MAN B - W 46-26 MC - MC-C-TII Type Engines PDF

MAN B&W 46-26 MC/MCC-TII Type Engines
Engine Selection Guide
Camshaft Controlled
Twostroke Engines
This Project Guide is intended to provide the information necessary for the layout of a marine propulsion
plant.
The information is to be considered as preliminary. 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.
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www.mandieselturbo.com under ‘Products’ → ‘Marine Engines & Systems’ → ‘Low Speed’.
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 a DVD and can also be found
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1st Edition
June 2010
MAN B&W 46-26 MC/MC-C Engine Selection Guide 198 80 07-5.1

All data provided in this document is non-binding. This data serves informational purposes only and is espe-
cially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will
be assessed and determined individually for each project. This will depend on the particular characteristics of
each individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the
English text shall prevail.
MAN Diesel & Turbo

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This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7010-0004-00ppr Jun 2010
MAN B&W 46-26 MC/MC-C Engine Selection Guide 198 80 07-5.1

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
Central Cooling Water System . .............................................. 11
Seawater Cooling .................................................................. 12
Starting and Control Air . ........................................................ 13
Scavenge Air ......................................................................... 14
Exhaust Gas .......................................................................... 15
Engine Control System . ......................................................... 16
Vibration Aspects ................................................................... 17
Appendix ............................................................................... A
MAN Diesel
MAN B&W Contents
Chapter Section
1 Engine Design
The MC/MC-C Tier II Engine 1.01 1987468-2.1
The MC-C9 Engine 1.01 1987871-8.1
Engine type designation 1.02 1983824-3.6
Power, Speed, Dimensions 1.03 1987952-2.0
Engine power range and fuel oil consumption 1.04 1985556-9.1
Performance curves 1.05 1985331-6.2
MC Engine description for 46-26 MC/MC-C 1.06 1987472-8.1
MC Engine description for S40/35MC-C9 1.06 1987657-5.0
Engine cross section, referral to PG 1.07 1985886-4.0

2 Engine Layout and Load Diagrams, SFOC
Engine layout and load diagrams 2.01 1983833-8.4
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1983878-2.5
Layout diagram sizes 2.03 1986911-0.1
Engine layout and load diagrams, MC/MC-C engines 2.04 1986994-7.1
Diagram for actual project 2.05 1986908-7.1
Specific fuel oil consumption, ME versus MC engines 2.06 1985310-1.0
SFOC for conventional turbochargers 2.07 1987011-6.0
SFOC, reference conditions and guarantee 2.08 1987464-5.0
Examples of graphic calculation of SFOC 2.08 1987018-9.0
SFOC calculations 2.09 1986981-5.1
SFOC calculations, example 2.10 1986946-9.0
Fuel consumption at an arbitrary load 2.11 1986631-7.0
Emission control 2.12 1986636-6.2

3 Turbocharger Selection & Exhaust Gas By-pass
Turbocharger selection 3.01 1987618-1.1
Exhaust gas by-pass 3.02 1985895-9.0
NOx Reduction by SCR 3.03 1985894-7.2

4 Electricity Production
Electricity production 4.01 1985911-6.1
Designation of PTO 4.01 1986635-4.1
PTO/RCF 4.01 1985195-0.3
Space requirement for side mounted PTO/RCF for
• S46MC-C8 4.02 1985848-2.1
• S42MC7 4.02 1985849-4.0
• 40-26 MC/MC-C 4.02 1988003-8.0
Engine preparations for PTO BW II 4.03 1985742-6.1
PTO/BW GCR 4.04 1984316-8.6
Waste Heat Recovery Systems (WHR) 4.05 1985912-8.3
L16/24 GenSet data 4.06 1984205-4.5
L21/31 GenSet data 4.07 1984206-6.5
L23/30H GenSet data 4.08 1984207-8.5

MAN B&W 46-26 MC/MC-C Engine Selection Guide

MAN Diesel
MAN B&W Contents
Chapter Section
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.7
Space requirement for
• S46MC-C8 5.02 1985978-7.0
• S42MC7 5.02 1985785-7.0
• S40MC-C9 5.02 1987746-2.0
• S35MC-C9 5.02 1987713-8.0
• S35MC7 5.02 1985786-9.0
• L35MC6 5.02 1985787-0.0
• S26MC6 5.02 1985788-2.0
Crane beam for overhaul of turbochargers 5.03 1987963-0.0
Engine room crane 5.04 1987965-4.0
Engine outline 5.05 1984731-3.3
Gallery outline 5.06 1984854-7.2
Centre of gravity 5.07 1984832-0.1
Water and oil in engine 5.08 1984831-9.1
Engine pipe connections 5.09 1984833-2.1
Counterflanges 5.10 1984834-4.1
Engine seating and holding down bolts 5.11 1984923-1.2
Engine seating profile 5.12 1987972-5.0
Engine top bracing 5.13 1984672-5.8
Mechanical top bracing 5.14 1987978-6.0
Hydraulic top bracing arrangement 5.15 1987976-2.0
Components for Engine Control System 5.16 1986030-2.0
Shaftline earthing device 5.17 1984929-2.4
MAN Diesels Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.5
Hydraulic Power Unit for Alpha CP propeller 5.18 1985320-8.2
Alphatronic 2000 Propulsion Control System 5.18 1985322-1.3

6 List of Capacities: Pumps, Coolers & Exhaust Gas
Calculation of capacities 6.01 1986168-1.1
List of capacities and cooling water systems 6.02 1987463-3.0
List of capacities 6.03 1987988-2.0
List of capacities, S46MC-C8 6.03 1987105-2.0
Auxiliary system capacities for derated engines 6.04 1986171-5.0
Pump capacities, pressures and flow velocities 6.04 1987994-1.0
Example 1, Pumps and Cooler Capacity 6.04 1987244-1.0
Freshwater generator 6.04 1987142-2.1
Example 2, Fresh Water Production 6.04 1987245-3.0
Calculation of exhaust gas amount and temperature 6.04 1986176-4.0
Exhaust gas correction formula 6.04 1987140-9.0
Example 3, Expected Exhaust Gas 6.04 1987246-5.0

7 Fuel
Fuel oil system 7.01 1986779-2.2
Fuel oils 7.02 1983880-4.5
Fuel oil pipes and drain pipes 7.03 1986753-9.1
Fuel oil pipe insulation 7.04 1984051-8.3
Components for fuel oil system 7.05 1983951-2.6
Components for fuel oil system, venting box 7.05 1984735-0.2
Water in fuel emulsification 7.06 1983882-8.4


MAN Diesel
MAN B&W Contents
Chapter Section
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1985636-1.1
Lubricating and cooling oil pipes 8.01 1985908-2.1
Hydraulic Power Supply unit 8.02 1985637-3.0
Lubricating oil pipes for turbochargers 8.03 1984232-8.3
Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6
Components for lube oil system 8.05 1983887-7.4
Lubricating oil tank 8.06 1984855-9.1
Crankcase venting and bedplate drain pipes 8.07 1984856-0.1

9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1987946-3.0
MAN B&W Alpha cylinder lubrication system 9.02 1987949-9.0
Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987615-6.1
MAN B&W Alpha cylinder lubrication system for
• S46MC-C8, S42MC7, S40/35MC-C9, L35MC7 9.02 1986423-3.0
• S35MC7 9.02 1986526-4.0
• S26MC6 9.02 1986424-5.0
Mechanical cylinder lubricators 9.03 1988000-2.0
Cylinder lubricating oil supply system 9.03 1986598-2.0

10 Piston Rod Stuffing Box Drain Oil
Stuffing box drain oil system 10.01 1983974-0.5

11 Central Cooling Water System
Central cooling water system 11.01-02 1984696-5.4
Components for central cooling water system 11.03 1983987-2.5

12 Seawater Cooling
Seawater systems 12.01 1983892-4.4
Seawater cooling system 12.02 1983893-6.5
Seawater cooling pipes 12.03 1984930-2.1
Components for seawater cooling system 12.04 1983981-1.3
Jacket cooling water system 12.05 1983894-8.6
Jacket cooling water pipes 12.06 1984931-4.1
Components for jacket cooling water system 12.07 1983896-1.4
Temperature at start of engine 12.08 1983986-0.2

13 Starting and Control Air
Starting and control air systems 13.01 1983898-5.4
Components for starting air system 13.02 1986049-5.1
Starting and control air pipes 13.03 1985903-3.2


MAN Diesel
MAN B&W Contents
Chapter Section
14 Scavenge Air
Scavenge air system 14.01 1984860-6.3
Auxiliary blowers 14.02 1986586-2.3
Operation panel for auxiliary blowers 14.02 1986587-4.0
Scavenge air pipes 14.03 1984863-1.1
Electric motor for auxiliary blower 14.04 1984864-3.1
Scavenge air cooler cleaning system 14.05 1987689-8.0
Scavenge air box drain system 14.06 1983913-0.5
Fire extinguishing system for scavenge air space 14.07 1984865-5.4

15 Exhaust Gas
Exhaust gas system 15.01 1983904-6.3
Exhaust gas pipes 15.02 1984069-9.4
Cleaning systems, water and soft blast 15.02 1987916-4.0
Exhaust gas system for main engine 15.03 1983905-8.2
Components of the exhaust gas system 15.04 1983907-1.2
Exhaust gas silencer 15.04 1984077-1.1

16 Engine Control System
Engine Control System MC/MC-C 16.01 1985634-8.2
Diagram of manoeuvring system 16.01 1987904-4.0
Manoeuvring system on engine 16.01 1987906-8.0
Sequence diagram 16.01 1987908-1.0
Governor parts and mode of operation 16.01 1987910-3.0
Governor and remote control components 16.01 1987911-5.0
Sequence diagram for Fixed Pitch Propeller 16.01 1986639-1.2
Controllable Pitch Propeller 16.02 1987977-4.0
Engine Control System interface to surrounding systems 16.03 1986641-3.1

17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1988002-6.0
Electrically driven moment compensator
• S46MC-C8, S42MC7, S35MC7, L35MC6, S26MC6 17.03 1984222-1.5
• S40MC-C9, S35MC-C9 17.03 1984222-1.5
Power Related Unbalance (PRU) 17.04 1987989-4.0
Guide force moments 17.05 1984223-3.4
Guide force moments, data 17.05 1987985-7.0
Axial vibrations 17.06 1984224-5.4
Critical running 17.06 1984226-9.3
External forces and moments in layout point for
• S46MC-C8 17.07 1987712-6.0
• S42MC7 17.07 1985956-0.1
• S40MC-C9 17.07 1987716-3.0
• S35MC7 17.07 1985957-2.1
• S35MC-C9 17.07 1987717-5.0
• L35MC6 17.07 1985958-4.1
• S26MC6 17.07 1985959-6.1

A Appendix
Symbols for piping A 1983866-2.3

MAN Diesel
MAN B&W Index
Subject Section Subject Section

2nd order moment compensators............................17.02 C
2nd order moments on 4, 5 and 6-cylinder Central cooling system, disadvantages of...............11.01
engines ...............................................................17.02 Central cooling water pumps...................................11.03
Central cooling water system . .......................... 11.01-02
A Central cooling water thermostatic valve.................11.03
Air cooler cleaning pipes..........................................14.05 Centre of gravity ........................................................5.07
Air cooler cleaning unit.............................................14.05 Centrifuges, fuel oil.....................................................7.05
Air spring, exhaust valve..........................................13.03 Centrifuges, lubricating oil..........................................8.04
Alarm system............................................................16.01 Chain drive.................................................................1.06
Alarm system............................................................16.03 Cleaning systems, water and soft blast ..................15.02
Alpha ACC, Alpha Adaptive Cylinder Oil Control.......9.02 Compensator solutions, 2nd order moments..........17.02
Alpha ACC, basic and minimum setting with.............9.02 Compensators (2nd order moments),
Alpha Adaptive Cylinder Oil Control (Alpha ACC) .....9.02 preparation for.....................................................17.02
Alpha Controllable Pitch (CP) propeller, Components for central cooling water system ......11.03
MAN Diesel’s..........................................................5.18 Components for Engine Control System ..................5.16
Alpha CP propeller, Hydraulic Power Unit for............5.18 Components for fuel oil system ................................7.05
Alphatronic 2000 Propulsion Control System ...........5.18 Components for fuel oil system, venting box ...........7.05
Arctic running condition.............................................3.02 Components for jacket cooling water system . .......12.07
Auto Pump Overboard System................................14.05 Components for lube oil system ...............................8.05
Auxiliary blower..........................................................1.06 Components for seawater cooling system .............12.04
Auxiliary blower control............................................14.02 Components for starting air system ........................13.02
Auxiliary blower, electric motor for...........................14.04 Components of the exhaust gas system ................15.04
Auxiliary blower, operation panel for........................14.02 Connecting rod...........................................................1.06
Auxiliary blowers .....................................................14.02 Constant ship speed lines..........................................2.01
Auxiliary blowers, emergency running......................14.02 Consumption, cylinder oil...........................................1.03
Auxiliary equipment system..........................16.01, 16.03 Consumption, lubricating oil......................................1.03
Auxiliary Propulsion System/Take Home System......4.04 Continuous service rating (S).....................................2.04
Auxiliary system capacities for derated engines .......6.04 Control system for plants with CPP.........................16.01
Axial vibration damper................................................1.06 Controllable Pitch Propeller ....................................16.02
Axial vibrations ........................................................17.06 Cooler heat dissipations.............................................6.04
Cooler, central cooling..............................................11.03
B Cooler, jacket water.......................................11.03, 12.04
Balancing 1st order moments..................................17.02 Cooler, lubricating oil.......................................8.05, 11.03
Balancing other forces and moments......................17.03 Cooler, scavenge air......................................11.03, 12.04
Basic and minimum setting with Alpha ACC.............9.02 Cooling water systems, list of capacities and............6.02
Bedplate.....................................................................1.06 Cooling water temperature, recommended...............2.08
Bedplate drain pipes..................................................8.07 Counterflanges ..........................................................5.10
Boiler, exhaust gas...................................................15.04 Crane beam for overhaul of air cooler . .....................5.03
Crane beam for overhaul of turbochargers ...............5.03
C Crankcase venting and bedplate drain pipes ..........8.07
Calculation of capacities ...........................................6.01 Crankshaft..................................................................1.06
Calculation of exhaust data for derated engine.........6.04 Critical running ........................................................17.06
Calculation of exhaust gas amount and Cross section, engine.................................................1.07
temperature ..........................................................6.04 Crosshead..................................................................1.06
Cams..........................................................................1.06 Cylinder cover............................................................1.06
Camshaft....................................................................1.06 Cylinder frame............................................................1.06
Capacities of the engine, calculation of.....................6.04 Cylinder liner...............................................................1.06
Capacities, calculation of...........................................6.01 Cylinder lubricating oil pipes......................................9.02
Central cooler...........................................................11.03 Cylinder lubricating oil supply system .....................9.03
Central cooling system, advantages of....................11.01 Cylinder lubricating oil system ..................................9.01

