G40me-C9 5

MAN B&W G40ME-C9.
5
Project Guide
Introduction Contents
MAN B&W G40ME-C9.5-TII
Project Guide
Electronically Controlled
Twostroke 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. It is intended for the project stage only and subject to
modification in the interest of technical progress. The Project Guide provides the general technical data
available at the date of issue.
It should be noted that all figures, values, measurements or information about performance stated in this
project guide are for guidance only and should not be used for detailed design purposes or as a substi-
tute for specific drawings and instructions prepared for such purposes.
Data updates
Data not finally calculated at the time of issue is marked ‘Available on request’. Such data may be made
available at a later date, however, for a specific project the data can be requested. Pages and table entries
marked ‘Not applicable’ represent an option, function or selection which is not valid.
The latest and most current version of the individual Project Guide sections are available on the Internet at:
www.marine.man.eu → ’Two-Stroke’.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee, the engine maker, see Chap-
ter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of ‘Extent of
Delivery’ forms is available in which the basic and the optional executions are specified.
Electronic versions
This Project Guide book and the ‘Extent of Delivery’ forms are available on the Internet at:
www.marine.man.eu → ’Two-Stroke’, where they can be downloaded.
Edition 0.5
July 2016
MAN B&W G40ME-C9.5 199 00 78-9.1

All data provided in this document is non-binding. This data serves informational purposes only and is espe-
cially not guaranteed in any way.
&GRGPFKPIQPVJGUWDUGSWGPVURGEKǣEKPFKXKFWCNRTQLGEVUVJGTGNGXCPVFCVCOC[DGUWDLGEVVQEJCPIGUCPFYKNN
DGCUUGUUGFCPFFGVGTOKPGFKPFKXKFWCNN[HQTGCEJRTQLGEV6JKUYKNNFGRGPFQPVJGRCTVKEWNCTEJCTCEVGTKUVKEUQH
GCEJKPFKXKFWCNRTQLGEVGURGEKCNN[URGEKǣEUKVGCPFQRGTCVKQPCNEQPFKVKQPU
+HVJKUFQEWOGPVKUFGNKXGTGFKPCPQVJGTNCPIWCIGVJCP'PINKUJCPFFQWDVUCTKUGEQPEGTPKPIVJGVTCPUNCVKQPVJG
English text shall prevail.
MAN Diesel & Turbo

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Copyright 2016 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
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Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0172-01ppr Jul 2016
MAN B&W G40ME-C9.5 199 00 78-9.1

MAN B&W
Introduction
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MAN Diesel & Turbo website Installation Drawings

Download installation drawings for low
speed engines in DXF and PDF formats.
Marine Engine Programme
Technical Papers
Licensees MAN Diesel & Turbo has a long tradition
of producing technical papers on engine
design and applications for licensees, ship-
CEAS Engine Calculations yards and engine operators.
Calculates basic data essential for the de-
sign and dimensioning of a ship’s engine
room based on engine specification. Service Letters
DieselFacts Turbocharger Selection

MAN Diesel & Turbo customer magazine Calculates available turbocharger(s) con-
with the news from the world’s leading figuration based on engine specification.
provider of large-bore diesel engines and
turbomachinery for marine and stationary
applications. Two-stroke Applications
Extent of Delivery (EoD)
MAN Diesel
MAN B&W Contents
Engine Design ....................................................................... 1

Engine Layout and Load Diagrams, SFOC .............................. 2
Turbocharger Selection & Exhaust Gas By-pass .................... 3
Electricity Production ............................................................ 4
Installation Aspects ............................................................... 5
List of Capacities: Pumps, Coolers & Exhaust Gas ................. 6
Fuel ...................................................................................... 7
Lubricating Oil ...................................................................... 8
Cylinder Lubrication .............................................................. 9
Piston Rod Stuffing Box Drain Oil .......................................... 10
Low-temperature Cooling Water ........................................... 11
High-temperature Cooling Water ........................................... 12
Starting and Control Air ......................................................... 13
Scavenge Air ......................................................................... 14
Exhaust Gas .......................................................................... 15
Engine Control System .......................................................... 16
Vibration Aspects .................................................................. 17
Monitoring Systems and Instrumentation .............................. 18
Dispatch Pattern, Testing, Spares and Tools ........................... 19
Project Support and Documentation ...................................... 20
Appendix .............................................................................. A
MAN B&W Contents
Chapter Section
1 Engine Design
The fuel optimised ME Tier II engine 1.01 1988537-1.4
Tier II fuel optimisation 1.01 1990112-5.0
Engine type designation 1.02 1983824-3.9
Power, speed, SFOC 1.03 1990508-1.0
Engine power range and fuel oil consumption 1.04 1984634-3.5
Performance curves 1.05 1985331-6.2
ME Engine description 1.06 1990561-7.2
Engine cross section 1.07 1990547-5.1
2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams 2.01 1990613-4.1
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1990626-6.0
Engine layout and load diagrams 2.03 1990611-0.1
Diagram for actual project 2.04 1990612-2.0
SFOC reference conditions and guarantee 2.05 1990624-2.0
Derating for lower SFOC 2.05 1990625-4.0
Fuel consumption at an arbitrary operating point 2.06 1990614-6.0
3 Turbocharger Selection & Exhaust Gas Bypass

Turbocharger selection 3.01 1989518-5.3
Exhaust gas bypass 3.02 1984593-4.6
Emission control 3.03 1988447-2.2
4 Electricity Production
Electricity production 4.01 1985739-2.2
Designation of PTO 4.01 1986635-4.3
PTO/RCF 4.01 1985195-0.4
Space requirements for side mounted PTO/RCF 4.02 1989137-4.1
Engine preparations for PTO BW II 4.03 1985742-6.2
PTO/BW GCR 4.04 1984316-8.8
Waste Heat Recovery Systems (WHRS) 4.05 1986647-4.1
L16/24 GenSet data 4.06 1988280-4.1
L21/31 GenSet data 4.07 1988281-6.1
L23/30H Mk2 GenSet data 4.08 1990530-6.0
L27/38 GenSet data 4.09 1988284-1.1
L28/32H GenSet data 4.10 1988285-3.1
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.8
Crane beam for overhaul of turbochargers 5.03 1990028-7.1
Crane beam for turbochargers 5.03 1987636-0.2
Engine room crane 5.04 1990131-6.2
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1990136-5.0
MAN B&W G40ME-C9.5

MAN Diesel
MAN B&W Contents
Chapter Section
Counterflanges, Connections D and E 5.10 1986670-0.10
Engine seating and holding down bolts 5.11 1984176-5.12
Engine top bracing 5.13 1990483-8.0
Components for Engine Control System 5.16 1988538-3.4
Shaftline earthing device 5.17 1984929-2.4
MAN Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.6
Hydraulic Power Unit for MAN Alpha CP propeller 5.18 1985320-8.3
MAN Alphatronic 2000 Propulsion Control System 5.18 1985322-1.5
6 List of Capacities: Pumps, Coolers & Exhaust Gas

Calculation of capacities 6.01 1990419-4.0
List of capacities and cooling water systems 6.02 1987463-3.1
List of capacities G40ME-C9.5 6.03 1989373-3.1
Auxiliary machinery capacities 6.04 1990433-6.2
Centrifugal pump selection 6.04 1990421-6.1
7 Fuel
Pressurised fuel oil system 7.01 1984228-2.8
Fuel oil system 7.01 1990427-7.1
Heavy fuel oil tank 7.01 1987661-0.7
Drain of contaminated fuel etc. 7.01 1990355-7.2
Fuel oils 7.02 1983880-4.7
Fuel oil pipes and drain pipes 7.03 1987668-3.2
Fuel oil pipe insulation 7.04 1984051-8.3
Fuel oil pipe heat tracing 7.04 1990485-1.0
Components for fuel oil system 7.05 1983951-2.9
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1984230-4.7
Turbocharger venting and drain pipes 8.01 1990367-7.1
Hydraulic Power Supply unit 8.02 1990487-5.0
Hydraulic Power Supply unit and lubricating oil pipes 8.02 1990486-3.1
Lubricating oil pipes for turbochargers 8.03 1984232-8.6
Lubricating oil consumption, centrifuges and list of lubricating oils 8.04 1983886-5.12
Components for lube oil system 8.05 1984242-4.7
Flushing of lubricating oil components and piping system 8.05 1988026-6.0
Lubricating oil outlet 8.05 1987035-6.1
Lubricating oil tank 8.06 1990546-3.0
Crankcase venting 8.07 1987839-7.3
Bedplate Drain Pipes 8.07 1990488-7.0
Engine and tank venting to the outside air 8.07 1989182-7.0
Hydraulic oil back-flushing 8.08 1984829-7.3
Separate system for hydraulic control unit 8.09 1984852-3.6
MAN B&W G40ME-C9.5

MAN Diesel
MAN B&W Contents
Chapter Section
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1988559-8.3
List of cylinder oils 9.01 1988566-9.2
MAN B&W Alpha cylinder lubrication system 9.02 1983889-0.13
Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987614-4.3
Cylinder oil pipe heating 9.02 1987612-0.2
Electric heating of cylinder oil pipes 9.02 1990476-7.1
Cylinder lubricating oil pipes 9.02 1990477-9.0
Small heating box with filter, suggestion for 9.02 1987937-9.2
10 Piston Rod Stuffing Box Drain Oil

Stuffing box drain oil system 10.01 1983974-0.7
11 Low-temperature Cooling Water

Low-temperature cooling water system 11.01 1990392-7.3
Central cooling water system 11.02 1990550-9.1
Components for central cooling water system 11.03 1990397-6.1
Seawater cooling system 11.04 1990398-8.1
Components for seawater cooling system 11.05 1990400-1.1
Combined cooling water system 11.06 1990471-8.1
Components for combined cooling water system 11.07 1990473-1.1
Cooling water pipes for scavenge air cooler 11.08 1990475-5.2
12 High-temperature Cooling Water

High-temperature cooling water system 12.01 1990600-2.1
Components for high-temperature cooling water system 12.02 1990601-4.0
Deaerating tank 12.02 1990574-9.0
Preheater components 12.02 1990566-6.1
Freshwater generator installation 12.02 1990610-9.0
Jacket cooling water pipes 12.03 1990584-5.0
13 Starting and Control Air

Starting and control air systems 13.01 1983999-2.6
Components for starting air system 13.02 1986057-8.3
Starting and control air pipes 13.03 1984000-4.8
14 Scavenge Air
Scavenge air system 14.01 1986148-9.2
Auxiliary blowers 14.02 1990553-4.0
Control of the auxiliary blowers 14.02 1988556-2.0
Scavenge air pipes 14.03 1990380-7.1
Scavenge air cooler cleaning system 14.05 1987725-8.1
Air cooler cleaning unit 14.05 1987727-1.2
Scavenge air box drain system 14.06 1987692-1.4
Fire extinguishing system for scavenge air space 14.07 1986201-6.2
Fire extinguishing pipes in scavenge air space 14.07 1987681-3.3
MAN B&W G40ME-C9.5

MAN Diesel
MAN B&W Contents
Chapter Section
15 Exhaust Gas
Exhaust gas system 15.01 1986400-5.4
Exhaust gas pipes 15.02 1990558-3.0
Cleaning systems, water and soft blast 15.02 1987916-4.1
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1990527-2.0
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1990054-9.0
Diameter of exhaust gas pipe 15.07 1986507-3.2
16 Engine Control System

Engine Control System ME 16.01 1984847-6.9
Engine Control System layout 16.01 1987923-5.3
Mechanical-hydraulic system with HPS 16.01 1987924-7.3
Engine Control System interface to surrounding systems 16.01 1988531-0.3
Pneumatic manoeuvring diagram 16.01 1990555-8.0
17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1986884-5.6
1st order moments on 4-cylinder engines 17.02 1983925-0.5
Electrically driven moment compensator 17.03 1986978-1.2
Guide force moments 17.05 1984223-3.5
Guide force moments, data 17.05 1990534-3.0
Vibration limits valid for single order harmonics 17.05 1988264-9.0
Axial vibrations 17.06 1984224-5.5
Critical running 17.06 1984226-9.5
18 Monitoring Systems and Instrumentation

Monitoring systems and instrumentation 18.01 1988529-9.3
Engine Management Services 18.02 1990599-0.0
CoCoS-EDS systems 18.03 1984582-6.9
Alarm - slow down and shut down system 18.04 1987040-3.4
Class and MAN Diesel & Turbo requirements 18.04 1984583-8.15
Local instruments 18.05 1984586-3.12
Other alarm functions 18.06 1984587-5.19
Bearing monitoring systems 18.06 1986726-5.10
LDCL cooling water monitoring system 18.06 1990197-5.3
Turbocharger overspeed protection 18.06 1990457-6.2
Control devices 18.06 1986728-9.8
Identification of instruments 18.07 1984585-1.6
MAN B&W G40ME-C9.5

MAN Diesel
MAN B&W Contents
Chapter Section
19 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, testing, spares and tools 19.01 1987620-3.2
Specification for painting of main engine 19.02 1984516-9.7
Dispatch pattern 19.03 1990142-4.1
Shop test 19.05 1984612-7.9
List of spare parts, unrestricted service 19.06 1990595-3.1
Additional spares 19.07 1990597-7.0
Rotor for turbocharger 19.09 1990189-2.1
List of standard tools for maintenance 19.10 1990104-2.0
20 Project Support and Documentation

Project support and documentation 20.01 1984588-7.5
Installation data application 20.02 1984590-9.3
Extent of Delivery 20.03 1984591-0.6
Installation documentation 20.04 1984592-2.5
A Appendix
Symbols for piping A 1983866-2.4
MAN B&W G40ME-C9.5

MAN Diesel
MAN B&W
Engine Design
1
MAN B&W 1.01
Page 1 of 2
The Fuel Optimised ME Tier II Engine
The ever valid requirement of ship operators is In the hydraulic system, the normal lube oil is used
to obtain the lowest total operational costs, and as the medium. It is filtered and pressurised by a
especially the lowest possible specific fuel oil Hydraulic Power Supply unit mounted on the en-
consumption at any load, and under the prevailing gine or placed in the engine room.
operating conditions.
The starting valves are opened pneumatically by
However, lowspeed twostroke main engines electronically controlled ‘On/Off’ valves, which
of the MC-C type, with a chain driven camshaft, make it possible to dispense with the mechani-
have limited flexibility with regard to fuel injection cally activated starting air distributor.
and exhaust valve activation, which are the two
most important factors in adjusting the engine to By electronic control of the above valves accord-
match the prevailing operating conditions. ing to the measured instantaneous crankshaft po-
sition, the Engine Control System fully controls the
A system with electronically controlled hydraulic combustion process.
activation provides the required flexibility, and
such systems form the core of the ME Engine System flexibility is obtained by means of different
Control System, described later in detail in Chap- ‘Engine running modes’, which are selected either
ter 16. automatically, depending on the operating condi-
tions, or manually by the operator to meet specific
goals. The basic running mode is ‘Fuel economy
Concept of the ME engine mode’ to comply with IMO NOx emission limita-
tion.
The ME engine concept consists of a hydraulic-
mechanical system for activation of the fuel injec-
tion and the exhaust valves. The actuators are Engine design and IMO regulation compliance
electronically controlled by a number of control
units forming the complete Engine Control Sys- The ME-C engine is the shorter, more compact
tem. version of the ME engine. It is well suited wherever
a small engine room is requested, for instance in
MAN Diesel & Turbo has specifically developed container vessels.
both the hardware and the software inhouse, in
order to obtain an integrated solution for the En- For MAN B&W ME/ME-C-TII designated engines,
gine Control System. the design and performance parameters comply
with the International Maritime Organisation (IMO)
The fuel pressure booster consists of a simple Tier II emission regulations.
plunger powered by a hydraulic piston activated
by oil pressure. The oil pressure is controlled by For engines built to comply with IMO Tier I emis-
an electronically controlled proportional valve. sion regulations, please refer to the Marine Engine
IMO Tier I Project Guide.
The exhaust valve is opened hydraulically by
means of a twostage exhaust valve actuator
activated by the control oil from an electronically
controlled proportional valve. The exhaust valves
are closed by the ‘air spring’.
MAN B&W 98ME/ME-C7-TII .1, 198 85 37-1.4

95-40ME-C/-GI-TII .5/.4/.2 engines
MAN B&W 1.01
Page 2 of 2
Tier II fuel optimisation
NOx regulations place a limit on the SFOC on

two-stroke engines. In general, NOx emissions will
increase if SFOC is decreased and vice versa. In
the standard configuration, MAN B&W engines are
optimised close to the IMO NOx limit and, there-
fore, NOx emissions may not be further increased.
The IMO NOx limit is given as a weighted average

of the NOx emission at 25, 50, 75 and 100% load.
This relationship can be utilised to tilt the SFOC
profile over the load range. This means that SFOC
can be reduced at part load or low load at the
expense of a higher SFOC in the high-load range
without exceeding the IMO NOx limit.
Optimisation of SFOC in the part-load (50-85%)

or low-load (25-70%) range requires selection of a
tuning method:
• ECT: Engine Control Tuning

• VT: Variable Turbine Area
• EGB: Exhaust Gas Bypass
• HPT: High Pressure Tuning (only for ME-C)
Each tuning method makes it possible to optimise

the fuel consumption when normally operating at
low loads, while maintaining the possibility of op-
erating at high load when needed.
The tuning methods are available for all SMCR in

the specific engine layout diagram but they can-
not be combined. The specific SFOC reduction
potential of each tuning method together with
full rated (L1/L3) and maximum derated (L 2/L4) is
shown in Section 1.03.
For engine types 40 and smaller, as well as for

larger types with conventional turbochargers, only
high-load optimisation is applicable.
In general, data in this project guide is based on

high-load optimisation unless explicitly noted. For
part- and low-load optimisation, calculations can
be made in the CEAS application described in
Section 20.02.
MAN B&W ME-C/ME-B-TII .5/.3 engines 199 01 12-5.0

MAN B&W 1.02
Page 1 of 1
Engine Type Designation
6 S 90 M E C 9 .2 -GI -TII
Emission regulation TII IMO Tier level
(blank) Fuel oil only

Fuel injection concept GI Gas injection
Version number
Mark number
B Exhaust valve controlled

Design by camshaft
C Compact engine
Concept E Electronically controlled

C Camshaft controlled
Engine programme
Diameter of piston in cm
G ‘Green’ Ultra long stroke

S Super long stroke
Stroke/bore ratio
L Long stroke
K Short stroke
Number of cylinders
MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.9

MAN B&W 1.03
Page 1 of 1
Power, Speed and Fuel Oil
MAN B&W G40ME-C9.5/-GI-TII
Cyl. L1 kW Stroke: 2,000 mm

5 5,500
6 6,600
kW/cyl. L1
1,100
L3
8 8,800
870 825
L2
655
L4
r/min
99 125
(WGN1KN L1 MEP: 21.0 bar
MAN B&W G40ME-C9

L15(1%=IM9J?
SFOC optimised load range Tuning 50% 75% 100%
High load -
&WCN(WGN/QFGHQT)+
/GVJCPG L1 MEP: 21.0 bar
MAN B&W G40ME-C9-GI

L15(1%GSWKXCNGPVICU RKNQVHWGN
M,MI=IM9J?
High load - 169.5
L15)%M,MI
521%RKNQVHWGNM,MI=IM9J?
High load -

144.1 (5.3)
* Gas fuel LCV (50,000 kJ/kg) is converted to fuel oil LCV (42,700 kJ/kg) for comparison
with fuel oil operated engine.
Fig 1.03.01: Power, speed and fuel oil
MAN B&W G40ME-C9.5/GI-TII 199 05 08-1.0

MAN Diesel
MAN B&W 1.04
Page 1 of 1
Engine Power Range and Fuel Oil Consumption
Engine Power Specific Fuel Oil Consumption (SFOC)
The following tables contain data regarding the The figures given in this folder represent the val-
power, speed and specific fuel oil consumption of ues obtained when the engine and turbocharger
the engine. are matched with a view to obtaining the lowest
possible SFOC values while also fulfilling the IMO
Engine power is specified in kW for each cylinder NOX Tier II emission limitations.
number and layout points L1, L2, L3 and L4.
Stricter emission limits can be met on request, us-
Discrepancies between kW and metric horsepow- ing proven technologies.
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse-
quence of the rounding off of the BHP values. The SFOC figures are given in g/kWh with a tol-
erance of 5% (at 100% SMCR) and are based
L1 designates nominal maximum continuous rating on the use of fuel with a lower calorific value of
(nominal MCR), at 100% engine power and 100% 42,700 kJ/kg (~10,200 kcal/kg) at ISO conditions:
engine speed.
Ambient air pressure .............................1,000 mbar
L2, L3 and L4 designate layout points at the other Ambient air temperature ................................ 25 °C
three corners of the layout area, chosen for easy Cooling water temperature ............................ 25 °C
reference.
Although the engine will develop the power speci-
0OWER , fied up to tropical ambient conditions, specific
fuel oil consumption varies with ambient condi-
tions and fuel oil lower calorific value. For calcula-
, tion of these changes, see Chapter 2.
,
Lubricating oil data
,
3PEED The cylinder oil consumption figures stated in the
tables are valid under normal conditions.
178 51 489.0
During runningin periods and under special con-

Fig. 1.04.01: Layout diagram for engine power and speed ditions, feed rates of up to 1.5 times the stated
values should be used.
Overload corresponds to 110% of the power at
MCR, and may be permitted for a limited period of
one hour every 12 hours.
The engine power figures given in the tables re-

main valid up to tropical conditions at sea level as
stated in IACS M28 (1978), i.e.:
Blower inlet temperature ................................ 45 °C

Blower inlet pressure ............................1,000 mbar
Seawater temperature .................................... 32 °C
Relative humidity ..............................................60%
MAN B&W MC/MC-C, ME/ME-C/MEB engines 198 46 343.5

MAN B&W 1.05
Page 1 of 1
Performance Curves
Updated engine and capacities data is available

from the CEAS program on www.marine.man.eu
→ ’Two-Stroke’ → ’CEAS Engine Calculations’.
MAN B&W MC/MC-C, ME/ME-C/MEB/GI engines 198 53 31-6.2

MAN B&W 1.06
Page 1 of 6
ME Engine Description
Please note that engines built by our licensees are Frame Box
in accordance with MAN Diesel & Turbo drawings
and standards but, in certain cases, some local The frame box is of welded design. On the exhaust
standards may be applied; however, all spare parts side, it is provided with relief valves for each cylin-
are interchangeable with MAN Diesel & Turbo de- der while, on the manoeuvring side, it is provided
signed parts. with a large hinged door for each cylinder. The
crosshead guides are welded on to the frame box.
Some components may differ from MAN Diesel &
Turbo’s design because of local production facili- The framebox is of the well-proven triangular
ties or the application of local standard compo- guide-plane design with twin staybolts giving ex-
nents. cellent support for the guide shoe forces.
In the following, reference is made to the item

numbers specified in the ‘Extent of Delivery’ (EoD) Cylinder Frame and Stuffing Box
forms, both for the ‘Basic’ delivery extent and for
some ‘Options’. For the cylinder frame, two possibilities are avail-
able:
Bedplate and Main Bearing • Nodular cast iron

• Welded design with integrated scavenge air re-
The bedplate is made with the thrust bearing in ceiver.
the aft end of the engine. The bedplate is of the
welded design and the normally cast part for the The cylinder frame is provided with access covers
main bearing girders is made from either rolled for cleaning the scavenge air space, if required,
steel plates or cast steel. and for inspection of scavenge ports and piston
rings from the manoeuvring side. Together with
For fitting to the engine seating in the ship, long, the cylinder liner it forms the scavenge air space.
elastic holdingdown bolts, and hydraulic tighten-
ing tools are used. The cylinder frame is fitted with pipes for the pis-
ton cooling oil inlet. The scavenge air receiver, tur-
The bedplate is made without taper for engines bocharger, air cooler box and gallery brackets are
mounted on epoxy chocks. located on the cylinder frame. At the bottom of the
cylinder frame there is a piston rod stuffing box,
The oil pan, which is made of steel plate and is provided with sealing rings for scavenge air, and
welded to the bedplate, collects the return oil from with oil scraper rings which prevent crankcase oil
the forced lubricating and cooling oil system. The from coming up into the scavenge air space.
oil outlets from the oil pan are vertical as standard
and provided with gratings. Drains from the scavenge air space and the piston
rod stuffing box are located at the bottom of the
The main bearings consist of thin walled steel cylinder frame.
shells lined with white metal. The main bearing
bottom shell can be rotated out and in by means
of special tools in combination with hydraulic tools
for lifting the crankshaft. The shells are kept in po-
sition by a bearing cap.
MAN B&W 50-40ME-C9 TII 199 05 61-7.2

MAN B&W 1.06
Page 2 of 6
Cylinder Liner Thrust Bearing
The cylinder liner is made of alloyed cast iron The propeller thrust is transferred through the
and is suspended in the cylinder frame with a thrust collar, the segments, and the bedplate, to
lowsituated flange. The top of the cylinder liner the end chocks and engine seating, and thus to
is fitted with a cooling jacket. The cylinder liner the ship’s hull.
has scavenge ports and drilled holes for cylinder
lubrication. The thrust bearing is located in the aft end of the
engine. The thrust bearing is of the B&WMichell
Cylinder liners prepared for installation of temper- type, and consists primarily of a thrust collar on
ature sensors are available as an option. the crankshaft, a bearing support, and segments
of steel lined with white metal.
Cylinder Cover Engines with 9 cylinders or more will be specified

with the 360º degree type thrust bearing, while
The cylinder cover is of forged steel, made in one the 240º degree type is used in all other engines.
piece, and has bores for cooling water. It has a MAN Diesel & Turbo’s flexible thrust cam design
central bore for the exhaust valve, and bores for is used for the thrust collar on a range of engine
the fuel valves, a starting valve and an indicator types.
valve.
The thrust shaft is an integrated part of the crank-
The cylinder cover is attached to the cylinder shaft and it is lubricated by the engine’s lubricat-
frame with studs and nuts tightened with hydraulic ing oil system.
jacks.
Stepup Gear
Crankshaft
In case of mechanically, engine driven Hydraulic
The crankshaft is of the semibuilt type, made Power Supply, the main hydraulic oil pumps are
from forged or cast steel throws. For engines with driven from the crankshaft via a stepup gear. The
9 cylinders or more, the crankshaft is supplied in stepup gear is lubricated from the main engine
two parts. system.
At the aft end, the crankshaft is provided with the

collar for the thrust bearing, a flange for fitting the Turning Gear and Turning Wheel
gear wheel for the stepup gear to the hydraulic
power supply unit if fitted on the engine, and the The turning wheel is fitted to the thrust shaft, and
flange for the turning wheel and for the coupling it is driven by a pinion on the terminal shaft of the
bolts to an intermediate shaft. turning gear, which is mounted on the bedplate.
The turning gear is driven by an electric motor
At the front end, the crankshaft is fitted with the with builtin brake.
collar for the axial vibration damper and a flange
for the fitting of a tuning wheel. The flange can A blocking device prevents the main engine from
also be used for a Power Take Off, if so desired. starting when the turning gear is engaged. En-
gagement and disengagement of the turning gear
Coupling bolts and nuts for joining the crankshaft is effected manually by an axial movement of the
together with the intermediate shaft are not nor- pinion.
mally supplied.
The control device for the turning gear, consisting
of starter and manual control box, is included in
the basic design.
MAN B&W 50-40ME-C9 TII 199 05 61-7.2

MAN B&W 1.06
Page 3 of 6
Axial Vibration Damper Piston
The engine is fitted with an axial vibration damper, The piston consists of a piston crown and piston
mounted on the fore end of the crankshaft. The skirt. The piston crown is made of heatresistant
damper consists of a piston and a splittype hous- steel. A piston cleaning ring located in the very
ing located forward of the foremost main bearing. top of the cylinder liner scrapes off excessive ash
and carbon formations on the piston topland.
The piston is made as an integrated collar on the
main crank journal, and the housing is fixed to the The piston has four ring grooves which are
main bearing support. hardchrome plated on both the upper and lower
surfaces of the grooves.
For functional check of the vibration damper a
mechanical guide is fitted, while an electronic vi- The uppermost piston ring is of the CPR type
bration monitor can be supplied as an option. (Controlled Pressure Relief), whereas the other
three piston rings all have an oblique cut. The up-
An axial vibration monitor with indication for con- permost piston ring is higher than the others. All
dition check of the axial vibration damper and four rings are alu-coated on the outer surface for
terminals for alarm and slow down is required for running-in.
engines Mk 9 and higher.
The piston skirt is made of cast iron with a bronze
band or Mo coating.
Tuning Wheel / Torsional Vibration Damper
A tuning wheel or torsional vibration damper may Piston Rod

have to be ordered separately, depending on the
final torsional vibration calculations. The piston rod is of forged steel and is surface-
hardened on the running surface for the stuffing
box. The piston rod is connected to the crosshead
Connecting Rod with four bolts. The piston rod has a central bore
which, in conjunction with a cooling oil pipe, forms
The connecting rod is made of forged or cast the inlet and outlet for cooling oil.
steel and provided with bearing caps for the
crosshead and crankpin bearings.
Crosshead
The crosshead and crankpin bearing caps are
secured to the connecting rod with studs and nuts The crosshead is of forged steel and is provided
tightened by means of hydraulic jacks. with cast steel guide shoes with white metal on
the running surface.
The crosshead bearing consists of a set of
thinwalled steel shells, lined with bearing metal. The guide shoe is of the low friction type and
The crosshead bearing cap is in one piece, with crosshead bearings of the wide pad design.
an angular cutout for the piston rod.
The telescopic pipe for oil inlet and the pipe for oil
The crankpin bearing is provided with thinwalled outlet are mounted on the guide shoes.
steel shells, lined with bearing metal. Lube oil is
supplied through ducts in the crosshead and con-
necting rod.
MAN B&W 50-40ME-C9 TII 199 05 61-7.2

MAN B&W 1.06
Page 4 of 6
Scavenge Air System Exhaust Gas System
The air intake to the turbocharger takes place From the exhaust valves, exhaust gas is led to
directly from the engine room through the turbo- the exhaust gas receiver where the fluctuating
charger intake silencer. From the turbocharger, pressure from the individual cylinders is equal-
the air is led via the charging air pipe, air cooler ised, and the total volume of gas is led to the
and scavenge air receiver to the scavenge ports turbocharger(s). After the turbocharger(s), the gas
of the cylinder liners, see Chapter 14. The scav- is led to the external exhaust pipe system.
enge air receiver is of the D-shape design.
Compensators are fitted between the exhaust
valves and the receiver, and between the receiver
Scavenge Air Cooler and the turbocharger(s).
For each turbocharger a scavenge air cooler of The exhaust gas receiver and exhaust pipes are
the mono-block type is fitted. provided with insulation, covered by galvanised
steel plating.
The scavenge air cooler is most commonly cooled
by freshwater from a central cooling system. Alter- A protective grating is installed between the ex-
natively, it can be cooled by seawater from either haust gas receiver and the turbocharger.
a seawater cooling system or a combined cooling
system with separate seawater and freshwater
pumps. The working pressure is up to 4.5 bar. Exhaust Turbocharger
The scavenge air cooler is so designed that the The engines can be fitted with either MAN, ABB or
difference between the scavenge air temperature MHI turbochargers.
and the water inlet temperature at specified MCR
can be kept at about 12 °C. The turbocharger selection is described in Chap-
ter 3, and the exhaust gas system in Chapter 15.
Auxiliary Blower
Reversing
The engine is provided with electricallydriven
scavenge air blowers integrated in the scavenge Reversing of the engine is performed electronical-
air cooler. The suction side of the blowers is con- ly and controlled by the Engine Control System,
nected to the scavenge air space after the air by changing the timing of the fuel injection, the
cooler. exhaust valve activation and the starting valves.
Between the air cooler and the scavenge air re-

ceiver, nonreturn valves are fitted which auto- 2nd Order Moment Compensators
matically close when the auxiliary blowers supply
the air. A 2nd order moment compensator is in general
relevant only for 4, 5 or 6-cylinder engines type
The auxiliary blowers will start operating con- 50 and 45. When needed, an external electrically
secutively before the engine is started in order to driven moment compensator type RotComp or
ensure sufficient scavenge air pressure to obtain a similar can be installed in the steering room.
safe start.
The 2nd order moment compensators as well as
Further information is given in Chapter 14. the basic design and options are described in
Section 17.02.
MAN B&W 50-40ME-C9 TII 199 05 61-7.2

MAN B&W 1.06
Page 5 of 6
The Hydraulic Power Supply The fuel oil highpressure pipes are of the double-
wall type with built-in conical support. The pipes
The Hydraulic Power Supply (HPS) filters and are insulated but not heated.
pressurises the lube oil for use in the hydraulic
system. The HPS consists of either mechanically Further information is given in Section 7.01.
driven (by the engine) main pumps with electrically
driven start-up pumps or electrically driven com-
bined main and start-up pumps. The hydraulic Fuel Valves and Starting Air Valve
pressure is 300 bar.
The cylinder cover is equipped with two fuel
The mechanically driven HPS is engine driven and valves, starting air valve, and indicator cock.
mounted aft for engines with chain drive aft (8 cyl-
inders or less), and at the middle for engines with The opening of the fuel valves is controlled by
chain drive located in the middle (9 cylinders or the high pressure fuel oil created by the fuel oil
more). An electrically driven HPS is usually mount- pressure booster, and the valves are closed by a
ed aft on the engine. spring.
A combined HPS, mechanically driven with elec- An automatic vent slide allows circulation of fuel
trically driven start-up/back-up pumps with back- oil through the valve and high pressure pipes
up capacity, is available as an option. when the engine is stopped. The vent slide also
prevents the compression chamber from being
filled up with fuel oil in the event that the valve
Hydraulic Cylinder Unit spindle sticks. Oil from the vent slide and other
drains is led away in a closed system.
The hydraulic cylinder unit (HCU), one per cylin-
der, consists of a base plate on which a distributor Supply of starting air is provided by one solenoid
block is mounted. The distributor block is fitted valve per cylinder, controlled by the CCUs of the
with one or more accumulators to ensure that the Engine Control System.
necessary hydraulic oil peak flow is available dur-
ing the fuel injection sequence. The starting valve is opened by control air, timed
by the Engine Control System, and is closed by a
The distributor block serves as a mechanical sup- spring.
port for the hydraulically activated fuel pressure
booster and the hydraulically activated exhaust Slow turning before starting is a program incorpo-
valve actuator. Single-wall piping has been intro- rated in the basic Engine Control System.
duced with the 300 bar hydraulic systems.
The starting air system is described in detail in
Section 13.01.
Fuel Oil Pressure Booster and
Fuel Oil High Pressure Pipes
Exhaust Valve
The engine is provided with one hydraulically acti-
vated fuel oil pressure booster for each cylinder. The exhaust valve consists of the valve housing
and the valve spindle. The valve housing is made
Fuel injection is activated by a multi-way valve of cast iron and is arranged for water cooling. The
(FIVA), which is electronically controlled by the housing is provided with a water cooled bottom
Cylinder Control Unit (CCU) of the Engine Control piece of steel with a flame hardened seat of the
System. Wide-seat design.
MAN B&W 50-40ME-C9 TII 199 05 61-7.2

MAN B&W 1.06
Page 6 of 6
The exhaust valve spindle is a DuraSpindle, a More details about the cylinder lubrication system
spindle made of Nimonic is available as an option. can be found in Chapter 9.
The housing is provided with a spindle guide.
The exhaust valve is tightened to the cylinder Gallery Arrangement

cover with studs and nuts. The exhaust valve is
opened hydraulically by the electronic valve acti- The engine is provided with gallery brackets,
vation system and is closed by an air spring. stanchions, railings and platforms (exclusive of
ladders). The brackets are placed at such a height
The exhaust valve is of the low-force design and as to provide the best possible overhauling and
the operation of the exhaust valve controlled by inspection conditions.
the FIVA valve, which also activates the fuel injec-
tion. Some main pipes of the engine are suspended
from the gallery brackets, and the topmost gallery
In operation, the valve spindle slowly rotates, platform on the manoeuvring side is provided with
driven by the exhaust gas acting on a vane wheel overhauling holes for the pistons.
fixed to the spindle.
The engine is prepared for top bracings on the ex-
Sealing of the exhaust valve spindle guide is pro- haust side, or on the manoeuvring side.
vided by means of Controlled Oil Level (COL), an
oil bath in the bottom of the air cylinder, above the
sealing ring. This oil bath lubricates the exhaust Piping Arrangements
valve spindle guide and sealing ring as well.
The engine is delivered with piping arrangements
for:
Indicator Cock
• Fuel oil
The engine is fitted with an indicator cock to • Heating of fuel oil
which the PMI pressure transducer is connected. • Lubricating oil, piston cooling oil, hydraulic oil
• Cylinder lubricating oil
• Cooling water to scavenge air cooler
MAN B&W Alpha Cylinder Lubrication • Jacket and turbocharger cooling water
• Cleaning of turbocharger
The electronically controlled MAN B&W Alpha • Fire extinguishing in scavenge air space
cylinder lubrication system is applied to the ME • Starting air
engines, and controlled by the ME Engine Control • Control air
System. • Oil mist detector (required only for Visatron VN
215/93, make Schaller Automation)
The main advantages of the MAN B&W Alpha cyl- • Various drain pipes.
inder lubrication system, compared with the con-
ventional mechanical lubricator, are: All piping arrangements are made of steel piping,
except the control air and steam heating of fuel
• Improved injection timing pipes, which are made of copper.
• Increased dosage flexibility
• Constant injection pressure The pipes are provided with sockets for local
• Improved oil distribution in the cylinder liner instruments, alarm and safety equipment and,
• Possibility for prelubrication before starting. furthermore, with a number of sockets for supple-
mentary signal equipment. Chapter 18 deals with
The ME/Alpha Lubricator is replaced by the Alpha the instrumentation.
Lubricator Mk 2 on some engines.
MAN B&W 50-40ME-C9 TII 199 05 61-7.2

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MAN B&W
Engine Layout and Load

Diagrams, SFOC
2
MAN B&W 2.01
Page 1 of 3
Engine Layout and Load Diagrams
Introduction The power functions P = c × ni will be linear func-

tions when using logarithmic scales as shown in
The effective power ‘P’ of a diesel engine is pro- Fig. 2.01.02:
portional to the mean effective pressure (mep) pe
and engine speed ‘n’, i.e. when using ‘c’ as a con- log (P) = i × log (n) + log (c)
stant:
y=log(P)
P = c × pe × n i
P=n xc
i=0
so, for constant mep, the power is proportional to log (P) = i x log (n) + log (c)
the speed:
i=1
P = c × n1 (for constant mep)
When running with a Fixed Pitch Propeller (FPP),

i=2
the power may be expressed according to the
propeller law as:
i=3
P = c × n3 (propeller law) x = log (n)
Thus, for the above examples, the power P may 178 05 403.1
be expressed as a power function of the speed ‘n’

to the power of ‘i’, i.e.: Fig. 2.01.02: Power function curves in logarithmic scales
P = c × ni
Thus, propeller curves will be parallel to lines hav-
Fig. 2.01.01 shows the relationship for the linear ing the inclination i = 3, and lines with constant
functions, y = ax + b, using linear scales. mep will be parallel to lines with the inclination i = 1.
y Therefore, in the layout diagrams and load dia-

grams for diesel engines, logarithmic scales are
often used, giving simple diagrams with straight
lines.
y=ax+b
2
a
1
0 x
0 1 2
178 05 403.0
Fig. 2.01.01: Straight lines in linear scales
MAN B&W engines dot 5 199 06 13-4.1*

MAN B&W 2.01
Page 2 of 3
Propulsion and Engine Running Points Normally, estimates of the necessary propeller
power and speed are based on theoretical cal-
Propeller curve culations for loaded ship, and often experimental
tank tests, both assuming optimum operating
The relation between power and propeller speed conditions, i.e. a clean hull and good weather.
for a fixed pitch propeller is as mentioned above
described by means of the propeller law, i.e. the The combination of speed and power obtained
third power curve: may be called the ship’s propeller design point
(PD), placed on the light running propeller curve 6,
P = c × n3, in which: see Fig. 2.01.03.
P = engine power for propulsion On the other hand, some shipyards, and/or pro-
n = propeller speed peller manufacturers sometimes use a propeller
c = constant design point (PD’) that incorporates all or part of
the socalled sea margin described below.
The exponent i=3 is valid for frictional resistance.
For vessels having sufficient engine power to sail
fast enough to experience significant wave-mak- Fouled hull
ing resistance, the exponent may be higher in the
high load range. When the ship has sailed for some time, the hull
and propeller become fouled and the hull’s resist-
ance will increase. Consequently, the ship’s speed
Propeller design point will be reduced unless the engine delivers more
power to the propeller, i.e. the propeller will be fur-
ther loaded and will be heavy running (HR).
Power, % af L1
100%
= 0,20
= 0,15 L1
= 0,25 = 0,30
Sea margin and heavy weather
L3 MP
Engine margin If the weather is bad with headwind, the ship’s
(SP=90% of MP)
SP
PD
resistance may increase compared to operating
Sea margin
L2 (15% of PD) in calm weather conditions. When determining
PD the necessary engine power, it is normal prac-
tice to add an extra power margin, the socalled
L4 2 6
HR
sea margin, so that the design speed can be
LR
maintained in average conditions at sea. The sea
Engine speed, % of L 1
margin is traditionally about 15% of the power re-
100% quired to achieve design speed with a clean hull in
calm weather (PD).
Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), engine layout curve
Line 6 Propulsion curve, clean hull and calm weather (light
running), for propeller layout
Engine layout (heavy propeller)
MP Specified MCR for propulsion
SP Continuous service rating for propulsion When determining the necessary engine layout
PD Propeller design point speed that considers the influence of a heavy run-
PD’ Propeller design point incorporating sea margin ning propeller for operating at high extra ship re-
HR Heavy running
LR Light running
sistance, it is (compared to line 6) recommended
178 05 415.3
to choose a heavier propeller line 2. The propeller
curve for clean hull and calm weather, line 6, may
then be said to represent a ‘light running’ (LR)
Fig. 2.01.03: Propulsion running points and engine lay- propeller.
out

MAN B&W 2.01
Page 3 of 3
We recommend using a light running margin Constant ship speed lines

(LRM) of normally 4.07.0%, however for special
cases up to 10%, that is, for a given engine power, The constant ship speed lines ∝, are shown at the
the light running propeller RPM is 4.0 to 10.0% very top of Fig. 2.01.03. They indicate the power
higher than the RPM on the engine layout curve. required at various propeller speeds in order to
keep the same ship speed. It is assumed that, for
The recommendation is applicable to all draughts each ship speed, the optimum propeller diameter
at which the ship is intended to operate, whether is used, taking into consideration the total propul-
ballast, design or scantling draught. The recom- sion efficiency. See definition of ∝ in Section 2.02.
mendation is applicable to engine loads from
50 to 100%. If an average of the measured (and Note:
possibly corrected) values between 50 and 100% Light/heavy running, fouling and sea margin are
load is used for verification this will smoothen out overlapping terms. Light/heavy running of the
the effect of measurement uncertainty and other propeller refers to hull and propeller deterioration
variations. and heavy weather, whereas sea margin i.e. extra
power to the propeller, refers to the influence of
The high end of the range, 7 to 10%, is primarily the wind and the sea. However, the degree of light
intended for vessels where it is important to be running must be decided upon experience from
able to develop as much of the full engine power the actual trade and hull design of the vessel.
as possible in adverse conditions with a heavy
running propeller. For example for vessels that are
operating in ice.
Vessels with shaft generators may in some cases

also benefit from a light running margin in the high
range. It is then possible to keep the shaft genera-
tor in operation for a larger proportion of the time
spent at sea.
Engine margin
Besides the sea margin, a socalled ‘engine mar-

gin’ of some 10% or 15% is frequently added. The
corresponding point is called the ‘specified MCR
for propulsion’ (MP), and refers to the fact that the
power for point SP is 10% or 15% lower than for
point MP.
With engine margin, the engine will operate at less

than 100% power when sailing at design speed
with a vessel resistance corresponding to the se-
lected sea margin, for example 90% engine load if
the engine margin is 10%.
Point MP is identical to the engine’s specified

MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
power demand of the shaft generator must also
be considered.

MAN B&W 2.02
Page 1 of 2
Propeller diameter and pitch, influence on the optimum propeller speed
In general, the larger the propeller diameter D, Once a propeller diameter of maximum 7.2 m has
the lower is the optimum propeller speed and the been chosen, the corresponding optimum pitch
kW required for a certain design draught and ship in this point is given for the design speed of 14.5
speed, see curve D in the figure below. knots, i.e. P/D = 0.70.
The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the Fig. 2.02.01 is an diameter:
80,000 dwt crude oil tanker with a design draught
of 12.2 m and a design speed of 14.5 knots. • going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW, i.e. an extra power demand of 80 kW.
When the propeller diameter D is increased from
6.6 m to 7.2 m, the power demand is reduced • going from 100 to 91 r/min (P/D = 0.81) requires
from about 9,290 kW to 8,820 kW, and the opti- 8,900 kW, i.e. an extra power demand of 80 kW.
mum propeller speed is reduced from 120 r/min
to 100 r/min, corresponding to the constant ship In both cases the extra power demand is only
speed coefficient ∝ = 0.28 (see definition of ∝ in 0.9%, and the corresponding ‘equal speed
Section 2.02, page 2). curves’ are ∝ = +0.1 and ∝ = 0.1, respectively,
so there is a certain interval of propeller speeds in
which the ‘power penalty’ is very limited.
Shaft power
kW
9,500
D = Propeller diameters
P/D = Pitch/diameter ratio
9,400 P/D
D
0.50
9,300 6.6m
P/D
1.00
9,200
6.8m
0.95
9,100
0.55
0.90
9,000
7.0m
0.85
8,900 0.60
0.80 7.2m
0.75 0.65
8,800 0.70
8,700 7.4m
8,600 D
Propeller
8,500 speed
70 80 90 100 110 120 130 r/min
178 47 032.1
Fig. 2.02.01: Influence of diameter and pitch on propeller design

MAN B&W 2.02
Page 2 of 2
Constant ship speed lines pulsion MCR point ‘MP1’, selected in the layout
area and parallel to one of the ∝lines, another
The constant ship speed lines ∝, are shown at specified propulsion MCR point ‘MP2’ upon this
the very top of Fig. 2.02.02. These lines indicate line can be chosen to give the ship the same
the power required at various propeller speeds to speed for the new combination of engine power
keep the same ship speed provided an optimum and speed.
pitch diameter ratio is used at any given speed,
taking into consideration the total propulsion ef- Fig. 2.02.02 shows an example of the required
ficiency. power speed point MP1, through which a constant
ship speed curve ∝ = 0.25 is drawn, obtaining
Normally, if propellers with optimum pitch are point MP2 with a lower engine power and a lower
used, the following relation between necessary engine speed but achieving the same ship speed.
power and propeller speed can be assumed:
Provided the optimum pitch is used for a given
P2 = P1 × (n2/n1)∝ propeller diameter the following data applies when
changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and ∝ = 0.20 0.30
∝ = Constant ship speed coefficient.
and for reefers and container vessels
For any combination of power and speed, each ∝ = 0.15 0.25
point on lines parallel to the ship speed lines gives
the same ship speed. When changing the propeller speed by changing
the pitch, the ∝ constant will be different, see Fig.
When such a constant ship speed line is drawn 2.02.01.
into the layout diagram through a specified pro-
Power
110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1
90%
MP1
=0,25 80%
MP2
3
mep
% 70%
100
95%
90%
2
85% 60%
80%
75%
70% 50%
4 Nominal propeller curve
40%
75% 80% 85% 90% 95% 100% 105%

Engine speed
178 05 667.1
Fig. 2.02.02: Layout diagram and constant ship speed lines

MAN B&W 2.03
Page 1 of 9
Engine Layout and Load Diagram
Engine Layout Diagram layout diagram; if it is not, the propeller speed will
have to be changed or another main engine type
An engine’s layout diagram is limited by two con- must be chosen. The selected SMCR has an influ-
stant mean effective pressure (mep) lines L1– L3 ence on the mechanical design of the engine, for
and L 2 – L4, and by two constant engine speed example the turbocharger(s), the piston shims, the
lines L1– L 2 and L3 – L4. The L1 point refers to the liners and the fuel valve nozzles.
engine’s nominal maximum continuous rating, see
Fig. 2.04.01. Once the specified MCR has been chosen, the
engine design and the capacities of the auxiliary
Within the layout area there is full freedom to se- equipment will be adapted to the specified MCR.
lect the engine’s specified SMCR point M which
suits the demand for power and speed for the If the specified MCR is to be changed later on, this
ship. may involve a change of the shafting system, vibra-
tional characteristics, pump and cooler capacities,
On the horizontal axis the engine speed and on fuel valve nozzles, piston shims, cylinder liner cool-
the vertical axis the engine power are shown on ing and lubrication, as well as rematching of the
percentage scales. The scales are logarithmic turbocharger or even a change to a different tur-
which means that, in this diagram, power function bocharger size. In some cases it can also require
curves like propeller curves (3rd power), constant larger dimensions of the piping systems.
mean effective pressure curves (1st power) and
constant ship speed curves (0.15 to 0.30 power) It is therefore important to consider, already at the
are straight lines. project stage, if the specification should be pre-
pared for a later change of SMCR. This should be
indicated in the Extent of Delivery.
Power
L1 For ME and ME-C/-GI/-LGI engines, the timing of
the fuel injection and the exhaust valve activation
M are electronically optimised over a wide operating
L3 range of the engine.
S
1 L2 For ME-B/-GI/-LGI engines, only the fuel injection

(and not the exhaust valve activation) is electroni-
cally controlled over a wide operating range of the
L4 engine.
Speed For a standard high-load optimised engine, the

178 60 85-8.1
lowest specific fuel oil consumption for the ME
and ME-C engines is optained at 70% and for
MC/MC-C/ME-B engines at 80% of the SMCR
Fig. 2.04.01: Engine layout diagram point (M).
Specified maximum continuous rating (M) Continuous service rating (S)
Based on the propulsion and engine running The continuous service rating is the power need-
points, as previously found, the layout diagram of ed in service – including the specified sea margin
a relevant main engine may be drawn in a power- and heavy/light running factor of the propeller – at
speed diagram like in Fig. 2.04.01. The SMCR which the engine is to operate, and point S is iden-
point (M) must be inside the limitation lines of the tical to the service propulsion point (SP) unless a
main engine-driven shaft generator is installed.

MAN B&W 2.03
Page 2 of 9
Engine Load Diagram
Definitions Engine shaft power, % of M
110
105 7
The engine’s load diagram, see Fig. 2.04.02, de- 100
M
7
5 5
fines the power and speed limits for continuous as 95
4
90
well as overload operation of an installed engine 85 1 2 6
having a specified MCR point M that corresponds 80

8
to the ship’s specification. 75
4
70
65
The service points of the installed engine incorpo- 6
60
rate the engine power required for ship propulsion
55
and shaft generator, if installed. 1 3
50
2 9
45
Operating curves and limits
40
The service range is limited by four lines: 4, 5, 7 35

and 3 (9), see Fig. 2.04.02. The propeller curves, 55 60 65 70 75 80 85 90 95 100 105 110
Engine speed, % of M
line 1, 2 and 6, and overload limits in the load dia-
gram are also described below.
Regarding ‘i’ in the power function P = c x ni, see Section 2.01.
Line 1:
M Specified MCR point
Propeller curve through specified MCR (M), en-
gine layout curve. Line 1 Propeller curve through point M (i = 3)
(engine layout curve)
Line 2 Propeller curve, fouled hull and heavy weather – heavy
Line 2: running (i = 3)
Propeller curve, fouled hull and heavy weather – Line 3 Speed limit
heavy running. Line 4 Torque/speed limit (i = 2)
Line 5 Mean effective pressure limit (i = 1)
Line 6 Propeller curve, clean hull and calm weather
Line 3 and line 9: – light running (i = 3), for propeller layout.
Maximum engine speed limits. In Fig. 2.04.02 The hatched area indicates the full recommended
range for LRM (4.0-10.0%)
they are shown for an engine with a layout point Line 7 Power limit for continuous running (i = 0)
M selected on the L1/L 2 line, that is, for an engine Line 8 Overload limit
which is not speed derated. Line 9 Speed limit at sea trial
178 05 427.9
The speed limit for normal operation (line 3) is:
Maximum 110% of M, but no more than 105% Fig. 2.04.02: Engine load diagram for an engine speci-
of L1/L 2 speed, provided that torsional vibrations fied with MCR on the L1/L2 line of the layout diagram
permit. If M is sufficiently speed derated, more (maximum MCR speed).
than 110% speed is possible by choosing ‘Ex-
tended load diagram’ which is described later in than 110% speed is possible by choosing ‘Ex-
this chapter. tended load diagram’ which is described later in
this chapter.
The speed limit for sea trial (line 9) is:
Line 4:
Maximum 110% of M, but no more than 107% Represents the limit at which an ample air supply is
of L1/L 2 speed, provided that torsional vibrations available for combustion and imposes a limitation
permit. If M is sufficiently speed derated, more on the maximum combination of torque and speed.

