
relative to the engine power, it is possible to give an calculated by means of the formula:
estimate of the risk of hull vibrations for a specific 2
⎪⎧ n A ⎪⎫
engine. Based on service experience from a great MA = M1 x ⎨⎪ ⎬ kNm
number of large ships with engines of different types ⎩ n1 ⎭
and cylinder numbers, the PRU-values have been (The tolerance on the calculated values is 2.5%).
classified in four groups as follows:
407 000 100 198 29 60
7.05
178 06 81-6.2
Fig. 7.05: H-type and X-type guide force moments
Guide Force Moments Top bracing
The so-called guide force moments are caused by The guide force moments are harmless except
the transverse reaction forces acting on the when resonance vibrations occur in the engine/dou-
crossheads due to the connecting rod/crankshaft ble bottom system.
mechanism. These moments may excite engine vi-
brations, moving the engine top athwartships and As this system is very difficult to calculate with the
causing a rocking (excited by H-moment) or twisting necessary accuracy MAN B&W Diesel strongly rec-
(excited by X-moment) movement of the engine as ommend, as standard, that top bracing is installed
illustrated in the above figure. between the engine`s upper platform brackets and
the casing side.
The guide force moments corresponding to the
MCR rating (L1) are stated in the last table of this We recommend using the hydraulic top bracing, op-
Chapter. tion: 4 83 122 which allow adjustment to the loading
conditions of the ship. Mechanical top bracings
are available on request.
With both types of top bracing above-mentioned

natural frequency will increase to a level where reso-
nance will occur above the normal engine speed.
Details of the top bracings are shown in Chapter 5.
407 000 100 198 29 60
7.06
Definition of Guide Force Moments way of dividing the couple is by the number of top
bracing and then applying the forces at those
Over the years it has been discussed how to define the points.
guide force moments. Especially now that complete
FEM-models are made to predict hull/engine interac- ForceZ,one point = ForceZ,total / Ntop bracing,total kN
tion, the proper definition of these moments has be-
come increasingly important.
X-type Guide Force Moment (MX)
H-type Guide Force Moment (MH) The X-type guide force moment is calculated based
on the same force couple as described above. How-
Each cylinder unit produces a force couple consist- ever as the deflection shape is twisting the engine
ing of: each cylinder unit does not contribute with an equal
amount. The centre units do not contribute very
1. A force at crankshaft level. much whereas the units at each end contributes
much.
2. Another force at crosshead guide level. The po-
sition of the force changes over one revolution, A so-called ‘Bi-moment’ can be calculated (Fig. 7.05):
as the guide shoe reciprocates on the guide.
As the deflection shape for the H-type is equal for

’Bi-moment’ = S [force-couple(cyl.X) x distX]
in kNm2
each cylinder the Nth order H-type guide force mo-
ment for an N-cylinder engine with regular firing or- The X-type guide force moment is then defined as:
der is:
MX = ‘Bi-Moment’/ L kNm
N x MH(one cylinder).
For modelling purpose the size of the four (4) forces
For modelling purposes the size of the forces in the can be calculated:
force couple is:
Force = MX / LX kN
Force = MH / L kN
where:
where L is the distance between crankshaft level
and the middle position of the crosshead guide (i.e. LX : is horizontal length between ’force points’
the length of the connecting rod).
Similar to the situation for the H-type guide force
As the interaction between engine and hull is at the moment, the forces may be applied in positions
engine seating and the top bracing positions, this suitable for the FEM model of the hull. Thus the
force couple may alternatively be applied in those forces may be referred to another vertical level LZ
positions with a vertical distance of (LZ). Then the above crankshaft centreline.These forces can be
force can be calculated as: calculated as follows:
MX x L
ForceZ = MH / LZ kN ForceZ,one point = kN
LZ x 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. connecting rod to be used is: L= 3,220 mm.
The force couple may be distributed at any number
of points in the longitudinal direction. A reasonable
407 000 100 198 29 60
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 controllable pitch propeller
the crank throw deflect in the axial direction of the
• Plants with unusual shafting layout and for special
crankshaft, exciting axial vibrations. Through the
owner/yard requirements
thrust bearing, the system is connected to the ship`s
hull. • Plants with 8 cylinder engines.
Generally, only zero-node axial vibrations are of in- The so-called QPT (Quick Passage of a barred
terest. Thus the effect of the additional bending speed range Technique), option: 4 31 108, is an al-
stresses in the crankshaft and possible vibrations of ternative to a torsional vibration damper, on a plant
the ship`s structure due to the reaction force in the equipped with a controllable pitch propeller. The
thrust bearing are to be considered. QPT could be implemented in the governor in order
to limit the vibratory stresses during the passage of
An axial damper is fitted as standard: 4 31 111 to all the barred speed range.
MC engines, minimising the effects of the axial vi-
brations. The application of the QPT has to be decided by the
engine maker and MAN B&W Diesel A/S based on fi-
nal torsional vibration calculations.
Torsional Vibrations Six-cylinder engines, require special attention. On

account of the heavy excitation, the natural fre-
The reciprocating and rotating masses of the engine quency of the system with one-node vibration
including the crankshaft, the thrust shaft, the inter- should be situated away from the normal operating
mediate shaft(s), the propeller shaft and the propeller speed range, to avoid its effect. This can be
are for calculation purposes considered as a system achieved by changing the masses and/or the stiff-
of rotating masses (inertias) interconnected by tor- ness of the system so as to give a much higher, or
sional springs. The gas pressure of the engine acts much lower, natural frequency, called undercritical
through the connecting rod mechanism with a vary- or overcritical running, respectively.
ing torque on each crank throw, exciting torsional vi-
bration in the system with different frequencies. Owing to the very large variety of possible shafting ar-
rangements that may be used in combination with a
In general, only torsional vibrations with one and two specific engine, only detailed torsional vibration cal-
nodes need to be considered. The main critical order, culations of the specific plant can determine whether
causing the largest extra stresses in the shaft line, is or not a torsional vibration damper is necessary.
normally the vibration with order equal to the number
of cylinders, i.e., six cycles per revolution on a six cyl-
inder engine. This resonance is positioned at the en-
gine speed corresponding to the natural torsional fre-
quency 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 29 60
7.08
Undercritical 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 undercritical 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 undercritical system are • Tuning wheel may be necessary on crankshaft
normally: fore end
• Turning wheel with relatively high inertia
• Relatively short shafting system
• Shafts with relatively small diameters, requiring
• Probably no tuning wheel
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 tensile ±10% with respect to the critical engine speed.
strength, but requiring careful shaft alignment,
(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 undercritical, 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 available at the Internet ad-

where they can be downloaded.
407 000 100 198 29 60
7.09
External Forces and Moments, K98MC, Layout point L1
No of cylinder : 6 7 8 9 10 11 12 14
1534 1725 18347 Uneven Uneven Uneven 1 8 12 4 2

Firing order
26 436 256 9 10 5 3 7
11 6
External forces [kN] :