MAN Diesel
MAN B&W Index

C E
Cylinder lubrication....................................................1.06 Engine monitoring....................................................16.01
Cylinder Lubrication System, MAN B&W Alpha.........9.02 Engine outline . ..........................................................5.05
Cylinder lubricators and service tank.........................9.01 Engine pipe connections...................................5.05, 5.09
Cylinder lubricators, mechanical................................9.03 Engine power.............................................................1.04
Cylinder oil consumption............................................1.03 Engine power range and fuel oil consumption . ........1.04
Cylinder oil feed rate, dosage....................................9.01 Engine preparations for PTO BW II ...........................4.03
Cylinder oils................................................................9.01 Engine room crane ....................................................5.04
Engine running points, propulsion..............................2.01
D Engine seating and holding down bolts ....................5.11
Damper, axial vibration...............................................1.06 Engine seating profile ................................................5.12
Damper, torsional vibration........................................1.06 Engine side control console and instrument panel..16.01
Data sheet for propeller..............................................5.18 Engine side control console with diagram...............16.01
Design parameters, fuel oil system............................7.01 Engine space requirements........................................5.01
Designation of PTO ...................................................4.01 Engine top bracing ....................................................5.13
Diagram for actual project . .......................................2.05 Engine type designation . ..........................................1.02
Diagram of manoeuvring system ............................16.01 Example 1, Pumps and Cooler Capacity ..................6.04
DMG/CFE Generators................................................4.03 Example 2, Fresh Water Production . ........................6.04
Documentation, symbols for piping................................A Example 3, Expected Exhaust Gas ...........................6.04
Drain from water mist catcher..................................14.05 Examples of graphic calculation of SFOC ................2.08
Drain oil system, stuffing box...................................10.01 Exhaust data for derated engine, calculation of.........6.04
Drains, bedplate.........................................................8.07 Exhaust gas amount and temperature.......................6.04
Exhaust gas boiler....................................................15.04
E Exhaust gas by-pass . ...............................................3.02
Earthing device, shaftline...........................................5.17 Exhaust gas compensator after turbocharger..........15.04
Electric motor for auxiliary blower . .........................14.04 Exhaust gas correction formula ................................6.04
Electrically driven moment compensator Exhaust gas data at specified MCR (ISO)..................6.04
for S46MC-C8, S42MC7, S35MC7, Exhaust gas pipes ...................................................15.02
L35MC6, S26MC6...............................................17.03 Exhaust gas receiver with variable by-pass...............3.02
for S40MC-C9, S35MC-C9.................................17.03 Exhaust gas silencer ..............................................15.04
Electricity production ................................................4.01 Exhaust gas system........................................1.06, 15.01
Emission control . ......................................................2.12 Exhaust gas system for main engine ......................15.03
Emission limits, IMO NOx...........................................2.12 Exhaust turbocharger.................................................1.06
Emulsification, Water In Fuel (WIF).............................7.06 Exhaust valve.............................................................1.06
Engine configurations related to SFOC......................6.01 Exhaust valve air spring pipes..................................13.03
Engine control room console...................................16.01 Expansion tank, jacket water system.......................12.07
Engine Control System interface to surrounding Extended load diagram for speed derated engines...2.04
systems . ............................................................16.03 External forces and moments in layout point
Engine Control System MC/MC-C ..........................16.01 for S26MC6..........................................................17.07
Engine Control System, components for...................5.16 for S35MC7..........................................................17.07
Engine cross section, referral to PG . ........................1.07 for S35MC-C9......................................................17.07
Engine design and IMO regulation compliance.........1.01 for S42MC7..........................................................17.07
Engine galleries..........................................................5.05 for S42MC-C9......................................................17.07
Engine layout (heavy propeller)..................................2.01 for S46MC-C8......................................................17.07
Engine layout and load diagrams ..............................2.01 External unbalanced moments.................................17.01
Engine layout and load diagrams, Extreme ambient conditions.......................................3.02
MC/MC-C engines . ..............................................2.04
Engine load diagram..................................................2.04
Engine margin.............................................................2.01
Engine masses and centre of gravity.........................5.05

MAN Diesel
MAN B&W Index

F H
Filter, fuel oil...............................................................7.05 Heat loss in piping......................................................7.04
Fire extinguishing system for scavenge air space .14.07 Heat radiation and air consumption...........................6.02
Flow meter, fuel oil.....................................................7.05 Heat tracing, fuel oil pipe...........................................7.04
Flow velocities............................................................6.04 Heater, fuel oil.............................................................7.05
Flushing of lube oil system.........................................8.05 Heating of fuel drain pipe...........................................7.01
Flushing of the fuel oil system....................................7.05 Heavy fuel oil (HFO)....................................................7.01
Fouled hull..................................................................2.01 Heavy fuel oil specification, guiding...........................7.02
Frame box..................................................................1.06 High pressure pipes, fuel oil.......................................1.06
Fresh water treatment..............................................12.07 Holding down bolts, engine seating and....................5.11
Freshwater generator......................................6.04, 12.07 H-type guide force moment.....................................17.05
Freshwater production for derated engine, Hydraulic Power Supply unit .....................................8.02
calculation of..........................................................6.04 Hydraulic Power Unit for Alpha CP propeller ............5.18
Fuel and lubricating oil consumption.........................1.03 Hydraulic top bracing arrangement ..........................5.15
Fuel considerations....................................................7.01
Fuel consumption at an arbitrary load ......................2.11 I
Fuel drain pipe, heating of..........................................7.01 IMO NOx emission limits............................................2.12
Fuel flow velocity and viscosity..................................7.01 Indicator drive.............................................................1.06
Fuel oil centrifuges.....................................................7.05 Influence on the optimum propeller speed................2.02
Fuel oil circulating pumps..........................................7.05 Instrument panel, engine side control console........16.01
Fuel oil drains.............................................................7.01 Insulation, fuel oil pipe................................................7.04
Fuel oil filter................................................................7.05
Fuel oil flow meter......................................................7.05 J
Fuel oil heater.............................................................7.05 Jacket cooling water pipes .....................................12.06
Fuel oil high pressure pipes........................................1.06 Jacket cooling water system . .................................12.05
Fuel oil pipe heat tracing............................................7.04 Jacket cooling water temperature control..................6.04
Fuel oil pipe insulation . .............................................7.04 Jacket water cooler.......................................11.03, 12.04
Fuel oil pipes and drain pipes ...................................7.03 Jacket water cooling pump...........................11.03, 12.07
Fuel oil pump..............................................................1.06 Jacket water preheater.............................................12.07
Fuel oil pumps............................................................7.01 Jacket water system................................................11.03
Fuel oil supply pumps................................................7.05 Jacket water thermostatic valve...............................12.07
Fuel oil system ..........................................................7.01
Fuel oil system components......................................7.05 L
Fuel oil system, flushing of.........................................7.05 L16/24 GenSet data ..................................................4.06
Fuel oil venting box....................................................7.05 L21/31 GenSet data ..................................................4.07
Fuel oils .....................................................................7.02 L23/30H GenSet data ...............................................4.08
Fuel valves..................................................................1.06 Layout diagram sizes ................................................2.03
Limits for continuous operation, operating curves.....2.04
G List of capacities .......................................................6.03
Galleries, engine.........................................................5.05 List of capacities and cooling water systems ...........6.02
Gallery arrangement...................................................1.06 List of capacities, S46MC-C8 ...................................6.03
Gallery outline....................................................5.05, 5.06 Load diagram, examples of the use of.......................2.04
Generator step-up gear and flexible coupling............4.04 Low load operation...................................................16.01
Governor....................................................................1.06 Low load operation, limits..........................................2.04
Governor and remote control components .............16.01 Lube oil system, flushing of........................................8.05
Governor parts and mode of operation . .................16.01 Lubricating and cooling oil pipes ..............................8.01
Graphic calculation of SFOC, examples....................2.08 Lubricating and cooling oil system ...........................8.01
Guide force moments . ............................................17.05 Lubricating oil centrifuges and list of lubricating oils .8.04
Guide force moments, data ....................................17.05 Lubricating oil consumption.......................................1.03
Guiding heavy fuel oil specification............................7.02 Lubricating oil cooler.......................................8.05, 11.03


MAN Diesel
MAN B&W Index

L O
Lubricating oil data.....................................................1.04 Optimising point (O)...................................................2.04
Lubricating oil full flow filter........................................8.05 Outline, engine...........................................................5.05
Lubricating oil pipes for turbochargers .....................8.03 Overcritical running..................................................17.06
Lubricating oil pump...................................................8.05 Overhaul of engine, space requirements....................5.01
Lubricating oil tank ....................................................8.06 Overload operation, limits..........................................2.04
Lubricating oil temperature control valve...................8.05
Lubricating oils, list of................................................8.04 P
Lubrication of turbochargers......................................8.01 Performance curves ..................................................1.05
Lubricator control system..........................................9.02 Pipe connections, engine..................................5.05, 5.09
Pipes, air cooler cleaning.........................................14.05
M Pipes, bedplate drain.................................................8.07
Main bearing...............................................................1.06 Pipes, exhaust gas...................................................15.02
MAN B&W Alpha cylinder lubrication system Pipes, exhaust valve air spring.................................13.03
for S26MC6............................................................9.02 Pipes, fire extinguishing for scavenge air space......14.07
for S35MC7............................................................9.02 Pipes, fuel oil high pressure.......................................1.06
for S46MC-C8, S42MC7, S40/35MC-C9, Pipes, jacket water cooling......................................12.06
L35MC7.................................................................9.02 Pipes, scavenge air..................................................14.03
MAN B&W Alpha Cylinder Lubrication, Pipes, seawater cooling...........................................12.03
wiring diagram.......................................................9.02 Pipes, starting air......................................................13.03
MAN B&W Alpha Cylinder Lubricators on engine......9.02 Pipes, turbocharger lubricating oil.............................8.03
MAN Diesels Alpha Controllable Pitch (CP) Piping arrangements..................................................1.06
propeller . ..............................................................5.18 Piping, symbols for..........................................................A
Manoeuvring consoles.............................................16.01 Piston.........................................................................1.06
Manoeuvring system..................................................1.06 Piston rod...................................................................1.06
Manoeuvring system on engine ..............................16.01 Power and speed.......................................................1.03
Manoeuvring system, diagram of . ..........................16.01 Power management system..........................16.01, 16.03
Marine diesel oil.........................................................7.01 Power Related Unbalance (PRU) ............................17.04
Mass of water and oil.................................................5.08 Power Take Off (PTO).................................................4.01
MC Engine description for 46-26 MC/MC-C.............1.06 Power Take Off/Gear Constant Ratio (PTO/GCR)......4.04
MC Engine description for S40/35MC-C9.................1.06 Power, Speed, Dimensions .......................................1.03
Mechanical cylinder lubricators ................................9.03 Preheater, jacket water.............................................12.07
Mechanical top bracing . ...........................................5.14 Preheating of diesel engine......................................12.08
Mode of operation, governor...................................16.01 Propeller clearance.....................................................5.18
Moment compensators (2nd order), basic Propeller curve...........................................................2.01
design regarding..................................................17.02 Propeller design point................................................2.01
Moment compensators (2nd order), determine Propeller diameter and pitch, influence on
the need...............................................................17.02 optimum propeller speed . ....................................2.02
Propeller, data sheet...................................................5.18
N Propulsion and engine running points........................2.01
Nodes and Compensators.......................................17.03 Propulsion control station on the main bridge...........5.18
NOx reduction............................................................2.12 Propulsion Control System, Alphatronic 2000...........5.18
NOx Reduction by SCR ............................................3.03 PTO, engine preparations for.....................................4.03
NOx reduction methods.............................................2.12 PTO/BW GCR ...........................................................4.04
PTO/RCF ...................................................................4.01
O Pump capacities, pressures and flow velocities .......6.04
Oil, masses of.............................................................5.08 Pump Station, MAN B&W Alpha Cylinder
Operating curves and limits for continuous Lubricators.............................................................9.02
operation................................................................2.04 Pump, jacket water cooling...........................11.03, 12.04
Operation panel for auxiliary blowers . ....................14.02 Pump, seawater cooling...........................................12.04

MAN Diesel
MAN B&W Index

P S
Pumps, central cooling.............................................11.03 Slow turning before starting.....................................16.01
Pumps, fuel oil............................................................1.06 SMG/CFE Generators................................................4.03
Pumps, fuel oil circulating..........................................7.05 Soft blast cleaning, turbocharger cleaning...............15.02
Pumps, fuel oil supply................................................7.05 Space requirement
Pumps, jacket water cooling....................................12.07 for L35MC6............................................................5.02
Pumps, lubricating oil.................................................8.05 for S26MC6............................................................5.02
Pumps, seawater cooling.........................................11.03 for S35MC7............................................................5.02
for S35MC-C9........................................................5.02
R for S40MC-C9........................................................5.02
Recommendation for operation.................................2.04 for S42MC7............................................................5.02
Reduction station, control and safety air.................13.02 for S46MC-C8........................................................5.02
Reduction valve, turbocharger cleaning etc.............13.02 Space requirement for side mounted PTO/RCF
Remote control system.................................16.01, 16.03 for 40-26 MC/MC-C...............................................4.02
Renk KAZ clutch for auxilliary propulsion systems....5.18 for S42MC7............................................................4.02
Reversing....................................................................1.06 for S46MC-C8........................................................4.02
Space requirements and overhaul heights . ..............5.01
S Spark arrester, exhaust gas......................................15.04
Safety system................................................16.01, 16.03 Specific Fuel Oil Consumption (SFOC)......................1.04
Scavenge air box drain system ...............................14.06 Specific fuel oil consumption, ME versus
Scavenge air cooler..............................1.06, 11.03, 12.04 MC engines . .........................................................2.06
Scavenge air cooler cleaning system . ....................14.05 Specified maximum continuous rating (M).................2.04
Scavenge air cooler requirements............................14.02 Spray shields, fuel oil and lubricating oil pipe ...........7.04
Scavenge air pipes . ................................................14.03 Start of engine, temperature at................................12.08
Scavenge air system.......................................1.06, 14.01 Starting air compressors..........................................13.02
Sea margin and heavy weather..................................2.01 Starting air receivers.................................................13.02
Seawater cooling pipes ...........................................12.03 Starting air system.....................................................1.06
Seawater cooling pump...........................................12.04 Starting air system, manoeuvring diagram..............16.01
Seawater cooling pumps..........................................11.03 Starting air systems, components for......................13.02
Seawater cooling system ........................................12.02 Starting air valve.........................................................1.06
Seawater systems ...................................................12.01 Starting and control air pipes .................................13.03
Seawater thermostatic valve....................................12.04 Starting and control air systems .............................13.01
Selective Catalytic Reduction (SCR)..........................3.03 Static converter, frequency........................................4.03
Sequence diagram ..................................................16.01 Stuffing box................................................................1.06
Sequence diagram for Controllable Pitch Propeller 1 . 6.02 Stuffing box drain oil system . ................................10.01
Sequence diagram for Fixed Pitch Propeller ..........16.01 Supply system, cylinder lubricating oil.......................9.03
Servo oil system for VBS type CP propeller...............5.18 Symbols for piping .........................................................A
SFOC calculations . ...................................................2.09 System control units, MAN B&W Alpha Cylinder
SFOC calculations, example .....................................2.10 Lubricators.............................................................9.02
SFOC for conventional turbochargers ......................2.07 System, cylinder lubricating oil..................................9.01
SFOC guarantee.........................................................2.08 System, engine control.............................................16.01
SFOC, engine configurations related to.....................6.01 System, exhaust gas................................................15.01
SFOC, reference conditions and guarantee ..............2.08 System, exhaust gas for main engine ..........15.03, 15.04
SFOC, with constant speed.......................................2.09 System, fire extinguishing for scavenge air space...14.07
SFOC, with fixed pitch propeller................................2.09 System, fuel oil...........................................................7.01
Shaftline earthing device ...........................................5.17 System, jacket cooling water...................................12.05
Shut down system....................................................16.01 System, jacket water................................................11.03
Side mounted PTO/RCF, space requirement.............4.02 System, lubricating and cooling oil............................8.01
Silencer, exhaust gas...............................................15.04 System, MAN B&W Alpha Cylinder Lubrication.........9.02
Slow down system........................................16.01, 16.03 System, manoeuvring.................................................1.06

MAN Diesel
MAN B&W Index

S W
System, manoeuvring, on engine.............................16.01 Waste Heat Recovery Systems (WHR) . ....................4.05
System, scavenge air...............................................14.01 Water and oil in engine . ............................................5.08
System, scavenge air box drain...............................14.06 Water in fuel emulsification .......................................7.06
System, scavenge air cooler cleaning......................14.05 Water mist catcher, drain from.................................14.05
System, seawater.....................................................12.01 Water washing, turbocharger cleaning.....................15.02
System, seawater cooling........................................12.02 Water, masses of........................................................5.08
System, shut down...................................................16.01 Wiring diagram, MAN B&W Alpha Cylinder
System, starting air..................................................16.01 Lubrication.............................................................9.02
System, stuffing box drain oil...................................10.01
Systems, control and starting air.............................13.01 X
Systems, starting air.................................................13.01 X-type guide force moment......................................17.05
Systems, turbocharger cleaning...............................15.02

T
Tank, deaerating.......................................................12.07
Tank, lubricating oil.....................................................8.06
Telegraph system..........................................16.01, 16.03
Temperature at start of engine ................................12.08
Temperature control valve, lubricating oil...................8.05
The MC/MC-C Tier II Engine .....................................1.01
The MC-C9 Engine . ..................................................1.01
Thermostatic valve, central cooling..........................11.03
Thermostatic valve, jacket water..............................12.07
Thermostatic valve, seawater...................................12.04
Thrust bearing............................................................1.06
Top bracing...............................................................17.05
Top bracing, engine . .................................................5.13
Torsional vibration damper.........................................1.06
T
Torsional vibrations...................................................17.06
Tuning wheel...............................................................1.06
Tunnel gear with hollow flexible coupling...................4.04
Turbocharger arrangement and cleaning.................15.01
Turbocharger selection . ............................................3.01
Turbocharger, exhaust................................................1.06
Turbochargers, lubrication of......................................8.01
Turning gear.....................................................1.06, 13.02
Turning wheel.............................................................1.06

