MAN B&W Diesel A/S

Project Guide

Installation Aspects

5.01 Space Requirements and Overhaul Heights

5.02 Engine Outline, Galleries and Pipe Connections
5.03 Engine Seating and Holding Down Bolts
5.04 Engine Top Bracings
5.05 MAN B&W Controllable Pitch Propeller (CPP),
Remote Control and Earthing Device

MAN B&W Diesel A/S

Engine Selection Guide, MC programme

5.01 Space Requirements and Overhaul Heights

Installation Aspects

crane beam for dismantling the turbocharger is

stated in the respective Project Guides.

The figures shown in this section are intended as an

aid at the project stage. The data are subject to
change without notice, and binding data is to be
given by the engine builder in the Installation Documentation.

Space Requirements for the Engine

The space requirements stated in Figs. 5.01 are
valid for engines rated at nominal MCR (L1).

The overhaul tools for the engine are designed to be

used with a crane hook according to DIN 15400,
June 1990, material class M and load capacity 1Am
and dimensions of the single hook type according to
DIN 15401, part 1.
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.

The additional space needed for engines equipped

with PTO is available on request.
If, during the project stage, the outer dimensions of
the turbochargers 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 crankshaft to the crane hook are for vertical or tilted lift,
see Figs. 5.01.01a and 5.01.01b.
The capacity of a normal engine room crane can be
found in Fig. 5.01.02.
The area covered by the engine room crane shall be
wide enough to reach any heavy spare part required
in the engine room.
A lower overhaul height is, however, available by using
the MAN B&W double-jib crane, built by Danish Crane
Building ApS, shown in Figs. 5.01.02 and 5.01.03.
Please note that the distances H3 and H4 given for a
double-jib crane is from the centre of the crankshaft
to the lower edge of the deck beam.
A special crane beam for dismantling the turbocharger must be fitted. The lifting capacity of the

430 100 030

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5.01.01

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

H1

H3

H2
E
A
Lmin
K98MC
A
B
E
H1
H2
H3
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
13 cyl.
14 cyl.
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
13 cyl.
14 cyl.

1700
4640
1750
13400
13125
13100

12865
14615
17605
19355
21105
22855
24605
26355
28105

1143
1315
1514
1666
1854
1996
2146
2296
2446

K98MC-C S90MC-C L90MC-C* K90MC K90MC-C S80MC-C

Dimensions in mm
1700
1800
1699
1699
1699
1736
4370
5000
4936
4936
4286
5000
1750
1602
1602
1602
1602
1424
12825
14425
13900
14125
12800
14300
13525
12800
13250
12600
13300
12650
14200
13125
13200
12375
13000
Lmin
9176
10778
12865
12087
12400
12380
12447
10899
14615
13689
15502
13982
14049
12323
17605
15291
17104
17084
15651
13747
19355
18193
18706
18686
18403
21105
20308
20288
20005
22855
21910
21890
21607
24605
23512
23492
23209
26355
28105
Dry masses in tons
787
931
1102
1074
1077
1074
986
872
1277
1209
1279
1272
1106
981
1470
1372
1446
1411
1253
1088
1618
1543
1589
1553
1415
1789
1734
1700
1561
1932
1877
1840
1686
2075
2038
1980
1826
2218
2361

178 16 77-5.0

S80MC

L80MC*

1736
4824
1424
14125
13250
12950

1510
4388
1424
12275
11825
11775

8529
9953
11377
12581
14005
16719
18143
19567
20991

8386
9810
11234
12658
14082
16786
18210
19634
21058

657
777
885
996
1105
1223
1343
1458
1564

580
681
791
864
974
1120
1218
1339
1440

The distances H1 and H2 are from the centre of the crankshaft to the crane hook.
The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam
E - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedure
H3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift
178 22 75-4.0

Fig. 5.01.01a: Space requirements and masses

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5.01.02

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

H1

H3

H2
E
A
Lmin
K80MC-C S70MC-C*
A
B
E
H1
H2
H3
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
13 cyl.
14 cyl.
4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.
13 cyl.
14 cyl.

1510
4088
1424
11900
11500
11300

11104
12528
13952
16526
17950
19374
20798

736
830
926
1065
1178
1276
1374

S70MC

1520
4390
1190
12400
11525
11250

1520
4250
1246
12450
11475
11200

6591
7781
8971
10161
11351

7177
8423
9669
10915
12161

408
480
555
624
704

413
492
562
648
722

B
L70MC-C
L70MC S60MC-C*
Dimensions in mm
1323
1323
1300
3842
3842
3770
1190
1246
1020
11225
11225
10650
10500
10425
9925
10300
10225
9675
Lmin
6591
7008
5648
7781
8254
6668
8971
9500
7688
10161
10746
8708
11351
11992
9728