MAN B&W 2.03
Page 3 of 9
To the left of line 4 in torquerich operation, the extra power is required for propulsion in order to
engine will lack air from the turbocharger to the keep the ship’s speed.
combustion process, i.e. the heat load limits may
be exceeded. Bearing loads may also become too In calm weather conditions, the extent of heavy
high. running of the propeller will indicate the need for
cleaning the hull and polishing the propeller.
Line 5:
Represents the maximum mean effective pressure If the engine and shaft line has a barred speed
level (mep), which can be accepted for continuous range (BSR) it is usually a class requirement to be
operation. able to pass the BSR quickly. The quickest way to
pass the BSR is the following:
Line 6:
Propeller curve, clean hull and calm weather – light 1. Set the rpm setting to a value just below the
running, often used for propeller layout/design. BSR.
Line 7: 2. Wait while the vessel accelerates to a vessel

Represents the maximum power for continuous speed corresponding to the rpm setting.
operation.
3. Increase the rpm setting to a value above the
Line 8: BSR.
Represents the overload operation limitations.
When passing the BSR as described above it will
The area between lines 4, 5, 7 and the heavy usually happen quickly.
dashed line 8 is available for overload running for
limited periods only (1 hour per 12 hours).
Layout considerations
Limits for low load running In some cases, for example in certain manoeu-
vring situations inside a harbour or at sea in
As the fuel injection for ME engines is automati- adverse conditions, it may not be possible to fol-
cally controlled over the entire power range, the low the procedure for passing the BSR outlined
engine is able to operate down to around 15-20% above. Either because there is no time to wait
of the nominal L1 speed, whereas for MC/MC-C for the vessel speed to build up or because high
engines it is around 20-25% (electronic governor). vessel resistance makes it impossible to achieve
a vessel speed corresponding to the engine rpm
setting. In such cases it can be necessary to pass
Recommendation for operation the BSR at a low ship speed.
The area between lines 1, 3 and 7 is available for For 5- and 6-cylinder engines with short shaft
continuous operation without limitation. lines, such as on many bulkers and tankers, the
BSR may extend quite high up in the rpm range.
The area between lines 1, 4 and 5 is available for If all of the BSR is placed below 60% of specified
operation in shallow waters, in heavy weather and MCR rpm and the propeller light running margin is
during acceleration, i.e. for non-steady operation within the recommendation, it is normally possible
without any strict time limitation. to achieve sufficiently quick passage of the BSR
in relevant conditions. If the BSR extends further
The area between lines 4, 5, 7 and 8 is available up than 60% of specified MCR rpm it may require
for overload operation for 1 out of every 12 hours. additional studies to ensure that passage of the
BSR will be sufficiently quick.
After some time in operation, the ship’s hull and
propeller will be fouled, resulting in heavier run- For support regarding layout of BSR and PTO/PTI,
ning of the propeller, i.e. the propeller curve will please contact MAN Diesel & Turbo, Copenhagen
move to the left from line 6 towards line 2, and at [email protected].

MAN B&W 2.03
Page 4 of 9
Extended load diagram
When a ship with fixed pitch propeller is operat- The increase of the operating speed range be-
ing in normal sea service, it will in general be tween line 6 and line 4, see Fig. 2.04.02, may be
operating in the hatched area around the design carried out as shown for the following engine ex-
propeller curve 6, as shown on the standard load ample with an extended load diagram for a speed
diagram in Fig. 2.04.02. derated engine with increased light running mar-
gin.
Sometimes, when operating in heavy weather, the
fixed pitch propeller performance will be more
heavy running, i.e. for equal power absorption of Example of extended load diagram for speed
the propeller, the propeller speed will be lower derated engines with increased light running
and the propeller curve will move to the left. margin
As the low speed main engines are directly cou- For speed derated engines it is possible to extend
pled to the propeller, the engine has to follow the the maximum speed limit to maximum 105% of
propeller performance, i.e. also in heavy running the engine’s L1/L 2 speed, line 3’, but only provided
propeller situations. For this type of operation, that the torsional vibration conditions permit this.
there is normally enough margin in the load area Thus, the shafting, with regard to torsional vibra-
between line 6 and the normal torque/speed limi- tions, has to be approved by the classification so-
tation line 4, see Fig. 2.04.02. ciety in question, based on the selected extended
maximum speed limit.
For some ships and operating conditions, it would
be an advantage – when occasionally needed – to When choosing an increased light running margin,
be able to operate the propeller/main engine as the load diagram area may be extended from line
much as possible to the left of line 6, but inside 3 to line 3’, as shown in Fig. 2.04.03, and the pro-
the torque/speed limit, line 4. peller/main engine operating curve 6 may have a
correspondingly increased heavy running margin
This could be relevant in the following cases, es- before exceeding the torque/speed limit, line 4.
pecially when more than one of the listed cases
are applicable to the vessel:
• ships sailing in areas with very heavy weather
• ships sailing for long periods in shallow or

otherwise restricted waters
• ships with a high ice class
• ships with two fixed pitch propellers/two main

engines, where one propeller/one engine is
stopped/declutched for one or the other reason
• ships with large shaft generators (>10% of

SMCR power)

MAN B&W 2.03
Page 5 of 9
Engine shaft power, % M L1 Examples of the use of the Load Diagram

110 M Specified engine MCR
5%
M
100 5 7
L2
In the following some examples illustrating the
90 L3
flexibility of the layout and load diagrams are pre-
80 Heavy sented, see Figs. 2.04.04-06.
running Normal
operation L4 operation
70 • Example 1 shows how to place the load dia-
gram for an engine without shaft generator cou-
60
4 pled to a fixed pitch propeller.
1 6 3 3
50
2
• Example 2 shows the same layout for an engine
with fixed pitch propeller (example 1), but with a
40 shaft generator.
55 60 65 70 75 80 85 90 95 100 105 110 115 120
Engine speed, % M
Layout Normal load Extended light
• Example 3 is a special case of example 2,
diagram area diagram area running area where the specified MCR is placed near the top
of the layout diagram.
Line 1 Propeller curve through SMCR point (M)
– layout curve for engine In this case the shaft generator is cut off,
Line 2 Heavy propeller curve
– fouled hull and heavy seas and the GenSets used when the engine runs
Line 3 Speed limit at specified MCR. This makes it possible to
Line 3’ Extended speed limit, provided torsional vibration choose a smaller engine with a lower power
conditions permit
Line 4 Torque/speed limit output, and with changed specified MCR.
Line 5 Mean effective pressure limit
Line 6 Increased light running propeller curve • Example 4 shows diagrams for an engine cou-
– clean hull and calm weather
– layout curve for propeller pled to a controllable pitch propeller, with or
Line 7 Power limit for continuous running without a shaft generator, constant speed or
combinator curve operation.
178 60 79-9.3
For a specific project, the layout diagram for actu-

al project shown later in this chapter may be used
Fig. 2.04.03: Extended load diagram for a speed de- for construction of the actual load diagram.
rated engine with increased light running margin.

MAN B&W 2.03
Page 6 of 9
Example 1: Normal running conditions.

Engine coupled to fixed pitch propeller (FPP) and without shaft generator
Layout diagram Load diagram
3.1%M 10%M
Power, % of L1 Power, % of L1
100% 7 100%
L1
5
L1
4
1 2 6
L3 M=MP
7 L3 5
M
7
S=SP 5%L1
S
1 6 L2 4 1 6
2 2 L2
3 3
L4 Propulsion and engine L4 Propulsion and engine

service curve for fouled service curve for fouled
hull and heavy weather hull and heavy weather
Engine speed, % of L1 100% Engine speed, % of L1 100%
M Specified MCR of engine

S Continuous service rating of engine
SP Continuous service rating of propulsion
The specified MCR (M) will normally be selected on the engine service curve 2.
Once point M has been selected in the layout diagram, the load diagram can be drawn, as shown in the figure, and hence the actual
load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %figures stated.
178 05 440.11a
Fig. 2.04.04: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator

MAN B&W 2.03
Page 7 of 9
Example 2: Normal running conditions.

Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Layout diagram Load diagram
3.1%M 10%M
Power, % of L 1 Power, % of L 1
100% 7 100% L1
L1
5 Engine service curve for
fouled hull and heavy
4 M M
7 weather incl. shaft 7
generator 5
1 2 6
S SG 5%L 1
L3 L3 S
SG MP MP
Engine
service 4
curve SP SP
1 2 6
L2 1 2 6
L2
3 3
L4 L4
Propulsion curve for fouled Propulsion curve for fouled
hull and heavy weather hull and heavy weather
Engine speed, % of L 1 100% Engine speed, % of L 1 100%
M Specified MCR of engine

SP Continuous service rating of propulsion
SG Shaft generator power
In Example 2 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 generator’s electrical power production.
In the figure, the engine service curve shown for heavy running incorporates this extra power.
The specified MCR M will then be chosen and the load diagram can be drawn as shown in the figure.
178 05 488.11
Fig. 2.04.05: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN B&W 2.03
Page 8 of 9
Example 3: Special running conditions.

Engine coupled to fixed pitch propeller (FPP) and with shaft generator
Layout diagram Load diagram 3.1%M 9%M *)
*) 105% of
Power, % of L 1 L1 Power, % of L 1
L1/L2 speed
M
100% 7
M
100%
M
M
L1
Engine service curve for fouled
5 7 7
S hull and heavy weather S
4 incl. shaft generator
MP MP
SG SG
1 2 6
5%L 1
L3 SP
L3 4
SP
1 2 6 1 2 6 L2
L2
3
3
L4 Propulsion curve
L4 Propulsion curve
for fouled hull for fouled hull
and heavy weather and heavy weather
Engine speed, % of L 1 100% Engine speed, % of L 1 100%
M Specified MCR of engine Point M of the load diagram is found:

MP Specified MCR for propulsion Line 1 Propeller curve through point S
SP Continuous service rating of propulsion Point M Intersection between line 1 and line L1 – L3
SG Shaft generator
Also for this special case in Example 3, a shaft generator is installed but, compared to Example 2, this case has a specified MCR for
propulsion, MP, placed at the top of the layout diagram.
This involves that the intended specified MCR of the engine M’ will be placed outside the top of the layout diagram.
One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the
electrical power production of the shaft generator when running in the upper propulsion power range.
In choosing the latter solution, the required specified MCR power can be reduced from point M’ to point M as shown. Therefore,
when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production.
Point M, having the highest possible power, is then found at the intersection of line L1– L 3 with line 1 and the corresponding load
diagram is drawn.
178 06 351.11
Fig. 2.04.06: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN B&W 2.03
Page 9 of 9
Example 4: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Power With shaft generator

7 3.1%M 10%M
5
L1 The hatched area in Fig. 2.04.07 shows the rec-
4
ommended speed range between 100% and
1 2 6
96.9% of the specified MCR speed for an engine
with shaft generator running at constant speed.
L3 5
M
7
The service point S can be located at any point
5%L1
S within the hatched area.
4 1
L2 The procedure shown in examples 2 and 3 for
3 engines with FPP can also be applied here for en-
gines with CPP running with a combinator curve.
L4
Min. speed Max. speed Load diagram
Combinator curve for Recommended range for
loaded ship and incl. shaft generator operation Therefore, when the engine’s specified MCR point
sea margin with constant speed
(M) has been chosen including engine margin,
sea margin and the power for a shaft generator,
Engine speed
if installed, point M may be used as the basis for
M Specified MCR of engine drawing the engine load diagram.
S Continous service rating of engine
178 39 314.7 The position of the combinator curve ensures the
maximum load range within the permitted speed
range for engine operation, and it still leaves a
Fig. 2.04.07: Engine with Controllable Pitch Propeller reasonable margin to the limit indicated by curves
(CPP), with or without a shaft generator 4 and 5 in Fig. 2.04.07.
For support regarding CPP propeller curves,

Without shaft generator please contact MAN Diesel & Turbo, Copenhagen
at [email protected].
If a controllable pitch propeller (CPP) is applied,
the combinator curve (of the propeller) will normally
be selected for loaded ship including sea margin.
The combinator curve may for a given propeller

speed have a given propeller pitch, and this may
be heavy running in heavy weather like for a fixed
pitch propeller.
Therefore it is recommended to use a light run-

ning combinator curve (the dotted curve which
includes the sea margin) as shown in the figure to
obtain an increased operation margin of the diesel
engine in heavy weather to the limit indicated by
curves 4 and 5 in Fig. 2.04.07.

MAN B&W 2.04
Page 1 of 1
Diagram for actual project
This figure contains a layout diagram that can

be used for constructing the load diagram for an
actual project, using the %figures stated and the
inclinations of the lines.
3.1%M 10%M *)
7 M
5 7
5
4 5
1 2 6
Power, % of L1 *) But no more than 105% of L1/L2 speed
110%
100% L1
90%
5%L1
80%
L3 L2
70%
60% L4
50%
40%
70% 75% 80% 85% 90% 95% 100% 105% 110%
Engine speed, % of L1
178 66 06-1.2
Fig. 2.04.01: Construction of a load diagram
MAN B&W engines dot 5 199 06 12-2.0

MAN B&W 2.05
Page 1 of 4
Specific Fuel Oil Consumption (SFOC) reference conditions and guarantee
SFOC at reference conditions With for instance 1 °C increase of the scavenge

air coolant temperature, a corresponding 1 °C in-
The SFOC is given in g/kWh based on crease of the scavenge air temperature will occur
the reference ambient conditions stated in and involves an SFOC increase of 0.06% if pmax is
ISO 3046-1:2002(E) and ISO 15550:2002(E): adjusted to the same value.
• 1,000 mbar ambient air pressure

• 25 °C ambient air temperature SFOC guarantee
• 25 °C scavenge air coolant temperature
The SFOC guarantee refers to the above ISO ref-
and is related to fuels with lower calorific values erence conditions and lower calorific values and is
(LCV) as specified in Table 2.05.01. valid for one running point only.
The Energy Efficiency Design Index (EEDI) has

Fuel type (Engine type) LCV, kJ/kg increased the focus on partload SFOC. We there-
Diesel 42,700 fore offer the option of selecting the SFOC guar-
Methane (GI) 50,000 antee at a load point in the range between 50%
Ethane (GIE) 47,500 and 100%, EoD: 4 02 002.
Methanol (LGIM) 19,900
LPG (LGIP) 46,000 All engine design criteria, e.g. heat load, bearing
178 69 17-6.0
load and mechanical stresses on the construc-
tion are defined at 100% load independent of the
guarantee point selected. This means that turbo-
Table 2.05.01: Lower calorific values of fuels charger matching, engine adjustment and engine
load calibration must also be performed at 100%
independent of guarantee point. At 100% load,
For ambient conditions that are different from the SFOC tolerance is 5%.
the ISO reference conditions, the SFOC will be
adjusted according to the conversion factors in When choosing an SFOC guarantee below 100%,
Table 2.05.02. the tolerances, which were previously compen-
sated for by the matching, adjustment and cali-
bration at 100%, will affect engine running at the
With Without lower SFOC guarantee load point. This includes
p max p max
adjusted adjusted tolerances on measurement equipment, engine
Parameter Condition SFOC SFOC process control and turbocharger performance.
change change change
Scav. air coolant Consequently, the SFOC guarantee is de-
temperature per 10 °C rise +0.60% +0.41% pendent on the selected guarantee point and
Blower inlet given with a tolerance of:
temperature per 10 °C rise +0.20% +0.71%
Blower inlet
pressure per 10 mbar rise –0.02% –0.05% Engine load SFOC tolerance
Fuel, lower (% of SMCR)
calorific value per 1 % –1.00% –1.00% 100 - 85% 5%
178 69 18-8.0
<85 - 65% 6%
<65 - 50% 7%
Table 2.05.02: Specific fuel oil consumption conversion Please note that the SFOC guarantee can only be
factors given in one (1) load point.

MAN B&W 2.05
Page 2 of 4
Cooling water temperature during normal

operation
In general, it is recommended to operate the main

engine with the lowest possible cooling water
temperature to the air coolers, as this will reduce
the fuel consumption of the engine, i.e. the engine
performance will be improved.
When operating with 36 °C cooling water instead

of for example 10 °C (to the air coolers), the spe-
cific fuel oil consumption will increase by approx.
2 g/kWh.
With a lower cooling water temperature, the air

cooler and water mist catcher will remove more
water from the compressed scavenge air. This has
a positive effect on the cylinder condition as the
humidity level in the combustion gasses is low-
ered, and the tendency to condensation of acids
on the cylinder liner is thereby reduced.

MAN B&W 2.05
Page 3 of 4
Derating for lower Specific Fuel Oil Consumption
Power, % of L1 Power, % of L1
es es
=0.15 sh ip spee d lin =0.15 sh ip spee d lin
=0.20 Constant L1
100%
=0.20 Constant L1
100%
=0.25 =0.30 =0.25 =0.30
90% 90%
L3 80% L3 80%
L2 L2
.m ep .m ep
Ma x Ma x
70% 70%
p 60% p 60%
. me L4 . me L4
Min Min
50% 50%
40% 40%
70% 75% 80% 85% 90% 95% 100% 70% 75% 80% 85% 90% 95% 100%
Speed, % of L1 Speed, % of L1
178 69 21-1.1a 178 69 21-1.1b
Fig. 2.05.03a: Layout diagram. MEP derating, SFOC is Fig. 2.05.03b: Layout diagram. Power and speed derat-
reduced ing but no MEP derating, SFOC is unchanged
The ratio between the maximum firing pressure Engine choices when derating
(Pmax) and the mean effective pressure (MEP) is
influencing the efficiency of a combustion engine. Due to requirements of ship speed and possibly
If the Pmax/MEP ratio is increased the SFOC will shaft generator power output, derating is often
be reduced. not achieved by reducing MCR power. Instead
a larger engine is applied in order to be able to
The engine is designed to withstand a certain choose a lower MEP rating, for example an engine
Pmax and this Pmax is utilised by the engine control of the same type but with an extra cylinder.
system when other constraints do not apply.
Derating reduces the overall SFOC level. The ac-
The maximum MEP can be chosen between a tual SFOC for a project will also depend on other
range of values defined by the layout diagram of parameters such as:
the engine and it is therefore possible to specify
a reduced MEP to achieve a reduced SFOC. This • Engine tuning method
concept is known as MEP derating or simply der- • Engine running mode (Tier II, Tier III)
ating, see Fig. 2.05.03a. • Operating curve (fixed pitch propeller, control-
lable pitch propeller)
If the layout point is moved parallel to the con- • Actual engine load
stant MEP lines, SFOC is not reduced, see Fig. • Ambient conditions.
2.05.03b.
The actual SFOC for an engine can be found us-
ing the CEAS application available at www.marine.
man.eu → ’Two-Stroke’ → ’CEAS Engine Calcula-
tions’.

MAN B&W 2.05
Page 4 of 4
It is possible to use CEAS to see the effect of

derating for a particular engine by running CEAS
for different engine ratings, for example the L1 rat-
ing (not MEP derated) and the L 2 rating (fully MEP
derated). This information can be used in the initial
design work where the basic layout of the propul-
sion plant is decided.
Example of SFOC curves
Fig. 2.05.04 shows example SFOC curves for

high-load tuning as well as part-load (EGB-PL)
and low-load (EGB-LL) exhaust gas bypass tuning
for an engine operating with a fixed pitch propel-
ler.
SFOC
High-load tuning
EGB-PL tuning
EGB-LL tuning
35 100
Load %
178 69 22-3.0
Fig. 2.05.04: Influence on SFOC from engine tuning

method and actual engine load
The figure illustrates the relative changes in SFOC

due to engine tuning method and engine load. The
figure is an example only. CEAS should be used to
get actual project values.

MAN B&W 2.06
Page 1 of 1
Fuel Consumption at an Arbitrary Operating Point
Once the specified MCR (M) of the engine has The SFOC curve through points S2, on the left of
been chosen, the specific fuel oil consumption at point 1, is symmetrical about point 1, i.e. at speeds
an arbitrary point S1, S2 or S3 can be estimated lower than that of point 1, the SFOC will also in-
based on the SFOC at point ‘1’ and ‘2’, Fig. 2.06.01. crease.
These SFOC values at point ‘1’ and ‘2’ can be The abovementioned method provides only an
found by using our CEAS application, see Section approximate value. A more precise indication of
20.02, for the propeller curve I and for the con- the expected SFOC at any load can be calculated.
stant speed curve II, giving the SFOC at points 1 This is a service which is available to our custom-
and 2, respectively. ers on request. Please contact MAN Diesel and
Turbo, Copenhagen at LEE5@mandieselturbo.
Next the SFOC for point S1 can be calculated as com.
an interpolation between the SFOC in points ‘1’
and ‘2’, and for point S3 as an extrapolation.
Power, % of M
110%
7 100%
1 2
90%
S2 S1 S3
4 3
80%
I II
70%
80% 90% 100% 110%

Speed, % of M
198 95 962.5
Fig. 2.06.01: SFOC at an arbitrary load

MAN B&W
Turbocharger Selection &

Exhaust Gas By-pass
3
MAN B&W 3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest The engines are, as standard, equipped with as
information from the turbocharger makers are few turbochargers as possible, see Table 3.01.01.
available from the Turbocharger Selection pro-
gram on www.marine.man.eu → ’Two-Stroke’ → One more turbocharger can be applied, than the
’Turbocharger Selection’. number stated in the tables, if this is desirable
due to space requirements, or for other reasons.
The data specified in the printed edition are Additional costs are to be expected.
valid at the time of publishing.
However, we recommend the ‘Turbocharger Se-
The MAN B&W engines are designed for the ap- lection’ program on the Internet, which can be
plication of either MAN, ABB or Mitsubishi (MHI) used to identify a list of applicable turbochargers
turbochargers. for a specific engine layout.
The turbocharger choice is made with a view to For information about turbocharger arrangement
obtaining the lowest possible Specific Fuel Oil and cleaning systems, see Section 15.01.
Consumption (SFOC) values at the nominal MCR
by applying high efficiency turbochargers.
Conventional turbochargers for the G40ME-C9.5 engines L1 output

Cyl. MAN ABB MHI
5 1 x TCR22 1 x A165-L 1 x MET42MB
6 1 x TCR22 1 x A165-L 1 x MET42MB
7 1 x TCA44 1 x A165-L 1 x MET48MB
8 1 x TCA55 1 x A265-L 1 x MET53MB
Table 3.01.01: Conventional turbochargers
MAN B&W G40ME-C9.5 198 95 18-5.3

MAN B&W 3.02
Page 1 of 1
Climate Conditions and Exhaust Gas Bypass
Extreme ambient conditions plied, the turbocharger size and specification has
to be determined by other means than stated in
As mentioned in Chapter 1, the engine power this Chapter.
figures are valid for tropical conditions at sea
level: 45 °C air at 1,000 mbar and 32 °C seawater,
whereas the reference fuel consumption is given Emergency Running Condition
at ISO conditions: 25 °C air at 1,000 mbar and
25 °C charge air coolant temperature. Exhaust gas receiver with total bypass flange
and blank counterflange
Marine diesel engines are, however, exposed to Option: 4 60 119
greatly varying climatic temperatures winter and
summer in arctic as well as tropical areas. These Bypass of the total amount of exhaust gas round
variations cause changes of the scavenge air the turbocharger is only used for emergency run-
pressure, the maximum combustion pressure, the ning in the event of turbocharger failure on en-
exhaust gas amount and temperatures as well as gines, see Fig. 3.02.01.
the specific fuel oil consumption.
This enables the engine to run at a higher load
For further information about the possible coun- with only one turbocharger under emergency
termeasures, please refer to our publication titled: conditions. The engine’s exhaust gas receiver will
in this case be fitted with a bypass flange of ap-
Influence of Ambient Temperature Conditions proximately the same diameter as the inlet pipe
to the turbocharger. The emergency pipe is yard’s
The publication is available at supply.
www.marine.man.eu → ’Two-Stroke’ → ’Technical
Papers’
Arctic running condition
For air inlet temperatures below 10 °C the pre- Bypass flange
cautions to be taken depend very much on the Exhaust receiver
operating profile of the vessel. The following al-

ternative is one of the possible countermeasures.
The selection of countermeasures, however, must
be evaluated in each individual case.
Exhaust gas receiver with variable bypass

Centre of cylinder
Option: 4 60 118
Compensation for low ambient temperature can

be obtained by using exhaust gas bypass system.
This arrangement ensures that only part of the

exhaust gas goes via the turbine of the turbo-
charger, thus supplying less energy to the com- Turbocharger
pressor which, in turn, reduces the air supply to 178 06 721.2
the engine.
Fig. 3.02.01: Total bypass of exhaust for emergency running
Please note that if an exhaust gas bypass is ap-
MAN B&W 80-26MC/MC-C/ME/ME-C/ME-B/-GI engines 198 45 934.6

MAN B&W 3.03
Page 1 of 1
Emission Control
IMO Tier II NOx emission limits
All ME, ME-B and ME-C/-GI engines are, as

standard, fulfilling the IMO Tier II NOx emission
requirements, a speed dependent NOx limit meas-
ured according to ISO 8178 Test Cycles E2/E3 for
Heavy Duty Diesel Engines.
The E2/E3 test cycles are referred to in the Extent

of Delivery as EoD: 4 06 200 Economy mode with
the options: 4 06 201 Engine test cycle E3 or 4 06
202 Engine test cycle E2.
NOx reduction methods for IMO Tier III
As adopted by IMO for future enforcement, the

engine must fulfil the more restrictive IMO Tier III
NOx requirements when sailing in a NOx Emission
Control Area (NOx ECA).
The Tier III NOx requirements can be met by Ex-

haust Gas Recirculation (EGR), a method which
directly affects the combustion process by lower-
ing the generation of NOx.
Alternatively, the required NOx level could be met

by installing Selective Catalytic Reaction (SCR),
an after treatment system that reduces the emis-
sion of NOx already generated in the combustion
process.
Details of MAN Diesel & Turbo’s NOx reduction

methods for IMO Tier III can be found in our pub-
lication:
Emission Project Guide
The publication is available at www.marine.man.

eu → ’Two-Stroke’ → ’Project Guides’ → ’Other
Guides’.
MAN B&W ME/MEC/ME-B/-GI TII engines 198 84 47-2.2

MAN B&W
Electricity Production
4
MAN B&W 4.01
Page 1 of 5
Electricity Production
Introduction
Next to power for propulsion, electricity produc- • PTO/GCR

tion is the largest fuel consumer on board. The (Power Take Off/Gear Constant Ratio):
electricity is produced by using one or more of the Generator coupled to a constant ratio stepup
following types of machinery, either running alone gear, used only for engines running at constant
or in parallel: speed.
• Auxiliary diesel generating sets Within each PTO system, several designs are
available, depending on the positioning of the
• Main engine driven generators gear:
• Steam driven turbogenerators • BW II:

A freestanding gear mounted on the tank top
• Emergency diesel generating sets. and connected to the fore end of the diesel en-
gine, with a vertical or horizontal generator.
The machinery installed should be selected on the
basis of an economic evaluation of first cost, op- • BW IV:
erating costs, and the demand for manhours for A freestanding stepup gear connected to the
maintenance. intermediate shaft, with a horizontal generator.
In the following, technical information is given re-

garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN Diesel & Turbo.
Power Take Off
With a generator coupled to a Power Take Off

(PTO) from the main engine, electrical power
can be produced based on the main engine’s
low SFOC and the use of heavy fuel oil. Several
standardised PTO systems are available, see Fig.
4.01.01 and the designations in Fig. 4.01.02:
• PTO/RCF
(Power Take Off/RENK Constant Frequency):
Generator giving constant frequency, based on
mechanicalhydraulical speed control.
• PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
MAN B&W S46MC-C7/8, S46ME-B8, G45ME-B9, S42MC7, 198 57 39-2.2

S40MC-C9, G40ME-B9, S40ME-B9, S35MC-C9, S35MC7,
S35ME-B9, L35MC6, S30ME-B9, S26MC6
MAN B&W 4.01
Page 2 of 5
Total
Alternative types and layouts of shaft generators Design Seating efficiency (%)
1a 1b BW II/RCF On tank top 8891

PTO/RCF
2a 2b BW IV/RCF On tank top 8891
3a 3b BW II/CFE On tank top 81-85

PTO/CFE
4a 4b BW IV/CFE On tank top 81-85
5 BW II/GCR On tank top 92

PTO/GCR
6 BW IV/GCR On tank top 92
178 57 10-8.1
Fig. 4.01.01: Types of PTO

MAN B&W 4.01
Page 3 of 5
Designation of PTO
For further information, please refer to our publi-

cation titled:
Shaft Generators for MC and ME engines
The publications are available at

Papers’.
Power take off
BW II S46ME-B8/GCR 90060
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit
GCR: Stepup gear with constant ratio
Mark version
Engine type on which it is applied
Layout of PTO: See Fig. 4.01.01
Make: MAN Diesel & Turbo
178 39 556.0
Fig. 4.01.02: Example of designation of PTO
MAN B&W 46-26 engines 198 66 35-4.3

MAN B&W 4.01
Page 4 of 5
PTO/RCF The epicyclic gear of the BW II/RCF unit has a

hydrostatic superposition drive. The hydrostatic
Free standing generator, BW II/RCF input drives the annulus of the epicyclic gear in
(Fig. 4.01.01, alternative 2) either direction of rotation, hence continuously
varying the gearing ratio to keep the genera-
The PTO/RCF generator systems have been de- tor speed constant throughout an engine speed
veloped in close cooperation with the German variation of 30%. In the standard layout, this is
gear manufacturer RENK. A complete package between 100% and 70% of the engine speed at
solution is offered, comprising a flexible coupling, specified MCR, but it can be placed in a lower
a step-up gear, an epicyclic, variable-ratio gear range if required.
with built-in clutch, hydraulic pump and motor,
and a standard generator. The input power to the gear is divided into two
paths – one mechanical and the other hydrostatic
For marine engines with controllable pitch propel- – and the epicyclic differential combines the
lers running at constant engine speed, the hy- power of the two paths and transmits the com-
draulic system can be dispensed with, i.e. a PTO/ bined power to the output shaft, connected to the
GCR design is normally used, see Fig. 4.01.01, generator. The gear is equipped with a hydrostatic
alternative 5 or 6. motor driven by a pump, and controlled by an
electronic control unit.
Fig. 4.01.03 shows the principles of the PTO/RCF
arrangement.
4OæPANEL
(YDROSTATICæCONTROL /PERATORæCONTROLæPANEL
INæSWITCHBOARD
(YDROSTATICæMOTOR
/UTPUTæSHAFT
(YDROSTATICæPUMP
-ULTIçDISCæCLUTCH
)NPUTæSHAFT
#ONTROLLER
4ERMINAL
178 00 45-5.0
Fig. 4.01.03: PTO with RENK constant frequency gear: BW II/RCF, option: 4 85 203

MAN B&W 4.01
Page 5 of 5
This keeps the generator speed constant during In the case that a larger generator is required,
single running as well as when running in parallel please contact MAN Diesel & Turbo.
with other generators.
Yard deliveries are:
The multi-disc clutch, integrated into the gear in-
put shaft, permits the engaging and disengaging 1. Cooling water pipes to the built-on lubricating
of the epicyclic gear, and thus the generator, from oil cooling system, including the valves
the main engine during operation.
2. Electrical power supply to the lubricating oil
An electronic control system with a RENK control- stand-by pump built on to the RCF unit
ler ensures that the control signals to the main
electrical switchboard are identical to those for 3. Wiring between the generator and the operator
the normal auxiliary generator sets. This applies control panel in the switch-board.
to ships with automatic synchronising and load
sharing, as well as to ships with manual switch- 4. An external permanent lubricating oil filling-up
board operation. connection can be established in connection
with the RCF unit.
Internal control circuits and interlocking functions
between the epicyclic gear and the electronic The necessary preparations to be made on the
control box provide automatic control of the func- engine are specified in Fig. 4.03.01.
tions necessary for the satisfactory operation and
protection of the BW II/RCF unit. If any monitored
value exceeds the normal operation limits, a warn-
ing or an alarm is given depending upon the ori-
gin, severity and the extent of deviation from the
permissible values. The cause of a warning or an
alarm is shown on a digital display.
Extent of delivery for BW II/RCF units
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 L1-4 855 684 627 609
62 L2-4 1,056 845 940 752
74 M1-4 1,271 1,017 1,137 909
74 M2-4 1,432 1,146 1,280 1,024
74 L1-4 1,651 1,321 1,468 1,174
The delivery is a complete separate unit.

MAN B&W 4.02
Page 1 of 1
FORE
H G S
J
F
Z
B
A
C
D 178 05 117.1
kW generator
700 kW 1,200 kW
A 2,300 2,300
B 800 800
C 2,960 2,960
D 3,360 3,360
F 1,840 1,840
G 1,830 1,830
H 2,630 2,630
J 1,470 1,470
S 1,000 1,000
Z 500 500
System mass (kg) with generator:
21,000 25,000
System mass (kg) without generator:
19,000 22,500
The stated kW at the generator terminals is available between 70% and 100% of the engine speed at specified MCR
Space requirements have to be investigated on plants with turbocharger on the exhaust side.
Space requirements for a lager generator has to be investigated case by case.
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23, frequency = 60 Hz, speed = 1,800 r/min
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BWlll G40C/RCF
MAN B&W G40ME-B9, ME-C9/-GI 198 91 37-4.1

MAN B&W 4.03
Page 1 of 1
Engine preparations for PTO BW II

1. Flange on crankshaft
2. Studs and nuts, dowel pipe and screws
3. Intermediate shaft between the crankshaft and flexible coupling for PTO
4. Oil sealing for intermediate shaft
5. End cover in 2/2 with scraper ring housing
6. Plug box for electronic measuring instrument for check of condition of axial vibration damper
178 43 54-4.0
Fig. 4.03.01: Engine preparations for PTO
MAN B&W 46 → 26 MC/MC-C/ME-B/-GI 198 57 42-6.2

MAN B&W 4.04
Page 1 of 3
PTO type: BW II/GCR PTO type: BW IV/GCR
Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BW II/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow flexible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- flexible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a fixed pitch
ment, depending on the configuration chosen. propeller or controllable pitch propeller running in
Step-up gear
Generator
Elastic coupling
Support bearing, if required
178 18 225.0
Fig. 4.04.01: Generic outline of Power Take Off (PTO) BW II/GCR
MAN B&W 70 – 26 engines 198 43 168.8

MAN B&W 4.04
Page 2 of 3
combinator mode. This will, however, require an Generator stepup gear and flexible coupling
additional RENK Constant Frequency gear (Fig. integrated in the shaft line
4.01.01 alternative 2) or additional electrical equip-
ment for maintaining the constant frequency of For higher power take off loads, a generator
the generated electric power. stepup gear and flexible coupling integrated in
the shaft line may be chosen due to first costs of
gear and coupling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The flexible coupling cannot transfer the thrust
The hollow flexible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary flexible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow flexible coupling consists of flexible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.
178 18 250.1
Fig. 4.04.02: Generic outline of BW IV/GCR, tunnel gear
MAN B&W 70 – 26 engines 198 43 168.8

MAN B&W 4.04
Page 3 of 3
Auxiliary Propulsion System/Take Home System To obtain high propeller efficiency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Diesel & Turbo can offer a solution where friction clutch which allows the propeller to be
the CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK PSC) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK PSC clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.
Main engine
Two-speed tunnel gearbox
Generator/motor
Renk PSC cluth
Oil distribution ring
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
Fig. 4.04.03: Auxiliary propulsion system
MAN B&W 70 – 26 engines 198 43 168.8

MAN B&W 4.05
Page 1 of 1
Waste Heat Recovery Systems (WHRS)
This section is not applicable
MAN B&W 50-26 MC/MC-C/ME-C/ME-B/-GI engines 198 66 47-4.1

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MAN B&W
Installation Aspects
5
MAN B&W 5.01
Page 1 of 1
Space Requirements and Overhaul Heights
The latest version of the Installation Drawings of A special crane beam for dismantling the turbo-
this section is available for download at charger must be fitted. The lifting capacity of the
www.marine.man.eu → ’Two-Stroke’ → ’Instal- crane beam for dismantling the turbocharger is
lation Drawings’. Specify engine and accept the stated in Section 5.03.
‘Conditions for use’ before clicking on ‘Download
Drawings’. The overhaul tools for the engine are designed
to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
Space Requirements for the Engine pacity 1Am and dimensions of the single hook
type according to DIN 15401, part 1.
The space requirements stated in Section 5.02 are
valid for engines rated at nominal MCR (L1). The total length of the engine at the crankshaft
level may vary depending on the equipment to
The additional space needed for engines be fitted on the fore end of the engine, such as
equipped with PTO is stated in Chapter 4. adjustable counterweights, tuning wheel, moment
compensators or PTO.
If, during the project stage, the outer dimensions
of the turbocharger seem to cause problems, it
is possible, for the same number of cylinders, to
use turbochargers with smaller dimensions by
increasing the indicated number of turbochargers
by one, see Chapter 3.
Overhaul of Engine
The distances stated from the centre of the crank-

shaft to the crane hook are for the normal lifting
procedure and the reduced height lifting proce-
dure (involving tilting of main components). The
lifting capacity of a normal engine room crane can
be found in Fig. 5.04.01.
The area covered by the engine room crane shall

be wide enough to reach any heavy spare part re-
quired in the engine room.
A lower overhaul height is, however, available by

using the MAN B&W DoubleJib crane, built by
Danish Crane Building A/S, shown in Figs. 5.04.02
and 5.04.03.
Please note that the distance ‘E’ in Fig. 5.02.01,

given for a doublejib crane is from the centre
of the crankshaft to the lower edge of the deck
beam.
MAN B&W engines 198 43 754.8

MAN B&W 5.03
Page 1 of 4
Crane beam for overhaul of turbocharger
For the overhaul of a turbocharger, a crane beam The crane beam can be bolted to brackets that
with trolleys is required at each end of the turbo- are fastened to the ship structure or to columns
charger. that are located on the top platform of the engine.
Two trolleys are to be available at the compressor The lifting capacity of the crane beam for the
end and one trolley is needed at the gas inlet end. heaviest component ‘W’, is indicated in Fig.
5.03.01b for the various turbocharger makes. The
Crane beam no. 1 is for dismantling of turbo- crane beam shall be dimensioned for lifting the
charger components. weight ‘W’ with a deflection of some 5 mm only.
Crane beam no. 2 is for transporting turbocharger
components. HB indicates the position of the crane hook in the
See Figs. 5.03.01a and 5.03.02. vertical plane related to the centre of the turbo-
charger. HB and b also specifies the minimum
The crane beams can be omitted if the main en- space for dismantling.
gine room crane also covers the turbocharger area.
For engines with the turbocharger(s) located on
The crane beams are used and dimensioned for the exhaust side, EoD: 4 59 122, the letter ‘a’ indi-
lifting the following components: cates the distance between vertical centrelines of
the engine and the turbocharger.
• Exhaust gas inlet casing
• Turbocharger inlet silencer
• Compressor casing MAN
• Turbine rotor with bearings Units TCR22 TCA44 TCA55
W kg 1,500 1,000 1,000
The crane beams are to be placed in relation HB mm 1,200 1,200 1,384
to the turbocharger(s) so that the components b m 500 500 600
around the gas outlet casing can be removed in
connection with overhaul of the turbocharger(s).
ABB
A #RANEæBEAMæFOR
Units A165 A265
TRANSPORTATIONæOF W kg 1,000 1,000
#RANEæBEAMæFOR #RANEæBEAM COMPONENTS
DISMANTLINGæOF HB mm 1,250 1,480
COMPONENTS
#RANEæHOOK
b m 500 500
-AINæENGINEAFTæCYLINDER
%NGINEæROOMæSIDE
Mitsubishi (MHI)
'ASæOUTLETæFLANGE
4URBOCHARGER
Units MET42 MET48 MET53
W kg 1,000 1,000 1,000
HB mm 1,500 1,500 1,500
("
b m 600 700 700

B
The figures ‘a’ are stated on the ‘Engine and Gallery Outline’
drawing, Section 5.06.
079 43 38-0.5.0b
Fig. 5.03.01b: Required height, distance and weight

079 43 38-0.5.0a
Fig. 5.03.01a: Required height and distance
MAN B&W G40ME-C9/-GI/-LGI, 199 00 28-7.1

G40ME-B9/-GI/-LGI
MAN B&W 5.03
Page 2 of 4
Crane beam for turbochargers
#RANEæBEAMæFORæTRANSPORTATIONæOFæCOMPONENTS
#RANEæBEAMæFORæDISMANTLINGæOFæCOMPONENTS
3PARES
#RANEæBEAMæFORæDISMANTLINGæOFæCOMPONENTS
#RANEæBEAMæFORæTRANSPORTATIONæOFæCOMPONENTS
178 52 746.0
Fig. 5.03.02: Crane beam for turbocharger
MAN B&W 50-46 engines, S40MC-C/ME-B9, 198 76 36-0.2

S35MC-C/ME-B9
MAN B&W 5.03
Page 3 of 4
Crane beam for overhaul of air cooler

Overhaul/exchange of scavenge air cooler.
6. Lower down the cooler insert between the gal-

Valid for air cooler design for the following engines lery brackets and down to the engine room
with more than one turbochargers mounted on the floor.
exhaust side. Make sure that the cooler insert is supported,
e.g. on a wooden support.
1. Dismantle all the pipes in the area around the
air cooler. 7. Move the air cooler insert to an area covered
by the engine room crane using the lifting
2. Dismantle all the pipes around the inlet cover beam mounted below the lower gallery of the
for the cooler. engine.
3. Take out the cooler insert by using the above 8. By using the engine room crane the air cooler
placed crane beam mounted on the engine. insert can be lifted out of the engine room.
4. Turn the cooler insert to an upright position.
5. Dismantle the platforms below the air cooler.
Engine room crane

5
1 2 3
Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located on exhaust side of the engine 178 52 734.0

S35MC-C/ME-B9
MAN B&W 5.03
Page 4 of 4
Crane beam for overhaul of air cooler
Overhaul/exchange of scavenge air cooler.

3. Take out the cooler insert by using the above
The text and figures are for guidance only. placed crane beam mounted on the engine.
Valid for all engines with aft mounted Turbocharger. 4. Turn the cooler insert to an upright position.
1. Dismantle all the pipes in the area around the 5. By using the engine room crane the air cooler
air cooler. insert can be lifted out of the engine room.
2. Dismantle all the pipes around the inlet cover

for the cooler.
Crane beam
for A/C
1 2 3 4
1 2 3 4
Fig.: 5.03.04: Crane beam for overhaul of air cooler, turbocharger located on aft end of the engine 517 93 99-9.0.0

S35MC-C/ME-B9
MAN B&W 5.04
Page 1 of 3
Engine room crane
The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line
ance with dimension A given on the drawing (see of the crankshaft.
cross-hatched area).
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane be used for transport of heavy spare crane beam or, alternatively, in combination with
parts from the engine room hatch to the spare the engine room crane structure, see separate
part stores and to the engine. See example on drawing with information about the required lifting
this drawing. capacity for overhaul of turbochargers.
MAN B&W Double-jib Crane Spares Recommended area to be covered

D
2) by the engine room crane

Normal crane
1)
Deck Deck
H1/H2
A
Deck beam Deck beam
H3
A A
Crankshaft Crankshaft
Minimum area
Engine room hatch to be covered
by the engine
room crane
1) The lifting tools for the engine are designed to fit together with a standard crane hook with a lifting capacity in accordance with
the figure stated in the table. If a larger crane hook is used, it may not fit directly to the overhaul tools, and the use of an interme-
diate shackle or similar between the lifting tool and the crane hook will affect the requirements for the minimum lifting height in
the engine room (dimension B).
2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
519 46 28-0.1
Normal Crane
Height to crane hook in MAN B&W Double-Jib Crane
mm for:
Crane capacity in
Crane
tons selected Reduced
Mass in kg including operating
in accordance with height lifting
lifting tools width
DIN and JIS Normal procedure
in mm Building-in height
standard capacities lifting involving
in mm
procedure tilting of main
components
(option)
Cylinder Cylinder Piston Normal MAN B&W A H1 H2 H3 D

cover liner with with crane DoubleJib Minimum Minimum Minimum height Minimum Additional height
complete cooling rod and Crane distance height from from centre line height from required for
with jacket stuffing centre line crankshaft to centre line removal of exhaust
exhaust box crankshaft centre line crankshaft valve complete
valve to centre line crane hook to underside without removing
crane hook deck beam any exhaust stud
*) *) *) 2.0 2x1.0 *) 8,700 *) *) *)
*) Available on request 560 00 19-9.0

Fig. 5.04.01: Engine room crane
MAN B&W G40 ME-C9/-GI 199 01 31-6.2

MAN B&W 5.04
Page 2 of 3
Overhaul with MAN B&W DoubleJib Crane

Deck beam
MAN B&W DoubleJib crane
The MAN B&W DoubleJib

crane is available from:
Centre line crankshaft
Danish Crane Building A/S

P.O. Box 54
Østerlandsvej 2
DK9240 Nibe, Denmark
Telephone: + 45 98 35 31 33
Telefax: + 45 98 35 30 33
Email: [email protected]
178 24 863.2
Fig. 5.04.02: Overhaul with DoubleJib crane
MAN B&W MC/MCC, ME/MEC/MEC-GI/ME-B engines 198 45 348.4

MAN B&W 5.04
Page 3 of 3
MAN B&W DoubleJib Crane
$ECKæBEAM

-
#HAINæCOLLECTINGæBOX
178 37 30-1.1
This crane is adapted to the special tool for low overhaul.
Dimensions are available on request.
Fig. 5.04.03: MAN B&W DoubleJib crane, option: 4 88 701
MAN B&W MC/MCC, ME/MEC/ME-C-GI/ME-B engines 198 45 419.2

MAN B&W 5.05
Page 1 of 1
Engine Outline, Galleries and Pipe Connections
Engine outline
The total length of the engine at the crankshaft

level may vary depending on the equipment to
be fitted on the fore end of the engine, such as
adjustable counterweights, tuning wheel, moment
compensators or PTO, which are shown as alter-
natives in Section 5.06
Engine masses and centre of gravity
The partial and total engine masses appear from

Section 19.04, ‘Dispatch Pattern’, to which the
masses of water and oil in the engine, Section
5.08, are to be added. The centre of gravity is
shown in Section 5.07, in both cases including the
water and oil in the engine, but without moment
compensators or PTO.
Gallery outline
Section 5.06 show the gallery outline for engines

rated at nominal MCR (L1).
Engine pipe connections
The positions of the external pipe connections on

the engine are stated in Section 5.09, and the cor-
responding lists of counterflanges for pipes and
turbocharger in Section 5.10.
The flange connection on the turbocharger gas

outlet is rectangular, but a transition piece to a cir-
cular form can be supplied as an option: 4 60 601.
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines 198 47 158.3

MAN B&W 5.06
Page 1 of 3
Engine and Gallery Outline
Aft Fore
a 3,500
700
7,074
1,277 6,131
Ø 560
Ø 2,477
Overhaul distance
1,435 * Depending on con

965
*For connection flange 1,177
For standard appl
561 02 80-1.1.0a
Fig. 5.06.01a: Engine outline example: 6G40MEC9 with TCA44 turbochargers on aft side
MAN B&W G40ME-C9.5/-GI 199 01 36-5.0

MAN B&W 5.06
Page 2 of 3
Aircooler Viewed from aft

overhaul Aft
Fore
Aft Cyl.
2,400
2,250
2,100
3,182
1,112
Cyl. 1
0
c
6,131
b
4,640 4,640
2,800 2,800
903
416 524
261
0
1,039
1,536
1,555
1,305
1,471
1,558
TC type a b c
MAN TCA44 1,270 5,996 243
561 02 80-1.1.0b
Fig. 5.06.01b: Engine outline example: 6G40MEC9 with TCA44 turbochargers on aft side
MAN B&W G40ME-C9.5/-GI 199 01 36-5.0

MAN B&W 5.06
Page 3 of 3
Upper platform
2 holes for piston overhauling

2,800 1,400
350 x45° 350 x45°
2,100
1,300
2,250
350 x45° 350 x45°
Lower platform
2,800 1,400
350 x45° 350 x45°
2,100
1,616
2,400
350 x45°
350 x45°
The dimension are in mm and subject to revision without notice.
Please note that the latest version of the dimensioned drawing is available for download at www.marine.man.eu → ’Two-Stroke’ →
’Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.
561 02 80-1.1.0.c
Fig. 5.06.01c: Engine outline example: 6G40MEC9 with TCA44 turbochargers on aft side
MAN B&W G40ME-C9.5/-GI 199 01 36-5.0

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3DJHRI
MHI Type MET
503 26 38-6.3.1a
Type MET – Rectangular type

TC L W IL IW A B C D F G N O
Series MB
MET33 Available on request
MET42 1,094 381 1,004 291 1,061 261 950 351 87 95 30 ø15
MET53 1,389 485 1,273 369 1,340 330 1,200 440 110 120 30 ø20
MET60 1,528 522 1,418 410 1,488 330 1,320 482 110 110 34 ø20
MET66 1,713 585 1,587 459 1,663 372 1,536 535 124 128 34 ø20
MET71 1,837 617 1,717 497 1,792 480 1,584 572 120 132 36 ø20
MET83 2,163 731 2,009 581 2,103 480 1,920 671 160 160 34 ø24
MET90 2,378 801 2,218 641 2,318 525 2,100 741 175 175 34 ø24
Series MA
MET33 700 310 605 222 670 180 550 280 90 110 18 ø15
MET42 883 365 793 275 850 240 630 335 80 90 24 ø15
MET53 1,122 465 1,006 349 1,073 300 945 420 100 105 28 ø20
MET60 1,230 500 1,120 388 1,190 315 1,050 460 105 105 30 ø20
MET66 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 ø20
MET71 1,520 600 1,400 480 1,475 345 1,265 555 115 115 34 ø20
MET83 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 ø24
MET90 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 ø24
Fig. 5.10.02d: Turbocharger MHI MET MB and MA, exhaust outlet, connection D
MAN B&W engines

MAN Diesel & Turbo 198 66 70-0.10
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MAN B&W 5.10
Page 9 of 9
Counterflanges, connection EB
MHI Type MET MB
TC Dia1 Dia 2 PCD N O Thickness of

flanges (A)
MET42MB 95 43 75 4 12 10
MET60MB 120 49 95 4 14 12
MET66MB 120 49 95 4 14 12
MET71MB 120 49 95 4 14 12
MET83MB 120 49 95 4 14 12
TC L+W Dia 2 PCD N O Thickness of

flanges (A)
MET53MB 95 49 95 4 14 12
MET90MB 125 77 130 4 14 14
501 29 91-0.13.0c
198 70 27-3.5
Fig. 5.10.02m and n: Turbocharger MHI MB, cooling air, connection EB
MAN B&W engines

MAN Diesel & Turbo 198 66 70-0.10
MAN B&W 5.11
Page 1 of 1
Engine Seating and Holding Down Bolts
The latest version of the Installation Drawings of

this section is available for download at
www.marine.man.eu → ’Two-Stroke’ → ’Instal-
lation Drawings’. Specify engine and accept the
‘Conditions for use’ before clicking on ‘Download
Drawings’.
Engine seating and arrangement of holding

down bolts
The dimensions of the seating stated in Figs.

5.12.01 and 5.12.02 are for guidance only.
The engine is designed for mounting on epoxy

chocks, EoD: 4 82 102, in which case the under-
side of the bedplate’s lower flanges has no taper.
The epoxy types approved by

MAN Diesel & Turbo are:
• ‘Chockfast Orange PR 610 TCF’ and ‘Epocast 36’

from ITW Philadelphia Resins Corporation, USA
• ‘Durasin’ from
Daemmstoff Industrie Korea Ltd
• ‘EPY’ from
Marine Service Jaroszewicz S.C., Poland
• ‘Loctite Fixmaster Marine Chocking’, Henkel.