U
Undercritical running................................................17.06
V
VBS type CP propeller and range..............................5.18
Venting box, fuel oil....................................................7.05
Vibration aspects . ...................................................17.01
Vibration limits valid for single order harmonics......17.05


MAN Diesel
MAN B&W
Engine Design

1
MAN Diesel
MAN B&W 1.01
Page 1 of 2
The MC/MC-C Tier II Engine
Whether the freight rates rise or fall, an attractive Each cylinder is equipped with its own fuel in-
payback time for newbuildings starts with low injection pump, which consists of a simple plung-
vestment cost. Once in operation, the ease and er activated by the fuel cam directly. The optimal
flexibility in assigning engineers to operate the combination of NOx and SFOC (Specific Fuel Oil
engine plant are together with low consumption Consumption) is achieved by means of the Vari-
rates of fuels, lubes, parts and service among the able Injection Timing (VIT) incorporated in the fuel
important functional issues which contribute to pumps (applicable for MC/MC-C engines type 98-
the cost benefit. The MAN B&W MC/MC-C engine 50 only).
meets both requirements.
The cam controlled exhaust valve is opened hy-
The world market-leading two-stroke MC/MC-C draulically and closed by means of an air spring.
engine programme from MAN Diesel has evolved
since the early 1980s to embrace bore sizes from Lubrication is either by means of a uni-lube oil
260 mm to 980 mm for propelling ocean-going system serving both crankshaft, chain drive, pis-
ships of all types and sizes. In fact, low-speed ton cooling and camshaft or a combination of a
two-stroke main engines of the MC/MC-C type main lubricating oil system and a separate cam-
have become industry standard in a huge number shaft lube oil system.
of ship types. Also land-based applications (pow-
er plants mainly) have found the MC/MC-C engine Cylinder lubrication is accomplished by electroni-
types attractive. cally controlled Alpha lubricators, securing a low
lube oil consumption, or timed mechanical lubri-
The MC/MC-C engine features chain driven cam- cators alternatively.
shaft, camshaft controlled fuel injection timing
and exhaust valve opening as well as a conven- The starting valves are opened pneumatically by
tional fuel oil pumps, all well-known and proven control air from the starting air distributor(s) and
technology familiar to marine engineers all over closed by a spring.
the world.
To conclude, the MAN B&W MC/MC-C engine Engine design and IMO regulation compli-
combines classic virtues of commonly known, ance
well-proven technology continuously upgraded
and up-rated to suit the requirements to modern The MC-C engine is the shorter, more com-
prime movers. Consequently, our latest cutting pact version of the MC engine. It is well suited
edge design and manufacturing features are built wherever a small engine room is requested, for in-
into each component. stance in container vessels.
For MAN B&W MC/MC-C-TII designated engines,

Concept of the MC/MC-C engine the design and performance parameters have
been upgraded and optimised to comply with the
The engine concept is based on a mechanical International Maritime Organisation (IMO) Tier II
camshaft system for activation of the fuel injec- emission regulations.
tion and the exhaust valves. The engine is pro-
vided with a pneumatic/electric manoeuvring sys- The potential derating and part load SFOC figures
tem and the engine speed is controlled by an for the Tier II engines have also been updated.
electronic/hydraulic type governor.
For engines built to comply with IMO Tier I emis-
sion regulations, please refer to the Marine Engine
IMO Tier I Project Guide.
MAN B&W MC/MC-C-TII engines

MAN Diesel 198 74 68-2.1
MAN B&W 1.01
Page 2 of 2
The main features of the MC engine are described

in the following pages.
For further information about the application of

MC/MC-C engines based on ship particulars and
power demand, please refer to our publications
titled:
Propulsion Trends in Container Vessels
Propulsion Trends in Bulk Carriers
Propulsion Trends in Tankers
The publications are available at

www.mandieselturbo.com under ‘Products’ →
‘Marine Engines & Systems’ → ‘Low Speed’ →
‘Technical Papers’.

MAN Diesel 198 74 68-2.1
MAN B&W 1.01
Page 1 of 1
The MC-C9 Engine
State-of-the-art design
The MAN B&W MC-C9 engine design is based on To conclude, the MAN B&W MC/MC-C engine
the experience gathered from MAN Diesel’s exist- combines classic virtues of commonly known,
ing engine ranges, among the most popular en- well-proven technology continuously upgraded
gines available on today’s market. The economi- and up-rated to suit the requirements to modern
cal MC-C9 design represents an upgrade with im- prime movers. Consequently, our latest cutting
proved operational economy, flexibility and ma- edge design and manufacturing features are built
noeuvrability. into each component.
The engines are tailor-made to suit operation in

the Chinese coastal waters, where some of the Concept of the MC/MC-C engine
busiest shipping lanes in the world are found. The
optimal ship size for this trade is in the range of The engine concept is based on a mechanical
8-20,000 dwt, combined with a propulsion plant camshaft system for activation of the fuel injec-
generating 2,660-8,640 kW at an engine speed of tion and the exhaust valves. The engine is pro-
124-155 rpm. vided with a pneumatic/electric manoeuvring sys-
tem and the engine speed is controlled by an
Whether the freight rates rise or fall, an attractive electronic/hydraulic type governor.
payback time for newbuildings starts with low in-
vestment cost. Once in operation, the ease and The MC-C engine is the shorter, more com-
flexibility in assigning engineers to operate the pact version of the MC engine. It is well suited
engine plant are together with low consumption wherever a small engine room is requested, for in-
rates of fuels, lubes, parts and service among the stance in container vessels.
important functional issues which contribute to
the cost benefit. The MAN B&W MC/MC-C engine The main features of the MC engine are described
meets both requirements. in the following pages.
The world market-leading two-stroke MC/MC-C For further information about the application of
engine programme from MAN Diesel has evolved MC/MC-C engines based on ship particulars and
since the early 1980s to embrace bore sizes from power demand, please refer to our publications
260 mm to 980 mm for propelling ocean-going titled:
ships of all types and sizes. In fact, low-speed
two-stroke main engines of the MC/MC-C type Propulsion Trends in Container Vessels
have become industry standard in a huge number
of ship types. Also land-based applications (pow- Propulsion Trends in Bulk Carriers
er plants mainly) have found the MC/MC-C engine
types attractive. Propulsion Trends in Tankers
The MC/MC-C engine features chain driven cam- The publications are available at
shaft, camshaft controlled fuel injection timing www.mandieselturbo.com under ‘Products’ →
and exhaust valve opening as well as a conven- ‘Marine Engines & Systems’ → ‘Low Speed’ →
tional fuel oil pumps, all well-known and proven ‘Technical Papers’.
technology familiar to marine engineers all over
the world.
MAN B&W S40MC-C9-TII, S35MC-C9-TII

MAN Diesel 198 78 71-8.1
MAN B&W 1.02
Page 1 of 1
Engine Type Designation
6 S 70 M E B/C 7 -GI -TII
Emission regulation TII IMO Tier level
(blank) Fuel oil only

Fuel injection concept GI Gas injection
Mark version
B Exhaust valve controlled

Design by camshaft
C Compact engine
Concept E Electronically controlled

C Camshaft controlled
Engine programme
Diameter of piston in cm
S Super long stroke

Stroke/bore ratio L Long stroke
K Short stroke
Number of cylinders
MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.6

MAN B&W 1.03
Page 1 of 2
Power, Speed, Dimensions

Cyl. L1 kW Cyl. L1 kW
MEP SFOC MEP SFOC

bar g/kWh bar g/kWh
Minimum at Minimum at
MCR MCR
Part Load Part Load
S46 5 6,900 kW/cyl. S40 kW/cyl.
L1 20.0 177 175 L1 21.4 177 175
6 8,280 1,380 5 5,400 1,080
MC-C8 MC-C9
7 9,660 L3 6 6,480 L3
1,175 985
Stroke: 8 11,040 16.0 173 171 Stroke: 7 7,560 19.3 175 173
1,105 975
L2 L2
1,932 mm 1,770 mm 8 8,640
940 L4 L4
885
110 129 r/min 124 136 r/min
Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl. Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl.
Mark 8 mm 5,528 6,310 7,092 7,874 Mark 9 mm 5,000 5,700 6,400 7,100
Dry mass: Dry mass:
MC-C8 t 157 175 197 217 MC-C9 t 112 131 148 163
Dimensions: A B C H1 H2 H3 Dimensions: A B C H1 H2 H3
MC-C8 mm 782 2,924 986 9,000 8,175 7,900 MC-C9 mm 700 2,590 950 7,800 7,475 7,200
Cyl. L1 kW Cyl. L1 kW
MEP SFOC MEP SFOC
5 5,400 bar g/kWh bar g/kWh
6 6,480 MCR
Minimum at
MCR
Minimum at
7 7,560
Part Load S35 5 4,050
Part Load
S42 kW/cyl. kW/cyl.
8 8,640 1,080
L1 19.5 179 177 MC-C9 6 4,860 810
L1 21.0 178 176
MC7
9 9,720 L3 7 5,670 L3
915 740
Stroke: 10 10,800 15.6 175 173 8 6,480 18.9 176 174
865 730
L2 Stroke: L2
1,764 mm 11 11,880
730 1,550 mm
12 12,960 L4 665 L4
115 136 r/min 142 155 r/min
MEP SFOC
Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 5 3,700 bar g/kWh
Mark 7 mm 5,369 6,117 6,865 7,613 8,361 9,857 10,605 11,353 6 4,440 MCR
Minimum at
Part Load
Dry mass: 7 5,180 kW/cyl.
MC7 L1 19.1 179 177
MC7 t 121 141 158 175 194 223 240 257 8 5,920 740
9 6,660 L3
Stroke: 630
Dimensions: A B C H1 H2 H3 15.3 175 173
10 7,400 595
1,400 mm L2
MC7 mm 748 2,670 900 8,000 7,550 7,300 11 8,140
505 L4
12 8,880
147 173 r/min
Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl.

Mark 9 mm 4,378 4,990 5,602 6,214
Dry mass:
MC-C9 t 81 90 99 111
Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl.

Mark 7 mm 4,209 4,809 5,409 6,009 6,609 7,809 8,409 9,009
Dry mass:
MC7 t 67 77 87 96 106 119 133 144
H1
Dimensions: A B C H1 H2 H3 H4
MC-C9 mm 612 2,265 830 6,875 6,700 6,325 -
H3
MC7 mm 600 2,200 650 6,425 6,275 6,050 6,075

H2
A B
C
L min

MAN Diesel 198 79 52-2.0
MAN B&W 1.03
Page 2 of 2
Cyl. L1 kW
MEP SFOC
5 3,250 bar g/kWh
6 3,900 MCR
Minimum at
Part Load
L35 7 4,550 kW/cyl.
L1 18.4 179 177
8 5,200 650
MC6
9 5,850 L3
550
Stroke: 10 6,500 14.7 175 173
520
L2
1,050 mm 11 7,150
440 L4
12 7,800
178 210 r/min

Mark 6 mm 4,174 4,774 5,374 5,974 6,574 7,774 8,374 8,974
Dry mass:
MC6 t 60 68 77 86 94 111 120 128
MC6 mm 600 1,980 550 5,400 - 5,125 5,150
Cyl. L1 kW
MEP SFOC
5 2,000 bar g/kWh
6 2,400 MCR
Minimum at
Part Load
S26 7 2,800 kW/cyl.
L1 18.5 181 179
8 3,200 400
MC6
9 3,600 L3
340
Stroke: 10 4,000 14.8 177 175
320
L2
980 mm 11 4,400
270 L4
12 4,800
212 250 r/min

Mark 6 mm 3,637 4,127 4,617 5,107 5,597 6,577 7,067 7,557
Dry mass:
MC6 t 37 42 48 53 58 68 74 79
MC6 mm 490 1,880 420 4,850 4,750 4,600 4,525
H1
H3
H2
A B
L min

MAN Diesel 198 79 52-2.0
MAN B&W 1.04
Page 1 of 1
Engine Power Range and Fuel Oil Consumption

Engine Power
The following tables contain data regarding the Specific Fuel Oil Consumption (SFOC)
power, speed and specific fuel oil consumption of
the engine. The figures given in this folder represent the val-
ues obtained when the engine and turbocharger
Engine power is specified in kW for each cylinder are matched with a view to obtaining the lowest
number and layout points L1, L2, L3 and L4. possible SFOC values while also fulfilling the IMO
NOX Tier II emission limitations.
Discrepancies between kW and metric horsepow-
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse- Stricter emission limits can be met on request, us-
quence of the rounding off of the BHP values. ing proven technologies.
L1 designates nominal maximum continuous rating The SFOC figures are given in g/kWh with a toler-
(nominal MCR), at 100% engine power and 100% ance of 5% and are based on the use of fuel with
engine speed. a lower calorific value of 42,700 kJ/kg (~10,200
kcal/kg) at ISO conditions:
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy Ambient air pressure..............................1,000 mbar
reference. Ambient air temperature................................. 25 °C
Cooling water temperature............................. 25 °C
Power L1
Although the engine will develop the power speci-
fied up to tropical ambient conditions, specific
L3
fuel oil consumption varies with ambient condi-
L2 tions and fuel oil lower calorific value. For calcula-
tion of these changes, see Chapter 2.
L4
Speed Lubricating oil data
178 51 489.0
The cylinder oil consumption figures stated in the
tables are valid under normal conditions.
Fig. 1.04.01: Layout diagram for engine power and speed
During runningin periods and under special con-
Overload corresponds to 110% of the power at ditions, feed rates of up to 1.5 times the stated
MCR, and may be permitted for a limited period of values should be used.
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..............................1000 mbar
Seawater temperature..................................... 32 °C
Relative humidity...............................................60%
MAN B&W MC/MC-C engines

MAN Diesel 198 55 56-9.1
MAN B&W 1.05
Page 1 of 1
Performance Curves
Updated engine and capacities data is

available from the CEAS program on
‘CEAS - Engine Room Dimensioning’.
MAN B&W MC/MC-C, ME/ME-C/MEB/GI engines

MAN Diesel 198 53 31-6.2
MAN B&W 1.06
Page 1 of 6
MC Engine Description
Please note that engines built by our licensees Frame Box

are in accordance with MAN Diesel drawings and
standards but, in certain cases, some local stand- The frame box is of triangular plate welded or rib
ards may be applied; however, all spare parts are design. On the exhaust side, it is provided with
interchangeable with MAN Diesel designed parts. relief valves for each cylinder while, on the ma-
noeuvring side, it is provided with a large hinged
Some components may differ from MAN Diesel’s door for each cylinder. The crosshead guides are
design because of local production facilities or welded onto the frame box.
the application of local standard components.
The frame box is bolted to the bedplate. The bed-
In the following, reference is made to the item plate, frame box and cylinder frame are tightened
numbers specified in the ‘Extent of Delivery’ (EoD) together by stay bolts.
forms, both for the ‘Basic’ delivery extent and for
some ‘Options’.
Cylinder Frame and Stuffing Box
Bedplate and Main Bearing The cylinder frame is either welded or cast and
is provided with access covers for cleaning the
The bedplate is made with the thrust bearing in scavenge air space, if required, and for inspec-
the aft end of the engine. The bedplate consists tion of scavenge ports and piston rings from the
of high, welded, longitudinal girders and welded manoeuvring side. Together with the cylinder
cross girders with cast steel bearing supports. liner, it forms the scavenge air space.
For fitting to the engine seating in the ship, long, The cylinder frame is fitted with pipes for the
elastic holdingdown bolts, and hydraulic tighten- piston cooling oil inlet. The scavenge air receiver,
ing tools are used. turbocharger, air cooler box, lubricators and gal-
lery brackets are located on the cylinder frame. At
The bedplate is made without taper for engines the bottom of the cylinder frame there is a piston
mounted on epoxy chocks. rod stuffing box, provided with sealing rings for
scavenge air. Oil scraper rings in the stuffing box
The oil pan, which is made of steel plate and is prevent crankcase oil from coming up into the
welded to the bedplate, collects the return oil from scavenge air space and polluting the crankcase
the forced lubricating and cooling oil system. The oil with combustion waste products.
oil outlets from the oil pan are normally vertical
and are provided with gratings. Drains from the scavenge air space and the pis-
ton rod stuffing box are located at the bottom of
Horizontal outlets at both ends can be arranged the cylinder frame.
for some cylinder numbers, however, this must be
confirmed by the engine builder.
Cylinder Liner
The main bearings consist of thin walled steel
shells lined with bearing metal. The main bearing The cylinder liner is made of alloyed cast iron
bottom shell can be rotated out and in by means and is suspended in the cylinder frame with a
of special tools in combination with hydraulic lowsituated flange. The top of the cylinder liner is
tools for lifting the crankshaft. The shells are kept fitted with a cooling jacket.
in position by a bearing cap.
The cylinder liner has scavenge ports, drilled
holes for cylinder lubrication and is prepared for
installation of temperature sensors, if required.
MAN B&W S46MC-C-TII, S42MC-TII,

