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Furthermore, the guideline provides AM info to shipowners and operators of MAN B&W two-stroke marine diesel engines, how to
install an AM and how to stay in compliance with MARPOL Annex VI.
In conclusion, the guideline expands on the content of MAN Diesel & Turbos home page, as introduced by the Service Letters SL09-
520/KEA [1] 1, SL10-534/MFP [2], SL11-548/SVH [3] and SL2014-592/SVH [4].
MARPOL Annex VI
IMOs Annex VI to MARPOL 73/78 [5] entered into force on 19 May 2005 retroactive for engines from 1 January 2000. In October
2008, the Marine Environment Protection Committee (MEPC) 58 adopted a revised MARPOL Annex VI and the NOx Technical Code
(NTC) 2008 [6, 7], which entered into force on 1 July 2010. Regulation 13 of this revised Annex VI includes NOx emission requirements
for existing engines, as defined in the Approved Method (AM) definition (see Definition of Approved Methods 2.)
The revised Annex VI introduced two new tiers tightening the NOx limit by roughly 20% and 80%, respectively, compared with the Tier
I limit. Tier II by 1 January 2011, and Tier III by 1 January 2016. The following two graphs show the new NOx (Regulation 13) and SOx
(Regulation 14) limits (tier levels) with time. The Tier III limit is only in force within the IMO introduced emission control areas (ECAs),
whereas outside (globally), the Tier II limit applies (see attached area graph.)
The Tier I NOx limit was accomplished almost entirely by optimised fuel nozzles, Tier II limits are accomplished by additional nozzle
optimisation and re-optimisation of the engine performance, whereas the Tier III NOx limit requires additional measures, for example
a combination of Exhaust Gas Recirculation (EGR) and Water-In-Fuel emulsion (WIF,) or the secondary reduction method of Selective
Catalytic Reduction (SCR), i.e. outside the engine. Both EGR and SCR methods are currently being matured by MAN Diesel & Turbo
[8, 9].
Unfortunately, but unavoidable, all reduction methods have a trade-off issue; i.e. a reduction for one emission component may in-
crease other components. As a general rule for the combustion process, reducing NOx by 10% increases CO2 (and fuel consumption)
12
Nitrogen Oxides (as NO2) - g/kWh
2,5
2 010
y2
1,5 Jul SECA
1
CARB Phase 1
0,5 009 012 CARB Phase 2
y2 y2
J u l Jul
0
2000 2005 2010 2015 2020 2025
Year
An Approved Method (AM) is a retrofit kit (components and/or adjustments), which brings the engines NOx emission level in compli-
ance with the Tier I NOx limit (see also MAN B&W Approved Methods). The AMs are restricted to large marine engines with a cylinder
volume at or above 90 l/cyl with more than a total engine power of 5 MW and keel laying between 1 January 1990 and 31 December
1999 (both dates included). But the AM is not valid until the main manufacturer has released the retrofit (the AM) satisfying certain
criteria (see next paragraph) and it has been notified to the IMO.
The cost of the AM must not be excessive (see Approved Methods documentation). The specific fuel oil consumption must not
increase by more than 2% and the rated power not decrease by more than 1%. Further, the AM must not adversely affect engine
reliability and durability. Even though a Kit can be produced by outside manufacturers, the designer of the base engine must verify
that the engine performance criteria are observed and, thereby, approve the AM.
When the IMO secretariat is notified of a new AM, IMO publishes a new Circular (MEPC.1/Circ.x) to inform on the criteria for the new
AM and a notification date that defines the earliest date for introduction of the AM on board (see When to take action). Appendix 1
contains MAN Diesel & Turbos information for the Circulars [10-18], which is also used in the Class Notice of Compliance (NoC)
information for the flag state, when the AM is approved (see Approval process).
The MAN B&W engine Approved Method File (AMF), included with the AM documentation (see Approved Methods documentation),
consists of a four-page document describing the AM and a one or two-page appendix defining the on-board survey method (see Ap-
pendix 2 and Survey code). The latter, Appendix A (of Appendix 2,) presents an example for a survey.
Now used
as standard
The fuel nozzle is one of the most important components for establishing the NOx characteristics of an engine. The spray pattern (de-
fined by the nozzle-hole direction and size) can change the NOx characteristics drastically. Therefore, in order to introduce an AM, the
IMO regulations demand documentation for the NOx reduction from the original engine build in comparison with the Tier I NOx limit.
The MAN B&W AMs are being introduced gradually, starting with the engine types with the higher population. The next engines are
engines with layouts outside the normal range and, finally, engines with differently specified original fuel nozzles. For the first AMs,
new comparative fuel-nozzle tests have been performed to form a basis for the emission evaluation. But, to avoid expensive emis-
sion measurements, only the most frequently used original nozzles have been compared. This may not necessarily be the case in
the future, if existing emission data can be used. The first tests for AMs were performed on the test bed but, in future, tests may be
performed on board.
