Two-stroke Engine Project Guide

S26MC Mk 6 Project Guide
Two-stroke Engines
This Project Guide is intended to provide the information necessary for the layout of
a marine propulsion plant.
The information is to be considered as preliminary 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.
5th Edition
December 2005
Contents:
Engine Design 1
Engine Layout and Load Diageams, SFOC 2
Turbocharger Choice 3
Electricity Production 4
Installation Aspects 5
Auxiliary Systems 6
Vibration Aspects 7
Instrumentation 8
Dispatch Pattern, Testing, Spares and Tools 9
Documentation 10
Scaled Engine Outline 11

MAN B&W Diesel A/S S26MC Project Guide
Contents
Subject Page
1 Engine Design
Description of designation 1.01

Power, speed and SFOC 1.02
Engine power range and fuel consumption 1.03
Performance curves for S35MC without VIT fuel pumps 1.04
Description of engine 1.05-1.11
Engine cross section 1.12
2 Engine Layout and Load Diagrams, SFOC
Engine layout and load diagrams 2.01-2.11

Specific fuel oil consumption 2.12-2.15
Fuel consumption at an arbitrary load 2.16
Emission control 2.17
3 Turbocharger Choice
Turbocharger types 3.01-3.09

Total by-pass for emergency running 3.10
4 Electricity Production
Power Take Off (PTO) 4.01-4.02

Power Take Off/Renk Constant Frequency (PTO/RCF) 4.03-4.05
Power Take Off/Gear Constant Ratio BW IV/GCR 4.06
Power Take Off/Gear Constant Ratio BW II/GCR 4.07
5 Installation Aspects
Installation aspects 5.01-5.02

Space requirement for the engine 5.03-5.04
Crane beams for overhaul of turbocharger 5.05
Engine room crane 5.06
Overhaul with double-jib crane 5.07-5.08
Engine outline 5.09-5.10
Centre of gravity 5.11
Water and oil in engine 5.12
Gallery outline 5.13-5.14
Engine pipe connections 5.15-5.17
List of counterflanges 5.18-5.19
Arrangement of holding down bolts 5.20
Profile of engine seating 5.21-5.23
Earthing device 5.24
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1
Contents
Subject Page
6 Auxiliary Systems
6.01 List of capacities 6.01.01-6.01.18

6.02 Fuel oil system 6.02.01-6.02.09
6.03 Lubricating and cooling oil system 6.03.01-6.03.09
6.04 Cylinder lubricating oil system 6.04.01-6.04.04
6.05 Cleaning system, stuffing box drain oil 6.05.01
6.06 Cooling water systems 6.06.01-6.06.08
6.07 Central cooling water system 6.07.01-6.07.03
6.08 Starting and control air systems 6.08.01-6.08.05
6.09 Scavenge air system 6.09.01-6.09.09
6.10 Exhaust gas system 6.10.01-6.10.10
6.11 Manoeuvring system 6.11.01-6.11.12
7 Vibration Aspects
Vibration aspects 7.01-7.07
8 Instrumentation
Instrumentation 8.01-8.02
PMI and CoCoS 8.03
Identification of instruments 8.04
Local instruments on engine 8.05-8.06
List og sensor for CoCoS 8.07-8.09
Location of basic measuring points on engine 8.10-8.12
Control devices on engine 8.13
Pipes on engine for basic pressure gauges and pressure switches 8.14
Panels and sensors for alarm and safety systems 8.15
Alarm sensors for UMS 8.16-8.18
Slow down functions for UMS 8.19
Shut down functions for AMS and UMS 8.20
Drain box with fuel oil leakage 8.21
Oil mist detector pipes on engine 8.21
Example of terminal box 8.22
Example of wiring diagram 8.23
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 9.04-9.05
Shop trial running/delivery test 9.06
List of spares, unrestricted service 9.07
Additional spare parts recommended by MAN B&W 9.08-9.10
Wearing parts 9.11-9.14
Large spare parts, dimensions and masses 9.15
List of tools 9.16
Dimensions and masses of tools 9.17-9.20
Tool panels 9.21
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2
Contents
Subject Page
10 Documentation
Documentation 10.01-10.07
11 Scaled Engine Outline
Scaled engine outline 11.01-11.03
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3
Index
Subject Page
ABB turbocharger (BBC) 3.01, 3.04-3.07

Additional spare parts recommended by MAN B&W 9.08-9.10
Air cooler 1.10
Air spring pipes, exhaust valves 6.08.03
Alarm sensors for UMS 8.16-8.18
Alarm, slow down and shut down sensors 8.01
AMS 8.02
Arrangement of holding down bolts 5.02, 5.20
Attended machinery spaces 8.02
Auxiliary blowers 1.10, 6.09.02
Auxiliary system capacities for derated engines 6.01.04
Axial vibration damper 1.07
Axial vibrations 7.04
Basic symbols for piping 6.01.16-6.01.18

BBC turbocharger 3.01, 3.04-3.07
BBC turbocharger, water washing, turbine side 6.10.03
Bearing monitoring systems 8.02
Bedplate drain pipes 6.03.09
By-pass flange on exhaust gas receiver 3.10
BW II/GCR 4.07
BW IV/GCR 4.06
Capacities for derated engines 6.01.04-6.01.07

Central cooling water system 6.01.01, 6.01.03, 6.07.01
Central cooling water system, capacities 6.01.03
Centre of gravity 5.11
Centrifuges, fuel oil 6.02.07
Centrifuges, lubricating oil 6.03.03
Chain drive 1.08
Cleaning system, stuffing box drain oil 6.05.01
Coefficients of resistance in exhaust pipes 6.10.09
Components for control room manoeuvring console 6.11.10
Components for remote control 6.11.09
Constant ship speed lines 2.03
Control devices 8.01, 8.13
Control system for plants with CPP 6.11.07
Conventional seawater cooling system 6.06.01-6.06.03
Conventional seawater system, capacities 6.01.01, 6.01.02
Cooling water systems 6.06.01
Crankcase venting 6.03.09
Cross section of engine 1.12
Cylinder lubricating oil system 6.04.01
Cylinder lubricators 1.08, 6.04.02
Cylinder oil feed rate 6.04.04
Cylinder oils 6.04.01
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4
Index
Subject Page
Delivery test, shop trial running 9.06

Derated engines, capacities 6.01.04-6.01.07
Description of engine 1.05
Designation of PTO 4.02
Dimensions and masses of tools 9.17-9.20
Dispatch patterns 9.04-9.05
Documentation 10.01
Double-jib crane 5.07-5.08
Earthing device 5.02, 5.24

El. diagram, cylinder lubricator 6.04.03
Electric motor for auxiliary blower 6.09.05
Electric motor for turning gear 6.08.05
Electrical panel for auxiliary blowers 6.09.03-6.09.04
Emergency control console (engine side control console) 6.11.09
Emission control 2.17
Emergency running, turbocharger by-pass 3.10
Engine cross section 1.12
Engine description 1.05
Engine layout diagram 2.01, 2.03
Engine margin 2.02
Engine outline 5.01, 5.09-5.10
Engine pipe connections 5.01, 5.15-5.17
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 5.02, 5.21-5.23
Engine selection guide 10.01
Engine side control console 6.11.03, 6.11.09
Engine type designation 1.01
Exhaust gas amount and temperatures 6.01.10
Exhaust gas back-pressure, calculation 6.10.07
Exhaust gas boiler 6.10.05
Exhaust gas compensator 6.10.05
Exhaust gas pipes 6.10.02
Exhaust gas silencer 6.10.06
Exhaust gas system 1.10, 6.10.01
Exhaust gas system after turbocharger 6.10.05
Exhaust pipe system 6.10.04
Exhaust turbocharger 1.09
Extent of delivery 10.02
External forces and moments 7.08
External unbalanced moments 7.01
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5
Index
Subject Page
Fire extinguishing pipes in scavenge air space 6.09.07

Fire extinguishing system for scavenge air space 6.09.08
First order moments 7.02
Fixed pitch propeller, sequence diagram 6.11.11
Flanges, list 5.18, 5.19
Freshwater cooling pipes 6.06.05
Freshwater generator 6.01.08
Fuel oil 6.02.01
Fuel oil centrifuges 6.02.07
Fuel oil consumption 1.02-1.03
Fuel oil drain pipes 6.02.02
Fuel oil leakage detection 8.02, 8.21
Fuel oil pipes 6.02.02
Fuel oil pipes, heat tracing 6.02.04
Fuel oil heating chart 6.02.07
Fuel oil supply unit 6.02.09
Fuel oil system 6.02.01
Fuel oil venting box 6.02.08
Gallery arrangement 1.09

Gallery outline 5.01, 5.13-5.14
GCR 4.06
Gear Constant Ratio 4.06
Governors 1.08, 6.11.02
Guide force moments 7.04
Heated drain box with fuel oil leakage alarm 8.23

Heavy fuel oil 6.02.05
Holding down bolts 5.02, 5.20
Installation aspects 5.01

Installation documentation 10.03
Instrumentation 8.01
Instruments for manoeuvring console 6.11.10
Instruments, list of 8.09-8.10
Insulation of fuel oil pipes 6.02.04
Jacket water cooling system 6.06.04

Jacket water preheater 6.06.07
Jet assistance 1.10
Kongsberg Norcontrol electronic governor 6.11.02
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6
Index
Subject Page
Large spare parts, dimensions and masses 9.15

Layout diagram 2.03
Light running propeller 2.02
List of capacities 6.01.02-6.01.03
List of counterflanges 5.18-5.19
List of instruments 8.05-8.06
List of lubricating oils 6.03.03
List of spare parts, unrestricted service 9.07
List of tools 9.16
List of weights and dimensions for dispatch pattern 9.05
Load change dependent lubricator 6.04.02
Load diagram 2.03
Local instruments 8.01, 8.05-8.06
Location of basic measuring points on engine 8.10-8.12
Lubricating and cooling oil pipes 6.03.02
Lubricating and cooling oil system 6.03.01
Lubricating oil centrifuges 6.03.03
Lubricating oil consumption 1.02, 1.03
Lubricating oil outlet 6.03.06-6.03.08
Lubricating oil tank 6.03.07-6.03.08
Lubricating oils 6.03.03
Lyngs Marine electronic governor 6.11.02
MAN B&W turbocharger 3.01,3.02-3.03

MAN B&W turbocharger, water washing, turbine side 6.10.03
Manoeuvring console, instruments 6.11.10
Manoeuvring system 1.09, 6.11.01
Manoeuvring system, reversible engine with CPP 6.11.07
Manoeuvring system, reversible engine with FPP with bridge control 6.11.05
Masses and centre of gravity 5.11, 9.06
Measuring of back-pressure 6.10.08
MIP calculating systems 8.03
Mitsubishi turbocharger 3.01,3.08-3.09
Necessary capacities of auxiliary machinery 6.01.03-6.01.04

Norcontrol electronic governor 6.11.02
Oil mist detector pipes on engine 8.21

Optimising point 2.03
Overcritical running 7.06
Overhaul of engine 5.01
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7
Index
Subject Page
Painting of main engine 9.03

Panels and sensors for alarm and safety systems 8.15
Performance curves 1.04
Pipes on engine for basic pressure gauges and switches 8.14
Piping arrangements 1.11
Power take off, (PTO) 4.01
Power,speed and SFOC 1.02
Profile of engine seating 5.21-5.23
Project guides 10.01
Project support 10.02
Propeller curve 2.01
PTO 4.01
PTO/RCF 4.03
Pump capacities for derated engines 6.01.05
Pump pressures 6.01.05
Renk constant frequency, (RCF) 4.03

Reversing 1.08
Safety system (shut down) 6.11.03, 8.01

Scaled engine outline 11.01-11.03
Scavenge air cooler 1.10
Scavenge air pipes 6.09.03
Scavenge air space, drain pipes 6.09.07
Scavenge air system 1.09, 6.09.01
Scavenge box drain system 6.09.07
Sea margin 2.02
Seawater cooling pipes 6.06.03
Seawater cooling system 6.06.01-6.06.03
Second order moments 7.03
Sensors for remote indication instruments 8.01
Sequence diagram 6.11.11-6.11.12
SFOC guarantee 1.03, 2.12
Shop trial running, delivery test 9.06
Shut down functions for AMS and UMS 8.20
Shut down, safety system 6.11.01
Side chocks 5.23
Slow down functions for UMS 8.19
Slow down system 8.01
Slow turning 6.08.02, 6.11.01
Space requirements for the engine 5.01, 5.03-5.05
Spare parts, dimensions and masses 9.15
Spare parts for unrestricted service 9.07
Specific fuel oil consumption 1.02, 1.03, 2.13
400 000 050 178 54 55
8
Index
Subject Page
Specification for painting 9.03

Specified MCR 2.03
Standard extent of delivery 10.03
Starting air pipes 6.08.02
Starting air system 6.11.01
Starting air system, with slow turning 6.11.08
Starting and control air systems 6.08.01
Symbolic representation of instruments 8.04
Tools, dimensions and masses 9.17-9.20

Tools, list 9.16
Torsional vibration damper 1.08
Torsional vibrations 7.05
Total by-pass for emergency running 3.10
TPL turbochargers 3.04-3.05
Tuning wheel 1.08
Turbocharger 1.09, 3.01
Turbocharger cleaning 6.10.03
Turbocharger counterflanges 5.19
Turbocharger lubricating oil pipes 6.03.02-6.03.03
Turning gear 1.05, 6.08.04
Unattended machinery spaces, (UMS) 8.02

Undercritical running 7.05
Vibration aspects 7.01

VTR turbochargers 3.06-3.07
Water and oil in engine 5.12

Wearing parts 9.11-9.14
Weights and dimensions, dispatch pattern 5.01, 9.05
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9
Engine Design 1
The engine types of the MC programme are identified by the fol-

lowing letters and figures:
6 S 26 MC Mk 6
Mark: engine version
E
ngine programme
Diameter of piston in cm
S Superlongstroke approximately3.8
Stroke/bore ratio L Longstroke approximately3.2
K Shortstroke approximately2.8
Number of cylinders
178 40 58-5.0
Fig.1.01: Engine type designation
430 100 100 178 54 56
1.01
S26MC
Bore: 260 mm Power
Stroke: 980 mm L1
L3
L2
L4
Speed
Power and speed
Mean kW
Power
Engine speed effective BHP
Layout
point pressure Number of cylinders
r/min bar 4 5 6 7 8 9 10 11 12
L1 1600 2000 2400 2800 3200 3600 4000 4400 4800

250 18.5
2180 2725 3270 3815 4360 4905 5450 5995 6540
1280 1600 1920 2240 2560 2880 3200 3520 3840
L2 250 14.8
1740 2175 2610 3045 3480 3915 4350 4785 5220
1360 1700 2040 2380 2720 3060 3400 3740 4080
L3 212 18.5
1860 2325 2790 3255 3720 4185 4650 5115 5580
1100 1375 1650 1925 2200 2475 2750 3025 3300
L4 212 14.8
1480 1850 2220 2590 2960 3330 3700 4070 4440
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
Layout point
kg/cyl. 24 hours
L1 179 177
132 130
L2 174 173
128 127 1.1-1.6 g/kWh
1.5
179 177 0.8-1.2 g/BHPh
L3
132 130
L4 174 173
128 127
178 42 98-1.0
Fig. 1.02: Power, speed and SFOC
402 000 100 178 54 58
1.02
Engine Power Range and Fuel Consumption
Engine Power Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific fuel
The table contains data regarding the engine power, oil consumption varies with ambient conditions and
speed and specific fuel oil consumption of the en- fuel oil lower calorific value. For calculation of these
gine. changes, see the following pages.
Engine power is specified in both BHP and kW, in

rounded figures, for each cylinder number and lay- SFOC guarantee
out points L1, L2, L3 and L4:
The Specific Fuel Oil Consumption (SFOC) is guar-
L1 designates nominal maximum continuous rating anteed for one engine load (power-speed combina-
(nominal MCR), at 100% engine power and 100% tion), this being the one in which the engine is opti-
engine speed. mised. The guarantee is given with a margin of 3%.
L2, L3 and L4 designate layout points at the other If the IMO NOx limitations are to be fulfilled the toler-
three corners of the layout area, chosen for easy ref- ance will be 5%.
erence. The mean effective pressure is:
L 1 - L3 L2 - L 4 Lubricating oil data

bar 18.5 14.8
kp/cm2 18.9 15.1 The cylinder oil consumption figures stated in the
tables are valid under normal conditions. During
Overload corresponds to 110% of the power at running-in periodes and under special conditions,
MCR, and may be permitted for a limited period of feed rates of up to 1.5 times the stated values
one hour every 12 hours. should be used.
The engine power figures given in the tables remain

valid up to tropical conditions at sea level, i.e.:
Tropical conditions:
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 C
Specific fuel oil consumption (SFOC)
Specific fuel oil consumption values refer to brake

power, and the following reference conditions:
ISO 3046/1-1986:
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)
400 000 600 178 54 59
1.03
178 43 07-8.0
Fig. 1.03: Performance curves
430 100 500 178 54 60
1.04
1 Description of Engine
The engines built by our licensees are in accordance Thrust Bearing

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

Turning Gear and Turning Wheel
The bedplate is made in one part with the chain drive
placed at the thrust bearing in the aft end on 4 to 10 The turning wheel has cylindrical teeth and is fitted
cylinder engines and in the centre of the engine for to the thrust shaft. The turning wheel is driven by a
11 and 12 cylinder engines. The bedplate is of cast pinion on the terminal shaft of the turning gear,
design. which is mounted on the bedplate.
For fitting to the engine seating, long, elastic The turning gear is driven by an electric motor with
holding-down bolts, and hydraulic tightening tools, built-in gear and belt drive with brake. The electric
can be supplied as an option: 4 82 602 and 4 82 635, motor is provided with insulation class B and enclo-
respectively. sure IP44. The turning gear is equipped with a
blocking device that prevents the main engine from
The bedplate is made without taper if mounted on starting when the turning gear is engaged. Engage-
epoxy chocks (4 82 102), or with taper 1:100, if ment and disengagement of the turning gear is ef-
mounted on cast iron chocks, option 4 82 101. fected manually by an axial movement of the pinion.
The oil pan, which is integrated into the bedplate, A control device for turning gear, consisting of
collects the return oil from the forced lubricating and starter and manual remote control box, with 15 me-
cooling oil system. The oil outlets from the oil pan ters of cable, can be ordered as an option: 4 80 601.
are normally vertical (4 40 101) and are provided
with gratings.
Frame Box
Horizontal outlets at both ends can be arranged as
an option: 4 40 102, to be confirmed by the engine The frame box is cast in one part with the chain drive
maker. located at the aft end. On the exhaust side the frame
box is equipped with an integrated scavenge air re-
The main bearings consist of thin walled steel shells ceiver which, together with the cylinder liners, forms
lined with bearing metal. The bottom shell can, by the scavenge air space. Covers are arranged for
means of special tools, and hydraulic tools for lifting easy cleaning of the scavenge air space and for in-
the crankshaft, be rotated out and in. The shells are spection of the scavenge ports. The camshaft is
kept in position by a bearing cap. supported in the frame box, and covers are installed
for easy inspection and adjustment of the cams.
430 100 042 178 54 61
1.05
The frame box is provided with a door for each cylin- with a bottom piece of steel with hardfacing metal
der on both the camshaft side and the exhaust side welded onto the seat. The bottom piece is water
of the engine. Relief valves are mounted on the ex- cooled. The spindle is made of heat resistant steel
haust side of the engine. with hardfacing metal welded onto the seat. The
housing is provided with a spindle guide.
The crosshead guides are integrated in the frame
box. The exhaust valve is tightened to the cylinder cover
with studs and nuts. The exhuast valve is opened
The frame box is secured to the bedplate with long hydraulically and closed by means of air pressure. In
elastic stay bolts, made in one piece. The stay bolt operation, the valve spindle slowly rotates, driven
nuts are tightened hydraulically with the use of by the exhaust gas acting on small vanes fixed to the
jacks. spindle. The hydraulic system consists of a piston
pump mounted on the roller guide housing, a
A slotted pipe for the cooling oil outlet from the pis- high-pressure pipe, and a working cylinder on the
ton is suspended in the frame box. exhaust valve. The piston pump is activated by a
cam on the camshaft.
In the intermediate bottom of the frame box a piston
rod stuffing box is fitted. Air sealing of the exhaust valve spindle guide is pro-
vided.
The stuffing box is provided with sealing rings for
scavenge air, and with oil scraper rings to prevent
lubricating oil from coming up into the scavenge air Fuel Valves, Starting Valve,
space. Safety Valve and Indicator Valve
The cylinder liner is made of alloyed cast iron and is Each cylinder cover is equipped with two fuel
suspended in the frame box through the lower cool- valves, one starting valve, one safety valve, and one
ing jacket. The uppermost part of the liner is sur- indicator valve. The opening of the fuel valves is
rounded by another cooling jacket. Both cooling controlled by the fuel oil high pressure created by
jackets are water cooled. the fuel pumps, and the valve is closed by a spring.
The cylinder liner has scavenge ports and holes for An automatic vent slide allows circulation of fuel oil
cylinder lubrication. through the valve and high pressure pipes, and pre-
vents the compression chamber from being filled up
with fuel oil in the event that the valve spindle is
Cylinder Cover sticking when the engine is stopped. Oil from the
vent slide and other drains is led away in a closed
The cylinder cover is of forged steel, made in one system.
piece, and has bores for cooling water. It has a cen-
tral bore for the exhaust valve and bores for fuel The starting valve is opened by control air from the
valves, safety valve, starting valve and indicator starting air distributor and is closed by a spring.
valve.
The safety valve is spring-loaded.
The cylinder cover is attached to the cylinder frame
with 8 studs and nuts tightened by hydraulic jacks.
Crankshaft
Exhaust Valve and Valve Gear The crankshaft including the thrust collar is forged in
one piece.
The exhaust valve consists of a valve housing and a
valve spindle. The valve housing is of cast iron and
arranged for water cooling. The housing is provided
430 100 042 178 54 61
1.06
At the aft end, the crankshaft is provided with a The crankpin bearing is provided with thin-walled
flange for the turning wheel and for coupling to the steel shells, lined with bearing metal. Lube oil is sup-
intermediate shaft. plied through ducts in the crosshead and connect-
ing rod.
At the front end, the crankshaft is fitted with a flange
for the fitting of a tuning wheel and/or counter-
weights for balancing purposes, if needed. The Piston, Piston Rod and Crosshead
flange can also be used for a power take-off, if so
desired. The power take-off can be supplied at extra The piston consists of a piston crown and piston
cost, option: 4 85 000. skirt. The piston crown is made of heat-resistant
steel and has four ring grooves which are hard-
Coupling bolts and nuts for joining the crankshaft chrome plated on both the upper and lower sur-
together with the intermediate shaft are not normally faces of the grooves.
supplied. These can be ordered as an option:
4 30 602. The upper piston ring is a CPR type (Controlled
Pressure Relief) whereas the other three piston rings
are with an oblique cut, the two uppermost piston
Axial Vibration Damper rings are higher than the lower ones.
The engine is fitted with an axial vibration damper, The piston skirt is of cast iron.
which is mounted on the fore end of the crankshaft.
The damper consists of a piston and a split-type The piston rod is of forged steel and is attached to
housing located forward of the foremost main bear- the crosshead with four screws tightened by a
ing. The piston is made as an integrated collar on the torque spanner and secured by locking plates. The
main journal, and the housing is fixed to the main piston rod has a central bore which, in conjunction
bearing support. A mechanical device for check of with a cooling oil pipe, forms the inlet and outlet for
the functioning of the vibration damper is fitted. cooling oil.
5 and 6-cylinder engines are equipped with an axial The crosshead is of forged steel and is provided with
vibration monitor (4 31 117). guide shoes with white metal on the running surface.
Plants equipped with Power Take Off at the fore end The telescopic pipe for oil inlet and the pipe for oil
are to be equipped with the axial vibration monitor, outlet are mounted on the bottom of the guide
option: 4 31 116. shoes.
Connecting Rod Fuel Pump and Fuel Oil

High-Pressure Pipes
The connecting rod is made of forged steel and pro-
vided with bearing caps for the crosshead and The engine is provided with one fuel pump for each
crankpin bearings. cylinder. The fuel pump consists of a pump housing
of nodular cast iron, a centrally placed pump barrel,
The crosshead and crankpin bearing caps are se- and plunger of nitrated steel. In order to prevent fuel
cured to the connecting rod by studs and nuts oil from being mixed with the lubricating oil, the
which are tightened by hydraulic jacks. pump actuator is provided with a sealing arrange-
ment.
The crosshead bearing consists of a set of
thin-walled steel shells, lined with bearing metal. The pump is activated by the fuel cam, and the vol-
The crosshead bearing cap is in one piece, with an ume injected is controlled by turning the plunger by
angular cut-out for the piston rod. means of a toothed rack connected to the regulating
mechanism.
430 100 042 178 54 61
1.07
In the basic design the adjustment of the pump lead Tuning Wheel/Torsional Vibration
is effected by inserting shims between the top cover Damper
and the pump housing.
A tuning wheel (option: 4 31 101) or torsional vibra-
The fuel oil pumps are provided with a puncture tion damper (option: 4 31 105) is to be ordered
valve, which prevents high pressure from building seperately based upon the final torsional vibration
up during normal stopping and shut down. calculations. All shaft and propeller data are to be
forwarded by the yard to the engine builder, see
The fuel oil high-pressure pipes are of the double chapter 7.
tube design.
Governor
Camshaft and Cams
For conventional installations the engine speed is
The camshaft is made in one piece, with fuel cams, controlled by a mechanical/hydraulic Woodward
exhaust cams, thrust disc and chain wheel shrunk governor.
onto the shaft.
For governor choice for advanvced plants the en-
The exhaust cams and fuel cams are of steel, with a gine can be provided with an electronic/mechanical
hardened roller race. They can be adjusted and dis- governor of a make approved by MAN B&W Diesel
mantled hydraulically. A/S, i.e.:
The camshaft is embedded in the frame box. The Lyngs Marine A/S
camshaft bearings consist of thin-walled steel type EGS 2000. . . . . . . . . . . . . . . option: 4 65 172
bushings, lined with white metal. Kongsborg Norcontrol Automation A/S
type DGS 8800e . . . . . . . . . . . . . option: 4 65 174
Siemens
Chain Drive type SIMOS SPC 55 . . . . . . . . . . option: 4 65 177
The camshaft is driven from the crankshaft by one The speed setting of the actuator is determined by
chain. The chain wheel is bolted on to the side of the an electronic signal from the electronic governor
thrust collar. The chain drive is provided with a chain based on the position of the main engine regulating
tightener and guide bars to support the long chain handle. The actuator is connected to the fuel regu-
lengths. lating shaft by means of a mechanical linkage.
Reversing Cylinder Lubricators

Reversing of the engine takes place by means of an The cylinder lubricator is mounted on the fore end of
angular displaceable roller in the driving mechanism the frame box.
for the fuel pump of each engine cylinder. The re-
versing mechanism is activated and controlled by The lubricators have a built-in capability to adjust
compressed air supplied to the engine. the oil quantity. They are of the Sight Feed Lubrica-
tor type and are provided with a sight glass for each
The exhaust valve gear is not reversible. lubricating point. The oil is led to the lubricator
through a pipe system from an elevated tank (yards
supply).
Once adjusted, the lubricators will basically have a

cylinder oil feed rate proportional to the engine revo-
lutions. No-flow and level alarm devices are in-
430 100 042 178 54 61
1.08
cluded. The Load Change Dependent system, op- Gallery Arrangement

tion: 4 42 120 will automatically increase the oil feed
rate in case of a sudden change in engine load, for The engine is provided with gallery brackets, stan-
instance during manoeuvring or rough sea condi- chions, railings and platforms (exclusive of ladders).
tions. The brackets are placed at such a height that the
best possible overhauling and inspection condi-
The lubricators are equipped with electric heating of tions are achieved. Some main pipes of the engine
cylinder lubricator. are suspended from the gallery brackets.
As an alternative to the speed dependent lubricator,

a speed and mean effective pressure (MEP) de- Scavenge Air System
pendent lubricator can be fitted , option: 4 42 113
which is frequently used on plants with controllable The air intake to the turbocharger takes place di-
pitch propeller. rectly from the engine room through the intake si-
lencer of the turbocharger. From the turbocharger,
the air is led via the charging air pipe, air cooler and
Manoeuvring System scavenge air receiver to the scavenge ports of the
cylinder liners. The charging air pipe between the
The engine is provided with a pneumatic/electric turbocharger and the air cooler is provided with a
manoeuvring and regulating system. The system compensator and is heat insulated on the outside.
transmits orders from the manoeuvring console to See chapter 6.09.
the engine.
By means of the regulating system it is possible to Exhaust Turbocharger

start, stop, reverse and control the engine.
The engine can be fitted with MAN B&W (4 59 101),
The speed control handle on the manoeuvring con- ABB (4 59 102), or Mitsubishi (4 59 103)
sole gives a speed-setting signal to the governor, turbochargers arranged on the aft end of the engine
dependent on the desired number of revolutions. for 4-9 cylinder engines and on the exhaust side for
10-12 cylinder engines.
At a shut down function, the fuel injection is stopped
by activating the puncture valves in the fuel pumps, The turbocharger is provided with:
independent of the speed control handles position.
a) Equipment for water washing of the
compressor side
Reversing is effected by moving the speed control
handle from Stop to Start astern position. Con- b) Equipment for dry cleaning of the turbine side
trol air then moves the starting air distributor and,
through an air cylinder, the displaceable roller in the c) Water washing on the turbine side is mounted
driving mechanism for the fuel pump, to the for the MAN B&W and ABB turbochargers.
Astern position.
The engine is provided with a side mounted control

console and instrument panel.
430 100 042 178 54 61
1.09
haust pipe system, which is yards supply. See also

chapter 6.10.
The gas outlet can be 15/30/45/60/75/90 from
vertical, away from the engine. See any of options
4 59 301-309. The turbocharger is equipped with an Auxiliary Blower
electronic tacho system with pick-ups, converter
and indicator for mounting in the engine control The engine is provided with two electrically-driven
room. blowers (4 55 150). The suction side of the blowers
is connected to the scavenge air space after the air
cooler.
Scavenge Air Cooler
Between the air cooler and the scavenge air re-
The engine is fitted with an air cooler of the ceiver, non-return valves are fitted which automati-
mono-block design for a seawater cooling system cally close when the auxiliary blowers supply the air.
of 2.0-2.5 bar working pressure (4 54 130) or central
cooling with freshwater of maximum 4.5 bar work- Both auxiliary blowers will start operating before the
ing pressure, option: 4 54 132. engine is started and will ensure sufficient scavenge
air pressure to obtain a safe start.
The end covers are of coated cast iron (4 54 150), or
alternatively of bronze, option: 4 54 151 During operation of the engine, both auxiliary blow-
ers will start automatically each time the engine load
Cleaning is to be carried out only when the engine is is reduced to about 30-40%, and they will continue
stopped by dismantling the cooler element. operating until the load again exceeds approxi-
mately 40-50%.
A water mist catcher of the through-flow type is lo-
cated in the air chamber after the air cooler. In cases where one of the auxiliary blowers is out of
service, the other auxiliary blower will automatically
compensate without any manual readjustment of
Exhaust Gas System the valves, thus avoiding any engine load reduction.
This is achieved by the automatically working
From the exhaust valves, the gas is led to the ex- non-return valves in the suction pipe of the blowers.
haust gas receiver where the fluctuating pressure
from the individual cylinders is equalised, and the The electric motors are of the totally enclosed, fan
total volume of gas led further on to the turbo- cooled, single speed type, with insulation min. class
charger at a constant pressure. B and enclosure minimum IP44.
Compensators are fitted between the exhaust The electrical control panel and starters for two aux-
valves and the receiver, and between the receiver iliary blowers can be delivered as an option: 4 55
and the turbocharger. 650.
The exhaust gas receiver and exhaust pipes are

provided with insulation, covered by galvanized Jet Assistance System
steel plating.
The jet assistance system is recommended in case
There is a protective grating between the exhaust of special requirements for a quick acceleration of
gas receiver and the turbocharger. the ship.
After the turbocharger, the gas is led via the exhaust

gas outlet transition piece, option: 4 60 601 and a
compensator, option: 4 60 610 to the external ex-
430 100 042 178 54 61
1.10
Piping Arrangements The inlet and return fuel oil pipes (except branch
pipes) are heated with:
The engine is delivered with piping arrangements
for: Steam tracing . . . . . . . . . . . . . option: 4 35 110, or
Electrical tracing . . . . . . . . . . . . . . . . : 4 35 111, or
Fuel oil Thermal oil tracing . . . . . . . . . . . . option: 4 35 112
Lubricating and piston cooling oil pipes
Cylinder lubricating oil The above heating pipes are normally delivered
Lubricating of turbocharger without insulation, (4 35 120). If the engine is to be
Sea cooling water transported as one unit, insulation can be mounted
Jacket cooling water as an option: 4 35 121.
Cleaning of turbocharger
Fire extinguishing for scavenge air space The engines external pipe connections are in ac-
Starting air cordance with DIN and ISO standards.
Control air
Safety air
Oil mist detector.
All piping arrangements are made of steel piping,

except the control air, safety air and steam heating
of fuel pipes which are made of copper.
The pipes for sea cooling water to the air cooler are
of:
Galvanised steel 4 45 130, or