396
465
538
605
683

Dry masses in tons

383
263
448
314
525
358
592
410
667
467

178 16 77-5.0

S60MC*

L60MC-C

L60MC*

1300
3478
1068
10500
9825
9550

1134
3228
1020
9950
9225
9025

1134
3228
1068
9325
8675
8725

6116
7184
8252
9320
10388

5648
6668
7688
8708
9728

5956
7024
8092
9160
10228

273
319
371
422
470

255
304
347
377
453

264
316
357
397
442

The distances H1 and H2 are from the centre of the crankshaft to the crane hook.
The distance H3 for the double jib crane is from the centre of the crankshaft to the lower edge of the deck beam
E - Cylinder distance H1 - Normal lifting procedure H2 - Reduced height lifting procedure
H3 - Electrical double jib crane. * H1 - Vertical lift H2 - Tilted lift
178 22 76-6.0

Fig. 5.01.01b: Space requirements and masses

430 100 030

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5.01.03

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

H1

H3

H2

H4

E
A
Lmin
S50MC-C

S50MC

L50MC

A
B
E
H1
H2
H3
H4

1085
3150
850
8950
8375
8150

1085
2950
890
8800
8250
8100

944
2710
890
7825
7325
7400

4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.

4695
5542
6392
7242
8092

5280
6170
7060
7950
8840

5280
6170
7060
7950
8840

4 cyl.
5 cyl.
6 cyl.
7 cyl.
8 cyl.
9 cyl.
10 cyl.
11 cyl.
12 cyl.

155
181
207
238
273

171
195
225
255
288

163
188
215
249
276

S46MC-C
S42MC
Dimensions in mm
986
900
2924
2670
782
748
8600
8050
8075
7525
7850
7300
Lmin
4198
4946
5694
6442
7190
7938
9434
10182
10930
Dry masses in tons
133
109
153
125
171
143
197
160
217
176
195
232
249
269

4317
5099
5881
6663
7445

178 16 76-0.0

L42MC

S35MC

L35MC

S26MC

690
2460
748
6700
6250
6350

650
2200
600
6425
6050
5925
5850

550
1980
600
5200
4850
5025
4825

420
1880
490
4825
4725
4525
4500

4406
5154
5902
6650
7398
8146
9642
10390
11138

3520
4120
4720
5320
5920
6520
7720
8320
8920

3485
4085
4685
5285
5885
6485
7685
8285
8885

2970
3460
3950
4440
4930
5420
6400
6890
7380

95
110
125
143
158
176
210
229
244

57
65
75
84
93
103
119
133
144

50
58
67
75
83
92
111
120
128

32
37
42
48
53
58
68
74
79

The distances H1 and H2 are from the centre of the crankshaft to the crane hook. The distances H3 and H4 for the double
jib crane are from the centre of the crankshaft to the lower edge of the deck beam.
E - Cylinder distance

H1 - Vertical lift

H2 - Tilted lift

H3 - Electrical double jib crane H4 Manual double jib crane

178 87 19-8.1

Fig. 5.01.01c: Space requirements and masses

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5.01.04

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Lifting capacity in tons

Engine type

For normal
overhaul

For double
jib crane

K98MC

12.5

2 x 6.3

K98MC-C

12.5

2 x 6.3

S90MC-C

10.0

2 x 5.0

L90MC-C

10.0

2 x 5.0

K90MC

10.0

2 x 5.0

K90MC-C

10.0

2 x 5.0

S80MC-C

10.0

2 x 5.0

S80MC

8.0

2 x 4.0

L80MC

8.0

2 x 4.0

K80MC-C

6.3

2 x 4.0

S70MC-C

6.3

2 x 3.0

S70MC

5.0

2 x 2.5

L70MC-C

6.3

2 x 3.0

L70MC

5.0

2 x 2.5

S60MC-C

4.0

2 x 2.0

S60MC

3.2

2 x 1.6

L60MC-C

4.0

2 x 2.0

L60MC

3.2

2 x 1.6

S50MC-C

2.0

2 x 1.6

S50MC

2.0

2 x 1.0

L50MC

1.6

2 x 1.0

S46MC-C

2.0

2 x 1.0

S42MC

1.25

2 x 1.0

L42MC

1.25

2 x 1.0

S35MC

0.8

2 x 0.5

L35MC

0.63

2 x 0.5

S26MC

0.5

2 x 0.5
178 87 20-8.1

Fig. 5.01.02: Engine room crane capacities for overhaul

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5.01.05

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Deck beam

MAN B&W Double

Jib Crane

The double-jib crane

can be delivered by:
Danish Crane Building A/S
P.O. Box 54
sterlandsvej 2
DK-9240 Nibe, Denmark

Centreline crankshaft

Telephone: + 45 98 35 31 33
Telefax:
+ 45 98 35 30 33
E-mail:
dcb@dcb.dk

178 06 25-5.3

Fig. 5.01.03: Overhaul with double-jib crane

488 701 010

198 28 90

5.01.06

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

5.02 Engine Outline, Galleries and Pipe Connections

Please note that the relevant information is to be
found in the Project Guide for the relevant engine
type.
The newest version of most of the drawings of this
section can be downloaded from our website at
www.manbw.dk under Products, Marine Power,
Two-stroke Engines, where you then choose the
engine type.