1. Order : Horizontal. 0 0 0 18 2 2 0
1. Order : Vertical. 0 0 0 18 2 2 0
2. Order : Vertical 0 0 0 20 0 3 0
4. Order : Vertical 0 0 0 66 84 68 0
6. Order : Vertical 15 0 0 2 1 4 0
External moments [kNm] :
1. Order : Horizontal. a) 0 582 283 1059 246 125 0
1. Order : Vertical. a) 0 582 283 1059 246 125 0
2. Order : Vertical 6526 c) 1894 0 871 147 170 0
4. Order : Vertical 304 865 351 431 601 775 609
Available on request
6. Order : Vertical 0 1 0 76 51 6 0
Guide force H-moments in [kNm] :
1 x No. of cyl. 2394 1764 1258 645 165 188 209
2 x No. of cyl. 105 - - - - - -
3 x No. of cyl. - - - - - - -
Guide force X-moments in [kNm] :
1. Order : 0 326 158 593 138 70 0
2. Order : 275 80 0 37 6 7 0
3. Order : 1514 1656 2434 2876 3218 4191 5245
4. Order : 1470 4178 1698 2084 2904 3746 2940
5. Order : 0 369 5308 1964 706 3383 0
6. Order : 0 58 0 3701 2467 267 0
7. Order : 0 0 18 644 2821 284 0
8. Order : 296 23 0 451 328 1738 592
9. Order : 400 45 6 69 133 242 1385
10. Order : 88 251 0 115 278 180 0
11. Order : 0 147 217 85 185 245 0
12. Order : 0 10 38 132 66 75 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) 4, 5 and 6 cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, reducing the
2nd order external moment.
Fig. : 7.09.01: External forces and moments in layout point L1
407 000 100 198 50 95-5.0
7.10
Monitoring Systems and Instrumentation 8
8 Monitoring Systems and Instrumentation
The instrumentation on the diesel engine can be Sensors for

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

Local Instruments eties (IACS) have agreed that a common sensor can
be used for alarm, slow down and remote indication.
The basic local instrumentation on the engine com- References are stated in the lists if a common sen-
prises thermometers and pressure gauges located sor can be used.
on the piping or mounted on panels on the engine,
and an engine tachometer located at the engine side A general outline of the electrical system is shown in
control panel. Fig. 8.05.
These are listed in Fig. 8.02. The extent of sensors for a specific plant is the sum
of requirements of the classification society, the
Additional local instruments, if required, can be or- yard, the owner and MAN B&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 29 61
8.01
Slow down system The number and position of the terminal boxes de-
pends on the degree of dismantling specified for the
The slow down functions are designed to safeguard forwarding of the engine, see ‘Dispatch Pattern’ in
the engine components against overloading during Chapter 9.
normal service conditions and, at the same time, to
keep the ship manoeuvrable, in the event that fault
conditions occur. Fuel oil leakage detection
The slow down sequence has to be adapted to the Oil leaking oil from the high pressure fuel oil pipes is
plant (with/without shaft generator, etc.) and the re- collected in a drain box (Fig. 8.09), which is
quired operating mode. equipped with a level alarm, LSA 301 (4 35 105).
For further information please contact the engine As an alternative, the leaks from the high pressure
supplier. fuel oil pipes of the cylinder could activate a dia-
phragm valve putting out of action only the fuel
pump of the cylinder in question, option: 4 35 107,
Attended Machinery Spaces (AMS) Fig. 8.10a.
The basic alarm and safety system for an MAN B&W Another possibility is to arrange a semi-automatic
engine is designed for Attended Machinery Spaces manually activated lifting arrangement of the fuel
and comprises the temperature switches (thermo- pump roller guide, option: 4 35 131, Fig. 8.10b.
stats) and pressure switches (pressure stats) that
are specified in the ‘MAN B&W’ column for alarm
and for shut down in Figs. 8.06 and 8.08, respec- Cylinder liner temperature measurement
tively. The sensors for shut down are included in the
basic scope of supply (4 75 124), see Fig. 8.08. Two temperature sensors per cylinder permit moni-
toring of the cylinder liner temperature level,
Additional digital sensors can be ordered as option: option: 4 75 136.
4 75 128.
Oil Mist Detector and

Unattended Machinery Spaces (UMS) Bearing Monitoring Systems
The ‘Standard Extent of Delivery for MAN B&W Die- Based on our experience, the basic scope of supply
sel A/S’ engines includes the temperature switches, for all plants for attended as well as for unattended
pressure switches and analog sensors stated in the machinery spaces (AMS and UMS) includes an oil
‘MAN B&W’ column for alarm, slow down and shut mist detector, Fig. 8.11.
down in Figs. 8.06, 8.07 and 8.08.
Make: Kidde Fire Protection, Graviner . . . 4 75 161
The shut down and slow down panel can be ordered or
as option: 4 75 610, 4 75 611 or 4 75 613, whereas Make: Schaller
the alarm panel is a yard’s supply, as it has to in- Type: Visatron VN 215 . . . . . . . . . . . . . . . 4 75 163
clude several other alarms than those of the main
engine. The combination of an oil mist detector and a bear-
ing temperature monitoring system with deviation
For practical reasons, the sensors to be applied are from average alarm (option 4 75 133, 4 75 134 or
normally delivered from the engine supplier, so that 4 75 135) will in any case provide the optimum
they can be wired to terminal boxes on the engine. safety.
470 100 025 198 29 61
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 the amount of work hours
needed, work procedures, and logging of mainte-
PT: Portable transducer for cylinder nance history.
pressure
CoCoS-SPC:
S: Stationary junction and Spare Part Catalogue
converter boxes on engine CoCoS-SPC assists in the identification of spare
parts.
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
the family name of software application products with one another. These three applications can also
from the MAN B&W Diesel group. handle non-MAN B&W Diesel technical equipment;
for instance pumps and separators.
CoCoS comprises four individual software applica-
tion products: Fig. 8.03 shows the maximum extent of additional
sensors recommended to enable on-line diagnos-
CoCoS-EDS on-line: tics if CoCoS-EDS is ordered.
Engine Diagnostics System, option: 4 09 660.
CoCoS-EDS assists in the engine performance
evaluation through diagnostics.
Key features are: on-line data logging, monitoring,

diagnostics and trends.
470 100 025 198 29 61
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 shown in a circle indicate:
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 29 61
8.04
Description
remote indication
Use sensor for
Thermometer
stem type
Point of location
Fuel oil
TI 302 TE 302 Fuel oil, inlet engine
Lubricating oil
TI 311 TE 311 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
piston cooling oil and turbochargers
TI 317 TE 317 Piston cooling oil outlet/cylinder
TI 349 TE 349 Thrust bearing segment
TI 369 TE 369 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
Low temperature cooling water:

seawater or freshwater for central cooling
TI 375 TE 375 Cooling water inlet, air cooler
TI 379 TE 379 Cooling water outlet, air cooler/air cooler
High temperature jacket cooling water