Thick-walled, galvanised steel option 4 45 131, or
Aluminium brass option 4 45 132, or
Copper nickel option 4 45 133.
In the case of central cooling, the pipes for freshwa-

ter to the air cooler are of steel.
The pipes are provided with sockets for standard in-

struments, alarm and safety equipment and, fur-
thermore, with a number of sockets for supplemen-
tary signal equipment and supplementary remote
instruments.
430 100 042 178 54 61
1.11
178 43 12-5.0
Fig. 1.04: Engine cross section
430 100 018 178 54 62
1.12
Engine Layout and Load Diagrams, SFOC 2
2 Engine Layout and Load Diagrams
Introduction
The effective brake power Pb of a diesel engine is
proportional to the mean effective pressure pe and
engine speed n, i.e. when using c as a constant:
Pb = c x p e x n
so, for constant mep, the power is proportional to

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

grams for diesel engines, logarithmic scales are
Thus, for the above examples, the brake power Pb used, making simple diagrams with straight lines.
may be expressed as a power function of the speed
n to the power of i, i.e.:
Propulsion and Engine Running Points
Pb = c x n i
Fig. 2.01a shows the relationship for the linear func- Propeller curve
tions, y = ax + b, using linear scales.
The relation between power and propeller speed for
The power functions Pb = c x ni, see Fig. 2.01b, will a fixed pitch propeller is as mentioned above de-
be linear functions when using logarithmic scales. scribed by means of the propeller law, i.e. the third
power curve:
log (Pb) = i x log (n) + log (c)
Pb = c x n3 , in which:
Pb = engine power for propulsion

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

power and speed are based on theoretical calcula-
tions for loaded ship, and often experimental tank
tests, both assuming optimum operating condi-
tions, i.e. a clean hull and good weather. The combi-
178 05 40-3.0
nation of speed and power obtained may be called
Fig. 2.01a: Straight lines in linear scales
the ships propeller design point (PD), placed on the
402 000 004 178 54 63
2.01
light running propeller curve 6. See Fig. 2.02. On the When determining the necessary engine power, it is
other hand, some shipyards, and/or propeller manu- normal practice to add an extra power margin, the
facturers sometimes use a propeller design point so-called sea margin, which is traditionally about
(PD) that incorporates all or part of the so-called 15% of the propeller design (PD) power.
sea margin described below.
When determining the necessary engine speed
considering the influence of a heavy running propel-
ler for operating at large extra ship resistance, it is
recommended - compared to the clean hull and
calm weather propeller curve 6 - to choose a
heavier propeller curve 2, and the propeller curve for
clean hull and calm weather curve 6 will be said to
represent a light running (LR) propeller.
Compared to the heavy engine layout curve, no. 2,

we recommend to use a light running of 3.0-7.0%
for design of the propeller.
Line 2 Propulsion curve, fouled hull and heavy Continuous service rating (S)
weather (heavy running), recommended for en-
gine layout The continuous service rating is the power at which
Line 6 Propulsion curve, clean hull and calm weather the engine is normally assumed to operate, and
(light running), for propeller layout point S is identical to the service propulsion point
MP Specified MCR for propulsion (SP) unless a main engine driven shaft generator is
SP Continuous service rating for propulsion installed.
PD Propeller design point
HR Heavy running Engine margin
178 05 41-5.3
LR Light running
Besides the sea margin, a so-called engine mar-
Fig. 2.02: Ship propulsion running points and engine layout gin of some 10% is frequently added. The corre-
sponding point is called the specified MCR for pro-
Fouled hull, sea margin and heavy propeller pulsion (MP), and refers to the fact that the power
for point SP is 10% lower than for point MP. Point
When the ship has sailed for some time, the hull and MP is identical to the engines specified MCR point
propeller become fouled and the hulls resistance (M) unless a main engine driven shaft generator is in-
will increase. Consequently, the ship speed will be stalled. In such a case, the extra power demand of
reduced unless the engine delivers more power to the shaft generator must also be considered.
the propeller, i.e. the propeller will be further loaded
and will be heavy running (HR). Note:
Light/heavy running, fouling and sea margin are
As modern vessels with a relatively high service overlapping terms. Light/heavy running of the pro-
speed are prepared with very smooth propeller and peller refers to hull and propeller deterioration and
hull surfaces, the fouling after sea trial will involve a heavy weather and, sea margin i.e. extra power to
relatively high resistance and thereby a heavier run- the propeller, refers to the influence of the wind and
ning propeller. the sea. However, the degree of light running must
be decided upon experience from the actual trade
If, at the same time the weather is bad, with head and hull design.
winds, the ships resistance may increase com-
pared to operating at calm weather conditions.
402 000 004 178 54 63
2.02
Constant ship speed lines Optimising point (O) = specified MCR (M)
The constant ship speed lines , are shown at the This engine type is not fitted with VIT fuel pumps, so
very top of Fig. 2.02, indicating the power required the specified MCR power is the power for which the
at various propeller speeds in order to keep the engine is optimised - point M coincides normally
same ship speed, provided that, for each ship with point O.
speed, the optimum propeller diameter is used,
taking into consideration the total propulsion effi- The optimising point O is the rating at which the
ciency. turbocharger is matched, and at which the engine
timing and compression ratio are adjusted.
Engine Layout Diagram
An engines layout diagram is limited by two con- Load Diagram
stant mean effective pressure (mep) lines L1-L3 and
L2-L4, and by two constant engine speed lines L1-L2
and L3-L4, see Fig. 2.02. The L1 point refers to the Definitions
engines nominal maximum continuous rating.
The load diagram, Fig. 2.03, defines the power and
Within the layout area there is full freedom to select speed limits for continuous as well as overload ope-
the engines specified MCR point M which suits the ration of an installed engine having an optimising
demand of propeller power and speed for the ship. point O and a specified MCR point M that confirms
the ships specification.
On the horizontal axis the engine speed and on the
vertical axis the engine power are shown in percent- The optimising point O is placed on line 1 and equal
age scales. The scales are logarithmic which means to point A of the load diagram with point Ms power,
that, in this diagram, power function curves like pro- i.e. the power of points O and M must be identical,
peller curves (3rd power), constant mean effective but the engine speeds can be different.
pressure curves (1st power) and constant ship
speed curves (0.15 to 0.30 power) are straight lines. The optimising point O is to be placed inside the lay-
out diagram. In fact, the specified MCR point M can,
in special cases, be placed outside the layout dia-
Specified maximum continuous rating (M) gram, but only by exceeding line L1-L2, and of
course, only provided that the optimising point O is
Based on the propulsion and engine running points, located inside the layout diagram.
as previously found, the layout diagram of a relevant
main engine may be drawn-in. The specified MCR The service points of the installed engine incorpo-
point (M) must be inside the limitation lines of the rate the engine power required for ship propulsion
layout diagram; if it is not, the propeller speed will and shaft generator, if installed.
have to be changed or another main engine type
must be chosen. Yet, in special cases point M may
be located to the right of line L1-L2, see Optimising
Point below.
402 000 004 178 54 63
2.03
Limits for continuous operation
The continuous service range is limited by four lines:
Line 3 and line 9:

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

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

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

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

however, it may be moved to 109% of the nominal
speed in L1, provided that torsional vibration condi- A 100% reference point
tions permit. M Specified MCR
O Optimising point
Running above 100% of the nominal L1 speed at a
load lower than about 65% specified MCR is, how- Line 1 Propeller curve though optimising point (i = 3),
ever, to be avoided for extended periods. Only for engine layout curve
plants with controllable pitch propellers can reach Line 2 Propeller curve, fouled hull and heavy
this light running area. weather heavy running (i = 3)
Line 3 Speed limit
Line 4: Line 4 Torque/speed limit (i = 2)
Represents the limit at which an ample air supply is Line 5 Mean effective pressure limit (i = 1)
available for combustion and imposes a limitation Line 6 Propeller curve, clean hull and calm weather
on the maximum combination of torque and speed. light running (i = 3), for propeller layout
Line 7 Power limit for continuous running (i = 0)
Line 5: Line 8 Overload limit
Represents the maximum mean effective pressure Line 9 Speed limit at sea trial
level (mep), which can be accepted for continuous
operation. Point M to be located on line 7 (normally in point A)
178 39 18-4.1
Line 7:
Represents the maximum power for continuous Fig. 2.03: Engine load diagram
operation.
402 000 004 178 54 63
2.04
Limits for overload operation Once the specified MCR has been chosen, the ca-
pacities of the auxiliary equipment will be adapted
The overload service range is limited as follows: to the specified MCR, and the turbocharger etc. will
be matched to this power.
Line 8:
Represents the overload operation limitations. If the specified MCR is to be increased later on, this
may involve a change of the pump and cooler ca-
The area between lines 4, 5, 7 and the heavy dashed pacities, retiming of the engine, change of the fuel
line 8 is available for overload running for limited pe- valve nozzles, adjusting of the cylinder liner cooling,
riods only (1 hour per 12 hours). as well as rematching of the turbocharger or even a
change to a larger size of turbocharger. In some
cases it can also require larger dimensions of the
Recommendation piping systems.
Continuous operation without limitations is allowed It is therefore of the utmost importance to consider,
only within the area limited by lines 4, 5, 7 and 3 of already at the project stage, if the specification
the load diagram, except for CP propeller plants should be prepared for a later power increase. This
mentioned in the previous section. is to be indicated in item 4 02 010 of the Extent of
Delivery.
The area between lines 4 and 1 is available for ope-
ration in shallow waters, heavy weather and during
acceleration, i.e. for non-steady operation without Examples of the use of the Load
any strict time limitation. Diagram
After some time in operation, the ships hull and pro- In the following, four different examples based on
peller will be fouled, resulting in heavier running of fixed pitch propeller (FPP) and one example based
the propeller, i.e. the propeller curve will move to the on controllable pitch propeller (CPP) are given in or-
left from line 6 towards line 2, and extra power is re- der to illustrate the flexibility of the layout and load
quired for propulsion in order to keep the ships diagrams, and the significant influence of the choice
speed. of the optimising point O.
In calm weather conditions, the extent of heavy run- For a project, the layout diagram shown in Fig. 2.09
ning of the propeller will indicate the need for clean- may be used for construction of the actual load dia-
ing the hull and possibly polishing the propeller. gram.
402 000 004 178 54 63
2.05
Example 1:
Normal running conditions: Engine coupled to fixed pitch propeller and without shaft generator
M Specified MCR of engine Point A of load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is
O Optimising point of engine equal to line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between lines 1 and 7
SP Continuous service rating of propulsion
178 39 20-6.0
Fig. 2.04a: Example 1, Layout diagram for normal running Fig. 2.04b: Example 1, Load diagram for normal running
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
The specified MCR (M) and its propeller curve 1 Once point A has been found in the layout diagram,
will normally be selected on the engine service the load diagram can be drawn, as shown in Fig.
curve 2 (for fouled hull and heavy weather), as 2.04b, and hence the actual load limitation lines of
shown in Fig. 2.04a. Point A is then found at the the diesel engine may be found by using the inclina-
intersection between propeller curve 1 (2) and the tions from the construction lines and the %-figures
constant power curve through M, line 7. In this stated.
case point A will be equal to point M.
402 000 004 178 54 63
2.06
Example 2:
Special running conditions: Engine coupled to fixed pitch propeller and without shaft generator
M=O Specified MCR of engine Point A of load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is
O Optimising point of engine equal to line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between lines 1 and 7
178 39 23-1.0
conditions, engine with FPP, without shaft generator conditions, engine with FPP, without shaft generator
402 000 004 178 54 63
2.07
Example 3:
Normal running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator
M=O Specified MCR of engine Point A of load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising point of engine Line 7 Constant power line through specified MCR (M)
A=O Reference point of load diagram Point A Intersection between lines 1 and 7
MP Specified MCR for propulsion
SG Shaft generator power
178 39 25-5.0
conditions, engine with FPP, without shaft generator conditions, engine with FPP, with shaft generator
In this example a shaft generator (SG) is installed,

and therefore the service power of the engine also
has to incorporate the extra shaft power required for
the shaft generators electrical power production.
In Fig. 2.06a, the engine service curve shown for

heavy running incorporates this extra power.
The optimising point O = A = M will be chosen on this

curve as shown.
Point A is then found in the same way as in example

1, and the load diagram can be drawn as shown in
Fig. 2.06b.
402 000 004 178 54 63
2.08
Example 4:
Special running conditions: Engine coupled to fixed pitch propeller (FPP) and with shaft generator
M Specified MCR of engine Point A of load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising point of engine Point A Intersection between lines 1 and 7
A Reference point of load diagram Point M Located on constant power line 7 through
MP Specified MCR for propulsion point A
178 39 28-0.0
conditions, engine with FPP, without shaft generator conditions, engine with FPP, with shaft generator
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 diesel engine Point A, having the highest possible power, is
with an extra cylinder, but another and cheaper then found at the intersection of line L1-L3 with
solution is to reduce the electrical power produc- line 1, see Fig. 2.07a, and the corresponding load
tion of the shaft generator when running in the up- diagram is drawn in Fig. 2.07b. Point M is found
per propulsion power range. on line 7 at MPs speed.
In choosing the latter solution, the required speci-

fied MCR power can be reduced from point M to
402 000 004 178 54 63
2.09
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
M Specified MCR of engine

S Continuous service rating of engine
O Optimising point of engine
A Reference point of load diagram
178 39 31-4.0
Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or wihtout shaft generator
When a controllable pitch propeller (CPP) is in-

stalled, the relevant combinator curves of the pro- Fig. 2.08 shows two examples of running curves that
peller may also be a combination of constant engine are both contained within the same load diagram.
speeds and/or propeller curves, and it is not possi-
ble to distinguish between running points for light For specific cases with a shaft generator, and where
and heavy running conditions. the propellers running curve in the high power
range is a propeller curve, i.e. based on a main-
Therefore, when the engines specified MCR point tained constant propeller pitch (similar to the FPP
(M) has been chosen, including the power for a shaft propulsion curve 2 for heavy running), please also
generator, if installed, see the fixed pitch propeller examples 3 and 4.
point M may be used as point A
of the load diagram, which may then be drawn.
402 000 004 178 54 63
2.10
Fig. 2.09 contains a layout diagram that can be used for con-
struction of the load diagram for an actual project, using the
%-figures stated and the inclinations of the lines.
178 06 86-5.0
Fig. 2.09: Diagram for actual project
402 000 004 178 54 63
2.11
Specific Fuel Oil Consumption
The calculation of the expected specific fuel oil con- With for instance 1 C increase of the scavenge air
sumption (SFOC) can be carried out by means of coolant temperature, a corresponding 1 C in-
Fig. 2.10 for fixed pitch propeller and Fig. 2.11 for crease of the scavenge air temperature will occur
controllable pitch propeller, constant speed. and involves an SFOC increase of 0.60% if Pmax is
Throughout the whole load area the SFOC of the en- adjusted.
gine depends on where the optimising point O =
specified MCR (M) is chosen.
SFOC guarantee
SFOC at reference conditions The SFOC guarantee refers to the above ISO refer-
ence conditions and lower calorific value, and is
The SFOC is based on the reference ambient condi- guaranteed for the power-speed combination in
tions stated in ISO 3046/1-1986: which the engine is optimised (O) and fulfilling the
IMO NOx emission limitations.
1,000 mbar ambient air pressure
25 C ambient air temperature The SFOC guarantee is given with a margin of 5%.
25 C scavenge air coolant temperature
As SFOC and NOx are interrelated paramaters, an
and is related to a fuel oil with a lower calorific value engine offered without fulfilling the IMO NOx limita-
of 10,200 kcal/kg (42,700 kJ/kg). tions only has a tolerance of 3% of the SFOC.
For lower calorific values and for ambient conditions

that are different from the ISO reference conditions, Examples of graphic calculation of
the SFOC will be adjusted according to the conver- SFOC
sion factors in the below table provided that the
maximum combustion pressure (Pmax) is adjusted Diagram 1 in Figs. 2.10 and 2.11 valid for fixed pitch
to the nominal value (left column), or if the Pmax is propeller and constant speed, respectively, shows
not re-adjusted to the nominal value (right column). the reduction in SFOC, relative to the SFOC at nomi-
nal rated MCR L1.
With Without
Pmax Pmax The solid lines are valid at 100, 80 and 50% of the
adjusted adjusted optimised power (O) identical to the specified MCR
SFOC SFOC (M).
Parameter Condition change change change
Scav. air coolant The optimising point O is drawn into the above-
temperature per 10 C rise + 0.60% + 0.40%
mentioned Diagram 1. A straight line along the
Blower inlet
temperature per 10 C rise + 0.20% + 0.71%
constant mep curves (parallel to L1-L3) is drawn
through the optimising point O. The line intersec-
Blower inlet
pressure per 10 mbar rise - 0.02% - 0.05% tions of the solid lines and the oblique lines indi-
Fuel oil lower rise 1% cate the reduction in specific fuel oil consumption
calorific value (42,700 kJ/kg) -1.00% - 1.00% at 100%, 80% and 50% of the optimised power,
related to the SFOC stated for the nominal MCR
(L1) rating at the actually available engine version.
In Fig. 2.12 an example of the calculated SFOC

curves are shown on Diagram 2, valid for two al-
ternative engine ratings: M1 = O1 and M2 = O2.
402 000 004 178 54 63
2.12
Specified MCR (M) = optimised point (O)

178 06 88-9.0
Data at nominal MCR (L1): S26MC Data of optimising point (O)
Power: 100% (L1) BHP Power: 100% of (O) BHP
Speed: 100% (L1) 250 r/min Speed: 100% of (O) r/min
Nominal SFOC (L1) 132 g/BHPh SFOC found: g/BHPh
178 40 70-3.0
178 40 71-5.0
Fig. 2.10: SFOC for engine with fixed pitch propeller
402 000 004 178 54 63
2.13
178 06 90-0.0
Data at nominal MCR (L1): S26MC Data of optimising point (O)
Power: 100% (L1) BHP Power: 100% of (O) BHP
Speed: 100% (L1) 250 r/min Speed: 100% of (O) r/min
Nominal SFOC (L1) 132 g/BHPh SFOC found: g/BHPh
178 40 70-3.0
178 40 71-5.0
Fig. 2.11: SFOC for engine with constant speed
402 000 004 178 54 63
2.14
178 67 80-6.1
Data at nominal MCR (L1): 6S26MC Data at specified MCR (M): 6S26MC
100% Power: 3270 BHP 100% Power: 2616 BHP
100% Speed: 250 r/min 100% Speed: 225 r/min
Nominal SFOC: 132 g/BHPh SFOC, found: 129.8 g/BHPh
178 40 77-6.0
178 40 83-5.0
Fig. 2.12: SFOC for a derated engine with fixed pitch propeller
402 000 004 178 54 63
2.15
Fuel Consumption at an Arbitrary Load The SFOC curve through points S2, to the left of
point 1, is symmetrical about point 1, i.e. at speeds
Once the engine has been optimised in point O, lower than that of point 1, the SFOC will also in-
shown on this Fig., the specific fuel oil consumption crease.
in an arbitrary poin S1, S2 or S3 can be estimated
based on the SFOC in points 1" and 2". The above-mentioned method provides only an ap-
proximate figure. A more precise indication of the
These SFOC values can be calculated by using the expected SFOC at any load can be calculated by
graphs in Fig. 2.11 for the propeller curve I and Fig. using our computer program. This is a service which
2.12 for the constant speed curve II, obtaining the is available to our customers on request.
SFOC in points 1 and 2, respectively.
Then the SFOC for point S1 can be calculated as an

interpolation between the SFOC in points 1" and
2", and for point S3 as an extrapolation.
178 05 32-0.1
Fig. 2.13: SFOC at an arbitrary load
402 000 004 178 54 63
2.16
Emission Control
IMO NOx limits, i. e. 0-30% NOx reduction turbocharger(s) in order to have the optimum work-
ing temperature for the catalyst.
All MC engines are delivered so as to comply with
the IMO speed dependent NOx limit, measured ac- More detailed information can be found in our publi-
cording to ISO 8178 Test Cycles E2/E3 for Heavy cations:
Duty Diesel Engines.
P. 331 Emissions Control, Two-stroke Low-speed
The primary method of NOx control, i.e. engine ad- Engines
justment and component modification to affect the P. 333 How to deal with Emission Control.
engine combustion process directly, enables re-
ductions of up to 30% to be achieved.
The Specific Fuel Oil Consumption (SFOC) and the

NOx are interrelated parameters, and an engine of-
fered with a guaranteed SFOC and also guaranteed
to comply with the IMO NOx limitation will be subject
to a 5% fuel consumption tolerance.
30-50% NOx reduction
Water emulsification of the heavy fuel oil is a well

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

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

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

the engine room or horizontally on top of the engine.
The compact SCR reactor is mounted before the
402 000 004 178 54 63
2.17
Turbocharger Choice 3
3. Turbocharger Choice
Turbocharger Makes For other layout points than L1, the number or size of
turbochargers may be different, depending on the
The MC engines are designed for the application of specified MCR point chosen.
the following makes of turbochargers:
MAN B&W Figs. 3.02, 3.03, 3.04 and 3.05 show the approxi-
Asea Brown Boveri, Ltd. (ABB) mate limits for application of the MAN B&W, the
Mitsubishi Heavy Industries, Ltd. (MHI) ABB, and the MHI turbochargers.
The engine is equipped with one turbocharger lo-

cated on aft end (4 59 121) on 4 to 9 cylinder en- Cleaning of turbochargers
gines, and with two turbochargers on exhaust side
for 10 to 12 cylinder engines (4 59 126). In order to clean the turbine blades and the nozzle
ring assembly during operation, the exhaust gas in-
let to the turbocharger is provided with a dry soft
Turbocharger types blast cleaning system using nut shells (4 59 205)
and, on MAN B&W and ABB turbochargers also,
The relevant type designations of the turbochargers with water washing (4 59 210).
applied on these engines are stated in Fig. 3.01:
Cyl. MAN B&W ABB ABB MHI

4 1 x NR24/R - 1 x VTR254 1 x MET26SR
5 1 x NR24/R 1 x TPL61D 1 x VTR254 1 x MET30SR
7 1 x NR29/R 1 x TPL65D 1 x VTR304 1 x MET33SD
8 1 x NA34/S 1 x TPL65D 1 x VTR304 1 x MET33SD
9 1 x NA34/S 1 x TPL65D 1 x VTR354 1 x MET42SD
Fig. 3.01: Turbocharger types 178 43 20-8.0
459 100 250 178 54 64
3.01
Fig. 3.02a: Choice of turbochargers, make MAN B&W

178 43 24-5.0
459 100 250 178 54 64
3.02
178 43 24-5.0
Fig. 3.02b: Choice of turbochargers, make MAN B&W
459 100 250 178 54 64
3.03
Fig. 3.03a: Choice of turbochargers, make ABB, type TPL 178 43 40-0.0
459 100 250 178 54 64
3.04
178 43 40-0.0
Fig. 3.03b: Choice of turbochargers, make ABB, type TPL
459 100 250 178 54 64
3.05
178 43 27-0.0
Fig. 3.04a: Choice of turbochargers, make ABB, type VTR
459 100 250 178 54 64
3.06
178 43 27-0.0
Fig. 3.04b: Choice of turbochargers, make ABB, type VTR
459 100 250 178 54 64
3.07
178 43 30-4.0
Fig. 3.05a: Choice of turbochargers, make MHI
459 100 250 178 54 64
3.08
178 43 30-4.0
Fig. 3.05b: Choice of turbochargers, make MHI
459 100 250 178 54 64
3.09
Total by-pass for emergency running

Option: 4 60 119
By-pas round the turbocharger of the total amount

of exhaust gas is only used for emergency running
in case of turbocharger failure.
This enables the engine to run at a higher load

than with a locked rotor under emergency condi-
tions. The engines exhaust gas receiver will in this
case be fitted with a by-pass flange of the same
diameter as the inlet pipe to the turbocharger. The
emergency pipe is the yards delivery.
178 06 72-1.1
Fig. 3.06: Total by-pass of exhaust gas for energency running
459 100 250 178 54 64
3.10
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
is the largest fuel consumer on board. The electricity gear, used only for engines running at constant
is produced by using one or more of the following speed.
types of machinery, either running alone or in parallel:
Within each PTO system, several designs are avail-
Auxiliary diesel generating sets able, depending on the positioning of the gear:
Main engine driven generators BW II:

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

garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN B&W.
Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)
from the main engine, the electricity can be pro-
duced based on the main engines low SFOC and
use of heavy fuel oil. Several standardised PTO sys-
tems are available, see Fig. 4.01 and the designa-
tions on Fig. 4.02:
PTO/RCF
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on
mechanical-hydraulical speed control.
PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
485 600 100 178 54 65
4.01
Total
Alternative generator positioning Design Seating
effciency
1a 1b BW II/RCF On tanktop 88-91

PTO/RCF
2a 2b BW IV/RCF On tanktop 88-91
3a 3b BW II/CFE On tanktop 81-85

PTO/CFE
4a 4b BW IV/CFE On tanktop 81-85
5 On tanktop
BW II/GCR (Horizontal 92
PTO/GCR
generator)
6
BW IV/GCR On tanktop 92
BW II/RCF (1) and BW II/GCR (5) are our standard solutions, all others are available on request
178 43 51-9.0
Fig. 4.01: Types of PTO
Power take off: PTO
BW II S26/GCR 500-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk Constant Frequency unit

CFE: Step-up gear with electrical frequency control
GCR: Step-up gear with constant ratio
Engine type on which it is applied
Positioning of PTO: See Fig. 4.01
Make: MAN B&W
178 43 52-0.0
Fig. 4.02: Designation of PTO
485 600 100 178 54 65
4.02
PTO/RCF The epicyclic gear of the BW II/RCF unit has a hy-

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

rangement.
To panel
Hydrostatic Operator control panel

control (in switchboard)
Hydrostatic motor
Output shaft
Hydrostatic pump
Multi-disc clutch
Input shaft
Controller
Terminal
178 00 45-5.0
Fig. 4.03: Power Take Off with Renk constant frequency gear: BW II/RCF, option: 4 85 203
485 600 100 178 54 65
4.03
This keeps the generator speed constant during sin- In the case that a larger generator is required, please
gle running as well as when running in parallel with contact MAN B&W Diesel A/S
other generators.
The multi-disc clutch, integrated into the gear input

shaft, permits the engaging and disengaging of the Yard deliveries are:
epicyclic gear, and thus the generator, from the
main engine during operation. 1. Cooling water pipes to the built-on lubricating oil
cooling system, including the valves
An electronic control system with a Renk controller
ensures that the control signals to the main electri- 2. Electrical power supply to the lubricating oil
cal switchboard are identical to those for the normal stand-by pump built on to the RCF unit
auxiliary generator sets. This applies to ships with
automatic synchronising and load sharing, as well 3. Wiring between the generator and the operator
as to ships with manual switchboard operation. control panel in the switch-board.
Internal control circuits and interlocking functions
4. An external permanent lubricating oil filling-up
between the epicyclic gear and the electronic con-
connection can be established in connection
trol box provide automatic control of the functions
with the RCF unit.
necessary for the satisfactory operation and protec-
tion of the BW III/RCF unit. If any monitored value
exceeds the normal operation limits, a warning or an The necessary preparations to be made on the en-
alarm is given depending upon the origin, severity gine are specified in Fig. 4.05.
and the extent of deviation from the permissible val-
ues. The cause of a warning or an alarm is shown on
a digital display.
Extent of delivery for BW II/RCF units
Standard sizes of the RCF units are designed for

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

1800 r/min 1500 r/min
DSG kVA kW kVA kW
62 M2-4 707 566 627 501

62 L1-4 855 684 761 609
62 L2-4 1056 845 940 752
74 M1-4 1271 1017 1137 909
74 M2-4 1432 1146 1280 1024
74 L1-4 1651 1321 1468 1174
The delivery is a complete separate unit.
485 600 100 178 54 65
4.04
Pos. 1: Flange on crankshaft

Pos. 2: Studs and nuts, dowel pipe and screws
Pos. 3: Intermediate shaft between the crankshaft and flexible coupling for PTO
Pos. 4: Oil sealing for intermediate shaft
Pos. 5: End cover in 2/2 with scraper ring housing
Pos. 6: Plug box for electronic measuring instrument for check of condition of axial vibration damper
178 43 54-4.0
Fig. 4.05: Engine preparations for PTO
485 600 100 178 54 65
4.05
PTO BW IV/GCR 4.01 alternative 2) or additional electrical equipment

Power Take Off/Gear Constant Ratio for maintaining the constant frequency of the gener-
ated electric power (Fig. 4.01 alternative 4).
The shaft generator system, type PTO BW IV/GCR,
installed in the shaft line (Fig. 4.01 alternative 6) can
generate power on board ships equipped with a Tunnel gear with hollow flexible coupling
controllable pitch propeller running at constant
speed. This PTO-system is normally installed on ships with
a minor electrical power take off load compared to
The PTO-system can be delivered as a tunnel gear the propulsion power, up to approximately 25% of
with hollow flexible coupling or, alternatively, as a the engine power.
generator step-up gear with flexible coupling inte-
grated in the shaft line. The hollow flexible coupling is only to be dimensioned
for the maximum electrical load of the power take off
The main engine needs no special preparation for system and this gives an economic advantage for mi-
mounting these types of PTO systems as they are nor power take off loads compared to the system with
connected to the intermediate shaft. an ordinary flexible coupling integrated in the shaft
line.
The PTO-system installed in the shaft line can also
be installed on ships equipped with a fixed pitch The hollow flexible coupling consists of flexible seg-
propeller or controllable pitch propeller running in ments and connecting pieces, which allow replace-
combinator mode. This will, however, also require ment of the coupling segments without dismounting
an additional Renk Constant Frequency gear (Fig. the shaft line, see Fig. 4.06.
178 18 25-0.0
Fig. 4.06: Power Take Off (PTO) BW IV/GCR, tunnel gear
485 600 100 178 54 65
4.06
Generator step-up gear and flexible coupling Power Take Off/Gear Constant Ratio,
integrated in the shaft line PTO BW II/GCR
For higher power take off loads, a generator step-up The system Fig. 4.01 alternative 5 can generate
gear and flexible coupling integrated in the shaft line electrical power on board ships equipped with a
may be chosen due to first costs of gear and cou- controllable pitch propeller, running at constant
pling. speed.
The flexible coupling integrated in the shaft line will The PTO unit is mounted on the tank top at the fore
transfer the total engine load for both propulsion end of the engine and, by virtue of its short and com-
and electricity and must be dimensioned accord- pact design, it requires a minimum of installation
ingly. space, see Fig. 4.07. The PTO generator is activated
at sea, taking over the electrical power production
The flexible coupling cannot transfer the thrust from on board when the main engine speed has stabi-
the propeller and it is, therefore, necessary to make lised at a level corresponding to the generator fre-
the gear-box with an integrated thrust bearing. quency required on board.
This type of PTO-system is typically installed on The BW II/GCR cannot, as standard, be mechani-
ships with large electrical power consumption, e.g. cally disconnected from the main engine, but a hy-
shuttle tankers. draulically activated clutch, including hydraulic
pump, control valve and control panel, can be fitted
as an option.
178 18 22-5.0
Fig. 4.07: Power Take Off (PTO) BW II/GCR
485 600 100 178 54 65
4.07
Installation Aspects 5
5 Installation Aspects
The figures shown in this chapter are intended as an room. A special crane beam for dismantling the
aid at the project stage. The data is subject to turbocharger shall be fitted. The lifting capacity of
change without notice, and binding data is to be the crane beam for dismantling the turbocharger is
given by the engine builder in the Installation Doc- stated in fig. 6.10.07
umentation mentioned in Chapter 10.
The overhaul tools for the engine are designed to be
used with a crane hook according to DIN
Space Requirements for the Engine 15400,June 1990, material class M and load capac-
ity 1Am and dimensions of the single hook type ac-
The space requirements stated in Fig. 5.01 are valid cording to DIN 15401, part 1.
for engines rated at nominal MCR (L1).
Additional space needed for engines equipped with Engine Outline

PTO is stated in Chapter 4.
The total length of the engine at the crankshaft level
If, during the project stage, the outer dimensions of may vary depending on the equipment to be fitted
the turbocharger seem to cause problems, it is pos- on the fore end of the engine, such as adjustable
sible, for the same number of cylinders, to use counterweights, tuning wheel, moment compensa-
turbochargers with smaller dimensions by increas- tors PTO, which are shown as alternatives in Fig.
ing the indicated number of turbochargers by one. 5.04.
Transparent outline drawings in scale 1:50 and

Overhaul of Engine 1:100 are included in section 11.
The distances stated from the centre of the crank-

shaft to the crane hook are for vertical or tilted lift, Engine Masses and Centre of Gravity
see note F in Fig. 5.01.
The partial and total engine masses appear from
A lower overhaul height is, however, available by us- Chapter 9, Dispatch Pattern, to which the masses
ing the MAN B&W double-jib crane, built by Danish of water and oil in the engine, Fig. 5.06, are to be
Crane Building ApS, shown in Figs. 5.02 and 5.03. added. The centre of gravity is shown in Fig. 5.05,
including the water and oil in the engine, but without
Please note that the distance given by using a dou- moment compensators or PTO.
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. Gallery Outline
2 x 0.5 ton double jib-crane can be used for this en- Fig. 5.07 shows the gallery outline for engines with
gine as this crane has been individually designed for high efficiency turbochargers and rated at nominal
the engine. MCR (L1).
The capacity of a normal engine room crane has to

be minimum 0.5 ton.
The area covered by the engine room crane shall be

wide enough to reach any heavy spare part required
in the engine room, and the crane hook shall be able
to reach the lowermost floor level in the engine
430 100 030 178 54 66
5.01
Engine Pipe Connections Top Bracing