430 100 061

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5.02.01

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

5.03 Engine Seating and Holding Down Bolts

Engine Seating and Arrangement of
Holding Down Bolts
The dimensions of the seating stated in Figs.
5.03.01 and 5.03.02 are for guidance only.
The engine is basically mounted on epoxy chocks
4 82 102 in which case the underside of the
bed-plates lower flanges has no taper.
The epoxy types approved by MAN B&W Diesel A/S
are:
Chockfast Orange PR 610 TCF
from ITW Philadelphia Resins Corporation, USA,
and
Epocast 36
from H.A. Springer Kiel, Germany
The engine may alternatively, be mounted on cast
iron chocks (solid chocks 4 82 101), in which case
the underside of the bedplates lower flanges is with
taper 1:100.

482 100 000

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5.03.01

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

178 06 43-4.2

Engine type
A
B
K98MC
3255 2730
K98MC-C
3120 2530
S90MC-C
3360 3100
L90MC-C
3360 3100
K90MC
3420 3054
K90MC-C
3090 2729
S80MC-C
3275 2815
S80MC
3275 2950
L80MC
3040 2720
K80MC-C
2890 2570
S70MC-C
2880 2485
S70MC
2880 2616
L70MC-C
2670 2430
L70MC
2670 2410
S60MC-C
2410 2175
S60MC
2410 2175
L60MC-C
2270 2035
L60MC
2270 2045
S50MC-C
2090 1880
S50MC
2090 1880
L50MC
1970 1760
S46MC-C
1955 1755
S42MC
1910 1720
L42MC
1785 1595
S35MC
1616 1475
L35MC
1505 1350
S26MC
1390 1235
Jv = with vertical oil outlets

C
50
50
44
44
44
44
40
40
40
40
36
36
36
36
30
30
30
30
28
28
28
28
25
25
20
20
20

D
1955
1825
2480
2480
2359
2034
2100
2320
2100
1950
1890
2046
1965
1840
1855
1690
1690
1565
1540
1450
1330
1435
1330
1230
1155
1035

Dimensions are stated in mm

E
F
G
H
I
Jh
60 1525 50 1510 30
60 1375 50 1360 30
55 1755 44 1730 30
55 1755 44 1730 30
55 1675 44 1650 30
55 1405 44 1380 30
50 1735 40 1710 25
50 1700 40 1675 25
50 1490 40 1465 25
50 1340 40 1315 25
45 1530 36 1515 22
45 1500 36 1480 22
45 1405 36 1385 20
45 1310 36 1290 20
40 1330 30 1315 20
40 1215 30 1200 20
40 1215 30 1200 20
40 1095 30 1080 20 1150
36 1110 28 1095 20 1075
36 1035 28 1020 20 1050
36
915 28
900 18 1046
32 1060 28 1045 18
830
30
955 24
980 15
880
30
870 25
855 18
940
25
855 20
840 18
775
25
720 20
705 18
745
695 20
680 15
690
Jh = with horizontal oil outlets

Fig. 5.03.01: Profile of engine seating, epoxy chocks

Jv
781
781
920
920
885
610
920
805
785
677
805
695
755
685
700
630
640
605
518
520
515
550
510
560
495
465
470

K
1700
1700
1800
1800
1699
1699
1736
1736
1510
1510
1520
1520
1262
1323
1300
1300
1082
1134
1088
1085
944
986
900
690
650
550
420

L
80
80
75
75
75
75
70
70
70
70
65
65
65
65
60
60
60
60
50
50
50
50
45
45
45
45
40

M
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
47
50
50
50
50
50
40
40
35

N
500
500
470
470
470
470
440
440
440
430
400
400
400
400
400
400
400
400
400
400
400
380
350
350
350
350

P
38
38
34
34
34
34
34
34
34
34
34
34
34
34
25
25
25
25
22
22
22
22
19
19
19
19
19

178 87 22-1.1

482 600 015

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5.03.02

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

5.04 Engine Top Bracings

Please note that the newest version of most of the
drawings of this section can be downloaded from
our website on www.manbw.dk under Products,
Marine Power, Two-stroke Engines where you
then choose the engine type and you will find a list of
the available drawings under Installation Drawing.
The position of the top bracings for a specific engine
can be found in the respective Project Guide.

ing is not installed. This has normally to be checked

by measurements, i.e. with and without top bracing.
If a vibration measurement in the first vessel of a series shows that the vibration level is acceptable
without the top bracing, then we have no objection
to the top bracing being dismounted and the rest of
the series produced without top bracing.
It is our experience that especially the 7 cyl. engine
will often have a lower vibration level without top
bracing.