S35MC-TII, L35MC-TII, S26MC-TII MAN Diesel 198 74 728.1
MAN B&W 1.06
Page 2 of 6
Cylinder Cover MAN Diesel’s flexible thrust cam design is used

for the thrust collar on a range of engine types.
The cylinder cover is of forged steel, made in one The thrust shaft is an integrated part of the crank-
piece, and has bores for cooling water. It has a shaft and lubricated by the engine’s lubricating oil
central bore for the exhaust valve, and bores for system.
the fuel valves, a starting valve and an indicator
valve.
Turning Gear and Turning Wheel
The cylinder cover is attached to the cylinder
frame with studs and nuts tightened with hydrau- The turning wheel is fitted to the thrust shaft and
lic jacks. driven by a pinion on the terminal shaft of the
turning gear, which is mounted on the bedplate.
The turning gear is driven by an electric motor
Crankshaft with builtin gear with brake.
The crankshaft is mainly of the semibuilt type, A blocking device prevents the main engine from
made from forged or cast steel throws while fully starting when the turning gear is engaged. En-
forged in the S35MC7, L35MC6 and S26MC6 gagement and disengagement of the turning gear
engines. In engines with 9 cylinders or more the is effected manually by an axial movement of the
crankshaft is supplied in two parts. pinion.
At the aft end, the crankshaft is provided with the The control device for the turning gear, consisting
collar for the thrust bearing, and the flange for the of starter and manual control box, can be ordered
turning wheel and for the coupling bolts to an in- as an option.
termediate shaft.
At the front end, the crankshaft is fitted with the Axial Vibration Damper
collar for the axial vibration damper and a flange
for the fitting of a tuning wheel. The flange can The engine is fitted with an axial vibration damper,
also be used for a Power Take Off, if so desired. mounted on the fore end of the crankshaft. The
damper consists of a piston and a splittype
Coupling bolts and nuts for joining the crankshaft housing located forward of the foremost main
together with the intermediate shaft are not nor- bearing.
mally supplied.
The piston is made as an integrated collar on the
main crank journal, and the housing is fixed to
Thrust Bearing the main bearing support. For functional check of
the vibration damper a mechanical guide is fitted,
The propeller thrust is transferred through the while an electronic vibration monitor can be sup-
thrust collar, the segments, and the bedplate, to plied as an option.
the end chocks and engine seating, and thus to
the ship’s hull.
Tuning Wheel/
The thrust bearing is located in the aft end of the Torsional Vibration Damper
engine. The thrust bearing is of the B&WMichell
type, and consists primarily of a thrust collar on A tuning wheel or torsional vibration damper may
the crankshaft, a bearing support, and segments have to be ordered separately, depending on the
of steel lined with white metal. final torsional vibration calculations.

MAN B&W 1.06
Page 3 of 6
Connecting Rod Crosshead
The connecting rod is made of forged steel and The crosshead is of forged steel and is provided
provided with bearing caps for the crosshead and with cast steel guide shoes of low-friction design
crankpin bearings. with white metal on the running surface.
The crosshead and crankpin bearing caps are se- The telescopic pipe for oil inlet and the pipe for oil
cured to the connecting rod with studs and nuts outlet are mounted on the guide shoes.
tightened by means of hydraulic jacks.
The crosshead bearing consists of a set of Scavenge Air System

thinwalled steel shells, lined with bearing metal.
The crosshead bearing cap is in one piece, with The air intake to the turbocharger takes place
an angular cutout for the piston rod. directly from the engine room through the turbo-
charger intake silencer. From the turbocharger,
The crankpin bearing is provided with thinwalled the air is led via the charging air pipe, air cooler
steel shells, lined with bearing metal. Lube oil is and scavenge air receiver to the scavenge ports
supplied through ducts in the crosshead and con- of the cylinder liners, see Chapter 14.
necting rod.
Scavenge Air Cooler

Piston
For each turbocharger a scavenge air cooler of
The piston consists of a piston crown and piston the monoblock type is fitted. The cooler is de-
skirt. The piston crown is made of heatresistant signed as a central cooling system cooled by
steel. A piston cleaning ring located in the very freshwater of maximum 4.5 bar working pressure.
top of the cylinder liner scrapes off excessive ash Alternatively, a seawater cooling system with up to
and carbon formations on the piston topland. 2.0  2.5 bar working pressure can be chosen.
The piston has four ring grooves which are The scavenge air cooler is so designed that the
hardchrome plated on both the upper and lower difference between the scavenge air temperature
surfaces of the grooves. The uppermost piston and the water inlet temperature at specified MCR
ring is of the Controlled Pressure Relief type (CPR), can be kept at about 12 °C.
whereas the other three piston rings all have an
oblique cut. All four rings are alu-coated on the
outer surface for running-in. Auxiliary Blower
The piston skirt is made of cast iron with a bronze The engine is provided with electricallydriven
band. scavenge air blowers. The suction side of the
blowers is connected to the scavenge air space
after the air cooler.
Piston Rod
Between the air cooler and the scavenge air receiv-
The piston rod is of forged steel and is surface- er, nonreturn valves are fitted which automatically
hardened on the running surface for the stuffing close when the auxiliary blowers supply the air.
box. The piston rod is connected to the cross-
head with four bolts. The piston rod has a central The auxiliary blowers will start operating con-
bore which, in conjunction with a cooling oil pipe, secutively before the engine is started in order to
forms the inlet and outlet for cooling oil. ensure sufficient scavenge air pressure to obtain
a safe start.
Further information is given in Chapter 14.

MAN B&W 1.06
Page 4 of 6
Exhaust Gas System Chain Drive
From the exhaust valves, exhaust gas is led to the The camshaft is driven from the crankshaft by a
exhaust gas receiver where the fluctuating pres- chain drive, which is kept running tight by a manu-
sure from the individual cylinders is equalised, ally adjusted chain tightener. The long free lengths
and the total volume of gas is led further on to the of chain are supported by rubber-clad guidebars
turbocharger(s). After the turbocharger(s), the gas and the chain is lubricated through oil spray pipes
is led to the external exhaust pipe system. fitted at the chain wheels and guidebars.
Compensators are fitted between the exhaust

valves and the receiver, and between the receiver Indicator Drive
and the turbocharger(s).
As separate options, the engine can be supplied
The exhaust gas receiver and exhaust pipes are with either an indicator drive, a mechanical indica-
provided with insulation, covered by galvanised tor system, or the so-called PMI system, a pres-
steel plating. sure analyser system, described in section 18.02.
A protective grating is installed between the ex- The indicator drive consists of a cam fitted on the
haust gas receiver and the turbocharger. camshaft and a springloaded spindle with a roller
which moves up and down in accordance with the
movement of the piston within the engine cylinder.
Exhaust Turbocharger At the top, the spindle has an eye to which the
indicator cord is fastened after the indicator has
The engines can be fitted with either MAN, ABB or been installed on the indicator valve.
Mitsubishi (MHI) turbochargers.
The turbocharger choice is described in Chapter Governor

3, and the exhaust gas system in Chapter 15.
The engine is to be provided with a governor of
a make approved by MAN Diesel, controlling the
Camshaft and Cams fuel pump through an actuator. The governor must
meet the ISO 3046 standard, part IV, 1997.
The camshaft is made in one piece with exhaust
cams, fuel cams, and indicator drive cams. The speed setting of the actuator is determined by
an electronic signal from the electronic governor
The exhaust cams and fuel cams are made of based on the position of the main engine regulat-
steel, with a hardened roller race, and are shrunk ing handle. The actuator is connected to the fuel
onto the shaft. They can be adjusted and disman- regulating shaft by means of a mechanical linkage.
tled hydraulically.
Alternatively for engines without PTO, a mechani-
The cam for the indicator drive can be adjusted cal/hydraulic Woodward governor for pneumatic
mechanically. speed setting could be provided.
The camshaft bearings consist of one lower half-

shell fitted in a bearing support. The camshaft is
lubricated by the main lubricating oil system.

MAN B&W 1.06
Page 5 of 6
Fuel Oil Pump and The starting air valve is opened by control air
Fuel Oil High Pressure Pipes from the starting air distributor and is closed by a
spring. The control air supply is regulated so that
The engine is provided with one fuel pump for the starting valves deliver starting air to the cylin-
each cylinder. The fuel pump consists of a pump ders in the correct firing order.
housing of nodular cast iron, a centrally placed
pump barrel, and a plunger of nitrated steel. In
order to prevent fuel oil from mixing with the lu- Starting Air System
bricating oil, the pump actuator is provided with a
sealing arrangement. The starting air system comprises a main starting
valve, a starting air distributor and a non-return
The pump is placed on the roller guide hous- valve, a bursting disc for the branch pipe and a
ing and activated by the fuel cam. The volume starting valve on each cylinder. The main starting
injected is controlled by turning the plunger by valve is connected with the manoeuvring system,
means of a toothed rack connected to the regulat- which controls the start of the engine.
ing shaft.
A slow turning valve can be ordered as an option.
The fuel oil pump is provided with a puncture The slowturning function is actuated manually
valve, which prevents high pressure from building from the manoeuvring console.
up during normal stopping and shut down.
The starting air system is described in detail in
During rotation of the engine, a separate tool is Section 13.01.
used to lift the roller guide free of the cam.
The fuel oil highpressure pipes are either double- Exhaust Valve
walled or of the hose type.
The exhaust valve consists of the valve housing
Further information is given in Section 7.01. and the valve spindle. The valve housing is made
of cast iron and is arranged for water cooling. The
housing is provided with a water cooled bottom
Fuel Valves and Starting Air Valve piece of steel with a flame-hardened seat of the
W-seat design.
Each cylinder cover is equipped with two or three
fuel valves, starting air valve (SAV), and indicator The exhaust valve spindle is, as basic execution,
valve. a DuraSpindle or as an option made of Nimonic.
The housing is provided with a spindle guide in
The opening of the fuel valves is controlled by the any case.
high fuel oil pressure created by the fuel oil pump,
and the valves are closed by a spring. The fuel The exhaust valve is tightened to the cylinder cov-
valves are cooled by the fuel. er with studs and nuts. It is opened hydraulically
and closed by means of air pressure. The hydrau-
An automatic vent slide allows circulation of fuel lic system consists of a piston actuator placed
oil through the valve and high pressure pipes on the roller guide housing, a highpressure pipe,
when the engine is stopped. The vent slide also and a working cylinder on the exhaust valve. The
prevents the compression chamber from being piston actuator is activated by a cam on the cam-
filled up with fuel oil in the event that the valve shaft.
spindle sticks. Oil from the vent slide and other
drains is led away in a closed system. In operation, the valve spindle slowly rotates, driv-
en by the exhaust gas acting on small vanes fixed
to the spindle.

MAN B&W 1.06
Page 6 of 6
On engines type 46, 42 and 35, sealing of the ex- by means of an angular displaceable roller in the
haust valve spindle guide is provided by means of driving mechanism for the fuel pump of each
Controlled Oil Level (COL), an oil bath in the bot- engine cylinder. The reversing mechanism is acti-
tom of the air cylinder, above the sealing ring. This vated and controlled by compressed air supplied
oil bath lubricates the exhaust valve spindle guide to the engine.
and sealing ring as well.
The exhaust valve gear is not to be reversed.
On S26MC6, sealing of the exhaust valve spindle
guide is provided by means of sealing air.
Gallery Arrangement
Cylinder Lubrication The engine is provided with gallery brackets,

stanchions, railings, platforms, and ladders be-
The cylinder lubrication system can be of either tween platforms. The brackets are placed at such
the electronic MAN B&W Alpha cylinder lubrica- a height as to provide the best possible overhaul-
tion system or a mechanical type. ing and inspection conditions.
The cylinder lubrication systems are described in The engine is prepared for top bracings on the ex-
detail in Chapter 9. haust side, or on the manoeuvring side.
Manoeuvring System Piping Arrangements
The engine is provided with a pneumatic/electric The engine is delivered with piping arrangements
manoeuvring and fuel oil regulating system. The for:
system transmits orders from the separate ma-
noeuvring consoles to the engine. • Fuel oil
• Heating of fuel oil pipes
The regulating system makes it possible to start, • Lubricating oil, piston cooling oil and
stop, reverse the engine and control the engine camshaft lubrication
speed. The speed control on the manoeuvring • Cylinder lubricating oil
console gives a speedsetting signal to the gover- • Cooling water to scavenge air cooler
nor, dependent on the desired number of revolu- • Jacket and turbocharger cooling water
tions. • Cleaning of scavenge air cooler
• Cleaning of turbocharger
At shut-down, the fuel injection is stopped by the • Fire extinguishing in scavenge air space
puncture valves in the fuel pumps being activated, • Starting air
independently of the speed control. At reversing, • Control air
the displaceable rollers in the driving mechanism • Safety air
for the fuel pumps are moved to the ‘Astern’ posi- • Oil mist detector
tion by an air cylinder controlled by the starting air • Exhaust valve sealing air (S26MC6 only)
distributor. • Various drain pipes.
The engine is provided with an engine side All piping arrangements are made of steel piping,
mounted console and instrument panel. except the control air, safety air and steam heat-
ing of fuel pipes, which are made of copper.
Reversing The pipes are provided with sockets for local

instruments, alarm and safety equipment and,
On reversible engines (with Fixed Pitch Propel- furthermore, with a number of sockets for supple-
lers mainly), reversing of the engine is performed mentary signal equipment. Chapter 18 deals with
the instrumentation.

MAN B&W 1.06
Page 1 of 7
MC Engine Description
Please note that engines built by our licensees of special tools in combination with hydraulic tools
are in accordance with MAN Diesel drawings and for lifting the crankshaft. The shells are kept in po-
standards but, in certain cases, some local stand- sition by a bearing cap.
ards may be applied; however, all spare parts are
interchangeable with MAN Diesel designed parts.
Frame Box
Some components may differ from MAN Diesel’s
design because of local production facilities or the The frame box is of welded design. On the ex-
application of local standard components. haust side, it is provided with relief valves for each
cylinder while, on the manoeuvring side, it is pro-
In the following, reference is made to the item vided with a large hinged door for each cylinder.
numbers specified in the ‘Extent of Delivery’ (EoD)
forms, both for the ‘Basic’ delivery extent and for The framebox is of the well-proven triangular
some ‘Options’. guide plane design with twin staybolts giving
excellent support for the guide shoe forces. This
framebox is now standard on all our updated en-
Bedplate and Main Bearing gine types.
The bedplate is made with the thrust bearing in The frame box is bolted to the bedplate. The bed-
the aft end of the engine. The bedplate is of the plate, frame box and cylinder frame are tightened
welded design. For the new engines, the normally together by stay bolts.
cast part for the main bearing girders is made
from rolled steel plates. This secures homogeneity
of the material used for the main bearing area with Cylinder Frame and Stuffing Box
no risk of casting imperfections occurring during
the final machining. For the cylinder frame, two possibilities are avail-
able.
For fitting to the engine seating in the ship, long,
elastic holdingdown bolts, and hydraulic tighten- • Nodular cast iron
ing tools are used.
• Welded design with integrated scavenge air re-
The bedplate is made without taper for engines ceiver.
mounted on epoxy chocks.
The cylinder frame is provided with access covers
The oil pan, which is made of steel plate and is for cleaning the scavenge air space, if required,
welded to the bedplate, collects the return oil from and for inspection of scavenge ports and piston
the forced lubricating and cooling oil system. The rings from the manoeuvring side. Together with
oil outlets from the oil pan are normally vertical the cylinder liner it forms the scavenge air space.
and are provided with gratings.
The cylinder frame is fitted with pipes for the pis-
Horizontal outlets at both ends can be arranged ton cooling oil inlet. The scavenge air receiver, tur-
for some cylinder numbers, however this must be bocharger, air cooler box and gallery brackets are
confirmed by the engine builder. located on the cylinder frame. At the bottom of the
cylinder frame there is a piston rod stuffing box,
The main bearings consist of thin walled steel provided with sealing rings for scavenge air, and
shells lined with bearing metal. The main bearing with oil scraper rings which prevent crankcase oil
bottom shell can be rotated out and in by means from coming up into the scavenge air space.