The first engine types that received an AM were the S70MC, the S50MC and the S60MC [3]. However, not all engines of these models
are included in the AMs introduced. The applicability depends on design and layout (see Appendix 1 and the later section on criteria
for selection of AMs: Procedure for verifying applicability). In future, MAN Diesel & Turbo may introduce AMs for additional original
nozzles, expand the Mk5/6 S-type power range with Mk3-type engines and follow up with similar L-type engine sizes. The L50MC
has now been introduced [4]. However, at this time no decision on the continuation has been made yet.
If an AM is available before the renewal survey, the ship owner must install the AM (see Actions to install an Approved Method).
Further, the Class needs to be called to survey the AM before a new IAPP can be issued, or amended (see also Class). Some classes
may want to be present on board during the survey, but many accept documentation forwarded after the survey, as basis for the new
IAPP certificate. The proper nozzle can be inspected during installation in dry dock, when overhaul takes place. But installation of the
nozzle can take place any time.
The new Chapter 7 of the NTC describes the requirements for documentation and certification of the Approved Method. An Approved
Method File (AMF) (equivalent to the Danish proposal on an Existing Engine Technical File, [22-24], or a much reduced version of a
standard Tier 1 Technical File [25-27]) shall follow the ship throughout its life. The AMF also includes a description of the engines
on-board verification procedure (see Approved Method file). Further, recently, a new IMO Resolution (MEPC.242(66) [28]) was pub-
lished, which presents guidelines for the information to be submitted by an administration covering the certification of an AM.
In short, the following documentation must be provided (see also Definition of Approved Methods):
NOx emissions (<= Tier I emission limit)
Cost effectiveness (<= 375 SDR/metric tons NOx reduced) (see next page)
Fuel consumption (<= 2% increase)
AMF including survey method (defining the criteria for compliance)
The Resolution emphasizes information to be given in the individual engine-type IMO AM Circular (the IMO notification) for the exact
criteria for AM applicability and a Contact Point (CP) in case of questions to the criteria. (See Procedure for verifying applicability.)
As mentioned in the 2010 MAN Diesel & Turbo review [8], due to the amount of work required to collect enough documentation for
these existing engines, MAN Diesel & Turbo suggested a more relaxed engine-group concept based on existing emissions data to
make the Kit proposal more pragmatic. Still, as basis for the certification approval, documentation similar to the MAN Diesel & Turbo
unified Technical File [23-24, 26] Supportive Documentation must support the application to the administration.
In addition to the NOx characteristics, the documentation includes calculation of costs for the AM. The costs of the AM are not to be
excessive, determined by a comparison of NOx reduction, and cost of purchasing and installation. A formula (with a maximum limit
of 375 monetary units (SDR 3)/metric tons NOx) was developed. MEPC.1/Circ. 678 [29] describes in detail, which expenses can be
included in the cost-effectiveness formula. All hardware for the AM and possible machining of the cylinder cover is included in the AM
price, whereas, the cost for regular maintenance and travel is not included. Also, the cost of the on-board survey by the Class is not
included in the AM price.
Where: Cost: The sale price of components plus any installation cost above that of regular maintenance
Power: the rated power (kW) of the engine(s) as defined on the application for an Approved Method
NOx: The difference between engines designed weighted NOx value and the applicable limit as stated
in regulation 13.7.4
SDR: Special Drawing Rights (an averaged currency between different currencies)
3 SDR: Special Drawing Rights (375 SDR approx. 600 US$ April 2008, or approx. 582 US$ in March 2014)
The sample AMF, for the basis engine AM, can be found on MAN Diesel & Turbos website (see reference later in MAN Diesel &
Turbo Home page), but is also attached the individual engine-type IMO Circulars [10-18].
The specific AMF identifies on the first AMF page, the engine (and vessel) to which the AMF applies (see MEPC.1/Circ.x): vessel IMO
number; engine type, manufacturer and model; applicable engine cycle; rated power & speed.
In future, similar to a Technical File (TF) for Parent or Member engines introduced with the IMO regulation in 2000, all existing en-
gines, where an AM has been installed, will each have an Approved Method File (AMF). The originally IMO-approved basic AMF could
be regarded as the Parent TF, and the specific individually surveyed AMF for the existing engines as the Member TF.
The necessary input performance data for the survey are listed in the survey code (yellow fields in the Excel sheet for AM survey). Ad-
ditionally, the engine and the testing date must be identified on the page. The survey code is locked with the proper indication of max.
rating, VIT and cooling system (if stated wrong, MAN Diesel & Turbo must correct the survey code before the final submission to the
Approved Methods Certifying administration (AMC) (or Recognized Organization (RO) for approval).
When performance data are entered, the code will indicate whether the engine is in compliance or not. If not, adjustment of the engine
is necessary. The Excel pages are colored to indicate the input performance data that are necessary for the survey and to define the
engine. When the engine is in compliance, a printout of the pages must be added to the vessels (engine) log book as documentation
(see FAQs). Appendix A in Appendix 2 shows an example of the survey code.
The survey can also be performed manually since all equations required are shown in the Excel pages. But, the survey code auto-
matically corrects performance data to ISO ambient conditions before the comparison with the AMF stated limits for compliance (the
ISO correction equations are also shown in Appendix 3).