Top Bracing
The so-called guide force moments are caused by
the transverse reaction forces acting on the
crossheads due to the connecting rod/crankshaft
mechanism. When the piston of a cylinder is not
exactly in its top or bottom position, the gas force
from the combustion, transferred through the connecting rod will have a component acting on the
crosshead and the crankshaft perpendicularly to
the axis of the cylinder. Its resultant is acting on the
guide shoe (or piston skirt in the case of a trunk engine), and together they form a guide force moment.

Without top bracing, the natural frequency of the

vibrating system comprising engine, ships bottom,
and ships side, is often so low that resonance with
the excitation source (the guide force moment) can
occur close the the normal speed range, resulting in
the risk of vibraiton.

The moments may excite engine vibrations moving

the engine top athwartships and causing a rocking
(excited by H-moment) or twisting (excited by
X-moment) movement of the engine.

The top bracing is normally placed on the exhaust

side of the engine, but the top bracing can alternatively be placed on the camshaft side.

With top bracing, such a resonance will occur

above the normal speed range, as the top bracing
increases the natural frequency of the abovementioned vibrating system.

For engines with fewer than seven cylinders, this

guide force moment tends to rock the engine in
transverse direction, and for engines with seven cylinders or more, it tends to twist the engine. Both
forms are shown in section 7 dealing with vibrations.
The guide force moments are harmless to the engine, however, they may cause annoying vibrations
in the superstructure and/or engine room, if proper
countermeasures are not taken.
As a detailed calculation of this system is normally
not available, MAN B&W Diesel recommend that top
bracing is installed between the engines upper
platform brackets and the casing side.
However the top bracing is not needed in all cases. In
some cases the vibration level is lower if the top brac-

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5.04.01

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Mechanical top bracing

The mechanical top bracing shown in Figs. 5.04.01
and 5.04.02 comprises stiff connections (links) with
friction plates.
The forces and deflections for calculating the transverse top bracings connection to the hull structure
are stated in Fig. 5.04.02.
Mechanical top bracings can be applied on all types
from 98 to the S35 and no top bracing is needed on
L35 and S26 types.
The mechanical top bracing is to be made by the shipyard in accordance with MAN B&W instructions.

Hydraulic top bracing

The hydraulic top bracings are available with pump
station or without pump station, see Figs. 5.04.03,
5.04.04 and 5.04.05
The hydraulically adjustable top bracing is an alternative to the mechanical top bracing and is intended
for appliction in vessels where hull deflection is foreseen to exceed the usual level.
The hydraulically adjustable top bracing is intended
for one side mounting, either the exhaust side (alternative 1), or the camshaft side (alternative 2).
Hydraulic top bracings can be applied on all 98-50
types.

Position of top bracings

All engines can have a top bracing on the exhaust side.
All 98-S35 engines can have a top bracing on the
camshaft side, except for S70MC-C, S60MC-C and
S50MC-C engines where only a hydraulic top bracing can be placed in both ends of the engine.
The number of top bracings required and their location are stated in the respective Project Guides.
For further information see section 7 Vibration aspects.

430 110 001

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5.04.02

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Force per mechanical top bracing and minimum
horizontal rigidity at attachment to the hull

Minimum
horizontal
Engine type
rigidity in
MN/m
K98MC
248
230
K98MC-C
248
230
S90MC-C
209
210
L90MC-C
209
210
K90MC
209
210
K90MC-C
209
210
S80MC-C
165
190
S80MC
165
190
L80MC
165
190
K80MC-C
165
190
S70MC-C
126
170
S70MC
126
170
L70MC-C
126
170
L70MC
126
170
S60MC-C
93
140
S60MC
93
140
L60MC-C
93
140
L60MC
93
140
S50MC-C
64
120
S50MC
64
120
L50MC
64
120
S46MC-C
55
110
S42MC
45
100
L42MC
45
100
S35MC
32
85
L35MC
*
*
S26MC
*
*
* = top bracings are normally not required
Force per
bracing in
kN

178 22 72-9.0
178 46 90-9.0

Top bracing should only be installed on one side,

either the exhaust side, or the camshaft side

178 09 63-3.2

Fig. 5.04.01: Mechanical top bracing arrangement

Fig. 5.04.02: Mechanical top bracing outline

483 110 007

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5.04.03

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Force per hydraulic top bracing and maximum

horizontal deflection at attachment to the hull
Number
Max.
Force per
of top
horizontal
bracing
bracings
Engine type
deflectio
in kN
per
n in mm
engine
11-12K98MC
6
127
0.51
6-10K98MC-C
4
127
0.51
11-12K98MC-C
6
127
0.51
6-10K98MC-C
4
127
0.51
S90MC-C
4
127
0.51
L90MC-C
4
127
0.51
K90MC
4
127
0.51
K90MC-C
4
127
0.51
S80MC-C
4
127
0.51
S80MC
4
127
0.51
L80MC
4
127
0.51
K80MC-C
4
127
0.51
S70MC-C
2
127
0.36
S70MC
2
127
0.36
L70MC-C
2
127
350
L70MC
2
127
0.36
S60MC-C
2
81
0.23
S60MC
2
81
0.23
L60MC-C
2
81
350
L60MC
2
81
0.23
S50MC-C
2
81
0.23
S50MC
2
81
0.23
L50MC
2
81
0.23
S46MC-C
2*
46*
0.13*
S42MC
2*
46*
0.13*
L42MC
2*
46*
0.13*
S35MC
2*
35*
0.07*
L35MC
**
**
**
S26MC
**
**
**
* = with mechanical top bracings only
** = top bracings are norminally not required