TI 385 TE 385 Jacket cooling water inlet
TI 387A TE 387A Jacket cooling water outlet, cylinder cover/cylinder
TI 393 Jacket cooling water outlet/turbocharger
Scavenge air
TI 411 TE 411 Scavenge air before air cooler/air cooler
TI 412 TE 412 Scavenge air after air cooler/air cooler
TI 413 TE 413 Scavenge air receiver
Thermometers
dial type
Exhaust gas
TI 425 TE 425 Exhaust gas inlet turbocharger/turbocharger
TI 426 TE 426 Exhaust gas after exhaust valves/cylinder
178 86 42-9.1
Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors
470 100 025 198 29 61
8.05
remote indication
Pressure gauges
Use sensor for

(manometers)
Point of location
Fuel oil
PI 305 PE 305 Fuel oil , inlet engine
Lubricating oil
PI 330 PE 330 Lubricating oil inlet to main bearings thrust bearing, axial vibration damper
and piston cooling oil inlet
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 VIT 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)
Tacho-
meters
SI 438 SE 438 Engine speed

SI 439 SE 439 Turbocharger speed/turbocharger
WI 471 Mechanical measuring of axial vibration
178 86 42-9.1
Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication
470 100 025 198 29 61
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 369 Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)
PE 371 Lubricating oil inlet to turbocharger with slide bearing/turbocharger
178 86 42-9.1
Fig 8.03a: List of sensors for CoCoS-EDS on-line, option: 4 75 129
470 100 025 198 29 61
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 receiver
PE 417 Scavenge air receiver
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 29 61
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 29 61
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 VIT 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 29 61
8.10
178 30 10-0.4
General outline of the electrical system:
The figure shows the concept approved by all classification societies

The shut down panel and slow down panel can be combined for some makers
The classification societies permit having common sensors for slow down, alarm and remote indication
One common power supply might be used, instead of the three indicated, if the systems are equipped with separate
fuses
Fig. 8.05: Panels and sensors for alarm and safety systems
470 100 025 198 29 61
8.11
Class requirements for UMS
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Function 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
Lubricating oil system

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 inlet
1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment
1* LSA 365 low Cylinder lubricators (built-in switches)
1 1 1 1 1 1 1 1 1* FSA 366 low Cylinder lubricators (built-in switches)
1 1 1 1 1 1 1 1 TSA 370 high Turbocharger lubricating oil outlet from a)
turbocharger/turbocharger
1 1 1 1 1 1 1 1 A* PEA 372 low PE 371 Lubricating oil inlet to a)
turbocharger/turbocharger
1 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 43-0.1
Fig. 8.06a: List of sensors for alarm
470 100 025 198 29 61
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 receiver
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 43-0.1
Fig. 8.06b: List of sensors for alarm
470 100 025 198 29 61
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 associated 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 43-0.1
Fig. 8.06c: List of sensors for alarm
470 100 025 198 29 61
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 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 52-0.1
Fig. 8.07: Slow down functions for UMS, option: 4 75 127
470 100 025 198 29 61
8.15
Class requirements for shut down
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR

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* 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 13-6.3
Fig. 8.08: Shut down functions for AMS and UMS
470 100 025 198 29 61
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 29 61
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 29 61
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 29 61
8.19
Dispatch Pattern, Testing, Spares and Tools 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 06 060.
Long term preservation and seaworthy packing are
always to be used for class B.
488 100 100 198 29 62
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 recommended by tools for overhauling purposes. The extent of the
MAN B&W Diesel 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 Recom- The dimensions and masses of the main tools ap-
mended by MAN B&W’ (option: 4 87 603), which fa- pear from Figs. 9.10.
cilitates maintenance because, in that case, all the
components such as gaskets, sealings, etc. required Most of the tools can be arranged on steel plate
for an overhaul will be readily available, see Fig. panels, which can be delivered as an option: 4 88
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.
488 100 100 198 29 62
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
mm
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
480 100 010 198 29 63
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
• Remaining parts
Bottom section
A3 Option: 4 12 023 or B3 option: 4 12 033 A3 + B3
• 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
412 000 002 198 29 65
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
412 000 002 198 29 65
9.05
6 cylinder 7 cylinder
Pattern Section Mass. Length Mass. Length Heigh Width
in t in m in t in m in m in m
A1+B1 Engine complete 1,156.0 15.4 1,315.0 17.1 15.3 9.9
A2+B2 Top section 502.0 15.4 598.1 17.1 9.4 9.9
Bottom section 636.8 14.2 697.8 16.0 8.3 9.4
Remaining parts 17.2 19.0
A3+B3 Top section 502.0 15.4 598.1 17.1 9.4 9.9
Frame box section 225.8 14.2 251.1 16.0 4.7 9.4
Bedplate/crankshaft 411.1 13.5 446.7 15.3 3.7 4.7
A4+B4 Top section 393.5 14.7 454.5 16.5 6.5 5.7
Exhaust receiver 24.7 15.4 28.8 17.1 4.2 2.7
Scavenge air receiver 54.9 14.7 71.7 16.5 6.3 4.4
Frame box section 225.8 14.2 251.1 16.0 4.7 6.2
Crankshaft 214.1 12.9 227.1 14.6 4.3 4.3
Bedplate 194.4 12.7 217.0 14.4 3.7 4.7
Turbocharger, each 9.8 9.8
Air cooler, each 3.6 3.6
The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides
in frame box and MAN B&W turbocharger.
Moment compensators and tuning wheel are not included in dispatch pattern outline.
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 are approximate and without packing and lifting tools.
178 86 49-1.0
Fig. 9.03a: Dispatch pattern, list of masses and dimensions
412 000 002 198 29 65
9.06
8 cylinder 9 cylinder 10 cylinder 11 cylinder 12 cylinder