MAN B&W 5.13
Page 1 of 2
Engine Top Bracing
The so-called guide force moments are caused by Without top bracing, the natural frequency of
the transverse reaction forces acting on the cross- the vibrating system comprising engine, ship’s
heads due to the connecting rod and crankshaft bottom, and ship’s side is often so low that reso-
mechanism. When the piston of a cylinder is not nance with the excitation source (the guide force
exactly in its top or bottom position the gas force moment) can occur close to the normal speed
from the combustion, transferred through the con- range, resulting in the risk of vibration.
necting rod, will have a component acting on the
crosshead and the crankshaft perpendicularly to With top bracing, such a resonance will occur
the axis of the cylinder. Its resultant is acting on above the normal speed range, as the natural fre-
the guide shoe and together they form a guide quencies of the double bottom/main engine sys-
force moment. tem will increase. The impact of vibration is thus
lowered.
The moments may excite engine vibrations mov-
ing the engine top athwart ships and causing a The top bracing system is installed either as a me-
rocking (excited by H-moment) or twisting (excited chanical top bracing (typically on engine types 80
by X-moment) movement of the engine. For en- and smaller) or a hydraulic top bracing (typically
gines with less than seven cylinders, this guide on engine types 90 and larger). Both systems are
force moment tends to rock the engine in the described below.
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. The top bracing is normally installed on the ex-
haust side of the engine, but hydraulic top bracing
The guide force moments are harmless to the can alternatively be installed on the manoeuvring
engine except when resonance vibrations occur side. A combination of exhaust side and manoeu-
in the engine/double bottom system. They may, vring side installation of hydraulic top bracing is
however, cause annoying vibrations in the super- also possible.
structure and/or engine room, if proper counter-
measures are not taken.
Mechanical top bracing
As a detailed calculation of this system is normally
not available, MAN Diesel & Turbo recommends The mechanical top bracing comprises stiff con-
that top bracing is installed between the engine’s nections between the engine and the hull.
upper platform brackets and the casing side.
The top bracing stiffener consists of a double
However, the top bracing is not needed in all bar tightened with friction shims at each end of
cases. In some cases the vibration level is lower if the mounting positions. The friction shims al-
the top bracing is not installed. This has normally low the top bracing stiffener to move in case of
to be checked by measurements, i.e. with and displacements caused by thermal expansion of
without top bracing. the engine or different loading conditions of the
vessel. Furthermore, the tightening is made with a
If a vibration measurement in the first vessel of a well-defined force on the friction shims, using disc
series shows that the vibration level is acceptable springs, to prevent overloading of the system in
without the top bracing, we have no objection to case of an excessive vibration level.
the top bracing being removed and the rest of
the series produced without top bracing. It is our
experience that especially the 7-cylinder engine
will often have a lower vibration level without top
bracing.
MAN B&W ME/MEC/ME-B/-GI/-LGI engines 199 04 83-8.0

MAN B&W 5.13
Page 2 of 2
The mechanical top bracing is to be made by the By a different pre-setting of the relief valve, the
shipyard in accordance with MAN Diesel & Turbo top bracing is delivered in a low-pressure version
instructions. (26 bar) or a high-pressure version (40 bar).
!
The top bracing unit is designed to allow dis-
! placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
!!
/ILæ!CCUMULATOR
(YDRAULICæ#ONTROLæ5NIT
178 23 61-6.1
Fig. 5.13.01: Mechanical top bracing stiffener.

Option: 4 83 112

#YLINDERæ5NIT
Hydraulic top bracing
The hydraulic top bracing is an alternative to the

mechanical top bracing used mainly on engines

with a cylinder bore of 50 or more. The installation

normally features two, four or six independently
working top bracing units.
The top bracing unit consists of a single-acting hy-

draulic cylinder with a hydraulic control unit and an
accumulator mounted directly on the cylinder unit. (ULLæSIDE %NGINEæSIDE
The top bracing is controlled by an automatic

switch in a control panel, which activates the top
bracing when the engine is running. It is possible
to programme the switch to choose a certain rpm
range, at which the top bracing is active. For ser-

vice purposes, manual control from the control

panel is also possible.
When active, the hydraulic cylinder provides a

pressure on the engine in proportion to the vibra-
tion level. When the distance between the hull and
engine increases, oil flows into the cylinder under
178 57 48-8.0
pressure from the accumulator. When the dis-
tance decreases, a non-return valve prevents the Fig. 5.13.02: Outline of a hydraulic top bracing unit.
oil from flowing back to the accumulator, and the The unit is installed with the oil accumulator pointing
pressure rises. If the pressure reaches a preset either up or down. Option: 4 83 123
maximum value, a relief valve allows the oil to flow
back to the accumulator, hereby maintaining the
force on the engine below the specified value.
MAN B&W ME/MEC/ME-B/-GI/-LGI engines 199 04 83-8.0

MAN B&W 5.16
Page 1 of 3
Components for Engine Control System
Installation of ECS in the Engine Control Room Safety System. On ME-B engines the EICU also
controls the HPS.
The following items are to be installed in the ECR
(Engine Control Room): MOP-A and -B are redundant and are the opera-
tor’s interface to the ECS. Via both MOPs, the op-
• 2 pcs EICU (Engine Interface Control Unit) erator can control and view the status of the ECS.
(1 pcs only for ME-B engines) Via the EMS MOP PC, the operator can view the
• 1 pcs ECS MOP-A (Main Operating Panel) status and operating history of both the ECS and
EC-MOP with touch display, 15” the engine, EMS is decribed in Section 18.01.
• 1 pcs ECS MOP-B
EC-MOP with touch display, 15” The PMI Auto-tuning application is run on the
• 1 pcs EMS MOP with system software EMS MOP PC. PMI Auto-tuning is used to opti-
Display, 24” marine monitor mize the combustion process with minimal opera-
PC unit tor attendance and improve the efficiency of the
• 1 pcs Managed switch and VPN router engine. See Section 18.01.
with firewall
CoCoS-EDS ME Basic is included as an applica-
The EICU functions as an interface unit to ECR tion in the Engine Management Services as part
related systems such as AMS (Alarm and Monitor- of the standard software package installed on the
ing System), RCS (Remote Control System) and EMS MOP PC. See Section 18.01.
ECS Network A
ECS Network B
MOP-A MOP-B
VPN router
To Internet with firewall
option #
EMS MOP PC
LAN WAN
+24V
#
Managed switch
¤
¤
PMI Auto-tuning
Net cable from ¤
AMS option ¤
Abbreviations: # Yard Supply

AMS: Alarm Monitoring Systems
EICU: Engine Interface Control Unit ¤ Ethernet, 10 m patch cable supplied with switch. Type:
EMS: Engine Management Services RJ45, STP (Shielded Twisted Pair), CAT 5.
MOP: Main Operating Panel In case 10 m cable is not enough, this becomes Yard supply.
078 74 78-1.5.3b
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control System
MAN B&W ME/ME-C/ME-B/-GI TII engines 198 85 38-3.4

MAN B&W 5.16
Page 2 of 3
EC-MOP
• Integrated PC unit and touch display, 15”
• Direct dimming control (0-100%)
• USB connections at front
• IP20 resistant front
• Dual Arcnet
188 34 68-1.1.0
Pointing device
• Keyboard model
• UK version, 104 keys
• USB connection
• Trackball mouse
• USB connection 188 21 61-8.4.0 188 21 59-6.3.0
EMS MOP PC
• Standard industry PC with MS Windows
operating system, UK version 188 34 25-0.2.0
Marine monitor for EMS MOP PC

• LCD (MVA) monitor 24”
• Projected capacitive touch
• Resolution 1,920x1,080, WSXGA+
• Direct dimming control (0-100%)
• IP54 resistant front
• For mounting in panel
• Bracket for optional mounting on desktop, with 188 35 95-0.0.0
hinges (5° tilt, adjustable 95°) or without hinges

°
5°
10
(10° tilt, not adjustable)

°
95
188 35 90-1.0.0 188 35 91-3.0.0
Network components
• Managed switch and VPN router with firewall
563 66 46-3.3.0
Fig. 5.16.02 MOP PC equipment for the ME/ME-B Engine Control System
MAN B&W ME/ME-C/ME-B/-GI TII engines 198 87 06-1.1

MAN B&W 5.16
Page 3 of 3
EICU Cabinet
• Engine interface control cabinet for ME-ECS for
installation in ECR (recommended) or ER
1,500 mm
505 mm 600 mm
517 57 64-4.5.1
Fig. 5.16.03: The network printer and EICU cabinet unit for the ME Engine Control System
Engine control room console

• Recommended outline of Engine Control Room console with ME equipment
* Instruments for main Engine
Oil mist Safety

detector system Option: Only in case of ERCS MOP
* Alarm MOP-A ERCS MOP-B EMS

system MOP MOP
BWM indicating panel, if any
Engine operation/navigating Service operation
* Yard supply
Oil mist detector equipment depending on supplier/maker

BWM: Bearing Wear Monitoring
564 91 36-7.1.1
Fig. 5.16.04: Example of Engine Control Room console
MAN B&W ME/ME-C/-GI/-LGI engines 198 82 73-3.3

MAN B&W 5.17
Page 1 of 3
Shaftline Earthing Device
Scope and field of application Cabling of the shaftline earthing device to the hull
must be with a cable with a cross section not less
A difference in the electrical potential between the than 45 mm². The length of the cable to the hull
hull and the propeller shaft will be generated due should be as short as possible.
to the difference in materials and to the propeller
being immersed in sea water. Monitoring equipment should have a 4-20 mA
signal for alarm and a mV-meter with a switch for
In some cases, the difference in the electrical changing range. Primary range from 0 to 50 mV
potential has caused spark erosion on the thrust, DC and secondary range from 0 to 300 mV DC.
main bearings and journals of the crankshaft of
the engine. When the shaftline earthing device is working
correctly, the electrical potential will normally be
In order to reduce the electrical potential between within the range of 10-50 mV DC depending of
the crankshaft and the hull and thus prevent spark propeller size and revolutions.
erosion, a highly efficient shaftline earthing device
must be installed. The alarm set-point should be 80 mV for a high
alarm. The alarm signals with an alarm delay of 30
The shaftline earthing device should be able to seconds and an alarm cut-off, when the engine is
keep the electrical potential difference below 50 stopped, must be connected to the alarm system.
mV DC. A shaft-to-hull monitoring equipment with
a mV-meter and with an output signal to the alarm Connection of cables is shown in the sketch, see
system must be installed so that the potential and Fig. 5.17.01.
thus the correct function of the shaftline earthing
device can be monitored.
Note that only one shaftline earthing device is

needed in the propeller shaft system.
Design description
The shaftline earthing device consists of two silver

slip rings, two arrangements for holding brushes
including connecting cables and monitoring
equipment with a mV-meter and an output signal
for alarm.
The slip rings should be made of solid silver or

back-up rings of cobber with a silver layer all over.
The expected life span of the silver layer on the
slip rings should be minimum 5 years.
The brushes should be made of minimum 80%

silver and 20% graphite to ensure a sufficient
electrical conducting capability.
Resistivity of the silver should be less than 0.1μ

Ohm x m. The total resistance from the shaft to
the hull must not exceed 0.001 Ohm.
MAN B&W MC/MCC, ME/MEC/ME-GI/ME-B engines 198 49 292.4

MAN B&W 5.17
Page 2 of 3
#ABLE
CONNECTED
TOæTHEæHULL
"RUSHæHOLDER
ARRANGEMENT
-ONITORING
EQUIPMENT
WITHæM6çMETER #ABLE
CONNECTED
TOæTHEæHULL
3LIPæRING #ABLE
TOæALARM
SYSTEM
3LIPæRING
FORæMONITORING
EQUIPMENT "RUSHæHOLDER
ARRANGEMENT
079 21 82-1.3.1.0
Fig. 5.17.01: Connection of cables for the shaftline earthing device
Shaftline earthing device installations
The shaftline earthing device slip rings must be

mounted on the foremost intermediate shaft as
close to the engine as possible, see Fig. 5.17.02
2UDDER
6OLTAGEæMONITORINGæ
FORæSHAFTçHULLæPOTENTIALæ
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGæDEVICE
#URRENT -AINæBEARINGS
0ROPELLERæSHAFT 4HRUSTæBEARING
)NTERMEDIATEæSHAFT )NTERMEDIATEæSHAFTæBEARING
079 21 82-1.3.2.0
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator

MAN B&W 5.17
Page 3 of 3
When a generator is fitted in the propeller shaft

system, where the rotor of the generator is part of
the intermediate shaft, the shaftline earthing de-
vice must be mounted between the generator and
the engine, see Fig. 5.17.03
2UDDER
6OLTAGEæMONITORINGæ
FORæSHAFTçHULLæPOTENTIALæ
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGæDEVICE
#URRENT -AINæBEARINGS
0ROPELLERæSHAFT 4HRUSTæBEARING
)NTERMEDIATEæSHAFT 3HAFTæMOUNTEDæALTERNATORæ
WHEREæTHEæROTORæISæPARTæOFæ
THEæINTERMEDIATEæSHAFT
)NTERMEDIATEæSHAFTæBEARING
079 21 82-1.3.3.0
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator

MAN B&W 5.18
Page 1 of 8
MAN Alpha Controllable Pitch Propeller and Alphatronic Propulsion Control
MAN Diesel & Turbo’s MAN Alpha Controllable VBS type CP propeller designation and range
Pitch propeller
The VBS type CP propellers are designated ac-
On MAN Diesel & Turbo’s MAN Alpha VBS type cording to the diameter of their hubs, i.e. ‘VBS2150’
Controllable Pitch (CP) propeller, the hydraulic indicates a propeller hub diameter of 2,150 mm.
servo motor setting the pitch is built into the pro-
peller hub. A range of different hub sizes is avail- The standard VBS type CP propeller programme,
able to select an optimum hub for any given com- its diameters and the engine power range covered
bination of power, revolutions and ice class. is shown in Fig. 5.18.01.
Standard blade/hub materials are NiAlbronze. The servo oil system controlling the setting of the
Stainless steel is available as an option. The pro- propeller blade pitch is shown in Fig.5.18.05.
pellers are based on ‘no ice class’ but are avail-
able up to the highest ice classes.
Propeller Diameter
(mm)
11,000
10,000 VB S215 0
VB S206 0
9,000 V B S197
0
V B S189
0
V B S1810
8,000 V B S173
0
V B S16 4
0
7,000 V B S155
0
V B S14
50
6,000 V B S13
50
V B S12
60
V B S1
180
5,000 V B S1
10 0
V B S1
020
VBS
4,000 940
VBS
86
VBS 0
7
VBS 90
3,000 V B 720 Hub sizes:
S
VB 660 Small: VBS600 - 940
S6
00 Medium: VBS1020 - 1640
2,000
Large: VBS1730 - 2150
1,000
0
0 5 10 15 20 25 30 35 40 45 50
Engine Power (1,000 kW)
178 22 239.2
Fig. 5.18.01: MAN Alpha type VBS Mk 5 Controllable Pitch (CP) propeller range. As standard the VBS Mk 5 versions
are 4-bladed; 5-bladed versions are available on request
MAN B&W 70-26 engines 198 46 953.6

MAN B&W 5.18
Page 2 of 8
Data Sheet for Propeller
Identification: _______________________________
S W I
178 22 360.0
Fig. 5.18.02a: Dimension sketch for propeller design purposes
Type of vessel: ______________________________

For propeller design purposes please provide us
with the following information:
1. S: ______________ mm 7. Maximum rated power of shaft generator: kW

W: _____________ mm
I: _______________ mm (as shown above) 8. Optimisation condition for the propeller:
To obtain the highest propeller efficiency
2. Stern tube and shafting arrangement layout please identify the most common service con-
dition for the vessel.
3. Propeller aperture drawing
Ship speed: ___________________________ kn
4. Complete set of reports from model tank (re- Engine service load:____________________ %
sistance test, selfpropulsion test and wake Service/sea margin: ____________________ %
measurement). In case model test is not avail- Shaft generator service load: ____________ kW
able the next page should be filled in. Draft: _________________________________ m
5. Drawing of lines plan 9. Comments:
6. Classification Society: __________

Ice class notation: _____________
Table 5.18.02b: Data sheet for propeller design purposes
MAN B&W 70-26 engines 198 46 953.6

MAN B&W 5.18
Page 3 of 8
Main Dimensions
Symbol Unit Ballast Loaded

Length between perpendiculars LPP m
Length of load water line LWL m
Breadth B m
Draft at forward perpendicular TF m
Draft at aft perpendicular TA m
Displacement o m3
Block coefficient (LPP) CB
Midship coefficient CM
Waterplane area coefficient CWL
Wetted surface with appendages S m2
Centre of buoyancy forward of LPP/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
178 22 970.0
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller clearance
To reduce pressure impulses and vibrations emit- Dismant-

High-skew Nonskew Baseline
ted from the propeller to the hull, MAN Diesel & ling
Hub propeller propeller clearance
Turbo recommends a minimum tip clearance as of cap
Y mm Y mm Z mm
shown in Fig. 5.18.04. X mm
VBS 600 120
For ships with slender aft body and favourable VBS 660 130
inflow conditions the lower values can be used, VBS 720 140
whereas full afterbody and large variations in VBS 790 155
wake field cause the upper values to be used. VBS 860 170
VBS 940 185
In twinscrew ships the blade tip may protrude VBS 1020 200
below the base line. VBS 1100 215
VBS 1180 230
VBS 1260 245 1520% 2025% Min.
VBS 1350 265 of D of D 50100
VBS 1460 280
Y
VBS 1550 300

VBS 1640 320
VBS 1730 340
VBS 1810 355
D
VBS 1890 370

X
VBS 1970 385
VBS 2060 405
Baseline
Z
VBS 2150 425

178 22 372.0 216 56 93-7.3.1
Fig. 5.18.04: Propeller clearance
MAN B&W 70-26 engines 198 46 953.6

MAN B&W 5.18
Page 4 of 8
Servo oil system for VBS type CP propeller
The design principle of the servo oil system for If deviation occurs, a proportional valve is actu-
MAN Diesel & Turbo’s MAN Alpha VBS type CP ated. Hereby high pressure oil is fed to one or the
propeller is shown in Fig. 5.18.05. other side of the servo piston, via the oil distribu-
tor ring, until the desired propeller pitch has been
The VBS system consists of a servo oil tank unit, reached.
the Hydraulic Power Unit, and a coupling flange
with electrical pitch feedback box and oil distribu- The pitch setting is normally remote controlled,
tor ring. but local emergency control is possible.
The electrical pitch feedback box continuously

measures the position of the pitch feedback ring
and compares this signal with the pitch order sig-
nal.
(YDRAULICæ0OWERæ5NIT
/ILæTANK
FORWARD
SEAL
3TERN
TUBEæOIL 0ITCH
TANK ORDER
0)
0!,
4)
0) 0!( 0!,
4!(
,!, 03, 03,

- -
3ERVO
PISTON
0ITCH
FEEDBACK
(YDRAULIC
,IPæRINGæSEALS PIPE
- -
0ROPELLERæSHAFT
:INC -ONOBLOCK 3TERN /ILæDISTRIBUTION $RAIN

ANODE HUB TUBE RING TANK
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Alpha VBS type CP propeller
MAN B&W 70-26 engines 198 46 953.6

MAN B&W 5.18
Page 5 of 8
Hydraulic Power Unit for MAN Alpha CP pro-

peller
The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
for MAN Diesel & Turbo’s MAN Alpha CP propeller valve.
shown in Fig. 5.18.06, consists of an oil tank with all
other components top mounted to facilitate instal- The return oil is led back to the tank via a thermo-
lation at yard. static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms accord-
tank through a suction filter and deliver high pres- ing to the Classification Society’s requirements
sure oil to the proportional valve. as well as necessary pressure and temperature
indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.
178 22 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Alpha CP propeller, the servo oil tank unit
MAN B&W 70-26 engines 198 53 208.3

MAN B&W 5.18
Page 6 of 8
MAN Alphatronic 2000 Propulsion Control

System
MAN Diesel & Turbo’s MAN Alphatronic 2000 Pro- • Thrust control with optimization of propeller
pulsion Control System (PCS) is designed for con- pitch and shaft speed. Selection of combina-
trol of propulsion plants based on diesel engines tor, constant speed or separate thrust mode is
with CP propellers. The plant could for instance possible. The rates of changes are controlled to
include tunnel gear with PTO/PTI, PTO gear, mul- ensure smooth manoeuvres and avoidance of
tiple engines on one gearbox as well as multiple propeller cavitation.
propeller plants.
• A Load control function protects the engine
As shown in Fig. 5.18.07, the propulsion control against overload. The load control function con-
system comprises a computer controlled system tains a scavenge air smoke limiter, a load pro-
with interconnections between control stations via gramme for avoidance of high thermal stresses
a redundant bus and a hard wired backup control in the engine, an automatic load reduction and
system for direct pitch control at constant shaft an engineer controlled limitation of maximum
speed. load.
The computer controlled system contains func- • Functions for transfer of responsibility be-
tions for: tween the local control stand, engine control
room and control locations on the bridge are
• Machinery control of engine start/stop, engine incorporated in the system.
load limits and possible gear clutches.
-AINæ#ONTROLæ3TATION
"RIDGEæ7ING #ENTER "RIDGEæ7ING
20- 0ITCH 20- 0ITCH 20- 0ITCH
/PERATOR /PERATOR %3æ%MERGENCYæ3TOP /PERATOR

0ANELæ
%3 0ANEL "5 %3 0ANELæ
%3
"5æ"ACK5Pæ#ONTROL
$UPLICATEDæ.ETWORK
(ANDLES
"RIDGE INTERFACE
3HIPS 20- 0ITCH

!LARM
3YSTEM
3YSTEMæFAILUREæALARMæ,OADæREDUCTIONæ,OADæREDæ#ANCELæALARM
/PERATOR
0ANEL
%NGINEæ#ONTROLæ2OOM
%NGINEæ2OOM 3TART3TOP3LOWæTURNINGæ3TARTæBLOCKINGæ2EMOTE,OCAL

'OVERNORæLIMITERæCANCEL 3HAFTæ'ENERATOR
3PEEDæ3ET æ0-3
&UELæ)NDEX
#HARGEæ!IRæ0RESS 0ROPULSION !UXILIARYæ#ONTROL
#ONTROL %QUIPMENT
'OVERNOR
,OCALæENGINEæ %NGINEæOVERLOADæMAXæLOAD
CONTROL 3YSTEM
0ITCHæ3ET #OORDINATED
)NæGOVERNOR
34/0
34/0
#ONTROL
34!24
0ROPELLERæ0ITCH 2EMOTE,OCAL
34/0
/6%2 /PERATOR "ACKUPæSELECTED 3YSTEM

,/!$ #LOSEDæ,OOP
0ANEL #ONTROLæ"OX
/0ç0
0) 0) %NGINEæSPEED
0ITCH
!HEAD 3HUTæDOWNæ3HUTæDOWNæRESETCANCEL
!STERN )
4ERMINALSæFOR %NGINE
0)
ENGINEæMONITORING SAFETY
SENSORS SYSTEM
4ERMINALSæFOR
PROPELLER
MONITORING
SENSORS 0ITCH
178 22 406.1
Fig. 5.18.07: MAN Alphatronic 2000 Propulsion Control System
MAN B&W 70-26 engines 198 53 221.5

MAN B&W 5.18
Page 7 of 8
Propulsion control station on the main bridge
For remote control, a minimum of one control sta- • Propeller monitoring panel with backup in-
tion located on the bridge is required. struments for propeller pitch and shaft speed.
This control station will incorporate three mod- • Thrust control panel with control lever for
ules, as shown in Fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
• Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis-
play with information of condition of operation
and status of system parameters.
æ
02/0%,,%2 02/0%,,%2
20- 0)4#(

"!#+æ50
). 4!+%
#/.42/,
#/.42/, #/.42/,
/./&&
178 22 418.1
Fig. 5.18.08: Main bridge station standard layout
MAN B&W 70-26 engines 198 53 221.5

MAN B&W 5.18
Page 8 of 8
Renk PSC Clutch for auxilliary propulsion sys- Further information about MAN Alpha CP pro-
tems peller
The Renk PSC Clutch is a shaftline declutching For further information about MAN Diesel & Turbo’s
device for auxilliary propulsion systems which MAN Alpha Controllable Pitch (CP) propeller and
meets the class notations for redundant propul- the Alphatronic 2000 Remote Control System,
sion. please refer to our publications:
The Renk PSC clutch facilitates reliable and CP Propeller – Product Information
simple ‘take home’ and ‘take away’ functions in
twostroke engine plants. It is described in Sec- Alphatronic 2000 PCS Propulsion Control System
tion 4.04.
www.marine.man.eu → ’Propeller & Aft Ship’.
MAN B&W 70-26 engines 198 53 221.5

MAN B&W
List of Capacities:
Pumps, Coolers &
Exhaust Gas
6
MAN B&W 6.01
Page 1 of 1
Calculation of List of Capacities
Updated engine and capacities data is available Furthermore, among others, the exhaust gas data
from the CEAS application at www.marine.man.eu depends on the ambient temperature conditions.
→ ’Two-Stroke’ → ’CEAS Engine Calculations’.
For a derated engine, calculations of:
This chapter describes the necessary auxiliary
machinery capacities to be used for a nominally • Derated capacities
rated engine. The capacities given are valid for
seawater cooling system and central cooling wa- • Available heat rate, for example for freshwater
ter system, respectively. production
For a derated engine, i.e. with a specified MCR • Exhaust gas amounts and temperatures
different from the nominally rated MCR point, the
list of capacities will be different from the nominal can be made in the CEAS application available at
capacities. the above link.
Nomenclature
In the following description and examples of the auxiliary machinery capacities in Section 6.02, the below
nomenclatures are used:
Engine ratings Point / Index Power Speed

Nominal maximum continuous rating (NMCR) L1 PL1 nL1
Specified maximum continuous rating (SMCR) M PM nM
Normal continuous rating (NCR) S PS nS
Fig. 6.01.01: Nomenclature of basic engine ratings
Parameters Cooler index Flow index

M = Mass flow air scavenge air cooler exh exhaust gas
Fig. 6.01.02: Nomenclature of coolers and volume flows, etc.
Engine configurations related to SFOC
The engine type is available in the following ver-

sion with respect to the efficiency of the turbo-
charger alone:
Conventional turbocharger, the basic design

(EoD: 4 59 107) and for which the lists of capaci-
ties Section 6.03 are calculated.
MAN B&W 40-30 engines dot 5 and higher 199 04 19-4.0

MAN B&W 6.02
Page 1 of 1
List of Capacities and Cooling Water Systems
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to NMCR.
Complying with IMO Tier II NOx limitations.
Heat radiation and air consumption
The heat dissipation figures include 10% extra
margin for overload running except for the scav- The radiation and convection heat losses to the
enge air cooler, which is an integrated part of the engine room is around 1% of the engine nominal
diesel engine. power (kW in L1).
The air consumption is approximately 98.2%

Cooling Water Systems of the calculated exhaust gas amount, ie.
Mair = Mexh x 0.982.
The capacities given in the tables are based on
tropical ambient reference conditions and refer to
engines with high efficiency/conventional turbo- Flanges on engine, etc.
charger running at nominal MCR (L1) for:
The location of the flanges on the engine are shown
• Seawater cooling system, in: ‘Engine pipe connections’, and the flanges are
See diagram, Fig. 6.02.01 and nominal capaci- identified by reference letters stated in the list of
ties in Fig. 6.03.01 ‘Counterflanges’; both can be found in Chapter 5.
• Central cooling water system, The diagrams use the ‘Basic symbols for piping’,
See diagram, Fig. 6.02.02 and nominal capaci- the symbols for instrumentation are according to
ties in Fig. 6.03.01 ‘ISO 12191’ / ‘ISO 12192’ and the instrumenta-
tion list both found in Appendix A.
Scavenge air cooler
45 C
Seawater Seawater outlet

32 C 38 C
Lubricating oil cooler Jacket water cooler
80 C
178 11 264.2
Fig. 6.02.01: Diagram for seawater cooling system
Seawater outlet
80 C
Jacket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
178 11 276.2
Fig. 6.02.02: Diagram for central cooling water system
MAN B&W MC/MC-C, K98-80ME/ME-C, 198 74 63-3.1

S/L90-50ME-C8/7/-GI, S60-46ME-B8,
S50ME-B9.3, G45-40ME-C9, G/S40-30ME-B9
MAN B&W 6.03
Page 1 of 4

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MAN B&W G40ME-C9.5 198 93 73-3.1

MAN B&W 6.03
Page 2 of 4

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MAN B&W G40ME-C9.5 198 93 73-3.1

MAN B&W 6.03
Page 3 of 4

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MAN B&W G40ME-C9.5 198 93 73-3.1

MAN B&W 6.03
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MAN B&W G40ME-C9.5 198 93 73-3.1

MAN B&W 6.04
Page 1 of 3
Auxiliary Machinery Capacities
Further to the auxiliary machinery capacities for

a nominally rated engine shown in Section 6.03,
the dimensioning of heat exchangers (coolers) and
pumps for derated engines as well as calculating
the:
• List of capacities for derated engine
• Available heat to be removed, for example for

freshwater production
• Exhaust gas amounts and temperatures
can be made in the CEAS application descibed in

Section 20.02.
The CEAS application is available at www.marine.

man.eu → ’Two-Stroke’ → ’CEAS Engine Calcula-
tions’.
Pump pressures and temperatures
The pump heads stated in the table below are for

guidance only and depend on the actual pressure
drop across coolers, filters, etc. in the systems.
Pump Max. working

head, bar temp. ºC
Fuel oil supply pump 4 100
Fuel oil circulating pump 6 150
Lubricating oil pump 4.1 70
Seawater pump, for seawater
2.5 50
cooling system
Seawater pump, for central
2.0 50
cooling water system
Central cooling water pump 2.5 80
Jacket water pump 3.0 100
Flow velocities
For external pipe connections, we prescribe the

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

Heavy fuel oil .............................................. 0.6 m/s
Lubricating oil ............................................. 1.8 m/s
Cooling water ............................................. 3.0 m/s
MAN B&W S50 Mk8 dot 5 and higher, 199 04 33-6.2

G40 Mk 9 dot 5 and higher
MAN B&W 6.04
Page 2 of 3
Centrifugal pump selection
Pump pressure head (H)
Pump QH curve Specified nominal

duty point
Max. capacity
45% of max. capacity

Duty point
Pipe system pressure
in between
characteristic
Pump flow capacity (Q)
079 08 81-9.0.0a
Fig. 6.04.01: Location of the specified nominal duty point (SNDP) on the pump QH curve
When selecting a centrifugal pump, it is recom- The SNDP must be located in the range of 45 to
mended to carefully evaluate the pump QH (ca- 85% of the pump’s maximum capacity, see Fig.
pacity/head) curve in order for the pump to work 6.04.01.
properly both in normal operation and under
changed conditions. But also for ensuring that the Thus, the pump will be able to operate with slight-
maximum pipe design pressure is not exceeded. ly lower or higher pipe system pressure charac-
teristic than specified at the design stage, without
The following has to be evaluated: the risk of cavitation or too big variations in flow.
• Location of the specified nominal duty point

(SNDP) on the pump QH curve Pump QH curve slope
• Pump QH curve slope At the location of the SNDP, the pump capacity
should not decrease by more than 10% when the
• Maximum available delivery pressure from the pressure is increased by 5%, see Fig. 6.04.02.
pump.
This way, the flow stays acceptable even if the
pipe system pressure is higher than expected and
Location of the duty point on the pump QH the flow does not change too much, for example
curve when a thermostatic valve changes position.
Particularly important is the location of the speci-

fied nominal duty point (SNDP) on the pump QH
curve: the SNDP is equal to the intersection of
the pump QH curve and the pipe system pressure
characteristic, which is defined at the design stage.
MAN B&W engines dot 5 and higher 199 04 21-6.1

MAN B&W 6.04
Page 3 of 3
Max. 10%
decreased capacity
By 5% increased pressure

Specified nominal
duty point
Pump flow capacity (Q)

079 08 81-9.0.0b
Fig. 6.04.02: Pump QH curve slope
Maximum available pump delivery pressure The maximum available delivery pressure from the
pump will occur e.g. when a valve in the system is
It is important to evaluate, if the maximum avail- closed, see Fig. 6.04.03.
able delivery pressure from the pump contributes
to exceeding the maximum allowable design pres- The maximum allowable pipe system design pres-
sure in the pipe system. sure must be known in order to make the pressure
rate sizing for equipment and other pipe compo-
nents correctly.
Duty point at closed valve
Pump QH curve
Maximum available
delivery pressure
0
0 Pump flow capacity (Q)
079 08 81-9.0.0c
Fig. 6.04.03: Maximum available pump delivery pressure

MAN B&W
Fuel
7
MAN B&W 7.01
Page 1 of 4
Pressurised Fuel Oil System
The system is so arranged that both diesel oil and Fuel considerations
heavy fuel oil can be used, see Fig. 7.01.01.
When the engine is stopped, the circulating
From the service tank the fuel is led to an electri- pump will continue to circulate heated heavy fuel
cally driven supply pump by means of which a through the fuel oil system on the engine, thereby
pressure of approximately 4 bar can be main- keeping the fuel pumps heated and the fuel valves
tained in the low pressure part of the fuel circulat- deaerated. This automatic circulation of preheated
ing system, thus avoiding gasification of the fuel in fuel during engine standstill is the background
the venting box in the temperature ranges applied. for our recommendation: constant operation on
heavy fuel.
The venting box is connected to the service tank
via an automatic deaerating valve, which will re- In addition, if this recommendation was not fol-
lease any gases present, but will retain liquids. lowed, there would be a latent risk of diesel oil and
heavy fuels of marginal quality forming incompat-
From the low pressure part of the fuel system the ible blends during fuel change over or when oper-
fuel oil is led to an electricallydriven circulating ating in areas with restrictions on sulpher content
pump, which pumps the fuel oil through a heater in fuel oil due to exhaust gas emission control.
and a full flow filter situated immediately before
the inlet to the engine. In special circumstances a changeover to diesel
oil may become necessary – and this can be per-
The fuel injection is performed by the electroni- formed at any time, even when the engine is not
cally controlled pressure booster located on the running. Such a changeover may become neces-
Hydraulic Cylinder Unit (HCU), one per cylinder, sary if, for instance, the vessel is expected to be
which also contains the actuator for the electronic inactive for a prolonged period with cold engine
exhaust valve activation. e.g. due to:
The Cylinder Control Units (CCU) of the Engine • docking

Control System (described in Section 16.01) cal- • stop for more than five days
culate the timing of the fuel injection and the ex- • major repairs of the fuel system, etc.
haust valve activation.
The builton overflow valves, if any, at the supply
To ensure ample filling of the HCU, the capacity of pumps are to be adjusted to 5 bar, whereas the
the electricallydriven circulating pump is higher external bypass valve is adjusted to 4 bar. The
than the amount of fuel consumed by the diesel pipes between the tanks and the supply pumps
engine. Surplus fuel oil is recirculated from the en- shall have minimum 50% larger passage area than
gine through the venting box. the pipe between the supply pump and the circu-
lating pump.
To ensure a constant fuel pressure to the fuel
injection pumps during all engine loads, a spring If the fuel oil pipe ‘X’ at inlet to engine is made as
loaded overflow valve is inserted in the fuel oil a straight line immediately at the end of the en-
system on the engine. gine, it will be necessary to mount an expansion
joint. If the connection is made as indicated, with
The fuel oil pressure measured on the engine (at a bend immediately at the end of the engine, no
fuel pump level) should be 78 bar, equivalent to a expansion joint is required.
circulating pump pressure of 10 bar.
MAN B&W ME/MEC/ME-B/GI/LGI engines 198 42 282.8

MAN B&W 7.01
Page 2 of 4
Fuel Oil System
Deck
From
centrifuges #)
Aut. deaerating valve
Deck Drain to
Aut. deaerating valve settling tank
Venting tank Overflow to
Venting tank
Arr. of main engine fuel oil system. settling tank
(See Fig. 7.03.01)
Top of fuel oil service tank
High- Ultra-lowDiesel Distillate
Heavy fuel oil oil
sulphur
service tank sulphurservice fuel oil
FF HFO fuel oil tank
AF If the fuel oil pipe to engine is made as a straight line D* )
immediately before the engine, it will be necessary to
mount an expansion unit. If the connection Cooling
is made
XX D *)
BD medium
as indicated, with a bend immediately before the
engine, no expansion unit is required. inlet
D* )
No valve in Air cooler D *)
drain pipe Temperature
TE 8005 sensorPT 8002
between
engine Overflow
PI PI TI TI valve
and tank Main engine Distillate fuel
TI TI cooler **) adjusted D *)
Viscosity to 4 bar
a) sensor
a)
a) d* )
32 mm Heater Circulating pumps Supply pumps Cooler for protection
Nominal bore Pre- d *)
Circulating Distillate fuel of supply pumps against
heater Supply cooler
VT 8004 pumps pumps too warm oil and thus
Fullflow too low viscosity
filter Full flow filter.
Steam
For filter type see engine spec.
inlet Cooling
Distillate medium
overflow Condensate inlet
tank outlet
HFO HFO returned to the service or settling tank, distillate fuel
drain tank oil to the ultra-low sulphur fuel or distillate fuel oil tank
overflow
tank
#) Approximately the following quantity of fuel oil should be treated in the centrifuges: 0.23 l/kwh
The capacity of the centrifuges to be according to manufacturer’s recommendation
*) D to have min. 50% larger passage area than d
** ) Cooler can alternatively be placed after filter, before engine inlet

178 70 06-1.2.2
Distillate fuel
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150 °C

b) Tracing drain lines: By jacket cooling water
The letters refer to the list of ‘Counterflanges’
Fig. 7.01.01: Fuel oil system
MAN B&W 50-35MC-C, 50-30ME-C/ME-B/-GI/-LGI, 199 04 27-7.1

42-26MC
MAN B&W 7.01
Page 3 of 4
Heavy fuel oil tank Leakage oil amount dependencies
This type of tank should be used for any residual Due to tolerances in the fuel pumps, the table
fuel usage. (It can also be used for distillate fuel). figures may vary and are therefore for guidance
The tank must be designed as high as possible only. In fact, the leakage amount relates to the
and equipped with a sloping bottom in order to clearance between plunger and barrel in the third
collect the solid particles settling from the fuel oil. power. Thus, within the drawing tolerances alone,
the table figures can vary quite a lot.
The tank outlet to the supply pumps must be
placed above the slope to prevent solid particles The engine load, however, has little influence on
to be drawn into the heavy fuel oil supply pumps. the drain amount because the leakage does not
An overflow pipe must be installed inside the tank originate from the high-pressure side of the fuel
below the pump outlet pipe to ensure that only pump. For the same reason, the varying leakage
‘contaminated’ fuel is pumped back to settling amount does not influence the injection itself.
tank.
The figures in Table 7.01.02 are based on fuel oil
A possibility of returning the day tank content to with 12 cSt viscosity. In case of distillate fuel oil,
the settling tank must be installed for cases where the figures can be up to 6 times higher due to the
the day tank content has not been used for some lower viscosity.
time.
Fuel oil drains in service and for overhaul

Drain of clean fuel oil from HCU, pumps, pipes
The main purpose of the drain ‘AF’ is to collect
The HCU Fuel Oil Pressure Booster has a leakage pure fuel oil from the fuel pumps as well as the
drain of clean fuel oil from the umbrella sealing unintentional leakage from the high pressure
through ‘AF’ to the fuel oil drain tank. pipes.
The drain amount in litres per cylinder per hour is From the overflow tank, the drained fuel oil is led
approximately as listed in Table 7.01.02. to the heavy fuel oil (HFO) tank or to the settling
tank. In case of ultra low sulphur (ULSFO) or distil-
This drained clean oil will, of course, influence the late fuel oil, the piping should allow the fuel oil to
measured SFOC, but the oil is not wasted, and the be pumped to the ultra low sulphur or distillate
quantity is well within the measuring accuracy of fuel oil tank.
the flowmeters normally used.
The ‘AF’ drain is provided with a box for giving
Engine bore, ME/ME-C, ME-B Flow rate, alarm in case of leakage in a high pressure pipe.
(incl. -GI & -LGI versions) litres/cyl./hr.
50 0.5 The size of the sludge tank is determined on the
45, 40 0.3 basis of the draining intervals, the classification
35, 30 0.1 society rules, and on whether it may be vented
directly to the engine room.
Table 7.01.02: Drain amount from fuel oil pump umbrel- Drain ‘AF’ is shown in Fig. 7.03.01.
la seal, figures for guidance
MAN B&W 50-30 ME/ME-C/ME-B/-GI/-LGI engines 198 76 61-0.7

MAN B&W 7.01
Page 4 of 4
Drain of contaminated fuel etc. Further information about fuel oil specifications
and other fuel considerations is available in our
Leakage oil, in shape of fuel and lubricating oil publications:
contaminated with water, dirt etc. and collected
by the HCU Base Plate top plate (ME only), as well Guidelines for Fuels and Lubes Purchasing
as turbocharger cleaning water etc. is drained off
through the bedplate drains ‘AE’. Guidelines for Operation on Fuels with less than
0.1% Sulphur
Drain ‘AE’ is shown in Fig. 8.07.02.
Heating of fuel drain pipes Papers’.
Owing to the relatively high viscosity of the heavy

fuel oil, it is recommended that the drain pipes
and the fuel oil drain tank are heated to min. 50 °C,
but max. 100 °C.
The drain pipes between engine and tanks can

be heated by the jacket water, as shown in Fig.
7.01.01 ‘Fuel oil system’ as flange ‘BD’. (Flange
BD and the tracing line are not applicable on MC/
MC-C engines type 42 and smaller).
Fuel oil flow velocity and viscosity

following maximum flow velcities:
Marine diesel oil .......................................... 1.0 m/s

Heavy fuel oil ............................................... 0.6 m/s
The fuel viscosity is influenced by factors such as

emulsification of water into the fuel for reducing
the NOx emission.
Cat fines
Cat fines is a by-product from the catalytic crack-

ing used in fuel distillation. Cat fines is an ex-
tremely hard material, very abrasive and damag-
ing to the engine and fuel equipment. It is recom-
mended always to purchase fuel with as low cat
fines content as possible.
Cat fines can to some extent be removed from the

fuel by means of a good and flexible tank design
and by having optimum conditions for the separa-
tor in terms of flow and high temperature.
MAN B&W engines 199 03 55-7.2

MAN B&W 7.02
Page 1 of 1
Fuel Oils
Marine diesel oil: Guiding heavy fuel oil specification
Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specification
shown below.
Heavy fuel oil (HFO) Heavy fuel oils limited by this specification have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 °C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 °F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:2012, British Standard 6843 and to
CIMAC recommendations regarding require- Guiding specification (maximum values)
ments for heavy fuel for diesel engines, fourth
Density at 15 °C kg/m3 < 1.010*
edition 2003, in which the maximum accept-
able grades are RMH 700 and RMK 700. The Kinematic viscosity
abovementioned ISO and BS standards super- at 100 °C cSt < 55
sede BSMA 100 in which the limit was M9.
at 50 °C cSt < 700
The data in the above HFO standards and speci- Flash point °C > 60
fications refer to fuel as delivered to the ship, i.e. Pour point °C < 30
before on-board cleaning. Carbon residue % (m/m) < 20
Ash % (m/m) < 0.15
In order to ensure effective and sufficient clean-
ing of the HFO, i.e. removal of water and solid Total sediment potential % (m/m) < 0.10
contaminants, the fuel oil specific gravity at 15 °C Water % (v/v) < 0.5
(60 °F) should be below 0.991, unless modern Sulphur % (m/m) < 4.5
types of centrifuges with adequate cleaning abili-
Vanadium mg/kg < 450
ties are used.
Aluminum + Silicon mg/kg <60
Higher densities can be allowed if special treat- Equal to ISO 8217:2010 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clarifiers are installed
Current analysis information is not sufficient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above figures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specific gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difficulties. possible fuel oil system changes.
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines 198 38 80-4.7

MAN B&W 7.03
Page 1 of 1
Fuel Oil Pipes and Drain Pipes
Fore Aft
Fuel valves
Supplied
Yard supply with engine Drain
for fuel
oil
LS 8006 AH
Leakage alarm
Leakage, high Fuel oil
press. pipes outlet
(umbrella)
Mixed oil drain Counter-pressure valve
Pressure
Drain, booster Baseplate
pump foot
ZV 8020 Z LS 4112 AH
Fuel oil
return pipe
X
Baseplate
F AE drain alarm
AE Fuel oil inlet
TE 8005 I
TI 8005 PI 8001 To sludge tank
Fuel cut-out system AF To sludge tank
(Supplied with engine) TE 8005 I PT 8001 I AL
Only for Germanischer Lloyd Clean HFO return to HFO service tank
or settling tank
The letters refer to list of ‘Counterflanges’
The item no. refer to ‘Guidance values automation’
317 13 06-6.1.1
Fig. 7.03.01: Fuel oil and drain pipes
MAN B&W 50-40ME-C/-GI/-LGI 198 76 68-3.2

MAN B&W 7.04
Page 1 of 3
Fuel Oil Pipe Insulation
Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests speci- The flanges and valves are to be insulated by
fied and approved by the respective classification means of removable pads. Flange and valve pads
society and/or authorities, Fig. 7.04.01. are made of glass cloth, minimum 400 g/m2,
containing mineral wool stuffed to minimum 150
The directions mentioned below include insulation kg/m3.
of hot pipes, flanges and valves with a surface
temperature of the complete insulation of maxi- Thickness of the pads to be:
mum 55 °C at a room temperature of maximum 38 Fuel oil pipes ................................................ 20 mm
°C. As for the choice of material and, if required, Fuel oil pipes and heating pipes together .... 30 mm
approval for the specific purpose, reference is
made to the respective classification society. The pads are to be fitted so that they lap over the
pipe insulating material by the pad thickness. At
flanged joints, insulating material on pipes should
Fuel oil pipes not be fitted closer than corresponding to the
minimum bolt length.
The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with
glass cloth of minimum 400 g/m2. Mounting
Mounting of the insulation is to be carried out in

Fuel oil pipes and heating pipes together accordance with the supplier’s instructions.
Two or more pipes can be insulated with 30 mm

wired mats of mineral wool of minimum 150 kg/m3
covered with glass cloth of minimum 400 g/m2.
!ç!
"ç"
&ORE &UELæOILæINLET
! #YLæ "
%
&UNNELæANDæ
8 & PIPEæMM
NOTæTOæBEæINSULATED &UELæOILæDRAIN
"&æ"8 ! " UMBRELLA
$RAINæPIPEæFUELæOIL
&UELæOILæOUTLET
!ç!
&UELæOILæINLET
(EATINGæPIPE
% &UELæOILæOUTLET
3EENæFROMæCYLæSIDE
(EATINGæPIPE
#YLæ &ORE
!$
!&
"$
178 50 65 0.2
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines, 198 40 518.3

Engine Selection Guide
MAN B&W 7.04
Page 2 of 3
Heat Loss in Piping
Temperature difference between pipe and room

°C
20
30
s
es
40
kn
ic
th
50
n
60
tio
la
su 70 0
In 8 0
9 0
10 0
12
0
16
0
20
Heat loss watt/meter pipe

Pipe diameter mm
178 50 602.0
Fig. 7.04.02: Heat loss/Pipe cover
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines, 198 40 518.3

MAN B&W 7.04
Page 3 of 3
Fuel Oil Pipe Heat Tracing
The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 ºC.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.
Fresh cooling
Cyl. 1 2 fuel valves 3 fuel valves water outlet
L
Fuel valves
See drawing ‘Fuel oil pipes insulation’
High pressure pipes
Hydraulic cylinder unit

F
BX
AD
AF
X BD
BF
The letters refer to list of ‘Counterflanges’ 121 15 23-1.4.0
Fig. 7.04.03: Fuel oil pipe heat tracing
Fuel Oil and Lubricating Oil Pipe Spray Shields
In order to fulfil IMO regulations, fuel oil and lubri- To avoid leaks, the spray shields are to be in-
cating oil pipe assemblies are to be enclosed by stalled after pressure testing of the pipe system.
spray shields as shown in Fig. 7.04.04a and b.
!NTIçSPLASHINGæTAPE #LAMPINGæBANDS
/VERLAP
4HEæTAPEæISæTOæBEæWRAPPEDæINæACCORDANCEæWITHæ 0LATEææMMæTHICKNESS 4HEæWIDTHæISæTOæCOVERæ

THEæMAKERSæINSTRUCTIONæFORæCLASSæAPPROVAL HEADæOFæBOLTSæANDæNUTS
178 52 555.2
Fig. 7.04.04a: Spray Shields by anti-splashing tape Fig. 7.04.04b: Spray Shields by clamping bands
MAN B&W 50-40ME-C/-GI/-LGI 199 04 85-1.0

MAN B&W 7.05
Page 1 of 4
Components for Fuel Oil System
Fuel oil centrifuges If it is decided after all to install an individual puri-

fier for MDO on board, the capacity should be
The manual cleaning type of centrifuges are based on the above recommendation, or it should
not to be recommended. Centrifuges must be be a centrifuge of the same size as that for HFO.
selfcleaning, either with total discharge or with
partial discharge. The Specified MCR can be used to determine the
capacity. The centrifuge capacity must always be
Distinction must be made between installations for: higher than the calculated capacity. It is recom-
• Specific gravities < 0.991 (corresponding to ISO mended to follow the CIMAC Recommendation:
8217: RMA-RMD grades and British Standard
6843 from RMA to RMH, and CIMAC from A to Recommendations concerning the design of
Hgrades) heavy fuel treatment plants for diesel engines.
• Specific gravities > 0.991 (corresponding to ISO
8217: RME-RMK grades and CIMAC Kgrades).
Fuel oil supply pump
For the latter specific gravities, the manufacturers
have developed special types of centrifuges, e.g.: This is to be of the screw or gear wheel type.
Alfa Laval ........................................................Alcap Fuel oil viscosity, specified.... up to 700 cSt at 50 °C

Westfalia ....................................................... Unitrol Fuel oil viscosity maximum ......................1,000 cSt
Mitsubishi .............................................. EHidens II Pump head ......................................................4 bar
Fuel oil flow ........................ see ‘List of Capacities’
The centrifuge should be able to treat approxi- Delivery pressure ............................................4 bar
mately the following quantity of oil: Working temperature ................................... 100 °C
Minimum temperature .................................... 50 °C
0.23 litres/kWh in relation to CFR
(certified flow rate) The capacity stated in ‘List of Capacities’ is to be ful-
filled with a tolerance of: –0% to +15% and shall also
This figure includes a margin for: be able to cover the backflushing, see ‘Fuel oil filter’.
• Water content in fuel oil
• Possible sludge, ash and other impurities in the
fuel oil Fuel oil circulating pump
• Increased fuel oil consumption, in connection
with other conditions than ISO standard condition This is to be of the screw or gear wheel type.
• Purifier service for cleaning and maintenance.
Fuel oil viscosity, specified.... up to 700 cSt at 50 °C
Fuel oil viscosity normal ................................20 cSt
CFR according to CEN, CWA 15375 Fuel oil viscosity maximum ......................1,000 cSt
Fuel oil flow ........................ see ‘List of Capacities’
The size of the centrifuge has to be chosen ac- Pump head ......................................................6 bar
cording to the supplier’s table valid for the selected Delivery pressure .......................................... 10 bar
viscosity of the Heavy Fuel Oil and in compliance Working temperature ................................... 150 °C
with CFR or similar. Normally, two centrifuges are in-
stalled for Heavy Fuel Oil (HFO), each with adequate The capacity stated in ‘List of Capacities’ is to be ful-
capacity to comply with the above recommendation. filled with a tolerance of: –0% to +15% and shall also
be able to cover the backflushing, see ‘Fuel oil filter’.
A centrifuge for Marine Diesel Oil (MDO) is not a
must. However, MAN Diesel & Turbo recommends Pump head is based on a total pressure drop in
that at least one of the HFO purifiers can also filter and preheater of maximum 1.5 bar.
treat MDO.
MAN B&W MC/MC-C, ME/MEC/ME-B/GI/-LGI engines 198 39 512.9

MAN B&W 7.05
Page 2 of 4
Fuel oil heater Fuel oil viscosity specified .. up to 700 cSt at 50 °C

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 outlet temperature ........................... 150 °C
chart’, Fig. 7.05.01. The chart is based on informa- Steam supply, saturated ..........................7 bar abs
tion from oil suppliers regarding typical marine
fuels with viscosity index 7080. To maintain a correct and constant viscosity of
the fuel oil at the inlet to the main engine, the
Since the viscosity after the heater is the con- steam supply shall be automatically controlled,
trolled parameter, the heating temperature may usually based on a pneumatic or an electrically
vary, depending on the viscosity and viscosity controlled system.
index of the fuel.
Recommended viscosity meter setting is 1015 cSt.
Approximate viscosity
after heater
Temperature cSt. sec.
after heater Rw.
C
7 43
170
Normal heating limit 10 52
160
12 59
150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approximate pumping limit
50
40
30
10 15 25 35 45 55 cST/100 ˚C
30 60 100 180 380 600 cST/50 ˚C
200 400 800 1500 3500 6000 sec.Rw/100 ˚F
178 06 280.1
Fig. 7.05.01: Fuel oil heating chart

MAN B&W 7.05
Page 3 of 4
Fuel oil filter Fuel oil venting box
The filter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic filter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass filter. maximum flow of the fuel oil circulation pump,
which is listed in section 6.03.
If a double filter (duplex) is installed, it should
6ENTæPIPE
have sufficient capacity to allow the specified full NOMINALæ$
amount of oil to flow through each side of the filter
at a given working temperature with a max. 0.3
#ONE
bar pressure drop across the filter (clean filter).
(

If a filter with backflushing arrangement is

installed, the following should be noted. The re-

quired 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 4OPæOFæFUELæOILæ
SERVICEæTANK
by the amount of oil used for the backflushing, so (
)NLETæPIPE
that the fuel oil pressure at the inlet to the main en- ( NOMINALæ$
gine can be maintained during cleaning.
(
In those cases where an automatically cleaned
filter is installed, it should be noted that in order
to activate the cleaning process, certain makers of 0IPE
NOMINALæ$
filters require a greater oil pressure at the inlet to
the filter than the pump pressure specified. There-
(
fore, the pump capacity should be adequate for

/UTLETæPIPE
this purpose, too. NOMINALæ$
178 38 393.3
The fuel oil filter should be based on heavy fuel oil
of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec Flow m3/h Dimensions in mm
Redwood I/100 °F. Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
1.3 150 32 15 100 600 171.3 1,000 550
Fuel oil flow ......................... see ‘List of capacities’ 2.1 150 40 15 100 600 171.3 1,000 550
Working pressure .......................................... 10 bar 5.0 200 65 15 100 600 171.3 1,000 550
Test pressure ...................... according to class rule 8.4 400 80 15 150 1,200 333.5 1,800 1,100
11.5 400 90 15 150 1,200 333.5 1,800 1,100
Absolute fineness .......................................... 50 μm
19.5 400 125 15 150 1,200 333.5 1,800 1,100
Working temperature .................. maximum 150 °C
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Oil viscosity at working temperature ............15 cSt 43.0 500 200 15 150 1,500 402.4 2,150 1,350
Pressure drop at clean filter ........maximum 0.3 bar * The maximum flow of the fuel oil circulation pump
Filter to be cleaned at a pressure
drop of ........................................maximum 0.5 bar Fig. 07.05.02: Fuel oil venting box
Note: Flushing of the fuel oil system

Absolute fineness corresponds to a nominal fine-
ness of approximately 35 μm at a retaining rate of Before starting the engine for the first time, the
90%. system on board has to be flushed in accordance
with MAN Diesel & Turbos recommendations:
The filter housing shall be fitted with a steam jack-
et for heat tracing. Flushing of Fuel Oil System
which is available on request.