The position of the external pipe connections on the Because of the small size of the engine, we consider
engine are stated in Fig. 5.08, and the correspond- the guide force moments as harmless, and no spe-
ing lists of counterflanges for pipes and turbochar- cial countermeasures are to be tanken.
ger in Figs. 5.09 and 5.10, respectively.
The flange connection on the turbocharger gas out- Earthing Device

let is rectangular, but a transition piece to a circular
form can be supplied as an option: 4 60 601. 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
Engine Seating and Arrangement of in seawater) has caused spark erosion on the main
Holding Down Bolts bearings and journals of the engine.
The dimensions of the seating stated in Figs. 5.11 A potential difference of less than 80 mV is harmless
and 5.12 are for guidance only. to the main bearings so, in order to reduce the po-
tential between the crankshaft and the engine struc-
The engine is basically mounted on epoxy chocks ture (hull), and thus prevent spark erosion, we rec-
4 82 102 in which case the underside of the ommend the installation of a highly efficient earthing
bed-plates lower flanges has no taper. device.
The epoxy types approved by MAN B&W Diesel A/S The sketch Fig. 5.13 shows the layout of such an
are: earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
Chockfast Orange PR 610 TCF
from ITW Philadelphia Resins Corporation, USA, We also recommend the installation of a shaft-hull
and mV-meter so that the potential, and thus the correct
Epocast 36" functioning of the device, can be checked.
from H.A. Springer Kiel, Germany
The engine may alternatively, be mounted on cast

iron chocks (solid chocks 4 82 101), in which case
the underside of the bedplates lower flanges is with
taper 1:100.
430 100 030 178 54 66
5.02
1) Minium 4675 mm for turbocharger NA34/S Normal/minimum centreline distance for twin engine
installation: 3450/2800 mm (2800 mm for common
2) K must be equal to or larger than the propeller shaft, if gallery for starboard and port design engines)
the propeller shaft is to be drawn into the engine room
The dimensions are given in mm and are for guid-
ance only. If the dimensions cannot be fulfilled,
please contact MAN B&W Diesel A/S or our local
representative
Fig.5.01a: Space requirement for the engine, turbocharger located on aft end (4 59 121) 178 34 33-0.0
430 100 034 178 54 67
5.03
Cyl. No. 4 5 6 7 8 9
min. 3147 3637 4127 4617 5107 5597 Fore end: A min. shows basic engine
A A max. shows engine with built on tuning wheel
max. 3242 3732 4222 4712 5202 5692 For PTO: See corresponding Space requirement
MAN B&W and ABB The required space to the engine room
B 1880
turbochargers casing is without top bracing
1765 1907 2245 2382 2500 2637 MAN B&W turbocharger Dimensions according to Turbocharger
C
1699 1841 2036 2173 2371 2508 ABB turbocharger Choice at nominal MCR
The dimension is exclusive cofferdam and must fulfil minimum height
D 1590 1590 1590 1600 1630 1650
to tanktop according to classification rules
4525 1) El. crane The distance from crankshaft centreline to
lower edge of deck beam, when using
E
4500 1) Manual crane MAN B&W double jib crane.
See MAN B&W Double jib crane
4825 Vertical lift of piston, piston rod passes between cylinder cover studs
F
4725 Tilted lift of piston, piston rod passes between cylinder cover studs
G 1990 See Gallery outline
H 3520 See Engine outline
1013 1013 1100 1100 1250 1250 MAN B&W turbocharger Dimensions according to Turbocharger
I
1050 1050 1004 1004 1200 1200 ABB turbocharger choice at nominal MCR
J 450 Space for tightening control of holding down bolts
L 1640 1640 1640 1690 1690 1690 Necessary space for overhaul of air cooler
N 1189
O 1194 The dimensions cover required space and hook travelling width for
R 772 turbocharger NA34/S
S 428
Max. 60 when MAN B&W Double jib crane is used
V 0,15, 30, 45, 60, 75, 90
Max. 15 when engine room has min. headroom above turbocharger
Fig.5.01b: Space requirement for the engine, turbocharger located on aft end (4 59 121)
430 100 034 178 54 67
5.04
MAN B&W turbocharger related figures:

Type
Units NR24 NR29 NA34 NA40
W kg 1000 1000 1000 1000
HB mm 1000 1000 1200 1300
ABB turbocharger related figures:

Type
Units VTR254 VTR304 VTR354
W kg 1000 1000 1000
HB mm 1000 1000 1000
Type
Units TPL61 TPL65
W kg 1000 1000
HB mm 500 600
MHI turbocharger related figures:

Type
178 32 20-8.0
Units MET26SR MET30SR MET33SD MET42SD
W kg 1000 1000 1000 1000
For the overhaul of a turbocharger, a crane beam with
trolleys is required at each end of the turbocharger. HB mm 1000 1000 1000 1100
Two trolleys are to be available at the compressor end The table indicates the position of the crane beam(s) in
and one trolley is needed at the gas inlet end. the vertical level related to the centre of the
turbocharger(s).
The crane beam can be omitted if the main engine room
crane also covers the turbocharger area. The crane beam location in horizontal direction:
The crane beam is used for lifting the following compo- *) Engines with the turbocharger(s) located on the ex-
nents: haust side: 10-12 cylinder engines.
The letter a indicates the distance between vertical
- Exhaust gas inlet casing centrelines of the engine and the turbocharger(s).
- Turbocharger silencer
- Compressor casing *) Engines with the turbocharger located on the aft
- Turbine rotor with bearings end of engine: 4-9 cylinder engines.
The letter a indicates the distance between vertical
The sketch shows a turbocharger and a crane beam that centrelines of the aft cylinder and the turbocharger.
can lift the components mentioned. The figures a are stated on the Engine Outline
drawing.
The crane beam(s) is/are to be located in relation to the
turbocharger(s) so that the components around the gas The crane beam can be bolted to brackets that are fas-
outlet casing can be removed in connection with over- tened to the ship structure or to columns that are lo-
haul of the turbocharger(s). cated on the top platform of the engine.
The lifting capacity of the crane beam is indicated in the

table for the various turbocharger makes. The crane
beam shall be dimensioned for lifting the wieght W with
a deflection of some 5 mm only.
Fig. 5.01c: Crane beams for overhaul of turbocharger
430 100 034 178 54 67
5.05
Weight in kg Crane capacity Height in mm

Building-in height in mm when using
inclusive lifting tools in tons when using
MAN B&W double-jib crane
normal crane
(vertical lift of
piston/tilted
lift of piston)
Cylinder A B1/B2 C D
Cylinder Piston Normal MAN B&W
linier with Minimum Minimum Minimum Additional height
cover with crane double-jib
cooling distance height from height from which makes overhaul
complete stuffing crane
jacket in mm centre line centre line of exhaust valve
with box
crankshaft to crankshaft feasible without
exhaust
crane hook to underside removal of any studs
valve
deck beam
375 475 200 0.5 2 x 0.5 1200 4825/4725 4525 250

The crane hook should at least be able to reach down to a
The crane hook travelling area must cover at least the full
level corresponding to the centreline of the crankshaft.
lenght of the engine and a width in accordance with di-
mension A given on the drawing.
For overhaul of the turbocharger(s) a trolley mounted
chain hoists must be installed on a separate crane beam
It is furthermore recommended that the engine room crane
or, alternatively, in combination with the engine room
can be used for transport of heavy spare parts from the en-
crane structure, see Fig. 5.01b with information about the
gine room hatch to the spare part stores and to the engine.
required lifting capacity for overhaul of turbocharger(s).
See example on this drawing.
178 41 08-9.0
Fig. 5.01d: Engine room crane
430 100 034 178 54 67
5.06
Deck beam
MAN B&W double-

jib crane
The double-jib crane

can be delivered by:
Danish Crane Buiding ApS

sterlandsvej 2

DK-9240 Nibe,Denmark Centre line crankshaft
178 06 25-5.3
Fig. 5.02: Overhaul with double-jib crane
488 701 050 178 54 68
5.07
Fig. 5.03a: Electrically operated MAN B&W

178 40 35-7.1
double-jib crane 2 x 0.5 t, option: 4 88 701
These cranes are adapted to the special tools for low overhaul
Fig. 5.03b: Manually operated MAN B&W 178 40 36-9.0
double-jib crane 2 x 0.5 t, option: 4 88 702
488 701 010 178 54 71
5.08
178 41 57-9.0
Fig. 5.04a: Engine outline
483 100 084 178 54 72
5.09
Turbocharger
a c d e Cyl. No. g LI LII
type
NR24/R 1013 540 1370 295 4 1470 3147 3242
MAN
NR29/S 1100 650 1620 381 5 1960 3637 3732
B&W
NA34/S 1250 800 1750 420 6 2450 4127 4222
VTR254 1050 464 1465 260 7 2940 4617 4712
ABB VTR304 1004 475 1360 138 8 3430 5107 5202
VTR354 1200 880 1710 590 9 3920 5597 5692
MET26SR 970 575 - 370
MET30SR 1075 650 - 475
MHI
MET33SD 1020 900 1500 475
MET42SD 1200 900 1700 475
Please note:
The dimensions given are subject to revision without notice

For platforms dimensions see G
allery outline
178 41 57-9.0
Fig. 5.04b: Engine outline
483 100 084 178 54 72
5.10
No. of cylinders 4 5 6 7 8 9* 10* 11* 12*
Distance X mm 1040 1275 1490 1730 1990
Distance Ymm 1320 1320 1340 1340 1350
Distance Zmm 70 60 60 55 55
For engine dry masses,see dispatch pattern in section 9
*The data for 9-12 cylinder engines with two turbochargers on exhaust side,are available on request
178 40 32-1.0
Fig. 5.05: Centre of gravity
000 000 000 178 54 73
5.11
Mass of water and oil in engine in service

No. of
cylinders Mass of water Mass of oil in
Freshwater Seawater Total Engine Oil pan Total

* system
*
kg kg kg kg kg kg
4 70 95 165 60 120 180
5 90 95 185 80 160 240
6 110 95 205 100 190 290
7 130 95 225 120 230 390
8 150 95 245 140 270 410
9 170 95 265 160 310 470
10 190 190 380 180 350 530
11 210 190 400 200 390 590
12 230 190 420 220 430 650
* The stated valves are valid for horizontally aligned engines with vertical oil outlets
The values for 9-12 cylinder engines are estimated
178 40 29-8.0
Fig. 5.06: Water and oil in engine
430 100 059 178 54 74
5.12
178 41 61-4.0
Fig.5.07a: Gallery outline
483 100 080 178 54 75
5.13
178 41 61-4.0
Fig.5.07b: Gallery outline
483 100 080 178 54 75
5.14
Turbocharger type a h h1 k k1
NR24/R 1013 860 1149 3870 3860
MAN
NR29/S 1150 - 1225 - 4020
B&W
NA34/S 1300 800 - 4000 -
VTR254 1075 463 - 3804 -
ABB VTR304 1080 460 - 3861 -
VTR354 1250 880 - 3900 -
MET26SR 970 660 - 3520 -
MET30SR 1075 780 - 3520 -
MHI
MET33SD 1100 535 - 3800 -
MET42SD 1250 600 - 4000 -
178 41 66-30.0
Fig. 5.08a: Engine pipe connections
483 100 082 178 54 76
5.15
Cyl . No. g n m
4 1470 1470 -
5 1960 1960 -
6 2450 1960 -
7 2940 1960 2940
8 3430 1960 3430
9 3920 1960 3430
178 41 66-3.0
Fig. 5.08b: Engine pipe connections
483 100 082 178 54 76
5.16
The letters refer to List of flanges

Some of the pipes can be connected fore or aft as shown and the engine builder has to be informed which end to be used
For engine dimensions see Engine outline and Gallery outline

178 41 66-3.0
Fig. 5.08c: Engine pipe connections
483 100 082 178 54 76
5.17
Refer- Cyl. Flange Bolts

DN* Description
ence No. Dia. PCD Thickn. Dia. No.
A 4-9 185 145 22 M16 8 65 Starting air inlet (neck flange for welding supplied)
B 4-9 Coupling for 16 mm pipe Control air inlet
C 4-9 Coupling for 16 mm pipe Safety air inlet
D 4-9 See figures page 5.19 Exhaust outlet
E 4-9 Nominal dia. 50 mm pipe Venting of lube oil discharge pipe MAN B&W NA T/C
F 4-9 90x90 85 14 M12 4 25 Fuel oil outlet
4-6 165 125 18 M16 4 50
K Cooling water inlet
7-9 185 145 18 M16 4 65
4-6 165 125 18 M16 4 50
L Cooling water outlet
7-9 185 145 18 M16 4 65
4-6 200 160 18 M16 8 80
N Cooling water inlet from scavenge air cooler
7-9 220 180 20 M16 8 100
M 4-9 Coupling for 12 mm pipe Cooling water deaeration
4-6 200 160 18 M16 8 80
P Cooling water outlet from scavenge air cooler
7-9 220 180 20 M16 8 100
R 4-9 165 125 18 M16 4 50 Lubricating oil inlet (system oil)
S 4-9 See special drawing of oil outlet System oil outlet to bottom tank (vertical)
S1 4-9 340 295 24 M20 8 200 System oil outlet to bottom tank (horizontal) (optional)
4-6 200 160 18 M16 8 80
U Cooling water inlet (system oil)
7-9 210 170 20 M16 8 90
Exhaust gas bypass for emergency running (MAN
V 4-9 445 400 19 M20 12 300
B&W NR turbocharger)
X 4-9 150 110 18 M16 4 40 Fuel oil inlet (neck flange for welding supplied)
AB1 - 150 110 16 M16 4 40 Lube oil outlet from MAN B&W T/C type: NA24/R
AB2 - 165 125 18 M16 4 50 Lube oil outlet from MAN B&W T/C type: NA29/S
AB3 - 165 125 18 M16 4 50 Lube oil outlet from MAN B&W T/C type: NA34/S
AC 4-9 Coupling for 16 mm pipe Lubricating oil inlet to cylinder lubricators
AE 4-9 Coupling for 20 mm pipe Fuel oil drain pipe from bedplate
AF 4-9 Coupling for 30 mm pipe Fuel oil to drain outlet
AG 4-9 140 100 16 M16 4 32 Lube oil from stuff. box for piston rods to drain tank
AH 4-9 Coupling for 30 mm pipe Cooling water drain
AL 4-9 Coupling for 25 mm pipe Outlet water mist catcher
AN 4-9 Coupling for 20 mm pipe Water washing inlet turbocharger
AP 4-9 Coupling for 10 mm pipe Air inlet for softblast cleaning of turbocharger
AR 4-9 150 110 16 M16 4 40 Oil vapour discharge
AS 4-9 Coupling for 16 mm pipe Cooling water drain air cooler
AT 4-9 Coupling for 20 mm pipe Fire extinguishing in scavenge air box
AV 4-9 165 125 18 M16 4 50 Drain from scavenge air chambers to closed drain tank
* DN indicates the nominal diameter of the piping on the engine.

For external pipes the diameters should be calculated according to the fluids velocities (see list of capacities) or the
recommended pipe sizes in diagrams should be used.
178 41 67-5.0
Fig. 5.09: List of counterflanges, option: 4 30 202
430 200 152 178 54 77
5.18
MET42SD
MET26SR
MET33SD
MET30SR
MHI
VTR 254
VTR 354
VTR 304
ABB
MAN B&W
NA34/S
NA24/R
NA24/R
NA29/S
Thickness of flanges: 20 mm (for VTR454 and VTR454E thickness = 20 mm)

178 41 74-6.0
Fig. 5.10: List of counterflanges, turbocharger exhaust outlet (yards supply)
430 200 152 178 54 77
5.19
For details of chocks and bolts see special drawings 2) The shipyard drills the holes for holding down
bolts in the top plates while observing the
This drawing may, subject to the written consent of the toleranced locations given on the present drawing
actual engine builder concerned, be used as a basis for
marking-off and drilling the holes for holding down bolts 3) The holding down bolts are made in accordance
in the top plates, provided that: with MAN B&W Diesel A/S drawings of these bolts
1) The engine builder drills the holes for holding down
bolts in the bedplate while observing the toleranced
locations indicated on MAN B&W Diesel A/S draw-
ings for machining the bedplate
178 18 17-8.1
Fig. 5.11: Arrangement of epoxy chocks and holding down bolts
482 600 015 178 54 78
5.20
Section A-A
Holding down bolts, option: 4 82 602 includes:
1 Protecting cap 4 Distance pipe

2 Spherical nut 5 Round nut
3 Spherical washer 6 Holding down bolt
178 18 15-4.0
Fig.5.12a: Profile of engine seating (for engines with vertical oil outlet)
482 600 010 178 54 79
5.21
Section A-A
Holding down bolts, option: 4 82 602 includes:
1 Protecting cap 4 Distance pipe

2 Spherical nut 5 Round nut
3 Spherical washer 6 Holding down bolt
178 18 16 -6.0
Fig.5.12b: Profile of engine seating (for engines with horizontal oil outlet)
482 600 010 178 54 79
5.22
View from X View D
Side chock liners, option:

4 82 620 includes:
1 Liner for side chock

2 Lock plate
3 Hexagon socket
set screw
Side chock option:

4 82 622 includes:
4 Washer
5 Side chocks
Section B-B
Fig.5.12c: Profile of engine seating, side chocks liners (wedges), 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 liners, option:

4 82 612 includes:
7 Liner for end chocks
End chock bolts, option:

4 82 614 includes:
8 End chock
178 18 19-1.0
Fig.5.12d: Profile of engine seating, end chocks, option: 4 82 610
482 600 010 178 54 79
5.23
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. 5.13: Earthing device, (yards supply)
420 600 010 178 54 83
5.24
Auxiliary Systems 6
6.01. List of Capacities
The Lists of Capacities contain data regarding the A detailed specification of the various components
necessary capacities of the auxiliary machinery for is given in the description of each system. If a fresh-
the main engine only. water generator is installed, the water production
can be calculated by using the formula stated later
The heat dissipation figures include 10% extra margin in this chapter and the way of calculating the ex-
for overload running except for the scavenge air haust gas data is also shown later in this chapter.
cooler, which is an integrated part of the diesel engine. The air consumption is approximately 98% of the
calculated exhaust gas amount.
Cooling Water Systems The location of the flanges on the engine is shown in:
Engine pipe connections, and the flanges are
The capacities given in the tables are based on tropi- identified by reference letters stated in the List of
cal ambient reference conditions and refer to engines counter flanges; both can be found in Chapter 5.
with a high efficiency/conventional running at nominal
MCR (L1) for, respectively: The diagrams use the symbols shown in Fig. 6.01.19
Basic symbols for piping, whereas the symbols
Seawater cooling system for instrumentation accord to the Symbolic repre-
Figs. 6.01.01and 6.01.03 sentation of instruments and the instrumentation
list found in Chapter 8.
Central cooling water system,
Figs. 6.01.02and 6.01.04
Heat radiation
The capacities for the starting air receivers and the
compressors are stated in Fig. 6.01.05 The radiation and convection heat losses to the en-
gine room is about 2.0% of the engine nominal
power (kW in L1).
178 11 26-4.1
Fig. 6.01.01: Diagram for seawater cooling
178 11 27-66.1
Fig. 6.01.02: Diagram for central cooling water system
430 200 025 178 54 84
6.01.01
Nominal MCR Cyl. 4 5 6 7 8 9 10 11 12

at 250 r/min kW 1600 2000 2400 2800 3200 3600 4000 4400 4800
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.4 0.5 0.6 0.7 0.8 0.9 1.1 1.2 1.3
Jacket cooling water pump 1) m3/h 16 20 24 28 32 36 40 44 48
2)
3) 24 28 25 29 34 38 55 47 51
Pumps
4) 16 20 24 28 32 36 40 44 48
3
Seawater cooling pump* 1) m /h 70 87 105 125 140 160 175 195 210
2)
3) 73 90 105 125 140 155 180 190 210
4) 71 88 105 125 140 155 175 190 210
3
Main lubricating oil pump* 1) m /h 50 57 65 72 84 94 98 105 115
2)
3) 48 55 63 70 80 90 95 100 110
4) 50 57 65 72 82 93 99 105 115
Scavenge air cooler
Heat dissipation approx. kW 570 710 850 990 1140 1280 1420 1560 1700
Seawater quantity m3/h 45 56 68 79 90 101 112 123 134
Lubricating oil cooler

Heat dissipation approx.* 1) kW 215 265 350 400 460 510 530 650 700
2)
3) 200 250 300 350 400 450 500 550 600
Coolers
4) 225 275 325 375 425 485 550 600 650

Lubricating oil quantity* See Main lubricating oil pump above
Seawater quantity 1) m3/h 25 31 37 46 50 59 63 72 76
2)
3) 28 34 37 46 50 54 68 67 76
4) 26 32 37 46 50 54 63 67 76
Jacket water cooler
Heat dissipation approx. 1) kW 310 385 460 540 620 690 770 850 920
2)
3) 395 470 485 560 650 720 940 900 970
4) 310 385 460 540 620 690 770 850 920
Jacket cooling water quantity See Jacket cooling water pump above
Seawater quantity* See Seawater quantity above
Fuel oil heater kW 39 47 52 63 71 79 87 94 100
Exhaust gas flow** at 260 C kg/h 12440 15550 18660 21770 24880 27990 31100 34210 37230
Air consumption of engine kg/s 3.4 4.2 5.1 5.9 6.8 7.6 8.4 9.3 10.1
* For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or tor-
sional vibration damper, the engines capacities must be increased by those stated for the actual system
** The exhaust gas amount and temperature must be adjusted according to the actual plant specification
Turbocharger types: 1) MAN B&W 2) ABB, type TPL 3) ABB, type VTR 4) MHI
178 42 72-8.0
Fig. 6.01.03: List of capacities, S26MC with seawater cooling system , stated at the nominal MCR power (L1)
430 200 025 178 54 84
6.01.02
Nominal MCR Cyl. 4 5 6 7 8 9 10 11 12

at 250 r/min kW 1600 2000 2400 2800 3200 3600 4000 4400 4800
Fuel oil circulating pump m3/h 1.5 1.8 2.0 2.4 2.7 3.0 3.3 3.6 3.9
Fuel oil supply pump m3/h 0.4 0.5 0.6 0.7 0.8 0.9 1.1 1.2 1.3
Jacket cooling water pump 1) m3/h 16 20 24 28 32 36 40 44 48
2)
3) 24 28 25 29 34 38 55 47 51
4) 16 20 24 28 32 36 40 44 48
Central cooling water pump* 1) m3/h 70 87 105 125 140 160 175 195 210
2)
3) 73 90 105 125 140 155 180 190 210
Pumps
4) 71 88 105 125 140 155 175 190 210

Seawater cooling pump* 1) m3/h 52 65 79 92 105 120 130 145 160
2)
3) 56 68 78 91 105 115 135 145 155
4) 53 66 78 91 105 115 130 145 155
Main lubricating oil pump* 1) m3/h 50 57 65 72 84 94 98 105 115
2)
3) 48 55 63 70 80 90 95 100 110
4) 50 57 65 72 82 93 99 105 115
Coolers:
Scavenge air cooler
Heat dissipation approx. kW 560 710 850 990 1130 1270 1410 1550 1690
Central cooling w. quantity m3/h 45 56 68 79 90 101 112 123 134
Lubricating oil cooler

2)
3) 200 250 300 350 400 450 500 550 600
4) 225 275 325 375 425 485 550 600 650
Lubricating oil quantity* See Main lubricating oil pump above
Central cooling water qty.* 1) m3/h 25 31 37 46 50 59 63 72 46
2)
Coolers
3) 28 34 37 46 50 54 68 67 76
4) 26 32 37 46 50 54 63 67 76
Jacket water cooler
Heat dissipation approx 1) kW 310 385 460 540 620 690 770 850 920
2)
3) 395 470 485 560 650 720 940 900 970
4) 310 385 460 540 620 690 770 850 920
Jacket cooling water quantity See Jacket cooling water pump above
Central cooling water quantity* See Central cooling water quantity above
Central cooler
2)
3) 1160 1430 1640 1900 2180 2440 2850 3000 3260
4) 1100 1370 1640 1910 2180 2450 2730 3000 3260
Central cooling water quantity* See Central cooling water pump above
Seawater quantity* See Seawater cooling pump above
Fuel oil heater kW 39 47 52 63 71 79 87 94 100
Exhaust gas flow** at 260 C kg/h 12440 15550 18660 21770 24880 27990 31100 34210 372320
Air consumption of engine kg/s 3.4 4.2 5.1 5.9 6.8 7.6 8.4 9.3 10.1
* For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or tor-
sional vibration damper, the engines capacities must be increased by those stated for the actual system
** The exahust gas amount and temperature must be adjusted according to the actual plant specification
178 42 76-5.0
Fig. 6.01.04: List of capacities, S26MC with central cooling system , stated at the nominal MCR power (L1)
430 200 025 178 54 84
6.01.03
Starting air system: 30 bar (gauge)

Cylinder no. 4 5 6 7 8 9 10 11 12
Reversible engine
Receiver volume (12 starts) m3 2 x 0.9 2 x 0.9 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0
3
Compressor capacity, total m /h 52 52 60 60 60 60 60 60 60
Non-reversible engine
Receiver volume (6 starts) m3 2 x 0.4 2 x 0.4 2 x 0.4 2 x 0.4 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5 2 x 0.5
3
Compressor capacity, total m /h 22 22 22 22 30 30 30 30 30
178 42 80-0.0
Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine S26MC
Auxiliary System Capacities for

Derated Engines
The dimensioning of heat exchangers (coolers) and
pumps for derated engines can be calculated on the
basis of the heat dissipation values found by using
the following description and diagrams. Those for
the nominal MCR (L 1 ), see Figs. 6.01.03 and
6.01.04, may also be used if wanted.
Cooler heat dissipations
For specified MCR (M) the diagrams in Figs.

6.01.06, 6.01.07 and 6.01.08 show reduction fac-
tors for the corresponding heat dissipations for the 178 10 86-7.0
coolers, relative to the values stated in the List of Fig. 6.01.07: Jacket water cooler, heat dissipation
Capacities valid for nominal MCR (L1). qjw% in % of L1 value
178 06 57-8.1
178 07 98-0.0
Fig. 6.01.06: Scavenge air cooler, heat dissipation Fig. 6.01.08: Lubricating oil cooler, heat dissipation
qair% in % of L1 value qlub% in % of L1 value
430 200 025 178 54 84
6.01.04
The percentage power (P%) and speed (n%) of L1 The derated seawater pump capacity is equal to the
for specified MCR (M) of the derated engine is used sum of the above found derated seawater flow ca-
as input in the above-mentioned diagrams, giving pacities though the scavenge air and lube oil cool-
the % heat dissipation figures relative to those in the ers to which is added the seawater flow capacity for
List of Capacities, Figs. 6.01.03 and 6.01.04. the camshaft lube oil cooler, as these are connected
in parallel.
Pump capacities If a central cooler is used, the above still applies, but
the central cooling water capacities are used in-
The pump capacities given in the List of Capac- stead of the above seawater capacities. The seawa-
ities refer to engines rated at nominal MCR (L1). For ter flow capacity for the central cooler can be re-
lower rated engines, only a marginal saving in the duced in proportion to the reduction of the total
pump capacities is obtainable. cooler heat dissipation.
To ensure proper lubrication, the lubricating oil Pump pressures

pump must remain unchanged.
Irrespective of the capacities selected as per the
Also, the fuel oil circulating and supply pumps above guidelines, the below-mentioned pump
should remain unchanged, and the same applies to heads at the mentioned maximum working temper-
the fuel oil preheater punp. atures for each system shall be kept:
In order to ensure a proper starting ability, the start- Pump Max.

ing air compressors and the starting air receivers head working
must also remain unchanged. bar temp. C
Fuel oil supply pump 4 100
Jacket water pump Fuel oil circulating pump 10 150
Lubricating oil pump 4 60
The jacket water pump capacity can be reduced
proportionally to the jacket cooling water heat dissi- Seawater pump 2.5 50
pation found in Fig. 6.01.07, however, not below Central cooling water pump 2.5 60
90% of the capacity stated for the nominal power Jacket water pump 3 100
(L1).
Seawater pump Flow velocities

For external pipe connections, we prescribe the fol-
The seawater flow capacity for each of the sca- lowing maximum velocities:
venge air, lube oil and jacket water coolers can be
reduced proportionally to the reduced heat dissipa- Marine diesel oil 1.0 m/s
tions found in Figs. 6.01.06, 6.01.07 and 6.01.08, re- Heavy fuel oil 0.6 m/s
spectively. Lubricating oil 1.8 m/s
Cooling water 3.0 m/s
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 lubricating oil cooler, the seawater flow ca-
pacity for the latter is used also for the jacket water
cooler.
430 200 025 178 54 84
6.01.05
Example 1:
6S26MC with a seawater cooling system and derated to:
Specified MCR (M) . . . . . . . . . . . 80% power of L1

90% power of L1
Optimised power (O) shall coincide with the specified MCR (M)
Nominal MCR, L1: 2,400 kW = 3,270 BHP (100.0%) 250.0 r/min (100.0%)
Specified MCR, M=O: 1,920 kW = 2,616 BHP (80.0%) 225.0 r/min (90.0%)
Service rating, PS: 1,536 kW = 2,093 BHP 208.9 r/min
i.e. service rating, PS%= 80% of M = O

Ambient reference conditions: 20 C air and 18 C cooling water
The method of calculating the reduced capacities

for point M based on tropical ambient conditions 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. 6.01.09.
Heat dissipation of scavenge air cooler

Fig. 6.01.06 which is approximate indicates a 73%
heat dissipation:
850 x 0.73 = 621 kW
Heat dissipation of lub. oil cooler

Fig. 6.01.08 indicates a 91% heat dissipation:
350 x 0.91 = 318.5 kW
Heat dissipation of jacket water cooler

Fig. 6.01.07 indicates a 84% heat dissipation:
460 x 0.84 = 386 kW
Jacket water pump

According to Fig. 6.01.06, the factor 0.84 should be
applied. However, as this is lower than the stated
limit of 90%, the latter is to be used:
24 x 0.90 = 21.6 m3/h
Seawater pump
Scavenge air cooler: 68 x 0.73 = 49.6 m3/h
Lubricating oil cooler 37 x 0.91 = 33.7 m3/h
Total: 83.3 m3/h
430 200 025 178 54 84
6.01.06
Nominal rated engine (L1) Example 1

Specified MCR (M)
Shaft power at MCR 3,270 BHP at 250 r/min 2,616 BHP at 225 r/min
Pumps:
Fuel oil circulating pump m3/h 2.0 2.0

Fuel oil supply pump m3/h 0.6 0.6
Jacket cooling water pump m3/h 24 21.6
Seawater pump m3/h 105 83.3
Lubricating oil pump m3/h 65 65
Coolers:
Scavenge air cooler

Heat dissipation kW 850 621
Seawater quantity m3/h 68 49.6
Main lubricating oil cooler
Heat dissipation kW 350 318.5
Lubricating oil quantity m3/h 65 65
Jacket cooler
Heat dissipation kW 460 386
Jacket cooling water quantity m3/h 24 21.6
Fuel oil preheater:
Preheater capacity kW 52 52
Expected air and exhaust gas data: *
Air consumption kg/sec 5.1 4.0

Exhaust gas amount (total) kg/h 18,660 14,700
Exhaust gas temperature C 260 253
Starting air system:
30 bar
Reversible engine
Receiver volume (12 starts) m3 2 x 1.0 2 x 1.0
Compressor capacity, total m3/h 60 60
Non-reversible engine
Receiver volume (6 starts) m3 2 x 0.4 2 x 0.4
Compressor capacity, total m3/h 22 22
Exhaust gas tolerances: temperature -/+ 15 C and amount +/- 5%
The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient reference
conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
Calculated in example 3, in this chapter
178 42 92-0.0
Fig. 6.01.09: Example 1 Capacities of derated 6S26MC with seawater cooling system and MAN B&W turbocharger
430 200 025 178 54 84
6.01.07
Freshwater Generator With reference to the above, the heat actually avail-
able for a derated diesel engine may then be found
If a freshwater generator is installed and is utilising as follows:
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket 1. Engine power equal to specified MCR.
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1) For specified MCR (M) the diagram Fig. 6.01.07
given in the List of Capacities. This is because the is to be used, i.e. giving the percentage correc-
latter figures are used for dimensioning the jacket tion factor qjw% and hence
water cooler and hence incorporate a safety margin q jw%
which can be needed when the engine is operating Qjw = QL1 x x 0.9 (0.87) [1]
100
under conditions such as, e.g. overload. Normally,
this margin is 10% at nominal MCR.
2. Engine power lower than specified MCR.
For a derated diesel engine, i.e. an engine having a
specified MCR (M) different from L1, the relative For powers lower than the specified MCR, the
jacket water heat dissipation for point M may be value Qjw,M found for point M by means of the
found, as previously described, by means of Fig. above equation [1] is to be multiplied by the cor-
6.01.07. rection factor kp found in Fig. 6.01.10 and
hence
At part load operation, lower than optimised power,
the actual jacket water heat dissipation will be re- Qjw = Qjw,M x kp [2]
duced according to the curves for fixed pitch pro-
peller (FPP) or for constant speed, controllable pitch
propeller (CPP), respectively, in Fig. 6.01.10. where
Qjw = jacket water heat dissipation