Pattern Section Mass. Length Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width
in t in m in t in m in t in m in t in m in t in m in m in m
A1+B1 Engine complete 1,536.0 18.9 1,697.0 20.7 1,882.0 22.4 2,034.0 24.2 2,190.0 25.9 15.3 9.9
A2+B2 Top section, fore 362.8 9.9 498.7 13.4 433.2 11.6 502.4 13.4 502.0 13.4 9.4 9.9
Top section, aft 313.5 8.6 242.6 6.9 404.6 10.4 402.6 10.4 470.6 12.1 9.4 9.9
Bottom section, fore 392.4 9.4 579.4 12.9 476.2 11.1 549.5 12.9 559.7 12.9 8.3 9.4
Bottom section, aft 440.9 9.1 346.3 7.3 538.9 10.8 549.0 10.8 625.0 12.6 8.3 9.4
Remaining parts 26.3 29.9 29.7 31.3 32.8
Top section, aft 313.5 8.6 242.6 6.9 404.6 10.4 402.6 10.4 470.6 12.1 9.4 9.9
Frame box section, fore 147.2 11.0 214.2 14.5 178.8 12.8 211.8 14.5 210.7 14.5 4.7 9.4
Frame box section , aft 139.4 8.6 104.0 6.9 171.1 10.4 170.3 10.4 203.0 12.1 4.7 9.4
Bedplate/crankshaft, fore 244.0 8.0 363.5 11.5 296.0 9.7 336.0 11.5 347.4 11.5 3.7 4.7
Bedplate/crankshaft, aft 300.4 9.7 241.5 7.9 366.6 11.4 377.5 11.4 420.6 13.2 4.5 4.7
Remaining parts 28.5 31.8 32.3 34.1 35.8
Top section, aft 249.0 8.6 187.9 6.9 309.6 10.4 309.3 10.4 368.8 12.1 6.5 5.7
Exhaust receiver, fore 19.4 9.9 26.2 13.4 21.2 11.6 26.0 13.4 25.3 13.4 4.2 2.7
Exhaust receiver, aft 14.2 8.6 10.8 6.9 18.6 10.4 17.2 10.4 21.9 12.1 4.2 2.7
Scav. air receiver, fore 41.9 9.9 50.3 13.4 47.5 11.6 51.9 13.4 52.2 13.4 6.3 4.4
Scav. air receiver, aft. 35.4 8.6 28.9 6.9 49.9 10.4 49.5 10.4 53.1 12.1 6.3 4.4
Frame box section, fore 147.2 9.9 214.2 13.4 178.8 11.6 211.8 13.4 210.7 13.4 4.7 6.2
Frame box section, aft 139.4 8.6 104.0 6.9 171.1 10.4 170.3 10.4 203.0 12.1 4.7 6.2
Crankshaft section, fore 130.3 8.0 188.4 11.5 159.4 9.7 188.4 11.5 188.4 11.5 3.7 3.7
Crankshaft section, aft 155.1 9.7 135.1 7.9 198.8 11.4 198.8 11.4 230.7 13.2 4.3 4.3
Bedplate section, fore 113.7 8.6 175.1 12.1 136.5 10.3 147.7 12.1 159.0 12.1 3.7 4.7
Bedplate section, aft 142.7 8.8 103.9 7.1 165.2 10.6 176.1 10.6 187.4 12.3 3.7 5.0
Turbocharger, each 9.8 9.8 9.8 9.8 9.8
Air cooler, each 3.0 3.0 3.0 3.0 3.0
Remaining parts 34.4 37.9 39.2 41.2 43.1
178 86 49-1.0
Fig. 9.03b: Dispatch pattern, list of masses and dimensions
412 000 002 198 29 65
9.07
Minimum delivery test: • Start, stop and reversing from engine side
manoeuvring console
• Starting and manoeuvring test at no load
Before leaving the factory, the engine is to be care-
• Load test
fully tested on diesel oil in the presence of represen-
Engine to be started and run up to 50%
tatives of Yard, Shipowner, Classification Society,
of Specified MCR (M) in 1 hour.
and MAN B&W Diesel.
Followed by:
At each load change, all temperature and pressure
levels etc. should stabilise before taking new engine
• 0.50 hour running at 50% of specified MCR
load readings.
Fuel oil analysis is to be presented.
• 1.00 hour running at optimised power
All tests are to be carried out on diesel or gas oil.
(guaranteed SFOC)
or
0.50 hour at 90% of specified MCR
if SFOC is guaranteed at specified MCR
• 0.50 hour running at 110% of specified MCR.
Only for Germanischer Lloyd:
• 0.75 hour running at 110% of specified MCR.
If the engine it is optimised below 93.5% of the

specified MCR, and it is to run at 110% of the speci-
fied 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 pres-
sure within acceptable limits.
Governor tests, etc:
• Governor test
• Minimum speed test
• Overspeed test
• Shut down test
• Starting and reversing test
• Turning gear blocking device test
178 30 24-4.1
Fig. 9.04: Shop trial running/delivery test: 4 14 001
486 001 010 198 29 66
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 Main bearing and thrust block, section 905
1 Cylinder cover with fuel, exhaust, 1 set Thrust pads for one face of each size, if different
starting and safety valves, indicator valve and for ‘ahead’ and ‘astern’
sealing rings (disassembled)
CCS, GL Cylinder cover includes cooling jacket Chain drive, section 906
1 Of each type of bearings for:
Piston, section 902 Camshaft at chain drive, chain tightener and in-
1 Piston complete (with cooling pipe), piston termediate shaft
rod, piston rings and stuffing box, 6 Camshaft chain links (only for ABS, DNVC, LR,
studs and nuts NKK and RS)
1 set Piston rings for 1 cylinder 1 Mechanically driven cylinder lubricator drive: 6
chain links or gear wheels
Cylinder liner, section 903 1 Guide ring 2/2 for camshaft bearing
1 Cylinder liner with sealing rings and gaskets
1/2 set Studs for 1 cylinder cover Starting valve, section 907
1 Starting valve, complete
Cylinder lubricator, section 903
Standard Spare parts Exhaust valve, section 908
1 set Spares for MAN B&W Alpha lubricator for 1cyl. 2 Exhaust valves complete (1 for GL)
1 Lubricator 1 Pressure pipe for exhaust valve pipe
2 Feed back sensor, complete
1 Suction filter element for pump station Fuel pump, section 909
1 Pressure filter element for pump station 1 Fuel pump barrel, complete with plunger
1 Complete sets of O-rings for lubricator
1 High-pressure pipe, each type
(depending on No. of lubricating per. cylinder)
6 3A, 3 pcs. 12A ceramic or sand filled fuses 1 Suction and puncture valve, complete
6.3 x 32 mm, for MCU, BCU & SBU
2 LED’s (Light Emitting Diodes) for visual feed Fuel valve, section 909
back indication ABS: Two fuel valves per cylinder for half the
or number of cylinders on one engine, and a
1 set Hans Jensen mechanical cylinder lubricator sufficient number of valve parts, excluding
the body, to form with those fitted on each
cylinder for a complete engine set
Connecting rod, and crosshead bearing, section 904
1 Telescopic pipe with bushing for 1 cylinder DNVC: Fuel valves for all cylinders on one engine
1 Crankpin bearing shells in 2/2 with studs
and nuts BV, CCS, GL, KR, LR, NKK, RINa, RS and IACS:
1 Crosshead bearing shell lower part with Two fuel valves per cylinder for all cylin-
studs and nuts ders on one engine, and a sufficient num-
2 Thrust piece ber of valve parts, excluding the body, to
form with those fitted on each cylinder for
a complete engine set
178 30 25-6.2
Fig. 9.05: List of spares, unrestricted service: 4 87 601
487 601 005 198 29 67
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
Scavenge air blower, section 910

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

1 Safety valve, complete
Bedplate, section 912

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

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

Subject to change without notice.
178 30 25-6.2
Fig. 9.05: List of spares, unrestricted service: 4 87 601
487 601 005 198 29 67
9.10
For easier maintenance and increased security in operation
Beyond class requirements