2. Performance parameter check at 75% load 3. Performance parameter check above break point for engines with VIT (if appropriate)
2.1 Registration of reference performance parameters (AMF Table 2) 3.1 Registration of reference performance parameters at 100% (AMF Table 2)
Performance parameters Reference Max. allowed Performance parameters Reference Max. allowed
Units Symbol Values Units Symbol Values Units Symbol Values Units Symbol Values
Max. combustion pressure barabs A 132 barabs E 135 Max. combustion pressure barabs A 141 barabs E 143
Cylinder pressure rise bar B 24 bar F 29 Turbine back pressure mmWC C 300 mmWC G 450
Turbine back pressure mmWC C 179 mmWC G 340 Scavenging-air temperature C D 48 C H 54
Scavenging-air temperature C D 43 C H 46 Break point % T 85
2.2 Measure ambient and performance parameters (at 75% load 5%) 3.2 Measure ambient and performance parameters (above the break point)
Performance parameters Measured ISO Corrected (see 2.3-2.4) Performance parameters Measured ISO Corrected (see 3.3)
Units Symbol Values Units Symbol Values Units Symbol Values Units Symbol Values
Max. combustion pressure bar I 126,7 barabs Q 127,74 Max. combustion pressure bar I 139 barabs Q 141,17
Max. cyl. compr. pressure bar J 100,5 barabs R 101,85 Turbine back pressure mmWC K 300 mmWC
Turbine back pressure mmWC K 170 mmWC Scavenging-air temperature C L 40 C
Scavenging-air temperature C L 36 C Ambient pressure mbar M 1023 mbar
Ambient pressure mbar M 1024 mbar T/C inlet temperature C N 27,5 C
T/C inlet temperature C N 24,5 C Measured load % U 100
Sea-water inlet temperature C O 23,5 C
Set point coolant outlet temp. C P 36 C 3.3 Calculate ISO corrected maximum combustion pressure
Use equation (1)
2.3 Calculate ISO corrected max. combustion pressure and max. cyl. compression pressure
Q=(I+M/1000)*(1+0.002198*(N-25)-0.00081*(L-D)-0.00022*(M-1000)*0.75+0.00005278*(K-C)) (1) 3.4 Compliance check
R=(J+M/1000)*(1+0.002954*(N-25)-0.00153*(L-D)-0.000301*(M-1000)*0.75+0.00007021*(K-C)) (2) Performance parameters Engine performance Max./Min. allowed Compliance
Max. combustion pressure Q 141,2 143 E yes
2.4 Calculate maximum allowed scavenging-air temperature Measured load U 100 85 T yes
Sea Water (SW) or Central fresh-water Cooling system (CC):
S=H+(O-25) (3)
Central fresh water Cooling system with Fixed outlet temperature (CC-F):
If O <= P-2 S=H (4a)
Else S=H+(O-(P-2)) (4b)
Where P is the central cooler set point for outlet coolant temperature
A major conversion is a retrofit, which may involve engine replacement, up-rating of engine power or modification to defined NOx
components (called a substantial modification.)
A substantial modification (NTC 2008 1.3.2) on an engine in a ship constructed before Year 2000 is defined as any modification that
increases the existing emission in excess of the given IMO allowances (NTC 2008 6.3.11) measured by the simplified measurement
method (NTC 2008 6.3.)
If NOx increases with the modification, an amendment to a TF is not possible, but as long as the NOx-cycle value is lower than the
actual NOx limit (based on engine r/min) either an amendment to the IAPP certificate or a new constructed TF is possible.
An amendment to the AMF would normally not exist, as the AM nozzle will either fit the engine or not. However, some engines have
been delivered with a special slim-type fuel nozzle, with the same spray pattern as the standard conventional nozzle, which can be
used. This nozzle could be amended to the introduced AM to increase the population of applicable engines, similar to amending ad-
ditional existing old nozzles as basis for the AM.
This includes the following (see also The Approved Method process):
Investigate if an AM exists for the engine type in question
Overhaul the engine fuel components if necessary (bring the engine to the original test bed condition)
Install the AM on board (or during dry docking)
Adjust the engine according to the AMF (survey the engine following the survey code)
Print out the survey and add it to the engine log book
Advise the Class (RO)
before the AM installation with the basic (or specific, if already obtained) AMF, allowing for survey attendance and,
after AM installation with the specific AMF incl. obtained on-board survey data (Appendix A) for issuance of new IAPP
certificate
If the AM is ordered through MAN Diesel & Turbo, the MAN Diesel & Turbo Retrofit Products dept. (or licensee (MA)) will forward a
dedicated specific AMF (including a live survey code) to the owner before dry docking or sea trial for Class inspection, based on
the originally (basic) approved AMF for the engine type in question.
Since a new AM can be introduced later, the owner must review the IMO Circulars (or ask the manufacturer if a new AM has been
introduced) before a later overhaul.