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

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

water heat may be used provided that a special tem-
perature control system ensures that the jacket
cooling water temperature at the outlet from the en-
gine does not fall below a certain level. Such a tem-
perature control system may consist, e.g., of a spe-
178 06 64-3.0
Fig. 6.01.10 Correction factor kp for jacket cooling

water heat dissipation at part load, relative to heat
dissipation at optimised power
430 200 025 178 54 84
6.01.08
Freshwater generator system Jacket cooling water system
Valve A: ensures that Tjw < 80 C

Valve B: ensures that Tjw >80 5 C = 75 C
Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an
automatic start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control
system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 15 33-7.2
Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram
cial by-pass pipe installed in the jacket cooling ter production may, for guidance, be estimated as
water system, see Fig. 6.01.11, or a special built-in 0.03 t/24h per 1 kW heat, i.e.:
temperature control in the freshwater generator,
e.g., an automatic start/stop function, or similar. If Mfw = 0.03 x Qjw t/24h [3]
such a special temperature control is not applied,
we recommend limiting the heat utilised to maxi- where
mum 50% of the heat actually available at specified
MCR, and only using the freshwater generator at en- Mfw is the freshwater production in tons per 24 hours
gine loads above 50%.
and
When using a normal freshwater generator of the
single-effect vacuum evaporator type, the freshwa- Qjw is to be stated in kW
430 200 025 178 54 84
6.01.09
Example 2:
Freshwater production from a derated 6S26MC with MAN B&W tubocharger.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected available jacket cooling water heat removed from the diesel engine, together with the
corresponding freshwater production from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine.
6S26MC derated with fixed pitch propeller
Ambient reference condition: 20C air and 18C cooling water

The expected available jacket cooling water heat at service rating is found as follows:
QL1 = 460 kW from List of Capacities" Calculation of Exhaust Gas Amount and
Temperature
qjw% = 84.0% using 80.0% power and 90.0%
speed for the optimising point O in
Fig. 6.01.07 Influencing factors
By means of equation [1], and using factor 0.87 for The exhaust gas data to be expected in practice de-
actual ambient condition the heat dissipation in the pends, primarily, on the following three factors:
optimising point (O) is found:
a) The optimising point of the engine (point O)
which for this engine coincides with the power
q jw%
Qjw,O = QL1 x x 0.87 PM of the specified MCR (M), i.e. PM = PO:
100
b) The ambient conditions, and exhaust gas
84.0
= 460 x x 0.87 = 336 kW back-pressure:
100
Tair: actual ambient air temperature, in C
By means of equation [2], the heat dissipation in the pbar: actual barometric pressure, in mbar actual
service point (S) is found: TCW scavenge air coolant temperature, in C
pO: exhaust gas back-pressure in mm WC at
optimising point: O = M
Qjw = Qjw,O x kp = 336 x 0.85 = 286 kW
c) The continuous service rating of the engine
kp = 0.85 using Ps% = 80% in Fig. 6.01.10 (point S), valid for fixed pitch propeller or control-
lable pitch propeller (constant engine speed
For the service point the corresponding expected
obtainable freshwater production from a freshwater PS: continuous service rating of engine,
generator of the single-effect vacuum evaporator in kW (BHP)
type is then found from equation [3]:
M fw= 0.03 x Qjw = 0.03 x 286 = 8.6 t/24h
430 200 025 178 54 84
6.01.10
Calculation method The partial calculations based on the above influ-

encing factors have been summarised in equations
To enable the project engineer to estimate the ac- [4] and [5], see Fig. 6.01.12.
tual exhaust gas data at an arbitrary service rating,
the following method of calculation may be used. The partial calculations based on the influencing
factors are described in the following:
M e x h :exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in C, to be found
PO mO% DMamb% Dms% P

Mexh = ML1 x x x (1 + ) x (1 + ) x S% kg/h [4]
PL1 100 100 100 100
Texh = TL1 + TO + Tamb + TS C [5]
where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure
and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperatures after turbocharger in C at nominal MCR (L1)
178 30 58-0.0
Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures
a) Correction for choice of specified MCR: M = O mO%: specific exhaust gas amount, in % of specific
When choosing an M = O other than the nominal gas amount at nominal MCR (L1), see Fig.
MCR point L1, the resulting changes in specific 6.01.13.
exhaust gas amount and temperature are found by
using as input in diagrams 6.01.13 and 6.01.14 the
TO: change in exhaust gas temperature after
corresponding percentage values (of L1) for opti-
turbocharger relative to the L1 value, in C,
mised power PO% and speed nO%.
see Fig. 6.01.14.
178 10 78-4.1 178 10 79-6.1
Fig. 6.01.13: Specific exhaust gas amount, mO% in % Fig. 6.01.14: Change of exhaust gas temperature, TO in C
of L1 value after turbocharger relative to L1 value
430 200 025 178 54 84
6.01.11
b) Correction for actual ambient conditions and 6.01.15 may be used as a guide, and the corre-
back-pressure sponding relative change in the exhaust gas data
For ambient conditions other than ISO 3046/1-1986, may be found from equations [6] and [7], shown in
and back-pressure other than 300 mm WC at M = Fig. 6.01.16.
O, the correction factors stated in the table in Fig.
Parameter Change Change of exhaust Change of exhaust gas

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

pressure) + 10 mbar + 0.1 C 0.3%
Charge air coolant temperature

(seawater temperature) + 10 C + 1.0 C + 1.9%
Exhaust gas back pressure at

the optimising point + 100 mm WC + 5.0 C 1.1%
178 30 59-2.0
Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
Mamb% = -0.41 x (Tair 25) - 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (pO 300) % [6]
Tamb = 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (pO 300) C [7]
where the following nomenclature is used:
Mamb%: change in exhaust gas amount, in % of amount at ISO conditions
Tamb: change in exhaust gas temperature, in C
The back-pressure at the optimising point can, as an approximation, be calculated by:
pO = pM x (PO/PM)2 [8]
where,
PM: power in kW (BHP) at specified MCR
pM: exhaust gas back-pressure prescribed at specified MCR, in mm WC
178 30 60-2.0
Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure
430 200 025 178 54 84
6.01.12
Fixed pitch propeller (FPP): Fixed pitch propeller (FPP):

2
mS% = 0.0055 x PS% - 1.15 x PS% + 60 TS = 0.0055 x PS%2 - 0.72 x PS% + 22
Constant engine speed (CPP): Constant engine speed (CPP):
mS% = 0.0055 x PS%2 - 1.22 x PS% + 67 TS% = 0.0043 x PS%2 - 0.63 x PS% + 20
178 06 74-5.0 178 06 73-3.0
Fig. 6.01.17: Change of specific exhaust gas amount, Fig. 6.01.18: Change of exhaust gas temperature,
ms% in % at part load Ts in C at part load
c) Correction for engine load

Figs. 6.01.17 and 6.01.18 may be used, as guid-
ance, to determine the relative changes in the spe-
cific exhaust gas data when running at part load,
compared to the values in the optimising point, i.e.
using as input PS% = (PS/PO) x 100%:
mS%: change in specific exhaust gas amount, in
% of specific amount at optimising point,
see Fig. 6.01.17.
TS: change in exhaust gas temperature, in C,
see Fig. 6.01.18.
430 200 025 178 54 84
6.01.13
Example 3: Expected exhaust gas data for a derated 6S26MC

6S26MC derated with fixed pitch propeller
i.e. service rating, PS%= 80% of M = O
Reference conditions: c) Correction for engine load:

By means of Figs. 6.01.17 and 6.01.18:
Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 C
Scavenge air coolant temperature TCW . . . . . 18 C
Barometric pressure pbar . . . . . . . . . . . . 1013 mbar
mS% = + 3.2%
Exhaust gas back-pressure at specified MCR
pM . . . . . . . . . . . . . . . . . . . . . . . . . . 262 mm WC TS = - 3.6 C
a) Correction for choice of M = O: By means of equations [4] and [5], the final result
is found taking the exhaust gas flow ML1 and tem-
1920
PO% = x 100 = 80.0% perature TL1 from the List of Capacities:
2400
225.0 ML1 = 18,660 kg/h
nO% = x 100 = 90.0%
250
1920 98.2 0.75
By means of Figs. 6.01.13 and 6.01.14: Mexh = 18,660 x x x (1 + )x
2400 100 100
m O% = 98.2 % 3.2 80
(1 + )x = 12,193 kg/h
100 100
TO = - 7.1 C
Mexh = 12,200 kg/h +/- 5%
b) Correction for ambient conditions and
back-pressure:
The exhaust gas temperature:
By means of equations [6] and [7]:
TL1 = 260 C
Mamb%= - 0.41 x (20-25) 0.03 x (1013-1000) Texh = 260 7.1 10.5 3.6 = 238.8 C
+ 0.19 x (18-25) 0.011 x (262-300) %
Texh = 239 C -/+15 C
Mamb%= + 0.75%
Tamb = 1.6 x (20- 25) + 0.01 x (1013-1000)
+ 0.1 x (18-25) + 0.05 x (262-300) C
Tamb = - 10.5 C
430 200 025 178 54 84
6.01.14
Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may be con-
sidered as a service point where:
PM 1920
PS% = x 100% = x 100% = 100.0%
PO 1920
and for ISO ambient reference conditions, the corre-
sponding calculations will be as follows:
1920 98.2 0.00

Mexh,M = 18,660 x x x (1 + )x
2400 100 100
0.0 100
(1 + )x = 14,659 kg/h
100 100
Mexh,M = 14,700 kg/h
Texh,M = 260 7.1 0.0 + 0.0 = 252.9 C
Texh,M = 253 C
The air consumption will be:
14,700 x 0.98 kg/h = 4.0 kg/sec
430 200 025 178 54 84
6.01.15
No. Symbol Symbol designation No. Symbol Symbol designation
1 General conventional symbols 2.17 Pipe going upwards
1.1 Pipe 2.18 Pipe going downwards
1.2 Pipe with indication of direction of flow 2.19 Orifice
1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps
1.4 Appliances 3.1 Valve, straight through
1.5 Indicating and measuring instruments 3.2 Valves, angle
2 Pipes and pipe joints 3.3 Valves, three way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through
2.6 Joint, screwed 3.9 Flap, angle
2.7 Joint, flanged 3.10 Reduction valve
2.8 Joint, sleeve 3.11 Safety valve
2.9 Joint, quick-releasing 3.12 Angle safety valve
2.10 Expansion joint with gland 3.13 Self-closing valve
2.11 Expansion pipe 3.14 Quick-opening valve
2.12 Cap nut 3.15 Quick-closing valve
2.13 Blank flange 3.16 Regulating valve
2.14 Spectacle flange 3.17 Kingston valve
2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)
2.16 Bulkhead crossing, non-watertight
178 30 61-4.0
Fig. 6.01.19a: Basic symbols for piping
430 200 025 178 54 84
6.01.16
3.19 Butterfly valve 4.6 Piston
3.20 Gate valve 4.7 Membrane
3.21 Double-seated changeover valve 4.8 Electric motor
3.22 Suction valve chest 4.9 Electro-magnetic
3.23 Suction valve chest with non-return valves 5 Appliances
3.24 Double-seated changeover valve, straight 5.1 Mudbox
3.25 Double-seated changeover valve, angle 5.2 Filter or strainer
3.26 Cock, straight through 5.3 Magnetic filter
3.27 Cock, angle 5.4 Separator
2.28 Cock, three-way, L-port in plug 5.5 Steam trap
3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump
3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump
3.31 Cock with bottom connection 5.8 Hand pump (bucket)
3.32 Cock, straight through, with bottom conn. 5.9 Ejector
3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)
3.34 Cock, three-way, with bottom connection 5.11 Piston pump
4 Control and regulation parts 6 Fittings
4.1 Hand-operated 6.1 Funnel
4.2 Remote control 6.2 Bell-mounted pipe end
4.3 Spring 6.3 Air pipe
4.4 Mass 6.4 Air pipe with net
4.5 Float 6.5 Air pipe with cover
178 30 61-4.0
Fig. 6.01.19b: Basic symbols for piping
430 200 025 178 54 84
6.01.17
6.6 Air pipe with cover and net 7
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
178 30 61-4.0
The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
Fig. 6.01.19c: Basic symbols for piping
430 200 025 178 54 84
6.01.18
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 manufacturers 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
b) Tracing drain lines: by jacket cooling wa- The letters refer to the List of flanges
ter max. 90 C, min. 50 C
178 07 76-4.2
Fig. 6.02.01: Fuel oil system
From the low pressure part of the fuel system the

Pressurised Fuel Oil System fuel oil is led to an electrically-driven circulating
pump (4 35 670), which pumps the fuel oil through a
The system is so arranged that both diesel oil and heater (4 35 677) and a full flow filter (4 35 685) situ-
heavy fuel oil can be used, see Fig. 6.02.01. ated immediately before the inlet to the engine.
From the service tank the fuel is led to an electrically To ensure ample filling of the fuel pumps, the capac-
driven supply pump (4 35 660) by means of which a ity of the electrically-driven circulating pump is
pressure of approximately 4 bar can be maintained higher than the amount of fuel consumed by the die-
in the low pressure part of the fuel circulating sys- sel engine. Surplus fuel oil is recirculated from the
tem, thus avoiding gasification of the fuel in the engine through the venting box.
venting box (4 35 690) in the temperature ranges ap-
plied. To ensure a constant fuel pressure to the fuel injec-
tion pumps during all engine loads, a spring loaded
The venting box is connected to the service tank via overflow valve is inserted in the fuel oil system on
an automatic deaerating valve (4 35 691), which will the engine, as shown on Fuel oil pipes,
release any gases present, but will retain liquids. Fig.6.02.02.
435 600 025 178 54 85
6.02.01
The piping is delivered with and fitted onto the engine

The letters refer to the List of flanges
The pos. numbers refer to list of standard instruments
178 42 38-3.0
Fig. 6.02.02: Fuel oil pipes and drain pipes
In special circumstances a change-over to diesel oil

The fuel oil pressure measured on the engine (at fuel may become necessary and this can be performed
pump level) should be 7-8 bar, equivalent to a circu- at any time, even when the engine is not running.
lating pump pressure of 10 bar. Such a change-over may become necessary if, for
instance, the vessel is expected to be inactive for a
When the engine is stopped, the circulating pump prolonged period with cold engine e.g. due to:
will continue to circulate heated heavy fuel through
the fuel oil system on the engine, thereby keeping docking
the fuel pumps heated and the fuel valves stop for more than five days
deae-rated. This automatic circulation of preheated major repairs of the fuel system, etc.
fuel during engine standstill is the background for environmental requirements
our recommendation:
The built-on overflow valves, if any, at the supply
constant operation on heavy fuel pumps are to be adjusted to 5 bar, whereas the ex-
ternal bypass valve is adjusted to 4 bar. The pipes
In addition, if this recommendation was not fol- between the tanks and the supply pumps shall have
lowed, there would be a latent risk of diesel oil and minimum 50% larger passage area than the pipe
heavy fuels of marginal quality forming incompatible between the supply pump and the circulating pump.
blends during fuel change over. Therefore, we
strongly advise against the use of diesel oil for oper-
ation of the engine this applies to all loads.
435 600 025 178 54 85
6.02.02
The remote controlled quick-closing valve at inlet Owing to the relatively high viscosity of the heavy
X to the engine (Fig. 6.02.01) is required by MAN fuel oil, it is recommended that the drain pipe and
B&W in order to be able to stop the engine immedi- the tank are heated to min. 50 C.
ately, especially during quay and sea trials, in the
event that the other shut-down systems should fail. The drain pipe between engine and tank can be
This valve is yards supply and is to be situated as heated by the jacket water, as shown in Fig. 6.02.01.
close as possible to the engine. If the fuel oil pipe X
at inlet to engine is made as a straight line immedi- The size of the sludge tank is determined on the ba-
ately at the end of the engine, it will be necessary to sis of the draining intervals, the classification soci-
mount an expansion joint. If the connection is ety rules, and on whether it may be vented directly
made as indicated, with a bend immediately at the to the engine room.
end of the engine, no expansion joint is required.
This drained clean oil will, of course, influence the
The introduction of the pump sealing arrangement, measured SFOC, but the oil is thus not wasted, and
the so-called umbrella type, has made it possible the quantity is well within the measuring accuracy of
to omit the separate camshaft lubricating oil sys- the flowmeters normally used.
tem.
The drain arrangement from the fuel oil system is
The umbrella type fuel oil pump has an additional shown in Fig. 6.02.02 Fuel oil drain pipes.
external leakage rate of clean fuel oil.
The flow rate is approx. 0.1 l/cyl. h. For external pipe connections, we prescribe the fol-
lowing maximum flow velocities:
The main purpose of the drain "AF" is collect pure
fuel oil from the umbrella sealing system of the fuel Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
pumps as well as the unintentional leakage from the Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s
high pressure pipes. The drain oil is lead to a tank
and can be pumped to the Heavy Fuel Oil service For arrangement common for main engine and aux-
tank or to the setting tank. iliary engines from MAN B&W Holeby, please refer
to our puplication:
The AF drain can be provided with a box for giving
alarm in case of leakage in a high pressure pipes, P.240 Operation on Heavy Residual Fuels MAN
option 4 35 105. B&W Diesel Two-stroke Engines and MAN
B&W Diesel Four-stroke Holeby GenSets.
435 600 025 178 54 85
6.02.03
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. 6.02.03.
Flanges and valves
The directions mentioned below include insulation The flanges and valves are to be insulated by means
of hot pipes, flanges and valves with view to ensur- of removable pads. Flange and valve pads are made
ing a surface temperature of the complete insulation of glass cloth, minimum 400 g/m2, containing min-
of maximum 55 C at a room temperature of maxi- eral wool stuffed to minimum 150 kg/m3.
mum 38 C. As for the choice of material and, if re-
quired, approval for the specific purpose, reference Thickness of the mats to be:
is made to the respective classification society. Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm
Fuel oil pipes and heating pipes together . . 30 mm
Fuel oil pipes The pads are to be fitted so that they overlap the
The pipes are to be insulated with 20 mm mineral pipe insulating material by the pad thickness. At
wool of minimum 150 kg/m3 and covered with glass flanged joints, insulating material on pipes should
cloth of minimum 400 g/m2. not be fitted closer than corresponding to the mini-
mum bolt length.
Mounting
Mounting of the insulation is to be carried out in ac-
cordance with the suppliers instructions.
178 42 41-7.0
Fig. 6.02.03: Fuel oil pipes, insulation, option: 4 35 121
435 600 025 178 54 85
6.02.04
Fuel oils Guiding heavy fuel oil specification
Marine diesel oil: Based on our general service experience we have,

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

mating the combustion properties of the oil. This *) May be increased to 1.010 provided adequate
means that service results depend on oil properties cleaning equipment is installed, i.e. modern type of
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.
It may, therefore, be necessary to rule out some oils If heavy fuel oils with analysis data exceeding the
that cause difficulties. above figures are to be used, especially with re-
gard to viscosity and specific gravity, the engine
builder should be contacted for advice regarding
possible fuel oil system changes.
435 600 025 178 54 85
6.02.05
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 . . . . . . . . . . . 1000 cSt
CIMAC K-grades). Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
Delivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 bar
For the latter specific gravities, the manufacturers Working temperature . . . . . . . . . . . . . . . . . 100 C
have developed special types of centrifuges, e.g.:
The capacity is to be fulfilled with a tolerance of:
Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap -0% +15% and shall also be able to cover the back
Westfalia. . . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol flushing, see Fuel oil filter.
Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II
The centrifuge should be able to treat approximately Fuel oil circulating pump (4 35 670)
the following quantity of oil:
This is to be of the screw or gear wheel type.
0.27 l/kWh = 0.20 l/BHPh
Fuel oil viscosity, specified . up to 700 cSt at 50 C
This figure includes a margin for: Fuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cSt
Fuel oil viscosity maximum. . . . . . . . . . . . 1000 cSt
Water content in fuel oil Fuel oil flow . . . . . . . . . . . . see List of capacities
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
Possible sludge, ash and other impurities in the Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
fuel oil Working temperature . . . . . . . . . . . . . . . . . . 150 C
Increased fuel oil consumption, in connection with The capacity is to be fulfilled with a tolerance of:
other conditions than ISO. standard condition - 0% + 15% and shall also be able to cover the
back-flushing see Fuel oil filter.
Purifier service for cleaning and maintenance.
Pump head is based on a total pressure drop in filter
The size of the centrifuge has to be chosen accord- and preheater of maximum 1.5 bar.
ing to the suppliers table valid for the selected vis-
cosity of the Heavy Fuel Oil. Normally, two centri-
fuges are installed for Heavy Fuel Oil (HFO), each
with adequate capacity to comply with the above
recommendation.
435 600 025 178 54 85
6.02.06
178 06 28-0.1
Fig. 6.02.04: Fuel oil heating chart
Fuel oil heater (4 35 677) Fuel oil viscosity specified . up to 700 cST at 50C
Fuel oil flow. . . . . . . . . . . . . . . . . . . see capacity of
The heater is to be of the tube or plate heat ex- fuel oil circulating pump
changer type. Heat dissipation . . . . . . . . . see List of capacities
Pressure drop on fuel oil side . . . . maximum 1 bar
The required heating temperature for different oil Working pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
viscosities will appear from the Fuel oil heating Fuel oil inlet temperature, . . . . . . . . approx. 100 C
chart. The chart is based on information from oil Fuel oil outlet temperature . . . . . . . . . . . . . . 150 C
suppliers regarding typical marine fuels with viscos- Steam supply, saturated. . . . . . . . . . . . . 7 bar abs.
ity index 70-80.
To maintain a correct and constant viscosity of the
Since the viscosity after the heater is the controlled fuel oil at the inlet to the main engine, the steam sup-
parameter, the heating temperature may vary, de- ply shall be automatically controlled, usually based
pending on the viscosity and viscosity index of the on a pneumatic or an electrically controlled system.
fuel.
Recommended viscosity meter setting is 10-15 cSt.
435 600 025 178 54 85
6.02.07
Fuel oil filter (4 35 685)
The filter can be of the manually cleaned duplex type

or an automatic filter with a manually cleaned
by-pass filter.
If a double filter (duplex) is installed, it should have

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

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

ter is installed, it should be noted that in order to ac-
178 38 38-1.0
tivate the cleaning process, certain makers of filters
require a greater oil pressure at the inlet to the filter
than the pump pressure specified. Therefore, the
pump capacity should be adequate for this pur- D1 D2 H1
pose, too. 4-6 cyl. 150mm 42mm 600mm
7-12 cyl. 200mm 50mm 600mm
The fuel oil filter should be based on heavy fuel oil of:
Fig. 6.02.05: Fuel oil venting box 178 42 43-9.0
130 cSt at 80 C = 700 cSt at 50 C = 7000 sec Red-
wood I/100 F.
Flushing of the fuel oil system
Fuel oil flow . . . . . . . . . . . . see List of capacities
Working pressure. . . . . . . . . . . . . . . . . . . . . 10 bar
Before starting the engine for the first time, the sys-
Test pressure . . . . . . . . . . . according to class rule
tem on board has to be cleaned in accordance with
Absolute fineness . . . . . . . . . . . . . . . . . . . . . 50mm
MAN B&Ws recommendations Flushing of Fuel Oil
Working temperature . . . . . . . . . maximum 150 C
System which is available on request.
Oil viscosity at working temperature . . . . . . 15 cSt
Pressure drop at clean filter . . . . maximum 0.3 bar
Filter to be cleaned
Fuel oil venting box (4 35 690)
at a pressure drop at . . . . . . . . . maximum 0.5 bar
The design is shown on Fuel oil venting box, see
Note:
Fig. 6.02.05.
Absolute fineness corresponds to a nominal fine-
ness of approximately 30mm at a retaining rate of
The systems fitted onto the main engine are shown on:
90%.
Fuel oil pipes"
Fuel oil drain pipes"
The filter housing shall be fitted with a steam jacket
Fuel oil pipes, steam and jacket water tracing and
for heat tracing.
Fuel oil pipes, insulation
435 600 025 178 54 85
6.02.08
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
Engine type
When using high viscosity fuel requiring a heating 3 x 440V 3 x 380V
temperature above 100 C, there is a risk of boiling 4S26MC F - 2.7 - 2.2 - 6 F - 2.2 - 1.8 - 5
and foaming if an open return pipe is used, espe- 5S26MC F - 2.7 - 2.2 - 6 F - 2.2 - 1.8 - 5
cially if moisture is present in the fuel. 6S26MC F - 2.7 - 2.2 - 6 F - 3.1 - 2.4 - 5
7S26MC F - 2.7 - 2.2 - 6 F - 3.1 - 2.4 - 5
The pressurised system can be delivered as a 8S26MC F - 2.7 - 2.2 - 6 F - 3.1 - 2.4 - 5
mo-dular unit including wiring, piping, valves and in- 9S26MC F - 3.8 - 2.9 - 6 F - 3.1 - 2.4 - 5
struments, see Fig. 6.02.06 below. 10S26MC F - 3.8 - 2.9 - 6 F - 4.0 - 3.3 - 5
11S26MC F - 3.8 - 2.9 - 6 F - 4.0 - 3.3 - 5
The fuel oil supply unit is tested and ready for ser- 12S26MC F - 5.5 - 4.0 - 6 F - 4.0 - 3.3 - 5
vice supply connections.
F 7.9 5.2 6
5 = 50 Hz, 3 x 380V
6 = 60 Hz, 3 x 440V
Capacity of fuel oil supply pump

in m3/h
Capacity of fuel oil circulating

pump in m3/h
Fuel oil supply unit
178 30 73-4.0
Fig. 6.02.06: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610
435 600 025 178 54 85
6.02.09
6.03 Uni-lubricating Oil System

Venting for MAN B&W or Mitsubishi turbochargers only
178 06 30-2.2
Fig. 6.03.01: Lubricating and cooling oil system
Since medio 1995 we have introduced as standard, As a consequence the uni-lubricating. oil system is
the so called umbrella type of fuel pump. now standard, see Fig. 6.03.01.
The modified fuel pump sealing arrangement elimi- This system supplies lubricating oil to the engine
nates the risk of fuel oil penetrating into the camshaft bearings, camshaft and to the exhaust valve actua-
lub. oil system, for which reason a seperate cam- tors through inlet R, and lubricating oil to the cool-
shaft lub. oil system is no longer necessary. ing oil to the pistons etc. through inlet U. The but-
terfly valve at lubricating oil inlet R is supplied with
the engine.
440 600 025 178 54 86
6.03.01

The pos. numbers refer to List of instruments
The piping is delivered with and fitted onto the engine 178 41 92-5.0
Fig. 6.03.02: Lubricating and cooling oil pipes
178 38 43-9.0
178 38 44-0.0
Fig. 6.03.03a: Lub. oil pipes for MAN B&W tur bocharger Fig. 6.03.03b: Lub. oil pipes for MAN B&W
type NA/S turbocharger type NA/T
440 600 025 178 54 86
6.03.02
Lubricating oil centrifuges

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

cording to the suppliers recommendation for lubri-
cating oil, based on the figures:
0.136 l/kWh = 0.1 l/BHPh
The Nominal MCR is used as the total installed effect.

178 38 67-9.0
Fig. 6.03.03c: Lub. oil pipes fra Mitsubishi

turbocharger type MET List of lubricating oils
The circulating oil (Lubricating and cooling oil) must
be a rust and oxidation inhibited engine oil, of SAE
The engine crankcase is vented through AR by a 30 viscosity grade.
pipe which extends directly to the deck. This pipe
has a drain arrangement so that oil condensed in the In order to keep the crankcase and piston cooling
pipe can be led to a drain tank, see details in Fig. space clean of deposits, the oils should have ade-
6.03.06. Drains from the engine bedplate AE are quate dispersion and detergent properties.
fitted on both sides, see Fig. 6.03.07 Bedplate
drain pipes. Alkaline circulating oils are generally superior in this
respect.
Lubricating oil is pumped from a bottom tank, by
means of the main lubricating oil pump (4 40 601), to
Circulating oil
the lubricating oil cooler (4 40 605), a thermostatic Company
SAE 30/TBN 5-10
valve (4 40 610) and, through a full-flow filter (4 40
615), to the engine. Elf-Lub. Atlanta Marine D3005
BP Energol OE-HT-30
From the engine, the oil collects in the oil pan, from Castrol Marine CDX-30
where it is drained off to the bottom tank, see Fig. Chevron Veritas 800 Marine
6.03.05 Lubricating oil tank. Exxon Exxmar XA
Fina Alcano 308
Mobil Mobilgard 300
For external pipe connections, we prescribe a maxi-
Shell Melina 30/30S
mum oil velocity of 1.8 m/s. Texaco Doro AR 30
The MAN B&W and Mitsubishi turbochargers are
lubricated from the main engine system, see Fig. The oils listed have all given satisfactory service in
6.03.03a,b and c Turbocharger lubricating oil MAN B&W engine installations:
pipes, AB being the lubricating oil outlet from the
turbocharger to the lubricating oil bottom tank and it Also other brands have been used with satisfac-
is vented through E directly to the deck. tory results.
440 600 025 178 54 86
6.03.03
Components for lube oil system The valve is to be located on the underside of a hori-
zontal pipe just after the discharge from the lubricat-
ing oil pumps.
Lubricating oil pump (4 40 601)
The lubricating oil pump can be of the screw wheel, Lubricating oil cooler (4 40 605)
or the centrifugal type:
The lubricating oil cooler is to be of the shell and
Lubricating oil viscosity, specified 75 cSt at 50 C tube type made of seawater resistant material, or a
Lubricating oil viscosity, . . . . . maximum 400 cSt plate type heat exchanger with plate material of tita-
Lubricating oil flow . . . . . . . see List of capacities nium, unless freshwater is used in a central cooling
Design pump head . . . . . . . . . . . . . . . . . . . 4.0 bar system.
Delivery pressure . . . . . . . . . . . . . . . . . . . . . 4.0 bar
Max. working temperature. . . . . . . . . . . . . . . 50 C Lubricating oil viscosity,
specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C
400 cSt is specified, as it is normal practice when Lubricating oil flow . . . . . . . see List of capacities
starting on cold oil, to partly open the bypass Heat dissipation . . . . . . . . . see List of capacities
valves of the lubricating oil pumps, so as to reduce Lubricating oil temperature,
the electric power requirements for the pumps. outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C
Working pressure on oil side . . . . . . . . . . . . 4.0 bar
The flow capacity is to be within a tolerance of: Pressure drop on oil side . . . . . . maximum 0.5 bar
0 +12%. Cooling water flow . . . . . . . see List of capacities
Cooling water temperature at inlet,
The pump head is based on a total pressure drop seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C
across cooler and filter of maximum 1 bar. freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C
Pressure drop on water side. . . . maximum 0.2 bar
The by-pass valve, shown between the main lubri-
cating oil pumps, may be omitted in cases where the The lubricating oil flow capacity is to be within a tol-
pumps have a built-in by-pass or if centrifugal erance of: 0 to + 12%.
pumps are used.
The cooling water flow capacity is to be within a tol-
If centrifugal pumps are used, it is recommended to erance of: 0% +10%.
install a throttle valve at position 005, its function
being to prevent an excessive oil level in the oil pan, To ensure the correct functioning of the lubricating
if the centrifugal pump is supplying too much oil to oil cooler, we recommend that the seawater tem-
the engine. perature is regulated so that it will not be lower than
10 C.
During trials, the valve should be adjusted by means
of a device which permits the valve to be closed only The pressure drop may be larger, depending on the
to the extent that the minimum flow area through the actual cooler design.
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 lubricat-
ing oil pumps, for checking the cleanliness of the lu-
bricating oil system during the flushing procedure.
440 600 025 178 54 86
6.03.04
Lubricating oil temperature control valve (4 40 610) If a filter with back-flushing arrangement is installed,
the following should be noted:
The temperature control system can, by means of a
three-way valve unit, by-pass the cooler totally or The required oil flow, specified in the List of ca-
partly. pacities should be increased by the amount of oil
used for the back-flushing, so that the lubricating
Lubricating oil viscosity, oil pressure at the inlet to the main engine can be
specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C maintained during cleaning.
Lubricating oil flow . . . . . . . see List of capacities In those cases where an automatically-cleaned
Temperature range, inlet to engine . . . . . 40-45 C filter is installed, it should be noted that in order to
activate the cleaning process, certain makes of
filter require a greater oil pressure at the inlet to
Lubricating oil full flow filter (4 40 615) the filter than the pump pressure specified. There-
fore, the pump capacity should be adequate for
Lubricating oil flow . . . . . . . see List of capacities this purpose, too.
Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar
Test pressure . . . . . . . . . . according to class rules
Absolute fineness. . . . . . . . . . . . . . . . . . . . 40 m Flushing of lube oil system
Working temperature . . . . . . . approximately 45 C
Oil viscosity at working temperature. . . 90-100 cSt Before starting the engine for the first time, the lubri-
Pressure drop with clean filter . . maximum 0.2 bar cating oil system on board has to be cleaned in ac-
Filter to be cleaned cordance with MAN B&Ws recommendations:
at a pressure drop. . . . . . . . . . . . maximum 0.5 bar Flushing of Main Lubricating Oil System, which is
available on request.
The absolute fineness corresponds to a nominal
fineness of approximately 25 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).
440 600 025 178 54 86
6.03.05
Fig. 6.03.04: Lubricating oil outlet 178 18 30-8.0
440 600 025 178 54 86
6.03.06
178 18 28-6.0
Note: When calculating the tank heights, allowance has If space is limited other proposals are possible.
not been made for the possibility that part of the oil quan-
tity from the system outside the engine may, when the The lubricating oil bottom tank complies with the rules of
pumps are stopped, be returned to the bottom tank. the classification socities by operation under the following
conditions and the angles of inclination in degrees are:
Provided that the system outside the engine is so exe-
cuted that a part of the oil quantity is drained back to the Athwartships Fore and aft
tank when the pumps are stopped, the height of the bot-
Static Dynamic Static Dynamic
tom tank indicated on the drawing is to be increased to
this quantity. 15 22.5 5 7.5
* Based on 35 mm thickness of suppoeting chocks
** For location of drain for other cylinder Nos. see table Minimum lubricating oil bottom tank volumen is:
4 cylinder 5 cylinder 6 cylinder 7 cylinder 8 cylinder
2.4 m3 2.8 m3 3.3 m3 3.8 m3 4.2 m3
Cylinder Drain at
D0 D3 H0 L OL Qm3
No. cylinder No.
4 2-4 100 100 650 3500 565 2.7
5 2-5 100 100 650 4200 565 3.3
6 2-5 125 125 650 4200 565 3.3
7 2-5-7 125 125 650 4900 575 3.9
8 2-5-8 125 125 650 5600 605 4.7
Fig. 6.03.05a: Lubricating oil tank, with vertical outlets, (4 40 101)
440 600 025 178 54 86
6.03.07
178 18 29-8.0
Note: When calculating the tank heights, allowance has If space is limited other proposals are possible.
not been made for the possibility that part of the oil quan-
tity from the system outside the engine may, when the The lubricating oil bottom tank complies with the rules of
pumps are stopped, be returned to the bottom tank. the classification socities by operation under the follow-
ing conditions and the angles of inclination in degrees
Provided that the system outside the engine is so exe- are:
cuted that a part of the oil quantity is drained back to the
tank when the pumps are stopped, the height of the bot- Athwartships Fore and aft
tom tank indicated on the drawing is to be increased to
Static Dynamic Static Dynamic
this quantity.
15 22.5 5 7.5
* Based on 35 mm thickness of suppoeting chocks
** For location of drain for other cylinder Nos. see table
Minimum lubricating oil bottom tank volumen is:
D2 Oil outlet from MAN B&W turbochargers
4 cylinder 5 cylinder 6 cylinder 7 cylinder 8 cylinder
2.4 m3 2.8 m3 3.3 m3 3.8 m3 4.2 m3
Cylinder
D0 D2 D3 H0 L OL Qm3
No.
4 100 40 100 650 5400 565 4.2
5 100 40 100 650 6000 565 4.7
6 125 40 125 675 6600 590 5.4
7 125 40 125 710 7200 625 6.3
8 125 40 125 735 7800 650 7.0
Fig. 6.03.05b: Lubricating oil tank, with horizontal outlets, (4 40 102)
440 600 025 178 54 86
6.03.08
Fig.6.03.06: Crankcase venting 178 42 16-7.0
The letters refer to List of flanges 178 42 17-9.0