MAN Diesel 198 76 57-5.0
MAN B&W 1.06
Page 2 of 7
Drains from the scavenge air space and the piston Thrust Bearing
rod stuffing box are located at the bottom of the
cylinder frame. The propeller thrust is transferred through the
thrust collar, the segments, and the bedplate, to
the end chocks and engine seating, and thus to
Cylinder Liner the ship’s hull.
The cylinder liner is made of alloyed cast iron The thrust bearing is located in the aft end of the
and is suspended in the cylinder frame with a engine. The thrust bearing is of the B&WMichell
lowsituated flange. The top of the cylinder liner type, and consists primarily of a thrust collar on
is fitted with a cooling jacket. The cylinder liner the crankshaft, a bearing support, and segments
has scavenge ports and drilled holes for cylinder of steel lined with white metal. The thrust shaft is
lubrication. an integrated part of the crankshaft and it is lubri-
cated by the engine’s lubricating oil system.
The PC ring is installed between the liner and the
cylinder cover. As the propeller thrust is increasing due to the
higher engine power, a flexible thrust cam has
been introduced to obtain a more even force dis-
Cylinder Cover tribution on the pads.
The cylinder cover is of forged steel, made in one

piece, and has bores for cooling water. It has a Turning Gear and Turning Wheel
central bore for the exhaust valve, and bores for
the fuel valves, a starting valve and an indicator The turning wheel is fitted to the thrust shaft and
valve. driven by a pinion on the terminal shaft of the
turning gear, which is mounted on the bedplate.
The cylinder cover is attached to the cylinder The turning gear is driven by an electric motor
frame with studs and nuts tightened with hydrau- with builtin gear with brake.
lic jacks.
A blocking device prevents the main engine from
starting when the turning gear is engaged. En-
Crankshaft gagement and disengagement of the turning gear
is effected manually by an axial movement of the
The crankshaft is of the semi-built design, in one pinion.
piece, and made from forged steel.
The control device for the turning gear, consisting
At the aft end, the crankshaft is provided with the of starter and manual control box, can be ordered
collar for the thrust bearing, and the flange for the as an option.
turning wheel and for the coupling bolts to an in-
termediate shaft.
Axial Vibration Damper
At the front end, the crankshaft is fitted with the
collar for the axial vibration damper and a flange The engine is fitted with an axial vibration damper,
for the fitting of a tuning wheel. The flange can mounted on the fore end of the crankshaft. The
also be used for a Power Take Off, if so desired. damper consists of a piston and a splittype
housing located forward of the foremost main
Coupling bolts and nuts for joining the crankshaft bearing.
together with the intermediate shaft are not nor-
mally supplied.

MAN Diesel 198 76 57-5.0
MAN B&W 1.06
Page 3 of 7
The piston is made as an integrated collar on the whereas the other three piston rings all have an
main crank journal, and the housing is fixed to oblique cut. All four rings are alu-coated on the
the main bearing support. For functional check of outer surface for running-in.
the vibration damper a mechanical guide is fitted,
while an electronic vibration monitor can be sup- The piston skirt is made of cast iron with a bronze
plied as an option. band.
Tuning Wheel/ Piston Rod

Torsional Vibration Damper
The piston rod is of forged steel and is surface-
A tuning wheel or torsional vibration damper may hardened on the running surface for the stuffing
have to be ordered separately, depending on the box. The piston rod is connected to the cross-
final torsional vibration calculations. head with four bolts. The piston rod has a central
bore which, in conjunction with a cooling oil pipe,
forms the inlet and outlet for cooling oil.
Connecting Rod
The connecting rod is made of forged steel and Crosshead

provided with bearing caps for the crosshead and
crankpin bearings. The crosshead is of forged steel and is provided
with cast steel guide shoes of low-friction design
The crosshead and crankpin bearing caps are se- with white metal on the running surface.
cured to the connecting rod with studs and nuts
tightened by means of hydraulic jacks. The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
The crosshead bearing consists of a set of
thinwalled steel shells, lined with bearing metal.
The crosshead bearing cap is in one piece, with Scavenge Air System
an angular cutout for the piston rod.
The air intake to the turbocharger takes place
The crankpin bearing is provided with thinwalled directly from the engine room through the turbo-
steel shells, lined with bearing metal. Lube oil is charger intake silencer. From the turbocharger,
supplied through ducts in the crosshead and con- the air is led via the charging air pipe, air cooler
necting rod. and scavenge air receiver to the scavenge ports
of the cylinder liners, see Chapter 14.
Piston
Scavenge Air Cooler
The piston consists of a piston crown and piston
skirt. The piston crown is made of heatresistant For each turbocharger a scavenge air cooler of
steel. A piston cleaning ring located in the very the monoblock type is fitted. The cooler is de-
top of the cylinder liner scrapes off excessive ash signed as a central cooling system cooled by
and carbon formations on the piston topland. freshwater of maximum 4.5 bar working pressure.
Alternatively, a seawater cooling system with up to
The piston has four ring grooves which are 2.0  2.5 bar working pressure can be chosen.
hardchrome plated on both the upper and lower
surfaces of the grooves. The uppermost piston The scavenge air cooler is so designed that the
ring is of the Controlled Pressure Relief type (CPR), difference between the scavenge air temperature
and the water inlet temperature at specified MCR
can be kept at about 12 °C.

MAN Diesel 198 76 57-5.0
MAN B&W 1.06
Page 4 of 7
Auxiliary Blower Camshaft and Cams
The engine is provided with electricallydriven The camshaft is made in one piece with exhaust
scavenge air blowers. The suction side of the cams, fuel cams, and indicator drive cams.
blowers is connected to the scavenge air space
after the air cooler. The exhaust cams and fuel cams are made of
steel, with a hardened roller race, and are shrunk
Between the air cooler and the scavenge air receiv- onto the shaft. They can be adjusted and disman-
er, nonreturn valves are fitted which automatically tled hydraulically.
close when the auxiliary blowers supply the air.
The cam for the indicator drive can be adjusted
The auxiliary blowers will start operating con- mechanically.
secutively before the engine is started in order to
ensure sufficient scavenge air pressure to obtain The camshaft bearings consist of one lower half-
a safe start. shell fitted in a bearing support. The camshaft is
lubricated by the main lubricating oil system.
Further information is given in Chapter 14.
Chain Drive
Exhaust Gas System
The camshaft is driven from the crankshaft by a
From the exhaust valves, exhaust gas is led to the chain drive, which is kept running tight by a manu-
exhaust gas receiver where the fluctuating pres- ally adjusted chain tightener. The long free lengths
sure from the individual cylinders is equalised, of chain are supported by rubber-clad guidebars
and the total volume of gas is led further on to the and the chain is lubricated through oil spray pipes
turbocharger(s). After the turbocharger(s), the gas fitted at the chain wheels and guidebars.
is led to the external exhaust pipe system.
Compensators are fitted between the exhaust Indicator Drive

valves and the receiver, and between the receiver
and the turbocharger(s). As separate options, the engine can be supplied
with either an indicator drive, a mechanical indica-
The exhaust gas receiver and exhaust pipes are tor system, or the so-called PMI system, a pres-
provided with insulation, covered by galvanised sure analyser system, described in section 18.02.
steel plating.
The indicator drive consists of a cam fitted on the
A protective grating is installed between the ex- camshaft and a springloaded spindle with a roller
haust gas receiver and the turbocharger. which moves up and down in accordance with the
movement of the piston within the engine cylinder.
At the top, the spindle has an eye to which the
Exhaust Turbocharger indicator cord is fastened after the indicator has
been installed on the indicator valve.
The engines can be fitted with either MAN Diesel,
ABB or Mitsubishi turbochargers.
The turbocharger choice is described in Chapter

3, and the exhaust gas system in Chapter 15.

MAN Diesel 198 76 57-5.0
MAN B&W 1.06
Page 5 of 7
Governor Fuel Valves and Starting Air Valve
The engine is to be provided with a governor of Each cylinder cover is equipped with two or three
a make approved by MAN Diesel, controlling the fuel valves, starting air valve (SAV), and indicator
fuel pump through an actuator. The governor must valve.
meet the ISO 3046 standard, part IV, 1997.
The opening of the fuel valves is controlled by the
The speed setting of the actuator is determined by high fuel oil pressure created by the fuel oil pump,
an electronic signal from the electronic governor and the valves are closed by a spring. The fuel
based on the position of the main engine regulat- valves are cooled by the fuel.
ing handle. The actuator is connected to the fuel
regulating shaft by means of a mechanical linkage. An automatic vent slide allows circulation of fuel
oil through the valve and high pressure pipes
Alternatively for engines without PTO, a mechani- when the engine is stopped. The vent slide also
cal/hydraulic Woodward governor for pneumatic prevents the compression chamber from being
speed setting could be provided. filled up with fuel oil in the event that the valve
spindle sticks. Oil from the vent slide and other
drains is led away in a closed system.
Fuel Oil Pump and
Fuel Oil High Pressure Pipes The starting air valve is opened by control air
from the starting air distributor and is closed by a
The engine is provided with one fuel pump for spring. The control air supply is regulated so that
each cylinder. The fuel pump consists of a pump the starting valves deliver starting air to the cylin-
housing of nodular cast iron, a centrally placed ders in the correct firing order.
pump barrel, and a plunger of nitrated steel. In
order to prevent fuel oil from mixing with the lu-
bricating oil, the pump actuator is provided with a Starting Air System
sealing arrangement.
The starting air system comprises a main starting
The pump is placed on the roller guide hous- valve, a starting air distributor and a non-return
ing and activated by the fuel cam. The volume valve, a bursting disc for the branch pipe and a
injected is controlled by turning the plunger by starting valve on each cylinder. The main starting
means of a toothed rack connected to the regulat- valve is connected with the manoeuvring system,
ing shaft. which controls the start of the engine.
The fuel oil pump is provided with a puncture A slow turning valve can be ordered as an option.
valve, which prevents high pressure from building The slowturning function is actuated manually
up during normal stopping and shut down. from the manoeuvring console.
On engines type 40 and 35, a separate tool is The starting air system is described in detail in
used to lift the roller guide. Section 13.01.
The fuel oil highpressure pipes are either double-

walled or of the hose type.
Further information is given in Section 7.01.

MAN Diesel 198 76 57-5.0
MAN B&W 1.06
Page 6 of 7
Exhaust Valve The regulating system makes it possible to start,

stop, reverse the engine and control the engine
The exhaust valve consists of the valve housing speed. The speed control on the manoeuvring
and the valve spindle. The valve housing is made console gives a speedsetting signal to the gover-
of cast iron and is arranged for water cooling. The nor, dependent on the desired number of revolu-
housing is provided with a water cooled bottom tions.
piece of steel with a flame-hardened seat of the
W-seat design. At shut-down, the fuel injection is stopped by the
puncture valves in the fuel pumps being activated,
DuraSpindle is the basic execution and a spindle independently of the speed control. At reversing,
made of Nimonic an option. The housing is pro- the displaceable rollers in the driving mechanism
vided with a spindle guide in any case. for the fuel pumps are moved to the ‘Astern’ posi-
tion by an air cylinder controlled by the manoeu-
The exhaust valve is tightened to the cylinder cov- vring system.
er with studs and nuts. It is opened hydraulically
and closed by means of air pressure. The hydrau- The engine is provided with an engine side
lic system consists of a piston actuator placed mounted console and instrument panel.
on the roller guide housing, a highpressure pipe,
and a working cylinder on the exhaust valve. The
piston actuator is activated by a cam on the cam- Reversing
shaft.
On reversible engines (with Fixed Pitch Propel-
In operation, the valve spindle slowly rotates, driv- lers mainly), reversing of the engine is performed
en by the exhaust gas acting on small vanes fixed by means of an angular displaceable roller in the
to the spindle. driving mechanism for the fuel pump of each
engine cylinder. The reversing mechanism is acti-
Sealing of the exhaust valve spindle guide is pro- vated and controlled by compressed air supplied
vided by means of Controlled Oil Level (COL), an to the engine.
oil bath in the bottom of the air cylinder, above the
sealing ring. This oil bath lubricates the exhaust The exhaust valve gear is not to be reversed.
valve spindle guide and sealing ring as well.
Gallery Arrangement
Cylinder Lubrication
The engine is provided with gallery brackets,
The cylinder lubrication system can be of either stanchions, railings, platforms, and ladders be-
the electronic MAN B&W Alpha cylinder lubrica- tween platforms. The brackets are placed at such
tion system or a mechanical type. a height as to provide the best possible overhaul-
ing and inspection conditions.
The cylinder lubrication systems are described in
detail in Chapter 9. The engine is prepared for top bracings on the ex-
haust side, or on the manoeuvring side.
Manoeuvring System
The engine is provided with a pneumatic/electric

manoeuvring and fuel oil regulating system. The
system transmits orders from the separate ma-
noeuvring consoles to the engine.

MAN Diesel 198 76 57-5.0
MAN B&W 1.06
Page 7 of 7
Piping Arrangements
The engine is delivered with piping arrangements

for:
• Fuel oil
• Heating of fuel oil pipes
• Lubricating oil, piston cooling oil and
camshaft lubrication
• Cylinder lubricating oil
• Cooling water to scavenge air cooler
• Jacket and turbocharger cooling water
• Cleaning of scavenge air cooler
• Cleaning of turbocharger
• Fire extinguishing in scavenge air space
• Starting air
• Control air
• Safety air
• Oil mist detector
• Various drain pipes.
All piping arrangements are made of steel piping,

except the control air, safety air and steam heat-
ing of fuel pipes, which are made of copper.
The pipes are provided with sockets for local

instruments, alarm and safety equipment and,
furthermore, with a number of sockets for supple-
mentary signal equipment. Chapter 18 deals with
the instrumentation.