178 87 24-5.1

178 46 89-9.0

Fig. 5.04.03: Hydraulic top bracing arrangement, turbocharger located exhaust side of engine

483 110 008

198 28 97

5.04.04

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

With pneumatic/hydraulic
cylinders only

Hydraulic cylinders

Accumulator unit
Pump station
including:
two pumps
oil tank
filter
releif valves and
control box

The hydraulically adjustable top bracing system consists basically of two or four hydraulic cylinders, two
accumulator units and one pump station

Pipe:
Electric wiring:

178 16 68-0.0

Fig. 5.04.04a: Hydraulic top bracing layout of system with pump station, option: 4 83 122

Valve block with

solenoid valve
and relief valve

Hull
side

Engine
side

Inlet

Outlet

178 16 47-6.0

Fig. 5.04.04b: Hydraulic cylinder for option 4 83 122

483 110 008

198 28 97

5.04.05

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

With pneumatic/hydraulic
cylinders only

178 18 60-7.0

Fig. 5.04.05a: Hydraulic top bracing layout of system without pump station, option: 4 83 123

178 15 73-2.0

Fig. 5.04.05b: Hydraulic cylinder for option 4 83 123

483 110 008

198 28 97

5.04.06

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

5.05 MAN B&W Controllable Pitch Propeller (CPP), Remote Control and
Earthing Device
MAN B&W Controllable Pitch Propeller
The standard propeller programme,fig. 5.05.01 and
5.05.02 shows the VBS type features, propeller
blade pitch setting by a hydraulic servo piston integrated in the propeller hub.
The figures stated after VBS indicate the propeller
hub diameter, i.e. VBS1940 indicates the propeller
hub diameter to be 1940 mm.
Standard blade/hub materials are Ni-Al-bronze.
Stainless steel is available as an option. The propellers are based on no ice class but are available up
to the highest ice classes.

Controllable pitch propeller, diameter [mm]

9000

VBS1
940
VBS18
00
VBS1
68
VBS15 0
VBS1 60
4
VBS1 60
380
VBS1
2
VBS1 80
1
VBS 80
10
VBS 80
980
VB
S86
0
VB
S74
0

8000
7000
6000
5000
4000
3000
2000
1000
0
0

10

14

18

22

26

30

Engine Power [1000 kW]

178 22 23-9.0

Fig. 5.05.01: Controllable pitch propeller diameter (mm)

420 600 000

198 28 98

5.05.01

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

S60MC

S60MC-C

178 22 24-0.0

Cyl.

kW

Propeller
speed
r/min

D
mm

Hub VBS
mm

Q
mm

R
mm

Wmin
mm

Propeller
mass* ton

9,020

105

5,850

1,460

1,100

1,170

2,676

35.2

11,275

105

6,150

1,560

1,175

1,257

2,919

43.5

13,530

105

6,450

1,680

1,278

1,338

2,976

53.3

15,785

105

6,700

1,800

1,360

1,400

3,000

58.4

18,040

105

6,950

1,940

1,460

1,450

3,200

68.1

4
5
6
7
8

8,160
10,200
12,240
14,280
16,320

105
105
105
105
105

5,650
6,000
6,300
6,550
6,800

1,460
1,560
1,680
1,680
1,800

1,100
1 175
1 278
1 278
1 360

1,170
1 242
1 333
1 338
1 400

2,676
2 676
2 919
2 976
3 000

34.1
39.2
47.9
54.0
59.0

*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
198 30 06-0.0

Fig. 5.05.02a: MAN B&W controllable pitch propeller

420 600 000

198 28 98

5.05.02

Cyl.