Fig. 6.03.07: Bedplate drain pipes
440 600 025 178 54 86
6.03.09
6.04 Cylinder Lubricating Oil System
oils with higher alkalinity, such as TBN 80, may be

beneficial, especially in combination with high sul-
phur fuels.
The cylinder oils listed below have all given satisfac-

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

SAE 50/TBN 70
Elf-Lub. Talusia HR 70
BP CLO 50-M
Castrol S/DZ70 cyl.
Chevron Delo Cyloil Special
Exxon Exxmar X 70
Fina Vegano 570
The letters refer to List of flanges Mobil Mobilgard 570
178 07 46-5.0 Shell Alexia 50
Texaco Taro Special
Fig. 6.04.01: Cylinder lubricating oil pipes
The cylinder lubricators are supplied with oil from a Also other brands have been used with satisfactory
gravity-feed cylinder oil service tank, and they are results.
equipped with built-in floats, which keep the oil level
constant in the lubricators, Fig. 6.04.01.
Cylinder Lubrication
The size of the cylinder oil service tank depends on
the owners and yards requirements, and it is nor- Each cylinder liner has a number of lubricating ori-
mally dimensioned for minimum two days con- fices (quills), through which the cylinder oil is intro-
sumption. duced into the cylinders, see Fig. 6.04.02. The oil is
delivered into the cylinder via ddd ddd dd non-
return valves, when the piston rings pass the
Cylinder Oils lubricating orifices, during the upward stroke.
Cylinder oils should, preferably, be of the SAE 50

viscosity grade.
Modern high rated two-stroke engines have a rela-

tively great demand for the detergency in the cylin-
der oil. Due to the traditional link between high
detergency and high TBN in cylinder oils, we recom-
mend the use of a TBN 70 cylinder oil in combination
with all fuel types within our guiding specification re-
gardless of the sulphur content.
Consequently, TBN 70 cylinder oil should also be

used on testbed and at seatrial. However, cylinder
442 600 025 178 54 88
6.04.01
The letters refer to List of flanges One lubricator for 4, 5, 6 and 7S26MC
The piping is delivered with and fitted onto the engine Two lubricators for 8S26MC
178 32 52-0.0
Fig. 6.04.02: Cylinder lubricating oil pipes
Cylinder Lubricators system which controls the dosage in proportion to

the mean effective pressure (mep), option: 4 42 113.
The cylinder lubricator(s) are mounted on the fore
end of the engine. The lubricator(s) have a built-in The speed can be dependent as well as the mep
capability for adjustment of the oil quantity. They are dependent lubricator can be equipped with a Load
of the Sight Feed Lubricator type and are provided Change Dependent system option: 4 42 120, such
with a sight glass for each lubricating point. that the cylinder feed oil rate is automatically in-
creased during starting, manoeuvring and, prefera-
The lubricators are fitted with: bly, during sudden load changes, see Fig. 6.04.04.
Electrical heating coils The signal for the load change dependent system
comes from:
Low flow and low level alarms.
Alternative 1
The lubricator will, in the basic Speed Dependent a special control box, item: 4 42 620 normally used
design (4 42 111), pump a fixed amount of oil to the on plants with mechanical-hydraulic governor
cylinders for each engine revolution.
Alternative 2
Mainly for plants with controllable pitch propeller, the electronic governor, if applied.
the lubricators can, alternatively, be fitted with a
442 600 025 178 54 88
6.04.02
Type: 10F001
For alarm for low level and no flow
Low level switch A opens at low level

Low flow switch B closes at zero flow in one ball control glass.
178 10 83-1.1
Fig 6.04.03a: Electrical diagram , cylinder lubricator
Type: 10F001
For alarm for low level and alarm and slow down for no flow
Required by: ABS, GL, RINA, RS and recommended by IACS
Both diagrams show the system

Low level switch A opens at low level in the following condition:
Low flow switch B closes at zero flow Electrical power ON
in one ball control glass. Stopped engine: no flow
Oil level high
Electrical C :
All cables and cable connections to be yards supply.
4S26MC: 1 lubricator, 12 glasses of 55 watt
5S26MC: 1 lubricator, 15 glasses of 75 watt Power supply according to ships monophase 110 V or
6S26MC: 1 lubricator, 18 glasses of 100 watt 220 V.
7S26MC: 1 lubricator, 21 glasses of 125 watt Heater ensures oil temperature of approximately
8S26MC: 2 lubricators, 12 glasses of 2 x 55 watt 40-50 oC.
178 36 47-5.0
Fig 6.04.03b: El. Diagram, cylinder lubricator
442 600 025 178 54 88
6.04.03
Fig. 6.04.04: Load change dependent lubricator 178 06 31-4.1
Cylinder Oil Feed Rate (Dosage) The nominal cylinder oil feed rate at nominal MCR is:
The following guideline for cylinder oil feed rate is 1.11.6 g/kWh
based on service experience from other MC engine 0.8-1.2 g/BHPh
types, as well as todays fuel qualities and operating
conditions. During the first operational period of about 1500
hours, it is recommended to use the upper feed rate.
The recommendations are valid for all plants,
whether controllable pitch or fixed pitch propellers The feed rate at part load is proportional to the
are used.
2
np
second power of the speed: Qp = Q x
n
442 600 025 178 54 88
6.04.04
6.05 Stuffing Box Drain Oil System
Fig. 6.05.01: Stuffing box, drain oil system
For engines running on heavy fuel, it is important to

check the oil drained from the piston rod stuffing
boxes, as this is normally led back to the crankcase.
For this purpose of taking samples, a three-way
valve is fitted for each engine cylinder.
If the oil is contaminated by sludge from the scav-

enge air space, the oil from the cylinder in question
has to be led to the drain tank until the scraper rings
of the piston rod stuffing box have been changed.
The drained oil has to be cleaned by a centrifuge

before it can be returned to the crankcase. The letters refer to List of flanges
The piping is deliverd with and fitted onto the engine
The relevant piping arranged on the engine is 178 38 12-8.0
shown in fig. 6.05.02: Stuffing box, drain pipes.
Fig. 6.05.02: Stuffing box, drain pipes
443 600 003 178 54 89
6.05.01
6.06 Cooling Water Systems
The water cooling can be arranged in several config- The advantages of the central cooling system are:
urations, the most common system choice being:
Only one heat exchanger cooled by seawater,
A low temperature seawater cooling system Fig. and thus, only one exchanger to be overhauled
6.06.01, and a freshwater cooling system only for
jacket cooling Fig. 6.06.03 All other heat exchangers are freshwater cooled
and can, therefore, be made of a less expensive
A central cooling water system, with three cir- material
cuits: a seawater system, a low temperature
freshwater system for central cooling Fig. Few non-corrosive pipes to be installed
6.07.01, and a high temperature freshwater sys-
tem for jacket water. Reduced maintenance of coolers and components
The advantages of the seawater cooling system are Increased heat utilisation.
mainly related to first cost, viz:
whereas the disadvantages are:
Only two sets of cooling water pumps
(seawater and jacket water) Three sets of cooling water pumps (seawater,
freshwater low temperature, and jacket water
Simple installation with few piping systems. high temperature)
Whereas the disadvantages are: Higher first cost.
Seawater to all coolers and thereby higher main- An arrangement common for the main engine and
tenance cost MAN B&W Holeby auxiliary engines is available on
request.
Expensive seawater piping of non-corrosive ma-
terials such as galvanised steel pipes or Cu-Ni For further information about common cooling water
pipes. system for main engines and auxiliary engines please
refer to our publication:
P. 281 Uni-concept Auxiliary Systems for Two-stroke

Main Engine and Four-stroke Auxiliary Engines.
445 600 025 178 54 90
6.06.01

178 15 01-4.1
Fig. 6.06.01: Seawater cooling system
Seawater Cooling System The interrelated positioning of the coolers in the sys-
tem serves to achieve:
The seawater cooling system is used for cooling, the
main engine lubricating oil cooler (4 40 605), the The lowest possible cooling water inlet tempera-
jacket water cooler (4 46 620) and the scavenge air ture to the lubricating oil cooler in order to obtain
cooler (4 54 150). the cheapest cooler. On the other hand, in order
to prevent the lubricating oil from stiffening in cold
The lubricating oil cooler for a PTO step-up gear should services, the inlet cooling water temperature should
be connected in parallel with the other coolers.The ca- not be lower than 10 C.
pacity of the SW pump (4 45 601) is based on the out-
let temperature of the SW being maximum 50 C after The lowest possible cooling water inlet tempera-
passing through the coolers with an inlet temperature ture to the scavenge air cooler, in order to keep
of maximum 32 C (tropical conditions), i.e. a maxi- the fuel oil consumption as low as possible.
mum temperature increase of 18 C.
The piping delivered with and fitted onto the en-
The valves located in the system fitted to adjust the gine is, for your guidance shown on Fig.6.06.02.
distribution of cooling water flow are to be provided
with graduated scales.
000 000 000 178 54 90
6.06.02

178 36 04-4.0
Fig. 6.06.02: Cooling water pipes, air cooler, one turbocharger
Components for seawater system The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
ture of 32 C and an ambient air temperature of 45 C.
Seawater cooling pump (4 45 601)
The pumps are to be of the centrifugal type. Scavenge air cooler (4 54 150)
Seawater flow . . . . . . . . . . see List of capacities The scavenge air cooler is an integrated part of the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar main engine.
Test pressure . . . . . . . . . . . according to class rule
Working temperature . . . . . . . . . . maximum 50 C Heat dissipation . . . . . . . . . see List of capacities
Seawater flow . . . . . . . . . . see List of capacities
The capacity must be fulfilled with a tolerance of be- Seawater temperature,
tween 0% to +10% and covers the cooling of the for SW cooling inlet, max.. . . . . . . . . . . . . . . 32 C
main engine only. Pressure drop on
cooling water side. . . . . . between 0.1 and 0.5 bar
Lub. oil cooler (4 40 605) The heat dissipation and the SW flow are based on an
MCR output at tropical conditions, i.e. SW tempera-
See chapter 6.03 Uni-Lubricating oil system. ture of 32 C and an ambient air temperature of 45 C.
Jacket water cooler (4 46 620) Seawater thermostatic valve (4 45 610)
The cooler is to be of the shell and tube or plate heat The temperature control valve is a three-way valve
exchanger type, made of seawater resistant material. which can recirculate all or part of the SW to the
pumps suction side. The sensor is to be located at
Heat dissipation . . . . . . . . see List of capacities the seawater inlet to the lubricating oil cooler, and
Jacket water flow . . . . . . . see List of capacities the temperature level must be a minimum of +10 C.
Jacket water temperature, inlet . . . . . . . . . . . 80 C
Pressure drop Seawater flow . . . . . . . . . . see List of capacities
on jacket water side . . . . . . . . . . maximum 0.2 bar Temperature range,
Seawater flow . . . . . . . . . . see List of capacities adjustable within . . . . . . . . . . . . . . . . +5 to +32 C
Seawater temperature, inlet . . . . . . . . . . . . . 38 C
Pressure drop on SW side . . . . . maximum 0.2 bar
445 600 025 178 54 90
6.06.03
178 17 66-9.0
Fig. 6.06.03: Jacket cooling water system
Jacket Cooling Water System The venting pipe in the expansion tank should end
just below the lowest water level, and the expansion
The jacket cooling water system, shown in Fig. tank must be located at least 5 m above the engine
6.06.03, is used for cooling the cylinder liners, cylinder cooling water outlet pipe.
covers and exhaust valves of the main engine and
heating of the fuel oil drain pipes. MAN B&Ws recommendations about the freshwa-
ter system degreasing, descaling and treatment by
The jacket water pump (4 46 601) draws water from inhibitors are available on request.
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 (4 46 610), ator must be coupled in and out slowly over a period
with a sensor at the engine cooling water outlet, of at least 3 minutes.
which keeps the main engine cooling water outlet at
a temperature of 80 C. For external pipe connections, we prescribe the fol-
lowing maximum 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.
445 600 025 178 54 90
6.06.04
178 38 16-5.0
Fig. 6.06.04a: Jacket water cooling pipes for uncooled turbochargers

178 38 19-0.0
Fig. 6.06.04b: Jacket water cooling pipes for water cooled turbochargers
445 600 025 178 54 90
6.06.05
Components for jacket water system The sensor is to be located at the outlet from the
main engine, and the temperature level must be
adjustable in the range of 70-90 C.
Jacket water cooling pump (4 46 601)
The pumps are to be of the centrifugal type. Jacket water preheater (4 46 630)
Jacket water flow . . . . . . . . see List of capacities When a preheater see Fig. 6.06.03 is installed in the
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 bar jacket cooling water system, its water flow, and thus
Delivery pressure . . . . . . . . . . depends on position the preheater pump capacity (4 46 625), should be
of expansion tank about 10% of the jacket water main pump capacity.
Test pressure . . . . . . . . . . . according to class rule Based on experience, it is recommended that the
Working temperature, . normal 80 C, max. 100 C pressure drop across the preheater should be
approx. 0.2 bar. The preheater pump and main
The capacity must be met at a tolerance of 0% to pump should be electrically interlocked to avoid the
+10%. risk of simultaneous operation.
The stated capacities cover the main engine only. The preheater capacity depends on the required
The pump head of the pumps is to be determined preheating time and the required temperature in-
based on the total actual pressure drop across the crease of the engine jacket water. The temperature
cooling water system. and time relationships are shown in Fig. 6.06.05.
In general, a temperature increase of about 35 C

Freshwater generator (4 46 660) (from 15 C to 50 C) is required, and a preheating
time of 12 hours requires a preheater capacity of
If a generator is installed in the ship for production of about 1% of the enignes nominal MCR power.
freshwater by utilising the heat in the jacket water
cooling system it should be noted that the actual
available heat in the jacket water system is lower Deaerating tank (4 46 640)
than indicated by the heat dissipation figures given
in the List of capacities. This is because the latter Design and dimensions are shown on Fig. 6.06.06
figures are used for dimensioning the jacket water Deaerating tank and the corresponding alarm de-
cooler and hence incorporate a safety margin which vice (4 46 645) is shown on Fig. 6.06.07 Deaerating
can be needed when the engine is operating under tank, alarm device.
conditions such as, e.g. overload. Normally, this
margin is 10% at nominal MCR.
Expansion tank (4 46 648)
The calculation of the heat actually available at
specified MCR for a derated diesel engine is stated The total expansion tank volume has to be approxi-
in chapter 6.01 List of capacities. mate 10% of the total jacket cooling water amount
in the system.
Jacket water thermostatic valve (4 46 610) As a guideline, the volume of the expansion tanks
for main engine output are:
The temperature control system can be equipped
with a three-way valve mounted as a diverting valve, Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3
which by-pass all or part of the jacket water around
the jacket water cooler.
000 000 000 178 54 90
6.06.06
Fresh water treatment

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

In order to protect the engine, some minimum
temperture restrictions have to be considered be-
fore starting the engine and, in order to avoid corro-
sive attacks on the cylinder liners during starting.
Normal start of engine
Normally, a minimum engine jacket water tempera-

ture of 50 C is recommended before the engine is
started and run up gradually to 90% of specified
MCR speed.
For running between 90% and 100% of specified

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

ble to comply with the abovementioned recommen-
dation, a minimum of 20 C can be accepted before Preheating of diesel engine
the engine is started and run up slowly to 90% of
specified MCR speed.
Preheating during standstill periods
However, before exceeding 90% specified MCR
speed, a minimum engine temperature of 50 C During short stays in port (i.e. less than 4-5 days), it
should be obtained and, increased slowly i.e. over is recommended that the engine is kept preheated,
a period of least 30 minutes. the purpose being to prevent temperature variation
in the engine structure and corresponding variation
The time period required for increasing the jacket in thermal expansions and possible leakages.
water temperature from 20 C to 50 C will depend
on the amount of water in the jacket cooling water The jacket cooling water outlet temperature should
system, and the engine load. be kept as high as possible and should before
starting-up be increased to at least 50 C, either
Note: by means of cooling water from the auxiliary en-
The above considerations are based on the as- gines, or by means of a built-in preheater in the
sumption that the engine has already been well jacket cooling water system, or a combination.
run-in.
445 600 025 178 54 90
6.06.07
Dimensions in mm
Tank size 0.05 m3
Maximum J.W. capacity 120 m3/h
Maximum nominal bore 125
D 150
E 300
F 910
H 300
I 320
J ND 50
K ND 32
ND: Nominal diameter
Working pressure is according to actual

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

the pipe connection must end flush with the
tank, so that no internal edges are protruding.
178 06 27-9.0
Fig. 6.06.06: Deaerating tank, option: 4 46 640
178 07 37-0.1
Fig. 6.06.07: Deaerating tank, alarm device, option: 4 46 645
000 000 000 178 54 90
6.06.08
6.07 Central Cooling Water System
Letters refer to List of flanges

Fig. 6.07.01: Central cooling system 178 15 02-6.2
The central cooling water system is characterised outboard seawater temperature when this exceeds
by having only one heat exchanger cooled by sea- 10 C.
water, and by the other coolers, including the jacket
water cooler, being cooled by the freshwater low For further information about common cooling wa-
temperature (FW-LT) system. ter system for main engines and MAN B&W Holeby
auxiliary engines please refer to our publication:
In order to prevent too high a scavenge air tempera-
ture, the cooling water design temperature in the P.281 Uni-concept Auxiliary Systems for Two-
FW-LT system is normally 36 C, corresponding to a stroke Main Engine and Four-stroke Auxili-
maximum seawater temperature of 32 C. ary Engines.
Our recommendation of keeping the cooling water For external pipe connections, we prescribe the fol-
inlet temperature to the main engine scavenge air lowing maximum water velocities:
cooler as low as possible also applies to the central
cooling system. This means that the temperature Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
control valve in the FW-LT circuit is to be set to mini- Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
mum 10 C, whereby the temperature follows the Seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
445 550 002 178 54 91
6.07.01
Components for seawater system Central cooling water pumps,

low temperature (4 45 651)
Seawater cooling pumps (4 45 601) The pumps are to be of the centrifugal type.
The pumps are to be of the centrifugal type. Freshwater flow. . . . . . . . . see List of capacities
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
Seawater flow . . . . . . . . . . see List of capacities Delivery pressure . . . . . . . . depends on location of
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar expansion tank
Test pressure . . . . . . . . . . according to class rules Test pressure . . . . . . . . . . according to class rules
Working temperature, Working temperature,
normal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 C normal . . . . . . . . . . . . . . . . . . approximately 80 C
Working temperature . . . . . . . . . . maximum 50 C maximum 90 C
The capacity is to be within a tolerance of 0% +10%. The flow capacity is to be within a tolerance of 0%
+10%.
The differential pressure of the pumps is to be deter-
mined on the basis of the total actual pressure drop The list of capacities covers the main engine
across the cooling water system. only.The differential pressure provided by the
pumps is to be determined on the basis of the total
actual pressure drop across the cooling water sys-
Central cooler (4 45 670) tem.
The cooler is to be of the shell and tube or plate heat

exchanger type, made of seawater resistant mate- Central cooling water thermostatic valve
rial. (4 45 660)
Heat dissipation . . . . . . . . . see List of capacities The low temperature cooling system is to be equip-
Central cooling water flow . see List of capacities ped with a three-way valve, mounted as a mixing
Central cooling water temperature, valve, which by-passes all or part of the fresh water
outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C around the central cooler.
Pressure drop on central cooling
side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar The sensor is to be located at the outlet pipe from
Seawater flow . . . . . . . . . . see List of capacities the thermostatic valve and is set so as to keep a
Seawater temperature, temperature level of minimum 10 C.
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C
Pressure drop on SW side . . . . . maximum 0.2 bar
Lubricating oil cooler (4 40 605)
The pressure drop may be larger, depending on the
actual cooler design. See Lubricating oil system.
The heat dissipation and the SW flow figures are

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

increase the temperature level in the cooling sys-
tem, and will also slightly influence the engine per-
formance.
445 550 002 178 54 91
6.07.02
Jacket water cooler (4 46 620)
The cooler is to be of the shell and tube or plate heat

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

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

based on an MCR output at tropical conditions, i.e.
a maximum SW temperature of 32 C and an ambi-
ent air temperature of 45 C.
Scavenge air cooler (4 54 150)
The scavenge air cooler is an integrated part of the

main engine.
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
445 550 002 178 54 91
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
Fig. 6.08.01: Starting and control air systems
The starting air of 30 bar is supplied by the starting Through a reducing valve (4 50 675) is supplied
air compressors (4 50 602) in Fig. 6.08.01 to the compressed air at 10 bar to AP for turbocharger
starting air receivers (4 50 615) and from these to the cleaning (soft blast) , and a minor volume used for
main engine inlet A. the fuel valve testing unit.
Through a reducing station (4 50 665), compressed The air consumption for control air, safety air,
air at 7 bar is supplied to the engine as: turbocharger cleaning, sealing air for exhaust valve
and for fuel valve testing unit and starting of auxiliary
Control air for manoeuvring system, and for engines is covered by the capacities stated for the
exhaust valve air springs, through B air receivers and compressors in the List of Capac-
ities.
Safety air for emergency stop through C
450 600 025 178 54 92
6.08.01
I = Pneumatic component box

The position numbers refer to List of instruments
178 39 68-8.0
Fig. 6.08.02: Starting air pipes
An arrangement common for main engine and MAN The starting air distributor regulates the supply of
B&W Holeby auxiliary engines is available on re- control air to the starting valves in accordance with
quest. the correct firing sequence.
The starting air pipes, Fig. 6.08.02, contains a main For further information about common starting air
starting valve (a ball valve with actuator), a system for main engines and auxiliary engines
non-return valve, a starting air distributor and start- please refer to our publication:
ing valves. The main starting valve is combined with
the manoeuvring system, which controls the start of P. 281 Uni-concept Auxiliary Systems for Two-
the engine. Slow turning before start of engine is an stroke Main Engine and Four-stroke Auxili-
option: 4 50 140 and is recommended by MAN B&W ary Engines
Diesel, see chapter 6.11.
450 600 025 178 54 92
6.08.02

178 38 48-8.0
Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves
The exhaust valve is opened hydraulically, and the The sealing air for the exhaust valve spindle co-
closing force is provided by a pneumatic spring mes from the manoeuvring system, and is acti-
which leaves the valve spindle free to rotate. The vated by the control air pressure, see Fig. 6.08.03.
compressed air is taken from the manoeuvring air
system.
450 600 025 178 54 92
6.08.03
Components for starting air system Reducing valve (4 50 675)
Reduction from . . . . . . . . . . . . . . . 30 bar to 7 bar

Starting air compressors (4 50 602) (Tolerance -10% +10%)
Capacity:
The starting air compressors are to be of the wa- 2600 Normal litres/min of free air . . . . . 0.043 m3/s
ter-cooled, two-stage type with intercooling.
The piping delivered with and fitted onto the main
More than two compressors may be installed to engine is, for your guidance, shown on:
supply the capacity stated.
Starting air pipes
Air intake quantity: Air spring pipes, exhaust valves
Reversible engine,
for 12 starts: . . . . . . . . . . see List of capacities
Non-reversible engine, Turning gear
for 6 starts: . . . . . . . . . . . see List of capacities
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar The turning wheel has cylindrical teeth and is fitted
to the thrust shaft. The turning wheel is driven by a
pinion on the terminal shaft of the turning gear,
Starting air receivers (4 50 615) which is mounted on the bedplate. Engagement and
disengagement of the turning gear is effected by ax-
The starting air receivers shall be provided with man ial movement of the pinion.
holes and flanges for pipe connections.
The turning gear is driven by an electric motor with a
The volume of the two receivers is: built-in gear and brake. The size of the electric mo-
Reversible engine, tor is stated in Fig. 6.08.04. The turning gear is
for 12 starts: . . . . . . . . . . see List of capacities * equipped with a blocking device that prevents the
Non-reversible engine, main engine from starting when the turning gear is
for 6 starts: . . . . . . . . . . . see List of capacities engaged.
Working pressure . . . . . . . . . . . . . . . . . . . . 30 bar
Test pressure . . . . . . . . . . according to class rule
The volume stated is at 25 C and 1,000 m bar
Reducing station (4 50 665)
Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar

(Tolerance -10% +10%)
Capacity:
1400 Normal litres/min of free air . . . . . 0.023 m3/s
Filter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 m
450 600 025 178 54 92
6.08.04
Electric motor 3 x 440 V 60 Hz Electric motor 3 x 380 V 50 Hz

Brake power supply 220 V 60 Hz Brake power supply 220 V 50 Hz
Current Current
No. of Power Start Normal No. of Power Start Normal
cylinders kW Amp. Amp. cylinders kW Amp. Amp.
4-8 0.25 3.9 0.7 4-8 0.25 4.0 0.85
178 39 74-5.0
178 31 30-9.0
Fig. 6.08.05: Electric motor for turning gear
450 600 025 178 54 92
6.08.05
6.09 Scavenge Air System
178 07 27-4.1
Fig. 6.09.01: Scavenge air system
The engine is supplied with scavenge air from one into the scavenge air receiver and to the combus-
turbocharger located on the aft end, for 4-9 cylin- tion chamber.
der engines or from two turbochargers for 10-12
cylinder engines. The scavenge air system, (see Figs. 6.09.01 and
6.09.02) is an integrated part of the main engine.
The compressor of the turbocharger sucks air from
the engine room, through an air filter, and the com- The heat dissipation and cooling water quantities
pressed air is cooled by the scavenge air cooler, are based on MCR at tropical conditions, i.e. a SW
one per turbocharger. The scavenge air cooler is temperature of 32 C, or a FW temperature of 36 C,
provided with a water mist catcher, which prevents and an ambient air inlet temperature of 45 C.
condensated water from being carried with the air
455 600 025 178 54 93
6.09.01
Auxiliary Blowers necessary. This is achieved by automatically work-

ing non-return valves.
The engine is provided with two electrically driven
auxiliary blowers. Between the scavenge air cooler
and the scavenge air receiver, non-return valves are Electrical panel for two auxiliary blowers
fitted which close automatically when the auxiliary
blowers start supplying the scavenge air. The auxiliary blowers are, as standard, fitted onto
the main engine, and the control system for the aux-
Both auxiliary blowers start operating consecu- iliary blowers can be delivered separately as an op-
tively before the engine is started and will ensure tion: 4 55 650.
complete scavenging of the cylinders in the starting
phase, thus providing the best conditions for a safe The layout of the control system for the auxiliary
start. blowers is shown in Figs. 6.09.03a and 6.09.03b
Electrical panel for two auxiliary blowers, and
During operation of the engine, the auxiliary blow- the data for the electric motors fitted onto the
ers will start automatically whenever the engine main engine is found in Fig. 6.09.04 Electric motor
load is reduced to about 30-40%and will continue for auxiliary blower.
operating until the load again exceeds approxi-
mately 40-50% . The data for the scavenge air cooler is specified in
the description of the cooling water system chosen.
Emergency running For further information please refer to our publica-

tion:
If one of the auxiliary blowers is out of action, the
other auxiliary blower will function in the system, P.311 Influence of Ambient Temperature Condi-
without any manual readjustment of the valves being tions on Main Engine Operation
455 600 025 178 54 93
6.09.02
178 39 76-9.0
Fig. 6.09.02: Scavenge air pipes, for engine with one turbocharger on aft end
Dimensions of control panel for Dimensions of electric panel Maximum stand-by

Electric motor size
two auxiliary blowers heating element
3 x 440 V 3 x 380 V W H D W H D
60 Hz 50 Hz mm mm mm mm mm mm
18 - 80 A 18 - 80 A
300 460 150 400 600 300 100 W
11 - 45 kW 9 - 40 kW
63 - 250 A 80 - 250 A
300 460 150 600 600 350 250 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
455 600 025 178 54 93
6.09.03
PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar
PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar
G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418
K1: Switch in telegraph system. Closed at finished with engine
K2: Switch in safety system. Closed at shut down
K3: Lamp test
178 31 44-2.0
Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650
455 600 025 178 54 93
6.09.04
Make: ASEA, or similar Current

Number of Power Mass
3 x 440V-60Hz-2p
cylinders kW Start Amp. Nominal Amp. kg
Type
4 MBT-160MA 2 x 16 1 x 158 2 x 27 2 x 76
5 MBT-160MA 2 x 16 1 x 158 2 x 27 2 x 76
6 MBT-160MA 2 x 16 1 x 158 2 x 27 2 x 76
7 MBT-160MA 2 x 16 1 x 158 2 x 27 2 x 76
8 MBT-160MA 2 x 16 1 x 158 2 x 27 2 x 76
9
10
11
12
Make: ABB, or similar Current

Number of Power Mass
3 x 380V-50Hz-2p
cylinders kW Start Amp. Nominal Amp. kg
Type
4 MBT-160MA 2 x 14 1 x 158 2 x 27 2 x 76
5 MBT-160MA 2 x 14 1 x 158 2 x 27 2 x 76
6 MBT-160MA 2 x 14 1 x 158 2 x 27 2 x 76
7 MBT-160MA 2 x 14 1 x 158 2 x 27 2 x 76
8 MBT-160MA 2 x 14 1 x 158 2 x 27 2 x 76
9
10
11
12
Enclosure IP44
Insulation class: minimum B
Speed of fan: about 2940 and 3540 r/min for 50Hz and 60Hz respectively
The electric motors are delivered with and fitted onto the engine
178 39 81-6.0
Fig. 6.09.04: Electric motor for auxiliary blower
455 600 025 178 54 93
6.09.05
Air Cooler Cleaning
The air cooler is supposed to be dismantled for owing to the scavenge air pressure. The pressur-
cleaning because of its small side. ised drain tank must be designed to withstand full
scavenge air pressure and, if steam is applied, to
The scavenge air box is continuously drained withstand the steam pressure available.
through AV (see Fig. 6.09.05) to a small pressur-
ised drain tank, from where the sludge is led to the The system delivered with and fitted onto the en-
sludge tank. Steam can be applied through BV, if gine is shown in Fig. 6.09.06 Scavenge air space,
available, to facilitate the draining. drain pipes.
The continuous drain from the scavenge air box

must not be directly connected to the sludge tank
178 06 16-0.0
No. of cylinders Capacity of drain tank
4-6 0.4 m3
7-9 0.7 m3
10-12 1.0 m3
178 39 85-3.0
Fig. 6.09.05: Scavenge box drain system
455 600 025 178 54 93
6.09.06

178 39 90-0.0
Fig. 6.09.06: Scavenge air space, drain pipes
Fire Extinguishing System for Scavenge

Air Space
Fire in the scavenge air space can be extinguished

by steam, being the standard version, or, option-
ally, by water mist or CO2.
The alternative external systems are shown in Fig.