The existing engine must be in compliance by no later than the first renewal survey minimum 12 months after the Kit is available
(date of notification to IMO). If it can be demonstrated that the Kit was not commercially available for the renewal survey, it shall be
installed no later than at the next annual survey (Regulation 13 7.2. [7])
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Ap ate
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1 year 5 year
Lead time Depending on certicate renewal
date (renewal survey)
If an AM is available, the ship owner must introduce the AM on board at the renewal survey (see Actions to install an Approved
Method and Installation of an Approved Method). If no AM is available, the engine is in compliance, but the Class needs to amend
the new IAPP that no AM exists.
Specifications for all introduced AMs are given in Appendix 1 and the original Circulars referenced in [10-18].
Due to the possibility of slight correction errors in converting hp to kW, as was the usual engine nameplate rating specification before
the IMO Regulation, MAN Diesel & Turbo introduced a +/-25 kW/cyl tolerance increasing the applicable layout area (both up and
down) slightly. The correct conversion factor is: 1 hp = 75 kpm/s = 0.7355 kW. If the rating is given in kW, the tolerance should not
be necessary.
It should be noted that the enlarged area is fully covered with the AM documentation. The correction ensures inclusion of all engines
intended for the AM. It is anticipated that only a few engines will be affected by this correction.
The selection procedure on the MAN Diesel & Turbo Home page will lead to a statement on AM applicability.
4 The graphical representation should be regarded as a guidance only. The MAN home page should be used in cases of doubt
(see MAN Diesel & Turbo Home page)
A L 100%
E 1
C
B 90%
F
L3
D L2 80%
70%
L4
The extended lay-out area (ABDC) is dened from the 'L1' point minus
10% in power and minus 10% on speed 60%
40%
MAN Diesel & Turbo (MDT) acts as the CP for MAN B&W two-stroke engines when the IMO circular criteria are not met directly or if
modifications involving NOx components have been performed to the engine after delivery from test bed. But MDT can also help with
any evaluation and ensure approval by the Administration (or an exemption if appropriate.) (See Help)
The attached flow chart shows a schematic of the processes and the following table (Approved Method procedures) describes the
processes in more details.
No SO establishes from
SO documents AM is not CA 19 16 CP if AM is CA
Availability loop Yes NTC certication of 12
Rejects engine
SO action before next SA review 20 17 SO installs AM
22
Annual Survey Accepts
21 18 13 Final approval
SA survey - IAPP Cert. Supplement duly completed B: a) AM not CA b) Veries by survey that AM installed c) Initial survey
Note: Maximun period A to B (rst pass in case of not CA) rst Renewal Survey after A + 12 month
*) Task Comments
1-3 I. AM development MDT responsibility
3 IMO issues AM circular With notification date
4 II. SO checks core parameters in Core parameters: engine model, engine cycle, original fuel nozzle**), rated power &
IMO Circular speed (w. tolerances & conversion factor) If not compliant, SO investigates again at
the next renewal survey (overhaul)
5 SO checks detailed parameters in p max and p comp (ISO ambient corrected, rounding up/down)
IMO Circular
6 SO submits result to SA for agree- If all parameters are within MEPC.1/Circ.x requirements
ment
7-9 III. Applicability (exemption) loop If detailed parameters are outside the IMO Circular criteria or if engine NOx compo-
nents have been modified after vessel delivery
7 SO to contact CP for exemption SO submits application to CP needed info:
engine model, manufacturer & engine#
original fuel nozzle
rated power & speed (from nameplate)
test-bed report (TB)
VIT and on-board charge-air cooling system
other modifications (involving NOx components) after delivery
9-10 SA issues non-applicability If CP advices non-applicability, AMC (or CP) submits document to SA
documentation agree with AMC***) (and informs SO)
*) Numbers refer to boxes in Figure 1 - Approved Method Process Flowchart (from IMO Resolution MEPC.243(66) [30])
**) The original fuel nozzle was not introduced in the PPR 1 report as a core parameter, but after discussion at the meeting,
MDT included the nozzle due to the very clear definition in the IMO criteria
***) There will be a special fee for issuing a non-applicability document (from AMC or CP)
Performance data at 75% and 100% loads (corrected to ISO ambient conditions)
pmax (max. combustion pressure) 6
Information on VIT and cooling system is necessary for setting up the correct survey procedure (Survey code) for the engine.
5 The engine name plate will usually state the engine rating
6 Test-bed data may not necessarily reflect the proper adjustment of the engine. Therefore, AM applicability must include the original design specification or a
comparison with sister engines in the evaluation
When the Approved Method has been installed, a survey according to the AMF must be conducted, and the ships International Air
Pollution Prevention (IAPP) certificate must be amended.
It is important to notice that the engine is supposed to be in a mechanical state, as it was delivered from test bed. I.e. overhaul of fuel
injection components and cylinder parts may be needed before the AM installation, so as to obtain the correct AM conditions. Further,
in case of excessive fouled hull, cleaning may be necessary to maintain service speed. And, in some cases, where the slide-valve
nozzle area is changed, compared with the original nozzle area, re-adjustment of governor limiters may be necessary.
A check list has been prepared for convenience (see Check list for installation.)