MAN Diesel 198 76 57-5.0
MAN B&W 1.07
Page of 1
Engine Cross Section
Please see the specific engine Project Guide
MAN Diesel 198 58 86-4.0

MAN B&W
Engine Layout and Load

Diagrams, SFOC
2
MAN Diesel
MAN B&W 2.01
Page 1 of 2
Engine Layout and Load Diagrams

y=log(P)
Introduction i
P=n xc
i=0
The effective power ‘P’ of a diesel engine is pro- log (P) = i x log (n) + log (c)
portional to the mean effective pressure pe and
engine speed ‘n’, i.e. when using ‘c’ as a constant: i=1
P = c x pe x n
i=2
so, for constant mep, the power is proportional to
the speed:
P = c x n1 (for constant mep) i=3

x = log (n)
178 05 403.1
When running with a Fixed Pitch Propeller (FPP),
the power may be expressed according to the Fig. 2.01.02: Power function curves in logarithmic scales
propeller law as:
Thus, propeller curves will be parallel to lines hav-
P = c x n3 (propeller law) ing the inclination i = 3, and lines with constant
mep will be parallel to lines with the inclination i = 1.
Thus, for the above examples, the power P may
be expressed as a power function of the speed ‘n’ Therefore, in the Layout Diagrams and Load Dia-
to the power of ‘i’, i.e.: grams for diesel engines, logarithmic scales are
used, giving simple diagrams with straight lines.
P = c x ni
Fig. 2.01.01 shows the relationship for the linear Propulsion and Engine Running Points
functions, y = ax + b, using linear scales.
Propeller curve
The power functions P = c x ni will be linear func-
tions when using logarithmic scales: The relation between power and propeller speed
for a fixed pitch propeller is as mentioned above
log (P) = i x log (n) + log (c) described by means of the propeller law, i.e. the
y third power curve:
P = c x n3, in which:
y=ax+b P = engine power for propulsion

2
n = propeller speed
c = constant
a
Propeller design point
1
Normally, estimates of the necessary propeller

b power and speed are based on theoretical cal-
culations for loaded ship, and often experimental
0 x tank tests, both assuming optimum operating
0 1 2
conditions, i.e. a clean hull and good weather. The
178 05 403.0 combination of speed and power obtained may
Fig. 2.01.01: Straight lines in linear scales be called the ship’s propeller design point (PD),
MAN B&W MC/MCC, ME/MEGI/ME-B engines

MAN Diesel 198 38 338.4
MAN B&W 2.01
Page 2 of 2
placed on the light running propeller curve 6. See the socalled sea margin, which is traditionally
below figure. On the other hand, some shipyards, about 15% of the propeller design (PD) power.
and/or propeller manufacturers sometimes use a
propeller design point (PD) that incorporates all or Engine layout (heavy propeller)
part of the socalled sea margin described below.
When determining the necessary engine layout
Power, % af L1 speed that considers the influence of a heavy run-
100%
= 0,20
= 0,15 L1 ning propeller for operating at high extra ship resis-
= 0,25 = 0,30
tance, it is (compared to line 6) recommended to
choose a heavier propeller line 2. The propeller
L3 MP
curve for clean hull and calm weather line 6 may
Engine margin
(SP=90% of MP)
SP
PD
then be said to represent a ‘light running’ (LR)
Sea margin
L2 (15% of PD) propeller.
PD
Compared to the heavy engine layout line 2, we

L4
HR
recommend using a light running of 3.07.0% for
2 6 LR
design of the propeller.
Engine speed, % of L 1
100% Engine margin

Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), recommended for engine layout
Line 6 Propulsion curve, clean hull and calm weather (light
Besides the sea margin, a socalled ‘engine mar-
running), for propeller layout gin’ of some 10% or 15% is frequently added. The
MP Specified MCR for propulsion corresponding point is called the ‘specified MCR
SP Continuous service rating for propulsion
PD Propeller design point
for propulsion’ (MP), and refers to the fact that the
HR Heavy running power for point SP is 10% or 15% lower than for
LR Light running
178 05 415.3
point MP.
Fig. 2.01.03: Ship propulsion running points and engine
Point MP is identical to the engine’s specified
layout
MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
Fouled hull power demand of the shaft generator must also
be considered.
When the ship has sailed for some time, the hull
and propeller become fouled and the hull’s re- Constant ship speed lines
sistance will increase. Consequently, the ship’s
speed will be reduced unless the engine delivers The constant ship speed lines ∝, are shown at
more power to the propeller, i.e. the propeller will the very top of the figure. They indicate the power
be further loaded and will be heavy running (HR). required at various propeller speeds in order to
keep the same ship speed. It is assumed that, for
As modern vessels with a relatively high service each ship speed, the optimum propeller diameter
speed are prepared with very smooth propeller is used, taking into consideration the total propul-
and hull surfaces, the gradual fouling after sea sion efficiency. See definition of ∝ in Section 2.02.
trial will increase the hull’s resistance and make
the propeller heavier running. Note:
Light/heavy running, fouling and sea margin are
Sea margin and heavy weather overlapping terms. Light/heavy running of the
propeller refers to hull and propeller deterioration
If, at the same time the weather is bad, with head and heavy weather, whereas sea margin i.e. extra
winds, the ship’s resistance may increase com- power to the propeller, refers to the influence of
pared to operating in calm weather conditions. the wind and the sea. However, the degree of light
When determining the necessary engine power, it running must be decided upon experience from
is normal practice to add an extra power margin, the actual trade and hull design of the vessel.
MAN B&W MC/MCC, ME/MEGI/ME-B engines

MAN Diesel 198 38 338.4
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 an optimum propeller diameter of maximum
the lower is the optimum propeller speed and the 7.2 m has been chosen, the corresponding op-
kW required for a certain design draught and ship timum pitch in this point is given for the design
speed, see curve D in the figure below. speed of 14.5 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 figure is an 80,000 dwt diameter:
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 optimum propeller diameter D is in-
creased from 6.6 m to 7.2. m, the power demand • going from 100 to 91 r/min (P/D = 0.81) requires
is reduced from about 9,290 kW to 8,820 kW, and 8,900 kW i.e. an extra power demand of 80 kW.
the optimum propeller speed is reduced from 120
r/min to 100 r/min, corresponding to the constant In both cases the extra power demand is only
ship speed coefficient ∝ = 0.28 (see definition of of 0.9%, and the corresponding ‘equal speed
∝ in 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 = Optimum propeller diameters
9.400 P/D = Pitch/diameter ratio
D P/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 032.0
Fig. 2.02.01: Influence of diameter and pitch on propeller design
MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN Diesel 198 38 782.5
MAN B&W 2.02
Page 2 of 2
Constant ship speed lines area and parallel to one of the ∝lines, another
specified propulsion MCR point ‘MP2’ upon this
The constant ship speed lines ∝, are shown at line can be chosen to give the ship the same
the very top of Fig. 2.02.02. These lines indicate speed for the new combination of engine power
the power required at various propeller speeds to and speed.
keep the same ship speed provided that the op-
timum propeller diameter with an optimum pitch Fig. 2.02.02 shows an example of the required
diameter ratio is used at any given speed, taking power speed point MP1, through which a constant
into consideration the total propulsion efficiency. ship speed curve ∝= 0.25 is drawn, obtaining
point MP2 with a lower engine power and a lower
Normally, the following relation between neces- engine speed but achieving the same ship speed.
sary power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used
P2 = P1 x (n2 /n1)∝ for a given 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 ∝= 0.25 0.30
∝= the 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 diameter ratio, the ∝ constant will be dif-
When such a constant ship speed line is drawn ferent, see above.
into the layout diagram through a specified pro-
pulsion MCR point ‘MP1’, selected in the layout
Power
110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1
90%
MP1
=0,25 80%
MP2
3
me p
% 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 667.0
Fig. 2.02.02: Layout diagram and constant ship speed lines
MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN Diesel 198 38 782.5
MAN B&W 2.03
Page 1 of 1
Layout Diagram Sizes
Power Power 100  80% power and Power Power 100  80% power and
L1 100  84%L
1 speed range L1 L1 100  90% speed range
valid for the types: L3 L3 valid for the types:
L3 L3
L2 L70MC-C/ME-C8,
L
2 L2 L2 K90ME/ME-C9,
L4 L4 K80ME-C9
L4 L4
Speed Speed Speed Speed
Power Power 100  80% power and Power Power 100  80% power and
L1 100  85%L
1
speed range L1 L1 100  93% speed range
L3 L3
L3
valid for the types: valid for the types:
L3
L2 K90MC-C/6L
2
L2 L2 K98MC/MC-C7,
K80MC-C/ME-C6, L4 L4 K98ME/ME-C7
L4 L4
L60MC-C/ME-C8, S46MC-C8,
S46ME-B8, S42MC7, S40ME-
B9, S35MC7, S35ME-B9,
Speed L35MC6,
Speed S26MC6, Speed Speed
S90MC-C/ME-C8,
S80MC-C8, S80ME-C8/9,
S70MC-C/ME-C8/-GI, S65ME-
C8/-GI, S60MC-C/ME-C8/-GI,
S60ME-B8, S50MC-C/ME-C8, Power Power 100  90% power and
S50ME-B8/9 L1 L1 100  91.5% speed range
L3
L3
L2 L2 valid for the types:
L4 L4 S40MC-C9,
S35MC-C9,
Speed Speed
178 60 45-2.0
See also Section 2.05 for actual project.
Fig. 2.03.01 Layout diagram sizes
MAN B&W MC/MC-C, ME/ME-C/ME-B/-GI-TII engines

MAN Diesel 198 69 11-0.1
MAN B&W 2.04
Page 1 of 10
Engine Layout and Load Diagram
Engine Layout Diagram Optimising point (O)
An engine’s layout diagram is limited by two con- The optimising point O is the rating at which the
stant mean effective pressure (mep) lines L1– L3 turbocharger is matched, and at which the engine
and L2– L4, and by two constant engine speed timing and compression ratio are adjusted. Point
lines L1– L2 and L3 – L4. The L1 point refers to the M normally coincides with point O.
engine’s nominal maximum continuous rating, see
Fig. 2.04.01. The optimising point O is placed on line 1 of the
load diagram, see Fig. 2.04.02, and for technical
In the layout area, the engine’s specified SMCR reasons the optimised power always has to be
point M can be set freely to suit the ship’s de- equal to 100% of point M’s power.
mand for propeller power and speed.
On the horizontal axis and on the vertical axis the Power

L1
engine speed and the engine power are shown,
respectively, on percentage scales. The scales
O=M
are logarithmic, which means that, in this diagram,
power function curves like propeller curves (3rd L3
S
power), constant mean effective pressure curves
(1st power) and constant ship speed curves (0.15
1 L2
to 0.30 power) are straight lines.
L4
Specified maximum continuous rating (M)
Speed
Based on the propulsion and engine running
points, found previously, the layout diagram of a 178 60 85-8.0
relevant main engine can be drawnin. The SMCR Fig. 2.04.01: Engine layout diagram
point (M) must be inside the limitation lines of the
layout diagram; if it is not, the propeller speed
must be changed or another main engine type
chosen.
Continuous service rating (S)
The continuous service rating is the power need-

ed in service - including the specified sea margin
and heavy/light running factor of the propeller
- at which the engine is to operate, and point S
is identical to the service propulsion point (SP)
unless a main engine driven shaft generator is
installed.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 2 of 10
Engine Load Diagram Engine shaft power, % of A
110
Definitions 105 7
O=A=M
100 7
5 5
95
The engine’s load diagram, see Fig. 2.04.02, de- 90 4
1 2 6
fines the power and speed limits for continuous as 85
80
well as overload operation of an installed engine 75
having an optimising point O and a specified MCR 70
point M that confirms the specification of the ship. 65
60
Point A is a 100% speed and power reference
55
point of the load diagram, and is defined as the 8 4 1 6 3
50
point on the propeller curve (line 1), through the
2 9
optimising point O, having the specified MCR 45
power. Normally, point M is equal to point A, but
40
in special cases, for example if a shaft generator 60 65 70 75 80 85 90 95 100 105 110
is installed, point M may be placed to the right of Engine speed, % of A
point A on line 7.
Regarding ‘i’ in the power function P = c x n1, see page 2.01.
The service points of the installed engine incorpo- A 100% reference point
rate the engine power required for ship propulsion M Specified MCR point
and shaft generator, if installed. O Optimising point
Line 1 Propeller curve through optimising point (i = 3)

(engine layout curve)
Operating curves and limits for continuous Line 2 Propeller curve, fouled hull and heavy weather
– heavy running (i = 3)
operation Line 3 Speed limit
Line 4 Torque/speed limit (i = 2)
The continuous service range is limited by four Line 5 Mean effective pressure limit (i = 1)
Line 6 Propeller curve, clean hull and calm weather
lines: 4, 5, 7 and 3 (9), see Fig. 2.04.02. The pro- – light running (i = 3), for propeller layout
peller curves, line 1, 2 and 6 in the load diagram Line 7 Power limit for continuous running (i = 0)
are also described below. Line 8 Overload limit
Line 9 Speed limit at sea trial
Line 1: Point M to be located on line 7 (normally in point A)

178 39 18-4.1
Propeller curve through specified MCR (M) engine
layout curve. Fig. 2.04.02: Standard engine load diagram
Line 2:
Propeller curve, fouled hull and heavy weather
– heavy running.
The overspeed set-point is 109% of the speed
Line 3 and line 9: in A, however, it may be moved to 109% of the
Line 3 represents the maximum acceptable speed nominal speed in L1, provided that the torsional
for continuous operation, i.e. 105% of A. vibration conditions permit.
During trial conditions, the maximum speed may Running at low load above 100% of the nominal L1
be extended to 107% of A, see line 9. speed of the engine, is, however, to be avoided for
extended periods. Only plants with controllable
The above limits may in general be extended to pitch propellers can reach this light running area.
105%, and during trial conditions to 107% of the
nominal L1 speed of the engine, provided that the
torsional vibration conditions permit.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 3 of 10
Line 4: Recommendation
Represents the limit at which an ample air supply
is available for combustion and imposes a limita- Continuous operation without limitations is al-
tion on the maximum combination of torque and lowed only within the area limited by lines 4, 5, 7
speed. and 3 of the Load diagram, except for CP propel-
ler plants mentioned in the previous section.
Line 5:
Represents the maximum mean effective pres- The area between lines 4 and 1 is available for
sure level (mep), which can be accepted for con- operation in shallow waters, heavy weather and
tinuous operation. during acceleration, i.e. for nonsteady operation
without any strict time limitation.
Line 6:
Propeller curve, clean hull and calm weather After some time in operation, the ship’s hull and
– light running, used for propeller layout/design. propeller will be fouled, resulting in heavier run-
ning of the propeller, i.e. the propeller curve will
Line 7: move to the left of line 6 towards line 2, and extra
Represents the maximum power for continuous power is required for propulsion in order to keep
operation. the speed of the ship.
In calm weather conditions, the extent of heavy

Limits for overload operation running of the propeller will indicate the need for
cleaning the hull and possibly polishing the pro-
The overload service range is limited as follows: peller.
Line 8: Once the specified MCR (and the optimising point)

Represents the overload operation limitations. have been chosen, the capacities of the auxiliary
equipment will be adapted to the specified MCR,
The area between lines 4, 5, 7 and the heavy and the turbocharger specification and the com-
dashed line 8 is available for overload running for pression ratio will be selected.
limited periods only (1 hour per 12 hours).
If the specified MCR (and the optimising point) is
Line 9: to be increased later on, this may involve a change
Speed limit at sea trial. of the pump and cooler capacities, retiming of the
engine, change of the fuel valve nozzles, adjusting
the cylinder liner cooling, as well as rematching of
Limits for low load operation the turbocharger or even a change to a larger size
of turbocharger. In some cases, it can also require
The engine is able to operate down to around larger dimensions of the piping systems.
25% of nominal L1 speed.
It is therefore of the utmost importance to consid-
er, already at the project stage, if the specification
should be prepared for a later power increase.
This is to be indicated in item 4 02 010 of the Ex-
tent of Delivery.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 4 of 10
Extended load diagram for ships operating in extreme heavy running conditions
When a ship with fixed pitch propeller is operat- Extended load diagram for speed derated en-
ing in normal sea service, it will in general be gines with increased light running
operating in the hatched area around the design
propeller curve 6, as shown on the standard load The maximum speed limit (line 3) of the engines is
diagram in Fig. 2.04.02. 105% of the SMCR (Specified Maximum Continu-
ous Rating) speed, as shown in Fig. 2.04.02.
Sometimes, when operating in heavy weather, the
fixed pitch propeller performance will be more However, for speed and, thereby, power derated
heavy running, i.e. for equal power absorption of engines it is possible to extend the maximum
the propeller, the propeller speed will be lower speed limit to 105% of the engine’s nominal MCR
and the propeller curve will move to the left. speed, line 3’, but only provided that the torsional
vibration conditions permit this. Thus, the shaft-
As the low speed main engines are directly cou- ing, with regard to torsional vibrations, has to be
pled to the propeller, the engine has to follow the approved by the classification society in question,
propeller performance, i.e. also in heavy running based on the extended maximum speed limit.
propeller situations. For this type of operation,
there is normally enough margin in the load area When choosing an increased light running to be
between line 6 and the normal torque/speed limi- used for the design of the propeller, the load dia-
tation line 4, see Fig. 2.04.02. To the left of line 4 gram area may be extended from line 3 to line 3’,
in torquerich operation, the engine will lack air as shown in Fig. 2.04.03, and the propeller/main
from the turbocharger to the combustion process, engine operating curve 6 may have a correspond-
i.e. the heat load limits may be exceeded and ingly increased heavy running margin before ex-
bearing loads might also become too high. ceeding the torque/speed limit, line 4.
For some special ships and operating conditions, A corresponding slight reduction of the propel-
it would be an advantage  when occasionally ler efficiency may be the result, due to the higher
needed  to be able to operate the propeller/main propeller design speed used.
engine as much as possible to the left of line 6,
but inside the torque/speed limit, line 4.
Such cases could be for:
• ships sailing in areas with very heavy weather

• ships operating in ice
• ships with two fixed pitch propellers/two main
engines, where one propeller/one engine is de-
clutched for one or the other reason.
The increase of the operating speed range be-

tween line 6 and line 4 of the standard load dia-
gram, see Fig. 2.04.02, may be carried out as
shown for the following engine Example with an
extended load diagram for speed derated engine
with increased light running:

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 5 of 10
Engine shaft power, % A L1
110 A 100% reference point Examples of the use of the Load Diagram
M Specified engine MCR A=O=M 5%
100 O Optimising point 5 7
90
L2
In the following, some examples are illustrating
L3
Heavy
the flexibility of the layout and load diagrams.
80
running Normal
operation L4 operation
70 • Example 1 shows how to place the load dia-
gram for an engine without a shaft generator
60
4 coupled to a fixed pitch propeller.
1 6 3 3
50
2 • Example 2 comprises diagrams for the same
configuration, here with the optimising point on
40 the left of the heavy running propeller curve (2),
55 60 65 70 75 80 85 90 95 100 105 110 115 120
Engine speed, % A
providing an extra engine margin for heavy run-
Normal load Extended light ning, similar to the case in Fig. 2.04.03.
diagram area running area
• Example 3 shows the same layout for an engine

Line 1: Propeller curve through optimising point (O) with a fixed pitch propeller (Example 1), but with
 layout curve for engine a shaft generator.
Line 2: Heavy propeller curve
 fouled hull and heavy seas
Line 3: Speed limit • Example 4 is a special case of example 3, where
Line 3’: Extended speed limit, provided torsional vibration the specified MCR is placed near the top of the
conditions permit
Line 4: Torque/speed limit layout diagram.
Line 5: Mean effective pressure limit
Line 6: Increased light running propeller curve In this case, the shaft generator is cut off, and
 clean hull and calm weather
 layout curve for propeller the gensets used when the engine runs at spec-
Line 7: Power limit for continuous running ified MCR. This makes it possible to choose a
178 60 94-2.0 smaller engine with a lower power output.
Fig. 2.04.03: Extended load diagram for speed derated • Example 5 shows diagrams for an engine cou-
engine with increased light running pled to a controllable pitch propeller, with or
without a shaft generator, (constant speed or
combinator curve operation).
For a specific project, the layout diagram for the

actual project shown later in this chapter may be
used for drawing of the actual load diagram.