6.09.07:
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

engine are shown in Figs. 6.09.11a and 6.09.11b:
Fire extinguishing in scavenge air space (steam)

Fire extinguishing in scavenge air space (water
mist) Fire extinguishing in scavenge air space
(CO2)
455 600 025 178 54 93
6.09.07
Option: Steam extinguishing
Steam pressure: 3-10 bar

Steam approx.: 0.4 kg/cyl.
20 mm nominal bore
Standard: Water mist extinguishing
Freshwater pressure: min. 3.5 bar

Freshwater approx.: 0.3 kg/cyl.
Option: CO2 extinguishing
CO2 test pressure: 150 bar

CO2 approx.: 0.8 kg/cyl.
At least two bottles should be installed, the bottles are yards supply
In most cases, one bottle would be sufficient to extinguish fire in three cylinders, while two or more bottles would be required
to extinguish fire in all cylinders
178 06 17-2.0
Fig. 6.09.07: Fire extinguishing system for scavenge air space
455 600 025 178 54 93
6.09.08
178 12 89-3.0
Fig. 6.09.08a: Fire extinguishing pipes in scavenge air space (steam), option: 4 55 140
Fire extinguishing pipes in scavenge air space (water mist): 4 55 142

Fig. 6.09.08b: Fire extinguishing pipes in scavenge air space (CO2), option: 4 55 143
455 600 025 178 54 93
6.09.09
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 receiver and the exhaust pipes are
provided with insulation, covered by steel plating.
The exhaust gas is led from the cylinders to the ex-
haust gas receiver where the fluctuating pres-sures
from the cylinders are equalised and from where the Turbocharger arrangement and
gas is led further on to the turbocharger at a con- cleaning systems
stant pressure, see Fig.6.10.01.
The turbocharger is, for 4-9 cylinder engines ar-
Compensators are fitted between the exhaust ranged on the aft end of the engine (4 59 121), and
valves and the exhaust gas receiver and between for the 10-12 cylinder engines (4 59 126) on the ex-
the receiver and the turbocharger. A protective grat- haust side of the engine. See Figs: 6.10.02a and
ing is placed between the exhaust gas receiver and 6.10.02b.
the turbocharger. The turbocharger is fitted with a
pick-up for remote indication of the turbocharger
speed.
460 600 025 178 54 95
6.10.01

The position numbers refer to List of instruments
178 41 53-1.0
Fig. 6.10.02a: Exhaust gas pipes, with turbocharger located on aft end of engine (4 59 121)
Fig. 6.10.02b: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 126) 178 38 70-2.0
460 600 025 178 54 95
6.10.02
The engine is designed for the installation of either All makes of turbochargers are fitted with an ar-
MAN B&W turbocharger type NA/TO (4 59 101), ABB rangement for water washing of the compressor
turbocharger type VTR or TPL (4 59 102 or 4 59 side, and soft blast cleaning of the turbine side,
102a), or MHI turbolager type MET (4 59 103). see Fig. 6.10.03. Washing of the turbine side is
only applicable on MAN B&W and ABB
turbochargers , see Figs. 6.10.04a and 6.10.04b.
1. Container for water

178 41 75-8.0
Fig. 6.10.03: Turbocharger water washing
460 600 025 178 54 95
6.10.03
hence inversely proportional to the pipe diameter to

the 4th power. It has by now become normal prac-
tice in order to avoid too much pressure loss in the
pipings, to have an exhaust gas velocity of about 35
m/sec at specified MCR. This means that the pipe
diameters often used may be bigger than the diame-
ter stated in Fig. 6.10.08.
As long as the total back-pressure of the exhaust

gas system incorporating all resistance losses
from pipes and components complies with the
above-mentioned requirements, the pressure
losses across each component may be chosen in-
dependently, see proposed measuring points in Fig.
6.10.07. The general design guidelines for each
component, described below, can be used for guid-
ance purposes at the initial project stage.
Exhaust gas piping system for main engine
The exhaust gas piping system conveys the gas

1. Tray for solid granules from the outlet of the turbocharger(s) to the atmo-
2. Container for granules sphere.
The position numbers refer to List of in- The exhaust piping is shown schematically on Fig.
struments 178 41 77-1.0 6.10.05.
Fig. 6.10.04: Soft blast cleaning of turbine side
The exhaust piping system for the main engine com-
prises:
Exhaust Gas System for main engine Exhaust gas pipes
At specified MCR (M), the total back-pressure in the Exhaust gas boiler
exhaust gas system after the turbocharger indi- Silencer
cated by the static pressure measured in the piping Spark arrester
after the turbocharger must not exceed 350 mm
WC (0.035 bar). Expansion joints
Pipe bracings.
In order to have a back-pressure margin for the final
system, it is recommended at the design stage to In connection with dimensioning the exhaust gas
initially use about 300 mm WC (0.030 bar). piping system, the following parameters must be
observed:
For dimensioning of the external exhaust gas Exhaust gas flow rate
pipings, the recommended maximum exhaust gas
velocity is 50 m/s at specified MCR (M). For Exhaust gas temperature at turbocharger outlet
dimensioning of the external exhaust pipe connec- Maximum pressure drop through exhaust gas
tions, see Fig. 6.10.07. system
Maximum noise level at gas outlet to atmosphere
The actual back-pressure in the exhaust gas system
at MCR depends on the gas velocity, i.e. it is propor- Maximum force from exhaust piping on
tional to the square of the exhaust gas velocity, and turbocharger(s)
460 600 025 178 54 95
6.10.04
Diameter of exhaust gas pipes
The exhaust gas pipe diameters shown on Fig.

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

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

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

seating. The figures indicate the axial and the lateral
178 42 78-3.0
Fig. 6.10.05: Exhaust gas system movements related to the orientation of the expan-
sion joints.
Utilisation of the heat energy of the exhaust
gas. The expansion joints are to be chosen with an elas-
ticity that limit the forces and the moments of the ex-
Items that are to be calculated or read from tables haust gas outlet flange of the turbocharger as stated
are: for each of the turbocharger makers on Fig. 6.10.08
Exhaust gas mass flow rate, temperature and where are shown the orientation of the maximum al-
maximum back pressure at turbocharger gas lowable forces and moments on the gas outlet
outlet flange of the turbocharger.
Diameter of exhaust gas pipes

Utilising the exhaust gas energy Exhaust gas boiler
Attenuation of noise from the exhaust pipe
outlet Engine plants are usually designed for utilisation of
the heat energy of the exhaust gas for steam pro-
Pressure drop across the exhaust gas system duction or for heating the oil system.
Expansion joints.
The exhaust gas passes an exhaust gas boiler
which is usually placed near the engine top or in the
funnel.
460 600 025 178 54 95
6.10.05
It should be noted that the exhaust gas temperature Exhaust gas silencer
and flow rate are influenced by the ambient condi-
tions, for which reason this should be considered The typical octave band sound pressure levels from
when the exhaust gas boiler is planned. the diesel engines exhaust gas system related to
the distance of one meter from the top of the ex-
At specified MCR, the maximum recommended haust gas uptake are shown in Fig. 6.10.06.
pressure loss across the exhaust gas boiler is nor-
mally 150 mm WC. The need for an exhaust gas silencer can be de-
cided based on the requirement of a maximum
This pressure loss depends on the pressure losses noise level at a certain place.
in the rest of the system as mentioned above. There-
fore, if an exhaust gas silencer/spark arrester is not The exhaust gas noise data is valid for an exhaust
installed, the acceptable pressure loss across the gas system without boiler and silencer, etc.
boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark The noise level refers to nominal MCR at a distance
arrester is installed, it may be necessary to reduce of one metre from the exhaust gas pipe outlet edge
the maximum pressure loss. at an angle of 30 to the gas flow direction.
The above-mentioned pressure loss across the si- For each doubling of the distance, the noise level
lencer and/or spark arrester shall include the pres- will be reduced by about 6 dB (far-field law).
sure losses from the inlet and outlet transition
pieces.
178 41 82-9.0
Fig. 6.10.06: ISOs NR curves and typical sound pressure levels from diesel engines exhaust gas system
The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening
at an angle of 30 degrees to the gas flow and valid for an exhaust gas system without boiler and silencer, etc.
460 600 025 178 54 95
6.10.06
When the noise level at the exhaust gas outlet to the Calculation of Exhaust Gas
atmosphere needs to be silenced, a silencer can be Back-Pressure
placed in the exhaust gas piping system after the
exhaust gas boiler. The exhaust gas back pressure after the turbo-
charger(s) depends on the total pressure drop in the
The exhaust gas silencer is usually of the absorption exhaust gas piping system.
type and is dimensioned for a gas velocity of ap-
proximately 35 m/s through the central tube of the The components exhaust gas boiler, silencer, and
silencer. spark arrester, if fitted, usually contribute with a ma-
jor part of the dynamic pressure drop through the
An exhaust gas silencer can be designed based on entire exhaust gas piping system.
the required damping of noise from the exhaust gas
given on the graph. The components mentioned are to be specified so
that the sum of the dynamic pressure drop through
In the event that an exhaust gas silencer is required the different components should if possible ap-
this depends on the actual noise level require- proach 200 mm WC at an exhaust gas flow volume
ments on the bridge wing, which is normally maxi- corresponding to the specified MCR at tropical am-
mum 60-70 dB(A) a simple flow silencer of the ab- bient conditions. Then there will be a pressure drop
sorption type is recommended. Depending on the of 100 mm WC for distribution among the remaining
manufacturer, this type of silencer normally has a piping system.
pressure loss of around 20 mm WC at specified
MCR. Fig. 6.10.07 shows some guidelines regarding re-
sistance coefficients and back-pressure loss calcu-
lations which can be used, if the makers data for
Spark arrester back-pressure is not available at the early project
stage.
To prevent sparks from the exhaust gas from being
spread over deck houses, a spark arrester can be The pressure loss calculations have to be based on
fitted as the last component in the exhaust gas sys- the actual exhaust gas amount and temperature
tem. valid for specified MCR. Some general formulas and
definitions are given in the following.
It should be noted that a spark arrester contributes
with a considerable pressure drop, which is often a
disadvantage. Exhaust gas data
It is recommended that the combined pressure loss M exhaust gas amount at specified MCR in kg/sec.
across the silencer and/or spark arrester should not
T exhaust gas temperature at specified MCR in C
be allowed to exceed 100 mm WC at specified MCR
depending, of course, on the pressure loss in the
remaining part of the system, thus if no exhaust gas Please note that the actual exhaust gas temperature
boiler is installed, 200mm WC could be possible. is different before and after the boiler. The exhaust
gas data valid after the turbocharger may be found
in Section 6.01.
460 600 025 178 54 95
6.10.07
Mass density of exhaust gas ( ) Total back-pressure ( pm)

273
1.293 x x 1.015 in kg/m3 The total back-pressure, measured/stated as the
273 + T static pressure in the pipe after the turbocharger, is
The factor 1.015 refers to the average back-pres- then:
sure of 150 mm WC (0.015 bar) in the exhaust gas pM = p
system.
where p incorporates all pipe elements and com-
ponents etc. as described:
Exhaust gas velocity (v)
pM has to be lower than 350 mm WC.
In a pipe with diameter D the exhaust gas velocity is: (At design stage it is recommended to use max.
300 mm WC in order to have some margin for
M 4
v= x in m/sec fouling).
x D2
Pressure losses in pipes ( p) Measuring of Back Pressure

For a pipe element, like a bend etc., with the resis- At any given position in the exhaust gas system, the
tance coefficient , the corresponding pressure loss total pressure of the flow can be divided into dy-
is: namic pressure (referring to the gas velocity) and
static pressure (referring to the wall pressure, where
1
p = x v 2 x in mm WC the gas velocity is zero).
9 .81
where the expression after is the dynamic pres- At a given total pressure of the gas flow, the combi-
sure of the flow in the pipe. nation of dynamic and static pressure may change,
depending on the actual gas velocity. The measure-
The friction losses in the straight pipes may, as a ments, in principle, give an indication of the wall
guidance, be estimated as : pressure, i.e., the static pressure of the gas flow.
1 mm WC per 1 x diameter length It is, therefore, very important that the back pressure
measuring points are located on a straight part of
whereas the positive influence of the up-draught in the exhaust gas pipe, and at some distance from an
the vertical pipe is normally negligible. 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
Pressure losses across components ( p) piece, may lead to an unreliable measurement of the
static pressure.
The pressure loss p across silencer, exhaust gas
boiler, spark arrester, rain water trap, etc., to be In consideration of the above, therefore, the total
measured/ stated as shown in Fig. 6.11.07 (at speci- back pressure of the system has to be measured af-
fied MCR) is normally given by the relevant manu- ter the turbocharger in the circular pipe and not in
facturer. the transition piece. The same considerations apply
to the measuring points before and after the exhaust
gas boiler, etc.
460 600 025 178 54 95
6.10.08
Change-over valves Pipe bends etc.
Change-over valve of
type with constant
cross section R=D = 0.28
R = 1.5D = 0.20
a = 0.6 to 1.2 R = 2D = 0.17
b = 1.0 to 1.5
c = 1.5 to 2.0
Change-over valve of
type with volume R=D = 0.16
R = 1.5D = 0.12
a = b = about 2.0 R = 2D = 0.11
= 0.05
R=D = 0.45
R = 1.5D = 0.35
R = 2D = 0.30
= 0.14
Outlet from = 1.00

top of exhaust
gas uptake
Inlet
(from
turbocharger) = 1.00
178 32 09-1.0 178 06 85-3.0
Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes
460 600 025 178 54 95
6.10.09
The minimum diameter of the exhaust pipe for a Maximum forces and moments permissible at the
standard installation is based on an exhaust gas ve- turbochargers gas outlet flange are as follows:
locity of 50 m/s:
MAN B&W turbocharger related figures:
Engine Type NR24 NR26 NR29 NA34
Exhaust pipe dia.
specified
D0 and H1 in mm M1 Nm 600 800 800 2600
MCR in kW
1000 300 M3 Nm 600 800 800 1700
1200 350 F1 N 1200 1600 1600 4300
1400 400 F2 N 1200 1600 1600 4300
1600 400
F3 N 1200 1600 1600 1700
1800 450
2000 450 W kg 1000 1000 1000 1000
2500 500
3000 550 ABB turbocharger related figures:
3500 600 Type VTR214 VTR254 VTR304 VTR354
4000 650 M1 Nm 1500 2000 2400 2600
4500 650
M3 Nm 1000 1300 1600 1700
5000 700
F1 N 2600 3100 3600 4000
Movement at expansion joint based on the thermal F2 N 1300 1600 1800 2000
expansion of the engine from ambient temperature
F3 N 1000 1250 1400 1500
to service:
W kg 1000 1000 1000 1000
Cylinder No. 4 5 6 7 8 9 10 11 12
DA mm 4.2 4.3 4.6 4.7 4.8 5.9 4.3 4.5 4.6
MHI turbolader related figures:
DR mm 1.1 1.3 1.5 1.6 1.8 2.0 1.3 1.4 1.5
DA = axial movement at compensator Type MET26SR MET30SR MET33SD MET42SD
DR = lateral movement at compensator M1Nm 1600 2400 2700 3400
M3Nm 1600 2400 1400 1700
The crane beams shall be long enough for the crane
to be able to lift at both sides of the turbocharger. F1 N 2000 2500 4900 5800
The lifting capacity of the crane is W stated in the F2 N 2000 2500 1700 200
table. F3 N 2500 3700 1600 1800
F1 W kg 310 500 850 1400
D0 D0
M1 M3
F2 F3 Fixed point DA
Expansion joint
option: 4 60 610 DR
Transition piece
H1
option: 4 60 601
Centre line turbocharger

178 31 59-6.0
178 34 24-6.0
Fig 6.10.08b: Exhaust pipe system
460 600 025 178 54 95
6.10.10
6.11 Manoeuvring System
The basic design of the engine is provided with a manoeuvres, as well as stopping and starting of the
pneumatic/electric manoeuvring system for transmit- engine, are controlled by means of the telegraph
ting the orders from the Engine Control Room (ECR) or handle on the bridge.
the Bridge Control (BC) console to the mechani-
cal-hydraulic Woodward governor on the engine. The basic manoeuvring system is then to be ex-
tended by solenoid valves for start, (EV684), stop,
The following diagrams show alternative systems: (EV682, ahead, (EV683) and astern (EV685) orders.
In the case of a malfunction in the bridge manoeuv-

Fixed Pitch Propeller (FPP) ring system the following alternative manoeuvring
possibilities are available:
Fig. 6.11.02 (4 65 160) Manoeuvring system for
reversible engine with: 1. Local control from the engine side control
Fixed pitch propeller con-sole. With this mode of control, the engine
Engine side control console. speed is still controlled through the governor.
Fig. 6.11.03 (option 4 65 162) Manoeuvring sys-
tem for reversible engine with: 2. Local control with the engine side emergency
Fixed pitch propeller control handle. With this mode of control the
Engine side control console and governor is out of action.
prepared for remote control.
The telegraph system has to be made in accordance
with the recommendations of the engine builders
Controllable Pitch Propeller (CPP) and telegraph suppliers requirements.
Besides the bridge manoeuvring system, the ma-

Fig. 6.11.04 (4 65 165) Manoeuvring system for
noeuvring system in accordance to Fig. 6.11.03,
non-reversible engine with:
can be connected to a control room manoeuvring
Controllable pitch propeller
equipment.
Engine side control console, and
prepared for remote re-start.
(4 65 167) Manoeuvring system for Bridge Manoeuvring System for
non-reversible engine with remote Controllable Pitch Propeller
start/stop:
Controllable pitch propeller In principle, the manoeuvring system on the engine
Engine side control console, and is the same as for FPP except for the reversing sys-
prepared for remote stop/start. tem, which is removed Fig. 6.11.04. The bridge ma-
noeuvring system for the engine and the controlla-
The engine is as basic equipped with a manoeuvring ble pitch propeller are normally integrated, so that
system according to Fig. 6.11.02 the entire bridge manoeuvring system is dependent
on the CPP propeller system chosen.
Bridge Manoeuvring System for For the MAN B&W Alpha Diesel CPP has been devel-
Fixed Pitch Propeller oped a special remote control system, Alphatronic IIA,
option 4 95 619.
The remote control system, Fig. 6.11.03 makes it
possible to control the engine automatically from
the bridge. The engine speed, ahead, and astern
402 100 010 178 54 96
6.11.01
Components for Engine Control Room Governors

Console
When selecting the governor, the complexity of the
As basic, no components for control room ma- installation has to be considered. We normally dis-
noeuvring console are delivered. tinguish between conventional and advanced
marine installations.
The manoeuvring console supplied by the yard nor-
mally includes, as a minimum, the instrumentation
shown in Fig. 6.11.07. Conventional plants
As standard, the engine is equipped with a conven-

Components for Bridge Control, tional hydraulic Woodward governor, item 4 65 101.
option: 4 65 640
In this context the following are considered as con-
If a remote control system is to be applied, the ma- ventional marine installations:
noeuvring system is prepared for it by the solenoid
valves in Figs. 6.11.03 and 6.11.04. If the engine is An engine directly coupled to a fixed pitch propeller
delivered with the standard Woodward PGA gover-
nor (4 65 101) a P/I converter is to be supplied by the An engine directly coupled to a controllable pitch
maker of the bridge control system. propeller, without clutch and without extreme de-
mands on the propeller pitch change
Control System for Plants with CPP Plants with controllable pitch propeller with a
shaft generator of less than 15% of the engines
Where a controllable pitch propeller is installed the MCR output.
control system is to be designed in such a way that
the operational requirements for the whole plant are
fulfilled. Advanced plants
Special attention should be paid to the actual oper- For more advanced plants, an electronic governor
ation mode, e.g. combinator curve with/without has to be applied, and the specific layout of the sys-
constant frequency shaft generator or constant en- tem has to be agreed upon in co-operation with the
gine speed with a power take off. customer, the governor supplier and the engine
builder.
The following requirements have to be fulfilled:
The advanced marine installations viz:
The control system is to be equipped with a load
control function limiting the maximum torque (fuel Plants with flexible coupling in the shafting system
pump index) in relation to the engine speed, in or-
der to prevent the engine from being loaded be- Geared installations
yond the limits of the load diagram
Plants with disengageable clutch for disconnectng
The control system must ensure that the engine the propeller
load does not increase at a quicker rate than
permitted by the scavenge air pressure Engine directly coupled to a controllable pitch
propeller with a demand for fast pitch change
Load changes have to take place in such a way
that the governor can keep the engine speed Plants with shaft generator with great demands
within the required range. on frequency accuracy.
Please contact the engine builder to get specific data.
402 100 010 178 54 96
6.11.02
or shut-down this system will relieve the high pres-

The electronic governor consists of the following el- sure by activating solenoid valve EV658.
ements:
Actuator
Revolution transmitter (pick-ups) Engine Side Control Console
Electronic governor panel
Power supply unit The engine side control console, which includes the
Pressure transmitter for scavenge air. speed setting knob, stop button, start button, re-
versing handle and emergency handle, is placed on
The actuator, revolusion transmitter and pressure the engines camshaft side close to the flywheel, at
transmitter are mounted on the engine. floor level where the manometer panel and the in-
strument panel also are located, see Figs. 6.11.01
With a view to such installations, the engine can be and 6.11.06.
equipped with an electronic governor approved by
MAN B&W, e.g.: In case of the governor control system being out of
action, it is possible to run the engine manually by
4 65 172 Lyngs-VALMET Marine electronic gov- coupling the handle directly to the regulating shaft.
ernor system, type EGS 2000
4 65 174 Norcontrol digital governor system, type Under normal running conditions, the same handle
DGS 8880 e can be used as a maximum limiter of the fuel pump
4 65 175 NABCO Ltd. electronic governor, type index, in order to limit the power of the engine.
MG 800
4 65 177 Siemens digital governor system, type
SIMOS SPC 3 Sequence Diagram for Plant with
Bridge Control
It should be noted that the shut down system, the
governor and the remote control system must be MAN B&W Diesels requirements to the remote con-
compatible if an integrated solution is to be ob- trol system makers are indicated graphically in Fig.
tained. 6.11.07 Sequence diagram for fixed pitch propeller.
The diagram shows the functions as well as the de-

Slow Turning lays which must be considered in respect to starting
Ahead and starting Astern, as well as for the activa-
The standard manoeuvring system does not feature tion of the slow down and shut down functions.
slow turning before starting, but for unattended ma-
chinery spaces (UMS) we strongly recommend the Please note that we specify a load control program
slow turning device, option 4 50 140, shown in Fig. with an approximate delay of 30 minutes when
6.11.05. passing from 90% to 100% r/min (70% to 100%
power).
The slow turning valve allows the starting air to par-
tially by-pass the main starting valve. During slow On the right of the diagram, a situation is shown
turning the engine will rotate so slowly that, in the where the order Astern is over-ridden by an Ahead
event that liquids have accumulated on the piston order the engine immediately starts Ahead if the
top, the engine will stop before any harm occurs. engine speed is above the spicified starting level.
The corresponding sequence diagram for a

Shut Down System non-reversible plant with power take-off (Gear
Constant Ratio) is shown in Fig. 6.11.08 where no
The engine is stopped by activating the puncture load control program is specified.
valve located in the fuel pump. For normal stopping
402 100 010 178 54 96
6.11.03
FPP FPP CPP

Components local remote remote
control control control
Console on engine for manoeuvring and

emergency control:
Speed setting regulating valve x x x
Reversing handle: AHEAD - ASTERN x x
Handle: LOCAL - REMOTE x x
Push button for STOP x x x
Push button for START x x x
Switch for auxiliary blower x x x
Switch for cancelling governor limiter x x x
Emergency regulating handle x x x
Components mounted on engine:

Hand wheel for disengaging governor x x x
Solenoid valve for emergency STOP x x x
Solenoid valve for remote STOP x
Solenoid valve for remote START x
Solenoid valve for remote RE-START from bridge x
Solenoid valve for remote AHEAD x
Solenoid valve for remote ASTERN x
Pipe connections for remote speed setting x x
Manometer panel on engine:

Manometer for starting air PI 401 x x x
Manometer for lubricating oil PI 330 x x x
Manometer for control air PI 403 x x x
Manometer for safety air PI 405 x x x
Manometer for speed setting PI 470 x x x
Instrument panel on engine:

Tachometer for main engine E 438 x x x
Push button for CANCEL SHUT DOWN x x x
Push button for LAMP TEST x x x
Lamp for AHEAD x x
Lamp for ASTERN x x
Lamp and buzzer for wrong way x x
Lamp and EMERGENCY x x x
Lamp for SHUT DOWN x x x
Lamp for SHUT DOWN CANCELLED x x x
Lamp for auxiliary blower running x x x
178 40 07-1.0
Fig. 6.11.01: Manoeuvring system, components
402 100 010 178 54 96
6.11.04
402 100 010
MAN B&W Diesel A/S
Fig. 6.11.02: Manoeuvring system, reversible engine with FPP
6.11.05
The drawing shows the system in the following conditions:
Stop and ahead position
Pneumatic pressure on
Electrical power on
Main starting valve locking device in service position
178 40 08-3.0
178 54 96
S26MC Project Guide
402 100 010
MAN B&W Diesel A/S
6.11.06
Fig. 6.11.03: Manoeuvring system, reversible engine, with FPP prepared for remote control
Electrical power on
178 40 09-5.0
178 54 96
S26MC Project Guide
402 100 010
MAN B&W Diesel A/S
6.11.07
Fig. 6.11.04: Manoeuvring system, non-reversible engine, for CPP prepared for remote re-start
Electrical power on
178 40 10-5.0
178 54 96
S26MC Project Guide
Pos. Qty. Description
28 1 3/4-way solenoid valve
78 1 Switch, yards supply
178 39 49-5.1
Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140
402 100 010 178 54 96
6.11.08
Intrument panel Intrument panel

for non reversible engine for reversible engine
(4 65 155) (4 65 151)
Tachometer for main engine

Lamp for shut down
Lamp for shut down cancelled
Push button for cancelling shut down
Main starting valve blocked
Starting air distributor blocked
Turning gear engaged
Lamps for auxiliary blowers running
Lamp for AHEAD *
Lamp for ASTERN *
Lamp and buzzer for wrong way alarm *
Limiter governor cancelled
Lamp test
Lamp for local manual control
* For reversible engines only
178 40 11-7.1
Fig. 6.11.06: Engine side control console and instrument panel
402 100 010 178 54 96
6.11.09
Free space for mounting of safety panel

1 8 Switch and lamp for cancelling of limiters for governor
Engine builders supply
2 Tachometer(s) for turbocharger(s) 9 Engine control handle: 4 65 625 from engine maker
3 Indication lamps for: 10 Pressure gauges for:
Ahead Scavenge air
Astern Lubricating oil main engine
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
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
Free spares for mounting of bridge control
7
equiment 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 extended by a 4 75 645 and the corresponding analogue sensors on the engine
remote alarm/slow down indication lamp. as option: 4 75 128,see Figs. 8.02a and 8.02b.
Fig. 6.11.07: Instruments and pneumatic components for engine control room console, yards supply
178 30 45-9.0
402 100 010 178 54 96
6.11.10
402 100 010
MAN B&W Diesel A/S
Fig. 6.11.08: Sequence diagram for fixed pitch propeller
6.11.11
a) Max. ASTERN: 80% specified MCR speed (to be evaluated in case of ice-class)
When the shaft generator is disconnected, the slow down will be effected after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure
Revised diagram including restart from bridge is available on request.
178 40 12-9.0
178 54 96
S26MC Project Guide
402 100 010
MAN B&W Diesel A/S
6.11.12
Fig. 6.11.09: Sequence diagram for controllable pitch propeller, with shaft generator type GCR
When the shaft generator is disconnected, the slow down will be effected after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure
Revised diagram including restart from bridge is available on request.
178 40 13-0.0
178 54 96
S26MC Project Guide
Vibration Aspects 7
7 Vibration Aspects
The vibration characteristics of the two-stroke low The natural frequency of the hull depends on the
speed diesel engines can for practical purposes be, hulls rigidity and distribution of masses, whereas
split up into four categories, and if the adequate the vibration level at resonance depends mainly
countermeasures are considered from the early on the magnitude of the external moment and the
project stage, the influence of the excitation engines position in relation to the vibration nodes
sources can be minimised or fully compensated. of the ship.
C C
In general, the marine diesel engine may influence
the hull with the following: A
External unbalanced moments

These can be classified as unbalanced 1st and B
2nd order external moments, which need to be
considered only for certain cylinder numbers
Guide force moments
Axial vibrations in the shaft system
Torsional vibrations in the shaft system.
D
The external unbalanced moments and guide force
moments are illustrated in Fig. 7.01.
A Combustion pressure
In the following, a brief description is given of their B Guide force
origin and of the proper countermeasures needed to C Staybolt force
render them harmless. D Main bearing force
1st order moment

External unbalanced moments vertical 1 cycle/rev
2nd order moment
The inertia forces originating from the unbalanced Vertical 2 cycle/rev
rotating and reciprocating masses of the engine
create unbalanced external moments although the 1st order moment,
external forces are zero. horizontal 1 cy-
cle/rev.
Of these moments, only the 1st order (one cycle per
revolution) and the 2nd order (two cycles per revolu- Guide force moment,
tion) need to be considered, and then only for en- H transverse Z cycles/rev.
gines with a low number of cylinders. The inertia Z is 1 or 2 times number of
forces on engines with more than 6 cylinders tend, cylinder
more or less, to neutralise themselves.
Countermeasures have to be taken if hull resonance Guide force moment,

occurs in the operating speed range, and if the vi- X transverse Z cycles/rev.
bration level leads to higher accelerations and/or Z = 1,2 ...12
velocities than the guidance values given by inter-
national standards or recommendations (for in-
stance related to special agreement between ship- 178 06 82-8.0
Fig. 7.01: External unbalanced moments and guide force
owner and shipyard).
moments
407 000 100 178 54 97
7.01
1st order moments on 4-cylinder engines Adjustable

counterweights
1st order moments act in both vertical and horizon-
tal direction. For our two-stroke engines with stan-
dard balancing these are of the same magnitudes.
Aft
For engines with five cylinders or more, the 1st order
moment is rarely of any significance to the ship. It Fore
can, however, be of a disturbing magnitude in
four-cylinder engines.
Fixed
counterweights Adjustable
Resonance with a 1st order moment may occur for
counterweights
hull vibrations with 2 and/or 3 nodes, see Fig. 7.03.
This resonance can be calculated with reasonable
accuracy, and the calculation will show whether a
compensator is necessary or not on four-cylinder
engines.
A resonance with the vertical moment for the 2 node

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

adjustable counterweights, as illustrated in Fig.
7.02. These can reduce the vertical moment to an in-
significant value (although, increasing correspond-
ingly the horizontal moment), so this resonance is 178 16 78-7.0
easily dealt with. A solution with zero horizontal mo-

Fig. 7.02: Adjustable counterweights: 4 31 151
ment is also available.
178 06 84-1.0
Fig. 7.03: Statistics of tankers and bulk carriers with 4 cylinder MC engines
407 000 100 178 54 97
7.02
Fig. 7.04: H-type and X-type guide force moments
2nd order moments

vibration calculations indicate the necessity or be-
The 2nd order moment acts only in the vertical di- cause it is wanted as a precautionary measure, an
rection. Precautions need only to be considered for electrically driven compensator option: 4 31 601,
four, five and six cylinder engines. synchronised to the correct phase relative to the ex-
ternal force or moment can neutralise the excitation.
Resonance with the 2nd order moment may occur This type of compensator needs an extra seating fit-
at hull vibrations with more than three nodes. Con- ted, preferably, in the steering gear room where de-
trary to the calculation of natural frequency with 2 flections are largest and the effect of the compensa-
and 3 nodes, the calculation of the 4 and 5 node nat- tor will therefore be greatest.
ural frequencies for the hull is a rather comprehen-
sive procedure and, despite advanced calculation The electrically driven compensator will not give rise
methods, is often not very accurate. to distorting stresses in the hull. More than 70 elec-
trically driven compensators are in service and have
Experience with our 2-stroke slow speed engines given good results.
has shown that propulsion plants with the small
bore engines (S/L42MC, S/L35MC and S26MC) are In the table, Fig. 7.05 the external moments (M1) are
less sensitive regarding hull vibration excited by 2nd stated at the speed (n1) and MCR rating in point L1 of
order moments than the larger bore engines. There- the layout diagram. For other speeds (nA), the corre-
fore, this engine does not have engine driven 2nd or- sponding external moments (MA) are calculated by
der moment compensators. means of the formula:
2
nA
For those very few plants where a 2nd order mo- MA = M1 x kNm
ment compensator is requested, either because hull n1
407 000 100 178 54 97
7.03
Guide Force Moments Axial Vibrations