Cylinder cover, plate 90101 Hans Jensen mechanically driven cylinder lubricator
4 Studs for exhaust valve drive, plate 90305
4 Nuts for exhaust valve 1 Coupling
50 % O-rings for cooling jacket 3 Discs
1 Cooling jacket
50 % Sealing between cyl.cover and liner MAN B&W Alpha Cylinder Lubricating System,
4 Spring housings for fuel valve section 90306
1 set Spares for MAN B&W Alpha lubricator for
Hydraulic tool for cylinder cover, plate 90161 1cyl.
1 set Hydraulic hoses complete with couplings 1 Lubricator
8 pcs O-rings with backup rings, upper 2 Feed back sensor, complete
8 pcs O-rings with backup rings, lower 1 Suction filter element for pump station
1 Pressure filter element for pump station
Piston and piston rod, plate 90201 1 Complete sets of O-rings for lubricator
(depending on No. of lubricating per. cyl-
1 box Locking wire, L=63 m inder)
5 Piston rings of each kind 6 3A, 3 pcs. 12A ceramic or sand filled
2 D-rings for piston skirt fuses
2 D-rings for piston rod 2 6.3 x 32 mm, for MCU, BCU & SBU
LED’s (Light Emitting Diodes) for visual
Piston rod stuffing box, plate 90205 feed back indication
15 Self locking nuts
5 O-rings Connecting rod and crosshead, plate 90401
5 Top scraper rings 1 Telescopic pipe
15 Pack sealing rings 2 Thrust piece
10 Cover sealing rings
120 Lamellas for scraper rings
30 Springs for top scraper and sealing rings Chain drive and guide bars, plate 90601
20 Springs for scraper rings 4 Guide bar
1 set Locking plates and lock washers
Cylinder frame, plate 90301
50 % Studs for cylinder cover for one cyl. Chain tightener, plate 90603
1 Bushing 2 Locking plates for tightener
Camshaft, plate 90611

Cylinder liner and cooling jacket, plate 90302 1 Exhaust cam (split repair cam if possible)
1 Cooling jacket of each kind 1 Fuel cam (split repair cam if possible)
4 Non return valves
100 % O-rings for one cylinder liner Indicator drive, plate 90612
50 % Gaskets for cooling water connection 100 % Gaskets for indicator valves
50 % O-rings for cooling water pipes 3 Indicator valves/cocks complete
100 % Cooling water pipes between liner and
cover for one cylinder
Regulating shaft, plate 90618
3 Resilient arm, complete
% Refer to one cylinde
Arrangement of engine side console, plate 90621
2 Pull rods
178 86 52-5.0
Fig. 9.06a: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
availability, option: 4 87 603
487 603 020 198 29 68
9.11
Main starting valve, plate 90702 Cooling water outlet, plate 90810
1 Repair kit for main actuator 2 Ball valve
1 Repair kit for main ball valve 1 Butterfly valve
1 *) Repair kit for actuator, slow turning 1 Compensator
1 *) Repair kit for ball valve, slow turning 1 set Gaskets for butterfly valve and compensator
*) if fitted Fuel pump, plate 90901

1 Top cover
Starting valve, plate 90704 1 Plunger/barrel, complete
2 Locking plates 3 Suctions valves
2 Piston 3 Puncture valves
2 Spring 50 % Sealings, O-rings, gaskets and lock washers
2 Bushing
100 % O-ring Fuel pump gear, plate 90902
1 Valve spindle
1 Fuel pump roller guide, complete
2 Shaft pin for roller
Exhaust valve, plate 90801 2 Bushings for roller
1 Exhaust valve spindle 2 Internal springs
1 Exhaust valve seat 2 External springs
50 % O-ring exhaust valve/cylinder cover 100 % Sealings
4 Piston rings 2 Roller
50 % Guide rings
50 % Sealing rings Fuel pump gear, details, plate 90903
50 % Safety valves
50 % O-rings for lifting tool
100 % Gaskets and O-rings for safety valve
1 Piston complete
1 Damper piston Fuel pump gear, details, plate 90904
100 % O-rings and sealings between air piston 1 Shock absorber, complete
and exhaust valve housing/spindle 1 Internal spring
1 Liner for spindle guide 1 External spring
100 % Gaskets and O-rings for cool.w.conn. 100 % Sealing and wearing rings
1 Conical ring in 2/2 4 Felt rings
100 % O-rings for spindle/air piston
100 % Non-return valve Fuel pump gear, reversing mechanism, plate 90905
1 Reversing mechanism, complete
Valve gear, plate 90802 2 Spare parts set for air cylinder
3 Filter, complete
5 O-rings of each kind Fuel valve, plate 90910
100 % Fuel nozzles
Valve gear, plate 90805 100 % O-rings for fuel valve
1 Roller guide complete 3 Spindle guides, complete
2 Shaft pin for roller 50 % Springs
2 Bushing for roller 50 % Discs, +30 bar
4 Discs 3 Thrust spindles
2 Non return valve 3 Non return valve (if mounted)
4 Piston rings
4 Discs for spring
2 Springs
2 Roller
Valve gear, details, plate 90806

1 High pressure pipe, complete
100 % O-rings for high pressure pipes
4 Sealing discs % Refer to one engine
178 86 52-5.0
Fig. 9.06b: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
487 603 020 198 29 68
9.12
Fuel oil high pressure pipes, plate 90913

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

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

1 Spare rotor, complete with bearings
1 Spare part set for turbocharger
Scavenge air receiver, plate 91001

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

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

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

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

100 % Bursting disc
The plate figures refer to the instruction book.

Where nothing else is stated, the percentage refers to one engine.
Liable to change without notice.
178 86 52-5.0
Fig. 9.06c: Additional spare parts beyond class requirements or recommendation, for easier maintenance and increased
487 603 020 198 29 68
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 connection’s for 1 cylinder
1 set Sealing rings for 1 cylinder
5 90801 1 Exhaust valve spindle
1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder
6 90801 1 set O-rings for water connections for 1 cylinder
1 set Gasket for cooling for water connections for 1 cylinder
1 set O-rings for oil connections for 1 cylinder
7 90801 1 Spindle guide
2 Air sealing ring
1 set Guide sealing rings for 1 cylinder
8 90801 1 Exhaust valve bottom piece
1 set O-rings for bottom piece for 1 cylinder
9 90805 1 set Bushing for roller guides for 1 cylinder
1 set Washer for 1 cylinder
10 90901 1 Plunger and barrel for fuel pump
1 Suction valve complete
11 90910 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 6,000 hours.
In order to find the expected consumption for a 6 cylinder engine during the first 18,000 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 29 69
9.14
Table B
Service hours 0-6,000 0-12,000
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
Service hours 0-18,000 0-24,000
Group ¯ Number of cylinders
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
Fig.9.07b: Wearing parts, option: 4 87 629 178 86 46-6.0
487 611 010 198 29 69
9.15
Table B
Service hours 0-30,000 0-36,000
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
Service hours 0-42,000 0-48,000
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 29 69
9.16
Table B
Service hours 0-54,000 0-60,000
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 29 69
9.17
Cylinder liner 8500 kg Exhaust valve Piston complete

Cylinder liner inclusive 3700 kg with piston rod
cooling jacket ~5254 kg
~8835 kg
Cylinder cover 7015 kg Rotor for turbocharger

Cylinder cover inclusive Type NA70/T09
starting and fuel 330 kg
valves 7135 kg
Rotor for turbocharger