14 Class (RO) to issue new (or amend) IAPP based on the on-board survey
15 (Return to AM procedures) Submit approved AMF incl. survey to MDT
*) The engine shall be as in the original state before installing the AM (a status for the actual engine performance may be
needed to evaluate engine condition before installation.)
MDT has defined three different cooling systems depending on the configuration of the system:
1. Sea-water (SW) system, where the surveyed temperature will vary with the sea-water temperature.
2. Central cooling (CC) system, which also varies with the sea-water temperature, but with a slightly higher reference tempera-
ture due to the central cooler.
3. CC system that operates with a thermostat-regulated, fixed, outlet-coolant temperature (CC-F). This system operates with
reference temperatures independent of the sea water temperature (until the sea water temperature exceeds the set fixed
outlet-coolant temperature.)
The survey code is set up for the actual cooling system on board and, therefore, needs to be re-defined if the system was unknown
when the AMF was created. The Survey code will automatically adjust the survey and verify compliance depending on the cooling
system defined.
In both cases, an appropriate notation on the ships IAPP certificate must be added.
The owner must verify (see Responsibility) if an AM has been released and whether it is applicable for the actual engine. If no AM is
available, the engine is in compliance, but the class needs to amend the new IAPP to show that no AM exists.
Contact:
MAN Diesel & Turbo | PrimeServ Copenhagen
Dept.: DR-CPH
Teglholmsgade 41, 2450 Copenhagen SV, DENMARK
Phone: + 45 33 85 11 00
Fax: + 45 33 85 10 49
DR e-mail: DR-CPH@mandiesel.com
www.mandieselturbo.com
Information needed:
Vessel IMO (Lloyds) number
Engine type
Original fuel nozzle ID number (as delivered on test bed)
Engine max. rated power and speed (from test bed report or name plate)
Original test bed performance data (see Procedure for verifying applicability or Survey code)
Info on existing VIT system and cooling system used on board (sea water, central cooling system, central cooling system with
fixed coolant outlet temperature, e.g. 36 C)
[2] SL10-534/MFP: Approved Methods (Pre-2000 marine diesel engines,) Service Letter, September 2010.
[3] SL11-548/SVH: Approved Methods and Revision (S50MC, S60MC and S70MC,) Service Letter, August 2011.
[4] SL2014-592/SVH: Approved Method for the MAN B&W L50MC engine type and information on the Approved Method
Process Service Letter, August 2014.
[5] Annex VI of MARPOL 73/78, Regulations for the Prevention of Air Pollution from Ships and NOx Technical Code, IMO 1998.
[7] Revised MARPOL Annex VI and NOx Technical Code 2008, IMO second edition, 2009.
[8] Two-Stroke Engine Emission Reduction Technology: State-of-the-Art, Michael Finch Pedersen, Anders Andreasen and
Stefan Mayer, MAN Diesel & Turbo, Cimac Congress 2010, Bergen, Paper No.: 85.
[9] Tier III SCR for Large Two-Stroke MAN B&W Diesel Engines, Henrik Christensen et. al. MAN Diesel & Turbo, Proceedings
of the International Symposium on Marine Engineering (ISME) October 17-21, 2011, Kobe, Japan, Paper 587.
[11] MEPC.1/Circ.738/Add.1: Information on an Approved Method under MARPOL Annex VI (Approved Method for MAN B&W
S70MC,) 10 August 2011.
[12] MEPC.1/Circ.738/Add.2: Information on an Approved Method under MARPOL Annex VI (Approved method for MAN B&W
S70MC amended slim-type AM nozzle,) 31 January 2013.
[13] MEPC.1/Circ.764: Information on an Approved Method under MARPOL Annex VI (Approved method for MAN B&W S70MC
complete extended layout area,) 12 August 2011.
[14] MEPC.1/Circ.764/Add.1: Information on an Approved Method under MARPOL Annex VI (Approved Method for MAN B&W
S70MC,) 15 September 2011.
[15] MEPC.1/Circ.738/Add.3: Information on an Approved Method under MARPOL Annex VI (Approved Method for MAN B&W
S70MC amended slim-type AM nozzle,) 7 March 2014.
[16] MEPC.1/Circ.765: Information on an Approved Method under MARPOL Annex VI (Approved method for MAN B&W
S50MC,) 12 August 2011.
[18] MEPC.1/Circ.837: Information on an Approved Method under MARPOL Annex VI (Approved method for MAN B&W
L50MC,) 4 June 2014.
[19] SL02-403/UM: Introduction of Slide Fuel Valve, Service Letter, June 2002.
[20] Slide Fuel Valve PrimeServ Retrofitting, MAN Diesel & Turbo, 1510-0011-03ppr, July 2010.
[22] BLG-WGAP 2/2/13: Revision of MARPOL Annex VI and the NOx Technical Code (Proposals on regulation of NOx emissions
from existing engines,) 5 October 2007.
[23] BLG 13/13/7: Review of relevant non-mandatory instruments as a consequence of the amended MARPOL Annex VI and
the NOx Technical Code (Comments on certification procedures and documentation for Approved Methods,) 19 December
2008.