The so-called guide force moments are caused by When the crank throw is loaded by the gas pressure
the transverse reaction forces acting on the through the connecting rod mechanism, the arms of
crossheads due to the connecting rod/crankshaft the crank throw deflect in the axial direction of the
mechanism. These moments may excite engine vi- crankshaft, exciting axial vibrations. Through the
brations, moving the engine top athwartships and thrust bearing, the system is connected to the ship`s
causing a rocking (excited by H-moment) or twisting hull.
(excited by X-moment) movement of the engine as
illustrated in Fig. 7.04. Generally, only zero-node axial vibrations are of in-
terest. Thus the effect of the additional bending
The guide force moments corresponding to the stresses in the crankshaft and possible vibrations of
MCR rating (L1) are stated in the last table. the ship`s structure due to the reaction force in the
thrust bearing are to be considered.
Because of the small size of the S26MC, we con-
sider the guide force moments as harmless, and no An axial damper is fitted as standard: 4 31 111 to all
special countermeasures are to be taken. MC engines minimising the effects of the axial vibra-
tions.
The five and six-cylinder engines are equipped with

an axial vibration monitor, option: 4 31 116.
407 000 100 178 54 97
7.04
Torsional Vibrations Four, five and six-cylinder engines, require special

attention. On account of the heavy excitation, the
The reciprocating and rotating masses of the engine natural frequency of the system with one-node vi-
including the crankshaft, the thrust shaft, the inter- bration should be situated away from the normal op-
mediate shaft(s), the propeller shaft and the propel- erating speed range, to avoid its effect. This can be
ler are for calculation purposes considered as a sys- achieved by changing the masses and/or the stiff-
tem of rotating masses (inertias) interconnected by ness of the system so as to give a much higher, or
torsional springs. The gas pressure of the engine much lower, natural frequency, called undercritical
acts through the connecting rod mechanism with a or overcritical running, respectively.
varying torque on each crank throw, exciting tor-
sional vibration in the system with different frequen- Owing to the very large variety of possible shafting
cies. arrangements that may be used in combination with
a specific engine, only detailed torsional vibration
In general, only torsional vibrations with one and calculations of the specific plant can determine
two nodes need to be considered. The main critical whether or not a torsional vibration damper is nec-
order, causing the largest extra stresses in the shaft essary.
line, is normally the vibration with order equal to the
number of cylinders, i.e., five cycles per revolution
on a five cylinder engine. This resonance is posi- Undercritical running
tioned at the engine speed corresponding to the
natural torsional frequency divided by the number of The natural frequency of the one-node vibration is
cylinders. so adjusted that resonance with the main critical or-
der occurs about 35-45% above the engine speed
The torsional vibration conditions may, for certain at specified MCR.
installations require a torsional vibration damper,
option: 4 31 105. Such undercritical conditions can be realised by
choosing a rigid shaft system, leading to a relatively
Based on our statistics, this need may arise for the high natural frequency.
following types of installation:
The characteristics of an undercritical system are
Plants with controllable pitch propeller normally:
Plants with unusual shafting layout and for special Relatively short shafting system
owner/yard requirements
Probably no tuning wheel
Plants with 8, 11 or 12-cylinder engines.
Turning wheel with relatively low inertia
The so-called QPT (Quick Passage of a barred
speed range Technique), option: 4 65 189, is an al- Large diameters of shafting, enabling the use of
ternative to a torsional vibration damper, on a plant shafting material with a moderate ultimate tensile
equipped with a controllable pitch propeller. The strength, but requiring careful shaft alignment,
QPT could be implemented in the governor in order (due to relatively high bending stiffness)
to limit the vibratory stresses during the passage of
the barred speed range. Without barred speed range, option: 4 07 016.
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.
407 000 100 178 54 97
7.05
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

Overcritical running Two-stroke Diesel Engines in Ships
P.268 Vibration Characteristics of Two-stroke
The natural frequency of the one-node vibration is Low Speed Diesel Engines
so adjusted that resonance with the main critical or-
der occurs about 30-70% below the engine speed
at specified MCR. Such overcritical conditions can
be realised by choosing an elastic shaft system,
leading to a relatively low natural frequency.
The characteristics of overcritical conditions are:
Tuning wheel may be necessary on crankshaft

fore end
Turning wheel with relatively high inertia
Shafts with relatively small diameters, requiring

shafting material with a relatively high ultimate
tensile strength
With barred speed range (4 07 015) of about 10%

with respect to the critical engine speed.
Torsional vibrations in overcritical conditions may,

in special cases, have to be eliminated by the use of
a torsional vibration damper, option: 4 31 105.
407 000 100 178 54 97
7.06
No. of cyl. 4 5 6 7 8 9 10 11 12
Firing order 1-3-2-4 1-4-3-2-5 1-5-3- 1-7-2-5- 1-8-3-4- 1-6-7-3-5 1-8-5-7- 1-8-12-4
4-2-6 4-3-6 7-2-5-6 -8-2-4-9 2-9-4-6- Uneven 2-9-10-5
3-10 3-7-11-6
External forces in kN
0 0 0 0 0 0 0 0 0
External moments in kNm

Order
1st a 89b 28 0 17 56 58 15 10 0
2nd 231 287 200 58 0 65 3 13 0
Guide force H-moments in kNm

Order:
1st 0 0 0 0 0 0 0 0 0
2nd 0 0 0 0 0 0 0 0 0
3rd 0 0 0 0 0 0 0 12 0
4th 87 0 0 0 0 0 0 29 0
5th 0 89 0 0 0 0 0 15 0
6th 0 0 70 0 0 0 0 17 0
7th 0 0 0 57 0 0 0 26 0
8th 21 0 0 0 42 0 0 21 0
9th 0 0 0 0 0 28 0 2 0
10th 0 10 0 0 0 0 21 4 0
11th 0 0 0 0 0 0 0 8 0
12th 3 0 4 0 0 0 0 2 8
Guide force X-moments in kNm

Order:
1st 31 10 0 6 19 18 11 12 0
2nd 7 8 6 2 0 2 1 1 0
3rd 6 20 36 40 51 30 38 91 114
4th 0 4 33 93 38 137 29 75 65
5th 11 0 0 8 97 112 193 68 0
6th 20 2 0 1 0 39 16 6 0
7th 5 18 0 0 3 5 33 6 0
8th 0 11 8 1 0 2 2 42 16
9th 2 1 12 1 1 0 1 7 39
10th 4 0 3 9 0 1 0 6 0
11th 1 0 0 5 7 1 0 8 0
12th 0 1 0 0 1 2 0 2 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers
b) By means of the adjustable counterweights on 4-cylinder engines, option: 4 31 151, 70% of the 1st order moment
can be removed from horizontal to vertical direction or vice versa, if required
178 41 28-1.0
Fig. 7.05: External forces and moments in layout point L1
407 000 100 178 54 97
7.07
Instrumentation 8
8 Instrumentation
The instrumentation on the diesel engine can be Sensors for

roughly divided into: Remote Indication Instruments
Local instruments, i.e. thermometers, pressure Analog sensors for remote indication can be or-
gauges and tachometers dered as options 4 75 127, 4 75 128 or for CoCoS as
4 75 129, see Fig. 8.03. These sensors can also be
Control devices, i.e. position switches and sole- used for Alarm or Slow Down simultaneously.
noid valves
Analog sensors for Alarm, Slow Down and remote Alarm, Slow Down and
indication of temperatures and pressures Shut Down Sensors
Binary sensors, i.e. thermo switches and pressure It is required that the system for shut down is electri-
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 chapter. 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 indica-
The basic local instrumentation on the engine com- tion. References are stated in the lists if a common
prises thermometers and pressure gauges located sensor 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. 8.07.
These are listed in Fig. 8.02 and their location on the The extent of sensors for a specific plant is the sum
engine is shown in Fig. 8.04. of requirements of the classification society, the
yard, the owner and MAN B&Ws minimum require-
Additional local instruments, if required, can be or- ments.
dered as option: 4 70 129.
Figs. 8.08, 8.09 and 8.10 show the classification so-
cieties requirements for UMS and MAN B&Ws min-
Control Devices imum requirements for Alarm, Slow Down and Shut
Down as well as IACS`s reccomendations,
The control devices mainly include the position respectively. Only MAN B&Ws minimum require-
switches, called ZS, incorporated in the manoeuv- ments for Alarm and Shut Down are included in the
ring system, and the solenoid valves (EV), which are basic scope of supply (4 75 124).
listed in Fig. 8.05 and positioned as shown in Fig.
8.04. For the event that further signal equipment is re-
quired, the piping on the engine has additional
sockets.
470 100 025 178 54 98
8.01
Fuel oil leakage detection The location of the pressure gauges and pressure
switches in the piping system on the engine is
Oil leaking oil from the high pressure fuel oil pipes is shown schematically in Fig. 8.06.
collected in a drain box (Fig. 8.11), which is equipped
with a level alarm, LSA 301, option 4 35 105. For practical reasons, the sensors to be applied are
normally delivered from the engine supplier, so that
they can be wired to terminal boxes on the engine.
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. Oil Mist Detector and Bearing
Monitoring Systems
The slow down sequence has to be adapted to the
plant (FPP/CPP, with/without shaft generator, etc.) Based on our experience, the basic scope of sup-
and the required operating mode. ply for all plants for attended as well as for unat-
tended machinery spaces (AMS and UMS) in-
For further information please contact the engine cludes an oil mist detector, Fig. 8.12.
supplier.
Make: Kidde Fire Protection, Graviner
Type: MK 5. . . . . . . . . . . . . . . . . . . . . . . . 4 75 161
Attended Machinery Spaces (AMS) or
Make: Schaller
The basic alarm and safety system for an MAN B&W Type: Visatron VN 215 . . . . . . . . . . . . . . 4 75 163
engine is designed for Attended Machinery Spaces
and comprises the temperature switches (thermo- The combination of an oil mist detector and a bear-
stats) and pressure switches (pressurestats) that ing temperature monitoring system with deviation
are specified in the MAN B&W column for alarm from average alarm (option 4 75 133, 4 75 134 or
and for shut down in Figs. 8.08 and 8.10, respec- 4 75 135) will in any case provide the optimum
tively. The sensors for shut down are included in the safety.
basic scope of supply (4 75 124), see Fig. 8.10.
Additional digital sensors can be ordered as option: Electrical Wiring on Engine to Terminal
4 75 128. Boxes, option: 4 78 115
If the electrical wiring is ordered, the engine will be
Unattended Machinery Spaces (UMS) fitted with terminal boxes whose location will de-
pend on the dismantling to be done for the dispatch
The Standard Extent of Delivery for MAN B&W Die- pattern in question.
sel A/S engines includes the temperature switches,
pressure switches and analog sensors stated in the Fig. 8.13 shows an example of the positioning of the
MAN B&W column for alarm, slow down and shut terminal box No. 2 with its corresopnding wiring dia-
down in Figs. 8.08, 8.09 and 8.10. gram indicating the reference symbols of the sen-
sors. Similar wiring diagrams will be forwarded for
The shut down and slow down panel can be or- the other electrical equipment mounted on the en-
dered as option: 4 75 610, 4 75 611 or 4 75 613, gine such as the auxiliary blower, part of the wiring
whereas the alarm panel is a yards supply, as it has diagram is shown on Fig. 8.14.
to include several other alarms than those of the
main engine.
470 100 025 178 54 98
8.02
PMI Calculating Systems CoCoS comprises four individual software applica-

tion products:
The PMI systems permit the measuring and moni-
toring of the engines main parameters, such as cyl- CoCoS-EDS:
inder pressure, fuel oil injection pressure, scavenge Engine Diagnostics System, option: 4 09 660.
air pressure, engine speed, etc., which enable the CoCoS-EDS assists in the engine performence
en-gineer to run the diesel engine at its optimum evaluation through diagnostics.
performance. Key features are: on-line data logging, monitoring,
diagnostics and trends.
The designation of the different types are:
CoCoS-MPS:
Main engine: Maintenance Planning System, option: 4 09 661.
CoCoS-MPS assists in the planning and initiating of
Portable transducer for cylinder preventive maintenance.
PT:
pressure Key features are: scheduling of inspections and
overhaul, forecasting and budgeting of spare part
S: Stationary junction and converter requirements, estimating of the amount of work
boxes on engine hours needed, work procedures, and logging of
maintenance history.
P: Portable optical pick-up to detect
the crankshaft position at a zebra
band on the intermadiate shaft CoCoS-SPC:
Spare Part Catalogue, option: 4 09 662.
PT/S CoCoS-SPC assists in the identification of spare
part.
Key features are: multilevel part lists, spare part in-
formation, and graphics.
The following alternative types can be applied:
CoCoS-SPO:
MAN B&W Diesel, PMI system type PT/S
Stock Handling and Spare Part Ordering,
option:4 75 208
option: 4 09 663.
CoCoS-SPO assists in managing the procurement
The cylinder pressure monitoring system is based
and control of the spare part stock.
on a Portable Transducer, Stationary junction and
Key features are: available stock, store location,
converter boxes.
planned receipts and issues, minimum stock, safety
Power supply: 24 V DC
stock, suppliers, prices and statistics.
MAN B&W Diesel, PMI system, type PT/P
CoCoS Suite:
option:4 75 207
Is the package including the four above-mentioned
sytems: 4 09 660+661+662+663.
The cylinder pressure monitoring system is based
on a Portable Transducer, and Portable pick-up.
CoCoS MPS, SPC, and SPO can communicate with
one another, or they can be used as separate
Power supply: 24 V DC
stand-alone system. These three applications can
also handle non-MAN B&W Diesel technical equip-
ment; for instance pumps and separators.
CoCoS
Fig. 8.03 shows the maximum extent of additional
The Computer Controlled Surveillance system is the
sensors recommended to enable on-line diagnos-
family name of the software application products
tics if CoCoS-EDS is ordered.
from the MAN B&W Diesel group.
470 100 025 178 54 98
8.03
Identification of instruments PS - SLD Pressure switch for slow down

PSA Pressure switch for alarm
The measuring instruments are identified by a com- PSC Pressure switch for control
bination of letters and a position number: PE Pressure sensor (analog)
PEA Pressure sensor for alarm (analog)
LSA 372 high PEI Pressure sensor for remote
Level: high/low indication (analog)
in which medium PE - SLD Pressure sensor for
Where: (lub. oil, cooling water...) slow down (analog)
location (inlet/outlet engine) SE Speed sensor (analog)
Output signal: SEA Speed sensor for alarm (analog)
A: alarm SSA Speed switch for alarm
I : indicator (thermometer, SS - SHD Speed switch for shut down
SHD: manometer...) TI
SLD: shut down (stop) TSA Temperature indicator
slow down
Temperature switch for alarm
How: by means of
E: analog sensor (element) TSC Temperature switch for control
S: switch TS - SHD Temperature switch for shut down
(pressurestat, thermostat)
TS - SLD Temperature switch for slow down
What is measured: TE Temperature sensor (analog)
D: density TEA Temperature sensor for
F: flow alarm (analog)
L: level
TEI Temperature sensor for
P: pressure
PD: pressure difference remote indication (analog)
S: speed TE - SLD Temperature sensor for
T: temperature slow down (analog)
V: viscosity VE Viscosity sensor (analog)
W: vibration VEI Viscosity sensor for remote
Z: position indication (analog)
Functions VI Viscosity indicator
DSA Density switch for alarm (oil mist) ZE Position sensor
DS - SLD Density switch for slow down ZS Position switch
E Electric devices WEA Vibration signal for alarm (analog)
EV Solenoid valve WI Vibration indicator
ESA Electrical switch for alarm WS - SLD Vibration switch for slow down
FSA Flow switch for alarm
FS - SLD Flow switch for slow down
LSA Level switch for alarm
PDEI Pressure difference sensor for remote
indication (analog) The symbols are shown in a circle indicating
PDI Pressure difference indicator
PDSA Pressure difference switch for alarm Instrument locally mounted
PDE Pressure difference sensor (analog)
PI Pressure indicator Instrument mounted in panel on engine
PS Pressure switch
PS - SHD Pressure switch for shut down Control panel mounted instrument
178 30 04-4.1
Fig. 8.01: Identification of instruments
470 100 025 178 54 98
8.04
Description
remote indication
Use sensor for Point of location
Thermometer
stem type
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, camshaft lub. oil, exhaust valve actuators 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 41 30-3.0
Fig. 8.02a: Local standard thermometers on engine (4 75 124) and option: 4 75 127 remote indication sensors sensors
470 100 025 178 54 98
8.05
remote indication
Point of location
Pressure gauges
Use sensor for

(manometers)
Fuel oil
PI 305 PE 305 Fuel oil , inlet engine
Lubricating oil
PI 326 PE 326 Piston cooling and camshaft oil inlet
PI 330 PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
camshaft and exhaust valve actuators
PI 371 PE 371 Lubricating oil inlet to turbochager 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
Differential pressure gauges

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

SI 439 Turbocharger speed/turbocharger
178 41 30-3.0
Fig. 8.02b: Local standard manometers and tachometers on engine (4 75 124) and option: 4 75 127 remote indication
470 100 025 178 54 98
8.06
Use sensor
Point of location
Fuel oil system

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

TE 311 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil,
camshaft lub. oil, exhaust valve actuators and turbochargers
TE 317 Piston cooling oil outlet/cylinder
PE 326 Piston cooling and camshaft oil inlet
PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper, camshaft and
exhaust valve actuators
TE 349 Thrust bearing segment
PE 357 Lubricating oil inlet to exhaust valve actuators
TE 369 Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)
PE 371 Lubricating oil inlet to turbocharger with slide bearing/turbocharger
178 41 32-7.0
Fig 8.03a: List of sensors for CoCoS, option: 4 75 129
470 100 025 178 54 98
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
(Depending on turbocharger design)
PDE 338 Differential pressure across compressor spiral housing/turbocharger
(Depending on turbocharger design)
TE 411 Scavenge air before air cooler/air cooler
TE 412 Scavenge air after air cooler/air cooler
TE 412A Scavenge air inlet cylinder/cylinder
TE 413 Scavenge air reciever
PE 417 Scavenge air reciever
PDE 420 Pressure drop of air across air cooler/air cooler
PDE 422 Pressure drop air across blower filter of compressor/turbocharger
ZS 669 Auxiliary blower on/off signal from control panel (yards supply)
178 41 32-7.0
Fig. 8.03b: List of sensors for CoCoS, option: 4 75 129
470 100 025 178 54 98
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
PE 424 Exhaust gas receiver
TE 425A Exhaust gas inlet turbocharger/turbocharger
TE 426 Exhaust gas after exhaust valve/cylinder
TE 432 Exhaust gas outlet turbocharger/turbocharger
PE 433A Exhaust gas outlet turbocharger/turbocharger
(Back pressure at transition piece related to ambient)
SE 439 Turbocharger speed/turbocharger
PDE 441 Pressure drop across exhaust gas boiler (yards supply)
General data
N Time and data
N Counter of running hours
PE 325 Ambient pressure (Engine room)
SE 438 Engine speed
N Pmax set point
ZE 477 Fuel pump index/cylinder
ZE 479 Governor index
E 480 Engine torque
N Mean indicated pressure (mep)
N Maximum pressure (Pmax)
N Compression pressure (Pcomp)
N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
3) Yards supply
178 41 32-7.0
Fig. 8.03c: List of sensors for CoCoS, option: 4 75 129
470 100 025 178 54 98
8.09
178 41 36-4.0
Fig. 8.04a: Location of basic measuring points on engine
470 100 025 178 54 98
8.10
178 41 36-4.0
Fig. 8.04b: Location of basic measuring points on engine
470 100 025 178 54 98
8.11
178 41 36-4.0
Fig. 8.04c: Location of basic measuring points on engine
470 100 025 178 54 98
8.12
Description Symbol/Position
Scavenge air system
Scavenge air receiver auxiliary blower control PSC 418
Manoeuvring system
Engine speed detector E 438
Reversing Astern/cylinder ZS 650
Reversing Ahead/cylinder ZS 651
Resets shut down function during engine side control ZS 652
Gives signal when change-over mechanism is in Remote Control mode ZS 653
Gives signal to manoeuvring system when on engine side control PSC 654
Solenoid valve for stop and shut down EV 658
Turning gear engaged indication ZS 659
Fuel rack transmitter, if required, option: 4 70 150 E 660
Main starting valve Blocked ZS 663
Main starting valve In Service ZS 664
Air supply starting air distributor, Open Closed ZS 666/667
Electric motor, Auxiliary blower E 670
Electric motor, turning gear E 671
Actuator for electronic governor, if applicable E 672
Gives signal to manoeuvring system when remote control 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
178 30 08-9.1
Fig. 8.05: Control devices on engine
470 100 025 178 54 98
8.13
The panels shown are mounted on the engine 178 41 41-1.0
Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches
470 100 025 178 54 98
8.14
General outline of the electrical system:
The figure shows the concept approved by all classification societies

The shut down panel and slow down panel can be combined for some makers
The classification societies permit to have common sensors for slow down, alarm and remote indication
One common power supply might be used, instead of the three indicated, if the systems are equipped with separate
fuses
178 30 10-0.0
Fig. 8.07: Panels and sensors for alarm and safety systems
470 100 025 178 54 98
8.15
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 1 1 1 1 1 1 1* LSA301high Leakagefromhighpressurepipes
1 1 1 1 1 1 1 1 1 A* PE
A306low PE
305 Fueloil,inletengine

1 1 1 1 1 1 1 1 A* TE
A312high
TE
A313low
TE
311
TE
311 } Lubricating oil inlet to main bearings, thrust bearing,
axialvibrationdamper,camshaftandexhaust
valveactuator
1 1 1 1 1 1 1 1 1 A* TE
A318high TE
317 Pistoncoolingoiloutlet/cylinder
1 1 1 1 1 1 1 1 1* FSA320low Pistoncoolingoiloutlet/cylinder
1 1 1 1 1 1 1 1 1 A* PE
A327low PE
326 Pistoncoolingandcrossheadlubeoilinlet
1 1 1 1 1 1 1 1 1 A* PE
A331low PE
330 Lubricatingoilinlettomainbearings,thrust
bearing,axialvibrationdamper, camshaft and
exhaust valve actuator
1 1 1 1 1 1 1 1 A* TE
A350high TE
349 Thrustbearingsegment
1* LSA365low Cylinderlubricators(built-inswitches)
1 1 1 1 1 1 1 1 1* FSA366low Cylinderlubricators(built-inswitches)
1 1 1 1 1 1 1 TSA370high Turbochargerlubricatingoiloutletfrom a)
turbocharger/turbocharger
1 1 1 1 1 1 1 1 A* PE
A372low PE
371 Lubricating oil inlet to turbocharger/turboch. a)
1 TE
A373high TE
311 Lubricating oil inlet to turbocharger/turboch. a)
1 1 1 1 1 1 1 1 1 1* DSA436high Oilmistincrankcase/cylinderandchaindrive
WE
A472high WE
471 Axialvibrationmonitor
Requiredfor5+
6S26MCandforengineswith
PTOonforeend.
a) Forturbochargerswithslidebearings
ForBureauV
eritas,atleasttwoperlubricator,orminimumonepercylinder,whicheveristhegreaternumber
Oralarmforoverheatingofmain,crank,cross-headandchaindrivebearings,option:475134
178 41 44-7.0
Fig. 8.08a: List of sensors for alarm
470 100 025 178 54 98
8.16
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* PDSA 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* PSA 406 low Safety air inlet
1* PSA 408 low Air inlet to air cylinder for exhaust valve
1* PSA 409 high Control air inlet, finished with engine
1* PSA 410 high Safety air inlet, finished with engine
Scavenge air system

1 1 1 TEA 414 high TE 413 Scavenge air reciever
1 1 1 1 1 1 A* TEA 415 high Scavenge air fire /cylinder
1 1* PSA 419 low Scavenge air, auxiliary blower, failure
1 1 1 1 1* LSA 434 high Scavenge air water level
178 41 44-7.0
Fig. 8.08b: List of sensors for alarm
470 100 025 178 54 98
8.17
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 425A 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* ESA low Safety system, power failure, low voltage
1 1 1 1 1 1 1 1 1 1* ESA low Tacho system, power failure, low voltage
1* ESA Safety system, cable failure
1 1 1 1 1 1 1 1 1* ESA Safety system, group alarm, shut down
1 1* ESA 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
IACS: International Association of Classification Societies 1 Indicates that a binary (on-off) sensor/signal
The members of IACS have agreed that the stated is required
sensors are their common recommendation, apart
from each class requirements A Indicates that an analogue sensor is required for
alarm, slow down and remote indication
The members of IACS are:
ABS America Bureau of Shipping 1*, A* These alarm sensors are MAN B&W Diesels
BV Bureau Veritas minimum requirements for Unattended Machinery
CCS Chinese Register of Shipping Space (UMS), option: 4 75 127
DnVC Det norske Veritas Classification
GL Germanischer Lloyd
KRS Korean Register of Shipping
LR Lloyds Register of Shipping
NKK Nippon Kaiji Kyokai 1 For disengageable engine or with CPP
RINa Registro Italiano Navale
RS Russian Register of Shipping Select one of the alternatives
and the assosiated members are: Or alarm for overheating of main, crank, crosshead
KRS Kroatian Register of Shipping and chain drive bearings, option: 4 75 134
IRS Indian Register of Shipping
PRS Polski Rejestr Statkow
178 41 44-7.0
Fig. 8.08c: List of sensors for alarm
470 100 025 178 54 98
8.18
Class requirements for slow down
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR
Function Point of Location

1 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 FS 320 Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 PE SLD 328 low PE 326 Piston cooling and crosshead lube oil inlet
1 PE SLD 334 low PE 330 Lubricating oil to main bearings, thrust
1 1 1 A*
bearing, camshaft and exhaust valve
actuator
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 PS 368d) Lubricating oil inlet turbocharger main 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
LS SLD 434 high LS 434 Scavenge air receiver water level
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 5+6S26MC and for engines
with PTO on fore end)
1 Indicates that a binary sensor (on-off) is required Select one of the alternatives
A Indicates that a common analogue sensor can be used
for alarm/slow down/remote indication Or alarm for low flow
1*, A* These analogue sensors are MAN B&W Diesels mini-
mum requirements for Unattended Machinery Spaces Or alarm for overheating of main, crank, cross-
(UMS), option: 4 75 127 head and chain drive bearings, option: 4 75 134
d) PE 371 can be used if only one turbocharger is applied The tables are liable to change without notice,
and are subject to latest class requirements.
178 41 47-2.0
Fig. 8.09: Slow down functions for UMS, option: 4 75 127
470 100 025 178 54 98
8.19
Class requirements for shut down
Use sensor
MAN B&W
DnVC
IACS
RINa
NKK
ABS
RS
GL
BV
LR

1 1 1 PS SHD 329 low Piston cooling oil and crosshead lube oil
inlet
Lubricating oil to main bearings, thrust
1 1 1 1 1 1 1 1 1 1* PS SHD 335 low 335
bearing, camshaft and exhaust valve
actuator
1 1 1 1 1 1* TS SHD 352 high 352 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 438 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 41 49-6
Fig. 8.10: Shut down functions for AMS and UMS
470 100 025 178 54 98
8.20
178 34 34-2.0
Fig. 8.11: Drain box with fuel oil leakage, alarm, option: 4 35 105
178 30 18-5.0
Fig. 8.12a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, type MK 5 (4 75 161)
178 30 19-7.0
Fig. 8.12b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)
470 100 025 178 54 98
8.21
178 10 80-6.0
Fig. 8.13: Example of terminal box
470 100 025 178 54 98
8.22
178 10 81-8.0
Fig. 8.14: Example of wiring diagram
470 100 025 178 54 98
8.23
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 builders standard may be used and number of crane hooks available at the engine
provided they at least fulfil the requirements stated maker and, in particular, at the yard (purchaser).
in Fig. 9.01.
The approximate masses of the sections appear
from Fig. 9.03. The masses can vary up to 10% de-
Dispatch Pattern pending on the design and options chosen.
The dispatch patterns are divided into two classes, Lifting tools and lifting instructions are required for all
see Figs. 9.02 and 9.03: levels of dispatch pattern. The lifting tools (4 12 110 or
4 12 111), are to be specified when ordering and it
A: Short distance transportation and short term should be agreed whether the tools are to be returned
storage to the engine maker (4 12 120) or not (4 12 121).
B: Overseas or long distance transportation or
Furthermore, it must be considered whether a dry-
long term storage.
ing machine, option 4 12 601, is to be installed dur-
ing the transportation and/or storage period.
Short distance transportation (A) is limited by a du-
ration of a few days from delivery ex works until in-
stallation, or a distance of approximately 1,000 km
and short term storage. Shop trials/Delivery Test
Before leaving the engine makers works, the engine
The duration from engine delivery until installation is to be carefully tested on diesel oil in the presence
must not exceed 8 weeks. of representatives of the yard, the shipowner and
the classification society.
Dismantling of the engine is limited as much as possible.
The shop trial test is to be carried out in accordance
Overseas or long distance transportation or long with the requirements of the relevant classification
term storage require a class B dispatch pattern. society, however a minimum as stated in Fig. 9.04.
The duration from engine delivery until installation is MAN B&W Diesels recommendations for trials are
assumed to be between 8 weeks and maximum 6 available on request.
months.
An additional test may be required for measuring the
Dismantling is effected to a certain degree with the NOx emmissions, if required, option: 4 14 003.
aim of reducing the transportation volume of the in-
dividual units to a suitable extent.
Note:
Long term preservation and seaworthy packing are
always to be used.
480 100 100 178 54 99
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
compo-nents 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 The approximate dimensions and masses of the
set of spare parts included in the basic extent of de- larger spare parts are indicated in Fig. 9.08. A com-
livery (4 87 601) covering the requirements and rec- plete list will be delivered by the engine maker.
ommendations 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. Most of the tools can be arranged on steel plate
re-quired for an overhaul will be readily available, panels, which can be delivered as an option: 4 88
see Fig. 9.06. 660, see Fig. 9.11 Tool Panels.
If such panels are delivered, it is recommended to

Wearing parts place them close to the location where the overhaul
is to be carried out.
The consumable spare parts for a certain period are
not included in the above mentioned sets, but can
be ordered for the first 1, 2, up to 10 years service of
a new engine (option 4 87 629), a service year being
assumed to be 6,000 running hours.
480 100 100 178 54 99
9.02
No. of
Components to be painted Type of paint coats/ Colour:
before shipment from workshop Total dry AL 840H
R R
film DIN 6164
thickness NSELL
U
M
m
Component/surfaces, inside engine, ex-
posed to oil and air
1. U
nmachined surfaces all over. o
Hwever cast Engine alkyd primer, weather 2/80 Free
type crankthrows, main bearing cap, crosshead resistant
bearing cap, crankpin bearing cap, pipes inside
crankcase and chainwheel need not to be Oil and acid resistant alkyd paint. 1/30 White:
painted but the cast surface must be cleaned of Temperature resistant to mini- AL 9010
R
sand and scales and kept free of rust mum 80 C DIN N:00
: .5
NSELL N-9.5
U
M
Components, outside engine
2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather re- 2/80 Free
sistant
Final alkyd paint resistant to salt 1/30 Light green:

water and oil, option:4 81 103 AL 6019
R
DIN 23:22
:
NSELL10GY
U
M
8/4
Heat affected components: Paint, heat resistant to minimum 2/60 Alu:
3. Supports for exhaust receiver 200 C
AL 9006
R
Scavenge air-pipe inside DIN N:02
:
NSELL N-7.5
U
M
Components affected by water and cleaning
agents
4. Scavenge air cooler box inside Complete coating for long term 2/75 Free
protection of exposed to moder-
ately to severely corsive environ-
ment and abrasion
5. Gallery plates topside Engine alkyd primer, weather re- 2/80 Free
sistant
6. Purchased equipment and instruments
painted in makers colour are acceptable
unless otherwise stated in the contract
Tools
nmachined surfaces all over on handtools and
U Oil resistant paint 2/60 Orange red:
lifting tools AL 2004
R
DIN 6:72
:
Purchased equipment painted in makers colour NSELL
U
M
is acceptable, unless otherwise stated in the N-7.5r 6/12
contract
Tool panels Oil resistant paint 2/60 Light grey:
AL 7038
R
DIN:24:12
:
NSELL N-7.5
U
M
Note:
All paints are to be of good quality. Paints according to builders standard may be used provided they at least fulfil the
above demands.
Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.
178 3U0 20-7.1

Fig. 9.01: Specification for painting of main engine: 4 81 101
480 100 100 178 55 00
9.03
Class A + B: Comprises the A1 + B1

following basic variants:
Dismounting must be limited as much as possible.
The classes comprise the following basic variants:
A1 Option: 4 12 021, or B1, option: 4 12 031

Engine
Spare parts and tools
Engine complete
A2 Option:4 12 022, or B2 option:4 12 032

A2 + B2
Top section inclusive cylinder liner, cylinder
covers complete, camshaft, piston rods com-
plete, connecting rods complete, cooler box
with cooler insert, exhaust receiver,
turbocharger(s) and platforms with pipes
Bedplate/cranshaft section inclusive turning
gear and pipes
emaining parts, stay bolts, chains and etc.
R
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 Top section
stated in the contract.
Furthermore, it must be stated whether a drying ma-

chine is to be installed during the transportation
and/or storage period.
Bedplate/cranchaft 178 40 85-9.0
Fig. 9.02: Dispatch pattern, engine with turbocharger on the aft end
412 000 002 178 55 01
9.04
4 cylinders 5 cylinders 6 cylinders 7 cylinders 8 cylinders