Type MET83SE
470 kg
178 24 44-4.0
All dimensions are given in mm
Fig. 9.08: Large spare parts, dimensions and masses
487 601 007 198 29 70
9.18
Mass of the complete set of tools: Approximately 7,000 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
plate panels which can be delivered as option: 4 88 1 set Dismantling tool for main bearing
660 at extra cost. Where such panels are delivered, 1 Lifting tool for crankshaft
it is recommended to place them close to the loca-
1 Thrust bearing segment turning tool
tion where the overhaul is to be carried out.
1 Crankcase relief valve testing tool
Cylinder cover, section 901
1 Cylinder cover and liner surface grinder Camshaft and chain drive, section 906
(option: 488 610) 1 Dismantling tool for camshaft coupling
1 set Milling and grinding tool for valve seats 1 Camshaft adjusting tool
1 set Fuel valve extractor 1 Pin gauge for camshaft
1 set Chains (for cylinder cover) 1 Pin gauge for crankshaft top dead centre
1 Cylinder cover tightening tool 1 Chain assembling tool
1 Cylinder cover rack 1 Chain disassembling tool
Piston with rod and stuffing box, section 902 Starting air system, section 907
1 set Lifting and tilting gear for piston 1 Starting valve overhaul tool
1 Guide ring for piston
1 Lifting tool for piston Exhaust valve and valve gear, section 908
1 Support for piston 1 set Hydraulic jack for exhaust valve stud
1 set Piston overhaul tool 1 Claw for exhaust valve spindle
1 set Stuffing box overhaul tool 1 Exhaust valve spindle and seat pneumatic
grinding machine
1 set Cylinder liner lifting and tilting gear
1 set Exhaust valve spindle and seat checking
1 set Cylinder liner measuring device template
1 Guide ring for pneumatic piston
Crosshead and connecting rod, section 904
1 set Overhaul tool for high pressure connections
1 set Covers for crosshead
1 set Lifting device for roller guide and hydraulic
1 set Hydraulic jack for crosshead and crankpin actuator
bearing bolt
1 set Roller guide dismantling tool
1 set Support of crosshead
1 Tightening gauge for actuator housing
1 Lifting tool for crosshead
1 Bridge gauge, exhaust valve
1 Crankpin bearing lifting tool
1 Tool for hydraulic piston
1 set Connecting rod lifting tool
Fig. 9.09a: List of standard tools for maintenance. 4 88 601 178 34 76-1.1
488 601 004 198 29 71
9.19
Fuel valve and fuel pump, section 909 General tools, section 913
1 Tightening gauge for fuel pump housing 913.1 Accessories
1 Fuel valve pressure and spray control 1 Hydraulic pump, pneumatically operated
device 1 Hydraulic pump, manually operated
1 set Fuel valve overhaul tool 1 set High pressure hose and connection
1 Fuel pump lead measuring tool 1 set Hydraulic jack assembling device
1 set Lifting tool for fuel pump
1 set Fuel pump overhaul tool 913.2 Ordinary hand tools
1 set Fuel oil high pressure pipe and connection 1 set Torque wrench
overhaul tool 1 set Socket wrench
Turbocharger and air cooler system, 1 set Hexagon key
section 910
1 set Combination wrench
1 set Turbocharger overhaul tool
1 set Double open-ended wrench
1 set Exhaust gas system blanking-off tool
1 set Ring impact wrench
1 set Air cooler tool
1 set Open-ended impact wrench
Safety equipment, section 911 1 set Pliers for circlip
1 set Safety valve pressure testing tool 1 set Special spanner
Main part assembling, section 912 913.3 Miscellaneous

1 set Staybolt hydraulic jack 1 set Pull-lift and tackle
1 set Shackle
1 set Eye-bolt
1 set Foot grating
1 Indicator with cards
1 Planimeter
1 set Feeler blade
1 Crankshaft alignment indicator
1 Cylinder gauge
178 34 76-1.1
Fig. 9.09b: List of standard tools for maintenance. 4 88 601
488 601 004 198 29 71
9.20
178 24 26-5.0
Pos. Sec Description Mass in kg

1 901 Lifting chains for cylinder cover 27
2 915 Collar ring for piston 135
3 902 Lifting tool for piston 469
4 902 Crossbar for cylinder liner 111
5 902 Guide ring for piston 144
6 902 Support iron for piston 251
Fig. 9.10a: Dimensions and masses of tools
488 601 004 198 29 71
9.21
178 24 27-7.0

7 901 Cylinder cover rack 155
8 901 Cylinder cover tightening tool 759
9 902 Measuring tool for cylinder liner 4
10 902 Measuring tool for cylinder liner 3
11 904 Rubber cover for crosshead 4
Fig. 9.10b: Dimensions and masses of tools
488 601 004 198 29 71
9.22
178 24 28-9.0

12 904 Lifting tool for crankpin shell 12
13 905 Lifting tool for crankshaft 168
14 905 Dismantling tool for main bearing 3
Fig. 9.10c: Dimensions and masses of tools
488 601 004 198 29 71
9.23
178 24 29-0.0

15 906 Pin gauge for camshaft 1.5
16 906 Pin gauge for crankshaft top dead centre 2.2
Fig. 9.10d: Dimensions and masses of tools
488 601 004 198 29 71
9.24
Standard Option: 4 88 610
Grinding machine Grinding machine

exhaust valve seat cylinder liner
and spindle and cylinder cover
All dimensions and masses are preliminary Mass 450 kg
178 34 78-5.0
Fig. 9.10e: Dimensions and masses of tools
488 601 004 198 29 71
9.25
Sec. Description Mass in kg

909 Fuel valve pressure control device 130
178 34 79-7.1
Fig. 9.10f: Dimensions and mases of tools
488 601 004 198 29 71
9.26
Sec. Description Mass in kg

913 Pump for hydraulic jacks 20
178 34 38-1.1
Fig. 9.10g: Dimensions and masses of tools
488 601 004 198 29 71
9.27
Mass of panels without tools: about 370 kg
Pos. No. Description
1 901 Cylinder cover

907 Starting air system*
911 Safety equipment*
2 902 Piston, piston rod and stuffing box

903 Cylinder liner and cylinder frame**
3 908 Exhaust valve and valve gear
4 909 Fuel valve and fuel pump
5 906 Camshaft, chain drive
6 904 Crosshead and connecting rod
7 905 Crankshaft and main bearing