kW

Propeller
speed
r/min

D
mm

Hub VBS
mm

Q
mm

R
mm

Wmin
mm

Propeller
mass* ton

L60MC-C

4
5
6
7
8

8,920
11,150
13,380
15,610
17,840

123
123
123
123
123

5,400
5,700
5,950
6,200
6,450

1,380
1,460
1,560
1,680
1,800

1,050
1,110
1,190
1,278
1,360

1,095
1,155
1,225
1,338
1,400

2,700
2,800
3,000
3,200
3,250

29.6
38.8
44.8
53.0
59.5

L60MC

4
5
6
7
8

7,680
9,600
11,520
13,440
15,360

123
123
123
123
123

5,200
5,500
5,750
5,950
6,150

1,380
1,460
1,560
1,560
1,680

1,030
1,100
1,175
1,175
1,278

1,131
1,170
1,242
1,257
1,338

2,651
2,676
2,676
2,919
2,976

29.5
34.5
39.5
44.2
53.2

S50MC-C

4
5
6
7
8

6,320
7,900
9,480
11,060
12,640

127
127
127
127
127

4,900
5,200
5,450
5,650
5,850

1,280
1,380
1,380
1,460
1,560

975
1,050
1,050
1,110
1,190

1,035
1,095
1,095
1,155
1,225

2,200
2,270
2,350
2,350
2,350

24.0
29.1
32.1
35.5
39.9

S50MC

4
5
6
7
8

5,720
7,150
8,580
10,010
11,440

127
127
127
127
127

4,800
5,050
5,300
5,500
5,700

1,280
1,280
1,380
1,460
1,460

975
975
1,095
1,110
1,110

1,010
1,035
1,095
1,140
1,140

2,140
2,200
2,270
2,350
2,350

22.4
24.4
30.4
35.1
36.3

L50MC

Engine Selection Guide, MC Programme

4
5
6
7
8

5,320
6,650
7,980
9,310
10,640

148
148
148
148
148

4,350
4,600
4,850
5,050
5,200

1,180
1,180
1,280
1,380
1,380

900
900
975
1,050
1,050

940
940
1,035
1,095
1,095

2,140
2,160
2,200
2,270
2,270

18.3
20.7
25.5
29.4
30.6

S46MC-C

MAN B&W Diesel A/S

4
5
6
7
8

5,240
6,550
7,860
9,170
10,480

129
129
129
129
129

4,700
4,950
5,200
5,400
5,600

1,180
1,280
1,380
1,380
1,460

900
975
1,050
1,050
1,100

940
1,035
1,095
1,095
1,140

2,160
2,200
2,270
2,270
2,350

19.7
22.2
27.8
29.5
33.6

*The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.

198 30 06-0.0

Fig. 5.05.02b: MAN B&W controllable pitch propeller

420 600 000

198 28 98

5.05.03

S26MC

L35MC

S35MC

L42MC

S42MC

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Cyl.

kW

Propeller
speed
r/min

D
mm

Hub VBS
mm

Q
mm

R
mm

Wmin
mm

Propeller
mass* ton

4
5
6
7
8
9
10
11
12

4,320
5,400
6,480
7,560
8,640
9,720
10,800
11,880
12,960

136
136
136
136
136
136
136
136
136

4,350
4,600
4,850
5,050
5,200
5,350
5,500
5,650
5,750

1,080
1,180
1,280
1,280
1,380
1,380
1,460
1,460
1,560

821
855
957
957
1,030
1,030
1,100
1,100
1,175

945
996
1,075
1,075
1,131
1,131
1,170
1,185
1,257

2,170
2,265
2,511
2,511
2,676
2,676
2,676
2,595
2,595

16.5
20.1
24.4
27.5
30.5
32.7
36.0
38.4
42.4

4
5
6
7
8
9
10
11
12

3,980
4,975
5,970
6,965
7,960
8,955
9,950
10,945
11,940

176
176
176
176
176
176
176
176
176

3,750
4,000
4,200
4,350
4,500
4,600
4,700
4,800
4,900

980
1,080
1,180
1,180
1,280
1,280
1,280
1,380
1,380

746
825
900
900
975
975
975
1,050
1,050

805
880
940
940
1,035
1,035
1,035
1,095
1,095

2,040
2,140
2,140
2,160
2,200
2,200
2,200
2,270
2,270

12.0
15.2
16.4
22.7
23.1
23.6
26.2
29.9
30.5

4
5
6
7
8
9
10
11
12

2,960
3,700
4,440
5,180
5,920
6,660
7,400
8,140
8,880

173
173
173
173
173
173
173
173
173

3,550
3,750
3,950
4,100
4,250
4,350
4,450
4,550
4,650

860
980
980
1,080
1,080
1,180
1,180
1,280
1,280

653
746
746
821
821
885
885
957
957

742
807
807
945
945
996
996
1,075
1,075

2,000
2,040
2,170
2,170
2,265
2,265
2,265
2,511
2,676

9.6
12.5
14.0
16.6
18.5
20.4
21.1
24.8
27.4

4
5
6
7
8
9
10
11
12

2,600
3,250
3,900
4,550
5,200
5,850
6,500
7,150
7,800

210
210
210
210
210
210
210
210
210

3,150
3,300
3,450
3,600
3,700
3,800
3,900
4,000
4,100

860
860
980
980
980
1,080
1,080
1,180
1,180

655
655
746
746
746
825
825
900
900

735
735
785
785
805
880
880
940
940

1,970
2,000
2,000
2,040
2,040
2,140
2,140
2,140
2,140

9.1
9.5
10.3
11.8
12.3
13.9
14.7
16.5
17.2

4
5
6
7
8

1,600
2,000
2,400
2,800
3,200

250
250
250
250
250

2,600
2,750
2,850
2,950
3,050

740
740
740
860
860

569
569
569
655
655

655
655
655
735
735

1,940
1,940
1,940
1,970
1,970

5.5
6.4
7.2
8.5
9.3

The masses are stated for 3,000 mm stern tube and 6,000 mm propeller shaft.
Fig. 5.05.02c: MAN B&W controllable pitch propeller

420 600 000

198 28 98

5.05.04

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Data Sheet for Propeller

Identification:
Type of vessel:

178 22 36-0.0

For propeller design purposes please provide us

with the following information:
1.