[24] BLG 13/13/8: Review of relevant non-mandatory instruments as a consequence of the amended MARPOL Annex VI and
the NOx Technical Code (Example of Approved Method documentation for certification,) 19 December 2008.
[26] A Guideline to the Unified Technical File, MAN B&W Diesel, November 2004.
[27] SL05-446/KEA: Guideline to unified Technical File, Service Letter, January 2005.
[28] Resolution MEPC.242(66): 2014 Guidelines in respect of the information to be submitted by an Administration to the or-
ganization covering the certification of an Approved Method as required under the Regulation 13.7.1 of MARPOL Annex VI,
4 April 2014.
[29] MEPC.1/Circ.678: Definitions for the cost-effectiveness formula in Regulation 13.7.5 of the revised MARPOL Annex VI, 27
July 2009.
[30] Resolution MEPC.243(66): 2014 Guidelines on the Approved Method process, 4 April 2014.
[31] MAN Diesel & Turbos web site for engines with an AM and info procedures: www.mandieselturbo.com/AM, May 2011.
Appendices
APPROVED METHOD(s) FOR MAN B&W S50MC
Appendix 1 Approved Method layout for different engine types Date of notification: 11 August 2011
The AMs complies with the following requirements: Reg. 13.7.5.1 and Reg. 13.7.5.2
(from IMO MEPC.1/Circs: S50MC, S60MC, S70MC and L50MC) AM Specification of engine type iv Specification of performance iv
i
not all fuel nozzles are marked, but if drawings are referenced to original MAN B&W (drilling) drawings (i.e. identical nozzles) these
engines are also included in the AM
ii
within the range bounded by MCR per cylinder and rated speed as defined in attached lay-out graph (a +/- 25 kW tolerance shall be
allowed on the power limits, respectively, to allow for minor conversion errors)
iii
at ISO ambient conditions based on original test-bed data at 75 & 100% loads (or interpolated from adjacent loads, if not available)
iv
exemptions may be introduced on approval by the Administration
Enclosure 3 Enclosure 3
APPROVED METHOD(s) FOR MAN B&W S70MC
APPROVED METHOD(s) FOR MAN B&W S60MC (Amended a special slim-type AM-2 nozzle)
Date of notification: 5 October 2011
The AMs complies with the following requirements: Reg. 13.7.5.1 and Reg. 13.7.5.2
The AMs complies with the following requirements: Reg. 13.7.5.1 and Reg. 13.7.5.2
AM Specification of engine type iv Specification of performance iv
AM Specification of engine type iv Specification of performance iv
Existing fuel nozzles MCR per Rated Pmax Pmax-Pcomp
Existing fuel nozzles MCR per Rated Pmax Pmax-Pcomp
drawing number/ cylinder speed at max tolerance at max tolerance
drawing number/ cylinder speed at max tolerance at max tolerance
IMO ID number i (kW/cyl) ii (rpm) ii (barabs) iii (bar) iii
IMO ID number i (kW/cyl) ii (rpm) ii (barabs) iii (bar) iii
100% 75% 100% 75%
100% 75% 100% 75%
MD-C-S70-1#1 1767711-1 or M5-1
MD-C-S60-1#1 1756126-6 or M5-1 1840-2040 100-105 143 132 16 31
3062363-7 (AM-1) 1767766-2
5116821-1 (AM-1) 1268760-2, 3187610-9 2530-2810 86-91 143 135 8 29
1248498-2 or M5-14B
or M6-7 MD-C-S70-1#1r
1268787-8 or M6-8 3062680-0 (AM-1r)
MD-C-S60-2#1 as AM-1 1650-2040 94-105 143 132 19 33 MD-C-S70-2#1 as AM-1 2530-2810
5116799-5 (AM-2) 3062364-9 (AM-2)
81-91 144 135 12 32
MD-C-S60-2#2 as AM-1 1840-2040 100-105 143 132 18 33 MD-C-S70-2#2
5116799-5 (AM-2) 3062364-9 (AM-2)
i as AM-1 2250-2810
not all fuel nozzles are marked, but if drawings are referenced to original MAN B&W (drilling) drawings (i.e. identical nozzles) these
MD-C-S70-2r
engines are also included in the AM 3062713-7 (AM-2r)
ii
within the range bounded by MCR per cylinder and rated speed as defined in attached lay-out graph (a +/- 25 kW tolerance shall be i
not all fuel nozzles are marked, but if drawings are referenced to original MAN B&W (drilling) drawings (i.e. identical nozzles) these
allowed on the power limits, respectively, to allow for minor conversion errors) engines are also included in the AM
iii
at ISO ambient conditions based on original test-bed data at 75 & 100% loads (or interpolated from adjacent loads, if not available) ii
within the range bounded by MCR per cylinder and rated speed as defined in attached lay-out graph (a +/- 25 kW tolerance shall be
iv
exemptions may be introduced on approval by the Administration allowed on the power limits, respectively, to allow for minor conversion errors)
iii
at ISO ambient conditions based on original test-bed data at 75 & 100% loads (or interpolated from adjacent loads, if not available)
Lay-out area graph (with AM-#s indicated, if appropriate) iv
exemptions may be introduced on approval by the Administration
ENCLOSURE 3
for
B&W engine #nnnn (vessel IMO # 9yyyyyy ,) zL50MC, rating 1330 kW/cyl at 148 r/min
Specific member engine:..