Pattern Section Mass Length Mass Length Mass Length Mass Length Mass Length
in t in m in t in m in t in m in t in m in t in m
A1+
B1 Engine complete 31.5 3.8 36.5 4.3 42.3 4.8 47.5 5.3 52.9 5.8
A2+
B2 Top section 20.2 3.8 23.9 4.3 28.2 4.8 31.9 5.3 36.0 5.8
Bedplate/cranchaft 10.8 3.2 12.0 3.7 13.4 4.2 14.9 4.7 16.1 5.2
emaining parts
R 0.5 0.6 0.7 0.8 0.9
9 cylinders 10 cylinders* 11 cylinders* 12 cylinders*

Pattern Section Mass Length Mass Length Mass Length Mass Length Height Width
in t in m in t in m in t in m in t in m in m in m
A1+
B1 Engine complete 58.2 6.3 67.9 6.8 73.6 7.3 78.9 7.8 4.9 3.3
A2+
B2 Top section 39.7 6.3 46.7 6.8 50.9 7.3 54.6 7.8 3.5 3.3
Bedplate/cranchaft 17.5 5.7 20.1 6.2 21.5 6.7 23.0 7.2 1.6 1.9
emaining parts
R 1.0 1.1 1.2 1.3
The weights are for standard engines with solidforged crankshaft, integrated crosshead guides in frame box
and MAN B&W turbocharger.
All masses and dimensions are approximate and without packing and lifting tools. The masses of turning
wheel, turbocharger specified in dispatch pattern outline can vary, and should be checked.
Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is
included.
Note:
* 10-12S26MC engines are with turbochargers on exhaust side
The masses can vary up to 10% depending on the design and the options chosen.
178 40 86-0.0
Fig. 9.03: Dispatch pattern, list of masses and dimension for engines with turbocharger aft
412 000 002 178 55 01
9.05
Before leaving the factory, the engine is to be care- At each load change, all temperature and pressure
fully tested on diesel oil in the presence of represen- levels etc. should stabilise before taking new engine
tatives of Yard, Shipowner, Classification Society, load readings.
and MAN B&W Diesel.
Minimum delivery test: Governor tests, etc:
Starting and manoeuvring test at no load Governor test
Load test Minimum speed test

Engine to be started and run up to 50%
of Specified MCR (M) in 1 hour. Overspeed test
Shut down test

Followed by:
Starting and reversing test
0.50 hour running at 50% of specified MCR
Turning gear blocking device test
0.50 hour running at 75% of specified MCR
Start, stop and reversing from engine side
1.00 hour running at 100% of specified MCR manoeuvring console.
0.50 hour running at 110% of specified MCR. Fuel oil analysis to be presented. All tests must be
carried out on diesel or gas oil.
Only for Germanischer Lloyd: An additional test may be required for measuring the
NOx emissions, option: 4 14 003.
0.75 hour running at 110% of specified MCR.
178 36 00-7.1
Fig. 9.04: Shop trial running/delivery test: 4 14 001
486 001 010 178 55 02
9.06
Delivery extent of spares

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

GL: Germanischer Lloyd BV: Bureau Veritas
KR: Korean Register of Shipping DNVC: Det Norske Veritas Classification
NKK: Nippon Kaiji Kyokai LR: Lloyds Register of Shipping
RINa: Registro Italiano Navale
RS Russian Maritime Register of Shipping
Cylinder cover, section 901 and others Exhaust valve, section 908
1 Cylinder cover complete with fuel, exhaust, 2 Exhaust valves complete (Only 1 for GL)
starting and safety valves, indicator valve and 1 Pressure pipe for exhaust valve pipe
sealing rings (disassembled)
Fuel pump, section 909
Piston, section 902 1 Fuel pump barrel, complete with plunger
1 Piston complete (with cooling pipe), piston 1 High-pressure pipe, each type
rod, piston rings and stuffing box, 1 Suction and puncture valve, complete
studs and nuts
1 set Piston rings for 1 cylinder Fuel valve, section 909
1 set Fuel valves for half the number of cylinders
Cylinder liner, section 903 on the engine for ABS
1 Cylinder liner with sealing rings and gaskets 1 set Fuel valves for all cylinders on one engine
1/2 set Studs for 1 cylinder cover for BV, CCS, DNVC, GL, KR, NKK, RINa, RS
and IACS
Cylinder lubricator, section 903
1 Cylinder lubricator, of largest size, complete Turbocharger, section 910
1 Set of makers standard spare parts
Connecting rod, and crosshead bearing, section 904 1 a) Spare rotor for one turbocharger, including:
1 Telescopic pipe with bushing for 1 cylinder compressor wheel, rotor shaft with turbine
1 Crankpin bearing shells in 2/2 with studs blades and partition wall, if any
and nuts
1 Crosshead bearing shell lower part with Scavenge air blower, section 910
studs and nuts 1 set Rotor, rotor shaft, gear wheel or equivalent
2 Thrust piece working parts
1 set Bearings for electric motor
Main bearing and thrust block, section 905 1 set Bearings for blower wheel
1 set Thrust pads for one face of ech size, if different 1 Belt, if applied
for "ahead" and "astern" 1 set Packing for blower wheel
Chain drive, section 906 Safety valve, section 911

1 Of each type of bearings for: 1 Safety valve, complete
Camshaft at chain drive, chain tightener and in-
termediate shaft Bedplate, section 912
6 Camshaft chain links (only for ABS, DNVC, LR, 1 Main bearing shell in 2/2 of each size
NKK and RS) 1 set Studs and nuts for 1 main bearing
1 Cylinder lubricator drive: 6 chain links or gear
wheels
a) Only required for DNVC and RS.
1 Guide ring 2/2 for camshaft bearing To be ordered separately as option: 4 87 660 for
other classiftication societies
Starting valve, section 907
1 Starting valve, complete The section figures refer to the instruction books.
Subject to change without notice.
178 39 43-4.2
Fig. 9.05: List of spares, unrestricted service: 4 87 601
487 601 005 178 55 03
9.07
For easier maintenance and increased security in operation
Beyond class requirements

Cylinder cover, plate 90101 Lubricator drive, plate 90305
4 pcs Studs for exhaust valve 2 Coupling
4 pcs Nuts for exhaust valve 3 Discs
50 % O-rings for cooling jacket
1 pcs Coling jacket
50 % Sealing betw. cyl.cover and liner Connecting rod and crosshead, plate 90401
4 pcs Spring housings for fuel valve 1 Telescopic pipe
100 % Colling water pipes between liner and 2 Thrust piece
cover for one cylinder
Chain drive and guide bars, plate 90601
Hydraulic tool for cylinder cover, plate 90161
4 Guide bar
1 set Hydraulic hoses compl. with couplings 1 set Locking plates and lock washers
8 pcs O-rings with backup rings, upper
8 pcs O-rings with backup rings, lower
Chain tightener, plate 90603
2 Locking plates for tightener
Piston and piston rod, plate 90201
1 box Locking wire, 1=63 m
Camshaft, plate 90611
5 pcs Piston rings of each kind
2 pcs D-rings for piston skirt 1 Exhaust cam
2 pcs D-rings for piston rod 1 Fuel cam
Piston rod stuffing box, plate 90205 Camshaft bearing and roller guide housing,
plate 90613
15 pcs Self locking nuts
5 pcs O-rings 1 Packing
5 pcs Top scraper rings
15 pcs Pack sealing rings Indicator drive, plate 90612
10 pcs Cover sealing rings 100 % Gaskets for indicator valves
120 pcs Lamellas for scraper rings 3 Indicator valve/cock complete
30 pcs Springs for top scaper and sealing rings
30 pcs Springs for scraper rings Regulating shaft, plate 90618
3 Resilient arm, complete
Cylinder frame, plate 90301
50 % Studs for cylinder cover (1cyl.)
1 pcs Bushing Arrangement of engine side console, plate 90621
50 % Nuts for cyl.cover studs (1cyl.)
2 Pull rods
Cylinder liner and cooling jacket, plate 90302
Main starting valve, plate 90702
1 pcs Cooling jacket of each kind
4 pcs Non return valves 1 pcs Repair kit for main actuator
100 % O-rings for one cylinder liner 1 pcs Repair kit for main ball valve
50 % Gaskets for cooling water connection 1 pcs *) Repair kit for actuator, slow turning
50 % O-rings for cooling water pipes 1 pcs *) Repair kit for ball valve, slow turning
*) if fitted
% Refer to one cylinder
178 39 44-6.1
Fig. 9.06a: Additional spare parts recommended by MAN B&W, option: 4 87 603
487 603 020 178 55 04
9.08
Starting valve, plate 90704 Fuel pump, plate 90901

2 Piston 1 pcs Top cover
2 Spring 1 pcs Plunger/barrel, complete
2 Bushing 3 pcs Suctions valves
100 % O-ring 3 pcs Puncture valves
1 Valve spindle 50 % Sealings, O-rings, gaskets and lock washers
2 Locking plate 1 pcs Internal spring
1 pcs External spring
Exhaust valve, plate 90801 100 % Sealing and wearing rings
4 pcs Felt rings
1 pcs Exhaust valve spindle
1 pcs Exhaust valve seat
50 % O-ring exhaust valve/cylinder cover % Refer to one engine
4 pcs Piston rings
50 % Guide rings Fuel pump gear, plate 90902
50 % Sealing rings 1 pcs Fuel pump roller guide, complete
50 % Safety valves 2 pcs Shaft pin for roller
100 % Gaskets and O-rings for safety valve 2 pcs Bushings for roller
1 pcs Piston complete 2 pcs Internal springs
1 pcs Damper piston 2 pcs External springs
100 % O-rings and sealings between air piston 100 % Sealings
and exhaust valve housing/spindle 2 pcs Roller
1 pcs Liner for spindle guide
100 % Gaskets and O-ings for cool.w.conn.
Fuel pump gear, details, plate 90903
1 pcs Conical ring in 2/2
100 % O-rings for spindle/air piston 50 % O-rings for lifting tool
100 % Non-return valve
Fuel pump gear, details, plate 90904
Valve gear, plate 90802 1 pcs Shock absorber, complete
3 pcs Filter, complete
5 pcs O-rings of each kind Fuel pump gear, reversing mechanism, plate 90905
1 pcs Reversing mechanism, complete
2 pcs Spare parts set for air cylinder
Valve gear, plate 90805
1 pcs Roller guide complete Fuel valve, plate 90910
2 pcs Shaft pin for roller 100 % Fuel nozzles
2 pcs Bushing for roller 100 % O-rings for fuel valve
4 pcs Discs 3 pcs Spindle guides, complete
2 pcs Non return valve 50 % Springs
4 pcs Piston rings 50 % Discs, +30 bar
4 pcs Discs for spring 3 pcs Thrust Spindles
2 pcs Springs 3 pcs Non return valve (if mounted)
Valve gear, details, plate 90806 Fuel oil high pressure pipes, plate 90913
1 pcs High pressure pipe, complete 1 pcs High pressure pipe, complete of each kind
100 % O-rings for high pressure pipes 100 % O-rings for high pressure pipes
4 pcs Sealing discs
Overflow valve, plate 90915
Cooling water outlet, plate 90810 1 pcs Overflow valve, complete
2 pcs Ball valve 1 pcs O-rings of each kind
1 pcs Butterfly valve
1 pcs Compensator
1 set Gaskets for butterfly valve and comp.
178 39 44-6.1
Fig. 9.06b: Additional spare parts recommended by MAN B&W, option: 4 87 603
487 603 020 178 55 04
9.09
Turbocharger, plate 91000

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

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

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

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

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

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

Liable to change without notice
Where nothing else is stated, the percentage

will refer to one engine
178 39 44-6.1
Fig. 9.06c: Additional spares part recommended by MAN B&W, option: 4 87 603
487 603 020 178 55 04
9.10
Table A
Group No. Plate Qty. Descriptions
1 90201 1 set Piston rings for 1 cylinder
1 set O-rings for 1 cylinder
2 90205 1 set Lamella rings 3/3 for 1 cylinder
3 90205 1 set Top scraper rings 4/4 for 1 cylinder
1 set Sealing rings 4/4 for 1 cylinder
4 90302 1 Cylinder liner
1 set Outer O-rings for 1 cylinder
1 set O-rings for cooling water connections for 1 cylinder
1 set Gaskets for cooling water connections for 1 cylinder
1 set Sealing rings for 1 cylinder
5 90801 1 Exhaust valve spindle
1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder
6 90801 1 set O-rings for water connections for 1 cylinder
1 set Gasket for cooling for water connections for 1 cylinder
1 set O-rings for oil connections for 1 cylinder
7 90801 1 Spindle guide
2 Air sealing ring
1 set Guide sealing rings for 1 cylinder
8 90801 1 Exhaust valve bottom piece
1 set O-rings for bottom piece for 1 cylinder
9 90805 1 set Bushing for roller guides for 1 cylinder
1 set Washer for 1 cylinder
10 90901 1 Plunger and barrel for fuel pump
1 Suction valve complete
11 90910 1 Fuel valve nozzle
1 Spindle guide complete
12 1 Slide bearing for turbocharger for 1 engine
1 Guide bearing for turbocharger for 1 engine
13 1 set Guide bars for 1 engine
14 2 Set bearings for auxiliary blowers for 1 engine
The wearing parts are divided into 14 groups, each including the components stated in table A.
The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years service of a new engine, a
service year being assumed to be of 6000 hours.
In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours service, the extent stated for
each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and service
hours in question.
178 33 98-2.2
Fig. 9.07a: Wearing parts, option: 4 87 629
487 611 010 178 55 06
9.11
Table B
Service hours 0-6000 0-12000
Group Number of cylinders
No
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
1 Set of piston rings 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
Set of piston rod stuffing box,
2 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
lamella rings
3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6 O-rings for exhaust valve 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24
7 Exhaust valve guide bushings 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bushings for roller guides for fuel
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
pump and exhaust valve
10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11 Fuel valve guides and atomizers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12 Set slide bearings per TC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Table B
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24
lamella rings
3 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
178 30 98-2.2
Fig.9.07b: Wearing parts, option: 4 87 629
487 611 010 178 55 06
9.12
Table B
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 8 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36
lamella rings
3 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12
Table B
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48
lamella rings
3 8 10 12 14 16 18 20 22 24 8 10 12 14 16 18 20 22 24
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
178 30 98-2.2
Fig. 9.07c: Wearing parts, option: 4 87 629
487 611 010 178 55 06
9.13
Table B
No.
Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
2 16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50 55 60
lamella rings
3 8 10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36
sealing rings
4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8 0 0 0
Bushings for roller guides for
9 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12
fuel pump and exhaust valve
178 33 98-2.2
Fig. 9.07d: Wearing parts, option: 4 87 629
487 611 010 178 55 06
9.14
Cylinder liner 218 kg Piston complete

Cylinder liner inclusive with piston rod
cooling jacket 153 kg
387 kg
Cylinder cover 177 kg Rotor for turbocharger

Cylinder cover inclusive Type NA34
starting and fuel 40 kg
valves 190 kg
Rotor for turbocharger

Type VTR304
80 kg
All dimensions are given in mm

178 43 60-3.0
Fig. 9.08 Large spare parts, dimensions and masses
487 601 007 178 55 07
9.15
The engine is delivered with the following standard Exhaust valve and valve gear, section 908
tools for dismantling and mounting of spare parts. 1 set Overhaul tools for high pressure connections
Mass: Approximately 350 kg 1 Lifting device for roller guide
1 Exhaust valve spindle and seat, pneumatic
Cylinder cover, section 901 grinding machine
1 set Milling and grinding tools for exhaust valve seats 1 set Exhaust valve spindle and seat, checking
1 set Cylinder cover studs, hydraulic jack templates
1 Fuel valve extractor
1 Cylinder cover lifting gear (part of cylinder Fuel valve and fuel pump, section 909
liner lifting gear) 1 Fuel valve test rig, VPU-603
1 set Fuel pump barrel and plunger, lifting tools
Piston with rod and stuffing box, section 902 1 set Fuel oil high pressure pipe and connection,
1 set Lifting gears for piston overhaul tools
1 Guide ring for piston 1 set Fuel valve overhaul tools
1 Support for piston 1 Fuel pump overhaul tool
1 set Piston overhaul tools 1 set Roller guide and fuel pump housing, lifting
1 set Stuffing box overhaul tools tools
1 set Tilting gears for piston
1 Piston pressure testing tool Turbocharger and air cooler system, section 910
1 set Turbocharger overhaul and rotor cleaning
Cylinder liner and cylinder frame, section 903 tools
1 set Cylinder liner lifting gears 1 set Air cooler cleaning tools
1 set Piston lifting and tilting gears (only low lift)
Safety equipment, section 911
Crosshead and connecting rod, section 904 1 Safety valve pressure testing tool
1 Lifting attachment for connecting rod
1 Lifting tool for crosshead Main part assembling, section 912
1 set Crosshead and crankpin bearing bolt 1 set Staybolt hydraulic jacks
hydraulic jacks
General tools, section 913
Crankshaft and main bearing, section 905 913.1 Accessories
1 set Dismantling tools for lower main bearing shell 1 Hydraulic high pressure pump,
1 Pin gauge for top dead centre pneumatically operated
1 Thrust bearing turning tool 1 set High pressure hose and couplings
1 Crankcase relief valve testing tool
913.2 Ordinary hand tools
Camshaft, chain drive and reversing 1 set Torque spanners
mechanism, section 906 1 set Socket spanners
1 set Pin gauges for gear 1 set Ring ram spanners
1 set Chain assembling tools 1 set Fork ram spanners
1 set Chain disassembling tools 1 set Special spanners
1 set Main bearing studs, hydraulic jack
1 set Cam adjusting tools 913.3 Miscellaneous
1 set Shackles
Starting air system, section 907 1 set Eye-bolts
1 set Starting valve overhaul tools 1 Indicator
1 set Cylinder measuring tools
178 42 04-7.0
Fig. 9.09: Standard tools: 4 88 601
488 601 004 178 55 08
9.16
Pos. Sec. Description Mass in kg

1 902 Support for piston 27
178 42 08-5.0
Fig. 9.10a: Dimensions and masses of large tools
488 601 004 178 55 08
9.17
Sec. Description Mass in kg

909 Fuel valve test rig 15
Same pump as used for hydraulic jacks
178 30 32-7.0
Fig. 9.10b: Dimensions and masses of tools
488 601 004 178 55 08
9.18
178 13 70-2.0
Pneumatic support grinding machine for exhaust valve spindles and bottom pieces
Dimensions in wooden box 440 x 380 x 185 mm, mass 25 kg.
Pneumatic or electric grinding machine for cylinder cover/cylinder liner, (option: 4 88 610)
Mass 60 kg.
178 34 36-6.0
Fig. 9.10c: Dimensions and masses of tools
488 601 004 178 55 08
9.19
Sec. Description Mass in kg

913 Pump for hydraulic jacks and fuel valve test rig 20
178 43 48-5.0
Fig. 9.10d: Dimensions and masses of tools
488 601 004 178 55 08
9.20
Pos No. Description Mass in kg
1 901 Cylinder cover

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

903 Cylinder liner
31
904 Crosshead and connecting rod
905 Crankshaft and main bearing
3 906 Camshaft, chain drive and reversing

47
908 Exhaust valve and valve gear
178 43 48-5.0
Fig. 9.11: Tool panels, option: 4 88 660
488 601 004 178 55 08
9.21
Documentation 10
10 Documentation
MAN B&W Diesel is capable of providing a wide va- MC-engine packages, including
riety of support for the shipping and shipbuilding in- controllable pitch propellers,
dustries all over the world. auxiliary units,
remote control system
The knowledge accumulated over many decades Vibration aspects.
by MAN B&W Diesel covering such fields as the se-
lection of the best propulsion machinery, optimisa- After selecting the engine type on the basis of this
tion of the engine installation, choice and suitability general information, and after making sure that the
of a Power Take Off for a specific project, vibration engine fits into the ships design, then a detailed
aspects, environmental control etc., is available to project can be carried out based on the Project
shipowners, shipbuilders and ship designers alike. Guide for the specific engine type selected.
Part of this knowledge is presented in the book enti-

tled Engine Selection Guide, other details can be Project Guides
found in more specific literature issued by MAN
B&W Diesel, such as Project Guides similar to the For each engine type a Project Guide has been
present, and in technical papers on specific sub- prepared, describing the general technical features
jects, while supplementary information is available of that specific engine type, and also including
on request. An Order Form for such printed mat- some optional features and equipment.
ter listing the publications currently in print, is avail-
able from our agents, overseas offices or directly The information is general, and some deviations
from MAN B&W Diesel A/S, Copenhagen. may appear in a final engine contract, depending on
the individual licensee supplying the engine. The
The selection of the ideal propulsion plant for a spe- Project Guides comprise an extension of the gen-
cific newbuilding is a comprehensive task. How- eral information in the Engine Selection Guide, as
ever, as this selection is a key factor for the well as specific information on such subjects as:
profitability of the ship, it is of the utmost impor-
tance for the end-user that the right choice is made. Turbocharger choice
Instrumentation
Dispatch pattern
Engine Selection Guide Testing
Dispatch pattern
The Engine Selection Guide is intended as a tool Testing
to provide assistance at the very initial stage of the Spares and
project work. The Guide gives a general view of the Tools.
MAN B&W two-stroke MC Programme and in-
cludes information on the following subjects:
Engine data
Layout and load diagrams
specific fuel oil consumption
Turbocharger choice
Electricity production, including
power take off
Installation aspects
Auxiliary systems
400 000 500 178 55 09
10.01
Project Support Content of Extent of Delivery
Further customised documentation can be ob- The Extent of Delivery includes a list of the basic
tained from MAN B&W Diesel A/S, and for this pur- items and the options of the main engine and auxil-
pose we have developed a Computerised Engine iary equipment and, it is divided into the systems
Application System, by means of which specific and volumes stated below:
calculations can be made during the project stage,
such as: General information
4 00 xxx General information
Estimation of ships dimensions 4 02 xxx Rating
Propeller calculation and power prediction 4 03 xxx Direction of rotation
Selection of main engine 4 06 xxx Rules and regulations
Main engines comparison 4 07 xxx Calculation of torsional and
Layout/load diagrams of engine axial vibrations
Maintenance and spare parts costs of the engine 4 09 xxx Documentation
Total economy comparison of engine rooms 4 11 xxx Electrical power available
Steam and electrical power ships requirement 4 12 xxx Dismantling and packing of engine
Auxiliary machinery capacities for derated engine 4 14 xxx Testing of diesel engine
Fuel consumption exhaust gas data 4 17 xxx Supervisors and advisory work
Heat dissipation of engine
Utilisation of exhaust gas heat Diesel engine
Water condensation separation in air coolers 4 30 xxx Diesel engine
Noise engine room, exhaust gas, structure borne 4 31 xxx Torsional and axial vibrations
Preheating of diesel engine 4 35 xxx Fuel oil system
Utilisation of jacket cooling water heat, FW 4 40 xxx Lubricating oil system
production 4 42 xxx Cylinder lubricating oil system
Starting air system. 4 43 xxx Piston rod stuffing box drain system
4 45 xxx Low temperature cooling water system
4 46 xxx Jacket cooling water system
Extent of Delivery 4 50 xxx Starting and control air systems
4 54 xxx Scavenge air cooler
The Extent of Delivery (EOD) sheets have been 4 55 xxx Scavenge air system
compiled in order to facilitate communication be- 4 59 xxx Turbocharger
tween owner, consultants, yard and engine maker 4 60 xxx Exhaust gas system
during the project stage, regarding the scope of 4 65 xxx Manoeuvring system
supply and the alternatives (options) available for 4 70 xxx Instrumentation
MAN B&W two-stroke MC engines. 4 75 xxx Safety, alarm and remote indi. system
4 78 xxx Electrical wiring on engine
There are two versions of the EOD:
Miscellaneous
Extent of Delivery for 98 - 50 type engines, and 4 80 xxx Miscellaneous
Extent of Delivery for 46 - 26 type engines. 4 81 xxx Painting
4 82 xxx Engine seating
4 83 xxx Galleries
4 85 xxx Power Take Off
4 87 xxx Spare parts
4 88 xxx Tools
Remote control system

4 95 xxx Bridge control system
400 000 500 178 55 09
10.02
Description of the Extent of Delivery Installation Documentation
The Extent of Delivery (EOD) is the basis for speci- When a final contract is signed, a complete set of
fying the scope of supply for a specific order. documentation, in the following called Installa-
tion Documentation, will be supplied to the buyer.
The list consists of some basic items and some
optional items. The Installation Documentation is divided into the
A and B volumes mentioned in the Extent of
The Basic items defines the simplest engine, de- Delivery under items:
signed for attended machinery space (AMS), with-
out taking into consideration any specific require- 4 09 602 Volume A:
ments from the classification society, the yard or Mainly comprises general guiding system drawings
the owner. for the engine room
The options are extra items that can be alterna- 4 09 603 Volume B:
tives to the basic or additional items available to Mainly comprises drawings for the main engine it-
fulfil the requirements/functions for a specific pro- self
ject.
Most of the documentation in volume A are similar
We base our first quotations on a scope of supply to those contained in the respective Project Guides,
mostly required, which is the so called Copenha- but the Installation Documentation will only cover
gen Standard EOD, which are marked with an as- the order-relevant designs. These will be forwarded
terisk *. within 4 weeks from order.
This includes: The engine layout drawings in volume B will, in

each case, be customised according to the yards
Items for Unattended Machinery Space requirements and the engine manufacturers pro-
Minimum of alarm sensors recommended by the duction facilities. The documentation will be for-
classification societies and MAN B&W. warded, as soon as it is ready, normally within 3-6
Moment compensator for certain numbers of cyl- months from order.
inders
MAN B&W turbochargers As MAN B&W Diesel A/S and most of our licensees
Slow turning before starting are using computerised drawings (Cadam), the
Spare parts either required or recommended by documentation forwarded will normally be in size
the classification societies and MAN B&W A4 or A3. The maximum size available is A1.
Tools required or recommended by the classifica-
tion societies and MAN B&W. The drawings of volume A are available on disc.
The EOD is often used as an integral part of the fi- The following list is intended to show an example of
nal contract. such a set of Installation Documentation, but the
extent may vary from order to order.
400 000 500 178 55 09
10.03
Engine-relevant documentation 932 Shaft line

Crankshaft driving end
901 Engine data Fitted bolts
External forces and moments
Guide force moments 934 Turning gear
Water and oil in engine Turning gear arrangement
Centre of gravity Turning gear, control system
Basic symbols for piping Turning gear, with motor
Instrument symbols for piping
Balancing 936 Spare parts
List of spare parts
915 Engine connections
Scaled engine outline 939 Engine paint
Engine outline Specification of paint
List of flanges
Engine pipe connections 940 Gaskets, sealings, O-rings
Gallery outline Instructions
Packings
921 Engine instrumentation Gaskets, sealings, O-rings
List of instruments
Connections for electric components 950 Engine pipe diagrams
Guidance values for automation Engine pipe diagrams
Bedplate drain pipes
923 Manoeuvring system Instrument symbols for piping
Speed correlation to telegraph Basic symbols for piping
Slow down requirements Lube and cooling oil pipes
List of components Cylinder lube oil pipes
Engine control system, description Stuffing box drain pipes
El. box, emergency control Cooling water pipes, air cooler
Sequence diagram Jacket water cooling pipes
Manoeuvring system Fuel oil drain pipes
Diagram of manoeuvring console Fuel oil pipes
Fuel oil pipes, tracing
924 Oil mist detector Fuel oil pipes, insulation
Oil mist detector Air spring pipe, exh. valve
Control and safety air pipes
925 Control equipment for auxiliary blower Starting air pipes
El. panel for auxiliary blower Turbocharger cleaning pipe
Control panel Scavenge air space, drain pipes
El. diagram Scavenge air pipes
Auxiliary blower Air cooler cleaning pipes
Starter for el. motors Exhaust gas pipes
Steam extinguishing, in scav.box
Oil mist detector pipes
Pressure gauge pipes
400 000 500 178 55 09
10.04
Engine room-relevant documentation 917 Engine room crane

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

Jacket water cooling system Holding-down bolt
Deaerating tank Round nut
Deaerating tank, alarm device Distance pipe
Spherical washer
909 Central cooling system Spherical nut
Central cooling water system Assembly of holding-down bolt
Deaerating tank Protecting cap
Deaerating tank, alarm device Arrangement of holding-down bolts
910 Fuel oil system 928 Supporting chocks

Fuel oil heating chart Supporting chocks
Fuel oil system Securing of supporting chocks
Fuel oil venting box
Fuel oil filter 929 Side chocks
Side chocks
911 Compressed air Liner for side chocks, starboard
Starting air system Liner for side chocks, port side
912 Scavenge air 930 End chocks

Scavenge air drain system Stud for end chock bolt
End chock
914 Exhaust gas Round nut
Exhaust pipes, bracing Spherical washer, concave
Exhaust pipe system, dimensions Spherical washer, convex
Assembly of end chock bolt
Liner for end chock
Protecting cap
400 000 500 178 55 09
10.05
932 Shaft line Fuel pump barrel with plunger

Static thrust shaft load Fuel valve
Fitted bolt Main bearing shell
Main bearing studs
933 Power Take-Off Piston complete
List of capacities Starting valve
PTO/RCF arrangement Telescope pipe
Thrust block segment
936 Spare parts dimensions Turbocharger rotor
Connecting rod studs
Cooling jacket 940 Gaskets, sealings, O-rings
Crankpin bearing shell Gaskets, sealings, O-rings
Crosshead bearing
Cylinder cover stud 949 Material sheets
Cylinder cover MAN B&W Standard Sheets Nos:
Cylinder liner S19R
Exhaust valve S45R
Exhaust valve bottom piece S25Cr1
Exhaust valve spindle S34Cr1R
Exhaust valve studs C4
400 000 500 178 55 09
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
Check of reciprocating parts 990 Exhaust silencer
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

Fuel oil preheating chart
Flushing of lub. 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 MC

Lubricating oil system cleaning instruction
400 000 500 178 55 09
10.07
Scaled Engine Outline 11
178 40 97-9.0
Fig. 11.01a: Scaled engine outline 4-9S26MC, with turbocharger aft, scaled 1:50
430 100 074 178 55 10
11.01
178 40 97-9.0
Fig. 11.01b: Scaled engine outline 4-9S26MC, with turbocharger aft, scaled 1:50
430 100 074 178 55 10
11.02
178 40 97-9.0
Fig. 11.01c: Scaled engine outline 4-9S26MC, with turbocharger aft, scaled 1:100
430 100 074 178 55 10
11.03

Two-stroke Engine Project Guide

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Two-stroke Engine Project Guide

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S26MC Mk 6 Project Guide

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

Engine Layout and Load Diageams, SFOC 2

Dispatch Pattern, Testing, Spares and Tools 9

Scaled Engine Outline 11

Description of designation 1.01

2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams 2.01-2.11

Turbocharger types 3.01-3.09

Power Take Off (PTO) 4.01-4.02

Installation aspects 5.01-5.02

400 000 050 178 54 55

6.01 List of capacities 6.01.01-6.01.18

Vibration aspects 7.01-7.07

9 Dispatch Pattern, Testing, Spares and Tools

Dispatch pattern, testing, spares and tools 9.01-9.02

400 000 050 178 54 55

11 Scaled Engine Outline

Scaled engine outline 11.01-11.03

400 000 050 178 54 55

ABB turbocharger (BBC) 3.01, 3.04-3.07

Basic symbols for piping 6.01.16-6.01.18

Capacities for derated engines 6.01.04-6.01.07

400 000 050 178 54 55

Delivery test, shop trial running 9.06

Earthing device 5.02, 5.24

400 000 050 178 54 55

Fire extinguishing pipes in scavenge air space 6.09.07

Gallery arrangement 1.09

Heated drain box with fuel oil leakage alarm 8.23

Installation aspects 5.01

Jacket water cooling system 6.06.04

Kongsberg Norcontrol electronic governor 6.11.02

400 000 050 178 54 55

Large spare parts, dimensions and masses 9.15

MAN B&W turbocharger 3.01,3.02-3.03

Necessary capacities of auxiliary machinery 6.01.03-6.01.04

Oil mist detector pipes on engine 8.21

400 000 050 178 54 55

Painting of main engine 9.03

Renk constant frequency, (RCF) 4.03

Safety system (shut down) 6.11.03, 8.01

400 000 050 178 54 55

Specification for painting 9.03

Tools, dimensions and masses 9.17-9.20

Unattended machinery spaces, (UMS) 8.02

Vibration aspects 7.01

Water and oil in engine 5.12

400 000 050 178 54 55

The engine types of the MC programme are identified by the fol-

Stroke/bore ratio L Longstroke approximately3.2

Fig.1.01: Engine type designation

430 100 100 178 54 56

Power and speed

L1 1600 2000 2400 2800 3200 3600 4000 4400 4800

Fuel and lubricating oil consumption

Specific fuel oil g/kWh

402 000 100 178 54 58

Engine Power Range and Fuel Consumption

Engine power is specified in both BHP and kW, in

L 1 - L3 L2 - L 4 Lubricating oil data

The engine power figures given in the tables remain