MAN B&W 7.05
Page 4 of 4
Cooling of Distillate Fuels
The external fuel systems (supply and circulat- Impact of fuel viscosity on engine operation
ing systems) have a varying effect on the heating
of the fuel and, thereby, the viscosity of the fuel Many factors influence the actually required mini-
when it reaches the engine inlet. mum viscosity tolerance during start-up and low-
load operation:
Today, external fuel systems on-board are often
designed to have an optimum operation on HFO, • engine condition and maintenance
which means that the temperature is kept high. • fuel pump wear
• engine adjustment (mainly starting index)
For low-viscosity distillate fuels like marine diesel • actual fuel temperature in the fuel system.
oil (MDO) and marine gas oil (MGO), however, the
temperature must be kept as low as possible in Although achievable, it is difficult to optimise all
order to ensure a suitable viscosity at engine inlet. of these factors at the same time. This situation
complicates operation on fuels in the lowest end
of the viscosity range.
Fuel oil viscosity at engine inlet
The recommended fuel viscosity range for MAN Fuel oil cooler
B&W two-stroke engines at engine inlet is listed in
Table 7.05.03. To build in some margin for safe and reliable op-
eration and to maintain the required viscosity at
The lower fuel viscosity limit is 2 cSt engine inlet, installation of a cooler will be neces-
sary as shown in Fig. 7.01.01.
However, 3 cSt or higher is preferable as this will
minimise the risk of having problems caused by
wear for instance. Fuel oil chiller for extreme conditions
For low-viscosity fuel grades, care must be taken For the very low viscosity distillates, and/or for
not to heat the fuel too much and thereby reduce situations when a higher minimum viscosity is
the viscosity. required, a normal freshwater or seawater cooled
cooler may not be enough to cool the fuel suf-
ficiently.
Range Fuel viscosity at engine inlet, cSt
Minimum 2 In such cases, installation of a ‘chiller’ is a possi-
Normal, distillate 3 or higher bility. This solution is rarely used, however.
Normal, HFO 10-15
Maximum 20
Viscosity requirements of fuel pumps etc.
Table 7.05.03: Recommended fuel viscosity at engine inlet
The fuel viscosity does not only affect the engine.
In fact, most pumps in the external system (supply
Information about temperature – viscosity relation- pumps, circulating pumps, transfer pumps and
ship of marine fuels is available in our publication: feed pumps for the centrifuge) also need viscosi-
ties above 2 cSt to function properly.
Guidelines for Operation on Fuels with less than
0.1% Sulphur, SL2014-593 MAN Diesel & Turbo recommends contacting the
actual pump maker for advice.
The publication is available at www.marine.man.eu
→ ’Two-Stroke’ → ’Service Letters’.

MAN B&W
Lubricating Oil
8
MAN B&W 8.01
Page 1 of 2
Lubricating and Cooling Oil System
The lubricating oil is pumped from a bottom tank has a drain arrangement so that oil condensed in
by means of the main lubricating oil pump to the the pipe can be led to a drain tank, see details in
lubricating oil cooler, a thermostatic valve and, Fig. 8.07.01.
through a fullflow filter, to the engine inlet RU,
Fig. 8.01.01. Drains from the engine bedplate ‘AE’ are fitted on
both sides, see Fig. 8.07.02 ‘Bedplate drain pipes’.
RU lubricates main bearings, thrust bearing, axial
vibration damper, piston cooling, crosshead For external pipe connections, we prescribe a
bearings, crankpin bearings. It also supplies oil maximum oil velocity of 1.8 m/s.
to the Hydraulic Power Supply unit and to moment
compensator and torsional vibration damper.
Lubrication of turbochargers
From the engine, the oil collects in the oil pan,
from where it is drained off to the bottom tank, Turbochargers with slide bearings are normally
see Fig. 8.06.01a and b ‘Lubricating oil tank, with lubricated from the main engine system. AB is
cofferdam’. By class demand, a cofferdam must outlet from the turbocharger, see Figs. 8.03.01
be placed underneath the lubricating oil tank. to 8.03.04.
The engine crankcase is vented through ‘AR’ by a Figs. 8.03.01 to 8.03.04 show the lube oil pipe
pipe which extends directly to the deck. This pipe arrangements for various turbocharger makes.
Deck
For detail of drain cowl,
Filling pipe see Fig. 8.07.01
For flow rates and capacities
for main engine, see ‘List of Engine To drain tank
Pipe size,
capacities’ for actual engine type oil
see table
8.01.02
Min. 15°
Full-flow filter,
see Section 8.05 E
Venting for
Lubricating oil inlet turbocharger/s
AR AB Drain pipe from

TI TI TI PI PI
turbocharger/s
RU
005
Pipe size,
Feeler 45 °C see table 8.01.02
Lub. oil
RW
cooler
S S
C/D C/D
For initial filling of pumps

Servo oil back-flushing, Lubricating oil bottom
25 mm valve to be located on underside see Section 8.08 tank,for arrangement of
of horizontal pipe piece oil drain, see Fig.8.06.01
25 mm. hose connection for cleaning of To and from purifiers
lubriceting oil system
Bypass valve may be omitted in cases
where the pumps have a built in bypass
Lubricating oil pumps, see Section 8.05

* Venting for MAN or Mitsubishi turbochargers only
079 27 214.8.1
Fig. 8.01.01 Lubricating and cooling oil system
MAN B&W ME/MEC/GI/LGI engines 198 42 304.7

MAN B&W 8.01
Page 2 of 2
Turbocharger venting and drain pipes
MAN Mitsubishi (MHI)

Venting pipe Drain Venting pipe Drain
No. of No. of
Type Each TC Collect TC Pipe from TC Type Each TC Collect TC Pipe from TC
TC TC
DN DN DN DN DN DN
TCR22 1 50 50 65 1 40 40 65
MET33
1 65 65 65 2 40 80 90
TCA44
2 65 100 100 1 50 50 80
MET42
1 65 65 65 2 50 65 125
TCA55
2 65 100 100 1 65 65 90
1 80 80 80 MET53 2 65 80 125
TCA66
2 80 125 125 3 65 100 150
1 100 100 100 1 80 80 100
TCA77
2 100 125 125 2 80 100 150
1 125 125 125 MET66
3 80 125 175
2 125 150 150 4 80 150 225
TCA88
3 125 200 200 1 80 80 125
4 125 250 250 2 80 100 175
MET71
3 80 125 225
ABB 4 80 150 300
1 100 100 125
Venting pipe Drain
No. of 2 100 125 175
Type Each TC Collect TC Pipe from TC MET83
TC 3 100 150 225
DN DN DN
4 100 175 300
A165-L 1 60 65 65
A265-L 1 100 100 125
2 60 80 80
2 100 125 175
A170-L 1 65 65 65 MET90
A270-L 3 100 150 225
2 65 90 90
1 65 65 65 4 100 175 300
A175-L
2 65 100 100
A275-L
3 65 125 125
1 80 80 80 For size of turbocharger inlet pipe see ‘List of capacities’
A180-L
2 80 100 100
A280-L * ) PreIiminary
3 80 125 125
1 80 80 80
A185-L 2 80 125 125 079 27 21-4.8.1
A285-L 3 80 150 150
4 80 150 150
1 80 80 80
A190-L 2 80 125 125
A290-L 3 80 150 150
4 80 175 175
1 80 90 90
A195-L
2 80 125 125
A295-L
3 80 150 150
*)
4 80 175 175
Table. 8.01.02: Turbocharger venting and drain pipes
MAN B&W ME/ME-C/ME-B/-GI/-LGI engines 199 03 67-7.1

MAN B&W 8.02
Page 1 of 2
Hydraulic Power Supply Unit
Hydraulic power for the ME hydraulic-mechanical With electrically driven pumps, the HPS unit dif-
system for activation of the fuel injection and the fers in having a total of three pumps which serve
exhaust valve is supplied by the Hydraulic Power as combined main and start-up pumps.
Supply (HPS) unit.
The HPS unit is mounted on the engine no matter
As hydraulic medium, normal lubricating oil is how its pumps are driven.
used, as standard taken from the engine’s main
lubricating oil system and filtered in the HPS unit.
HPS unit types
HPS connection to lubrication oil system Two HPS configurations are available:
Internally on the engine, the system oil inlet RU is • the STANDARD mechanically driven HPS, EoD:
connected to the HPS unit which supplies the hy- 4 40 160, with mechanically driven main pumps
draulic oil to the Hydraulic Cylinder Units (HCUs). and start-up pumps with capacity sufficient to
See Figs. 16.01.02a and 16.01.02b. deliver the start-up pressure only. The engine
cannot run with all engine driven main pumps
RW is the oil outlet from the automatic backflush- out of operation, whereas 66% engine load is
ing filter. available in case one main pump is out
The hydraulic oil is supplied to the Hydraulic Cyl- • an electrically driven HPS, option: 4 40 161, with
inder Units (HCU) located at each cylinder, where 66% engine load available in case one pump is
it is diverted to the electronic Fuel Injection sys- out.
tem, and to the electronic exhaust Valve Activation
(FIVA) system, which perform the fuel injection The electric power consumption of the electrically
and opens the exhaust valve. The exhaust valve is driven pumps should be taken into consideration
closed by the conventional ‘air spring’. in the specification of the auxilliary machinery ca-
pacity.
The electronic signals to the FIVA valves are given
by the Engine Control System, see Chapter 16,
Engine Control System (ECS).
HPS configurations
The HPS pumps are driven either mechanically

by the engine (via a step-up gear from the crank-
shaft) or electrically.
With mechanically driven pumps, the HPS unit

consists of:
• an automatic and a redundant filter

• three to five engine driven main pumps
• two electrically driven start-up pumps
• a safety and accumulator block
as shown in Fig. 8.02.01.
MAN B&W 50-40ME-C9/-GI/-LGI 199 04 87-5.0

MAN B&W
Aft Fore
WI 8812
MAN B&W 50-40ME-C/-GI/-LGI

WT 8812 I AH Y
Axial vibration damper

TI 8106 TI 8113
TE 8106 I AH Y
FS 8114 AL Y TE 8113 I AH Y
TE 8107 Z
Crosshead bearings & piston Main bearings
Hydralic oil
To hydraulic
cylinder unit
AR
Hydraulic Power Supply unit
System oil outlet
Safety and accumulator block
Engine Electrically driven

driven pumps RU
pumps
PI 8103
M M
Fig. 8.02.01: Engine driven hydraulic power supply unit and lubricating oil pipes
TE 8112 I AH PT 8108 I AL Y
TI 8112 PT 8109 Z
TI 8117 I AH Y Lubr. oil to turbocharger
PI 8108 XC 8150
Filter unit AB
TE 8117
Back-flushing oil
Redundance
Main filter RW
filter
Hydraulic Power Supply Unit, Engine Driven, and Lubricating Oil Pipes

The item no. refer to ‘Guidance Values Automation’
The piping is delivered with and fitted onto the engine
199 04 86-3.1
530 01 877.1.1
Page 2 of 2
8.02
MAN B&W 8.03
Page 1 of 1
Lubricating Oil Pipes for Turbochargers
From system oil From system oil
PI 8103
E
E
MAN TCA PI 8103

turbocharger
PT 8103 I AL MET turbocharger

TI 8117 TI 8117
TE 8117 I AH Y TE 8117 I AH Y
AB AB
121 14 96-6.2.0 126 40 87-1.3.0
Fig. 8.03.01: MAN turbocharger type TCA Fig. 8.03.02: Mitsubishi turbocharger type MET
From system oil
PT 8103 I AL
PI 8103
ABB A-L
turbocharger
TI 8117
TE 8117 I AH Y
AB
524 26 81-4.2.0
Fig. 8.03.03: ABB turbocharger type A-L
MAN B&W MC/MCC, ME/MEC/ME-B/GI/-LGI engines, 198 42 328.6

MAN B&W 8.04
Page 1 of 1
Lubricating Oil Consumption, Centrifuges and List of Lubricating Oils
Lubricating oil consumption List of lubricating oils
The system oil consumption varies for different The circulating oil (lubricating and cooling oil)
engine sizes and operational patterns. Typical must be of the rust and oxidation inhibited type of
consumptions are in the range from oil of SAE 30 viscosity grade.
negligible to 0.1 g/kWh In short, MAN Diesel and Turbo recommends the
use of system oils with the following main proper-
subject to load, maintenance condition and in- ties:
stalled equipment like PTO.
• SAE 30 viscosity grade
• BN level 5 - 10
Lubricating oil centrifuges • adequately corrosion and oxidation inhibited
• adequate detergengy and dispersancy.
Automatic centrifuges are to be used, either with
total discharge or partial discharge. The adequate dispersion and detergent proper-
ties are in order to keep the crankcase and piston
The nominal capacity of the centrifuge is to be cooling spaces clean of deposits.
according to the supplier’s recommendation for
lubricating oil, based on the figure: Alkaline circulating oils are generally superior in
this respect.
0.136 litre/kWh
The major international system oil brands listed
The Nominal MCR is used as the total installed below have been tested in service with acceptable
power. results.
Further information about lubricating oil qualities Circulating oil

is available in our publication: Company SAE 30, BN 5 10
Aegean Alfasys 305
Guidelines for Fuels and Lubes Purchasing Castrol CDX 30
Chevron Veritas 800 Marine 30
The publication is available at www.marine.man.eu ExxonMobil Mobilgard 300
→ ’Two-Stroke’ → ’Technical Papers’. Gulf Oil Marine GulfSea Superbear 3006
Indian Oil Corp. Servo Marine 0530
Recommendations regarding engine lubrication JX Nippon Oil & Energy Marine S30
is available in MAN Diesel & Turbo’s most current Lukoil Navigo 6 SO
Service Letters on this subject.
Shell Melina S 30
Sinopec System Oil 3005
The Service Letters are available at www.marine.
Total Atlanta Marine D3005
man.eu → ’Two-Stroke’ → ’Service Letters’.
Do not consider the list complete, as oils from

other companies can be equally suitable. Fur-
ther information can be obtained from the engine
builder or MAN Diesel & Turbo, Copenhagen.
MAN B&W engines, 198 38 865.12

MAN B&W 8.05
Page 1 of 5
Components for Lubricating Oil System
Lubricating oil pump Lubricating oil cooler
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specified...75 cSt at 50 °C of titanium, unless freshwater is used in a central
Lubricating oil viscosity........... maximum 400 cSt * cooling water system.
Lubricating oil flow .............. see ‘List of capacities’
Design pump head ....................................... 4.1 bar Lubricating oil viscosity, specified...75 cSt at 50 °C
Delivery pressure ......................................... 4.1 bar Lubricating oil flow .............. see ‘List of capacities’
Max. working temperature ............................. 70 °C Heat dissipation .................. see ‘List of capacities’
Lubricating oil temperature, outlet cooler ...... 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side........................ 4.1 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side ............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water flow............... see ‘List of capacities’
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater ......................................................... 32 °C
The flow capacity must be within a range from freshwater....................................................... 36 °C
100 to 112% of the capacity stated. Pressure drop on water side .......maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil flow capacity must be within a
across cooler and filter of maximum 1 bar. range from 100 to 112% of the capacity stated.
Referring to Fig. 8.01.01, the bypass valve shown The cooling water flow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 110% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position ‘005’ to prevent lower than 10 °C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum flow Lubricating oil temperature control valve
area through the valve gives the specified lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specified ....75 cSt at 50 °C
It is recommended to install a 25 mm valve (pos. Lubricating oil flow .............. see ‘List of capacities’
006), with a hose connection after the main lubri- Temperature range, inlet to engine .........40 47 °C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the flushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.
MAN B&W L60MC-C7/8, L60MEC8/-GI, 198 42 424.7

S50MC-C7/8, S50MEC7/8, S50ME-C8-GI,
S50ME-B8, G40ME-C9/-GI, G40ME-B9
MAN B&W 8.05
Page 2 of 5
Lubricating oil full flow filter
Lubricating oil flow .............. see ‘List of capacities’ If a filter with a backflushing arrangement is in-
Working pressure ......................................... 4.1 bar stalled, the following should be noted:
Test pressure .....................according to class rules
Absolute fineness .........................................40 μm* • The required oil flow, specified in the ‘List of
Working temperature ............. approximately 45 °C capacities’, should be increased by the amount
Oil viscosity at working temp. ............. 90 100 cSt of oil used for the backflushing, so that the
Pressure drop with clean filter ....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop .......................maximum 0.5 bar
• If an automatically cleaned filter is installed, it
* The absolute fineness corresponds to a nominal should be noted that in order to activate the
fineness of approximately 25 μm at a retaining cleaning process, certain makes of filter require
rate of 90%. a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
The flow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
The fullflow filter should be located as close as

possible to the main engine.
If a double filter (duplex) is installed, it should

have sufficient capacity to allow the specified full
amount of oil to flow through each side of the filter
at a given working temperature with a pressure
drop across the filter of maximum 0.2 bar (clean
filter).
MAN B&W L60MC-C7/8, L60MEC8/-GI, 198 42 424.7

S50MC-C7/8, S50MEC7/8, S50ME-C8-GI,
S50ME-B8, G40ME-C9/-GI, G40ME-B9
MAN B&W 8.05
Page 3 of 5
Flushing of lubricating oil components and Both ends of all pipes must be closed/sealed
piping system at the shipyard during transport.
During installation of the lubricating oil system Before final installation, carefully check the in-
for the main engine, it is important to minimise or side of the pipes for rust and other kinds of for-
eliminate foreign particles in the system. This is eign particles.
done as a final step onboard the vessel by flush-
ing the lubricating oil components and piping Never leave a pipe end uncovered during as-
system of the MAN B&W main engine types ME/ sembly.
ME-C/ME-B/-GI before starting the engine.
• Bunkering and filling the system
At the shipyard, the following main points should Tanks must be cleaned manually and inspected
be observed during handling and flushing of the before filling with oil.
lubricating oil components and piping system:
When filling the oil system, MAN Diesel & Turbo
• Before and during installation recommends that new oil is bunkered through 6
Components delivered from subsuppliers, such μm fine filters, or that a purifier system is used.
as pumps, coolers and filters, are expected to New oil is normally delivered with a cleanliness
be clean and rust protected. However, these level of XX/23/19 according to ISO 4406 and,
must be spot-checked before being connected therefore, requires further cleaning to meet our
to the piping system. specification.
All piping must be ‘finished’ in the workshop • Flushing the piping with engine bypass
before mounting onboard, i.e. all internal welds When flushing the system, the first step is to by-
must be ground and piping must be acid-treat- pass the main engine oil system. Through tem-
ed followed by neutralisation, cleaned and cor- porary piping and/or hosing, the oil is circulated
rosion protected. through the vessel’s system and directly back to
the main engine oil sump tank.
610 μm
Autofilter
Filter unit
Cooler
Back flush Pumps
Tank sump
Purifier
6 μm Filter unit
Temporary hosing/piping
178 61 99-7.0
Fig. 8.05.01: Lubricating oil system with temporary hosing/piping for flushing at the shipyard
MAN B&W ME/ME-C/ME-B/-GI engines 198 80 26-6.0

MAN B&W 8.05
Page 4 of 5
If the system has been out of operation, un- • Flushing the engine oil system
used for a long time, it may be necessary to The second step of flushing the system is to
spot-check for signs of corrosion in the system. flush the complete engine oil system. The pro-
Remove end covers, bends, etc., and inspect cedure depends on the engine type and the
accordingly. condition in which the engine is delivered from
the engine builder. For detailed information we
It is important during flushing to keep the oil recommend contacting the engine builder or
warm, approx 60 ˚C, and the flow of oil as high MAN Diesel & Turbo.
as possible. For that reason it may be necessary
to run two pumps at the same time. • Inspection and recording in operation
Inspect the filters before and after the sea trial.
• Filtering and removing impurities
In order to remove dirt and impurities from the During operation of the oil system, check the
oil, it is essential to run the purifier system dur- performance and behaviour of all filters, and
ing the complete flushing period and/or use a note down any abnormal condition. Take im-
bypass unit with a 6 μm fine filter and sump-to- mediate action if any abnormal condition is ob-
sump filtration, see Fig. 8.05.01. served. For instance, if high differential pressure
occurs at short intervals, or in case of abnormal
Furthermore, it is recommended to reduce the back flushing, check the filters and take appro-
filter mesh size of the main filter unit to 10-25 μm priate action.
(to be changed again after sea trial) and use the
6 μm fine filter already installed in the auto-filter Further information and recommendations regard-
for this temporary installation, see Fig. 8.05.01. ing flushing, the specified cleanliness level and
This can lead to a reduction of the flushing time. how to measure it, and how to use the NAS 1638
oil cleanliness code as an alternative to ISO 4406,
The flushing time depends on the system type, are available from MAN Diesel & Turbo.
the condition of the piping and the experience of
the yard. (15 to 26 hours should be expected).
• Cleanliness level, measuring kit and flushing log

MAN Diesel & Turbo specifies ISO 4406
XX/16/13 as accepted cleanliness level for the
ME/ME-C/ME-B/-GI hydraulic oil system, and
ISO 4406 XX/19/15 for the remaining part of the
lubricating oil system.
The amount of contamination contained in sys-

tem samples can be estimated by means of the
Pall Fluid Contamination Comparator combined
with the Portable Analysis Kit, HPCA-Kit-0,
which is used by MAN Diesel & Turbo. This kit
and the Comparator included is supplied by Pall
Corporation, USA, www.pall.com
It is important to record the flushing condition

in statements to all inspectors involved. The
MAN Diesel & Turbo Flushing Log form, which is
available on request, or a similar form is recom-
mended for this purpose.
MAN B&W ME/ME-C/ME-B/-GI engines 198 80 26-6.0

MAN B&W 8.05
Page 5 of 5
Lubricating oil outlet
An example of a lubricating oil outlet to bottom

tank is shown in Fig. 8.05.02.
0OSæçæISæYARDSæSUPPLY
178 57 564.1
Fig. 8.05.02: Example of a lubricating oil outlet to bottom tank, S46MC-C/ME-B and S42MC is shown
MAN B&W S46MC-C, S46ME-B, S42MC, S35MC, 198 70 356.1

S35MC-C, S35ME-B/-GI, L35MC, S26MC
MAN B&W 8.06
Page 1 of 2
Lubricating Oil Tank
Seen from A-A

A B
cyl.2
cyl.6
Oil level with Qm3 oil D0 Lub. oil pump suction

in bottom tank and
with pumps stopped
Min. height according

to class requirement
OL
300
H1
H2
L 400 D1
A B
Outlet from engine, ø260 mm,

having it's bottom edge below
the oil level (to obtain gas seal Seen from B-B
between crankcase and bottom tank)
5 cyl.
1039 *
5 2 #
Oil outlet from turbocharger.
560
See list of ‘Counterflanges’
H0
125 mm 6 cyl.
air pipe #
6 2 #
2250
Cofferdam
7 cyl.
* Based on 50 mm thickness of epoxy supporting chocks
7 5 2
8 cyl.
Cylinder No.
8 5 2
079 62 76-6.0.0
Fig. 8.06.01a: Lubricating oil tank, with cofferdam
MAN B&W G40ME-C9/-GI 199 05 46-3.0

MAN B&W 8.06
Page 2 of 2
Note:
When calculating the tank heights, allowance has If the system outside the engine is so designed
not been made for the possibility that a quantity of that an amount of the lubricating oil is drained
oil in the lubricating oil system outside the engine back to the tank, when the pumps are stopped,
may be returned to the bottom tank, when the the height of the bottom tank indicated in
pumps are stopped. Table 8.06.01b has to be increased to include
this quantity.
Cylinder Drain at cyl.

D0 D1 H0 H1 H2 L OL Qm3
No. No.
5 25 150 325 840 325 65 4,500 750 7.6
6 26 175 375 905 375 75 5,250 815 9.6
7 257 175 375 945 375 75 6,000 855 11.5
8 258 200 425 980 425 85 6,750 890 13.5
Table 8.06.01b: Lubricating oil tank, with cofferdam
If space is limited, however, other solutions are

possible. Minimum lubricating oil bottom tank
volume (m3) is:
5 cyl. 6 cyl. 7 cyl. 8 cyl.

6.1 7.2 8.3 9.4
Lubricating oil tank operating conditions
The lubricating oil bottom tank complies with the

rules of the classification societies by operation
under the following conditions:
Angle of inclination, degrees

Athwartships Fore and aft
Static Dynamic Static Dynamic
15 22.5 5 7.5
MAN B&W G40ME-C9/-GI 199 05 46-3.0

MAN B&W 8.07
Page 1 of 3
Crankcase Venting
D2 D1
Roof
Drain cowl
Inside diam. of
drain pipe: 10mm.
Hole diameter: 45 mm
Venting of crankcase inside To be equipped with flame
D3 diam. of pipe: 40 mm screen if required by local
legislation, class rules or
if the pipe length is less
min. 15° than 20 metres
Drain
cowl
AR
AR
Inside diam. of Drain cowl

drain pipe: 10mm. to be placed as
close as possible
to the engine.
To drain tank.
Main engine with

turbocharger located
on on
exhaust side
aft end
079 61 005.4.0d
The venting pipe has to be equipped with a drain cowl as shown in detail D2 and D3.
Note that only one of the above solutions should be chosen.
Fig. 8.07.01: Crankcase venting
MAN B&W 50-30MEC/ME-B/-GI/-LGI 198 78 39-7.3

MAN B&W 8.07
Page 2 of 3
Bedplate Drain Pipes
Cyl. 1 Drain, turbocharger cleaning

AE
Start-up /
Back-up
pumps
Hydraulic power
supply unit
Drain, cylinder frame
Fore
Hydraulic Cylinder Unit

LS 4112 AH
Hydraulic
oil filter LS 1235 AH
AE
121 15 35-1.3.1
Fig. 8.07.02: Bedplate drain pipes, aft-mounted HPS
MAN B&W 70-40MEC/-GI/-LGI 199 04 88-7.0

MAN B&W 8.07
Page 3 of 3
Engine and Tank Venting to the Outside Air
Venting of engine plant equipment separately It is not recommended to join the individual vent-
ing pipes in a common venting chamber as shown
The various tanks, engine crankcases and turbo- in Fig. 8.07.03b.
chargers should be provided with sufficient vent-
ing to the outside air. In order to avoid condensed oil (water) from block-
ing the venting, all vent pipes must be vertical or
MAN Diesel & Turbo recommends to vent the in- laid with an inclination.
dividual components directly to outside air above
deck by separate venting pipes as shown in Fig. Additional information on venting of tanks is avail-
8.07.03a. able from MAN Diesel & Turbo, Copenhagen.
Deck
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
AR
AV
10mm orifice
Main engine
Auxiliary engine Auxiliary engine

C/D Scavenge air
Main engine sump tank C/D drain tank
Fig. 8.07.03a: Separate venting of all systems directly to outside air above deck
Deck
Venting chamber
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
079 61 00-5.1.1
Fig. 8.07.03b: Venting through a common venting chamber is not recommended
MAN B&W MC/MCC, ME/MEC/ME-B/GI engines 198 91 82-7.0

MAN B&W 8.08
Page 1 of 1
Hydraulic Oil Backflushing
The special suction arrangement for purifier suc- This special arrangement for purifier suction will
tion in connection with the ME engine (Integrated ensure that a good cleaning effect on the lubrica-
system). tion oil is obtained.
The back-flushing oil from the self cleaning 6 μm If found profitable the back-flushed lubricating oil
hydraulic control oil filter unit built onto the engine from the main lubricating oil filter (normally a 50 or
is contaminated and it is therefore not expedient to 40 μm filter) can also be returned into the special
lead it directly into the lubricating oil sump tank. back-flushing oil drain tank.
The amount of back-flushed oil is large, and it Purifier

suction pipe
Lubricating
oil tank top
Backflushed hydraulic
control oil from self
is considered to be too expensive to discard Venting
cleaning 6 μm filter
8XØ50
holes
it. Therefore, we suggest that the lubricating
oil sump tank is modified for the ME engines in
order not to have this contaminated lubricating
50
hydraulic control oil mixed up in the total amount Oil level
of lubricating oil. The lubricating oil sump tank is
designed with a small ‘back-flushing hydraulic Branch pipe to
backflushing
control oil drain tank’ to which the back-flushed hydraulic control
Sump
D
oil drain tank
hydraulic control oil is led and from which the lu- tank
bricating oil purifier can also suck. D
Backflushing
D/3
D/3
hydraulic control
This is explained in detail below and the principle oil drain tank
is shown in Fig. 8.08.01. Three suggestions for the
arrangement of the drain tank in the sump tank Lubricating Pipe ø400
oil tank bottom or 400
are shown in Fig. 8.08.02 illustrates another sug- 178 52 496.2
gestion for a back-flushing oil drain tank. Fig. 8.08.01: Backflushing servo oil drain tank
The special suction arrangement for the purifier is

Purifier Backflushed hydraulic
consisting of two connected tanks (lubricating oil suction pipe controloil from self
cleaning 6 μm filter
sump tank and back-flushing oil drain tank) and Lubricating
of this reason the oil level will be the same in both oil tank top
tanks, as explained in detail below.

Oil level Support
The oil level in the two tanks will be equalizing
through the ‘branch pipe to back-flushing oil drain
tank’, see Fig. 8.08.01. As the pipes have the
same diameters but a different length, the resis-
tance is larger in the ‘branch pipe to back-flushing Venting holes
Sump
oil drain tank’, and therefore the purifier will suck tank
Backflushing
primarily from the sump tank. hydraulic control
oil drain tank
The oil level in the sump tank and the back-flush-

ing oil drain tank will remain to be about equal be-
cause the tanks are interconnected at the top. D D
D/3
When hydraulic control oil is back-flushed from

D/3
the filter, it will give a higher oil level in the back-

flushing hydraulic control oil drain tank and the
Lubricating oil tank bottom
purifier will suck from this tank until the oil level is 178 52 518.2
the same in both tanks. After that, the purifier will Fig. 8.08.02: Alternative design for the
suck from the sump tank, as mentioned above. backflushing servo oil drain tank
MAN B&W ME/MEC/MEGI/ME-B engines 198 48 297.3

ME Engine Selection Guide
MAN B&W 8.09
Page 1 of 4
Separate System for Hydraulic Control Unit
As an option, the engine can be prepared for the Hydraulic control oil tank
use of a separate hydraulic control oil system
Fig. 8.09.01. The tank can be made of mild steel plate or be a
part of the ship structure.
The separate hydraulic control oil system can be
built as a unit, or be built streamlined in the engine The tank is to be equipped with flange connec-
room with the various components placed and tions and the items listed below:
fastened to the steel structure of the engine room. 1 Oil filling pipe
1 Outlet pipe for pump suctions
The design and the dimensioning of the various 1 Return pipe from engine
components are based on the aim of having a reli- 1 Drain pipe
able system that is able to supply lowpressure oil 1 Vent pipe.
to the inlet of the enginemounted highpressure
hydraulic control oil pumps at a constant pres- The hydraulic control oil tank is to be placed at
sure, both at engine standby and at various en- least 1 m below the hydraulic oil outlet flange, RZ.
gine loads.
Hydraulic control oil pump

Cleanliness of the hydraulic control oil
The pump must be of the displacement type (e.g.
The hydraulic control oil must fulfil the same gear wheel or screw wheel pump).
cleanliness level as for our standard integrated
lube/cooling/hydrauliccontrol oil system, i.e. ISO The following data is specified in Table 8.09.02:
4406 XX/16/13 equivalent to NAS 1638 Class 7. • Pump capacity
• Pump head
Information and recommendations regarding • Delivery pressure
flushing, the specified cleanliness level and how • Working temperature
to measure it, and how to use the NAS 1638 oil • Oil viscosity range.
cleanliness code as an alternative to ISO 4406,
are available from MAN Diesel & Turbo.
Pressure control valve
Control oil system components The valve is to be of the selfoperating flow control-
ling type, which bases the flow on the predefined
The hydraulic control oil system comprises: pressure set point. The valve must be able to react
1 Hydraulic control oil tank quickly from the fullyclosed to the fullyopen posi-
2 Hydraulic control oil pumps (one for standby) tion (tmax= 4 sec), and the capacity must be the
1 Pressure control valve same as for the hydraulic control oil lowpressure
1 Hydraulic control oil cooler, watercooled by the pumps. The set point of the valve has to be within
low temperature cooling water the adjustable range specified in a separate draw-
1 Threeway valve, temperature controlled ing.
1 Hydraulic control oil filter, duplex type or auto-
matic selfcleaning type The following data is specified in Table 8.09.02:
1 Hydraulic control oil fine filter with pump • Flow rate
1 Temperature indicator • Adjustable differential pressure range across
1 Pressure indicator the valve
2 Level alarms • Oil viscosity range.
Valves and cocks
Piping.
MAN B&W ME/ME-C/-GI engines 198 48 523.6

MAN B&W 8.09
Page 2 of 4
Hydraulic control oil cooler Off-line hydraulic control oil fine filter / purifier
The cooler must be of the plate heat exchanger or Shown in Fig. 8.09.01, the off-line fine filter unit or
shell and tube type. purifier must be able to treat 15-20% of the total
oil volume per hour.
The following data is specified in Table 8.09.02:
• Heat dissipation The fine filter is an off-line filter and removes me-
• Oil flow rate tallic and non-metallic particles larger than 0,8 μm
• Oil outlet temperature as well as water and oxidation residues. The filter
• Maximum oil pressure drop across the cooler has a pertaining pump and is to be fitted on the
• Cooling water flow rate top of the hydraulic control oil tank.
• Water inlet temperature
• Maximum water pressure drop across the cooler. A suitable fine filter unit is:
Make: CJC, C.C. Jensen A/S, Svendborg,
Denmark - www.cjc.dk.
Temperature controlled threeway valve
For oil volume <10,000 litres:
The valve must act as a control valve, with an ex- HDU 27/-MZ-Z with a pump flow of 15-20% of the
ternal sensor. total oil volume per hour.
The following data is specified in Table 8.09.02: For oil volume >10,000 litres:
• Capacity HDU 27/-GP-DZ with a pump flow of 15-20% of
• Adjustable temperature range the total oil volume per hour.
• Maximum pressure drop across the valve.
Temperature indicator
Hydraulic control oil filter
The temperature indicator is to be of the liquid
The filter is to be of the duplex full flow type with straight type.
manual change over and manual cleaning or of
the automatic self cleaning type.
Pressure indicator
A differential pressure gauge is fitted onto the
filter. The pressure indicator is to be of the dial type.
The following data is specified in Table 8.09.02:

• Filter capacity Level alarm
• Maximum pressure drop across the filter
• Filter mesh size (absolute) The hydraulic control oil tank has to have level
• Oil viscosity alarms for high and low oil level.
• Design temperature.
Piping
The pipes can be made of mild steel.
The design oil pressure is to be 10 bar.
The return pipes are to be placed vertical or laid

with a downwards inclination of minimum 15°.

MAN B&W 8.09
Page 3 of 4
Engine
PDS 1231 AH PI 1303 I

Manual
ǣNVGT TI 1310 I
Oil cooler Temperature control valve RY

Auto
ǣNVGT
TE 1310 AH Y
Cooling water Vent pipe XS 1350 AH

inlet
XS 1351 AH
Deck
Cooling water 1KNǣNNKPIRKRG

outlet
2WTKǣGTQT RW
ǣPGǣNVGTWPKV
PI 1301 I RZ
Oil tank LS 1320 AH AL
Manhole
Drain to waste oil tank
Water drain
Fig. 8.09.01: Hydraulic control oil system, manual filter

MAN B&W
Cylinder Lubrication
9
MAN B&W 9.01
Page 1 of 2
Cylinder Lubricating Oil System
The cylinder oil lubricates the cylinder and pis- BN 15 - 40 are low-BN cylinder lubricating oils,
ton. The oil is used in order to reduce friction, currently available to the market in the BN levels
introduce wear protection and inhibit corrosion. 17, 25 and 40. However, development continues
It cleans the engine parts and keep combustion and in the future there could be oils with other BN
products in suspension. levels. Good performance of the low-BN oil is the
most important factor for deciding.
Cylinder lubricators
Two-tank cylinder oil supply system
Each cylinder liner has a number of lubricating
quills, through which oil is introduced from the Supporting the cylinder lubrication strategy for
MAN B&W Alpha Cylinder Lubricators, see Sec- MAN B&W engines to use two different BN cyl-
tion 9.02. inder oils according to the applied fuel sulphur
content, storage and settling tanks should be ar-
The oil is pumped into the cylinder (via non-return ranged for the two cylinder oils separately.
valves) when the piston rings pass the lubricating
orifices during the upward stroke. A cylinder lubricating oil supply system with sepa-
rate tanks for high- and low-BN cylinder oils is
The control of the lubricators is integrated in the shown in Fig. 9.02.02a.
ECS system. An overview of the cylinder lubricat-
ing oil control system is shown in Fig. 9.02.02b.
Cylinder oil feed rate (dosage)
Cylinder lubrication strategy The minimum feed rate is 0.6 g/kWh and this is
the amount of oil that is needed to lubricate all the
MAN Diesel & Turbo recommends using cylinder parts sufficiently. Continuously monitoring of the
lubricating oils characterised primarily by their cylinder condition and analysing drain oil samples
Base Number (BN) and SAE viscosity and to use are good ways to optimise the cylinder oil feed
a feed rate according to the cylinder oil’s BN and rate and consumption and to safeguard the en-
the fuel’s sulphur content. gine against wear.
The BN is a measure of the neutralization capac- Adjustment of the cylinder oil dosage to the sul-
ity of the oil. What BN level to use depends on the phur content in the fuel being burnt is explained in
sulphur content of the fuel. Section 9.02.
In short, MAN Diesel and Turbo recommends the Further information about cylinder lubrication is
use of cylinder oils with the following main proper- available in MAN Diesel & Turbo’s most current
ties: Service Letters on this subject.
• SAE 50 viscosity grade The Service Letters are available at www.marine.

• high detergency man.eu → ’Two-Stroke’ → ’Service Letters’.
• BN 100 for high-sulphur fuel (t 1.5% S)
• BN 15 - 40 for low-sulphur fuel (< 0.1% S)
• BN 15 - 40 when operating on LNG, LPG,
ethane and methanol.
MAN B&W MEC/ME-B/-GI/-LGI engines Mark 8 and higher 198 85 59-8.3

MAN B&W 9.01
Page 2 of 2
List of cylinder oils
The major international cylinder oil brands listed

below have been tested in service with acceptable
results.
Company Cylinder oil name, SAE 50 BN level

Aegean Alfacylo 525 DF 25
Alfacylo 540 LS 40
Alfacylo 100 HS 100
Castrol Cyltech 40SX 40
Cyltech 100 100
Chevron Taro Special HT LF 25
Taro Special HT LS 40 40
Taro Special HT 100 100
ExxonMobil Mobilgard 525 25
Mobilgard 5100 100
Gulf Oil Marine GulfSea Cylcare ECA 50 17
GulfSea Cylcare DCA 5040H 40
GulfSea Cylcare 50100 100
Indian Oil Corp. Servo Marine LB 1750 17
JX Nippon Oil Marine C255 25
& Energy Marine C405 40
Marine C1005 100
Lukoil Navigo 40 MCL 40
Navigo 100 MCL 100
Shell Alexia S3 25
Alexia S6 100
Sinopec Marine Cylinder Oil 5025 25
Marine Cylinder Oil 5040 40
Marine Cylinder Oil 50100 100
Total Talusia LS 25 25
Talusia LS 40 40
Talusia Universal 100 100
Do not consider the list complete, as oils from

other companies can be equally suitable. Fur-
ther information can be obtained from the engine
builder or MAN Diesel & Turbo, Copenhagen.
MAN B&W MC/MC-C, ME/ME-C, ME-B engines Mark 8 and higher 198 85 66-9.2
MAN B&W 9.02
Page 1 of 6
MAN B&W Alpha Cylinder Lubrication System
The MAN B&W Alpha cylinder lubrication system, Regarding the filter and the small tank for heater,
see Figs. 9.02.02a and 9.02.02b, is designed to please see Fig. 9.02.05.
supply cylinder oil intermittently, for instance every
2, 4 or 8 engine revolutions with electronically con-
trolled timing and dosage at a defined position. Alpha Lubricator variants
Separate storage and service tanks are installed Since the Alpha Lubricator on ME and ME-B en-
for each of the different Base Number (BN) cyl- gines are controlled by the engine control system,
inder oils used onboard ships operating on both it is also referred to as the ME lubricator on those
high- and low-sulphur fuels. engines.
The cylinder lubricating oil is pumped from the A more advanced version with improved injec-
cylinder oil storage tank to the service tank, the tion flexibility, the Alpha Lubricator Mk 2, is be-
size of which depends on the owner’s and the ing introduced on the G95/50/45/40ME-C9, the
yard’s requirements, – it is normally dimensioned G/S90ME-C10 and S50ME-C9 including their GI
for about one week’s cylinder lubricating oil and LGI dual fuel variants.
consumption.
Further information about the Alpha Lubricator Mk
Cylinder lubricating oil is fed to the Alpha cylinder 2 is available in our publication:
lubrication system by gravity from the service
tank. Service Experience MAN B&W Two-stroke Engines
The oil fed to the injectors is pressurised by the The publication is available at www.marine.man.eu
Alpha Lubricator which is placed on the hydrau- → ’Two-Stroke’ → ’Technical Papers’.
lic cylinder unit (HCU) and equipped with small
multipiston pumps.
The oil pipes fitted on the engine are shown in Fig.

9.02.04.
The whole system is controlled by the Cylinder

Control Unit (CCU) which controls the injection
frequency based on the enginespeed signal giv-
en by the tacho signal and the fuel index.
Prior to start-up, the cylinders can be prelubric-

ated and, during the runningin period, the opera-
tor can choose to increase the lubricating oil feed
rate to a max. setting of 200%.
The MAN B&W Alpha Cylinder Lubricator is pref-

erably to be controlled in accordance with the
Alpha ACC (Adaptable Cylinder Oil Control) feed
rate system.
The yard supply should be according to the items

shown in Fig. 9.02.02a within the broken line.
MAN B&W ME/ME-C/ME-B/-GI/-LGI engines 198 38 890.13

MAN B&W 9.02
Page 2 of 6
Alpha Adaptive Cylinder Oil Control (Alpha ACC)
It is a wellknown fact that the actual need for After a running-in period of 500 hours, the feed
cylinder oil quantity varies with the operational rate sulphur proportional factor is 0.20 - 0.40 g/
conditions such as load and fuel oil quality. Con- kWh × S%. The actual ACC factor will be based
sequently, in order to perform the optimal lubrica- on cylinder condition, and preferably a cylinder oil
tion – costeffectively as well as technically – the feed rate sweep test should be applied. The ACC
cylinder lubricating oil dosage should follow such factor is also referred to as the Feed Rate Factor.
operational variations accordingly.
Examples of average cylinder oil consumption
The Alpha lubricating system offers the possibility based on calculations of the average worldwide
of saving a considerable amount of cylinder lubri- sulphur content used on MAN B&W two-stroke
cating oil per year and, at the same time, to obtain engines are shown in Fig. 9.02.01a and b.
a safer and more predictable cylinder condition.
Typical dosage (g/kWh)
1.20
Alpha ACC (Adaptive Cylinder-oil Control) is the 1.10
lubrication mode for MAN B&W two-stroke en- 1.00
0.90
gines, i.e. lube oil dosing proportional to the en- 0.80
gine load and proportional to the sulphur content 0.70
0.60
in the fuel oil being burnt. 0.50
0.40
0.30
0.20
Working principle 0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
The feed rate control should be adjusted in rela-
tion to the actual fuel quality and amount being 178 61 196.1
burnt at any given time.

Fig. 9.02.01a: ACC = 0.20 g/kWh × S% and BN100 cyl-
inder oil – average consumption less than 0.65 g/kWh
The following criteria determine the control:
• The cylinder oil dosage shall be proportional to Typical dosage (g/kWh)

1.20
the sulphur percentage in the fuel 1.10
1.00
• The cylinder oil dosage shall be proportional to 0.90
0.80
the engine load (i.e. the amount of fuel entering 0.70
the cylinders) 0.60
0.50
0.40
• The actual feed rate is dependent of the operat- 0.30
ing pattern and determined based on engine 0.20
wear and cylinder condition. 0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
The implementation of the above criteria will lead
to an optimal cylinder oil dosage. 178 61 184.0
Fig. 9.02.01b: ACC = 0.26 g/kWh × S% and BN100 cyl-

inder oil – average consumption less than 0.7 g/kWh
Specific minimum dosage with Alpha ACC
The recommendations are valid for all plants, Further information about cylinder oil dosage is
whether controllable pitch or fixed pitch propellers available in MAN Diesel & Turbo’s most current
are used. The specific minimum dosage at lower- Service Letters on this subject available at www.
sulphur fuels is set at 0.6 g/kWh. marine.man.eu → ’Two-Stroke’ → ’Service Letters’.