THIS IS TO CERTIFY that engines specified in this engine group, when complying with the given description
in Table 1 and 2 (requirements for design and performance,) fully satisfies the requirements as amended in
the Revised MARPOL Annex VI and the NOx Technical Code 2008.
Approved by..
(Seal or Stamp of the authority, as appropriate)
Table 1 NOx Components *) The attached flow chart describes the procedure for an on-board survey and Appendix A provides a
complete on-board survey based on the original test-bed report.
Component (parameter) Specification MAN B&W IMO ID Other IMO ID
It is required to perform an on-board survey within one-month period from a called (or anticipated) survey.
Fuel valve nozzle 2 fuel valves pr. cylinder 1144789-3 Further, soonest after docking (or performance adjustment or repair on-board,) a survey shall be performed
Fuel pump plunger (diameter) 47 mm not applicable (N/A) to verify setting values and ensure continuing compliance.
Fuel cam (rise) 1.268 mm/deg not applicable (N/A) Survey code
A dedicated survey code issued for the engine group (following the AMF specifications) can be used to
demonstrate compliance and print out a new Appendix A for the initial and later on-board surveys.
*) A cross reference table for all IMO components of less importance for the NOx emission has been
submitted to the Administration to define the engine group The survey code adjusts automatically Pmax and Pcomp to ISO ambient conditions with input of the
specified performance parameters (yellow fields in the tables.) However, it is possible to check compliance
Table 2 Reference and maximum allowed operating values manually, using the equations stated in Appendix A.
Parameter (ISO ambient conditions) Reference value Maximum allowed **) Actual date for the survey and actual member engine# shall be stated in the Appendix to ensure that the
correct survey is carried out and all surveys shall be signed by the Chief Engineer and added to the record
Power % 100 75 50 25 100 75 50 25
book.
Maximum combustion pressure
141 130 98 70 144 133 101 73
barabs Performance data
Cylinder pressure rise bar Performance data shall be obtained following a standard performance-observation check as described in the
21 40 37 29 28 48 45 37
parameters
(Pmax - Pcomp) MAN B&W engine operation instructions. Pmi measurements or indicator cards will provide Pmax and
o Pcomp. The data should be specified with one decimal where possible (especially Pmax and Pcomp,) and
Scavenging-air temperature C 48 43 39 44 54 46 42 47
Engine
o If compliance is not obtained the first time, the engine needs to be adjusted for compliance, and data
Ambient temperature C 25 obtained again. Please observe that measuring equipment must be calibrated according the IMO Regulation
Humidity rel.% 30 before the scheduled survey.
conditions)
o
Sea-water (inlet) temperature C 25 Record book
An engine record book can be created by collecting all future survey print outs and add description on the
Central sea-water-cooler fresh-water-outlet temperature (for central-
o 36 performed maintenance (date for installation or renovation of new IMO components and performance
cooling system) C *)
o adjustments.)
*) Based on 25 C sea-water temperature (but depending on cooling strategy, (see also Instruction book
Operation.) Procedure
**) Additionally, common MAN B&W engine instructions shall always be followed. 1. On-board surveys are carried out following the above description based on standard MAN B&W engine
performance observations and in agreement with performance measurements in the NOx Technical
Code
2. Add, as part of the AMF (page 5,) the filled-out survey code (Appendix A) with original test-bed data for
pre approval (initial approval) of the individual AMF and, as an example for an on-board survey *)
3. Following the AM installation, a new survey shall be performed on board to show compliance before
renewal of the IAPP certificate. Similarly, on-board surveys shall be performed before future annual or
intermediate surveys
4. Add future on-board surveys to show continued compliance as part of the engine record book
--------
*) The scavenging-air temperature may not show compliance on test bed due to the different cooling set up
on the test facilities. Non compliance of other parameters on test bed requires the Administration approval.
2 3
Survey start
No
Adjust engine 2.5. Compliance?
Yes
engine have
Yes
3. Performance Parameters CheckVIT? above Break Point for Engines with VIT :
3.1. Registration of reference maximum combustion pressure at 100% load
3.2. Measure ambient and performance parameters (above break point)
3.3. Calculate ISO corrected maximum combustion pressure
No
Adjust engine 3.4. Compliance?