* Tools for Main section. 907 are being delivered on tool panel under Main section 901
** Tools for Main section. 903 are being delivered on tool panel under Main section 902
178 34 80-7.1
Fig. 9.11: Tool panels, option: 4 88 660
488 601 004 198 29 71
9.28
Project Support and 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
a For your information, the publication is also

available at the internet address
www.manbw.dk under ‘Libraries’, from where
it can be downloaded
b This information is available on CD-ROM
All publications are available in print.
The selection of the ideal propulsion plant for a spe-

cific newbuilding is a comprehensive task. How-
ever, as this selection is a key factor for the profit-
ability of the ship, it is of the utmost importance for
the end-user that the right choice is made.
400 000 500 198 29 72
10.01
Project Guides • Fuel and lube oil consumption –

exhaust gas data
For each engine type a ‘Project Guide’ has been • Heat dissipation of engine
prepared, describing the general technical features • Utilisation of exhaust gas heat
of that specific engine type, and also including • Water condensation separation in air coolers
some optional features and equipment. • Noise – engine room, exhaust gas, structure
borne
The information is general, and some deviations • Preheating of diesel engine
may appear in a final engine documentation, de- • Utilisation of jacket cooling water heat, FW
pending on the contents specified in the contract production
and on the individual licensee supplying the engine. • Starting air system
• Exhaust gas back pressure
The Project Guides comprise an extension of the • Engine room data: pumps, coolers, tanks, etc.
general information in the Engine Selection Guide,
as well as specific information on such subjects as: For further information, please refer to our publica-
tion:
• Engine outline, engine pipe connections, etc.
• Description of piping system on engine P.305: ‘MAN B&W Diesel Computerised Engine
• Details of the manoeuvring system Application System’
• Instrumentation, PMI, CoCoS, etc.
• Dispatch pattern For your information, the publication is available at
• Testing the Internet address www.manbw.com under ‘Li-
• Spare parts braries’, from where it can be downloaded.
• Tools.
Extent of Delivery
Computerised Engine Application
System The ‘Extent of Delivery’ (EoD) sheets have been
compiled in order to facilitate communication be-
Further customised information can be obtained tween owner, consultants, yard and engine maker
from MAN B&W Diesel A/S, and for this purpose we during the project stage, regarding the scope of
have developed a ‘Computerised Engine Applica- supply and the alternatives (options) available for
tion System’, by means of which specific calcula- MAN B&W two-stroke MC engines.
tions can be made during the project stage, such as:
There are two versions of the EoD:
• Estimation of ship’s dimensions
• Propeller calculation and power prediction • Extent of Delivery for 98 - 50 type engines
• Selection of main engine • Extent of Delivery for 46 - 26 type engines.
• Main engines comparison
• Layout/load diagrams of engine
• Maintenance and spare parts costs of the en-
gine
• Total economy – comparison of engine rooms
• Steam and electrical power – ships’ requirement
• Auxiliary machinery capacities for derated en-
gine
400 000 500 198 29 72
10.02
Content of Extent of Delivery 4 85 xxx Power Take Off

4 87 xxx Spare parts
The ‘Extent of Delivery’ includes a list of the basic
4 88 xxx Tools
items and the options of the main engine and auxil-
iary equipment and, it is divided into the systems
and volumes stated below: Remote control system
4 95 xxx Bridge control system
General information
4 00 xxx General information
4 02 xxx Rating Description of the ‘Extent of Delivery’
4 03 xxx Direction of rotatio
4 06 xxx Rules and regulations The ‘Extent of Delivery’ (EoD) is the basis for speci-
4 07 xxx Calculation of torsional and axial fying the scope of supply for a specific order.
vibrations
4 09 xxx Documentation The list consists of ‘basic’ and ‘optional’ items.
4 11 xxx Voltage on board for electrical
consumers The ‘basic’ items defines the simplest engine, de-
4 12 xxx Dismantling and packing and signed for attended machinery space (AMS), with-
shipping of engine out taking into consideration any specific require-
4 14 xxx Testing of diesel engine ments from the classification society, the yard or the
owner.
4 17 xxx Supervisors and advisory work
The ‘options’ are extra items that can be alternatives
Diesel engine
to the ‘basic’ or additional items available to fulfil the
4 30 xxx Diesel engine requirements/functions for a specific project.
4 31 xxx Torsional and axial vibrations
4 35 xxx Fuel oil system We base our first quotations on a scope of supply
4 40 xxx Lubricating oil mostly required, which is the so called ‘Copenhagen
4 42 xxx Cylinder lubricating oil Standard EoD’, which are marked with an asterisk *.
4 43 xxx Piston rod stuffing box drain
This includes:
4 45 xxx Low temperature cooling water
• Items for Unattended Machinery Space
4 46 xxx Jacket cooling water
• Minimum of alarm sensors recommended by
4 50 xxx Starting and control air the classification societies and MAN B&W
4 54 xxx Scavenge air cooler • Moment compensator for certain numbers of
4 55 xxx Scavenge air cylinders
4 59 xxx Turbocharger • MAN B&W turbochargers
4 60 xxx Exhaust gas • Slow turning before starting
4 65 xxx Manoeuvring • Spare parts either required or recommended by
the classification societies and MAN B&W
4 70 xxx Local instrumentation
• Tools required or recommended by the classifi-
4 75 xxx Monitoring, safety, alarm and remote cation societies and MAN B&W
indication
4 78 xxx Electrical wiring on engine The filled-in EoD is often used as an integral part of
the final contract.
Miscellaneous
4 80 xxx Miscellaneous
4 81 xxx Painting
4 82 xxx Engine seating
4 83 xxx Galleries
400 000 500 198 29 72
10.03
Installation Documentation Engine-relevant documentation

When a final contract is signed, a complete set of 901 Engine data
documentation, in the following called ‘Installation External forces and moments
Documentation’, will be supplied to the buyer by the Guide force moments
engine maker. Water and oil in engine
Centre of gravity
The ‘Installation Documentation’ is normally divided Basic symbols for piping
into the ‘A’ and ‘B’ volumes mentioned in the ‘Extent Instrument symbols for piping
of Delivery’ under items: Balancing
4 09 602 Volume ‘A’: 915 Engine connections

Mainly comprises general guiding system drawings Scaled engine outline
for the engine room Engine outline
List of flanges/counterflanges
4 09 603 Volume ‘B’: Engine pipe connections
Mainly comprises specific drawings for the main en- Gallery outline
gine itself
921 Engine instrumentation
Most of the documentation in volume ‘A’ are similar List of instruments
to those contained in the respective Project Guides, Connections for electric components
but the Installation Documentation will only cover Guidance values for automation
the order-relevant designs. These will be forwarded
within 4 weeks from order. 923 Manoeuvring system
Speed correlation to telegraph
The engine layout drawings in volume ‘B’ will, in Slow down requirements
each case, be customised according to the buyer’s List of components
requirements and the engine manufacturer’s pro- Engine control system, description
duction facilities. The documentation will be for- Electric box, emergency control
warded, as soon as it is ready, normally within 3-6 Sequence diagram
months from order. Manoeuvring system
Diagram of manoeuvring console
As MAN B&W Diesel A/S and most of our licensees
are using computerised drawings (Cadam). The 924 Oil mist detector
documentation forwarded will normally be in size A4 Oil mist detector
or A3. The maximum size available is A1.
925 Control equipment for auxiliary blower
The drawings of volume ‘A’ are available on disc. Electric panel for auxiliary blower
Control panel
The following list is intended to show an example of Electric diagram
such a set of Installation Documentation, but the ex- Auxiliary blower
tent may vary from order to order. Starter for el. motors
932 Shaft line

Crankshaft driving end
Fitted bolts
400 000 500 198 29 72
10.04
934 Turning gear Engine room-relevant documentation