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 6 of 10
Example 1: Normal running conditions.
Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator
Layout diagram Load diagram
Power, % of%
Power, L1 of L Power, % of%
Power, L1 of L 3.3%A 5%A5%A
1 1 3.3%A
100%
100% 7 7
L 1L 1 100%
100%
L 1L 1
5 5
4 4
1 21 62 6
L 3L 3 A=O=M=MP
A=O=M=MP 7 7
L 3L 3 A=O=M
A=O=M
5
7 7
5
S=SP 5%L5%L
1
S=SP 1
S S
1 6
1 6 L 2L 2 4 4 1 61 6 L 2L 2
2 2 2 2
3 3 3 3
L 4L 4 Propulsion and engine

Propulsion and engine
L 4L 4 Propulsion and engine
Propulsion and engine
service curvecurve
service for fouled
for fouled service curvecurve
service for fouled
for fouled
hull and heavy weather
hull and heavy weather hull and heavy weather
hull and heavy weather
Engine speed,
Engine % of%
speed, L1of L 100%
100% Engine speed,
Engine % of%
speed, L1of L 100%
100%
1 1
M Specified MCR of engine Point A of the load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)
O Optimising point of engine is equal to line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between line 1 and 7
SP Continuous service rating of propulsion
The specified MCR (M) and optimising point O and its propel- Once point A has been found in the layout diagram, the load
ler curve 1 will normally be selected on the engine service diagram can be drawn, as shown in the above figure, and
curve 2 (for fouled hull and heavy weather), as shown in the hence the actual load limitation lines of the diesel engine may
layout diagram. be found by using the inclinations from the construction lines
and the %figures stated.
Point A is then found at the intersection between propeller
curve 1 (2) and the constant power curve through M, line 7. In
178 39 20-6.0
this case, point A is equal to point M and point O.
Fig. 2.04.04: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 7 of 10
Example 2: Special running conditions.

Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator
Power,
Power,%
%of
ofLL11 Power,
Power,%%of
ofLL11 3.3%A 5%A
3.3%A 5%A
100%
100% 77
LL11
100%
100%
LL11
55
44
11 22 66
LL33 A=O
A=O
77
LL33 A=O
A=O
77
M=MP
M=MP 55 M
M
5%L
5%L11
S=SP
S=SP SS
11 22 66
LL22 44 11 22 66
LL22
33 33
LL44 Propulsion
Propulsionand
andengine
engine
LL44 Propulsion
Propulsionand
andengine
engine
service
servicecurve
curvefor
forfouled
fouled service
servicecurve
curvefor
forfouled
fouled
hull
hulland
andheavy
heavyweather
weather hull
hulland
andheavy
heavyweather
weather
Engine
Enginespeed,
speed,%
%of
ofLL11 100%
100% Engine
Enginespeed,
speed,%
%of
ofLL11 100%
100%

O Optimising point of engine placed to the left of line 2
A Reference point of load diagram Line 7 Constant power line through specified MCR (M)
MP Specified MCR for propulsion Point A Intersection between line 1 and 7
In this example, the optimising point O has been selected

more to the left than in Example 1, providing an extra en-
gine margin for heavy running operation in heavy weather
conditions. In principle, the light running margin has been
increased for this case.
178 39 23-1.1
Fig. 2.04.05: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 8 of 10
Example 3: Normal running conditions.
Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator
Power, % of L1 Power, % of L1 3.3%A 5%A

Power, % of L1 Power, % of L1 3.3%A 5%A
100% 100%
100% 7
7 L 1L 1 100%
LL1 1
5
5 Engine service curve for
Engine service curve for
4 4 A=O=M fouled hullhull
andandheavy
A=O=M
7 7 fouled heavy A=O=M
weather incl.incl.
shaft A=O=M7
1 2 16 2 6 weather shaft 5 5 7
generator
generator
S SG SG
L 3L 3 S
L 3L 3 S S
5%L11
5%L
SG SGMP MP MPMP
Engine
Engine
service
service
SP SP 4 4
curvecurve SPSP
1 2 62
L 2L 2 LL2 2
1 6 1 1 2 26 6
33 33
L 4L 4 L 4L 4
Propulsion curvecurve
Propulsion for fouled
for fouled Propulsion
Propulsion curve forfor
curve fouled
fouled
hull and
hull heavy weather
and heavy weather hullhull
and heavy
and weather
heavy weather
Engine
Engine speed,
speed, % of%
L1of L1 100%
100% Engine
Engine speed,
speed, %%of of
L1 L1 100%
100%

O Optimising point of engine Line 7 Constant power line through specified MCR (M)
A Reference point of load diagram Point A Intersection between line 1 and 7
MP Specified MCR for propulsion
SG Shaft generator power
In Example 3, a shaft generator (SG) is installed, and therefore The optimising point O=A=M will be chosen on the engine
the service power of the engine also has to incorporate the service curve as shown.
extra shaft power required for the shaft generator’s electrical
power production. Point A is then found in the same way as in Example 1, and
the load diagram can be drawn as shown in the above figure.
In the Layout diagram, the engine service curve shown for
heavy running incorporates this extra power.
178 39 25-5.1
Fig. 2.04.06: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 9 of 10
Example 4: Special running conditions.

Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

3.3%A 5%A
Power, % of L1 L1 Power, % of L1 L1
M M
100% 7 100%
O=A O=A
7 Engine service curve for fouled 7
5
S M hull and heavy weather
S
M
4 incl. shaft generator
SG MP SG MP
1 2 6
5% L1
L3 SP
L3 4
SP
Engine
service
curve
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 L1 100% Engine speed, % of L1 100%
M Specified MCR of engine Point A and M of the load diagram are found:
S Continuous service rating of engine Line 1 Propeller curve through point S
O Optimising point of engine Point A Intersection between line 1 and line L1 – L3
A Reference point of load diagram Point M Located on constant power line 7
MP Specified MCR for propulsion through point A and with MP’s speed
SP Continuous service rating of propulsion Point O Equal to point A
SG Shaft generator
Also in this special case, a shaft generator is installed but, propulsion power range, a diesel generator has to take over
compared to Example 3, this case has a specified MCR for all or part of the electrical power production.
propulsion, MP, placed at the top of the layout diagram.
However, such a situation will seldom occur, as ships are
This involves that the intended specified MCR of the engine rather infrequently running in the upper propulsion power
M’ will be placed outside the top of the layout diagram. range.
One solution could be to choose a larger diesel engine with Point A, having the highest possible power, is then found at
an extra cylinder, but another and cheaper solution is to re- the intersection of line L1– L3 with line 1. see the Layout dia-
duce the electrical power production of the shaft generator gram, and the corresponding load diagram is drawn. Point M
when running in the upper propulsion power range. is found on line 7 at MP’s speed, and point O= A.
In choosing the latter solution, the required specified MCR

power can be reduced from point M’ to point M as shown in
the Layout diagram. Therefore, when running in the upper
178 39 28-0.0
Fig. 2.04.07: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator

MAN Diesel 198 69 94-7.1
MAN B&W 2.04
Page 10 of 10
Example 5: Engine coupled to a controllable pitch propeller (CPP) with or without a shaft generator
Power
7
Layout diagram  with shaft generator
5
3.3%A 5%A The hatched area shows the recommended speed
4 L1 range between 100% and 96.7% of the specified
1 2 6 MCR speed for an engine with a shaft generator
running at constant speed.
L3 A=O=M
5
7 The service point S can be located at any point
5%L1 within the hatched area.
S
4 1
L2 The procedure shown in examples 3 and 4 for
engines with FPP can also be applied here for en-
3
gines with CPP running with a combinator curve.
L4 The optimising point O

O may, as earlier discribed, be chosen equal to
Min. speed Max. speed
point M, see below.
Combinator curve for Recommended range for
loaded ship and incl. shaft generator operation
sea margin with constant speed Load diagram
Therefore, when the engine’s specified MCR point
Engine speed (M) has been chosen, including engine margin,
M Specified MCR of engine
sea margin and the power for a shaft generator,
S Continous service rating of engine if installed, point M can be used as point A of the
O Optimising point of engine load diagram, which can then be drawn.
A Reference point of load diagram
178 39 31-4.4 The position of the combinator curve ensures the

maximum load range within the permitted speed
Fig. 2.04.08: Engine with Controllable Pitch Propeller range for engine operation, and it still leaves a
(CPP), with or without a shaft generator reasonable margin to the limit indicated by curves
4 and 5.
Layout diagram  without shaft generator

If a controllable pitch propeller (CPP) is applied,
the combinator curve (of the propeller) will nor-
mally be selected for loaded ship, including a sea
margin.
For a given propeller speed the combinator curve

may 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 power margin) as shown in the
figure to obtain an increased operation margin of
the diesel engine in heavy weather to the limit, indi-
cated by lines 4 and 5.

MAN Diesel 198 69 94-7.1
MAN B&W 2.05
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. 3.3%A 5%A
A
7
7 5
5
4
4
1 2 6
Power, % of L 1
110%
100%
L1
L 3L 3
L3
90% L2
L3 5%L1
L3 L4
80%
L2
L4
70% L4
L4 L4
60%
50%
40%
70% 75% 80% 85% 90% 95% 100% 105% 110%
Engine speed, % of L 1
L70MCC/MEC8
K90MCC6, K80MCC/MEC6, L60MCC/MEC8, S46MCC8, S46MEB8, S42MC7, S40MEB9, S35MC7, S35MEB9, L35MC6,
S26MC6, S90MCC/MEC8, S80MCC8, S80MEC8/9, S70MCC/MEC8/GI, S65MEC8/GI, S60MCC/MEC8/GI,
S60MEB8, S50MCC/MEC8, S50MEB8/9
K90ME/MEC9, K80MEC9
S40MCC9, S35MCC9
K98MC/MCC7, K98ME/MEC7
178 60 36-8.1
Fig. 2.05.01: Construction of layout diagram
MAN B&W MC/ME Engine Selection Guide-TII

MAN Diesel 198 69 08-7.1
MAN B&W 2.06
Page of 1
Specific Fuel Oil Consumption, ME versus MC engines
This section is not applicable
MAN Diesel 198 53 10-1.0

MAN B&W 2.07
Page 1 of 1
SFOC for Conventional Turbochargers
All engine types 46 and smaller are as standard At part load running the lowest SFOC may be
fitted with conventional turbochargers, option: obtained at 80% of the optimised power = 80%
4 59 107. of the specified MCR.
The conventional turbocharger is applied to the

engine in the basic design with the view to obtain-
ing the best possible Specific Fuel Oil Consump-
tion (SFOC) values, see example in Fig. 2.07.01.
SFOC
g/kWh
+2
Conventional turbocharger
0
2
4
50% 60% 70% 80% 90% 100%
Engine power, % of optimising point O
178 61 00-3.0
Fig. 2.07.01: Example of part load SFOC curves for conventional turbochargers
MAN B&W S46MC-C7/8-TII, S42MC7-TII, S40MC-C9-TII,

S35MC7-TII, S35MC-C9-TII, L35MC6-TII, S26MC6-TII MAN Diesel 198 70 11-6.0
MAN B&W 2.08
Page 1 of 2
SFOC reference conditions and guarantee
SFOC at reference conditions SFOC guarantee
The SFOC is given in g/kWh based on The SFOC guarantee refers to the above ISO ref-
the reference ambient conditions stated in erence conditions and lower calorific value and is
ISO 3046-1:2002(E) and ISO 15550:2002(E): valid for one running point only. The guaranteed
running point is equal to the powerspeed combi-
1,000 mbar ambient air pressure nation in the optimising point (O) = 100% SMCR
25 °C ambient air temperature but, if requested, a running point between 85%
25 °C scavenge air coolant temperature and 100% SMCR can be selected.
and is related to a fuel oil with a lower calorific The SFOC guarantee is given with a tolerance
value of 42,700 kJ/kg (~10,200 kcal/kg). of 5%.
Any discrepancies between g/kWh and g/BHPh

are due to the rounding of numbers for the latter. Recommended cooling water temperature
during normal operation
For lower calorific values and for ambient condi-
tions that are different from the ISO reference In general, it is recommended to operate the main
conditions, the SFOC will be adjusted according engine with the lowest possible cooling water
to the conversion factors in the table below. temperature to the air coolers, as this will reduce
the fuel consumption of the engine, i.e. the engine
With Without performance will be improved.
pmax pmax
adjusted adjusted
Condition SFOC SFOC
However, shipyards often specify a constant
Parameter change change change (maximum) central cooling water temperature
Scav. air coolant of 36 °C, not only for tropical ambient tempera-
per 10 °C rise + 0.60% + 0.41%
temperature ture conditions, but also for lower ambient tem-
Blower inlet tem-
per 10 °C rise + 0.20% + 0.71%
perature conditions. The purpose is probably to
perature reduce the electric power consumption of the
Blower inlet per 10 mbar cooling water pumps and/or to reduce water con-
 0.02%  0.05%
pressure rise densation in the air coolers.
Fuel oil lower rise 1%
1.00%  1.00%
calorific value (42,700 kJ/kg) Thus, when operating with 36 °C cooling water
instead of for example 10 °C (to the air coolers),
With for instance 1 °C increase of the scavenge the specific fuel oil consumption will increase by
air coolant temperature, a corresponding 1 °C in- approx. 2 g/kWh.
crease of the scavenge air temperature will occur
and involves an SFOC increase of 0.06% if pmax is
adjusted to the same value.
MAN B&W MC/MC-C TII-engines

MAN Diesel 198 74 64-5.0
MAN B&W 2.08
Page 2 of 2
Examples of Graphic Calculation of SFOC
The following diagrams a, b and c, valid for fixed

pitch propeller (b) and constant speed (c), respec-
tively, show the reduction of SFOC in g/kWh, rela-
tive to the SFOC for the nominal MCR L1 rating.
The solid lines are valid at 100%, 80% and 50% of

the optimising point (O).
Point O is drawn into the abovementioned Dia-

grams b or c. A straight line along the constant
mep curves (parallel to L1L3) is drawn through
point O. The intersections of this line and the
curves indicate the reduction in specific fuel oil
consumption at 100, 80 and 50% of the optimis-
ing point, related to the SFOC stated for the nomi-
nal MCR L1 rating.
An example of the calculated SFOC curves are

shown in Diagram a, and is valid for an engine
with fixed pitch propeller, see Fig. 2.10.01.