S:___________mm
W:___________mm
I:___________mm (as shown above)

2.

Stern tube and shafting arrangement layout

3.

Propeller aperture drawing

4.

Complete set of reports from model tank

(resistance test, self-propulsion test and
wake measurement). In case model test is
not available the next page should be filled in.

5.

Drawing of lines plan

6.

Classification Society:___________
Ice class notation:___________

7.

Maximum rated power of shaft generator: kW

8.

Optimisation condition for the propeller :

To obtain the highest propeller efficiency
please identify the most common service
condition for the vessel.
Ship speed:___________kn
Engine service load:___________%
Service/sea margin:___________%
Shaft generator service load:___________kW
Draft:___________m

9.

Comments:___________

Fig. 5.05.03a: Data sheet for propeller design purposes

420 600 000

198 28 98

5.05.05

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Main Dimensions
Symbol
LPP

Unit
m

Length of load water line

LWL

Breadth

BWL

Draft at forward perpendicular

DF

Draft at aft perpendicular

DA

Length between perpendiculars

m3

Block coefficient (LPP)

CB

Midship coefficient

CM

Waterplane area coefficient

CWL

m2

Centre of buoyancy forward of LPP/2

LCB

Propeller centre height above baseline

Bulb section area at forward perpendicular

AB

m2

Displacement

Wetted surface with appendages

Ballast

Loaded

178 22 97-0.0

Fig. 5.05.03b: Data sheet for propeller design purposes, in case model test is not available this table should be filled in

Propeller Clearance

Hub

To reduce emitted pressure impulses and vibrations

from the propeller to the hull, MAN B&W recommend
a minimum tip clearance as shown in fig. 5.05.04.
For ships with slender aft body and favourable inflow
conditions the lower values can be used whereas full
after body and large variations in wake field causes
the upper values to be used.

VB

480

75

VB

560

100

VB

640

115

VB

740

115

VB

860

135

VB

980

120

VBS 740

225

VBS 860

265

VBS 980

300

VBS 1080

330

VBS 1180

365

VBS 1280

395

VBS 1380

420

VBS 1460

450

VBS 1560

480

VBS 1680

515

High skew
propeller
Y mm

Non-skew
propeller
Y mm

Baseline
clearance
Z mm

15-20% of D 20-25% of D Min.50-100

In twin-screw ships the blade tip may protrude below

the base line.

Dismantling
of cap
X mm

178 22 96-9.0
Baseline

Fig. 5.05.04: Propeller clearance

178 22 37-2.0

420 600 000

198 28 98

5.05.06

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Hydra pack

Oil tank
forward
seal
Stern
tube oil
tank

Pitch
order
PD
PAL
PAL PAH PI

TI
TAH

PSL

LAL
M

Servo
piston

PSL

Pitch
feed-back
Lip ring
seals

Hydraulic
pipe

Propeller shaft

Zinc
anode

Monoblock
hub

Stern
tube

Oil distribution
ring

Drain
tank
178 22 38-4.0

Fig. 5.05.05: Servo oil system for VBS propeller equipment

Servo Oil System

The principle design of the servo oil system for VBS
is shown in Fig. 5.05.05.
The VBS system consists of a servo oil tank unit
Hydra Pack, and a coupling flange with electrical
pitch feedback box and oil distributor ring.
The electrical pitch feedback box measures con tinuously the position of the pitch feedback ring
and compares this signal with the pitch order signal.
If deviation occurs, a proportional valve is actuated.
Hereby high pressure oil is fed to one or the other
side of the servo piston, via the oil distributor ring,
until the desired propeller pitch has been reached.
The pitch setting is normally remote controlled, but
local emergency control is possible.

420 600 000

198 28 98

5.05.07

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

178 22 39-6.0

Fig. 5.05.06: Hydra Pack - Servo oil tank unit

Maximum system pressure is set on the safety

valve.

Hydra Pack
The servo oil tank unit Hydra Pack (Fig. 5.05.06),
consists of an oil tank with all other components top
mounted, to facilitate installation at yard.

The return oil is led back to the tank via a thermostatic valve, cooler and paper filter.

Two electrically driven pumps draw oil from the oil

tank through a suction filter and deliver high pressure oil to the proportional valve.

The servo oil unit is equipped with alarms according

to the Classification Society as well as necessary
pressure and temperature indication.

One of two pumps are in service during normal operation, while the second will start up at powerful
manoeuvring.