Yes
Survey end
2. Performance parameter check at 75% load 3. Performance parameter check above break point for engines with VIT (if appropriate)
2.1 Registration of reference performance parameters (AMF Table 2) 3.1 Registration of reference performance parameters at 100% (AMF Table 2)
Performance parameters Reference Max. allowed Performance parameters Reference Max. allowed
Units Symbol Values Units Symbol Values Units Symbol Values Units Symbol Values
Max. combustion pressure barabs A 131 barabs E 134 Max. combustion pressure barabs A 141 barabs E 144
Cylinder pressure rise bar B 41 bar F 49 Turbine back pressure mmWC C 300 mmWC G 450
Turbine back pressure mmWC C 179 mmWC G 340 Scavenging-air temperature C D 48 C H 54
Scavenging-air temperature C D 43 C H 46 Break point % T 85
2.2 Measure ambient and performance parameters (at 75% load 5%) 3.2 Measure ambient and performance parameters (above the break point)
Performance parameters Measured ISO Corrected (see 2.3-2.4) Performance parameters Measured ISO Corrected (see 3.3)
Units Symbol Values Units Symbol Values Units Symbol Values Units Symbol Values
Max. combustion pressure bar I 132 barabs Q 131,04 Max. combustion pressure bar I 141,6 barabs Q 140,52
Max. cyl. compr. pressure bar J 91 barabs R 90,66 Turbine back pressure mmWC K 230 mmWC
Turbine back pressure mmWC K 123 mmWC Scavenging-air temperature C L 36 C
Scavenging-air temperature C L 31 C Ambient pressure mbar M 1019 mbar
Ambient pressure mbar M 1018 mbar T/C inlet temperature C N 17 C
T/C inlet temperature C N 16,5 C Measured load % U 100
Sea-water inlet temperature C O 9,8 C
Set point coolant outlet temp. C P 36 C 3.3 Calculate ISO corrected maximum combustion pressure
Use equation (1)
2.3 Calculate ISO corrected max. combustion pressure and max. cyl. compression pressure
Q=(I+M/1000)*(1+0.002198*(N-25)-0.00081*(L-D)-0.00022*(M-1000)*0.75+0.00005278*(K-C)) (1) 3.4 Compliance check
R=(J+M/1000)*(1+0.002954*(N-25)-0.00153*(L-D)-0.000301*(M-1000)*0.75+0.00007021*(K-C)) (2) Performance parameters Engine performance Max./Min. allowed Compliance
Max. combustion pressure Q 140,5 144 E yes
2.4 Calculate maximum allowed scavenging-air temperature Measured load U 100 85 T yes
Sea Water (SW) or Central fresh-water Cooling system (CC):
S=H+(O-25) (3)
Central fresh water Cooling system with Fixed outlet temperature (CC-F):
If O <= P-2 S=H (4a)
Else S=H+(O-(P-2)) (4b)
Where P is the central cooler set point for outlet coolant temperature
a. Abstract of pages from the MAN Diesel & Turbo home page on Approved Methods
The purpose of the home page is to inform owners and operators of MAN B&W two-stroke marine diesel engines on:
Introduced (IMO notified) Approved Methods (AMs) the specific engine types
How to evaluate the applicability of an AM selection of an AM based on the published IMO Circular for a specific engine type
The following figure shows an example of communication with the home page the actual selections (choices) are printed in the
answering boxes
7 The AM criteria are specified in the respective IMO Circular (MEPC.1/Circ.x) for the engine type
8 The original fuel nozzle was not included in the PPR 1 report as a core parameter, but after discussion at the meeting, MDT included the nozzle due to the very
clear definition in the IMO criteria
Installation of an AM
For guidance on the following installation see check list for installation. Push button: check list
9 According the Revised MARPOL Annex VI Regulation 13 Chapter 7.2 the AM must be introduced no later than by the first renewal survey 12 months or more
after IMO has been notified of the AM. But, if the AM is not commercially available, the AM must be introduced no later than by next annual survey. This means
that the the ship owner must investigate whether new AMs have been introduced within one year before a renewal survey.
Marking Location
Read average performance data from standard performance sheets in the original (delivery) test-bed report,
Read average performance data from standard performance sheets in Pmax and Pcomp at 100, 75, 50 and 25% loads.
Averaged data
Correct data to ISO ambient conditions and enter on web page
CorrPmax = (pmax + pamb / 1000) (1 + 0.002198 (tinl 25) 0.00081 (tscav tscav.ref) 0.00022 (pamb 1000) 0.75 +
0.00005278 (pback pback.ref))
CorrPcomp = (pcomp + pamb / 1000) (1 + 0.002954 (tinl 25) 0.00153 (tscav tscav.ref) 0.000301 (pamb 1000) 0.75 +
0.00007021 (pback pback.ref))
where:
pamb ambient pressure (mbar)
pback back pressure (mmWC)
pcomp compression pressure (bar)
pmax maximum pressure (bar)
tinl T/C inlet temperature (C)
tscav scavenge air temperature (C)
subscript ref refers to ISO reference conditions (1000 mbar & 25C)
tscav.ref and pback.ref varies with the engine load, as given in the following tables:
Load Sea water coolant Central coolant Scav. temp sea wa- Scav. temp central Scav. temp central cooler fixed
system system ter coolant system coolant system temp (36 C out)
% C C C C C
100 25 29 37 41 48
75 25 27 32 34 43
50 25 26 28 29 39
25 25 26 33 34 44
Load % 100 75 50 25
Turbine back pressure mmWC 300 179 86 25
July 2014
2510-0001-01ppr Jul 2014 Printed in Denmark
MAN Diesel
Teglholmsgade 41
2450 Copenhagen, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
mandiesel-cph@mandiesel.com
www.mandiesel.com