MAN B&W 9.02
Page 3 of 6
Cylinder Oil Pipe Heating
In case of low engine room temperature, it can be The engine builder is to make the insulation and
difficult to keep the cylinder oil temperature at heating of the main cylinder oil pipe on the
45 °C at the MAN B&W Alpha Lubricator, mounted engine. Moreover, the engine builder is to mount
on the hydraulic cylinder. the terminal box and the thermostat on the
engine, see Fig. 9.02.03.
Therefore the cylinder oil pipe from the small tank
for heater element in the vessel and the main cyl- The ship yard is to make the insulation of the cyl-
inder oil pipe on the engine is insulated and elec- inder oil pipe in the engine room. The heating ca-
tricallly heated, see Figs. 9.02.02a and 9.03. ble (yard supply) is to be mounted from the small
tank for heater element to the terminal box on the
engine, see Figs. 9.02.02a and 9.03.
Deck
Filling pipe
Filling pipe Filling pipe Filling pipe
Cylinder oil
High Low service tank
BN BN
Cylinder oil
service tank
Storage tank Storage tank

for high-BN for low-BN
cylinder oil cylinder oil
Internal connection Insulation

Level changes both at the
Lubricating Sensor
alarm same time
oil pipe
LS 8212 AL
Heater with set
point of 45 °C
TI
Small box for

Ship builder
heater element
Min. 3,000 mm
Min. 2,000 mm
Heating cable,
yard supply Alu-tape
Heating cable
AC
Pipe with insulation and

el. heat tracing
Terminal box
El. connection
079 62 94-5.0.1
Fig. 9.02.02a: Cylinder lubricating oil system with dual service tanks for two different base number (BN) cylinder oils
MAN B&W ME/MEC/ME-B engines 198 76 120.2

MAN B&W 9.02
Page 4 of 6
Cylinder Cylinder
liner *) liner *)
*) The number of cylinder lubricating points
depends on the actual engine type
Lubricator
Lubricator
Feedback sensor Feedback sensor
Level switch Level switch
Solenoid valve **) Solenoid valve

300 bar To other
system oil cylinders
Hydraulic Hydraulic
Cylinder Unit Cylinder Unit
**) For Alpha Mk 2 lubricator: Proportional

valve and Feedback sensor
Cylinder Cylinder
Control Unit Control Unit
178 49 834.10b
Fig. 9.02.02b: Cylinder lubricating oil system. Example from 80/70/65ME-C/-GI/-LGI engines
4EMPERATUREæSWITCH
!#ææææ#YLINDERæLUBRICATION
&ORWARDæCYLæ
Terminal box
!FTæCYLæ
æ
0OWERæ)NPUT
(EATINGæCABLE
SHIPæBUILDER
SUPPLY
0OWER
)NPUT
(EATINGæCABLE
SHIPæBUILDER
SUPPLY
4ERMINALæBOXæ
4EMPERATUREææ
SWITCHæ
178 53 716.0
Fig. 9.02.03: Electric heating of cylinder oil pipes
MAN B&W ME/ME-C/GI/-LGI engines 199 04 76-7.1

MAN B&W 9.02
Page 5 of 6
40ME-C 50-45ME-C

LS 8285-A LS 8285-B
ZV 8281-A Solenoid valve ZV 8281-B Solenoid valve
Lubricator Lubricator
Venting ZT 8282-A Feedback sensor Venting ZT 8282-B Feedback sensor
TE 8202 C AH
AC
508 22 04-6.5.1a
The item no. refer to ‘Guidance Values Automation’. The letters refer to list of ‘Counterflanges’
Fig. 9.02.04a: Cylinder lubricating oil pipes, Alpha/ME lubricator
40ME-C 50-45ME-C

LS 8285-A LS 8285-B
XC 8288-A Proportional valve XC 8288-B Proportional valve
Lubricator Lubricator
Venting ZT 8289-A Feedback sensor Venting ZT 8289-B Feedback sensor
TE 8202 C AH
AC
508 22 04-6.5.1c
The item no. refer to ‘Guidance Values Automation’. The letters refer to list of ‘Counterflanges’
Fig. 9.02.04b: Cylinder lubricating oil pipes, Alpha Mk 2 lubricator
MAN B&W 50-40 MEC engines 199 04 77-9.0

MAN B&W 9.02
Page 6 of 6
From cylinder oil service To venting of cylinder

tank/storage tank oil service tank
Flange: ø140 Flange: ø140
4xø18 PCD 100 460 4xø18 PCD 100
(EN36F00420) (EN36F00420)
113
4xø19
for mounting
154
Coupling box for

heating element
250μ
and level switch
mesh filter
Level switch Temperature

indicator
LS 8212 AL
925
To engine
connection AC
Flange ø140
4xø18 PCD 100
(EN362F0042)
Heating element 750 W

Set point 40 ºC Tank, 37 l
112
74
425 91
260
850 268
920 410
Drain from tray G 3/8

193
239
178 52 758.2
Fig. 9.02.05: Suggestion for small heating tank with filter

MAN B&W
Piston Rod Stuffing

Box Drain Oil
10
MAN B&W 10.01
Page 1 of 1
Stuffing Box Drain Oil System
For engines running on heavy fuel, it is important The amount of drain oil from the stuffing boxes is
that the oil drained from the piston rod stuffing about 5 10 litres/24 hours per cylinder during
boxes is not led directly into the system oil, as normal service. In the runningin period, it can be
the oil drained from the stuffing box is mixed with higher.
sludge from the scavenge air space.
The relatively small amount of drain oil is led to
The performance of the piston rod stuffing box on the general oily waste drain tank, HFO settling
the engines has proved to be very efficient, pri- tank or is burnt in the incinerator, Fig. 10.01.01.
marily because the hardened piston rod allows a (Yard’s supply).
higher scraper ring pressure.
Yard’s supply
AG
DN=32 mm
High level alarm
To incinerator, oily waste drain tank

Drain tank
or HFO settling tank
198 97 448.3
Fig. 10.01.01: Stuffing box drain oil system
MAN B&W 50-26MC/MCC, 50-35MEC/ME-B/GI engines 198 39 740.7

MAN B&W
Low-temperature
Cooling Water
11
MAN B&W 11.01
Page 1 of 2
Low-temperature Cooling Water System
The low-temperature (LT) cooling water system MAN Diesel & Turbo recommends keeping a re-
supplies cooling water for the lubricating oil, jack- cord of all tests to follow the condition and chemi-
et water and scavenge air coolers. cal properties of the cooling water and notice how
it develops. It is recommended to record the qual-
The LT cooling water system can be arranged in ity of water as follows:
several configurations like a:
• Once a week:
• Central cooling water system being the most
common system choice and the basic execution Take a sample from the circulating water dur-
for MAN B&W engines, EoD: 4 45 111 ing running, however not from the expansion
tank nor the pipes leading to the tank. Check
• Seawater cooling system being the most sim- the condition of the cooling water. Test kits
ple system and available as an option: 4 45 110 with instructions are normally available from
the inhibitor supplier.
• Combined cooling water system with seawa-
ter-cooled scavenge air cooler but freshwater- • Every third month:
cooled jacket water and lubricating oil cooler,
available as an option: 4 45 117. Take a water sample from the system during
running, as described above in ‘Once a week’.
Principle diagrams of the above LT cooling water Send the sample for laboratory analysis.
systems are shown in Fig. 11.01.01a, b and c and
descriptions are found later in this chapter. • Once a year:
Further information and the latest recommenda- Empty, flush and refill the cooling water sys-
tions concerning cooling water systems are found tem. Add the inhibitor.
in MAN Diesel & Turbo’s Service Letters available
at www.marine.man.eu → ‘Two-Stroke’ → ‘Service For further information please refer to our recom-
Letters’. mendations for treatment of the jacket water/
freshwater. The recommendations are available
from MAN Diesel & Turbo, Copenhagen.
Chemical corrosion inhibition
Various types of inhibitors are available but, gen- Cooling system for main engines with EGR
erally, only nitrite-borate based inhibitors are rec-
ommended. For main engines with exhaust gas recirculation
(EGR), a central cooling system using freshwater
Where the inhibitor maker specifies a certain as cooling media will be specified.
range as normal concentration, we recommend to
maintain the actual concentration in the upper end Further information about cooling water systems
of that range. for main engines with EGR is available from MAN
Diesel & Turbo, Copenhagen.

MAN B&W 11.01
Page 2 of 2
Central cooling
pumps
Jacket Sea water
water Freshwater
cooler
Aux. Central
equipment cooler
Scav. air Lubr. oil

cooler cooler
Set point: Sea water
10 °C pumps
Tin ǐ 10 °C
568 25 971.0.0a
Fig. 11.01.01a: Principle diagram of central cooling water system
Set point:
10 °C
Jacket Sea water

water
cooler
Aux.
equipment
Scav. air Lubr. oil

cooler cooler
Sea water
pumps
Tin ǐ 10 °C
568 25 971.0.0b
Fig. 11.01.01b: Principle diagram of seawater cooling system
Sea water
Central cooling Freshwater
pumps
Jacket
water
cooler
Aux. Central
equipment cooler
Scav. air Lubr. oil

cooler cooler
Set point:
10 °C
Tin ǐ 0 °C
Sea water pumps
568 25 971.0.0c
Fig. 11.01.01c: Principle diagram of combined cooling water system

MAN B&W 11.02
Page 1 of 2
Central Cooling Water System
The central cooling water system is characterised To achieve an optimal engine performance
by having only one heat exchanger cooled by regarding fuel oil consumption and cylinder
seawater. The other coolers, including the jacket condition, it is important to ensure the lowest
water cooler, are then cooled by central cooling possible cooling water inlet temperature at
water. the scavenge air cooler.
MAN Diesel & Turbo therefore requires that the

Cooling water temperature temperature control valve in the central cooling
water circuit is to be set to minimum 10 °C. In
The capacity of the seawater pumps, central cool- this way, the temperature follows the outboard
er and freshwater pumps are based on the outlet seawater temperature when the central cooling
temperature of the freshwater being maximum water temperature exceeds 10 °C.
54 °C after passing through the main engine lub-
ricating oil cooler. With an inlet temperature of Alternatively, in case flow control of the seawater
maximum 36 °C (tropical conditions), the maxi- pumps is applied, the set point is to be approxi-
mum temperature increase is 18 °C. mately 4 °C above the seawater temperature but
not lower than 10 °C.
Freshwater: Freshwater filling

Seawater:
4)
*)
LAH
Expansion
tank central
cooling water LAL
Set point 10 °C, see text
2)
TI 2) 2)
PT 8421 I AH AL
TI TI
TE 8422 I AH
Lub. oil
*) Filling cooler
Central N
3)
cooler AS
*) TI P
Ø10
Sugge-
sted 1) Various
PI TI PI TI inhibitor auxiliary TE 8423 I
equipment Main
dosing engine
Central tank Jacket Cooling water
Seawater cooling water drain, air cooler
pumps water cooler
pumps
Drain TI
High sea PI
chest
Seawater inlet
Seawater
inlet
Low sea chest
078 70 227.6.0
*) Optional installation

Fig. 11.02.01: Central cooling water system
MAN B&W engines dot 5 and higher 199 05 50-9.1*

11.02
Page 2 of 2
Cooling water pump capacities The expansion tank volume has to be 10% of the
total central cooling water amount in the system.
The pump capacities listed by MAN Diesel and The 10% expansion tank volume is defined as the
Turbo cover the requirement for the main engine volume between the lowest level (at the low level
only. alarm sensor) and the overflow pipe or high level
alarm sensor, see note 4) in Fig. 11.02.01.
For any given plant, the specific capacities have
to be determined according to the actual plant If the pipe system is designed with possible air
specification and the number of auxiliary equip- pockets, these have to be vented to the expansion
ment. Such equipment include GenSets, starting tank.
air compressors, provision compressors, aircon-
ditioning compressors, etc., see note 1) in Fig.
11.02.01.
A guideline for selecting centrifugal pumps is

given in Section 6.04.
Cooling water piping
Orifices (or lockable adjustable valves for in-

stance) must be installed in order to create:
• the proper distribution of flow between each of

the central cooling water consumers, see note 2)
• a differential pressure identical to that of the

central cooler at nominal central cooling water
pump capacity, see note 3).
References are made to Fig. 11.02.01.

following maximum water velocities:
Jacket water ................................................ 3.0 m/s

Central cooling water .................................. 3.0 m/s
Seawater ..................................................... 3.0 m/s
Expansion tank volume
The expansion tank shall be designed as open to

atmosphere. Venting pipes entering the tank shall
terminate below the lowest possible water level
i.e. below the low level alarm.
MAN B&W engines dot 5 and higher 199 05 50-9.1*

MAN B&W 11.03
Page 1 of 2
Components for Central Cooling Water System
Seawater cooling pumps Overload running at tropical conditions will slightly

increase the temperature level in the cooling sys-
The pumps are to be of the centrifugal type. tem, and will also slightly influence the engine
performance.
Seawater flow ..................... see ‘List of Capacities’
Pump head ...................................................2.0 bar
Test pressure ....................according to Class rules Central cooling water pumps
Working temperature, normal .....................032 °C
Working temperature .................... maximum 50 °C The pumps are to be of the centrifugal type.
The flow capacity must be within a range from Central cooling water
100 to 110% of the capacity stated. flow ................................ see ‘List of Capacities’
Pump head ...................................................2.5 bar
The pump head of the pumps is to be determined Delivery pressure ...............depends on location of
based on the total actual pressure drop across expansion tank
the seawater cooling water system. Test pressure ....................according to Class rules
Working temperature ..................................... 80 °C
A guideline for selecting centrifugal pumps is Design temperature...................................... 100 °C
The flow capacity must be within a range from
100 to 110% of the capacity stated.
Central cooler
The ‘List of Capacities’ covers the main engine
The cooler is to be of the shell and tube or plate only. The pump head of the pumps is to be de-
heat exchanger type, made of seawater resistant termined based on the total actual pressure drop
material. across the central cooling water system.
Heat dissipation ................. see ‘List of Capacities’ A guideline for selecting centrifugal pumps is
Central cooling water given in Section 6.04.
flow ................................ see ‘List of Capacities’
Central cooling water temperature, outlet ..... 36 °C
Pressure drop on Central cooling water thermostatic valve
central cooling side ........................ max. 0.7 bar
Seawater flow ..................... see ‘List of Capacities’ The low temperature cooling system is to be
Seawater temperature, inlet ........................... 32 °C equipped with a threeway valve, mounted as a
Pressure drop on mixing valve, which bypasses all or part of the
seawater side .......................... maximum 1.0 bar freshwater around the central cooler.
The pressure drop may be larger, depending on The sensor is to be located at the outlet pipe from
the actual cooler design. the thermostatic valve and is set to keep a tem-
perature of 10 °C.
The heat dissipation and the seawater flow figures
are based on MCR output at tropical conditions,
i.e. a seawater temperature of 32 °C and an ambi-
ent air temperature of 45 °C.

MAN B&W 11.03
Page 2 of 2
Chemical corrosion inhibitor and dosing tank
In order to properly mix the inhibitor into the cen-

tral cooling water system circuit, the tank shall be
designed to receive a small flow of jacket cool-
ing water through the tank from the jacket water
pumps. The tank shall be suitable for mixing in-
hibitors in form of both powder and liquid.
Recommended tank size ..............................0.3 m3

Design pressure ........... max. central cooling water
system pressure
Suggested inlet orifice size ........................ ø10 mm
Lubricating oil cooler
See Chapter 8 ‘Lubricating Oil’.
Jacket water cooler
See Chapter 12 ‘High-temperature Cooling Water’.
Scavenge air cooler
The scavenge air cooler is an integrated part of

the main engine.
Heat dissipation ................. see ‘List of Capacities’

Central cooling water
Central cooling temperature, inlet.................. 36 °C
Pressure drop on FWLT water side ..... 0.3-0.8 bar
Cooling water pipes for air cooler
Diagrams of cooling water pipes for scavenge air

cooler are shown in Figs. 11.08.01.

MAN B&W 11.04
Page 1 of 2
Seawater Cooling System
The seawater cooling system is an option for With an inlet temperature of maximum 32 °C
cooling the main engine lubricating oil cooler, the (tropical conditions), the maximum temperature
jacket water cooler and the scavenge air cooler by increase is 18 °C.
seawater, see Fig. 11.04.01. The seawater system
consists of pumps and a thermostatic valve. In order to prevent the lubricating oil from stiffen-
ing during cold services, a thermostatic valve is to
be installed. The thermostatic valve recirculates all
Cooling water temperature or part of the seawater to the suction side of the
pumps. A set point of 10 °C ensures that the cool-
The capacity of the seawater pump is based on ing water to the cooling consumers will never fall
the outlet temperature of the seawater being max- below this temperature.
imum 50 °C after passing through the main engine
lubricating oil cooler, the jacket water cooler and
the scavenge air cooler.
2)
Freshwater:
Seawater: 2) 2)
PT 8421 I AH AL
TI TE 8422 I AH
Lub.oil
cooler N
AS
TI P
1) Various
auxiliary TE 8423 I
PI TI Main
equipment
engine
Jacket Cooling water
Seawater water drain, air cooler
pumps cooler
Set point 10 °C
TI
High sea
chest
Seawater inlet
Seawater
inlet
Low sea chest

078 54 40-9.5.1
Fig. 11.04.01: Seawater cooling system

MAN B&W 11.04
Page 2 of 2
Cooling water pump capacities
The pump capacities listed by MAN Diesel and

Turbo cover the requirement for the main engine
only.

to be determined according to the actual plant
specification and the number of auxiliary equip-
ment. Such equipment include GenSets, starting
11.04.01.

In order to create the proper distribution of flow

between each of the central cooling water con-
sumers, orifices (or lockable adjustable valves
for instance) must be installed, see note 2) in Fig.
11.04.01.

Jacket water ................................................ 3.0 m/s

Seawater ..................................................... 3.0 m/s
If the pipe system is designed with possible air

pockets, these have to be vented to the expansion
tank.

MAN B&W 11.05
Page 1 of 1
Components for Seawater Cooling System
Seawater cooling pumps Scavenge air cooler
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Pump head ...................................................2.5 bar Heat dissipation ................. see ‘List of Capacities’
Test pressure ...................... according to class rule Seawater flow .................... see ‘List of Capacities’
Working temperature .................... maximum 50 °C Seawater temperature,
for seawater cooling inlet, max.................. 32 °C
The flow capacity must be within a range from Pressure drop on cooling water side .... 0.3-0.8 bar
The heat dissipation and the seawater flow are
The pump head of the pumps is to be determined based on an MCR output at tropical conditions,
based on the total actual pressure drop across i.e. seawater temperature of 32 °C and an ambient
the seawater cooling water system. air temperature of 45 °C.

given in Section 6.04. Cooling water pipes for air cooler

Seawater thermostatic valve cooler are shown in Figs. 11.06.01.
The temperature control valve is a threeway

mixing valve. The sensor is to be located at the
seawater inlet to the lubricating oil cooler, and the
temperature set point must be +10 °C.

Temperature set point .................................. +10 °C
Jacket water cooler

MAN B&W 11.06
Page 1 of 2
Combined Cooling Water System
The combined cooling water system is charac- With an inlet temperature of maximum 36 °C
terised by having one heat exchanger and the (tropical conditions), the maximum temperature
scavenge air cooler cooled by seawater. The other increase is 18 °C.
coolers, including the jacket water cooler, are then
cooled by central cooling water. To achieve an optimal engine performance re-
garding fuel oil consumption and cylinder condi-
In this system, the cooling water to the scavenge tion, it is important to ensure the lowest possible
air cooler will always be approx. 4 °C lower than in cooling water inlet temperature at the scavenge
a central cooling water system. air cooler.
MAN Diesel & Turbo therefore requires that the

Cooling water temperature temperature control valve in the central cooling
water circuit is to be set to minimum 10 °C. In this
The capacity of the seawater pumps, central cool- way, the temperature follows the outboard sea-
er and freshwater pumps are based on the outlet water temperature when the central cooling water
temperature of the freshwater being maximum 54 temperature exceeds 10 °C.
°C after passing through the main engine lubricat-
ing oil cooler.
Freshwater: Freshwater filling

Seawater:
4)
*)
LAH
Expansion tank
central
Set point 10 ˚C, see text cooling water LAL
2) 2)
5) TI TI TI TE 8423 I
*) Filling P
Central AS
3) Lub. oil
cooler
cooler
N Scavenge
Ø10 *)
Suggested TI air
Various cooler Main
inhibitor TE 8422 I AH
PI TI PI TI auxiliary engine
dosing tank
equipment PT 8421 I AH AL
Central 1)
Seawater cooling
pumps Jacket water
water
cooler
pumps Drain
PI Cooling water
High sea TI drain, air cooler
chest
Seawater
inlet
Sample
Seawater
Drain
inlet
Low sea
chest
078 70 970.4.0

Fig. 11.06.01: Combined cooling water system

11.06
Page 2 of 2
Alternatively, in case flow control of the seawater Expansion tank volume

pumps is applied, the set point is to be approxi-
mately 4 °C above the seawater temperature but The expansion tank shall be designed as open to
not lower than 10 °C. atmosphere. Venting pipes entering the tank shall
terminate below the lowest possible water level
In order to avoid seawater temperatures below i.e. below the low level alarm.
0 °C at the scavenge air cooler inlet, a manual by-
pass valve is installed in the seawater circuit, see The expansion tank volume has to be 10% of the
note 5) in Fig. 11.06.01. The valve recirculates all total central cooling water amount in the system.
or part of the seawater to the suction side of the The 10% expansion tank volume is defined as the
pumps. volume between the lowest level (at the low level
alarm sensor) and the overflow pipe or high level
alarm sensor, see note 4) in Fig. 11.02.01.
Cooling water pump capacities
If the pipe system is designed with possible air
The pump capacities listed by MAN Diesel and pockets, these have to be vented to the expansion
Turbo cover the requirement for the main engine tank.
only.

to be determined according to the actual plant
specification and the number of auxiliary equip-
ment. Such equipment include GenSets, starting
11.06.01.

Orifices (or lockable adjustable valves for in-

stance) must be installed in order to create:
• the proper distribution of flow between each of

the central cooling water consumers, see note 2)
• a differential pressure identical to that of the

central cooler at nominal central cooling water
pump capacity, see note 3).
References are made to Fig. 11.08.01.

Jacket water ................................................ 3.0 m/s

Seawater ..................................................... 3.0 m/s

MAN B&W 11.07
Page 1 of 2
Components for Combined Cooling Water System
Seawater cooling pumps Overload running at tropical conditions will slightly

increase the temperature level in the cooling sys-
The pumps are to be of the centrifugal type. tem, and will also slightly influence the engine
performance.
Pump head ...................................................2.0 bar
Test pressure ....................according to Class rules Central cooling water pumps
Working temperature, normal .....................032 °C
Working temperature .................... maximum 50 °C The pumps are to be of the centrifugal type.
The flow capacity must be within a range from Central cooling water
100 to 110% of the capacity stated. flow ................................ see ‘List of Capacities’
Pump head ...................................................2.5 bar
The pump head of the pumps is to be determined Delivery pressure ...............depends on location of
based on the total actual pressure drop across expansion tank
the seawater cooling water system. Test pressure ....................according to Class rules
Working temperature ..................................... 80 °C
A guideline for selecting centrifugal pumps is Design temperature...................................... 100 °C
The flow capacity must be within a range from
Central cooler
The ‘List of Capacities’ covers the main engine
The cooler is to be of the shell and tube or plate only. The pump head of the pumps is to be de-
heat exchanger type, made of seawater resistant termined based on the total actual pressure drop
material. across the central cooling water system.
Heat dissipation ................. see ‘List of Capacities’ A guideline for selecting centrifugal pumps is
Central cooling water given in Section 6.04.
Central cooling water temperature, outlet ..... 36 °C
Pressure drop on Central cooling water thermostatic valve
central cooling side ........................ max. 0.7 bar
Seawater flow ..................... see ‘List of Capacities’ The low temperature cooling system is to be
Seawater temperature, inlet ........................... 32 °C equipped with a threeway valve, mounted as a
Pressure drop on mixing valve, which bypasses all or part of the
seawater side .......................... maximum 1.0 bar freshwater around the central cooler.
The pressure drop may be larger, depending on The sensor is to be located at the outlet pipe from
the actual cooler design. the thermostatic valve and is set to keep a tem-
perature of 10 °C.
The heat dissipation and the seawater flow figures
are based on MCR output at tropical conditions,
i.e. a seawater temperature of 32 °C and an ambi-
ent air temperature of 45 °C.

MAN B&W 11.07
Page 2 of 2
In order to properly mix the inhibitor into the com-

bined cooling water system circuit, the tank shall
be designed to receive a small flow of jacket cool-
ing water through the tank from the jacket water
pumps. The tank shall be suitable for mixing in-
hibitors in form of both powder and liquid.

Design pressure ...... max. combined cooling water
system pressure
Jacket water cooler
Scavenge air cooler
The scavenge air cooler is an integrated part of

the main engine.

Central cooling temperature, inlet.................. 32 °C
Pressure drop on seawater side ........... 0.3-0.8 bar
Cooling water pipes for air cooler

cooler are shown in Figs. 11.08.01.

MAN B&W 11.08
Page 1 of 1
Cooling Water Pipes for Scavenge Air Cooler
Scavenge
air cooler
TE 8423 I
TI 8423
AS AS
P
TI 8422 PI 8421
TE 8422 I AH PT 8421 I AL
317 47 311.0.1
The letters refer to list of ‘Counterflanges’. The item no. refer to ‘Guidance Values Automation’
Fig. 11.08.01a: Cooling water pipes for engines with one turbocharger
Spare Spare
PT 8421 I AH AL TI 8422
PI 8421 TE 8422 I AH
N
TI 8423-2 TI 8423-1
CoCoS PDT 8424-2 2 PDT 8424-1 I CoCoS
TE 8423-2 I TE 8423-1 I
Scavenge air Scavenge air

cooler cooler
AS AS
121 14 99-1.9.0
The letters refer to list of ‘Counterflanges’. The item no. refer to ‘Guidance Values Automation’
Fig. 11.08.01b: Cooling water pipes for engines with two or more turbochargers
MAN B&W 50-30 engines dot 5 and higher 199 04 75-5.2

MAN B&W
High-temperature
Cooling Water
12
MAN B&W 12.01
Page 1 of 3
High-temperature Cooling Water System
The high-temperature (HT) cooling water system, Where the inhibitor maker specifies a certain
also known as the jacket cooling water (JCW) range as normal concentration, we recommend to
system, is used for cooling the cylinder liners, cyl- maintain the actual concentration in the upper end
inder covers and exhaust gas valves of the main of that range.
engine and heating of the fuel oil drain pipes, see
Fig. 12.01.01. MAN Diesel & Turbo recommends keeping a re-
cord of all tests to follow the condition and chemi-
The jacket water pump draws water from the jack- cal properties of the cooling water and notice how
et water cooler outlet, through a deaerating tank it develops. It is recommended to record the qual-
and delivers it to the engine. ity of water as follows:
A thermostatically controlled regulating valve is • Once a week:

located at the inlet to the jacket water cooler, or
alternatively at the outlet from the cooler. The reg- Take a sample from the circulating water dur-
ulating valve keeps the main engine cooling water ing running, however not from the expansion
outlet at a fixed temperature level, independent of tank nor the pipes leading to the tank. Check
the engine load. the condition of the cooling water. Test kits
with instructions are normally available from
A deaerating tank alarm device is installed be- the inhibitor supplier.
tween the deaerating tank and the expansion
tank. The purpose of the alarm device is to give an • Every third month:
alarm in case of a large amount of gas in the JCW
circuit e.g. caused by a cylinder liner rupture. Take a water sample from the system during
running, as described above in ‘Once a week’.
To create a sufficient static pressure in the JCW Send the sample for laboratory analysis.
system and provide space for the water to ex-
pand and contract, an expansion tank is installed. • Once a year:
The expansion tank must be located at least 15
m above the top of the main engine exhaust gas Empty, flush and refill the cooling water sys-
valves. tem. Add the inhibitor.
The engine jacket water must be carefully treated, For further information please refer to our recom-
maintained and monitored so as to avoid cor- mendations for treatment of the jacket water/
rosion, corrosion fatigue, cavitation and scale freshwater. The recommendations are available
formation. Therefore, it is recommended to install from MAN Diesel & Turbo, Copenhagen.
a chemical corrosion inhibitor dosing tank and a
means to take water samples from the JCW sys-
tem. Cooling water drain for maintenance
For maintenance of the main engine, a drain ar-

Chemical corrosion inhibition rangement is installed at the engine. By this drain
arrangement, the jacket cooling water can be
Various types of inhibitors are available but, gen- drained to e.g. a freshwater drain tank for possible
erally, only nitrite-borate based inhibitors are rec- reuse of the chemical corrosion inhibitor-treated
ommended. water.
MAN B&W S/L70-50ME-C8.5, S46ME-B8.5, 199 06 00-2.1

G40ME-C9.5, S40-30ME-B9.5
MAN B&W 12.01
Page 2 of 3
Preheater system The time period required for increasing the jacket
water temperature from 20 °C to 50 °C will de-
During short stays in port (i.e. less than 4-5 days), pend on the amount of water in the jacket cooling
it is recommended that the engine is kept pre- water system and the engine load
heated. The purpose is to prevent temperature
variation in the engine structure and correspond- Note:
ing variation in thermal expansions and possible The above considerations for start of cold engine
leakages. are based on the assumption that the engine has
already been well run-in.
The jacket cooling water outlet temperature
should be kept as high as possible and should For further information, please refer to our publi-
(before starting up) be increased to at least 50 °C. cation titled:
Preheating could be provided in form of a built-in
preheater in the jacket cooling water system or by Influence of Ambient Temperature Conditions
means of cooling water from the auxiliary engines,
or a combination of the two. The publication is available at www.marine.man.
eu → ’Two-Stroke’ → ’Technical Papers’.
Preheating procedure
Freshwater generator
In order to protect the engine, some minimum
temperature restrictions have to be considered A freshwater generator can be installed in the
before starting the engine and, in order to avoid JCW circuit for utilising the heat radiated to the
corrosive attacks on the cylinder liners during jacket cooling water from the main engine.
starting.
Normal start of engine, fixed pitch propeller
Normally, a minimum engine jacket water tem-

perature of 50 °C is recommended before the
engine may be started and run up gradually from
80% to 90% SMCR speed (SMCR rpm) during 30
minutes.
For running up between 90% and 100% SMCR

rpm, it is recommended that the speed be in-
creased slowly over a period of 60 minutes.
Start of cold engine, fixed pitch propeller
In exceptional circumstances where it is not pos-

sible to comply with the above-mentioned recom-
mendation, a minimum of 20 °C can be accepted
before the engine is started and run up slowly to
80% SMCR rpm.
Before exceeding 80% SMCR rpm, a minimum

jacket water temperature of 50 °C should be ob-
tained before the above described normal start
load-up procedure may be continued
MAN B&W S/L70-50ME-C8.5, S46ME-B8.5, 199 06 00-2.1

G40ME-C9.5, S40-30ME-B9.5
MAN B&W 12.01
Page 3 of 3
Jacket cooling water piping
Jacket cooling water Freshwater filling

Fuel oil
Internal piping
Control line P2 Located at highest point.
*) To be opened when the
*) Level LAH system is filled with
Expansion
Venting pipe or automatic venting valve indicator tank cooling water. (Manually
LAL or automatically)
to be arranged in one end of discharge 3)
pipe. (Opposite end of discharge to pump)
Drain
Alarm device box
M 2) TI 8413
L LS 8412 AL
C2 C2
AN C1 Filling C1
Water inlet *) Inhibitor dosing tank
for cleaning turbocharger Ø10
BD Preheater *) Preheater
AH pump
AF
Tracing of
fuel oil
drain pipe
P1 PI PI TI *) 1) TI *) 1)
AE AE K Drain
Jacket water pumps
Sample Deaerating
Main engine PT 8401 I AL YL tank
Drain Jacket Fresh water

water cooler generator *)
Fresh Drain from bedplate/cleaning P1
cooling turbocharger to waste tank From tracing of fuel oil drain pipe
water
drain *) Freshwater
drain pump
Fresh water
drain tank *) P2
573 06 71-9.0.0
Notes:
1) Orifices (or lockable adjustable valves) to be installed in order to create a differential pressure identical to that of the jacket water
cooler / freshwater generator at nominal jacket water pump capacity.
2) (Optional) Orifices (or lockable adjustable valves) to be installed in order to create a min. inlet pressure indicated at sensor
PT 8401 above the min. pressure stated in the Guidance Values Automation (GVA) at engine inlet connection ‘K’.
3) Orifices with small size hole to be installed for avoiding jacket water flow through the expansion tank.
Fig. 12.01.01: Jacket cooling water system

Jacket cooling water ................................... 3.0 m/s
MAN B&W S/L70-50ME-C8.5, S46ME-B8.5, 199 06 00-2.1

G40ME-C9.5, S40-30ME-B9.5
MAN B&W 12.02
Page 1 of 5
Components for High-temperature Cooling Water System
Jacket water cooling pump The heat dissipation and flow are based on SMCR
output at tropical conditions, i.e. seawater tem-
The pumps are to be of the centrifugal type. perature of 32 °C and an ambient air temperature
of 45 °C.
Pump flow rate/Jacket water
Pump head (see below note) ........................3.0 bar Jacket water thermostatic regulating valve
Delivery pressure ...............depends on location of
the expansion tank The main engine cooling water outlet should be
Test pressure ....................according to Class rules kept at a fixed temperature of 90 °C, independent-
Working temperature ..................................... 90 °C ly of the engine load. This is done by a three-way
Max. temperature (design purpose) ............. 100 °C thermostatic regulating valve.
The flow capacity must be within a range from Jacket water flow ............... see ‘List of Capacities’
100 to 110% of the capacity stated. Max. working temperature ..................up to 100 °C
Max. pressure drop ....................................~0.3 bar
The pump head of the pumps is to be determined Actuator type......................... electric or pneumatic
based on the total actual pressure drop across Recommended leak rate ............. less than 0.5% of
the cooling water system i.e. pressure drop across nominal flow
the main engine, jacket water cooler, three-way
valve, valves and other pipe components Note:
A low valve leak rate specified for the valve port
A guideline for selecting centrifugal pumps is against the cooler will provide better utilisation of
given in Section 6.04. the heat available for the freshwater production.
Jacket water cooler Expansion tank
Normally the jacket water cooler is most likely to The expansion tank shall be designed as open to
be of the plate heat exchanger type but could also atmosphere. Venting pipes entering the tank shall
be of the shell and tube type. terminate below the lowest possible water level
i.e. below the low level alarm.
Jacket water flow ............... see ‘List of Capacities’ The expansion tank must be located at least 15 m
Jacket water temperature, inlet...................... 90 °C above the top of the main engine exhaust gas
Max. working temperature ..................up to 100 °C valves.
Max. pressure drop
on jacket water side ................................0.5 bar The expansion tank volume has to be at least 10%
of the total jacket cooling water amount in the sys-
Cooling water flow.............. see ‘List of Capacities’ tem.
Cooling water temp., inlet SW cooled .......... ~38 °C
Cooling water temp., inlet FW cooled .......... ~42 °C The 10% expansion tank volume is defined as the
Max pressure drop on cooling side .............0.5 bar volume between the lowest level (at the low level
alarm sensor) and the overflow pipe or high level
The cooler should be built in following materials: alarm sensor.
Sea water cooled ..........SW resistant (e.g. titanium
or Cu alloy for tube coolers)
Freshwater cooled............................ stainless steel
MAN B&W S/L70-50ME-C8.5/-GI/-LGI, 199 06 01-4.0

S46ME-B8.5/-GI/-LGI, G40ME-C9.5/-GI/-LGI,
S40-30ME-B9.5/-GI/-LGI
MAN B&W 12.02
Page 2 of 5
Deaerating tank and alarm device
Design and dimensions of the deaerating tank

are shown in Fig. 12.02.01 ‘Deaerating tank’ and
the corresponding alarm device is shown in Fig.
12.02.02 ‘Deaerating tank, alarm device’.
In order to properly mix the inhibitor into the JCW

system circuit, the tank shall be designed to re-
ceive a small flow of jacket cooling water through
the tank from the jacket water pumps. The tank
shall be suitable for mixing inhibitors in form of
both powder and liquid.

Design pressure ..........max. JCW system pressure
MAN B&W S/L70-50ME-C8.5/-GI/-LGI, 199 06 01-4.0

S46ME-B8.5/-GI/-LGI, G40ME-C9.5/-GI/-LGI,
S40-30ME-B9.5/-GI/-LGI
MAN B&W 12.02
Page 3 of 5
Deaerating tank
Deaerating tank dimensions

*
Tank size 0.05 m3
"
Max. jacket water capacity 120 m3/h

Dimensions in mm
Max. nominal diameter 125
A 600
&
(
B 125
!
%
'
C 5
D 150
$
E 300
+

F 910
)
G 250
øH 300
øI 320
øJ ND 50
øK ND 32
ND: Nominal diameter

$IAMETERæCORRESPONDINGæTO
PIPEæDIAMETERæINæENGINEæROOM Working pressure is according to actual piping arrangement.
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
tion must end flush with the tank, so that no internal edges are
Fig. 12.07.01: Deaerating tank, option: 4 46 640 protruding.
%XPANSIONæTANK

,3ææææææ!,
,EVELæSWITCHæFLOAT
!LARMæDEVICE
,EVELæSWITCH
,EVELæSWITCHæFLOAT ,EVELæSWITCHæFLOAT
INæPOSITIONæFORæALARM INæNORMALæPOSITIONæçæNOæALARM
&ROMæDEAERATINGæTANK
198 97 091.1
Fig. 12.07.02: Deaerating tank, alarm device, option: 4 46 645
MAN B&W 46-30 engines dot 5 and higher 199 05 749.0*

MAN B&W 12.02
Page 4 of 5
Preheater components Temperature Preheater

increase of capacity in
jacket water % of nominal
MCR power
When a preheater system is installed like in Fig.
1.25%
12.01.01, the components shall be specified as °C
1.50% 1.00% 0.75%
follows: 60
Preheater pump (optional) 50
0.50%
The pump is to be of the centrifugal type.

40
Pump flow rate .........10% of the Jacket water flow,

see ‘List of Capacities’
30
Working temperature ............................... 50-85 °C
Max. temperature (design purpose.............. 100 °C
20
10
The preheater must be relocated if no preheater
pump is installed.
0
0 10 20 30 40 50 60 70
hours
Preheater
Preheating time
Heating flow rate ......10% of the Jacket water flow,

178 16 63-1.1
see ‘List of Capacities’
Heating capacity ................... see the note below *)
Preheater type ........ steam, thermal oil or electrical Fig. 12.02.03: Jacket water preheater, example
Working temperature ............................... 50-85 °C
Max. working temperature ..................up to 100 °C
Max. pressure drop The preheater pump and JCW pumps should be
on jacket water side ............................. ~0.2 bar electrically interlocked to avoid the risk of simulta-
neous operation.
*) The preheater heating capacity depends on the
required preheating time and the required tem-
perature increase of the engine jacket water. The
temperature and time relations are shown in Fig.
12.02.03. In general, a temperature increase of
about 35 °C (from 15 °C to 50 °C) is required, and
a preheating time of 12 hours requires a preheater
capacity of about 1% of the engine`s NMCR
power.

MAN B&W 12.02
Page 5 of 5
Freshwater generator installation Such a temperature control system may consist

of a thermostatic three-way valve as shown in Fig.
If a generator is installed in the ship for produc- 12.01.01 or a special built-in temperature control
tion of freshwater by utilising the heat in the jacket in the freshwater generator, e.g. an automatic
water cooling system, it should be noted that the start/stop function, or similar.
actual available heat in the jacket water system is
lower than indicated by the heat dissipation fig- If more heat is utilised than the heat available at
ures given in the ‘List of Capacities‘. 50% SMCR, the freshwater production may for
guidance be estimated as:
The reason is that the latter figure is used for
dimensioning the jacket water cooler and hence Mfw = 0.03 × Qd-jw t/24h
incorporate a safety margin which can be needed
when the engine is operating under conditions where
such as, e.g. overload. Normally, this margin is Mfw = Freshwater production (tons per 24 hours)
10% at SMCR. Qd-jw = QjwNCR × Tol.-15% (kW)
The calculation of the heat actually available at where

SMCR for a derated diesel engine can be made in QjwNCR = Jacket water heat at NCR engine
the CEAS application described in Section 20.02. load at ISO condition (kW)
Tol.-15%= Minus tolerance of 15% = 0.85
A freshwater generator installation is shown in Fig.
12.01.01.
Calculation method
When using a normal freshwater generator of the

single effect vacuum evaporator type, the fresh-
water production (based on the available jacket
cooling water heat for design purpose Qd-jw) may,
for guidance, be estimated as 0.03 t/24h per 1 kW
heat, i.e.:
Mfw = 0.03 × Qd-jw t/24h
where
Mfw = Freshwater production (tons per 24 hours)
Qd-jw = Qjw50% × Tol.-15% (kW)
where
Qjw50% = Jacket water heat at 50% SMCR
engine load at ISO condition (kW)
Tol.-15%= Minus tolerance of 15% = 0.85
If more heat is utilised than the heat available at

50% SMCR and/or when using the freshwater
generator below 50% engine load, a special tem-
perature control system shall be incorporated. The
purpose is to ensure, that the jacket cooling water
temperature at the outlet from the engine does not
fall below a certain level.

MAN B&W 12.03
Page 1 of 1
Jacket Cooling Water Pipes
Exhaust valve water drain valve

Cyl. 1
TE 8408 I AH YH
M
M
PDT 8403 AL YL TI 8408
To heating fuel
oil drain pipes
AH K
TI 8407
TE 8407 I AL
PT 8401 I AL YL
PI 8401 Local operation panel
PS 8402 Z Only GL
121 15 18-4.3.3

The item no. refer to ‘Guidance values automation’
Fig. 12.06.01: Jacket cooling water pipes
MAN B&W S/L70-60MEC8.5/-GI/-LGI, 199 05 84-5.0*

S50ME-C8.5/-GI/-LGI, G40ME-C9.5/-GI/-LGI
MAN B&W
Starting and Control Air
13
MAN B&W 13.01
Page 1 of 1
Starting and Control Air Systems
The starting air of 30 bar is supplied by the start- Please note that the air consumption for control
ing air compressors to the starting air receivers air, safety air, turbocharger cleaning, sealing air
and from these to the main engine inlet ‘A’. for exhaust valve and for fuel valve testing unit are
momentary requirements of the consumers.
Through a reduction station, filtered compressed
air at 7 bar is supplied to the control air for ex- The components of the starting and control air
haust valve air springs, through engine inlet ‘B’ systems are further desribed in Section 13.02.
Through a reduction valve, compressed air is For information about a common starting air sys-
supplied at approx. 7 bar to ‘AP’ for turbocharger tem for main engines and MAN Diesel & Turbo
cleaning (soft blast), and a minor volume used for auxiliary engines, please refer to our publication:
the fuel valve testing unit. The specific air pres-
sure required for turbocharger cleaning is subject Uni-concept Auxiliary Systems for Two-Stroke Main
to make and type of turbocharger. Engines and Four-Stroke Auxiliary Engines

→ ’Two-Stroke’ → ’Technical Papers’.
Reduction valve
Reduction station
Pipe, DN25 mm To fuel valve
testing unit
Starting air
Filter, receiver 30 bar
40 μm
Pipe, DN25 mm PI
To
bilge
B AP
A
Main Pipe a, DN *)
engine
Oil & water

separator
Starting air
receiver 30 bar
PI
To bilge
Air compressors

*) Pipe a nominal dimension: DN100 mm
078 83 76-7.5.0
Fig. 13.01.01: Starting and control air systems
MAN B&W 50-40MEC/ME-B 198 39 992.6

MAN B&W 13.02
Page 1 of 1
Components for Starting Air System
Starting air compressors Reduction valve for turbocharger cleaning etc
The starting air compressors are to be of the Reduction ......... from 3010 bar to approx. 7 bar *)
watercooled, twostage type with intercooling. *) Subject to make and type of TC (Tolerance ±10%)
More than two compressors may be installed to Flow rate, free air ............. 2,600 Normal liters/min
supply the total capacity stated. equal to 0.043 m3/s
Air intake quantity: The consumption of compressed air for control air,
Reversible engine, exhaust valve air springs and safety air as well as
for 12 starts ....................... see ‘List of capacities’ air for turbocharger cleaning and fuel valve testing
Nonreversible engine, is covered by the capacities stated for air receiv-
for 6 starts ......................... see ‘List of capacities’ ers and compressors in the list of capacities.
Delivery pressure ........................................ 30 bar
Starting and control air pipes

Starting air receivers
The piping delivered with and fitted onto the main
The volume of the two receivers is: engine is shown in the following figures in Section
Reversible engine, 13.03:
for 12 starts .................... see ‘List of capacities’ *)
Nonreversible engine, Fig. 13.03.01 Starting air pipes
for 6 starts ...................... see ‘List of capacities’ *) Fig. 13.03.02 Air spring pipes, exhaust valves
Working pressure ........................................ 30 bar
Test pressure .................... according to class rule
Turning gear
*) The volume stated is at 25 °C and 1,000 mbar
The turning wheel has cylindrical teeth and is fit-
ted to the thrust shaft. The turning wheel is driven
Reduction station for control and safety air by a pinion on the terminal shaft of the turning
gear, which is mounted on the bedplate.
In normal operating, each of the two lines supplies
one engine inlet. During maintenance, three isolat- Engagement and disengagement of the turning
ing valves in the reduction station allow one of the gear is effected by displacing the pinion and ter-
two lines to be shut down while the other line sup- minal shaft axially. To prevent the main engine
plies both engine inlets, see Fig. 13.01.01. from starting when the turning gear is engaged,
the turning gear is equipped with a safety arrange-
Reduction ......................... from 3010 bar to 7 bar ment which interlocks with the starting air system.
(Tolerance ±10%)
The turning gear is driven by an electric motor
Flow rate, free air .............. 2,100 Normal liters/min with a builtin gear and brake. Key specifications
equal to 0.035 m3/s of the electric motor and brake are stated in Sec-
Filter, fineness ............................................. 40 μm tion 13.04.
MAN B&W 98-45ME/MEC/ME-B, G40ME-C 198 60 578.3

MAN B&W 13.03
Page 1 of 2
Starting and Control Air Pipes
The starting air pipes, Fig. 13.03.01, contain a and compressors in the ‘List of Capacities’ cover
main starting valve (a ball valve with actuator), a all the main engine requirements and starting of
nonreturn valve, a solenoid valve and a starting the auxiliary engines.
valve. The main starting valve is controlled by the
Engine Control System. Slow turning before start For information about a common starting air
of engine, EoD: 4 50 141, is included in the basic system for main engines and auxiliary engines,
design. please refer to our publication:
The Engine Control System regulates the supply Uni-concept Auxiliary Systems for Two-Stroke Main
of control air to the starting valves in accordance Engines and Four-Stroke Auxiliary Engines
with the correct firing sequence and the timing.
Please note that the air consumption for control → ’Two-Stroke’ → ’Technical Papers’.
air, turbocharger cleaning and for fuel valve test-
ing unit are momentary requirements of the con-
sumers. The capacities stated for the air receivers
ZV 1120-N C
Activate pilot pressure
to starting valves
Cyl. 1
Starting valve
Bursting cap
ZS 1116-A I C
ZS 1117-A C
ZS 1117-B C
Blow off ZS 1112-A I C Blow off
ZS 1116-B I C
ZS 1111-A I C
ZS 1111-B I C
ZS 1112-B I C
Slow turning
4 50 141
PT 8501-A I AL
PT 8501-B I AL
A
PI 8501 Local operating panel

The item nos. refer to ‘Guidance values automation’
198 98 21-5.3.1
Fig. 13.03.01: Starting air pipes
MAN B&W ME/MEC/GI/-LGI engines 198 40 004.8

MAN B&W 13.03
Page 2 of 2
Exhaust Valve Air Spring Pipes
The exhaust valve is opened hydraulically by the The compressed air is taken from the control air
Fuel Injection Valve Actuator (FIVA) system which supply, see Fig. 13.03.02.
is activated by the Engine Control System, and the
closing force is provided by an ‘air spring’ which
leaves the valve spindle free to rotate.
PT 8505 I AL
B
Control air supply Safety relief valve Safety relief valve Safety relief valve
(from the pneumatic
manoeuvring Air
system) spring

517 15 68-2.1.1
Fig. 13.03.02: Air spring pipes for exhaust valves

MAN B&W
Scavenge Air
14
MAN B&W 14.01
Page 1 of 1
Scavenge Air System
Scavenge air is supplied to the engine by one The scavenge air system (see Figs. 14.01.01 and
turbocharger located on either the aft end of the 14.02.01) is an integrated part of the main engine.
engine, option: 4 59 121, or on the exhaust side,
option: 4 59 123. The engine power figures and the data in the list
of capacities are based on MCR at tropical con-
The compressor of the turbocharger draws air ditions, i.e. a seawater temperature of 32 °C, or
from the engine room, through an air filter, and freshwater temperature of 36 °C, and an ambient
the compressed air is cooled by the scavenge air air inlet temperature of 45 °C.
cooler. The scavenge air cooler is provided with a
water mist catcher, which prevents condensated
water from being carried with the air into the scav-
enge air receiver and to the combustion chamber.
%XHAUSTæGAS
RECEIVER
%XHAUSTæVALVE
4URBOCHARGER
#YLINDERæLINER
3CAVENGEæAIR
RECEIVER
3CAVENGEæAIR
COOLER
7ATERæMIST
CATCHER
178 25 188.1
Fig. 14.01.01: Scavenge Air System
MAN B&W S50MC, 46-35MCC, 45-40ME-C/-GI/-LGI, 198 61 489.2

46-30ME-B/-GI/-LGI
MAN B&W 14.02
Page 1 of 2
Auxiliary Blowers
The engine is provided with a minimum of two During operation of the engine, the auxiliary blow-
electrically driven auxiliary blowers, the actual ers will start automatically whenever the blower
number depending on the number of cylinders as inlet pressure drops below a preset pressure,
well as the turbocharger make and amount. corresponding to an engine load of approximately
25-35%.
The auxiliary blowers are integrated in the revers-
ing chamber below the scavenge air cooler. Be- The blowers will continue to operate until the
tween the scavenge air cooler and the scavenge blower inlet pressure again exceeds the preset
air receiver, nonreturn valves are fitted which pressure plus an appropriate hysteresis (i.e. taking
close automatically when the auxiliary blowers recent pressure history into account), correspond-
start supplying the scavenge air. ing to an engine load of approximately 30-40%.
Auxiliary blower operation Emergency running
The auxiliary blowers start operating consecu- If one of the auxiliary blowers is out of function,
tively before the engine is started and will ensure the other auxiliary blower will function in the sys-
complete scavenging of the cylinders in the start- tem, without any manual adjustment of the valves
ing phase, thus providing the best conditions for a being necessary.
safe start.
Running with auxiliary blower Running with turbocharger
178 63 77-1.0b
Fig. 14.02.01: Scavenge air system, integrated blower
MAN B&W 50-40ME-C/-GI/-LGI, 199 05 53-4.0

50-30ME-B/-GI/-LGI
MAN B&W 14.02
Page 2 of 2
Control of the Auxiliary Blowers The starter panels with starters for the auxiliary
blower motors are not included, they can be or-
The control system for the auxiliary blowers is dered as an option: 4 55 653. (The starter panel
integrated in the Engine Control System. The aux- design and function is according to MAN Diesel &
iliary blowers can be controlled in either automatic Turbo’s diagram, however, the physical layout and
(default) or manual mode. choice of components has to be decided by the
manufacturer).
In automatic mode, the auxiliary blowers are
started sequentially at the moment the engine is Heaters for the blower motors are available as an
commanded to start. During engine running, the option: 4 55 155.
blowers are started and stopped according to
preset scavenge air pressure limits.
Scavenge air cooler requirements
When the engine stops, the blowers are stopped
after 10 minutes to prevent overheating of the The data for the scavenge air cooler is specified in
blowers. When a start is ordered, the blower will the description of the cooling water system chosen.
be started in the normal sequence and the actual
start of the engine will be delayed until the blow- For further information, please refer to our publi-
ers have started. cation titled:
In manual mode, the blowers can be controlled MAN Diesel & Turbo Influence of Ambient Tem-
individually from the ECR (Engine Control Room) perature Conditions
panel irrespective of the engine condition.
Referring to Fig. 14.02.02, the Auxiliary Blower → ’Two-Stroke’ → ’Technical Papers’.
Starter Panels control and protect the Auxiliary
Blower motors, one panel with starter per blower.
Engine Control System
Engine room
Aux. blower Aux. blower Aux. blower Aux. blower Aux. blower
starter panel 1 starter panel 2 starter panel 3 starter panel 4 starter panel 5
M M M M M
Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor Auxiliary Motor
blower heater blower heater blower heater blower heater blower heater
Power Power Power Power Power

cable cable cable cable cable
178 61 30-2.0
Fig. 14.02.02: Diagram of auxiliary blower control system
MAN B&W ME/ME-C/-GI engines 198 85 56-2.0

MAN B&W 14.03
Page 1 of 1
Scavenge Air Pipes
Cocos PDT 8607 I AH
Cocos TE 8612 I
Scavenge air cooler
TE 8605 I
TI 8605
PDI 8606
E 1180 E 1180
TE 8609 I AH Y Spare
Auxiliary blower PT 8601-B
TI 8609 TE 8608 I PI 8601
PT 8601-A
TI 8608 Scavenge air receiver
PDT 8606 I AH
PI 8601
PDI 8606
Cyl. 1
PI 8706
Exhaust receiver
TE 8610 AH YH
502 46 559.2.1a
The item nos. refer to ‘Guidance Values Automation’
Fig. 14.03.01a: Scavenge air pipes, one turbocharger on exhaust side
Exhaust receiver
TI 8608
PI 8706 TE 8609 AH I YH TE 8608 I
PI 8601 PDT 8606 I AH CoCos
E 1180
TI 8609 PT 8601-A PI 8601 PDI 8606
PT 8601-B
Water mist
Air cooler
catcher
CoCos
PDT 8607 I AH
Cyl. 1
TE 8605 I
CoCos
TI 8605 TE 8612 I
TE 8610 AH YH
126 40 799.3.0a
Fig. 14.03.01b: Scavenge air pipes, one turbocharger aft
MAN B&W 45-40ME-C/-GI/-LGI 199 03 80-7.1

MAN B&W 14.05
Page 1 of 2
Scavenge Air Cooler Cleaning System
The air side of the scavenge air cooler can be The system is equipped with a drain box with a
cleaned by injecting a grease dissolving media level switch, indicating any excessive water level.
through ‘AK’ to a spray pipe arrangement fitted to
the air chamber above the air cooler element. The piping delivered with and fitted on the engine
is shown in Fig 14.05.01.
Drain from water mist catcher

Auto Pump Overboard System
Sludge is drained through ‘AL’ to the drain water
collecting tank and the polluted grease dissolvent It is common practice on board to lead drain wa-
returns from ‘AM’, through a filter, to the chemical ter directly overboard via a collecting tank. Before
cleaning tank. The cleaning must be carried out pumping the drain water overboard, it is recom-
while the engine is at standstill. mended to measure the oil content. If above
15ppm, the drain water should be lead to the
Dirty water collected after the water mist catcher clean bilge tank / bilge holding tank.
is drained through ‘DX’ and led to the bilge tank
via an open funnel, see Fig. 14.05.02. If required by the owner, a system for automatic
disposal of drain water with oil content monitoring
The ‘AL’ drain line is, during running, used as a could be built as outlined in Fig. 14.05.02.
permanent drain from the air cooler water mist
catcher. The water is led through an orifice to pre-
vent major losses of scavenge air.
AK AK
LS 8611 AH
DX
AL AM DX
The letters refer to list of ‘Counterflanges‘

509 22 67-3.5.0b
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on exhaust side
MAN B&W 45-40ME-C9/-GI/-LGI, 198 77 25-8.1

