The central cooling water system is characterised by having only one heat exchanger cooled by sea- water, and by the other coolers, including the jacket water cooler, being cooled by the freshwater low temperature (FW-LT) system. In order to prevent too high a scavenge air tempera- ture, the cooling water design temperature in the FW-LT systemis normally 36 C, corresponding to a maximum seawater temperature of 32 C. Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system. This means that the temperature control valve in the FW-LT circuit is to be set to mini- mum 10 C, whereby the temperature follows the outboard seawater temperature when this exceeds 10 C. For external pipe connections, we prescribe the fol- lowing maximum water velocities: Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s MAN B&W Diesel A/S Engine Selection Guide 445 550 002 198 22 47 6.07.01 Fig. 6.07.01: Central cooling system Letters refer to List of flanges 178 47 05-6.0 Central Cooling System, common for Main Engine and Holeby GenSets Design features and working principle The camshaft lubricating oil cooler, is omitted in plants using the uni-lubricating oil system for the main engine. The low and high temperature systems are directly connected to gain the advantage of preheating the main engine and GenSets during standstill. As all fresh cooling water is inhibited and common for the central cooling system, only one common expansion tank, is necessary for deaeration of both the low and high temperature cooling systems. This tank accommodates the difference in water volume caused by changes in the temperature. To prevent the accumulation of air in the cooling wa- ter system, a deaerating tank, is located below the expansion tank. An alarm device is inserted between the deaerating tank and the expansion tank so that the operating crew can be warned if excess air or gas is released, as this signals a malfunction of engine components. Operation at sea The seawater cooling pump, supplies seawater from the sea chests through the central cooler, and overboard. Alternatively, some shipyards use a pumpless scoop system. On the freshwater side, the central cooling water pump, circulates the low-temperature freshwater, ina cooling circuit, directly through the lubricating oil cooler of the main engine, the GenSets and the scav- enge air cooler(s). The jacket water cooling systemfor the GenSets is equipped with engine-driven pumps and a by- pass system integrated in the low-temperature system. The main engine jacket system has an independent pump circuit with a jacket water pump, circulating the cooling water through the main engine to the fresh water generator, and the jacket water cooler. Athermostatically controlled3-way valve, at thejacket cooler outlet mixes cooled and uncooled water to maintain an outlet water temperature of 80-85 Cfrom the main engine. Operation in port During operation in port, when the main engine is stopped but one or more GenSets are running, valves A are closed and valves B are opened. Asmall central water pump, will circulate the neces- sary flow of water for the air cooler, the lubricating oil cooler, and the jacket cooler of the GenSets. The auxiliary engines-driven pumps and the previously mentioned integrated loop ensure a satisfactory jacket cooling water temperature at the GenSets outlet. The main engine and the stopped GenSets are preheated as described for the jacket water sys- tem. 445 550 002 198 22 47 MAN B&W Diesel A/S Engine Selection Guide 6.07.02 MAN B&W Diesel A/S Engine Selection Guide 445 550 002 198 22 47 6.07.03 Fig. 6.07.02 Central cooling system common for main engine and Holeby GenSets 178 46 95-8.0