Turning gear arrangement
Turning gear, control system 901 Engine data
Turning gear, with motor List of capacities
Basic symbols for piping
936 Spare parts Instrument symbols for piping
List of spare parts
902 Lube and cooling oil
939 Engine paint Lube oil bottom tank
Specification of paint Lubricating oil filter
Crankcase venting
940 Gaskets, sealings, O-rings Lubricating oil system
Instructions Lube oil outlet
Packings
Gaskets, sealings, O-rings 904 Cylinder lubrication
Cylinder lube oil system
950 Engine pipe diagrams
Engine pipe diagrams 905 Piston rod stuffing box
Bedplate drain pipes Stuffing box drain oil cleaning system
Instrument symbols for piping
Basic symbols for piping 906 Seawater cooling
Lube and cooling oil pipes Seawater cooling system
Cylinder lube oil pipes
Stuffing box drain pipes 907 Jacket water cooling
Cooling water pipes, air cooler Jacket water cooling system
Jacket water cooling pipes Deaerating tank
Fuel oil drain pipes Deaerating tank, alarm device
Fuel oil pipes
Fuel oil pipes, tracing 909 Central cooling system
Fuel oil pipes, insulation Central cooling water system
Air spring pipe, exhaust valve Deaerating tank
Control and safety air pipes Deaerating tank, alarm device
Starting air pipes
Turbocharger cleaning pipe 910 Fuel oil system
Scavenge air space, drain pipes Fuel oil heating chart
Scavenge air pipes Fuel oil system
Air cooler cleaning pipes Fuel oil venting box
Exhaust gas pipes Fuel oil filter
Steam extinguishing, in scavenge box
Oil mist detector pipes 911 Compressed air
Pressure gauge pipes Starting air system
912 Scavenge air

Scavenge air drain system
913 Air cooler cleaning

Air cooler cleaning system
400 000 500 198 29 72
10.05
914 Exhaust gas Liner for end chock

Exhaust pipes, bracing Protecting cap
Exhaust pipe system, dimensions
931 Top bracing of engine
917 Engine room crane Top bracing outline
Engine room crane capacity Top bracing arrangement
Friction-materials
918 Torsiograph arrangement Top bracing instructions
Torsiograph arrangement Top bracing forces
Top bracing tension data
919 Shaft earthing device
Earthing device 932 Shaft line
Static thrust shaft load
920 Fire extinguishing in scavenge air space Fitted bolt
Fire extinguishing in scavenge air space
933 Power Take Off
921 Instrumentation List of capacities
Axial vibration monitor PTO/RCF arrangement, if fitted
926 Engine seating 936 Spare parts dimensions

Profile of engine seating Connecting rod studs
Epoxy chocks Cooling jacket
Alignment screws Crankpin bearing shell
Crosshead bearing
927 Holding-down bolts Cylinder cover stud
Holding-down bolt Cylinder cover
Round nut Cylinder liner
Distance pipe Exhaust valve
Spherical washer Exhaust valve bottom piece
Spherical nut Exhaust valve spindle
Assembly of holding-down bolt Exhaust valve studs
Protecting cap Fuel pump barrel with plunger
Arrangement of holding-down bolts Fuel valve
Main bearing shell
928 Supporting chocks Main bearing studs
Supporting chocks Piston complete
Securing of supporting chocks Starting valve
Telescope pipe
929 Side chocks Thrust block segment
Side chocks Turbocharger rotor
Liner for side chocks, starboard
Liner for side chocks, port side 940 Gaskets, sealings, O-rings
Gaskets, sealings, O-rings
930 End chocks
Stud for end chock bolt 949 Material sheets
End chock MAN B&W Standard Sheets Nos:
Round nut • S19R
Spherical washer, concave • S45R
Spherical washer, convex • S25Cr1
Assembly of end chock bolt • S34Cr1R
• C4.
400 000 500 198 29 72
10.06
Engine production and Tools

installation-relevant documentation
926 Engine seating
935 Main engine production records, Hydraulic jack for holding down bolts
engine installation drawings Hydraulic jack for end chock bolts
Installation of engine on board
Dispatch pattern 1, or 937 Engine tools
Dispatch pattern 2 List of tools
Check of alignment and bearing clearances Outline dimensions, main tools
Optical instrument or laser
Alignment of bedplate 938 Tool panel
Crankshaft alignment reading Tool panels
Bearing clearances
Check of reciprocating parts Auxiliary equipment
Reference sag line for piano wire 980 Fuel oil unit, if delivered
Check of reciprocating parts 990 Exhaust silencer, if delivered
Piano wire measurement of bedplate 995 Other auxiliary equipment
Check of twist of bedplate
Production schedule
Inspection after shop trials
Dispatch pattern, outline
Preservation instructions
941 Shop trials

Shop trials, delivery test
Shop trial report
942 Quay trial and sea trial

Stuffing box drain cleaning
Fuel oil preheating chart
Flushing of lube oil system
Freshwater system treatment
Freshwater system preheating
Quay trial and sea trial
Adjustment of control air system
Adjustment of fuel pump
Heavy fuel operation
Guidance values –automation
945 Flushing procedures

Lubricating oil system cleaning instruction
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10.07

Project Guide - Two Stroke Engine K98MC

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Project Guide - Two Stroke Engine K98MC

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K98MC Project Guide

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

Engine Layout and Load Diagrams, SFOC 2

Turbocharger Choice and Exhaust Gas By-pass 3

Monitoring Systems and Instrumentation 8

Dispatch Pattern, Testing, Spares and Tools 9

Project Support and Documentation 10

2 Engine Layout and Load Diagrams, SFOC

3 Turbocharger Choice and Exhaust Gas Bypass

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8 Monitoring Systems and Instrumentation

9 Dispatch Pattern, Testing, Spares and Tools

10 Project Support and Documentation

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B Basic symbols for piping 6.01.17-6.01.19

C Capacities for derated engines 6.01.04

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E Earthing device 5.05.01-5.05.02

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F Fire extinguishing pipes in scavenge air space 6.09.08

G Gallery arrangement 1.09

H Hans Jensen mechanical cylinder lubricator system 1.09, 6.04.01, 6.04.05-6.04-06

I Indicator drive 1.07

J Jacket water cooler 6.07.02

K Kongsberg Norcontrol electronic governor 1.09

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L Large spare parts, dimensions and masses 9.18

M MAN B&W Alpha cylinder lubricator system 6.04.02

N Necessary capacities of auxiliary machinery 6.01.02-6.01.03

O Oil mist detector pipes on engine 8.19

P Painting of main engine 9.03

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R Renk constant frequency, (RCF) 4.04

S Safety system (shut down) 6.11.01

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T Tool panels 9.28

U Unattended machinery spaces, (UMS) 8.02

V Variable injection timing 1.08

W Water and oil in engine 5.02.09

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The engine types of the MC programme are

Design C Compact engine

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

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Power and speed Speed

L1 34,320 40,040 45,760 51,480 57,200 62,920 68,640 74,360 80,080

Data for 15-18K98MC available on request.

Fuel and lubricating oil consumption

Specific fuel oil g/kWh

System oil Cylinder oil

Mechanical MAN B&W

L2 162 158 7.5-11

Fig. 1.02: Power, speed and SFOC

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Engine Power Range and Fuel Consumption

Engine power is specified in kW and in metric horse-

The engine power figures given in the tables remain

Tropical conditions: The cylinder oil consumption figures stated in the

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption values refer to brake

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