40-30ME-B9/-GI/-LGI, 40-35MC-C9
MAN B&W 14.05
Page 2 of 2
Auto Pump Overboard System
DX AL
Oil in water
Drain water High level alarm
monitor
Hull
collecting tank (15ppm oil)
Start pump
Stop pump
Low level alarm
Overboard
Clean bilge tank /

To oily water bilge holding tank
separator
079 21 94-1.6.0c
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel &
Turbo)
Air Cooler Cleaning Unit
AK
PI
DN=25 mm
Air cooler
Freshwater
(from hydrophor) AL
Recirculation DX
DN=50 mm
AM
DN=50 mm
TI
Circulation
pump Chemical
cleaning tank Filter Drain from air cooler
1 mm mesh size
cleaning & water mist
catcher in air cooler
Heating coil
To fit the chemical Sludge pump suction

maker’s requirement
No. of
cyl.
The letters refer to list of ‘Counterflanges‘ 5-8
Chemical tank capacity, m3 0.3
3
Circulation pump capacity at 3 bar, m /h 1
079 21 94-6.0.e
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
MAN B&W 45-40ME-C9/-GI/-LGI, 198 77 27-1.2

40-30ME-B9/-GI/-LGI, 40-35MC-C9
MAN B&W 14.06
Page 1 of 1
Scavenge Air Box Drain System
The scavenge air box is continuously drained The pressurised drain tank must be designed to
through ‘AV’ to a small pressurised drain tank, withstand full scavenge air pressure and, if steam
from where the sludge is led to the sludge tank. is applied, to withstand the steam pressure avail-
Steam can be applied through ‘BV’, if required, to able.
facilitate the draining. See Fig. 14.06.01.
The system delivered with and fitted on the en-
The continuous drain from the scavenge air box gine is shown in Fig. 14.07.03 Scavenge air space,
must not be directly connected to the sludge tank drain pipes.
owing to the scavenge air pressure.
Deck / Roof
If the engine is equipped with both ‘AV’ and DN=50 mm

‘AV1’ connections, these can be connected
to the drain tank.
Min. 15°
The ‘AV’ and AV1’ connection can also be
connected to the drain tank separately.
DN=15 mm
BV AV
AV1
Orifice 10 mm
DN=65 mm
1,000 mm
Normally open.
Steam inlet pressure 3-10 bar. To be closed in case of
If steam is not available, 7 bar fire in the scavenge air box.
Drain
compressed air can be used.
tank
Normally closed. Tank to be emptied

DN=50 mm during service with valve open.
Sludge tank for fuel
oil centrifuges
No. of cylinders: 5-6 7-8

3
Drain tank capacity, m 0.3 0.4
079 61 03-0.4.1
Fig. 14.06.01: Scavenge air box drain system
MAN B&W MAN B&W S50MC, 46-40MC-C/ME-C/ME-B/-GI/-LGI 198 76 92-1.4

MAN B&W 14.07
Page 1 of 2
Fire Extinguishing System for Scavenge Air Space
Fire in the scavenge air space can be extinguished The key specifications of the fire extinguishing
by steam, this being the basic solution, or, option- agents are:
ally, by water mist or CO2.
Steam fire extinguishing for scavenge air space
The external system, pipe and flange connections Steam pressure: 310 bar
are shown in Fig. 14.07.01 and the piping fitted Steam quantity, approx.: 1.3 kg/cyl.
onto the engine in Fig. 14.07.02.
Water mist fire extinguishing for scavenge air space
In the Extent of Delivery, the fire extinguishing Freshwater pressure: min. 3.5 bar
system for scavenge air space is selected by the Freshwater quantity, approx.: 1.0 kg/cyl.
fire extinguishing agent:
CO2 fire extinguishing for scavenge air space
• basic solution: 4 55 140 Steam CO2 test pressure: 150 bar
• option: 4 55 142 Water mist CO2 quantity, approx.: 2.8 kg/cyl.
• option: 4 55 143 CO2
"ASICæSOLUTIONæ3TEAMæEXTINGUISHING /PTIONæ#/ æEXTINGUISHING

3TEAMæPRESSUREæçæBAR #/ æTESTæPRESSUREææBARæ
!4 !4
$.æMM
.ORMALæPOSITION
OPENæTOæBILGE $.æMM
#/ æBOTTLES
/PTIONæ7ATERæMISTæEXTINGUISHING #/ æ
&RESHæWATERæPRESSSUREæMINææBAR
!TæLEASTæTWOæBOTTLESæOUGHTæTOæBEæINSTALLED
)NæMOSTæCASESæONEæBOTTLEæSHOULDæBEæSUFFICIENTæ
TOæEXTINGUISHæFIREæINæTHREEæCYLILNDERSæWHILEæTWOæ
ORæMOREæBOTTLESæWOULDæBEæREQUIREDæTOæEXTINGUISHæ
!4 FIREæINæALLæCYLINDERS
$.æMM 4OæPREVENTæTHEæFIREæFROMæSPREADINGæTOæTHEæNEXT
CYLINDERS æTHEæBALLçVALVEæOFæTHEæNEIGHBOURING
.ORMALæPOSITION CYLINDERS æSHOULDæBEæOPENEDæINæTHEæEVENTæOF
OPENæTOæBILGE FIREæINæONEæCYLINDER
079 61 029.0.0a
Fig. 14.07.01: Fire extinguishing system for scavenge air space
MAN B&W 40MC-C/ME-C/ME-B/-GI/-LGI 198 62 016.2

MAN B&W 14.07
Page 2 of 2
Fire Extinguishing Pipes in Scavenge Air Space
Exhaust side
Cyl. 1
Manoeuvering side
TE 8610 I AH Y
Extinguishing agent:
CO2, Steam or Freshwater
AT
Drain pipe, bedplate

(Only for steam or freshwater)
The letters refer to list of ‘Counterflanges’ 126 40 81-0.6.1a
Fig. 14.07.02: Fire extinguishing pipes in scavenge air space
Scavenge Air Space, Drain Pipes
!UXILIARYæBLOWER
3CAVENGEæAIRæCOOLER
3CAVENGEæAIRæRECEIVER
"6 !6
Fig. 14.07.03: Scavenge air space, drain pipes
MAN B&W 50-26 engines 198 76 813.3

MAN B&W
Exhaust Gas
15
MAN B&W 15.01
Page 1 of 1
Exhaust Gas System
The exhaust gas is led from the cylinders to the Turbocharger arrangement and cleaning systems
exhaust gas receiver where the fluctuating pres-
sures from the cylinders are equalised and from The turbocharger can either be located on the aft
where the gas is led further on to the turbocharger end of the engine, option: 4 59 121, or on the ex-
at a constant pressure. See fig. 15.01.01. haust side of the engine, option: 4 59 123.
Compensators are fitted between the exhaust The engine is designed for the installation of the
valve housings and the exhaust gas receiver and MAN turbocharger type TCA, option: 4 59 101,
between the receiver and the turbocharger. A pro- ABB turbocharger type A-L, option: 4 59 102, or
tective grating is placed between the exhaust gas MHI turbocharger type MET, option: 4 59 103.
receiver and the turbocharger. The turbocharger
is fitted with a pickup for monitoring and remote All makes of turbochargers are fitted with an ar-
indication of the turbocharger speed. rangement for soft blast cleaning of the turbine
side, and optionally water washing of the com-
The exhaust gas receiver and the exhaust pipes pressor side, option: 4 59 145, see Figs. 15.02.02
are provided with insulation, covered by steel plat- and 15.02.03. Washing of the turbine side is only
ing. applicable by special request to TC manufacturer
on MAN turbochargers.
%XHAUSTæGAS
RECEIVER
%XHAUSTæVALVE
4URBOCHARGER
#YLINDERæLINER
3CAVENGEæAIR
RECEIVER
3CAVENGEæ
AIRæCOOLER
7ATERæMIST
CATCHER
178 07 274.1
Fig. 15.01.01: Exhaust gas system on engine
MAN B&W S50MC, 46-30MC-C/ME-C/ME-B/-GI/-LGI 198 64 005.4

MAN B&W 15.02
Page 1 of 2
Exhaust Gas Pipes
TI/TE 8702 I AH YH Cyl. 1
To scavenge air receiver
PI 8601
PI 8706
Exhaust gas receiver
Turbocharger
**)
PT 8706 I
TC 8704 I TI 8701
TI/TT 8701 I AH YH
Flange connection D
**)
TE 8612
PT 8708 I AH
TC 8707 I AH ZT 8801 I AH YH
TI 8707 XS 8817 Z
**) CoCos

121 15 27-9.2.3
Fig. 15.02.01: Exhaust gas pipes
MAN B&W 50-26 engines 199 05 58-3.0

MAN B&W 15.02
Page 2 of 2
Cleaning Systems
Compressor cleaning
MAN TCA turbocharger
To bedplate drain, AE 121 15 21-8.1.1b
Fig. 15.02.02: MAN TCA turbocharger, water washing of compressor side, EoD: 4 59 145
PI 8803
AP
Dry cleaning turbine side

Drain
ABB Turbocharger
Compressor cleaning
To bedplate drain, AE
178 61 87-7.0.0
Fig. 15.02.03: Soft blast cleaning of turbine side and water washing of compressor side for ABB turbochargers
MAN B&W 50-26 engines 198 79 164.1

MAN B&W 15.03
Page 1 of 1
Exhaust Gas System for Main Engine
At the specified MCR of the engine, the total The exhaust system for the main engine com-
backpressure in the exhaust gas system after the prises:
turbocharger (as indicated by the static pressure
measured in the piping after the turbocharger) • Exhaust gas pipes
must not exceed 350 mm WC (0.035 bar). • Exhaust gas boiler
• Silencer
In order to have a backpressure margin for the • Spark arrester (if needed)
final system, it is recommended at the design • Expansion joints (compensators)
stage to initially use a value of about 300 mm WC • Pipe bracings.
(0.030 bar).
In connection with dimensioning the exhaust gas
The actual backpressure in the exhaust gas piping system, the following parameters must be
system at specified MCR depends on the gas observed:
velocity, i.e. it is proportional to the square of the
exhaust gas velocity, and hence inversely propor- • Exhaust gas flow rate
tional to the pipe diameter to the 4th power. It has • Exhaust gas temperature at turbocharger outlet
by now become normal practice in order to avoid • Maximum pressure drop through exhaust gas
too much pressure loss in the pipings to have an system
exhaust gas velocity at specified MCR of about • Maximum noise level at gas outlet to atmos-
35 m/sec, but not higher than 50 m/sec. phere
• Maximum force from exhaust piping on
For dimensioning of the external exhaust pipe turbocharger(s)
connections, see the exhaust pipe diameters for • Sufficient axial and lateral elongation ability of
35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec re- expansion joints
spectively, shown in Table 15.07.02. • Utilisation of the heat energy of the exhaust gas.
As long as the total backpressure of the exhaust Items that are to be calculated or read from tables
gas system (incorporating all resistance losses are:
from pipes and components) complies with the
abovementioned requirements, the pressure • Exhaust gas mass flow rate, temperature and max-
losses across each component may be chosen in- imum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) • Diameter of exhaust gas pipes
in Fig. 15.05.01. The general design guidelines for • Utilisation of the exhaust gas energy
each component, described below, can be used • Attenuation of noise from the exhaust pipe outlet
for guidance purposes at the initial project stage. • Pressure drop across the exhaust gas system
• Expansion joints.
Exhaust gas piping system for main engine
The exhaust gas piping system conveys the gas

from the outlet of the turbocharger(s) to the at-
mosphere.
The exhaust piping is shown schematically in

Fig. 15.04.01.

MAN B&W 15.04
Page 1 of 2
Components of the Exhaust Gas System
Exhaust gas compensator after turbocharger Exhaust gas boiler
When dimensioning the compensator, option: Engine plants are usually designed for utilisation of
4 60 610, for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro-
ger gas outlet transition piece, option: 4 60 601, duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab- usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera-
based on a temperature increase from 20 °C to ture and flow rate are influenced by the ambient
250 °C. The max. expected vertical, transversal conditions, for which reason this should be con-
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specified MCR, the maximum recommended pres-
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
figures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas- max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces-
exhaust gas outlet flange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis- The above mentioned pressure loss across the
sible forces and moments on the gas outlet flange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
$
%XHAUSTæGASæOUTLET $ %XHAUSTæGASæOUTLET
TOæTHEæATMOSPHERE
TOæTHEæATMOSPHERE
%XHAUSTæGASæ %XHAUSTæGASæ
SILENCER SILENCER
$
$
3LIDEæSUPPORT %XHAUSTæGASæ
%XHAUSTæGASæ BOILER
3LIDEæSUPPORT BOILER
&IXEDæSUPPORT
&IXEDæSUPPORT $
$ %XHAUSTæGASæCOMPENSATOR
$
%XHAUSTæGASæCOMPENSATOR
4RANSITIONæPIECE
4URBOCHARGERæGAS
OUTLETæFLANGE $
-AINæENGINEæWITH
TURBOCHARGERæONæAFTæEND
-AINæENGINEæWITHæTURBOCHARGERS
ONæEXHAUSTæSIDE
178 42 783.2 178 33 467.4
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs

MAN B&W 15.04
Page 2 of 2
Exhaust gas silencer
The typical octave band sound pressure levels dB

140
dB (A)
140
from the diesel engine’s exhaust gas system
– at a distance of one meter from the top of the 130
130
exhaust gas uptake – are shown in Fig.15.04.02.
120
120
The need for an exhaust gas silencer can be de-
110
cided based on the requirement of a maximum 110
8G40ME-C9.5/-GI
permissible noise level at a specific position.
100 5G40ME-C9.5/-GI
100
The exhaust gas noise data is valid for an exhaust 90

90
gas system without boiler and silencer, etc.
80
80
The noise level is at nominal MCR at a distance of
one metre from the exhaust gas pipe outlet edge 70
70
at an angle of 30° to the gas flow direction.
60
20 0 NR60
50
30
1
For each doubling of the distance, the noise level

40
0
50
will be reduced by about 6 dB (farfield law). 31,5 63 125 250 500 1k 2k 4k 8kHz
Centre frequencies of octave bands
178 69 10-3.0
When the noise level at the exhaust gas outlet to
the atmosphere needs to be silenced, a silencer
can be placed in the exhaust gas piping system Fig. 15.04.02: ISO’s NR curves and typical sound pres-
after the exhaust gas boiler. sure levels from the engine’s exhaust gas system. The
noise levels at nominal MCR and a distance of 1 metre
The exhaust gas silencer is usually of the absorp- from the edge of the exhaust gas pipe opening at an an-
tion type and is dimensioned for a gas velocity of gle of 30 degrees to the gas flow and valid for an exhaust
approximately 35 m/s through the central tube of gas system – without boiler and silencer, etc. Data for a
the silencer. specific engine and cylinder no. is available on request.
An exhaust gas silencer can be designed based

on the required damping of noise from the Spark arrester
exhaust gas given on the graph.
To prevent sparks from the exhaust gas being
In the event that an exhaust gas silencer is re- spread over deck houses, a spark arrester
quired – this depends on the actual noise level can be fitted as the last component in the
requirement on the bridge wing, which is normally exhaust gas system.
maximum 6070 dB(A) – a simple flow silencer
of the absorption type is recommended. Dep- It should be noted that a spark arrester contrib-
ending on the manufacturer, this type of utes with a considerable pressure drop, which
silencer normally has a pressure loss of around is often a disadvantage.
20 mm WC at specified MCR.
It is recommended that the combined pressure
loss across the silencer and/or spark arrester
should not be allowed to exceed 100 mm WC at
specified MCR. This depends, of course, on the
pressure loss in the remaining part of the system,
thus if no exhaust gas boiler is installed, 200 mm
WC might be allowed.
MAN B&W G40ME-C9.5/-GI 199 05 27-2.0

MAN B&W 15.05
Page 1 of 3
Calculation of Exhaust Gas BackPressure
The exhaust gas back pressure after the turbo Exhaust gas velocity (v)
charger(s) depends on the total pressure drop in
the exhaust gas piping system. In a pipe with diameter D the exhaust gas velocity is:
The components, exhaust gas boiler, silencer, and v = __

M _____
4
ρ x π x D2 in m/s
spark arrester, if fitted, usually contribute with a
major part of the dynamic pressure drop through Pressure losses in pipes (Δp)
the entire exhaust gas piping system.
For a pipe element, like a bend etc., with the resist-
The components mentioned are to be specified ance coefficient ζ, the corresponding pressure
so that the sum of the dynamic pressure drop loss is:
through the different components should, if pos- Δp = ζ x ½ ρ v2 x ___
1
9.81
in mm WC
sible, approach 200 mm WC at an exhaust gas
flow volume corresponding to the specified MCR where the expression after ζ is the dynamic pres-
at tropical ambient conditions. Then there will be sure of the flow in the pipe.
a pressure drop of 100 mm WC for distribution
among the remaining piping system. The friction losses in the straight pipes may, as a
guidance, be estimated as :
Fig. 15.05.01 shows some guidelines regarding
resistance coefficients and backpressure loss 1 mm WC per 1 diameter length
calculations which can be used, if the maker’s
data for backpressure is not available at an early whereas the positive influence of the updraught
stage of the project. in the vertical pipe is normally negligible.
The pressure loss calculations have to be based

on the actual exhaust gas amount and tempera- Pressure losses across components (Δp)
ture valid for specified MCR. Some general formu-
las and definitions are given in the following. The pressure loss Δp across silencer, exhaust
gas boiler, spark arrester, rain water trap, etc., to
be measured/ stated as shown in Fig. 15.05.01 (at
Exhaust gas data specified MCR) is normally given by the relevant
manufacturer.
M: exhaust gas amount at specified MCR in kg/sec.
T: exhaust gas temperature at specified MCR in °C
Total backpressure (ΔpM)
Please note that the actual exhaust gas tempera-
ture is different before and after the boiler. The The total backpressure, measured/stated as the stat-
exhaust gas data valid after the turbocharger may ic pressure in the pipe after the turbocharger, is then:
be found in Chapter 6.
ΔpM = Σ Δp
Mass density of exhaust gas (ρ) where Δp incorporates all pipe elements and
components etc. as described:
ρ ≅ 1.293 x ______
273
273 + T
x 1.015 in kg/m3
ΔpM has to be lower than 350 mm WC.
The factor 1.015 refers to the average backpres-
sure of 150 mm WC (0.015 bar) in the exhaust gas (At design stage it is recommended to use max.
system. 300 mm WC in order to have some margin for
fouling).

MAN B&W 15.05
Page 2 of 3
Measuring Back Pressure
At any given position in the exhaust gas system,

the total pressure of the flow can be divided into
dynamic pressure (referring to the gas velocity)
and static pressure (referring to the wall pressure,
where the gas velocity is zero).
At a given total pressure of the gas flow, the

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

sure measuring points are located on a straight
part of the exhaust gas pipe, and at some dis-
tance from an ‘obstruction‘, i.e. at a point where
the gas flow, and thereby also the static pressure,
is stable. Taking measurements, for example, in a
transition piece, may lead to an unreliable meas-
urement of the static pressure.
In consideration of the above, therefore, the total

back pressure of the system has to be measured
after the turbocharger in the circular pipe and not
in the transition piece. The same considerations
apply to the measuring points before and after the
exhaust gas boiler, etc.

MAN B&W 15.05
Page 3 of 3
Pressure losses and coefficients of resistance in exhaust pipes
a a
60 b
Changeover valves 90 R=D ζ = 0.28
90 R = 1.5D ζ = 0.20
c Changeover valve D
R = 2D ζ = 0.17
of type with con- R
stant cross section
ζa = 0.6 to 1.2
60
120 ζb = 1.0 to 1.5 R=D ζ = 0.16
ζc = 1.5 to 2.0 ζ = 0.12
a b
R = 1.5D
ζ = 0.11
D
R
R = 2D
Changeover valve
of type with volume
ζa = ζb = about 2.0 30
ζ = 0.05
D
90
M
p1 Spark
arrester D
M
R=D ζ = 0.45
R
R = 1.5D ζ = 0.35
R = 2D ζ = 0.30
p2 Silencer
45
ptc
M
D
M ζ = 0.14
Exhaust
p3 gas boiler
M
Outlet from ζ = 1.00
top of exhaust
gas uptake
Mtc Mtc
Inlet (from
T/C turbocharger) ζ = – 1.00
M: Measuring points
178 32 091.0 178 06 853.0
Fig. 15.05.01: Pressure losses and coefficients of resistance in exhaust pipes

MAN B&W 15.06
Page 1 of 3
Forces and Moments at Turbocharger
Turbocharger(s) located on exhaust side

$!
$"
$"
$#
DA: Max. movement of the turbocharger flange in the vertical direction

DB: Max. movement of the turbocharger flange in the transversal direction
DC: Max. movement of the turbocharger flange in the longitudinal direction
078 87 11-1.0.0b
Fig. 15.06.01a: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on exhaust side
No. of cylinders 5-9 5 6 7 8 9

Turbocharger DA DB DC DC DC DC DC
Make Type mm mm mm mm mm mm mm
TCA44
MAN
TCA55
ABB A165 / A265
Available on request
MET42
MHI MET48
MET53
Table 15.06.02a: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on exhaust side
MAN B&W G40ME-C9/-GI 199 00 54-9.0

MAN B&W 15.06
Page 2 of 3
One turbocharger located on aft end
$!
!FT #YLæ
$#
DA: Max. movement of the turbocharger flange in the vertical direction 078 87 11-1.0.0a
DC: Max. movement of the turbocharger flange in the longitudinal direction
Fig. 15.06.01b: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on aft end
No. of cylinders 5-9 5 6 7 8 9

Turbocharger DA DC DC DC DC DC
Make Type mm mm mm mm mm mm
TCA44
MAN
TCA55
ABB A165 / A265
Available on request
MET42
MHI MET48
MET53
Table 15.06.02b: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on aft end
MAN B&W G40ME-C9/-GI 199 00 54-9.0

MAN B&W 15.06
Page 3 of 3
MAN ABB A-L

F1 F1
M1 M3 M1 M3
F2 F3
F2 F3
Mitsubishi
F1 M1 M3
F2 F3
078 38 48-6.2.2
Fig. 15.06.03: Forces and moments on the turbochargers’ exhaust gas outlet flange
Table 15.06.04 indicates the maximum permis-

sible forces (F1, F2 and F3) and moments (M1 and
M3), on the exhaust gas outlet flange of the turbo-
charger(s). Reference is made to Fig. 15.06.03.
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
TCA44 3,200 6,400 8,500 8,500 4,200
MAN
TCA55 3,400 6,900 9,100 9,100 4,500
ABB A165 / A265 1,200 1,200 2,800 1,800 1,800
MET42 3,400 1,700 5,800 2,000 1,800
MHI MET48 Available on request
MET53 4,900 2,500 7,300 2,600 2,300
Table 15.06.04: The max. permissible forces and moments on the turbocharger’s gas outlet flanges
MAN B&W G40ME-C9/-GI 199 00 54-9.0

MAN B&W 15.07
Page 1 of 1
Diameter of Exhaust Gas Pipes
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass flow listed
15.07.02 are based on the exhaust gas flow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 ºC. D0 for various numbers of turbochargers installed.
%XPANSIONæJOINT
OPTIONæææ
$ $
$ $
$
&IXEDæPOINT
$
%XPANSIONæJOINT
OPTIONæææ
4RANSITIONæPIECE 4RANSITIONæPIECE
OPTIONæææ OPTIONæææ
#ENTREæLINEæTURBOCHARGER #ENTREæLINEæTURBOCHARGER
178 09 395.2r 178 31 598.1r
Fig. 15.07.01a: Exhaust pipe system, with turbocharger Fig. 15.07.01b: Exhaust pipe system, with single turbo-
located on exhaust side of engine, option: 4 59 123 charger located on aft end of engine, option: 4 59 121
Gas velocity Exhaust gas pipe diameters

35 m/s 40 m/s 45 m/s 50 m/s D0 D4
Gas mass flow 1 T/C 2 T/C
kg/s kg/s kg/s kg/s [DN] [DN] [DN]
7.8 9.0 10.1 11.2 650 - 650
9.1 10.4 11.7 13.0 700 500 700
10.4 11.9 13.4 14.9 750 550 750
11.9 13.6 15.3 17.0 800 550 800
13.4 15.3 17.2 19.1 850 600 850
15.0 17.2 19.3 21.5 900 650 900
16.7 19.1 21.5 23.9 950 650 950
18.6 21.2 23.9 26.5 1,000 700 1,000
20.5 23.4 26.3 29.2 1,050 750 1,050
22.4 25.7 28.9 32.1 1,100 800 1,100
24.5 28.0 31.5 35.1 1,150 800 1,150
26.7 30.5 34.3 38.2 1,200 850 1,200
31.4 35.8 40.3 44.8 1,300 900 1,300
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities
MAN B&W S40MC-C, G40ME-C/-GI, S40ME-B 198 65 07-3.2

MAN B&W
16
MAN B&W 16.01
Page 1 of 10
Engine Control System ME
The Engine Control System (ECS) for the ME en- Engine Control Unit
gine is prepared for conventional remote control,
having an interface to the Bridge Control system For redundancy purposes, the control system
and the Local Operating Panel (LOP). comprises two engine control units (ECU) operat-
ing in parallel and performing the same task, one
A Multi-Purpose Controller (MPC) is applied as being a hot standby for the other. If one of the
control unit for specific tasks described below: ECUs fail, the other unit will take over the control
ACU, CCU, CWCU, ECU, SCU and EICU. Except without any interruption.
for the CCU, the control units are all built on the
same identical piece of hardware and differ only The ECUs perform such tasks as:
in the software installed. For the CCU on ME and
ME-C only, a downsized and cost-optimised con- • Speed governor functions, start/stop sequenc-
troller is applied, the MPC10. es, timing of fuel injection, timing of exhaust
valve activation, timing of starting valves, etc.
The layout of the Engine Control System is shown
in Figs. 16.01.01a and b, the mechanicalhydraulic • Continuous running control of auxiliary func-
system is shown in Figs. 16.01.02a and b, and the tions handled by the ACUs
pneumatic system, shown in Fig. 16.01.03.
• Alternative running modes and programs.
The ME system has a high level of redundancy.
It has been a requirement to its design that no
single failure related to the system may cause the Cylinder Control Unit
engine to stop. In most cases, a single failure will
not affect the performance or power availability, or The control system includes one cylinder control
only partly do so by activating a slow down. unit (CCU) per cylinder. The CCU controls the Fuel
Injection and exhaust Valve Activation (FIVA) and
It should be noted that any controller could be the Starting Air Valves (SAV), in accordance with
replaced without stopping the engine, which will the commands received from the ECU.
revert to normal operation immediately after the
replacement of the defective unit. All the CCUs are identical, and in the event of a
failure of the CCU for one cylinder only this cylin-
der will automatically be cut out of operation.
Main Operating Panel
Two redundant main operating panel (MOP) Auxiliary Control Unit

screens are available for the engineer to carry out
engine commands, adjust the engine parameters, The control of the auxiliary equipment on the
select the running modes, and observe the sta- engine is normally divided among three auxiliary
tus of the control system. Both MOP screens are control units (ACU) so that, in the event of a failure
located in the Engine Control Room (ECR), one of one unit, there is sufficient redundancy to per-
serving as back-up unit in case of failure or to be mit continuous operation of the engine.
used simultaneously, if preferred.
The ACUs perform the control of the auxiliary
Both MOP screens consist of a marine approved blowers, the control of the electrically and engine
Personal Computer with a touch screen and driven hydraulic oil pumps of the Hydraulic Power
pointing device as shown in Fig. 5.16.02. Supply (HPS) unit.
MAN B&W ME/MEC/-GI engines 198 48 476.9

MAN B&W 16.01
Page 2 of 10
Cooling Water Control Unit Should the layout of the ship make longer Control
Network cabling necessary, a Control Network
On engines with load dependent cylinder liner Repeater must be inserted to amplify the signals
(LDCL) cooling water system, a cooling water and divide the cable into segments no longer than
control unit (CWCU) controls the liner circulation 230 meter. For instance, where the Engine Control
string temperature by means of a three-way valve. Room and the engine room are located far apart.
The connection of the two MOPs to the control
network is shown in Fig. 5.16.01.
Scavenge Air Control Unit
The scavenge air control unit (SCU) controls the Power Supply for Engine Control System
scavenge air pressure on engines with advanced
scavenge air systems like exhaust gas bypass The Engine Control System requires two separate
(EGB) with on/off or variable valve, waste heat power supplies with battery backup, power supply
recovery system (WHRS) and turbocharger with A and B.
variable turbine inlet area (VT) technology.
The ME-ECS power supplies must be separated
For part- and low-load optimised engines with from other DC systems, i.e. only ME-ECS compo-
EGB variable bypass regulation valve, Economiser nents must be connected to the supplies.
Engine Control (EEC) is available as an option in
order to optimise the steam production versus Power supply A
SFOC, option: 4 65 342.
System IT (Floating), DC system w.
individually isolated outputs
Engine Interface Control Unit Voltage Input 100-240V AC, 45-65 Hz,
output 24V DC
The two engine interface control units (EICU) per- Protection Input over current, output over
form such tasks as interface with the surrounding current, output high/low
control systems, see Fig. 16.01.01a and b. The voltage
two EICU units operate in parallel and ensures re- Alarms as potential AC power, UPS battery mode,
dundancy for mission critical interfaces. free contacts Batteries not available (fuse fail)
The EICUs are located either in the Engine Control

Room (recommended) or in the engine room. Power supply B
System IT (Floating), DC system w.
In the basic execution, the EICUs are a placed in individually isolated outputs
the Cabinet for EICUs, EoD: 4 65 601. Voltage Input 110-240 VAC, output 24V DC
Protection Input over current, output over
current, output high/low
Control Network
voltage
The MOP, the backup MOP and the MPCs are in- Alarms as potential AC power, UPS battery mode,
terconnected by means of the redundant Control free contacts Batteries not available (fuse fail)
Networks, A and B respectively.
The maximum length of Control Network cabling High/Low voltage protection may be integrated in
between the furthermost units on the engine and the DC/DC converter functionality or implemented
in the Engine Control Room (an EICU or a MOP) is separately. The output voltage must be in the
230 meter. range 18-31V DC.

MAN B&W 16.01
Page 3 of 10
Local Operating Panel
In normal operating the engine can be controlled

from either the bridge or from the engine control
room.
Alternatively, the local operating panel (LOP) can

be activated. This redundant control is to be con-
sidered as a substitute for the previous Engine
Side Control console mounted directly onto the
MC engine.
The LOP is as standard placed on the engine.
From the LOP, the basic functions are available,

such as starting, engine speed control, stopping,
reversing, and the most important engine data are
displayed.
Hydraulic Power Supply
The purpose of the hydraulic power supply (HPS)

unit is to deliver the necessary high pressure
hydraulic oil flow to the Hydraulic Cylinder Units
(HCU) on the engine at the required pressure (ap-
prox. 300 bar) during startup as well as in normal
service.
In case of the STANDARD mechanically driven

HPS unit, at start, one of the two electrically
driven start-up pumps is activated. The start¬up
pump is stopped 25 seconds after the engine
reaches 15% speed.
The multiple pump configuration with standby

pumps ensures redundancy with regard to the
hydraulic power supply. The control of the engine
driven pumps and electrical pumps are divided
between the three ACUs.
The high pressure pipes between the HPS unit

and the HCU are of the double-walled type, hav-
ing a leak detector (210 bar system only). Emer-
gency running is possible using the outer pipe as
pressure containment for the high pressure oil
supply.
The sizes and capacities of the HPS unit depend

on the engine type. Further details about the HPS
and the lubricating oil/hydraulic oil system can be
found in Chapter 8.

MAN B&W 16.01
Page 4 of 10
Engine Control System Layout with Cabinet for EICU

On Bridge
Bridge Panel
In Engine Control Room
Backup Operation Panel Main Operation Panel

MOP A ECR Panel
MOP B
EICU A Cabinet for EICU EICU B
On Engine Local Operation

Panel - LOP
ECU A ECU B
CCU CCU
ACU 1 ACU 2 ACU 3 Cylinder 1 Cylinder n
Se nsors
S en sors
A ctua tors
Actu ators
Fuel Exhaust
valve Fuel Exhaust
booster
position position booster valve
position position
Cylinder 1
FIVA Cylinder n FIVA
ALS SAV Valve ALS SAV Valve
Cylinder 1 Cylinder n
Auxiliary Auxiliary
M Pump 1
M Pump 2
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
Blower 1 Blower 2
M
M
M
M
M
Marker Sensor
HPS Auxiliary Auxiliary
Blower 3 Blower 4
Angle Encoders
178 61 91-2.2
Fig. 16.01.01a: Engine Control System layout with cabinet for EICU for mounting in
ECR or on engine, EoD: 4 65 601
MAN B&W ME/MEC/-GI engines 198 79 23-5.3

MAN B&W 16.01
Page 5 of 10
Engine Control System Layout with Common Control Cabinet

On Bridge
Bridge Panel
In Engine Control Room
Backup Operation Panel Main Operation Panel

MOP A ECR Panel
MOP B
ME ECS Common Control Cabinet

in Engine Control Room/Engine Room EICU A EICU B
ECU A ECU B
CCU CCU
ACU 1 ACU 2 ACU 3 Cylinder 1 Cylinder n
On Engine Local Operation

Panel - LOP
Se nsors
S en sors
A ctua tors
Actu ators
Fuel Exhaust
valve Fuel Exhaust
booster
position position booster valve
position position
Cylinder 1
FIVA Cylinder n FIVA
ALS SAV Valve ALS SAV Valve
Cylinder 1 Cylinder n
Auxiliary Auxiliary
M Pump 1
M Pump 2
Pump 1
Pump 2
Pump 3
Pump 4
Pump 5
Blower 1 Blower 2
M
M
M
M
M
Marker Sensor
HPS Auxiliary Auxiliary
Blower 3 Blower 4
Angle Encoders
178 61 76-9.3
Fig. 16.01.01b: Engine Control System layout with ECS Common Control Cabinet for mounting in
ECR or on engine, option: 4 65 602
MAN B&W ME/MEC/-GI engines 198 79 23-5.3

MAN B&W 16.01
Page 6 of 10
Mechanicalhydraulic System with Mechanically Driven HPS
ZT 4111 C
Exhaust valve Oil supply to

hydraulic 'pushrod'
for exhaust valve
Fuel valves
High pressure pipes Return to Return to Return to

tank tank tank
Fuel pump
Exhaust Hydraulic pushrod
Return oil Valve
X Fuel oil inlet standpipe Actuator
Fuel oil outlet
F Activation
Fuel oil drain I ZT 4114 C
AD piston
Umbrella Hydraulic
Hydraulic piston sealing piston Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block *) For Alpha Mk 2
LS 8285 C lubricator:
ME lubricator
ZV 8281 C *) ZV 8288 C
ZT 8282 C *) ZT 8289 C
LS 4112 AH
To AE
Alarm box
ZV 1202 B
ZV 1202 A
PT 1201-1 C
Safety and
accumulator block PT 1201-2 C
PT 1201-3 C
ZV 1243 C
PS 1204-2 C
PS 1204-1 C
Electrically
PT 1204-3 ZL
PT 1204-n ZL
PT 1204-2 ZL
HPS unit
PT 1204-1 ZL
driven
227 B 225 bar
227 C 310 bar
pumps
Engine
driven M M
pumps
Step-up gear
Only with HPS TE 1270 I AH Y

in centre position
Filter unit
XC 1231 AL
Back-flushing oil
Main filter RW
Lubricating Alarm box Main tank

and cooling LS 1235 AH
oil pipes To AE
RU

Th item no. refer to ‘Guidance Values Automation’ 515 75 30-9.6.1
Fig. 16.01.02a: Mechanicalhydraulic System with mechanically driven Hydraulic Power Supply, 300 bar, common supply
MAN B&W ME/MEC/-GI/-LGI engines 198 79 24-7.3

MAN B&W 16.01
Page 7 of 10
Mechanicalhydraulic System with Electrically Driven HPS
ZT 4111 C
Exhaust valve Oil supply to

hydraulic 'pushrod'
for exhaust valve
Fuel valves
High pressure pipes Return to Return to Return to

tank tank tank
Fuel pump
Exhaust Hydraulic pushrod
Return oil Valve
X Fuel oil inlet standpipe Actuator
Fuel oil outlet
F Activation
Fuel oil drain I ZT 4114 C
AD piston
Umbrella Hydraulic
Hydraulic piston sealing piston Hydraulic
piston
Return to tank
FIVA
with pilot valve
Distributor block *) For Alpha Mk 2
LS 8285 C lubricator:
ME lubricator
ZV 8281 C *) ZV 8288 C
ZT 8282 C *) ZT 8289 C
LS 4112 AH
To AE
Alarm box
Safety and PT 1201-1 C

accumulator block PT 1201-2 C
PT 1201-3 C
PT 1204-3 ZL
PT 1204-2 ZL
PT 1204-1 ZL
PS 1204-3 C
PS 1204-2 C
PS 1204-1 C
ZV 1243 C
HPS unit
PT 1204-n ZL
PS 1204-n C
M M M M
Step-up gear
Filter unit
XC 1231 AL
Back-flushing oil
Main filter RW
Lubricating Alarm box Main tank

and cooling LS 1235 AH
oil pipes To AE
RU

Th item no. refer to ‘Guidance Values Automation’ 515 75 49-1.1.1
Fig. 16.01.02b: Mechanicalhydraulic System with electrically driven Hydraulic Power Supply, 300 bar, common supply.
Example from S90/80ME-C engine
MAN B&W ME/MEC/-GI/-LGI engines 198 79 24-7.3

MAN B&W 16.01
Page 8 of 10
Engine Control System Interface to Surrounding Systems
To support the navigator, the vessels are For the safety system, combined shut down and
equipped with a ship control system, which in- slow down panels approved by MAN Diesel & Tur-
cludes subsystems to supervise and protect the bo are available. The following options are listed in
main propulsion engine. the Extent of Delivery:
4 75 631 Lyngsø Marine

Alarm system
4 75 632 Kongsberg Maritime
The alarm system has no direct effect on the ECS.
The alarm alerts the operator of an abnormal con- 4 75 633 Nabtesco
dition.
4 75 636 Mitsui Zosen Systems Research.
The alarm system is an independent system, in
general covering more than the main engine itself, Where separate shut down and slow down panels
and its task is to monitor the service condition are installed, only panels approved by MAN Diesel
and to activate the alarms if a normal service limit & Turbo must be used.
is exceeded.
In any case, the remote control system and the
The signals from the alarm sensors can be used safety system (shut down and slow down panel)
for the slow down function as well as for remote must be compatible.
indication.
Telegraph system
Slow down system
This system enables the navigator to transfer the
Some of the signals given by the sensors of the commands of engine speed and direction of rota-
alarm system are used for the ‘Slow down re- tion from the Bridge, the engine control room or
quest’ signal to the ECS of the main engine. the Local Operating Panel (LOP), and it provides
signals for speed setting and stop to the ECS.
Safety system The engine control room and the LOP are pro-
vided with combined telegraph and speed setting
The engine safety system is an independent sys- units.
tem with its respective sensors on the main en-
gine, fulfilling the requirements of the respective
classification society and MAN Diesel & Turbo.
If a critical value is reached for one of the meas-

uring points, the input signal from the safety
system must cause either a cancellable or a
noncancellable shut down signal to the ECS.
MAN B&W ME/ME-C/-GI TII engines 198 85 31-0.3

MAN B&W 16.01
Page 9 of 10
Remote Control system Auxiliary equipment system
The remote control system normally has two alter- The input signals for ‘Auxiliary system ready’ are
native control stations: given partly through the Remote Control system
based on the status for:
• the bridge control
• the engine control room control. • fuel oil system
• lube oil system
The remote control system is to be delivered by a • cooling water systems
supplier approved by MAN Diesel & Turbo.
and partly from the ECS itself:
Bridge control systems from suppliers approved
by MAN Diesel & Turbo are available. The Extent • turning gear disengaged
of Delivery lists the following options: • main starting valve ‘open’
• control air valve for sealing air ‘open’
• for Fixed Pitch propeller plants, e.g.: • control air valve for air spring ‘open’
• auxiliary blowers running
4 95 703 Lyngsø Marine • hydraulic power supply ready.
4 95 704 Mitsui Zosen Systems Research

Monitoring systems
4 95 705 Nabtesco
The Engine Control System (ECS) is supported by
4 95 715 Kongsberg Maritime the Engine Management Services (EMS), which
includes the PMI Auto-tuning and the CoCoSEDS
• and for Controllable Pitch propeller plants, e.g.: (Computer Controlled SurveillanceEngine Diag-
nostics System) applications.
4 95 701 Lyngsø Marine
A description of the EMS is found in Chapter 18 of
4 95 716 Kongsberg Maritime this Project Guide.
4 95 719 MAN Alphatronic.

Instrumentation
Power Management System The following lists of instrumentation are included

in Chapter 18:
The system handles the supply of electrical power
onboard, i. e. the starting and stopping of the gen- • The Class requirements and MAN Diesel &
erating sets as well as the activation / deactivation Turbo’s requirements for alarms, slow down and
of the main engine Shaft Generator (SG), if fitted. shut down for Unattended Machinery Spaces
• Local instruments
The normal function involves starting, synchro- • Control devices.
nising, phasingin, transfer of electrical load and
stopping of the generators based on the electrical
load of the grid on board.
The activation / deactivation of the SG is to be

done within the engine speed range which fulfils
the specified limits of the electrical frequency.
MAN B&W ME/ME-C/-GI TII engines 198 85 31-0.3

Only if GL
MAN B&W
MAN B&W 50-40MEC/-GI

F Fuel cut-off
ZV 1120-1 C ZV 1120-N C
ZS 1116-A I C
X
ZS 1117-A C
Starting valve
ZS 1117-B C Venting
Shut down Bursting cap
ZS 1116-B I C
ZV 8020 Z Open Closed
Fig. 16.01.03: Pneumatic Manoeuvring Diagram

Pneumatic Manoeuvring Diagram
ZS 1111-A I C
Exhaust valve
Blocked Service
ZS 1111-B I C
A
Starting air
Safety supply, 30 bar
relief ZS 1112-A I C Blow-off
valve ZS 1112-B I C
LOP PI 8501
PT 8505 I AL PT 8501-A I AL
PT 8501-B I AL
ZV 1121-A C
ZV 1121-B C
ZV 1114 I C
Connected to
oil filter
Connected to
oil mist detector
Turning gear
ZS 1110-A I C ZS 1109-A I C
B ZS 1110-B I C ZS 1109-B I C
20 L
Control air
supply, 7 bar
PT 8503-A I C AH AL
Symbol Description
N: Refers to numbers of cylinders
PT 8503-B I C AH AL
One per cylinder
PI 8503 Local operation panel
199 05 55-8.0
317 87 08-3.1.0
Page 10 of 10
16.01
MAN B&W
Vibration Aspects
17
MAN B&W 17.01
Page 1 of 1
C C
Vibration Aspects
The vibration characteristics of the twostroke low A

speed diesel engines can for practical purposes
be split up into four categories, and if the adequate
countermeasures are considered from the early
project stage, the influence of the excitation sour-
ces can be minimised or fully compensated. B
In general, the marine diesel engine may influence

the hull with the following:
• External unbalanced moments
These can be classified as unbalanced 1st and
2nd order external moments, which need to be
considered only for certain cylinder numbers
• Guide force moments D
• Axial vibrations in the shaft system
• Torsional vibrations in the shaft system.
The external unbalanced moments and guide force A – Combustion pressure

moments are illustrated in Fig. 17.01.01. B – Guide force
C – Staybolt force
In the following, a brief description is given of their D – Main bearing force
origin and of the proper countermeasures needed
to render them harmless.
1st order moment vertical 1 cycle/rev.
2nd order moment, vertical 2 cycle/rev.
External unbalanced moments
The inertia forces originating from the unbalanced

rotating and reciprocating masses of the engine
create unbalanced external moments although the 1st order moment, horizontal
external forces are zero. 1 cycle/rev.
Of these moments, the 1st order (one cycle per revo-

lution) and the 2nd order (two cycles per revolution)
need to be considered for engines with a low num-
ber of cylinders. On 7cylinder engines, also the 4th
order external moment may have to be examined. Guide force moment,
The inertia forces on engines with more than 6 cylin- H transverse Z cycles/rev.
ders tend, more or less, to neutralise themselves. Z is 1 or 2 times number of cylinder
Countermeasures have to be taken if hull resonance

occurs in the operating speed range, and if the vibra-
tion level leads to higher accelerations and/or veloci-
ties than the guidance values given by international
Guide force moment,
standards or recommendations (for instance related X transverse Z cycles/rev.
to special agreement between shipowner and ship- Z = 1, 2, 3 ... 11, 12, 14
yard). The natural frequency of the hull depends
on the hull’s rigidity and distribution of masses, 178 06 828.2
whereas the vibration level at resonance depends
mainly on the magnitude of the external moment Fig. 17.01.01: External unbalanced moments and guide
and the engine’s position in relation to the vibration force moments
nodes of the ship.
MAN B&W MC/MCC, ME/MEC/ME-B/GI engines 198 41 405.3

MAN B&W 17.02
Page 1 of 3
2nd Order Moments on 4, 5 and 6-cylinder Engines
The 2nd order moment acts only in the vertical Compensator solutions
direction. Precautions need only to be considered
for 4, 5 and 6-cylinder engines in general. On engines where engine-driven moment com-
pensators cannot be installed aft nor fore, two so-
Resonance with the 2nd order moment may oc- lutions remain to cope with the 2nd order moment
cur in the event of hull vibrations with more than as shown in Fig. 17.03.02:
3 nodes. Contrary to the calculation of natural
frequency with 2 and 3 nodes, the calculation of 1) No compensators, if considered unnecessary
the 4 and 5-node natural frequencies for the hull on the basis of natural frequency, nodal point
is a rather comprehensive procedure and often and size of the 2nd order moment.
not very accurate, despite advanced calculation
methods. 2) An electrically driven moment compensator
placed in the steering gear room, as explained
in Section 17.03, option: 4 31 253 or 255.
Briefly speaking, solution 1) is applicable if the

Cycles/min. *) Natural frequency
cycles/min.
node is located far from the engine, or the engine
is positioned more or less between nodes. Due to
300 its position in the steering gear room, solution 2)
S40ME-B9
is not particularly sensitive to the position of the
S50ME-C/ME-B8 250 node.
S50ME-B9
5n
200
od
e
Determine the need
150
4 no A decision regarding the vibrational aspects and
de
100
the possible use of compensators should prefer-
3 n od ably be taken at the contract stage. If no experi-
e
50
ence is available from sister ships, which would
2 n od be the best basis for deciding whether compensa-
e
dwt tors are necessary or not, it is advisable to make
60,000 80,000
calculations to determine this.
20,000 40,000
*) Frequency of engine moment If the compensator is initially omitted, measure-

M2V = 2 x engine speed
ments taken during the sea trial, or later in service
and with fully loaded ship, will be able to show if a
178 61 16-0.1 compensator has to be fitted at all.
Fig. 17.02.01: Statistics of vertical hull vibrations, an ex-

ample from tankers and bulk carriers Preparation for compensators
If no calculations are available at the contract

stage, we advise to make preparations for the fit-
ting of an electrically driven moment compensator
in the steering compartment, see Section 17.03.
MAN B&W 50-30 engines Mk. 9, 198 68 84-5.6

S50ME-C8/-GI/-LGI
MAN B&W 17.02
Page 2 of 3
Basic design regarding compensators
Experience with our two-stroke slow speed en-

gines has shown that propulsion plants with small
bore engines (engines smaller than 45 types) are
less sensitive regarding hull vibrations exited by
2nd order moments than the larger bore engines.
Therefore, engines type 40-30 do not have 2nd
order moment compensators specified as stan-
dard.
For 5 and 6-cylinder engines type 50-45, the ba-

sic design regarding 2nd order moment compen-
sators is:
• With MAN B&W external electrically driven mo-

ment compensator, RotComp, EoD: 4 31 255
The available options for 5 and 6-cylinder engines

are listed in the Extent of Delivery. For 4-cylinder
engines, the information is available on request.
MAN B&W 50-30 engines Mk. 9, 198 68 84-5.6

S50ME-C8/-GI/-LGI
MAN B&W 17.02
Page 3 of 3
1st Order Moments on 4cylinder Engines
1st order moments act in both vertical and hori- Since resonance with both the vertical and the
zontal direction. For our twostroke engines with horizontal hull vibration mode is rare, the standard
standard balancing these are of the same magni- engine is not prepared for the fitting of 1st order
tudes. moment compensators.
For engines with five cylinders or more, the 1st Data on 1st order moment compensators and
order moment is rarely of any significance to the preparation as well as options in the Extent of De-
ship. It can, however, be of a disturbing magnitude livery are available on request.
in fourcylinder engines.
Resonance with a 1st order moment may occur

for hull vibrations with 2 and/or 3 nodes. This
resonance can be calculated with reasonable ac-
curacy, and the calculation will show whether a Adjustable
compensator is necessary or not on fourcylinder counterweights
engines.
A resonance with the vertical moment for the 2

node hull vibration can often be critical, whereas Aft
the resonance with the horizontal moment occurs
at a higher speed than the nominal because of the Fore
higher natural frequency of horizontal hull vibra-

tions.
Fixed Adjustable
counterweights counterweights
Balancing 1st order moments
As standard, fourcylinder engines are fitted with

1st order moment balancers in shape of adjust-
able counterweights, as illustrated in Fig. 17.02.02.
These can reduce the vertical moment to an insig-
nificant value (although, increasing correspond-
ingly the horizontal moment), so this resonance is
easily dealt with. A solution with zero horizontal Fixed
counterweights
moment is also available.
1st order moment compensators
In rare cases, where the 1st order moment will

cause resonance with both the vertical and the
horizontal hull vibration mode in the normal speed
range of the engine, a 1st order compensator can
be introduced as an option, reducing the 1st order
moment to a harmless value.
178 16 787.0
Fig. 17.02.02: Examples of counterweights
MAN B&W 70-26 engines 198 39 250.5

MAN B&W 17.03
Page 1 of 2
Electrically Driven Moment Compensator
If annoying 2nd order vibrations should occur: An • The decision whether or not to install compen-
external electrically driven moment compensator sators can be taken at a much later stage of a
can neutralise the excitation, synchronised to the project, since no special version of the engine
correct phase relative to the external force or mo- structure has to be ordered for the installation.
ment.
• Compensators could be retrofit, even on ships
This type of compensator needs an extra seating in service, and also be applied to engines with a
fitted, preferably, in the steering gear room where higher number of cylinders than is normally con-
vibratory deflections are largest and the effect of sidered relevant, if found necessary.
the compensator will therefore be greatest.
• The compensator only needs to be active at
The electrically driven compensator will not give speeds critical for the hull girder vibration. Thus,
rise to distorting stresses in the hull and it offers it may be activated or deactivated at specified
several advantages over the engine mounted solu- speeds automatically or manually.
tions:
• Combinations with and without moment com-
• When placed in the steering gear room, the pensators are not required in torsional and axial
compensator is not particularly sensitive to the vibration calculations, since the electrically
positioning of the node. driven moment compensator is not part of the
mass-elastic system of the crankshaft.
Furthermore, by using the compensator as a vi-

bration exciter a ship’s vibration pattern can easily
be identified without having the engine running,
e.g. on newbuildings at an advanced stage of
construction. If it is verified that a ship does not
need the compensator, it can be removed and re-
used on another ship.
It is a condition for the application of the rotating

force moment compensator that no annoying lon-
gitudinal hull girder vibration modes are excited.
Based on our present knowledge, and confirmed
by actual vibration measurements onboard a ship,
we do not expect such problems.
Balancing other forces and moments
Further to compensating 2nd order moments,

electrically driven balancers are also available for
balancing other forces and moments. The avail-
able options are listed in the Extent of Delivery.
178 57 45-6.0
Fig. 17.03.01: MAN B&W external electrically driven

moment compensator, RotComp, option: 4 31 255
MAN B&W S50MEC7/8/-GI, 50-30ME-B9/-GI, 198 69 781.2

40-30MC-C9
MAN B&W 17.03
Page 2 of 2
Nodes and Compensators
3 and 4node vertical hull girder mode
4 Node
3 Node
Electrically driven moment compensator

Compensating moment
FD × Lnode
outbalances M2V
M2V
FD
Node Aft
L n
D od
e
178 61 15-9.1
Fig. 17.03.02: Compensation of 2nd order vertical external moments
MAN B&W S50MEC7/8/-GI, 50-30ME-B9/-GI, 198 69 781.2