If the servo oil unit cannot be located with maximum

oil level below the oil distribution ring the system
must incorporate an extra, small drain tank complete with pump, located at a suitable level, below
the oil distributor ring drain lines.

A servo oil pressure adjusting valve ensures minimum servo oil pressure at any time hereby minimizing the electrical power consumption.

420 600 000

198 28 98

5.05.08

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Main Control Station
(Center)

Bridge Wing
RPM

Pitch

RPM

Operator
Panel (*)

RPM

Operator
Panel

ES

Bridge Wing

Pitch

BU

ES

Pitch

Operator
Panel (*)

ES: Emergency Stop

BU: Back-Up Control

ES

Duplicated Network
Handles
Interface

Bridge

RPM

Ships
Alarm
System
System failure alarm, Load reduction, Load red. Cancel alarm

Pitch

Operator
Panel

Engine Control Room

Start/Stop/Slow turning, Start blocking, Remote/Local

Engine Room

Governor limiter cancel

Shaft Generator
/ PMS

Speed Set
Fuel Index
I

Propulsion
Control
System

Charge Air Press.

I

(in Governor)

STOP

STOP

START

Local engine
control

Engine overload (max. load)

Pitch Set

STOP

PI

Remote/Local

Propeller Pitch
Closed Loop
Control Box

PI

Pitch
Ahead/
Astern

Terminals for
engine
monitoring sensors

Back-up selected

Auxiliary Control
Equipment

Coordinated
Control
System

Engine speed
Shut down, Shut down reset/cancel

I
PI

Engine safety
system

Terminals for
propeller
monitoring
sensors

I
Pitch

178 22 40-6.0

Fig. 5.05.07: Remote control system - Alphatronic 2000

Remote Control System

The remote control system is designed for control of
a propulsion plant consisting of the following types
of plant units:
Diesel engine
Tunnel gear with PTO/PTI, or PTO gear
Controllable pitch propeller
As shown on fig. 5.05.07, the propulsion remote
control system comprises a computer controlled
system with interconnections between control stations via a redundant bus and a hard wired back-up
control system for direct pitch control at constant
shaft speed.

stant speed or separate thrust mode is possible.

The rates of changes are controlled to ensure
smooth manoeuvres and avoidance of propeller
cavitation.
A Load control function protects the engine
against overload. The load control function contains a scavenge air smoke limiter, a load
programme for avoidance of high thermal
stresses in the engine, an automatic load reduction and an engineer controlled limitation of maximum load.
Functions for transfer of responsibility between
the local control stand, engine control room and
control locations on the bridge are incorporated in
the system.

The computer controlled system contains functions

for:
Machinery control of engine start/stop, engine
load limits and possible gear clutches.
Thrust control with optimization of propeller pitch
and shaft speed. Selection of combinator, con-

420 600 000

198 28 98

5.05.09

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

288

144

PROPELLER
RPM

288

PROPELLER
PITCH

BACK UP
CONTROL
ON/OFF

IN
CONTROL

TAKE
CONTROL

178 22 41-8.0

Fig. 5.05.08: Main bridge station standard layout

Propulsion Control Station on the Main Bridge

For remote control a minimum of one control station
located on the bridge is required.

A thrust control panel with control lever for

thrust control, an emergency stop button and
push buttons for transfer of control between control stations on the bridge.

This control station will incorporate three modules,

as shown on fig. 5.05.08:
A propulsion control panel with push buttons
and indicators for machinery control and a display
with information of condition of operation and
status of system parameter.
A propeller monitoring panel with back-up instruments for propeller pitch and shaft speed.

420 600 000

198 28 98

5.05.10

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Alpha Clutcher - for Auxilliary Propulsion

Systems
The Alpha Clutcher is a new shaftline de-cluching
device for auxilliary propulsion systems which
meets the class notations for redundant propulsion.
It facilitates reliable and simple take home and
take away functions in two-stroke engine plants.
See section 4.

Earthing Device
In some cases, it has been found that the difference
in the electrical potential between the hull and the
propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
A potential difference of less than 80 mV is harmless
to the main bearings so, in order to reduce the potential between the crankshaft and the engine structure (hull), and thus prevent spark erosion, we recommend the installation of a highly efficient earthing
device.
The sketch Fig. 5.05.09 shows the layout of such an
earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
We also recommend the installation of a shaft-hull
mV-meter so that the potential, and thus the correct
functioning of the device, can be checked.

420 600 010

198 28 99

5.05.11

MAN B&W Diesel A/S

Engine Selection Guide, MC Programme

Cross section must not be smaller than 45 mm2 and

the length of the cable must be as short as possible
Hull
Slipring
solid silver track
Voltmeter for shaft-hull
potential difference

Silver metal
graphite brushes

Rudder
Propeller

Voltmeter for shafthull potential difference

Main bearing

Intermediate shaft
Earthing device

Propeller shaft
Current

178 32 07-8.1

Fig. 5.05.09: Earthing device, (yards supply)

420 600 010

198 28 99

5.05.12