40-30MC-C9
MAN B&W 17.05
Page 1 of 3
Guide Force Moments
The socalled guide force moments are caused We recommend using the hydraulic top bracing
by the transverse reaction forces acting on the which allow adjustment to the loading conditions
crossheads due to the connecting rod/crankshaft of the ship. Mechanical top bracings with stiff
mechanism. These moments may excite engine connections are available on request.
vibrations, moving the engine top athwartships
and causing a rocking (excited by Hmoment) or With both types of top bracing, the above-men-
twisting (excited by Xmoment) movement of the tioned natural frequency will increase to a level
engine as illustrated in Fig. 17.05.01. where resonance will occur above the normal en-
gine speed. Details of the top bracings are shown
The guide force moments corresponding to the in Chapter 05.
MCR rating (L1) are stated in Table 17.07.01.
Definition of Guide Force Moments

Top bracing
Over the years it has been discussed how to de-
The guide force moments are harmless except fine the guide force moments. Especially now that
when resonance vibrations occur in the engine/ complete FEMmodels are made to predict hull/
double bottom system. engine interaction, the proper definition of these
moments has become increasingly important.
As this system is very difficult to calculate with the
necessary accuracy, MAN Diesel & Turbo strongly
recommend, as standard, that top bracing is Htype Guide Force Moment (MH)
installed between the engine’s upper platform
brackets and the casing side. Each cylinder unit produces a force couple con-
sisting of:
The vibration level on the engine when installed in 1. A force at crankshaft level
the vessel must comply with MAN Diesel & Turbo 2. Another force at crosshead guide level. The po-
vibration limits as stated in Fig. 17.05.02. sition of the force changes over one revolution
as the guide shoe reciprocates on the guide.
Htype Xtype
Top bracing level
Middle position of guide plane
Lz MH Lz DistX
L L Cyl.X M x
Crankshaft centre line
Lx Lx Engine seating level
Z X
178 06 816.4
Fig. 17.05.01: Htype and Xtype guide force moments

MAN B&W 17.05
Page 2 of 3
As the deflection shape for the Htype is equal The Xtype guide force moment is then defined as:
for each cylinder, the Nth order Htype guide force
moment for an Ncylinder engine with regular fir- MX = ‘BiMoment’/L kNm
ing order is:
For modelling purpose, the size of the four (4)
N × MH(one cylinder) forces can be calculated:
For modelling purposes, the size of the forces in Force = MX /L X [kN]

the force couple is:
where:
Force = MH/L [kN]
L X is the horizontal length between ‘force points’.
where L is the distance between crankshaft level
and the middle position of the crosshead guide Similar to the situation for the Htype guide force
(i.e. the length of the connecting rod). moment, the forces may be applied in positions
suitable for the FEM model of the hull. Thus the
As the interaction between engine and hull is at forces may be referred to another vertical level
the engine seating and the top bracing positions, L Z above the crankshaft centre line. These forces
this force couple may alternatively be applied in can be calculated as follows:
those positions with a vertical distance of (L Z). M ×L
Then the force can be calculated as: ForceZ, one point = _____
x
L ×L
[kN]
x x
ForceZ = MH/L Z [kN]

In order to calculate the forces, it is necessary
Any other vertical distance may be applied so as to know the lengths of the connecting rods = L,
to accomodate the actual hull (FEM) model. which are:
The force couple may be distributed at any Engine Type L in mm

number of points in the longitudinal direction. A G95MEC9/-GI/-LGI 3,720
reasonable way of dividing the couple is by the G90MEC10/-GI/-LGI Available on request
number of top bracing and then applying the forc-
S90MEC9/10/-GI/-LGI 3,600
es at those points.
S90MEC8/-GI/-LGI 3,270
ForceZ, one point = ForceZ, total/Ntop bracing, total [kN] G80ME-C9/-GI/-LGI 3,720
S80MEC9/-GI/-LGI 3,450
S80MEC7/8/-GI/-LGI 3,280
Xtype Guide Force Moment (MX ) G70ME-C9/-GI/-LGI 3,256
S70ME-C7/8/-GI/-LGI 2,870
The Xtype guide force moment is calculated
based on the same force couple as described S65MEC8/-GI/-LGI 2,730
above. However, as the deflection shape is twist- G60ME-C9/-GI/-LGI 2,790
ing the engine, each cylinder unit does not con- S60MEC7/8/-GI/-LGI 2,460
tribute with an equal amount. The centre units G50ME-C9/GI/-LGI 2,500
do not contribute very much whereas the units at
S50ME-C9/GI/-LGI 2,214
each end contributes much.
S50MEC7/8/-GI/-LGI 2,050
A socalled ‘Bimoment’ can be calculated (Fig. G45ME-C9/GI/-LGI 2,250
17.05.01): G40ME-C9/GI/-LGI Available on request
‘Bimoment’ = Σ [forcecouple(cyl.X) × distX]

in kNm2
MAN B&W 95-40ME-C/-GI/-LGI 199 05 34-3.0

MAN B&W 17.05
Page 3 of 3
Vibration Limits Valid for Single Order Harmonics
m
m
m
10
1
5x10 2 mm/s
ΙΙΙ
10
5
m
m
/s 2
10 2 mm/s
m
m
1
10
±50mm/s
t
en
em
±1
ΙΙ
ac
0m
pl
/s
is
2
m
D
m
±2
±25mm/s
m
m
±1
Ι
10
4
Velocity m
m
/s 2
10 mm/s
m
m
2
10
Ac
ce
le
ra
tio
n
10
3
m
m
/s 2
1 mm/s
m
m
3
10
5x10 1 mm/s
60 100 10 1.000 10 6.000 c/min
m 2
m
m m
/s 2 /s 2
1 Hz 10 Hz Frequency 100 Hz
Zone Ι: Acceptable
Zone ΙΙ: Vibration will not damage the main engine, however,
under adverse conditions, annoying/harmful vibration
responses may appear in the connected structures
Zone ΙΙΙ: Not acceptable
078 81 27-6.1
Fig.17.05.02: Vibration limits
MAN B&W MC/MCC, ME/MEC/ME-B/GI engines 198 82 64-9.0

MAN B&W 17.06
Page 1 of 3
Axial Vibrations
When the crank throw is loaded by the gas pressure The socalled QPT (Quick Passage of a barred speed
through the connecting rod mechanism, the arms of range Technique), is an alternative to a torsional
the crank throw deflect in the axial direction of the vibration damper, on a plant equipped with a control-
crankshaft, exciting axial vibrations. Through the thrust lable pitch propeller. The QPT could be implemented
bearing, the system is connected to the ship’s hull. in the governor in order to limit the vibratory stresses
during the passage of the barred speed range.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending The application of the QPT, option: 4 31 108, has to
stresses in the crankshaft and possible vibrations of be decided by the engine maker and MAN Diesel &
the ship`s structure due to the reaction force in the Turbo based on final torsional vibration calculations.
thrust bearing are to be consideraed.
Sixcylinder engines, require special attention. On
An axial damper is fitted as standard on all engines, min- account of the heavy excitation, the natural frequen-
imising the effects of the axial vibrations, EoD: 4 31 111. cy of the system with one-node vibration should
be situated away from the normal operating speed
range, to avoid its effect. This can be achieved by
Torsional Vibrations changing the masses and/or the stiffness of the
system so as to give a much higher, or much lower,
The reciprocating and rotating masses of the engine natural frequency, called undercritical or overcritical
including the crankshaft, the thrust shaft, the inter- running, respectively.
mediate shaft(s), the propeller shaft and the propeller
are for calculation purposes considered a system of Owing to the very large variety of possible shafting
rotating masses (inertias) interconnected by torsional arrangements that may be used in combination with
springs. The gas pressure of the engine acts through a specific engine, only detailed torsional vibration cal-
the connecting rod mechanism with a varying torque culations of the specific plant can determine whether
on each crank throw, exciting torsional vibration in or not a torsional vibration damper is necessary.
the system with different frequencies.
In general, only torsional vibrations with one and Undercritical running

two nodes need to be considered. The main critical
order, causing the largest extra stresses in the shaft The natural frequency of the one-node vibration is
line, is normally the vibration with order equal to the so adjusted that resonance with the main critical
number of cylinders, i.e., six cycles per revolution on order occurs about 3545% above the engine speed
a six cylinder engine. This resonance is positioned at at specified MCR.
the engine speed corresponding to the natural tor-
sional frequency divided by the number of cylinders. Such undercritical conditions can be realised by
choosing a rigid shaft system, leading to a relatively
The torsional vibration conditions may, for certain high natural frequency.
installations require a torsional vibration damper, op-
tion: 4 31 105. The characteristics of an undercritical system are
normally:
Plants with 11 or 12-cylinder engines type 98-80 re- • Relatively short shafting system
quire a torsional vibration damper. • Probably no tuning wheel
• Turning wheel with relatively low inertia
Based on our statistics, this need may arise for the • Large diameters of shafting, enabling the use of
following types of installation: shafting material with a moderate ultimate tensile
• Plants with controllable pitch propeller strength, but requiring careful shaft alignment,
• Plants with unusual shafting layout and for special (due to relatively high bending stiffness)
owner/yard requirements • Without barred speed range.
• Plants with 8cylinder engines.

MAN B&W 17.06
Page 2 of 3
Critical Running
When running undercritical, significant varying Overcritical layout is normally applied for engines
torque at MCR conditions of about 100150% of with more than four cylinders.
the mean torque is to be expected.
Please note:
This torque (propeller torsional amplitude) induces We do not include any tuning wheel or torsional
a significant varying propeller thrust which, under vibration damper in the standard scope of supply,
adverse conditions, might excite annoying longi- as the proper countermeasure has to be found af-
tudinal vibrations on engine/double bottom and/or ter torsional vibration calculations for the specific
deck house. plant, and after the decision has been taken if and
where a barred speed range might be acceptable.
The yard should be aware of this and ensure that
the complete aft body structure of the ship, in-
cluding the double bottom in the engine room, is Governor stability calculation for special plants
designed to be able to cope with the described
phenomena. The important information regarding the governor
stability calculations is, that MAN Diesel & Turbo
shall be contacted for further evaluation in case a
Overcritical running plant fulfills one of the below mentioned criteria or
deviates from a ‘standard’ design.
The natural frequency of the one node vibration
is so adjusted that resonance with the main criti- Actually the governor stability calculation, option
cal order occurs at about 30-60% of the engine 4 07 009, is only needed in very rare cases. When
speed at specified MCR. Such overcritical con- needed, the calculation shall be made by MAN
ditions can be realised by choosing an elastic Diesel & Turbo against a fee.
shaft system, leading to a relatively low natural
frequency. Plants where one of the following criteria is fulfilled
require special attention:
The characteristics of overcritical conditions are:
• PTO output higher than 15% L1 MCR for elastic-
• Tuning wheel may be necessary on crankshaft coupled generator types (i.e. not for PTO types
fore end DMG/CFE or SMG/CFE)
• Turning wheel with relatively high inertia • 1st node torsional vibration frequency in the
propeller shaft line lower than:
• Shafts with relatively small diameters, requiring 3 Hz for FPP plants
shafting material with a relatively high ultimate 5 Hz for CPP plants
tensile strength
• Clutch for disconnection of the propeller
• With barred speed range, EoD: 4 07 015, of
about ±10% with respect to the critical engine • The design deviates from a known ‘standard’
speed. plant design.
Torsional vibrations in overcritical conditions may, For plants where one of the listed criteria is ful-
in special cases, have to be eliminated by the use filled, MAN Diesel & Turbo shall be consulted. In
of a torsional vibration damper. most cases we can evaluate the plant and provide
the required design recommendations based on
the torsional vibration calculation for the plant.

MAN B&W 17.06
Page 2 of 3
Only in very rare cases a deeper investigation with

a governor stability calculation is needed. MAN
Diesel & Turbo will give the necessary advice.
The evaluation may lead to changes in the control

equipment including the need for more signals
from the plant and requirements for design of me-
chanical components driven by the engine. Such
plants have to be handled on an individual basis,
preferable at an early stage of the design.

MAN B&W
Monitoring Systems and

Instrumentation
18
MAN B&W 18.01
Page 1 of 1
Monitoring Systems and Instrumentation
The Engine Control System (ECS) is supported by

the Engine Management Services (EMS), which
manages software, data and applications for en-
gine monitoring and operation.
The EMS includes the PMI and the CoCoSEDS

(Computer Controlled SurveillanceEngine Diag-
nostics System) as applications.
In its basic design, the ME/ME-B engine instru-

mentation consists of:
• Engine Control System (ECS), see Section 16.01
• Shutdown sensors, EoD: 4 75 124
• EMS including PMI and CoCoS-EDS software

and support for LAN-based interface to the
AMS, EoD: 4 75 217, see Section 18.02
• Sensors for alarm, slow down and remote indi-

cation according to the classification society’s
and MAN Diesel & Turbo’s requirements for
UMS, EoD: 4 75 127, see Section 18.04.
All instruments are identified by a combination of

symbols and a position number as shown in Sec-
tion 18.07.
MAN B&W ME/ME-C/ME-B/-GI/-LGI engines 198 85 299.3

MAN B&W 18.02
Page 1 of 2
Engine Management Services
Engine Management Services overview EMS is executed on the EMS MOP, an industrial
type PC designed by MAN Diesel & Turbo. EMS
The Engine Management Services (EMS) is used is implemented as a hardened platform, robust to
on MAN B&W engines from MAN Diesel & Turbo virus threats and other unauthorized use and ac-
for condition monitoring, data logging & data dis- cess.
tribution. EMS is integrated with the ECS (Engine
Control System) to allow for continuous perfor- The EMS network topology is shown in Fig.
mance tuning. 18.02.01.
Internet
PMI-DAU
Firewall / Managed Data Acquisition Unit
Reference sensor chain
VPN router switch
24V
To PScav sensor
To tacho system
Fixed pressure sensor

ERCS controllers
EMS MOP ECS MOP-B ERCS MOP

AMS (Tier III only)
(Optional)
EMS network
Ethernet
ECS MOP-A ECS controllers
ECS network
Redundant Arcnet
178 69 14-0.0
Fig 18.02.01: Engine Management Services, EMS, EoD: 4 75 217
MAN B&W ME/MEC/ME-B/GI/-LGI engines 199 05 99-0.0

MAN B&W 18.02
Page 2 of 2
EMS applications EMS manager
EMS includes the applications PMI Auto-tuning, • Installation and supervision of EMS applications
CoCoS-EDS and EMS manager. • Network and interface monitoring
• Optional interface for data exchange with AMS
(Alarm Monitoring System).
PMI Auto-tuning
The EMS manager provides a process for inte-
• Online cylinder pressure monitoring grated installation, commissioning and mainte-
• Input to engine control system for closed-loop nance of PMI Auto-tuning and CoCoS-EDS.
performance tuning
• Engine power estimation. Further, the EMS Manager includes status infor-
mation and functionality, e.g. for network status,
PMI Auto-tuning continuously measures the cyl- internal and external interfaces and EMS applica-
inder pressures using online sensors mounted on tion execution.
each cylinder cover. Pressure measurements are
presented continuously in real time and the corre-
sponding key performance values are transferred
to the Engine Control System.
The Engine Control System constantly monitors

and compares the measured combustion pres-
sures to a reference value. As such, the control
system automatically adjusts the fuel injection and
valve timing to reduce the deviation between the
measured values and the reference. This, in turn,
facilitates the optimal combustion pressures for
the next firing. Thus, the system ensures that the
engine is running at the desired maximum pres-
sure, p(max).
CoCoS-EDS
• Data logging
• Engine condition monitoring and reporting
• Engine operation troubleshooting.
With CoCoS-EDS, early intervention as well as

preventive maintenance, the engine operators are
able to reduce the risk of damages and failures.
CoCoS-EDS further allows for easier trouble-

shooting in cases where unusual engine behavior
is observed.
MAN B&W ME/MEC/ME-B/GI/-LGI engines 199 05 99-0.0

MAN B&W 18.03
Page 1 of 1
Condition Monitoring System CoCoS-EDS
This section is not applicable
MAN B&W ME/MEC/ME-B/GI/-LGI engines 198 45 826.9

MAN B&W 18.04
Page 1 of 7
Alarm – Slow Down and Shut Down System
The shut down system must be electrically sepa- The number and position of the terminal boxes
rated from other systems by using independent depends on the degree of dismantling specified in
sensors, or sensors common to the alarm system the Dispatch Pattern for the transportation of the
and the monitoring system but with galvanically engine based on the lifting capacities available at
separated electrical circuits, i.e. one sensor with the engine maker and at the yard.
two sets of electrically independent terminals. The
list of sensors are shown in Table 18.04.04.
Alarm, slow down and remote indication sensors
Basic safety system design and supply The International Association of Classification So-
cieties (IACS) indicates that a common sensor can
The basic safety sensors for a MAN B&W engine be used for alarm, slow down and remote indica-
are designed for Unattended Machinery Space tion.
(UMS) and comprises:
A general view of the alarm, slow down and shut
• the temperature sensors and pressure sensors down systems is shown in Fig. 18.04.01.
that are specified in the ‘MAN Diesel’ column for
shut down in Table 18.04.04. Tables 18.04.02 and 18.04.03 show the require-
ments by MAN Diesel & Turbo for alarm and slow
These sensors are included in the basic Extent of down and for UMS by the classification societies
Delivery, EoD: 4 75 124. (Class), as well as IACS’ recommendations.
The number of sensors to be applied to a specific

Alarm and slow down system design and supply plant is the sum of requirements of the classifica-
tion society, the Buyer and MAN Diesel & Turbo.
The basic alarm and slow down sensors for a
MAN B&W engine are designed for Unattended If further analogue sensors are required, they can
Machinery Space (UMS) and comprises: be ordered as option: 4 75 128.
• the sensors for alarm and slow down.

Slow down functions
These sensors are included in the basic Extent of
Delivery, EoD: 4 75 127. The slow down functions are designed to safe-
guard the engine components against overloading
The shut down and slow down panels can be or- during normal service conditions and to keep the
dered as options: 4 75 630, 4 75 614 or 4 75 615 ship manoeuvrable if fault conditions occur.
whereas the alarm panel is yard’s supply, as it
normally includes several other alarms than those The slow down sequence must be adapted to the
for the main engine. actual plant parameters, such as for FPP or CPP,
engine with or without shaft generator, and to the
For practical reasons, the sensors for the engine required operating mode.
itself are normally delivered from the engine sup-
plier, so they can be wired to terminal boxes on
the engine.
MAN B&W MC/MC-C, ME/MEC/ME-B/GI engines 198 70 403.4

MAN B&W 18.04
Page 2 of 7
Electrical System, General Outline
The figure shows the concept approved by all One common power supply might be used, in-
classification societies. stead of the three indicated, provided that the
systems are equipped with separate fuses.
The shut down panel and slow down panel can be
combined for some makers.
The classification societies permit having com-

mon sensors for slow down, alarm and remote
indication.
Output signals Output signals Slow down panel

and
Alarm Slow down Shut down panel
panel panel Option:
4 75 630
or
Yard’s 4 75 614
supply or
Power supply 2 4 75 615
Remote Binary sensor Required by

indication Class and MAN
Diesel & Turbo,
Analog sensor option: 4 75 127
Additional sensors,
Binary sensor option:
4 75 128
Analog sensor or
4 75 129
Output signals
Shut down
Power supply 1 panel
Binary sensors
Included in
option: 4 75 124
Analog sensors
Power supply 3
178 30 100.7
Fig. 18.04.01: Panels and sensors for alarm and safety systems

MAN B&W 18.04
Page 3 of 7
Alarms for UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
function Point of location

Fuel oil
1 1 1 1 1 1 1 1 1 1 1 1 PT 8001 AL Fuel oil, inlet engine
1 1 1 1 1 1 1 1 1 1 1 1 LS 8006 AH Leakage from high pressure pipes
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 AH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 AH Turbocharger lubricating oil outlet/turbocharger
1 TE 8123 AH Main bearing oil outlet temperature/main bearing
(S40/35ME-B9 only)
1 XC 8126 AH Bearing wear (All types except S40/35ME-B9); sensor
common to XC 8126/27
1 XS 8127 A Bearing wear detector failure (All types except S40/
35ME-B)
1 1 1 1 1 PDS 8140 AH Lubricating oil differential pressure – cross filter
1 XS 8150 AH Water in lubricating oil; sensor common to XS
8150/51/52
1 XS 8151 AH Water in lubricating oil – too high
1 XS 8152 A Water in lubricating oil sensor not ready
MAN B&W Alpha Lubrication

1 TE 8202 AH Cylinder lubricating oil temperature
1 LS 8212 AL Small tank for heating element, low level
1 Indicates that the sensor is required.

The sensors in the MAN Diesel and relevant Class columns are included in the basic Extent of Delivery, EoD: 4 75 127.
The sensor identification codes and functions are listed in Table 18.07.01.
The tables are liable to change without notice, and are subject to latest Class requirements.
Table 18.04.02a: Alarm functions for UMS

MAN B&W 18.04
Page 4 of 7
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR

Hydraulic Power Supply
1 PT 1228 AL LPS booster, oil presure after pump (Only if LPS pump)
1 PDS 1231 A ME (Auto) filter differential pressure across filter
1 1 TE 1310 AH Lubrication oil inlet (Only for ME/-GI with separate oil
system to HPS installed)
Cooling water
1 1 1 1 1 1 1 1 1 1 1 1 PT 8401 AL Jacket cooling water inlet
1 PDT 8403 AL Jacket cooling water across engine; to be calculated
in alarm system from sensor no. 8402 and 8413 3)
1 PDT 8404 AL Jacket cooling water across cylinder liners 2)
1 PDT 8405 AL Jacket cooling water across cylinder covers and ex-
haust valves 2)
1 1 TE 8407 AL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 AH Jacket cooling water outlet, cylinder
1 TT 8410 AH Cylinder cover cooling water outlet, cylinder 2)
1 PT 8413 I Jacket cooling water outlet, common pipe
1 1 1 1 1 1 1 1 1 1 1 PT 8421 AL Cooling water inlet air cooler
1 1 TE 8422 AH Cooling water inlet air cooler/air cooler
Compressed air
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL Starting air inlet to main starting valve
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 AL Control air inlet and finished with engine
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve
Scavenge air
1 1 1 PS 8604 AL Scavenge air, auxiliary blower, failure (Only ME-B)
1 1 1÷ 1 TE 8609 AH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box – fire alarm, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water mist catcher – water level
2) Required only for engines wirh LDCL cooling water system.

3) Not applicable for engines with LDCL cooling water system.
Select one of the alternatives

+ Alarm for high pressure, too
÷ Alarm for low pressure, too
Table 18.04.02b: Alarm functions for UMS

MAN B&W 18.04
Page 5 of 7
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR

Exhaust gas
1 1 1 1 1 1 (1) 1 1 1 1 1 TC 8701 AH Exhaust gas before turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 TC 8702 AH Exhaust gas after exhaust valve, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 TC 8707 AH Exhaust gas outlet turbocharger/turbocharger (Yard’s
supply)
Miscellaneous
1 ZT 8801 AH Turbocharger speed/turbocharger
1 WT 8812 AH Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 AH Oil mist in crankcase/cylinder; sensor common to
XS 8813/14
1 1 XS 8814 AL Oil mist detector failure
1 XC 8816 AH Shaftline earthing device
1 TE 8820 AH Cylinder liner monitoring/cylinder 3)

1 1 1 1 1 1 1 1 1 1 1 1 XC 2201 A Power failure
1 1 1 1 1 1 1 1 1 1 XC 2202 A ME common failure
1 XC 2202-A A ME common failure (ME-GI only)
1 XC 2213 A Double-pipe HC alarm (ME-GI only)
Power Supply Units to Alarm System

1 XC 2901 A Low voltage ME power supply A
1 XC 2902 A Low voltage ME power supply B
1 XC 2903 A Earth failure ME power supply

(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
2) Required for certain engines only, see the list in Section 18.06, Axial Vibration Monitor.
3) Required for: K98ME/ME-C, S90ME-C, K90ME-C and K80ME-C9 engines incl. ME-GI variants.
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
Table 18.04.02c: Alarm functions for UMS

MAN B&W 18.04
Page 6 of 7
Slow down for UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR

1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 YH Thrust bearing segment
1 1 1 1* 1 1 1 1 1 1 1 1 PT 8108 YL Lubricating oil inlet to main engine
1 1 TE 8112 YH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 YH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 YL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 YH Turbocharger lubricating oil outlet/turbocharger
1 TE 8123 YH Main bearing oil outlet temperature/main bearing
(S40/35ME-B9 only)
1 XC 8126 YH Bearing wear (All except S40/35ME-B9)
1 1 1 1 1 1 1 1 1 1 1 PT 8401 YL Jacket cooling water inlet
1 PDT 8403 YL Jacket cooling water across engine (Not for LDCL)
1 PDT 8404 Jacket cooling water across cylinder liners (Only for
YL LDCL)
1 PDT 8405 Jacket cooling water across cylinder covers and ex-
YL haust valves (Only for LDCL)
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 YH Jacket cooling water outlet, cylinder/cylinder
1 1 TE 8609 YH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 YH Scavenge air box fire-alarm, cylinder/cylinder
1 1 1 TC 8701 YH Exhaust gas before turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder
1 1 TC 8702 YH Exhaust gas after exhaust valve, cylinder/cylinder,
deviation from average
1 ZT 8801 YH Turbocharger overspeed (Only in case of EGB, VT TC,
power turbine/hybrid TC, TC Cut-out, see Table 18.06.03)
1 WT 8812 YH Axial vibration monitor 2)
1 1 1* 1 1 1 1 1 1 1 1 XS 8813 YH Oil mist in crankcase/cylinder
1 1 TE 1310 YH Lubrication oil inlet (Only for ME/-GI with separate oil
system to HPS installed)
2) Required for certain engines only, see the list in Section 18.06, Axial Vibration Monitor.
Select one of the alternatives * Or shut down
Or alarm for low flow * Or shut down
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS.
Table 18.04.03: Slow down functions for UMS

MAN B&W 18.04
Page 7 of 7
Shut down for AMS and UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR

1 1 1 1* 1 1 1 1 1 1 1 1 PS/PT 8109 Z Lubricating oil inlet to main engine and thrust
bearing
1 1 1 1* 1 1 1 1 1 1 1 1 ZT 4020 Z Engine overspeed
1 1 1 1 1 1 1 1 TE/TS 8107 Z Thrust bearing segment
1 PS/PT 8402 Z Jacket cooling water inlet
* XS 8813 Z Oil mist in crankcase/cylinder
1 XS 8817 Z Turbocharger overspeed (Only in case of EGR or
EGB, VT TC, power turbine/hybrid TC, TC Cut-out
and system handshake, see Table 18.06.03)

Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.03: Slow down functions for UMS.
* Or slow down
International Association of Classification Societies
The members of the International Association of Classification Societies, IACS, have agreed that the stated sensors are
their common recommendation, apart from each Class’ requirements.
The members of IACS are:

ABS American Bureau of Shipping
BV Bureau Veritas
CCS China Classification Society
CRS Croatian Register of Shipping
DNV Det Norske Veritas
GL Germanischer Lloyd
IRS Indian Register of Shipping
KR Korean Register
LR Lloyd’s Register
NK Nippon Kaiji Kyokai
PRS Croatian Register of Shipping
RINA Registro Italiano Navale
RS Russian Maritime Register of Shipping
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124

MAN B&W 18.05
Page 1 of 3
Local Instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises thermometers, pressure gaug-
es and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Local instruments Remote sensors Point of location

Thermometer, Temperature
stem type element/switch
Hydraulic power supply
TE 1270 HPS bearing temperature (Only ME/ME-C with HPS in centre position)
Fuel oil
TI 8005 TE 8005 Fuel oil, inlet engine
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (S40/35ME-B9 only)
Cylinder lubricating oil

TE 8202 Cylinder lubricating oil inlet
TS 8213 Cylinder lubricating heating
High temperature cooling water, jacket cooling water

TI 8407 TE 8407 Jacket cooling water inlet
TI 8408 TE 8408 Jacket cooling water outlet, cylinder/cylinder
TI 8409 TE 8409 Jacket cooling water outlet/turbocharger
TI 8410 TT 8410 Cylinder cover cooling water outlet, cylinder (Only for LDCL)
Low temperature cooling water, seawater or freshwater for central cooling

TI 8422 TE 8422 Cooling water inlet, air cooler
TI 8423 TE 8423 Cooling water outlet, air cooler/air cooler
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder
Thermometer, Thermo couple

dial type
Exhaust gas
TI 8701 TC 8701 Exhaust gas before turbocharger/turbocharger
TI/TC 8702 Exhaust gas after exhaust valve, cylinder/cylinder
TC 8704 Exhaust gas inlet exhaust gas receiver
TI 8707 TC 8707 Exhaust gas outlet turbocharger
Table 18.05.01a: Local thermometers on engine, options 4 70 119, and remote indication sensors, option: 4 75 127
MAN B&W ME/MEC/MEB/-GI engines 198 45 863.12

MAN B&W 18.05
Page 2 of 3

Pressure gauge Pressure
(manometer) transmitter/switch
Fuel oil
PI 8001 PT 8001 Fuel oil, inlet engine
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
PDS 8140 Lubricating oil differential pressure – cross filter
High temperature jacket cooling water, jacket cooling water

PI 8401 PT 8401 Jacket cooling water inlet
PS/PT 8402 Jacket cooling water inlet (Only Germanischer Lloyd)
PDT 8403 Jacket cooling water across engine (or PT 8401 and PT 8413) (Not for LDCL)
PDT 8404 Jacket cooling water across cylinder liners (Only for LDCL)
PDT 8405 Jacket cooling water across cylinder covers and exhaust valves (Only for
LDCL)
PT 8413 Jacket cooling water outlet, common pipe
Low temperature cooling water, seawater or freshwater for central cooling

PI 8421 PT 8421 Cooling water inlet, air cooler
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PT 8505 Air inlet to air cylinder for exhaust valve (Only ME-B)
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PDI 8606 PDT 8606 Pressure drop of air across cooler/air cooler
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger (Not applicable for MHI turbochargers)
Table 18.05.01b: Local pressure gauges on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127

MAN B&W 18.05
Page 3 of 3

Other indicators Other transmitters/
switches
XC 1231 Automatic main lube oil filter, failure (Boll & Kirch)
LS 1235 Leakage oil from hydraulic system
Engine cylinder components

LS 4112 Leakage from hydraulic cylinder unit
Fuel oil
LS 8006 Leakage from high pressure pipes
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (All types except S40/35ME-B9)
XS 8127 Bearing wear detector failure (All types except S40-35ME-B9)
XS 8150 Water in lubricating oil
XS 8151 Water in lubricating oil – too high
XS 8152 Water in lubricating oil sensor not ready
Cylinder lube oil

LS 8212 Small tank for heating element, low level
LS 8285 Level switch
Scavenge air
LS 8611 Water mist catcher – water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
XC 8816 Shaftline earthing device
XS/XT 8817 Turbocharger overspeed (Only in case of EGB, VT TC, power turbine/hybrid
TC, TC Cut-out, see Table 18.06.03)
Table 18.05.01c: Other indicators on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127

MAN B&W 18.06
Page 1 of 9
Other Alarm Functions
Drain Box for Fuel Oil Leakage Alarm Oil Mist Detector
Any leakage from the fuel oil high pressure pipes The oil mist detector system constantly measures
of any cylinder is drained to a common drain box samples of the atmosphere in the crankcase com-
fitted with a level alarm. This is included in the ba- partments and registers the results on an opti-
sic design of MAN B&W engines. cal measuring track, where the opacity (degree
of haziness) is compared with the opacity of the
atmospheric air. If an increased difference is re-
Bearing Condition Monitoring corded, a slow down is activated (a shut down in
case of Germanischer Lloyd).
Based on our experience, we decided in 1990 that
all plants must include an oil mist detector speci- Furthermore, for shop trials only MAN Diesel &
fied by MAN Diesel & Turbo. Since then an Oil Turbo requires that the oil mist detector is con-
Mist Detector (OMD) and optionally some extent nected to the shut down system.
of Bearing Temperature Monitoring (BTM) equip-
ment have made up the warning arrangements for For personnel safety, the oil mist detectors and re-
prevention of crankcase explosions on two-stroke lated equipment are located on the manoeuvring
engines. Both warning systems are approved by side of the engine.
the classification societies.
The following oil mist detectors are available:
In order to achieve a response to damage faster
than possible with Oil Mist Detection and Bearing 4 75 162 Graviner Mk 7, make: Kidde Fire Protec-
Temperature Monitoring alone we introduce Bear- tion
ing Wear Monitoring (BWM) systems. By monitor-
4 75 163 Visatron VN 215/93, make: Schaller Auto-
ing the actual bearing wear continuously, mechani-
mation GmbH & Co. KG *)
cal damage to the crank-train bearings (main-,
crank- and crosshead bearings) can be predicted 4 75 166 MD-SX, make: Daihatsu Diesel Mfg. Co.,
in time to react and avoid damaging the journal Ltd.
and bearing housing. 4 75 167 Vision III C, make: Specs Corporation
4 75 168 GDMS-OMDN09, make: MSS AG
If the oil supply to a main bearing fails, the bearing
4 75 271 Triton, make: Heinzmann GmbH & Co. KG
temperature will rise and in such a case a Bear-
ing Temperature Monitoring system will trigger 4 75 273 Visatron VN301plus, make: Schaller Auto-
an alarm before wear actually takes place. For mation GmbH & Co. KG
that reason the ultimate protection against severe *) Only applicable for S50ME-C8/-GI as well as MC-C and
bearing damage and the optimum way of provid- ME-B/-GI/-LGI types 50 and smaller
ing early warning, is a combined bearing wear and
temperature monitoring system. Examples of piping diagrams (for Visatron VN
215/93 only) and wiring diagrams (for all other de-
For all types of error situations detected by the tectors) are shown for reference in Figs. 18.06.01a
different bearing condition monitoring systems and 18.06.01b.
applies that in addition to damaging the compo-
nents, in extreme cases, a risk of a crankcase
explosion exists.

MAN B&W 18.06
Page 2 of 9
83ææææ!(ææ9
æ#ABLES *UNCTIONæBOX
$ETECTORæHEAD
178 49 809.3
Fig. 18.06.01a: Example of oil mist detector wiring on engine
83ææææ!(ææ9
$RIVINGæAIRæCONNECTION
3IPHONçBLOCK
%XHAUSTæAIRæCONNECTIONæTOæCRANKæSPACE
178 49 810.3
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation, option: 4 75 163

MAN B&W 18.06
Page 3 of 9
Bearing Wear Monitoring System Bearing Temperature Monitoring System
The Bearing Wear Monitoring (BWM) system mon- The Bearing Temperature Monitoring (BTM) sys-
itors all three principal crank-train bearings using tem continuously monitors the temperature of the
two proximity sensors forward/aft per cylinder unit bearing. Some systems measure the temperature
and placed inside the frame box. on the backside of the bearing shell directly, other
systems detect it by sampling a small part of the
Targeting the guide shoe bottom ends continu- return oil from each bearing in the crankcase.
ously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals In case a specified temperature is recorded, either
are computed and digitally presented to computer a bearing shell/housing temperature or bearing oil
hardware, from which a useable and easily inter- outlet temperature alarm is triggered.
pretable interface is presented to the user.
In main bearings, the shell/housing temperature or
The measuring precision is more than adequate to the oil outlet temperature is monitored depending
obtain an alarm well before steel-to-steel contact on how the temperature sensor of the BTM sys-
in the bearings occur. Also the long-term stability tem, option: 4 75 133, is installed.
of the measurements has shown to be excellent.
In crankpin and crosshead bearings, the shell/
In fact, BWM is expected to provide long-term housing temperature or the oil outlet temperature
wear data at better precision and reliability than is monitored depending on which BTM system is
the manual vertical clearance measurements nor- installed, options: 4 75 134 or 4 75 135.
mally performed by the crew during regular serv-
ice checks. For shell/housing temperature in main, crankpin
and crosshead bearings two high temperature
For the above reasons, we consider unscheduled alarm levels apply. The first level alarm is indicated
open-up inspections of the crank-train bearings to in the alarm panel while the second level activates
be superfluous, given BWM has been installed. a slow down.
Two BWM ‘high wear’ alarm levels including devia- For oil outlet temperature in main, crankpin and
tion alarm apply. The first level of the high wear / crosshead bearings two high temperature alarm
deviation alarm is indicated in the alarm panel only levels including deviation alarm apply. The first
while the second level also activates a slow down. level of the high temperature / deviation alarm is
indicated in the alarm panel while the second level
he Extent of Delivery lists the following Bearing activates a slow down.
Wear Monitoring options:
In the Extent of Delivery, there are three options:
4 75 261 XTSW (BWM), make: AMOT
4 75 262 BDMS (BW&TMS), make: Dr. E. Horn 4 75 133 Temperature sensors fitted to main bear-
ings
4 75 263 BWCM, make: Kongsberg Maritime
4 75 134 Temperature sensors fitted to main bear-
4 75 265 B-WACS, make: Doosan Engine Co., Ltd. ings, crankpin bearings, crosshead bear-
4 75 266 BWCMS, make: KOMECO ings and for moment compensator, if any
4 75 267 BCM-1, make: Mitsui Zosen Systems Re- 4 75 135 Temperature sensors fitted to main bear-
search Inc. ings, crankpin bearings and crosshead
bearings
ME, ME-C/-GI/-LGI engines are as standard spe-

cified with Bearing Wear Monitoring for which any
of the above mentioned options could be chosen.

MAN B&W 18.06
Page 4 of 9
Water In Oil Monitoring System Please note: Corrosion of the overlayer is a poten-
tial problem only for crosshead bearings, because
All MAN B&W engines are as standard specified only crosshead bearings are designed with an
with Water In Oil monitoring system in order to de- overlayer. Main, thrust and crankpin bearings may
tect and avoid free water in the lubricating oil. also suffer irreparable damage from water con-
tamination, but the damage mechanism would be
In case the lubricating oil becomes contaminated different and not as acute.
with an amount of water exceeding our limit of
50% of the saturation point (corresponding to ap-
prox. 0.2% water content), acute corrosive wear of Liner Wall Monitoring System
the crosshead bearing overlayer may occur. The
higher the water content, the faster the wear rate. The Liner Wall Monitoring (LWM) system monitors
the temperature of each cylinder liner. It is to be
To prevent water from accumulating in the lube regarded as a tool providing the engine room crew
oil and, thereby, causing damage to the bearings, the possibility to react with appropriate counter-
the oil should be monitored manually or automati- measures in case the cylinder oil film is indicating
cally by means of a Water In Oil (WIO) monitor- early signs of breakdown.
ing system connected to the engine alarm and
monitoring system. In case of water contamination In doing so, the LWM system can assist the crew
the source should be found and the equipment in the recognition phase and help avoid conse-
inspected and repaired accordingly. quential scuffing of the cylinder liner and piston
rings.
The saturation point of the water content in the
lubricating oil varies depending on the age of the Signs of oil film breakdown in a cylinder liner
lubricating oil, the degree of contamination and will appear by way of increased and fluctuating
the temperature. For this reason, we have chosen temperatures. Therefore, recording a preset max
to specify the water activity measuring principle allowable absolute temperature for the individual
and the aw-type sensor. Among the available cylinder or a max allowed deviation from a calcu-
methods of measuring the water content in the lated average of all sensors will trigger a cylinder
lubricating oil, only the aw-type sensor measures liner temperature alarm.
the relationship between the water content and
the saturation point regardless of the properties of The LWM system includes two sensors placed in
the lubricating oil. the manoeuvring and exhaust side of the liners,
near the piston skirt TDC position. The sensors
WIO systems with aw-type sensor measure water are interfaced to the ship alarm system which
activity expressed in ‘aw’ on a scale from 0 to 1. monitors the liner temperatures.
Here, ‘0’ indicates oil totally free of water and ‘1’
oil fully saturated by water. For each individual engine, the max and deviation
alarm levels are optimised by monitoring the tem-
Alarm levels are specified as follows: perature level of each sensor during normal serv-
ice operation and setting the levels accordingly.
Engine condition Water activity, aw
High alarm level 0.5 The temperature data is logged on a PC for one
High High alarm level 0.9 week at least and preferably for the duration of a
round trip for reference of temperature develop-
The aw = 0.5 alarm level gives sufficient margin ment.
to the satuartion point in order to avoid free water
in the lubricating oil. If the aw = 0.9 alarm level All types 98 and 90 ME and ME-C engines as well
is reached within a short time after the aw = 0.5 as K80ME-C9 are as standard specified with Liner
alarm, this may be an indication of a water leak Wall Monitoring system. For all other engines, the
into the lubricating oil system. LWM system is available as an option: 4 75 136.

MAN B&W 18.06
Page 5 of 9
Axial Vibration Monitor
For functional check of the vibration damper a

mechanical guide is fitted, while an electronic vi-
bration monitor can be supplied as an option.
An Axial Vibration Monitor (AVM) with indication

for condition check of the axial vibration damper
and terminals for alarm and slow down ia available
as an option: 4 31 117. It is required for the follow-
ing engines:
• All ME-C9/10 engines incl. their -GI and -LGI

variants
• All ME-C7/8 engines with 5 and 6 cylinders incl.

their -GI and -LGI variants
• K-ME-C6/7 and K98ME6/7 engines with 11 and

14 cylinders incl. their -GI and -LGI variants.
The requirement for AVM on 4-cylinder engines is

available on request.
The alarm and slow down system should include

the filtration necessary to prevent the AVM from
unintentionally activating the alarm and slow down
functions at torsional vibration resonances, i.e. in
the barred speed range, and when running Astern.
In the low speed range and when running Astern,

the alarm and slow down functions are to be disa-
bled so that the AVM only gives an indication of
the vibration level.
The AVM alarm and slow down functions shall be

enabled when the engine is running Ahead and at
speeds above the barred range.
To prevent rapid hunting of the engine speed in a

slow down situation, a holding time function has
been introduced in order to delay the automatic
re-setting of the slow down function.
The specification of the AVM interface to the

alarm and slow down system is available from
MAN Diesel & Turbo, Copenhagen.

MAN B&W 18.06
Page 6 of 9
LDCL Cooling Water Monitoring System An example of the limits is shown in Fig. 18.06.02.
The load dependent limits must include at least
With the Load Dependent Cylinder Liner (LDCL) one break point to allow cut-in/-out of the lower
cooling water system, the cooling water outlet limits. The upper limits are fixed limits without
temperature from the cylinder liner is controlled breakpoints.
relative to the engine load, independent of the
cooling water outlet from the cylinder cover. The values of the load dependent limits are de-
fined as a temperature difference (DT) to actual
The interval for the liner outlet may be wide, for cooling water temperature (which vary relative to
instance from 70 to 130 degree Celsius. The cool- the engine load).
ing water outlet temperature is measured by one
sensor for each cylinder liner of the engine. The cooling water temperature is plant dependent
and consequently, the actual values of both upper
For monitoring the LDCL cooling water system the limits and load dependent limits are defined dur-
following alarm and slow down functionality must ing commissioning of the engine.
be fulfilled:
All 95-50ME-C10/9/-GI dot 2 and higher as well as
The Alarm system must be able, from one com- G50ME-B9.5/.3 and S50ME-B9.5 are as standard
mon analog sensor, to detect two alarm limits and specified with LDCL Cooling Water Monitoring
two slow down limits as follows: System while S50ME-B9.3 and G45ME-C9.5/-GI
are prepared for the installation of it.
• Upper slow down limit
• Upper alarm limit
• Load dependent slow down limit
• Load dependent alarm limit.
Temperature, °C
140
130
120
110
Set points
100
Alarm
Slowdown
90
1st Break point
2nd Break point

80
70
60
50
0 10 20 30 40 50 60 70 80 90 100 110 Engine load, % MCR
178 68 07-4.0
Fig. 18.06.02: Example of set points versus slow down and alarm limits for LDCL cooling water system
MAN B&W ME/MEC/ME/B/GI/-LGI engines 199 01 97-5.3

MAN B&W 18.06
Page 7 of 9
Turbocharger Overspeed Protection
All engine plants fitted with turbocharger cut-out, On engine plants designed with exhaust gas recir-
exhaust gas bypass (EGB), power turbine / turbo culation (EGR), a sudden increase of energy to the
generator (PT), hybrid turbocharger or variable tur- turbocharger(s) will occur if the EGR system trips.
bocharger (VT) run the risk of experiencing turbo- As protection, turbocharger overspeed alarm and
charger overspeed. To protect the turbocharger, non-cancellable shutdown must be fitted.
such plants must be equipped with a turbocharger
overspeed alarm and slow-down function. Consequently, the turbocharger speed must be
monitored by the ship alarm system and the safe-
However, the handshake interface between the ty system(s), triggering slowdown or non-cancel-
ship’s power management system and a waste lable shutdown if the turbocharger speed exceeds
heat recovery system (WHRS) or a shaft genera- the defined alarm levels.
tor (SG) may delay the slowdown for up to 120
seconds. Therefore, the slow-down function must The protection applicable for individual engine
be upgraded to a non-cancellable shutdown for plant and power management configurations is
engine plants with handshake interface. summarised in Table 18.06.03.
Turbocharger overspeed protection

Engine plant configuration No power management system handshake Engine with WHR or shaft generator with
power management system handshake
Traditional exhaust gas train No monitoring of turbocharger overspeed No monitoring of turbocharger overspeed
and turbocharger
Exhaust gas bypass, variable Turbocharger overspeed slowdown Turbocharger overspeed shutdown
turbo charger, power turbine
or hybrid turbocharger
Exhaust gas recirculation Turbocharger overspeed shutdown Turbocharger overspeed shutdown
Turbocharger cut-out Turbocharger overspeed slowdown Turbocharger overspeed shutdown
Table 18.06.03: Turbocharger overspeed protection for individual engine plant configurations

MAN B&W 18.06
Page 8 of 9
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.04 below. The sensor identification codes are listed in Table 18.07.01.
Sensor Point of location

Manoeuvring system
ZS 1109A/B C Turning gear – disengaged
ZS 1110A/B C Turning gear – engaged
ZS 1111A/B C Main starting valve – blocked
ZS 1112A/B C Main starting valve – in service
ZV 1114 C Slow turning valve
ZS 1116A/B C Start air distribution system – in service
ZS 1117A/B C Start air distribution system – blocked
ZV 1120 C Activate pilot press air to starting valves
ZS 1121A/B C Activate main starting valves - open
E 1180 Electric motor, auxiliary blower
E 1181 Electric motor, turning gear
E 1185 C LOP, Local Operator Panel

PT 12011/2/3 C Hydraulic oil pressure, after non-return valve
ZV 1202A/B C Force-driven pump bypass
PS/PT 12041/2/3 C Lubricating oil pressure after filter, suction side
Tacho/crankshaft position
ZT 4020 Tacho for safety
Engine cylinder components

XC 4108 C ELVA NC valve
ZT 4111 C Exhaust valve position
ZT 4114 C Fuel plunger, position 1
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
Cylinder lubricating oil, Alpha/ME lubricator

ZV 8281 C Solenoid valve, lubricator activation
ZT 8282 C Feedback sensor, lubricator feedback
Cylinder lubricating oil, Alpha Mk 2 lubricator

XC 8288 C Propoprtional valve
ZT 8289 C Feedback sensor
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
Table 18.06.04a: Control devices on engine

MAN B&W 18.06
Page 9 of 9
Sensor Point of location

ME-GI alarm system (ME-GI only)
XC 2212 External gas shut down (request)
ME-GI safety system (ME-GI only)

XC 2001 Engine shut down (command)
XC 6360 Gas plant shut down (command)
Table 18.06.04b: Control devices on engine

MAN B&W 18.07
Page 1 of 2
Identification of Instruments
The instruments and sensors are identified by a Location of measuring point

position number which is made up of a combina-
tion of letters and an identification number. Ident. number; first two digits indicate the meas-
urement point and xx the serial number:
Measured or indicating variables 11xx Manoeuvring system

12xx Hydraulic power supply system (HPS)
First letters: 13xx Hydraulic control oil system, separate oil
to HPS
DS Density switch 14xx Combustion pressure supervision
DT Density transmitter 15xx Top bracing pressure, stand alone type
E Electrical component 16xx Exhaust Gas Recirculation (EGR)
FS Flow switch 20xx ECS to/from safety system
FT Flow transmitter 21xx ECS to/from remote control system
GT Gauging transmitter, index/load transmitter 22xx ECS to/from alarm system
LI Level indication, local 24xx ME ECS outputs
LS Level switch 29xx Power supply units to alarm system
LT Level transmitter 30xx ECS miscellaneous input/output
PDI Pressure difference indication, local 40xx Tacho/crankshaft position system
PDS Pressure difference switch 41xx Engine cylinder components
PDT Pressure difference transmitter 50xx VOC, supply system
PI Pressure indication, local 51xx VOC, sealing oil system
PS Pressure switch 52xx VOC, control oil system
PT Pressure transmitter 53xx VOC, other related systems
ST Speed transmitter 54xx VOC, engine related components
TC Thermo couple (NiCrNi) 60xx GI-ECS to Fuel Gas Supply System (FGSS)
TE Temperature element (Pt 100) 61xx GI-ECS to Sealing Oil System
TI Temperature indication, local 62xx GI-ECS to Control Air System
TS Temperature switch 63xx GI-ECS to other GI related systems
TT Temperature transmitter 64xx GI engine related components
VS Viscosity switch 66xx Selective Catalytic Reduction (SCR) related
VT Viscosity transmitter component. Stand alone
WI Vibration indication, local 80xx Fuel oil system
WS Vibration switch 81xx Lubricating oil system
WT Vibration transmitter 82xx Cylinder lubricating oil system
XC Unclassified control 83xx Stuffing box drain system
XS Unclassified switch 84xx Cooling water systems, e.g. central, sea
XT Unclassified transmitter and jacket cooling water
ZS Position switch (limit switch) 85xx Compressed air supply systems, e.g.
ZT Position transmitter (proximity sensor) control and starting air
ZV Position valve (solenoid valve) 86xx Scavenge air system
87xx Exhaust gas system
88xx Miscellaneous functions, e.g. axial
vibration
90xx Project specific functions
Table 18.07.01a: Identification of instruments
MAN B&W MC/MC-C, ME/MEC/ME-B/-GI engines 198 45 85-1.6

MAN B&W 18.07
Page 2 of 2
A0xx Temporary sensors for projects Examples
xxxxA Alternative redundant sensors TI 8005 indicates a local temperature indication

xxxx1 Cylinder/turbocharger numbers (thermometer) in the fuel oil system.
ECS: Engine Control System ZS 1112A C and ZS 1112B C indicate two redun-
GI: Gas Injection engine dant position switches in the manoeuvring sys-
VOC: Volatile Organic Compound tem, A and B, for control of the main starting air
valve position.
Functions PT 8501 I AL Y indicates a pressure transmitter

located in the control air supply for remote indica-
Secondary letters: tion, alarm for low pressure and slow down for low
pressure.
A Alarm
C Control
H High
I Indication, remote
L Low
R Recording
S Switching
X Unclassified function
Y Slow down
Z Shut down
Repeated signals
Signals which are repeated, for example measure-

ments for each cylinder or turbocharger, are pro-
vided with a suffix number indicating the location,
‘1’ for cylinder 1, etc.
If redundant sensors are applied for the same

measuring point, the suffix is a letter: A, B, C, etc.
078 89 33-9.6.0
Table 18.07.01b: Identification of instruments
MAN B&W MC/MC-C, ME/MEC/ME-B/-GI engines 198 45 85-1.6

MAN B&W
Dispatch Pattern, Testing,

Spares and Tools
19
MAN B&W 19.01
Page 1 of 2
Dispatch Pattern, Testing, Spares and Tools
Painting of Main Engine Note:

Long term preservation and seaworthy packing
The painting specification, Section 19.02, indicates are always to be used for class B.
the minimum requirements regarding the quality
and the dry film thickness of the coats of, as well Furthermore, the dispatch patterns are divided
as the standard colours applied on MAN B&W en- into several degrees of dismantling in which ‘1’
gines built in accordance with the ‘Copenhagen’ comprises the complete or almost complete en-
standard. gine. Other degrees of dismantling can be agreed
upon in each case.
Paints according to builder’s standard may be
used provided they at least fulfil the requirements When determining the degree of dismantling, con-
stated. sideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).
Dispatch Pattern
The approximate masses of the sections appear
The dispatch patterns are divided into two classes, in Section 19.04. The masses can vary up to 10%
see Section 19.03: depending on the design and options chosen.
A: Short distance transportation and short term Lifting tools and lifting instructions are required
storage for all levels of dispatch pattern. The lifting tools,
B: Overseas or long distance transportation or options: 4 12 110 or 4 12 111, are to be specified
long term storage. when ordering and it should be agreed whether
the tools are to be returned to the engine maker,
Short distance transportation (A) is limited by a option: 4 12 120, or not, option: 4 12 121.
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000 MAN Diesel & Turbo’s recommendations for pres-
km and short term storage. ervation of disassembled / assembled engines are
available on request.
The duration from engine delivery until installation
must not exceed 8 weeks. Furthermore, it must be considered whether a
drying machine, option: 4 12 601, is to be installed
Dismantling of the engine is limited as much as during the transportation and/or storage period.
possible.
Overseas or long distance transportation or Shop Trials/Delivery Test

long term storage require a class B dispatch pat-
tern. Before leaving the engine maker’s works, the en-
gine is to be carefully tested on diesel oil in the
The duration from engine delivery until installation presence of representatives of the yard, the ship-
is assumed to be between 8 weeks and maximum owner and the classification society.
6 months.
The shop trial test is to be carried out in accord-
Dismantling is effected to a certain degree with ance with the requirements of the relevant clas-
the aim of reducing the transportation volume of sification society, however a minimum as stated in
the individual units to a suitable extent. Section 19.05.

MAN B&W 19.01
Page 2 of 2
MAN Diesel & Turbo’s recommendations for shop Large spare parts, dimensions and masses
trial, quay trial and sea trial are available on re-
quest. The approximate dimensions and masses of the
larger spare parts are indicated in Section 19.09.
In connection with the shop trial test, it is required A complete list will be delivered by the engine
to perform a pre-certification survey on engine maker.
plants with FPP or CPP, options: 4 06 201 Engine
test cycle E3 or 4 06 202 Engine test cycle E2 re-
spectively. Tools
List of standard tools

Spare Parts
The engine is delivered with the necessary special
List of spare parts, unrestricted service tools for overhauling purposes. The extent, dimen-
sions and masses of the main tools is stated in
The tendency today is for the classification socie- Section 19.10. A complete list will be delivered by
ties to change their rules such that required spare the engine maker.
parts are changed into recommended spare parts.
MAN Diesel & Turbo, however, has decided to Tool panels

keep a set of spare parts included in the basic
extent of delivery, EoD: 4 87 601, covering the Most of the tools are arranged on steel plate pan-
requirements and recommendations of the major els, EoD: 4 88 660, see Section 19.11 ‘Tool Panels’.
classification societies, see Section 19.06.
It is recommended to place the panels close to the
This amount is to be considered as minimum location where the overhaul is to be carried out.
safety stock for emergency situations.
Additional spare parts recommended by

MAN Diesel & Turbo
The abovementioned set of spare parts can be

extended with the ‘Additional Spare Parts Rec-
ommended by MAN Diesel & Turbo’, option: 4 87
603, which facilitates maintenance because, in
that case, all the components such as gaskets,
sealings, etc. required for an overhaul will be read-
ily available, see Section 19.07.
Wearing parts
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.
The wearing parts that, based on our service

experience, are estimated to be required, are
listed with service hours in Tables 19.08.01 and
19.08.02.

MAN B&W 19.02
Page 1 of 2
Specification for painting of main engine
Components to be painted before Type of paint No. of coats / Colour:

shipment from workshop Total Nominal Dry Film RAL 840HR
Thickness (NDFT) DIN 6164
μm MUNSELL
1. Component/surfaces exposed to oil and air, inside engine
Unmachined surfaces all over. However, In accordance with corrosivity

cast type crankthrows, main bearing categories C2 Medium ISO 12944-5
cap, crosshead bearing cap, crankpin Engine alkyd primer, weather 1 - 2 layer(s) Free
bearing cap, pipes inside crankcase and resistant. Total NDTF 80 μm
chainwheel need not to be painted, but
Oil and acid resistant alkyd paint. 1 layer White:
the cast surface must be cleaned of sand
Temperature resistant to mini- Total NDTF 40 μm RAL 9010
and scales and be kept free of rust.
mum 80 °C. DIN N:0:0.5
— — — — — MUNSELL N9.5
Total NDTF 120 μm
2. Components, outside engine
Engine body, pipes, gallery, brackets, etc. In accordance with corrosivity

categories C2 Medium ISO 12944-5
Delivery standard is in a primed and Engine alkyd primer, weather 1 - 2 layer(s) Free
finished-painted condition, unless other- resistant. Total NDTF 80 μm
wise stated in the contract.
Final alkyd paint resistant to salt 1 layer Light green:
water and oil, option: 4 81 103. Total NDTF 40 μm RAL 6019
DIN 23:2:2
— — — — — MUNSELL 10GY 8/4
Total NDTF 120 μm
3. Gas pipe (ME-GI/-GIE & ME-LGIM/-LGIP only)
Chain pipes, supply pipe. In accordance with corrosivity

categories C2 Medium ISO 12944-5
Engine alkyd primer, weather 1 - 2 layer(s) Free
resistant. Total NDTF 80 μm
Final alkyd paint resistant to salt 1 layer Yellow:
water and oil, option: 4 81 103. Total NDTF 40 μm RAL 1021
— — — — — MUNSELL 2.5Y 8/14

Total NDTF 120 μm
ME-LGIM/-LGIP only:
additional marking tape on pipes Violet:
acc. to ISO 14726:2008. RAL 4001
MUNSELL 2.5P 4/11
4. Heat affected components
Supports for exhaust receiver. In accordance with corrosivity

Scavenge air cooler housing inside categories C3 Medium ISO 12944-5
and outside. Ethyl silicate based zinc-rich 1 layer
No surface in the cooler housing may be paint, heat resistant to minimum
left unpainted. 300 °C.
— — — — —
Exhaust valve housing (exhaust flange), Total NDTF 80 μm
(Non water cooled housing only).

MAN B&W 19.02
Page 2 of 2
Components to be painted before Type of paint No. of coats / Colour:

shipment from workshop Total Nominal Dry Film RAL 840HR
Thickness (NDFT) DIN 6164
μm MUNSELL
5. Components affected by water, cleaning agents, and acid fluid below neutral Ph
Scavenge air cooler box inside. (Revers- In accordance with corrosivity

ing chamber). categories C5-M High ISO 12944-5
Preparation, actual number of coats, film Two-component epoxy phenolic. 3 layers Free
thickness per coat, etc. must be accord-
ing to the paint manufacturer’s specifica- — — — — —
tions. Total NDTF 350 μm
Air flow reversing chamber inside and See specifications

outside. from product data
sheet.
No surface may be left unpainted.
Supervision from manufacturer is recom-
mended in the phase of introduction of
the paint system.
6. Gallery plates, top side Engine alkyd primer, weather C2 Medium
resistant. 1-2 layer(s)
— — — — —
Total NDTF 80 μm
7. EGR system Vinyl ESTER acrylic copolymer. Total NDTF 500 - Free
Normal air cooler housing with EGR mix 1,200 μm
point to scavenge air receiver non-return
valves (500 μm).
Note: Duplex/Stainless steel is
not to be painted.
Normal air cooler housing inside – from
outlet air cooler – through reversing cham-
ber and water mist catcher to non-return
valves housing in scavenge air receiver.
8. Purchased equipment and instruments painted in maker’s colour are acceptable, unless otherwise stated in the contract
Tools are to be surface treated according Electro(-) galvanised. See specifications

to specifications stated in the drawings. from product data
sheet.
Purchased equipment painted in maker’s
colour is acceptable, unless otherwise
stated in the contract/drawing.
Tool panels Oil resistant paint. 1 - 2 layer(s)
Light grey:
RAL 7038
— — — — — DIN 24:1:2
Total NDTF 80 μm MUNSELL N7.5
All paints must be of good quality. Paints according to builder‘s standard may be used provided they at least fulfil the
above requirements.
The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat, etc.,
must be in accordance with the paint manufacturer’s specifications.
074 33 57-9.13.0
Fig. 19.02.01: Painting of main engine, option: 4 81 101, 4 81 102 or 4 81 103

MAN B&W 19.03
Page 1 of 4
Dispatch Pattern
The relevant engine supplier is responsible for the

actual execution and delivery extent. As differenc-
es may appear in the individual suppliers’ extent
and dispatch variants.
Dispatch Pattern A – short:

Short distance transportation limited by duration
of transportation time within a few days or a dis-
tance of approximately 1,000 km and short term
storage.
Duration from engine delivery to installation must

not exceed eight weeks.
Dismantling must be limited.
Dispatch Pattern B – long:

Overseas and other long distance transportation,
as well as long-term storage.
Dismantling is effected to reduce the transport

volume to a suitable extent.
Long-term preservation and seaworthy packing

must always be used.
Note
The engine supplier is responsible for the nec-
essary lifting tools and lifting instructions for
transportation purposes to the yard. The delivery
extent of lifting tools, ownership and lend/lease
conditions are to be stated in the contract. (Op-
tions: 4 12 120 or 4 12 121)
Furthermore, it must be stated whether a drying

machine is to be installed during the transporta-
tion and/or storage period. (Option: 4 12 601)
MAN B&W G45ME-C9, G40ME-C9 199 01 42-4.1

MAN B&W 19.03
Page 2 of 4
Dispatch pattern variants
A1 + B1 (option 4 12 021 + 4 12 031) A1 + B1

Engine complete, i.e. not disassembled
Engine complete
A2 + B2
A2 + B2 (option 4 12 022 + 4 12 032)
• Top section including cylinder frame complete,
cylinder covers complete, scavenge air re-
ceiver including cooler box and cooler insert,
turbocharger(s), piston complete and galleries
with pipes, HCU units
• Bottom section including bedplate complete,
frame box complete, connecting rods, turning
gear, crankshaft complete and galleries and oil
filter
• Remaining parts including stay bolts, ELFI/ELVA
valves etc.
Top section
Bottom section
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123) 074 27 15-7.0.0a
MAN B&W G45ME-C9, G40ME-C9 199 01 42-4.1

MAN B&W 19.03
Page 3 of 4
A3 + B3 (option 4 12 023 + 4 12 033) A3 + B3

cylinder covers complete, scavenge air re-
ceiver including cooler box and cooler insert,
turbocharger(s), piston complete and galleries
with pipes, HCU Units
• Frame box section including frame box com-
plete, connecting rods and galleries, hydraulic
pump station
• Bedplate/crankshaft section including bedplate
complete, crankshaft complete with gear wheel
and turning gear, gearbox for hydraulic power Top section
supply and oil flter
• Remaining parts including stay bolts, ELFI/ELVA
valves, etc.
Frame box section
Bedplate/crankshaft section
074 27 15-7.0.0b
Fig. 19.03.02: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
MAN B&W G45ME-C9, G40ME-C9 199 01 42-4.1

MAN B&W 19.03
Page 4 of 4
A4 + B4 (option 4 12 024 + 4 12 034)

cylinder covers complete, piston complete and
galleries with pipes on manoeuvring side, HCU
units
• Exhaust receiver with pipes
• Scavenge air receiver with galleries and pipes
• Turbocharger
Exhaust receiver
• Air cooler box with cooler insert
• Frame box section including frame box com-
plete, connecting rods and galleries, hydraulic
pump station and oil flter
• Gearbox for hydraulic power supply
• Crankshaft with gear wheel
• Bedplate with pipes and turning gear Top section Turbocharger
• Remaining parts including stay bolts, auxiliary
blowers, ELFI/ELVA valves etc.
Air cooler box
Frame box section
Gear box
Bedplate section
Crankshaft section
074 27 15-7.0.2c
Fig. 19.03.03: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
MAN B&W G45ME-C9, G40ME-C9 199 01 42-4.1

MAN B&W 19.05
Page 1 of 1
Shop Test
The minimum delivery test for MAN B&W two- Fuel oil analysis is to be presented. All load point
stroke engines, EoD: 4 14 001, involves: measurements are to be carried out on diesel or
gas oil.
• Starting and manoeuvring test at no load
• Load test The shop tests are all carried out according to:
Engine to be started and run up to 50% of
Specified MCR (M) in 1 hour. Factory Acceptance Test and Shipboard Trials of
I.C. Engines, UR M51
and is followed by the below mentioned tests.
by International Association of Classification Soci-
eties LTD. (IACS), www.iacs.org.uk
Load test at specific load points
The engine performance is recorded running at: EIAPP certificate
• 25% of specified MCR Most marine engines installed on ocean going

• 50% of specified MCR vessels are required to have an ‘Engine Interna-
• 75% of specified MCR tional Air Pollution Prevention’ (EIAPP) Certificate,
• 90% of specified MCR or at NCR or similar. Therefore, a pre-certification survey
• 100% of specified MCR *) is to be carried out for all engines according to
• 110% of specified MCR. the survey method described in the engine’s NOx
Technical File, which is prepared by the engine
Records are to be taken after 15 minutes or after manufacturer. For MAN B&W engines, the Unified
steady conditions have been reached, whichever Technical File (UTF) format is recommended.
is shorter.
The EIAPP certificate documents that the specific
*) Two sets of recordings are to be taken at a mini- engine meets the international NOx emission limi-
mum interval of 30 minutes. tations specified in Regulation 13 of MARPOL An-
nex VI. The basic engine ‘Economy running mode’,
EoD: 4 06 200, complies with these limitations.
Governor test and more:
The pre-certification survey for a ‘Parent’ or an
• Integration test of ECS ‘Individual’ engine includes NOx measurements
• Governor test during the delivery test. For ‘Member’ engines, a
• Minimum speed test survey according to the group definition for the
• Overspeed test engine group is needed. This survey should be
• Shut down test based on the delivery test.
• Starting and reversing test
• Turning gear blocking device test The applicable test cycles are:
• Start, stop and reversing from the Local
Operating Panel (LOP). • E3, marine engine, propeller law for FPP, option:
4 06 201
or
Fuel oil test • E2, marine engine, constant speed for CPP, op-
tion: 4 06 202
Before leaving the factory, the engine is to be
carefully tested on diesel oil in the presence of For further options regarding shop test, see the
representatives of Yard, Shipowner, Classification Extent of Delivery.
Society, and MAN Diesel & Turbo.
MAN B&W MC/MC-C, ME/MEC/ME-B engines 198 46 127.9

MAN B&W 19.06
Page 1 of 2
List of Spare Parts, Unrestricted Service
Spare parts are requested by the following Classes ME filter, plate 4572-0800
only: GL, KR, NK and RS, while just recommended by: 1 set Filter cartridges for redundancy filter. Cartridge
ABS and LR, but neither requested nor recommended filtration ability, minimum Beta6=16. Only for
by: BV, CCS, DNV and RINA. filter make Kanagawa
Engine control system, plates 4772-1500/1550,

Cylinder cover, plate 2272-0300 (901 and more)
7072-0800/1100/1250 (906) 2)
1 Cylinder cover complete with fuel, exhaust and 1 Multi Purpose Controller MPC
starting valves, indicator valve, cooling jacket
and sealing rings (assembled) 1 Multi Purpose Controller MPC-10, if applied
½ set Studs for 1 cylinder cover 1 Trigger sensor for tacho system. Only if trigger
ring and no angular encoder on fore end.
Piston and piston rod, plates 2272-0400/0420/0500 (902) Only for engine with PTO
1 Piston complete (with cooling pipe), piston rod, 1 Marker sensor for tacho system
piston rings and stuffing box, studs and nuts 1 Tacho signal amplifier
1 set Piston rings for 1 cylinder 1 IDkey
1 Encoder, steel compensator and bearing set
Cylinder liner, plate 2272-0600 (903) 1 Fuse kit
1 Cylinder liner complete, including cooling jack-
et, non-return valves, sealing rings and gaskets Starting valve, plates 3472-0200/0250 (907)
(assembled) 1 Starting valve, complete 2)
(Mounted in the Cylinder cover complete)
Cylinder lubricating oil system, plates 3072-0600, 1 Solenoid valve 1)
6670-0100 (903) 1)
1 Lubricator complete Hydraulic cylinder unit, plates 4572-0500/0550/0100/0900,
1 Inductive sensor 4272-0500 (906, 907) 1 and 2)
1 set O-rings and seals 1 Fuel booster barrel, complete with plunger
2 Lubricator backup cable 1 FIVA valve complete, or ELFI + ELVA if applied
1 Suction valve complete
Connecting rod, and crosshead bearing, plates 1472-0300, 1 20 Flexible high-pressure hoses, one of each size
2572-0300/0200 (904) %* and length. *) Only for GL
1 Telescopic pipe with bushing for 1 cylinder 1 High-pressure pipe kit, one of each size and
1 Crankpin bearing shell (1 upper and 1 lower part) length
with studs and nuts 1 set Membrane plus seals for accumulator, 1 set for
1 Crosshead bearing shell lower part with studs 1 HCU
and nuts 1 Packing kit (O-rings, square seals and bonded
2 Thrust piece seals)
1 Fuel booster position sensor
1 Exhaust actuator complete
Thrust block, plate 2572-0600 (905)
1 set Thrust pads, complete FWD set for ‘Ahead’ Exhaust valve, plates 2272-0200/0210/0240 (908)
1 set For KR and NK also 1 set ‘Astern’ if different 2 Exhaust valves complete
from ‘Ahead’ (The 2nd exhaust valve is mounted in the Cylin-
der cover complete)
HPS Hydraulic Power Supply, plates 4572-1000/0750,
1 Highpressure pipe from actuator to exhaust valve
4572-1100/1200/1250 (906) 1 and 2)
1 Exhaust valve position sensor
1 Proportional valve for hydraulic pumps
1 Leak indicator Fuel valve, plates 4272-0200 (909)
1 Drive shaft for hydraulic pump, of each type
1 set Fuel valves of each size and type fitted, com-
(length) plete with all fittings, for 1 engine
1 Compensator, fluid type a) engines with 1 or 2 fuel valves: 1 set of
1 set High-pressure gasket kit fuel valves for all cylinders on the engine
1 Hydraulic pump b) engines with 3 and more fuel valves per
1 Coupling for start-up pump cylinder: 2 fuel valves complete per cylinder,
and a sufficient number of valve parts, excluding
the body, to form, with those fitted in the com-
plete valve, a full engine set
Fig. 19.06.01a: List of spare parts, unrestricted service: 4 87 601
MAN B&W G/S50-40ME-C9 199 05 95-3.1

MAN B&W 19.06
Page 2 of 2
Fuel oil high-pressure pipes, plate 4272-0100 (909)

1 set Highpressure pipe, from fuel oil pressure
booster to fuel valve
Turbocharger, plate 5472-0700 (910)

1 set Maker’s standard spare parts
1 a) Spare rotor for 1 turbocharger, including com-
pressor wheel, rotor shaft with turbine blades
and partition wall, if any
Auxiliary blower, plate 5472-0500 (910)

1 set Bearings for blower wheel
1 set Packing for blower wheel
Bedplate, plates 1072-0400, 2572-0400 (912)

1 Main bearing shell (1 upper and 1 lower part) of
each size
1 set Studs and nuts for 1 main bearing
1
) MDT required spare parts.
2
) All spare parts are requested by all Classes.
a) Only required for RS. To be ordered separately as
option: 4 87 660 for other classification societies
Note: Plate numbers refer to the Instruction Manual

containing plates with spare parts (older three-digit
numbers are included for reference)
Fig. 19.06.01b: List of spare parts, unrestricted service: 4 87 601
MAN B&W G/S50-40ME-C9 199 05 95-3.1

MAN B&W 19.07
Page 1 of 3
Additional Spares
Beyond class requirements or recommendation, for easier maintenance and increased security in operation.
Cylinder cover, plate 2272-0300 (901) 1 *) Repair kit for LDCL circulation pump
4 Studs for exhaust valve 1 *) Repair kit for LDCL three-way control valve
4 Nuts for exhaust valve
½ eng Orings for cooling jacket *) if fitted
½ eng Sealing between cylinder cover and liner
4 Spring housings for fuel valve. Only for 98-60 Cylinder Lubricating Oil System, plate 3072-0600
ME/ME-C (903)
1 Control valve
Hydraulic tool for cylinder cover, plates 2270- 1 Level switch for lubricator
0310/0315 (901) 1 Lubricator position sensor
1 set Hydraulic hoses with protection hose
complete with couplings HPS Hydaulic Power Supply, plates 4572-1000/0750,
8 pcs Orings with backup rings, upper 4572-1100/1200/1250 (906)
8 pcs Orings with backup rings, lower 1 Electric motor for start-up pump
1 Pressure relief valve for start-up pump
Piston and piston rod, plates 2272-0400/0420 (902) 2 Pressure reducer for pump inlet
1 box Locking wire, L=63 m 25% Plug screws for hydraulic system (HPS & HCU)
5 Piston rings of each kind 1 Proportional valve
2 Drings for piston skirt 1 Swashplate transducer
2 Drings for piston rod 1 Rubber compensator for inlet
Piston rod stuffing box, plate 2272-0500 (902) Engine Control System, plate 4772-1550 (906)
15 Self-locking nuts 1 set Fuses for MPC, TSA, CNR
5 Orings
5 Top scraper rings HCU Hydraulic Cylinder Unit, plate 4572-0500 (906)
15 Pack sealing rings 1 set Packings for booster & actuator, complete set
10 Cover sealing rings 1 FIVA valve, or ELFI + ELVA if applied
120 Lamellas for scraper rings 1 Ball valve, pos. 420
30 Springs for top scraper and sealing rings 1 Ball valve DN10
20 Springs for scraper rings 1 set Accumulator complete
25% Plug screws, shared with HPS & accumulator
Cylinder frame, plate 1072-0710 (903) block
½ set Studs for cylinder cover for 1 cylinder
1 Bushing for stuffing box Accumulator/safety block, plate 4572-0700 (906)
1 Pressure transducer, pos. 320
Cylinder liner and cooling jacket, plate 2272- 25% Plug screws, shared with HPS & HCU
0600/0660/0665 (903) 1 Ball valve DN10
4 set Non-return valves. For K90ME-C two types/ 1 Solenoid valve for valve pos. 310 (shut down)
cylinder
1 eng Orings for cylinder liner
½ eng Gaskets for cooling water connection
½ eng Orings for cooling water pipes
1 set Cooling water pipes with blocks between liner
and cover for 1 cylinder
Fig. 19.07.01a: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
MAN B&W G/S50-40ME-C9 199 05 97-7.0

MAN B&W 19.07
Page 2 of 3
Alarm- and safety system, plate 4772- 1 eng Orings for spindle/air piston
1 Pressure sensor for scavenge air receiver, 1 eng Nonreturn valve
PT 8601 1 Inductive sensor for exhaust valve positioning
1 Pressure switch for lubricating oil inlet, PS 8109
1 Thrust bearing temperature sensor, TS 8107 Exhaust valve pipe, plate 2272-0240 (908)
(sensor only) 1 High pressure pipe from actuator to exhaust
1 Pressure switch for jacket cooling water inlet, valve
PS 8402
Cooling water outlet, plate 5072-0100 (908)
Main starting valve, plate 3472-0300 (907) 2 Ball valve
The below main starting valve parts are all to be in ac- 1 Butterfly valve
cordance with the supplier’s recommendation: 1 Gaskets for butterfly valve
1 Repair kit for main actuator
1 Repair kit for main ball valve Fuel injection system, plate 4272-0500 (909)
1 *) Repair kit for actuator, slow turning 1 Fuel oil pressure booster complete, for 1 cylin-
1 *) Repair kit for ball valve, slow turning der
*) if fitted Fuel valve, plate 4272-0200 (909)

1 eng Spindle guides, complete with fuel nozzle
Starting valve, plate 3472-0200 (907) 1 eng Orings and guide rings for fuel valve
2 Locking plates ½ eng Springs
2 Pistons ½ eng Discs, +30 bar
2 Springs 3 Thrust spindles
2 Bushing 3 Non-return valve, if mounted
1 set Orings
1 Valve spindle Fuel oil high-pressure pipes, plate 4272-0100 (909)
1 set High-pressure pipe, from fuel oil pressure
Exhaust valve, plates 2272-0200/0210 (908) booster to fuel valve
1 Exhaust valve spindle 1 set Orings for high-pressure pipes
1 Exhaust valve seat
½ eng Sealing rings between exhaust valve and cyl- Fuel oil regulating valve, plate 4272-0030 (909)
inder cover 1 Fuel oil regulating valve, complete
4 Piston rings 1 Oring of each kind
½ eng Guide rings for air piston
½ eng Sealing rings Turbocharger, plate 5472-0700 (910)
½ eng Safety valves 1 set Spare parts for 1 turbocharger in accordance
1 eng Gaskets and Orings for safety valve with the supplier’s recommendation
1 Piston complete
1 eng Orings and sealings between air piston and Scavenge air receiver, plates 5472-0400/0630 (910)
exhaust valve housing/spindle 1 set Nonreturn valves for turbocharger, complete
1 Spindle guide 1 Compensator between TC and air cooler
1 eng Gaskets and Orings for cooling water
connection
1 Conical ring in 2/2. Only for low-force design
Fig. 19.07.01b: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
MAN B&W G/S50-40ME-C9 199 05 97-7.0

MAN B&W 19.07
Page 3 of 3
Exhaust pipes and receiver, plates 5472-0750/0900

(910)
1 Compensator between TC and receiver
2 Compensator between exhaust valve and re-
ceiver
1 set Gaskets for each compensator
1 Compensator between FWD and Aft part, if
any
Safety valve, plate 2272-0330 (911)

1 set Gaskets for safety valve. Only for CR and NK
2 Safety valve complete. Only for CR and NK
Air cooler, plate 5472-0100 (910)

1 set Anodes (Corrosion blocks)
1 set Packings. Only for cooler type LKMY
Auxiliary blower, plate 5472-0500 (910)

1 set Bearings for electric motor
1 set Shaft sealings
1 set Bearings/belt/sealings for gearbox. Only for
belt-driven blowers
Arrangement of safety cap, plate 3472-0900 (911)

1 eng Bursting disc
ME filter, plate 4572-0800 (912)

1 set Filter cartridges for redundancy filter. Cartridge
filtration ability, minimum Beta6=16. Only for
filter make Boll & Kirch
Notes:
In the pcs/set column, ‘eng’ means ‘engine set’, i.e. a set for one engine, whereas ‘set’ means a set for the specific
component(s).
Plate numbers refer to the Instruction Manual containing plates with spare parts (older three-/five-digit numbers are
included for reference)
Fig. 19.07.01c: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
MAN B&W G/S50-40ME-C9 199 05 97-7.0

MAN B&W 19.09
Page 2 of 2
Rotor for turbocharger
MAN ABB
Max Mass Dimensions (mm) Max

Dimensions (mm)
Type Type Mass
kg. A (ø) B C (ø)
kg. A (ø) B C (ø)
TCA44 90 480 880 460 A165-L 90 500 940 395
TCA55 140 570 990 515 A170-L 130 580 1,080 455
TCA66 230 670 1,200 670 A175-L 220 700 1,300 550
TCA77 390 800 1,380 730 A180-L 330 790 1,470 620
TCA88 760 940 1,640 980 A185-L 460 880 1,640 690
A190-L 610 970 1,810 760
TCR18 24 280 469 A265-L 100 500 930 395
TCR20 42 337 566 A270-L 140 580 1,090 455
TCR22 95 440 739 A275-L 240 700 1,320 550
A280-L 350 790 1,490 620
561 70 21-6.0.1
A285-L 490 880 1,660 690
561 66 78-9.0.0
MHI
Max
Dimensions (mm)
Type Mass
kg. A (ø) B C (ø) B
MET33MA 45 373 662 364

MET33MB 55 373 692 364
MET42MA 68.5 462 807 451
MET42MB 85 462 847 451
MET48MB 155 524 954 511 A C
MET53MA 190 586 1,035 571
MET53MB 210 586 1,068 571
MET60MA 240 652 1,188 636
MET60MB 270 652 1,185 636
178 68 17-0.1
MET66MA 330 730 1,271 712
MET66MB 370 730 1,327 712
MET71MA 400 790 1,318 771
MET71MB 480 790 1,410 771
MET83MA 600 924 1,555 902
MET83MB 750 924 1,608 902
MET90MA 850 1,020 1,723 996
MET90MB 950 1,020 1,794 996
561 68 37-2.1.0
Fig. 19.09.02: Large spare parts, dimensions and masses

MAN B&W 19.10
Page 1 of 1
List of Standard Tools for Maintenance
The engine is delivered with all necessary special tools for scheduled maintenance. The extent of the tools
is stated below. Most of the tools are arranged on steel plate panels. It is recommended to place them
close to the location where the overhaul is to be carried out, see Section 19.11.
All measurements are for guidance only.
Cylinder Cover, MF/SF 21-9010 1 pcs Probe light

1 pcs Tool panel incl. lifting chains, grinding mandrels, 1 pcs Test rig for fuel valve
extractor tools etc.
1 set Lifting tools for cylinder cover
Turbocharger System Tools, MF/SF 21-9046
1 set Air cooler cleaning tool
Cylinder Unit Tools, MF/SF 21-9014
1 pcs Compensator, dismantling tool
1 pcs Tool panel incl. pressure testing tool, piston ring
expander, stuffing box tools, templates etc. 1 pcs Travelling trolley
1 pcs Guide ring for piston 1 set Blanking plates for turbo chargers
1 pcs Lifting tool for piston
1 pcs Support iron for piston General Tools, MF/SF 21-9058
1 pcs Lifting tool for cylinder liner, piston 1 set Pump for hydraulic jacks incl. hydraulic
accessories
1 set Measuring tool for cylinder liner
1 set Set of tackles, trolleys, eye bolts, shackles, wire
1 set Test equipment for Alpha Lubricator ropes
1 pcs ECU temporary backup cable for indicator 1 set Instruments incl. mechanical / digital measuring
tools
1 set Hand tools incl. wrenches, pliers and spanners
Crosshead and Connection Rod Tools, MF/SF 21-9022
1 pcs Tool panel incl. suspension and lifting tools,
protection in crankcase etc. Hydraulic Jacks, MF/SF 21-94
1 pcs Guide shoe extractor It is important to notice, that some jacks are used on
different components on the engine
Crankshaft and Thrust Bearing Tools, MF/SF 21-9026
Personal Safety Equipment, MF/SF 21-9070
1 pcs Tool panel incl. lifting, testing and retaining
tools etc. 1 pcs Fall arrest block and rescue harness
1 pcs Lifting tool for crankshaft 1 pcs Fall arrest equipment (Optional)
1 pcs Lifting tool for thrust shaft
1 set Feeler gauges Optional Tools
1 pcs Collar ring for piston
Control Gear Tools, MF/SF 21-9030 1 pcs Cylinder wear measuring tool, insertable
1 pcs Pin gauge for crankshaft 1 pcs Support for tilting tool
1 set Hook wrenches for accumulator 1 pcs Valve seat and spindle grinder
1 pcs Wave cutting machine for cylinder liner
Exhaust Valve Tools, MF/SF 21-9038 1 pcs Wear ridge milling machine
1 pcs Tool panel incl. grinding-, lifting-, adjustment- 1 pcs Work table for exhaust valve
and test tools etc. 1 pcs Chrankshaft deflection measuring tool
(digital instrument)
Fuel Oil System Tools, MF/SF 21-9042
1 pcs Tool panel incl. grinding, lifting, adjustment and
assembly tools etc.
1 set Fuel valve nozzle tools
1 set Toolbox for fitting of fuel pump seals
Mass of the complete set of tools: Available on request
MAN B&W G40ME-C9.5 199 01 04-2.0

MAN B&W
Project Support and

Documentation
20
MAN B&W 20.01
Page 1 of 1
Project Support and Documentation
The selection of the ideal propulsion plant for a • Auxiliary systems

specific newbuilding is a comprehensive task. • Vibration aspects.
However, as this selection is a key factor for the
profitability of the ship, it is of the utmost impor- After selecting the engine type on the basis of
tance for the enduser that the right choice is made. this general information, and after making sure
that the engine fits into the ship’s design, then a
MAN Diesel & Turbo is able to provide a wide va- more detailed project can be carried out based
riety of support for the shipping and shipbuilding on the ‘Project Guide’ for the specific engine type
industries all over the world. selected.
The knowledge accumulated over many decades

by MAN Diesel & Turbo covering such fields as Project Guides
the selection of the best propulsion machinery,
optimisation of the engine installation, choice For each engine type of MC, ME or ME-B design a
and suitability of a Power Take Off for a specific ‘Project Guide’ has been prepared, describing the
project, vibration aspects, environmental control general technical features of that specific engine
etc., is available to shipowners, shipbuilders and type, and also including some optional features
ship designers alike. and equipment.
Part of this information can be found in the follow- The information is general, and some deviations
ing documentation: may appear in a final engine documentation, de-
pending on the content specified in the contract
• Marine Engine Programme and on the individual licensee supplying the en-
• Turbocharger Selection gine. The Project Guides comprise an extension
• Installation Drawings of the general information in the Engine Selection
• CEAS - Engine Room Dimensioning Guide, as well as specific information on such
• Project Guides subjects as:
• Extent of Delivery (EOD)
• Technical Papers • Engine Design
• Engine Layout and Load Diagrams, SFOC
The publications are available at: • Turbocharger Selection & Exhaust Gas Bypass
www.marine.man.eu → ’Two-Stroke’. • Electricity Production
• Installation Aspects
• List of Capacities: Pumps, Coolers & Exhaust Gas
Engine Selection Guides • Fuel Oil
• Lubricating Oil
The ‘Engine Selection Guides’ are intended as a • Cylinder Lubrication
tool to provide assistance at the very initial stage • Piston Rod Stuffing Box Drain Oil
of the project work. The guides give a general • Central Cooling Water System
view of the MAN B&W twostroke Programme for • Seawater Cooling
MC as well as for ME and ME-B engines and in- • Starting and Control Air
clude information on the following subjects: • Scavenge Air
• Exhaust Gas
• Engine data • Engine Control System
• Engine layout and load diagrams • Vibration Aspects
specific fuel oil consumption • Monitoring Systems and Instrumentation
• Turbocharger selection • Dispatch Pattern, Testing, Spares and Tools
• Electricity production, including power take off • Project Support and Documentation.
• Installation aspects

MAN B&W 20.02
Page 1 of 1
Installation Data Application
Additional customised information can be obtained Supplementary project data on request

from MAN Diesel & Turbo as project support. For
this purpose, we have developed the CEAS ap- Further to the data generated by the CEAS appli-
plication, by means of which specific calculations cation, the following data are available on request
can be made during the project stage. at the project stage:
• Estimation of ship’s dimensions

The CEAS application • Propeller calculation and power prediction
• Selection of main engine
The CEAS application is found at • Main engines comparison
www.marine.man.eu → ’Two-Stroke’ → ’CEAS En- • Maintenance and spare parts costs of the en-
gine Calculations’. gine
• Total economy – comparison of engine rooms
On completion of the CEAS application, a report • Steam and electrical power – ships’ requirement
is generated covering the following: • Utilisation of exhaust gas heat
• Utilisation of jacket cooling water heat, fresh
• Main engine room data water production
• Specified main engine and ratings • Exhaust gas back pressure
• Ambient reference conditions • Layout/load diagrams of engine.
• Expected SFOC, lube oil consumption, air and
exhaust gas data Contact MAN Diesel & Turbo, Copenhagen in this
• Necessary capacities of auxiliary machinery regard.
(SMCR)
• Starting air system, engine dimensions, tanks,
etc.
• Tables of SFOC and exhaust gas data
• Heat dissipation of engine
• Water condensation separation in air coolers
• Noise – engine room, exhaust gas, structure
borne
• Preheating of diesel engine
• Alternative engines and turbochargers, further
reading.
Links to related MAN Diesel & Turbo publications

and papers are provided, too.
MAN B&W MC/MCC, ME/ME-C/MEB/GI engines 198 45 909.3

MAN B&W 20.03
Page 1 of 1
Extent of Delivery
MAN Diesel & Turbo’s ‘Extent of Delivery’ (EoD) The Copenhagen Standard Extent of Delivery in-
is provided to facilitate negotiations between cludes:
the yard, the engine maker, consultants and the
customer in specifying the scope of supply for a • Minimum of alarm sensors recommended by the
specific project involving MAN B&W two-stroke classification societies and MAN Diesel & Turbo
engines. • Moment compensator for certain numbers of
cylinders
We provide four different EoDs: • MAN turbochargers
• The basic Engine Control System
EoD 70-50 MC-C Tier ll Engine • CoCoSEDS ME Basic (for ME/ME-B/-GI only)
EoD 46-35 MC-C Tier ll Engines • Spare parts either required or recommended by
EoD 98-50 ME/ME-C/ME-C-GI Tier ll Engines the classification societies and MAN Diesel &
EoD 60-30 ME-B Tier ll Engines Turbo
• Tools required or recommended by the classifi-
These publications are available in print and at: cation societies and MAN Diesel & Turbo.
www.marine.man.eu → ’Two-Stroke’ → ’Extent of
Delivery (EoD)’. MAN Diesel & Turbo licencees may select a differ-
ent extent of delivery as their standard.
Basic items and Options

EoD and the final contract
The ‘Extent of Delivery’ (EoD) is the basis for
specifying the scope of supply for a specific order. The filledin EoD is often used as an integral part
of the final contract.
The list consists of ‘Basic’ and ‘Optional’ items.
The final and binding extent of delivery of MAN
The ‘Basic’ items define the simplest engine, de- B&W two-stroke engines is to be supplied by our
signed for unattended machinery space (UMS), licensee, the engine maker, who should be con-
without taking into consideration any further tacted in order to determine the execution for the
requirements from the classification society, the actual project.
yard, the owner or any specific regulations.
The ‘Options’ are extra items that can be alternatives

to the ‘Basic’, or additional items available to fulfil
the requirements/functions for a specific project.
Copenhagen Standard Extent of Delivery
At MAN Diesel & Turbo, Copenhagen, we base

our first quotations on a ‘mostly required’ scope
of supply. This is the so-called ‘Copenhagen
Standard Extent of Delivery’, which is made up by
options marked with an asterisk * in the far left col-
umn in the EoD.

MAN B&W 20.04
Page 1 of 4
Installation Documentation
When a final contract is signed, a complete set of Enginerelevant documentation

documentation, in the following called ‘Installation
Documentation’, will be supplied to the buyer by Engine data, on engine
the engine maker. External forces and moments
Guide force moments
The extent of Installation Documentation is decid- Water and oil in engine
ed by the engine maker and may vary from order Centre of gravity
to order. Basic symbols for piping
Instrument symbols for piping
As an example, for an engine delivered according Balancing
to MAN Diesel & Turbo’s ‘Copenhagen Standard
Extent of Delivery’, the Installation Documentation Engine connections
is divided into the volumes ‘A’ and ‘B’: Engine outline
List of flanges/counterflanges
• 4 09 602 Volume ‘A’ Engine pipe connections
Mainly comprises general guiding system draw-
ings for the engine room Engine instrumentation
List of instruments
• 4 09 603 Volume ‘B’ Connections for electric components
Mainly comprises specific drawings for the main Guidance values automation, engine
engine itself. Electrical wiring
Most of the documentation in volume ‘A’ are simi- Engine Control System
lar to those contained in the respective Project Engine Control System, description
Guides, but the Installation Documentation will Engine Control System, diagrams
only cover the orderrelevant designs. Pneumatic system
Speed correlation to telegraph
The engine layout drawings in volume ‘B’ will, in List of components
each case, be customised according to the buy- Sequence diagram
er’s requirements and the engine maker’s produc-
tion facilities. Control equipment for auxiliary blower
Electric wiring diagram
A typical extent of a set of volume ‘A’ and B’ draw- Auxiliary blower
ings is listed in the following. Starter for electric motors
For questions concerning the actual extent of Shaft line, on engine

Installation Documentation, please contact the Crankshaft driving end
engine maker. Fitted bolts
Turning gear
Turning gear arrangement
Turning gear, control system
Turning gear, with motor
Spare parts
List of spare parts

MAN B&W 20.04
Page 2 of 4
Engine paint Engine roomrelevant documentation

Specification of paint
Engine data, in engine room
Gaskets, sealings, Orings List of capacities
Instructions Basic symbols for piping
Packings Instrument symbols for piping
Gaskets, sealings, Orings
Lubricating and cooling oil
Engine pipe diagrams Lubricating oil bottom tank
Engine pipe diagrams Lubricating oil filter
Bedplate drain pipes Crankcase venting
Instrument symbols for piping Lubricating and hydraulic oil system
Basic symbols for piping Lubricating oil outlet
Lubricating oil, cooling oil and hydraulic oil piping
Cylinder lubricating oil pipes Cylinder lubrication
Stuffing box drain pipes Cylinder lubricating oil system
Cooling water pipes, air cooler
Jacket water cooling pipes Piston rod stuffing box
Fuel oil drain pipes Stuffing box drain oil cleaning system
Fuel oil pipes
Control air pipes Seawater cooling
Starting air pipes Seawater cooling system
Turbocharger cleaning pipe
Scavenge air space, drain pipes Jacket water cooling
Scavenge air pipes Jacket water cooling system
Air cooler cleaning pipes Deaerating tank
Exhaust gas pipes Deaerating tank, alarm device
Steam extinguishing, in scavenge air box
Oil mist detector pipes, if applicable Central cooling system
Pressure gauge pipes Central cooling water system
Deaerating tank
Deaerating tank, alarm device
Fuel oil system

Fuel oil heating chart
Fuel oil system
Fuel oil venting box
Fuel oil filter
Compressed air
Starting air system
Scavenge air
Scavenge air drain system
Air cooler cleaning

Air cooler cleaning system
Exhaust gas
Exhaust pipes, bracing
Exhaust pipe system, dimensions

MAN B&W 20.04
Page 3 of 4
Engine room crane Shaft line, in engine room

Engine room crane capacity, overhauling space Static thrust shaft load
Fitted bolt
Torsiograph arrangement
Torsiograph arrangement Power TakeOff
List of capacities
Shaft earthing device PTO/RCF arrangement, if fitted
Earthing device
Large spare parts, dimensions
Fire extinguishing in scavenge air space Connecting rod studs
Fire extinguishing in scavenge air space Cooling jacket
Crankpin bearing shell
Instrumentation Crosshead bearing
Axial vibration monitor Cylinder cover stud
Cylinder cover
Engine seating Cylinder liner
Profile of engine seating Exhaust valve
Epoxy chocks Exhaust valve bottom piece
Alignment screws Exhaust valve spindle
Exhaust valve studs
Holdingdown bolts Fuel valve
Holdingdown bolt Main bearing shell
Round nut Main bearing studs
Distance pipe Piston complete
Spherical washer Starting valve
Spherical nut Telescope pipe
Assembly of holdingdown bolt Thrust block segment
Protecting cap Turbocharger rotor
Arrangement of holdingdown bolts
Gaskets, sealings, Orings
Side chocks Gaskets, sealings, Orings
Side chocks
Liner for side chocks, starboard Material sheets
Liner for side chocks, port side MAN Diesel & Turbo Standard Sheets Nos.:
• S19R
End chocks • S45R
Stud for end chock bolt • S25Cr1
End chock • S34Cr1R
Round nut • C4
Spherical washer, concave
Spherical washer, convex
Assembly of end chock bolt
Liner for end chock
Protecting cap
Engine top bracing

Top bracing outline
Top bracing arrangement
Frictionmaterials
Top bracing instructions
Top bracing forces
Top bracing tension data

MAN B&W 20.04
Page 4 of 4
Engine production and Tools

installationrelevant documentation
Engine tools
Main engine production records, engine in- List of tools
stallation drawings Outline dimensions, main tools
Installation of engine on board
Dispatch pattern 1, or Tool panels
Dispatch pattern 2 Tool panels
Check of alignment and bearing clearances
Optical instrument or laser Engine seating tools
Reference sag line for piano wire Hydraulic jack for holding down bolts
Alignment of bedplate Hydraulic jack for end chock bolts
Piano wire measurement of bedplate
Check of twist of bedplate
Crankshaft alignment reading Auxiliary equipment
Bearing clearances
Check of reciprocating parts Ordered auxiliary equipment
Production schedule
Inspection after shop trials
Dispatch pattern, outline
Preservation instructions
Shop trials
Shop trials, delivery test
Shop trial report
Quay trial and sea trial

Stuffing box drain cleaning
Fuel oil preheating chart
Flushing of lubricating 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
Flushing procedures
Lubricating oil system cleaning instruction

MAN B&W
Appendix
A
MAN B&W Appendix A
Page 1 of 3
Symbols for Piping
No. Symbol Symbol designation No. Symbol Symbol designation
1. General conventional symbols 2.16 Bulkhead crossing, non-watertight
1.1 Pipe 2.17 Pipe going upwards
Pipe with indication of direction of

1.2 2.18 Pipe going downwards
flow
Valves, gate valves, cocks and
1.3 2.19 Orifice
flaps
1.4 Appliances 3. Valves, gate valves, cocks and flaps
Indicating and measuring instru-

1.5 3.1 Valve, straight through
ments 1)
2. Pipes and pipe joints 3.2 Valve, angle
2.1 Crossing pipes, not connected 3.3 Valve, three-way
2.2 Crossing pipes, connected 3.4 Non-return valve (flap), straight
2.3 Tee pipe 3.5 Non-return valve (flap), angle
Non-return valve (flap), straight,

2.4 Flexible pipe 3.6
screw down
Expansion pipe (corrugated) gen- Non-return valve (flap), angle,
2.5 3.7
eral screw down
2.6 Joint, screwed 3.8 Flap, straight through
2.7 Joint, flanged 3.9 Flap, angle
2.8 Joint, sleeve 3.10 Reducing valve
2.9 Joint, quick-releasing 3.11 Safety valve
2.10 Expansion joint with gland 3.12 Angle safety valve
2.11 Expansion pipe 3.13 Self-closing valve
2.12 Cap nut 3.14 Quick-opening valve
2.13 Blank flange 3.15 Quick-closing valve
2.14 Spectacle flange 3.16 Regulating valve
Bulkhead fitting water tight,

2.15 3.17 Kingston valve
flanged

MAN B&W Appendix A
Page 2 of 3
3.18 Ball valve (-cock) 4.5 Float
3.19 Butterfly valve 4.6 Piston
3.20 Gate valve 4.7 Membrane
Double-seated change-over valve,

3.21 4.8 Electric motor
three-way
3.22 Suction valve chest 4.9 Electromagnetic
Suction valve chest with non-

3.23 5. Appliances
return valves
3.24 5.1 Mud box
straight
3.25 5.2 Filter or strainer
angle
3.26 Cock, straight through 5.3 Magnetic filter
3.27 Cock, angle 5.4 Separator
3.28 Cock, three-way, L-port in plug 5.5 Steam trap
3.29 Cock, three-way, T-port in plug 5.6 Pump
Cock, four-way, straight through

3.30 5.7 Gear or screw pump
in plug
3.31 Cock with bottom connection 5.8 Hand pump (bucket)
Cock, straight through, with bot-

3.32 5.9 Ejector
tom connection
Cock, angle, with bottom connec- Various accessories (text to be
3.33 5.10
tion added)
Cock, three-way, with bottom con-
3.34 5.11 Piston pump
nection
4. Control and regulation parts 6. Fittings
4.1 Hand-operated 6.1 Funnel
4.2 Remote control 6.2 Bell-mouthed pipe end
4.3 Spring 6.3 Air pipe
4.4 Mass 6.4 Air pipe with net

MAN B&W Appendix A
Page 3 of 3
6.5 Air pipe with cover 8. Other equipment symbol designations
6.6 * Air pipe with cover and net 8.1 Closed vessel with inclined bottom
6.7 * Air pipe w. pressure vacuum valve 8.2 Heat exchanger with fan
6.8 * Air pipe with pressure vacuum

valve with net
8.3 Cooling tower with spray
Deck fittings for sounding or filling

6.9 8.4 Heat exchanger
pipe
Short sounding pipe with self-
6.10 8.5 C Compressor
closing cock
6.11 * Stop for sounding rod 8.6 T Turbine
7. Indicating instruments with ordinary symbol

designations 1
) Rectangular symbols are used to identify instruments and
sensors in pipe diagrams shown in this project guide, see
7.1 Sight flow indicator Section 18.07.
7.2 Observation glass 178 30 614.2
7.3 Level indicator
7.4 Distance level indicator
7.5 Counter (indicate function)
7.6 Recorder
Fig. A.01.01: Basic symbols for pipe plants according to MAN Diesel & Turbo EN603A

G40me-C9 5

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MAN B&W G40ME-C9.

MAN B&W G40ME-C9.5 199 00 78-9.1

MAN Diesel & Turbo

MAN B&W G40ME-C9.5 199 00 78-9.1

Scroll through the manual page-by-page

Use this button to navigate to the chapter menu

Use this button to navigate back to this page (Introduction page)

 MAN Diesel & Turbo website  Installation Drawings

 DieselFacts  Turbocharger Selection

 Extent of Delivery (EoD)

Engine Design ....................................................................... 1

2 Engine Layout and Load Diagrams, SFOC

3 Turbocharger Selection & Exhaust Gas Bypass

MAN B&W G40ME-C9.5

6 List of Capacities: Pumps, Coolers & Exhaust Gas

MAN B&W G40ME-C9.5

10 Piston Rod Stufﬁng Box Drain Oil

11 Low-temperature Cooling Water

12 High-temperature Cooling Water

13 Starting and Control Air

MAN B&W G40ME-C9.5

16 Engine Control System

18 Monitoring Systems and Instrumentation

MAN B&W G40ME-C9.5

20 Project Support and Documentation

MAN B&W G40ME-C9.5

The Fuel Optimised ME Tier II Engine

MAN B&W 98ME/ME-C7-TII .1, 198 85 37-1.4

Tier II fuel optimisation

NOx regulations place a limit on the SFOC on

The IMO NOx limit is given as a weighted average

Optimisation of SFOC in the part-load (50-85%)

• ECT: Engine Control Tuning

Each tuning method makes it possible to optimise

The tuning methods are available for all SMCR in

For engine types 40 and smaller, as well as for

In general, data in this project guide is based on

MAN B&W ME-C/ME-B-TII .5/.3 engines 199 01 12-5.0

Engine Type Designation

Emission regulation TII IMO Tier level

(blank) Fuel oil only

B Exhaust valve controlled

Concept E Electronically controlled

G ‘Green’ Ultra long stroke

MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.9

Power, Speed and Fuel Oil

MAN B&W G40ME-C9.5/-GI-TII

Cyl. L1 kW Stroke: 2,000 mm

(WGN1KN L1 MEP: 21.0 bar

MAN B&W G40ME-C9

MAN B&W G40ME-C9-GI

Fig 1.03.01: Power, speed and fuel oil

MAN B&W G40ME-C9.5/GI-TII 199 05 08-1.0

Engine Power Range and Fuel Oil Consumption

Engine Power Speciﬁc Fuel Oil Consumption (SFOC)

During runningin periods and under special con-

The engine power ﬁgures given in the tables re-

Blower inlet temperature ................................ 45 °C

MAN B&W MC/MC-C, ME/ME-C/MEB engines 198 46 343.5

Updated engine and capacities data is available

MAN B&W MC/MC-C, ME/ME-C/MEB/GI engines 198 53 31-6.2

In the following, reference is made to the item

Bedplate and Main Bearing • Nodular cast iron

MAN B&W 50-40ME-C9 TII 199 05 61-7.2

Cylinder Liner Thrust Bearing

Cylinder Cover Engines with 9 cylinders or more will be speciﬁed

At the aft end, the crankshaft is provided with the

MAN B&W 50-40ME-C9 TII 199 05 61-7.2

Axial Vibration Damper Piston

A tuning wheel or torsional vibration damper may Piston Rod

MAN B&W 50-40ME-C9 TII 199 05 61-7.2

Scavenge Air System Exhaust Gas System

Between the air cooler and the scavenge air re-

MAN B&W 50-40ME-C9 TII 199 05 61-7.2

MAN B&W 50-40ME-C9 TII 199 05 61-7.2

The exhaust valve is tightened to the cylinder Gallery Arrangement

MAN Diesel & Turbo website Installation Drawings

DieselFacts Turbocharger Selection

Extent of Delivery (EoD)