MAN Diesel 198 70 18-9.0
MAN B&W 2.09
Page 1 of 4
SFOC Calculations for S46MC-C8, S42MC7, S35MC7, L35MC6, S26MC6
Data at nominel MCR (L1) SFOC at nominal MCR (L1)

Conventional TC
Engine kW r/min g/kWh
5-8S46MC-C8 1,380 129 177
5-12S42MC7 1,080 136 179
5-12S35MC7 740 173 179
5-12L35MC6 650 210 179
5-12S26MC6 400 250 181
Data matching point (O=M): Diagram a

SFOC
cyl. No. g/kWh Part Load SFOC curve
+4
Power: 100% of (O) kW
+3
Speed: 100% of (O) r/min
+2
SFOC found: g/kWh
+1
0 Nominal SFOC
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
40% 50% 60% 70% 80% 90% 100% 110%
% of optimising point
178 60 92-9.0
Fig. 2.09.01

MAN Diesel 198 69 81-5.1
MAN B&W 2.09
Page 2 of 4
SFOC for S46MC-C8, S42MC7, S35MC7, L35MC6, S26MC6 with fixed pitch propeller
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram b 80%
L1 er
al in p ow mep
min ise d 70%
no o ptim 4 10 0%
the 10 0
% 3

iv e to 2 95%
hr elat er 1
/ kW p ow 0 9 0%
in g ise d
OC o ptim 6 85% 60%
no f SF 80%
4
5
u ctio po we r 3 80%
Red ise d 2
optim 3
50% 2
1
0
1 50%
Nominal propeller curve
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 60 31-9.0
Fig. 2.09.02
SFOC for S46MC-C8, S42MC7, S35MC7, L35MC6, S26MC6 with con-

stant speed
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram c 80%
L1 er
al in p ow mep
min ise d 70%
no o ptim 4 10 0%
the 10 0
% 3

iv e to 2 95%
hr elat er 1
/ kW p ow 0 9 0%
in g ise d
OC o ptim 6 85% 60%
no f SF 80%
4
5
r
u ctio p owe 3 80%
Red ise d 2
o ptim 1
50% 0
+1
+2
+3 50%
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 60 32-0.0
Fig. 2.09.03

MAN Diesel 198 69 81-5.1
MAN B&W 2.09
Page 3 of 4
SFOC Calculations for S40MC-C9, S35MC-C9

Data at nominel MCR (L1) SFOC at nominal MCR (L1)
Conventional TC
Engine kW r/min g/kWh
5 S40MC-C9 5,400 136 178
5 S35MC-C9 4,050 155 179
Data optimising point (O=M): Diagram a

SFOC
cyl. No. g/kWh Part Load SFOC curve
+4
Power: 100% of (O=M) kW
+3
Speed: 100% of (O=M) r/min
SFOC found: g/kWh +2
+1
0 Nominal SFOC
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
40% 50% 60% 70% 80% 90% 100% 110%
% of optimising point
178 60 92-9.0
Fig. 2.09.01

MAN Diesel 198 69 81-5.1
MAN B&W 2.09
Page 4 of 4
SFOC for S40MC-C9, S35MC-C9 with fixed pitch propeller
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram b 80%
L1 er
al in p ow mep
min ise d 70%
no o ptim 10 0%
the 10 0
% 2
iv e to 1 95%
hr elat er 0
/ kW p ow 9 0%
in g ise d
OC o ptim 4 60%
no f SF 80%
r 3
u ctio p owe
Red ise d 2
optim
50% 1
0
1 50%
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 61 67-4.0
Fig. 2.09.02
SFOC for S40MC-C9, S35MC-C9 with constant speed
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram c 80%
er
in L 1 p ow mep
inal ise d 70%
e nom %o
ptim 10 0%
to t h 10 0 2
95%
tive 1
h rela po we r 0 9 0%
g / kW ise d
FO C in o ptim 4 60%
of S 80%
n er 3
uctio p ow
Red timis
ed 2
op
50% 1
2
3 50%
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 61 68-6.0
Fig. 2.09.03

MAN Diesel 198 69 81-5.1
MAN B&W 2.10
Page of 2
SFOC calculations, example
Data at nominel MCR (L1): 6S46MC-C8

Power 100% 8,280 kW
Speed 100% 129 r/min
Nominal SFOC:
• Conventional turbocharger 177 g/kWh
Example of specified MCR = M

Power 7,038 kW (85% L1)
Speed 116.1 r/min (90% L1)
Turbocharger type Conventional
SFOC found in O = M 175.9 g/kWh
The optimising point O used in the above example for

the SFOC calculations:
O = 100% M = 85% L1 power and 90% L1 speed
MAN B&W S46MC-C8-TII

MAN Diesel 198 69 46-9.0
MAN B&W 2.10
Page of 2
0OWERææOFæ,
LINES
HIPæSPEEDæ
#ONSTANTæS

Diagram b
¬, ER
AL¬IN æPOW MEP
MIN ISE D
¬NO PTIM
¬THE æO ææ
ç
E¬TO æçææ
IV çææææ
H¬R ELAT ER ææ çææææ
K7 æPOW æ ææ
¬IN¬G ISE D
/# æO PTIM ææç æ

O F¬3& æææç ææ
CT ION¬ WE R çææææ
æç ææ

U æPO
2ED
ææ
ISE D ææçææ
æO PTIM
æææç
çæææç
ææææ
æææææ
.OMINALæPROPELLERæCURVE

3PEEDææOFæ,
178 60 70-2.0
The reductions, see diagram b, in g/kWh compared to $IAGRAM¬A

3&/# 3&/#
SFOC in L1: GK7H 0ARTæ,OADæ3&/#æCURVE GK7H

SFOC SFOC
Power in Part load points g/kWh g/kWh

100% O 1 100% M -1.1 175.9

80% O 2 80% M -3.1 173.9

50% O 3 50% M -0.1 176.9
.OMINALæ3&/# æ
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç
ç

æOFæSPECIFIEDæ-#2
178 60 48-8.0
Fig. 2.10.01: Example of SFOC for derated 6S46MC-C8 with fixed pitch propeller and conventional turbocharger

MAN Diesel 198 69 46-9.0
MAN B&W 2.11
Page of 1
Fuel Consumption at an Arbitrary Load
Once the optimising point (O) of the engine has The SFOC curve through points S2, on the left
been chosen, the specific fuel oil consumption at of point 1, is symmetrical about point 1, i.e. at
an arbitrary point S1, S2 or S3 can be estimated speeds lower than that of point 1, the SFOC will
based on the SFOC at point ‘1’ and ‘2’. also increase.
These SFOC values can be calculated by using The abovementioned method provides only an
the graphs for the relevant engine type for the approximate value. A more precise indication of
propeller curve I and for the constant speed curve the expected SFOC at any load can be calculated
II, giving the SFOC at points 1 and 2, respectively. by using our computer program. This is a service
which is available to our customers on request.
Next the SFOC for point S1 can be calculated as
an interpolation between the SFOC in points ‘1’
and ‘2’, and for point S3 as an extrapolation.
0OWEROF!-

!-

3 3 3

) ))

3PEEDOF!
198 95 962.2
Fig. 2.11.01: SFOC at an arbitrary load

MAN Diesel 198 66 31-7.0
MAN B&W 2.12
Page 1 of 1
Emission Control
IMO NOx Emission Limits 3050% NOx Reduction
All MC and MC-C engines are, as standard, deliv- Water emulsification of the heavy fuel oil is a well
ered in compliance with the IMO speed depend- proven primary method. The type of homogeni-
ent NOx limit, measured according to ISO 8178 zer is either ultrasonic or mechanical, using water
Test Cycles E2/E3 for Heavy Duty Diesel Engines. from the freshwater generator and the water mist
catcher.
NOx Reduction Methods The pressure of the homogenised fuel has to be

increased to prevent the formation of steam and
The NOx content in the exhaust gas can be re- cavitation. It may be necessary to modify some of
duced with primary and/or secondary reduction the engine components such as the fuel oil pres-
methods. sure booster, fuel injection valves and the engine
control system.
The primary methods affect the combustion pro-
cess directly by reducing the maximum combus-
tion temperature, whereas the secondary me- Up to 9598% NOx Reduction
thods are means of reducing the emission level
without changing the engine performance, using When operating at full load, this reduction can be
external equipment. achieved by means of secondary methods, such
as the SCR (Selective Catalytic Reduction), which
involves an aftertreatment of the exhaust gas, see
030% NOx Reduction Section 3.02. At lower load a 80-90% NOx reduc-
tion can be obtained, measured according to the
The MC and MC-C engines are as standard de- ISO 8178 E2/E3 Test Cycles.
livered to comply with IMO NOx emission limita-
tions, EoD: 4 06 060 Economy mode. Engine test Plants designed according to this method have
cycles E2 and E3 has to be ordered as an option: been in service since 1990 on five vessels, using
4 06 060a and 060b, and various conditions can Haldor Topsøe catalysts and ammonia as the re-
be specified, options: 4 06 060f, 060g and 060h. ducing agent, urea can also be used.
Compliance with other emission limits can be
specified as an option: 4 06 065. The SCR unit can be located separately in the
engine room or horizontally on top of the engine.
Regardless of the emission limit specified, the en- The compact SCR reactor is mounted before
gines are matched for best economy in service. the turbocharger(s) in order to have the optimum
working temperature for the catalyst. However at-
For further information on engine operation op- tention have to be given to the type of HFO to be
tions, see Extent of Delivery. used.
For further information about emission control,

please refer to our publication:
Exhaust Gas Emission Control Today and Tomorrow
The publication is available at

MAN B&W MC/MCC engines

MAN Diesel 198 66 366.2
MAN B&W
Turbocharger Selection &

Exhaust Gas By-pass
3
MAN Diesel
MAN B&W 3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest

information from the turbocharger makers are
available from the Turbocharger Selection pro-
gram on www.mandieselturbo.com under ‘Prod-
ucts’ → ‘Marine Engines & Systems’ → ‘Low
Speed’ → ‘Turbocharger Selection’.
The MAN B&W engines are designed for the ap-

plication of either MAN, ABB or Mitsubishi (MHI)
turbochargers.
The turbocharger choice is made with a view to

obtaining the lowest possible Specific Fuel Oil
Consumption (SFOC) values at the nominal MCR
by applying the best possible turbochargers.
The engines are, as standard, equipped with as

few turbochargers as possible, please refer to the
below mentioned ‘Turbocharger Selection’ pro-
gramme.
In most cases one more turbocharger can be ap-

plied, than the number stated, if this is desirable
due to space requirements, or for other reasons.
Additional costs are to be expected.
However, we recommend the ‘Turbocharger se-

lection’ programme on the Internet, which can be
used to identify a list of applicable turbochargers
for a specific engine layout.
For information about turbocharger arrangement

and cleaning systems, see Section 15.01.
Conventional High efficiency

Engines turbocharger turbocharger
Bore ≥50 Standard design
Bore ≤46 Standard design
Table 3.01.01: Turbocharger optional designs, MAN

B&W engines
MAN B&W MC/MC-C/ME/ME-C/ME-C-GI/ME-B-TII engines

MAN Diesel 198 76 18-1.1
MAN B&W 3.02
Page of 1
Exhaust Gas By-pass
MAN Diesel 198 58 95-9.0

MAN B&W 3.03
Page 1 of 2
NOx Reduction by SCR
The NOx in the exhaust gas can be reduced with

primary or secondary reduction methods. Primary
methods affect the engine combustion process
directly, whereas secondary methods reduce the
emission level without changing the engine per-
formance using equipment that does not form
part of the engine itself.
For further information about emission control we

refer to our publication:
Exhaust Gas Emission Control Today and Tomorrow
The publication is available at www.mandiesel-

turbo.com under ‘Products’ → ‘Marine Engines &
Systems’ → ‘Low Speed’ → ‘Technical Papers’.
Engine with Selective Catalytic Reduction System

Option: 4 60 135
If a reduction between 50 and 98% of NOx is re-

quired, the Selective Catalytic Reduction (SCR)
system has to be applied by adding ammonia or
urea to the exhaust gas before it enters a catalytic
converter.
The exhaust gas must be mixed with ammonia be-

fore passing through the catalyst, and in order to
encourage the chemical reaction the temperature
level has to be between 300 and 400 °C. During
this process the NOx is reduced to N2 and water.
This means that the SCR unit has to be located

before the turbocharger on twostroke engines
because of their high thermal efficiency and there-
by a relatively low exhaust gas temperature.
The amount of ammonia injected into the ex-

haust gas is controlled by a process computer
and is based on the NOx production at different
loads measured during the testbed running. Fig.
3.03.01.
As the ammonia is a combustible gas, it is sup-

plied through a doublewalled pipe system, with
appropriate venting and fitted with an ammonia
leak detector (Fig. 3.03.01) which shows a simpli-
fied system layout of the SCR installation.
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines

MAN Diesel 198 58 94-7.2
MAN B&W 3.03
Page 2 of 2
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air intake
Air outlet
Exhaust gas outlet
Deck
Support
Static mixer
NOx and O2 analysers
Air
Orifice
High efficiency turbocharger
Preheating and sealing oil
Engine
198 99 271.0
Fig. 3.03.01: Layout of SCR system
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B Engines

MAN Diesel 198 58 94-7.2
MAN B&W
Electricity Production

4
MAN Diesel
MAN B&W 4.01
Page 1 of 5
Electricity Production
Introduction
Next to power for propulsion, electricity produc- • PTO/GCR (Engines <70)

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 stepup
following types of machinery, either running alone gear, used only for engines running at constant
or in parallel: speed.
• Auxiliary diesel generating sets The DMG/CFE (Direct Mounted Generator/Con-

• Main engine driven generators stant Frequency Electrical) and the SMG/CFE
• Exhaust gas- or steam driven turbo generator (Shaft Mounted Generator/Constant Frequency
utilising exhaust gas waste heat (Thermo Effi- Electrical) are special designs within the PTO/CFE
ciency System) group in which the generator is coupled directly to
• Emergency diesel generating sets. the main engine crankshaft and the intermediate
shaft, respectively, without a gear. The electrical
The machinery installed should be selected on the output of the generator is controlled by electrical
basis of an economic evaluation of first cost, ope- frequency control.
rating costs, and the demand for manhours for
maintenance. Within each PTO system, several designs are
available, depending on the positioning of the
In the following, technical information is given re- gear:
garding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by • BW I: (Engines >46)
MAN Diesel. Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any con-
The possibility of using a turbogenerator driven by nections to the ship structure.
the steam produced by an exhaust gas boiler can
be evaluated based on the exhaust gas data. • BW II:
A freestanding gear mounted on the tank top
and connected to the fore end of the diesel en-
Power Take Off (PTO) gine, with a vertical or horizontal generator.
With a generator coupled to a Power Take Off • BW III: (Engines >46)

(PTO) from the main engine, electrical power A crankshaft gear mounted onto the fore end
can be produced based on the main engine’s of the diesel engine, with a sidemounted
low SFOC and the use of heavy fuel oil. Several generator without any connections to the ship
standardised PTO systems are available, see Fig. structure.
4.01.01 and the designations in Fig. 4.01.02:
• BW IV:
• PTO/RCF A freestanding stepup gear connected to the
(Power Take Off/Renk Constant Frequency): intermediate shaft, with a horizontal generator.
Generator giving constant frequency, based on
mechanicalhydraulical speed control. The most popular of the gear based alternatives
are the BW III/RCF types for plants with a fixed
• PTO/CFE pitch propeller (FPP) and the BW IV/GCR for
(Power Take Off/Constant Frequency Electrical): plants with a controllable pitch propeller (CPP).
Generator giving constant frequency, based on The BW III/RCF requires no separate seating in
electrical frequency control. the ship and only little attention from the shipyard
with respect to alignment.
MAN B&W MC/ME Engine Selection Guide

MAN Diesel 198 59 11-6.1
MAN B&W 4.01
Page 2 of 5
Total
Alternative types and layouts of shaft generators Design Seating efficiency (%)
1a 1b BW I/RCF On engine 8891

(vertical generator)
2a 2b BW II/RCF On tank top 8891

PTO/RCF
3a 3b BW III/RCF On engine 8891
4a 4b BW IV/RCF On tank top 8891
5a 5b DMG/CFE On engine 8488

PTO/CFE
6a 6b SMG/CFE On tank top 8488
7 BW I/GCR On engine 92
(vertical generator)
8 BW II/GCR On tank top 92

PTO/GCR
9 BW III/GCR On engine 92
10 BW IV/GCR On tank top 92
178 19 663.1
Fig. 4.01.01: Types of PTO

MAN Diesel 198 59 11-6.1
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 www.mandiesel-

Power take off:
BW II S46MCC7/GCR 90060
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit
GCR: Stepup gear with constant ratio
Mark version
Engine type on which it is applied
Layout of PTO: See Fig. 4.01.01
Make: MAN Diesel
Fig. 4.01.02: Example of designation of PTO
MAN B&W S46MC-C7/8, S46ME-B8, S42MC7,

S40MC-C9, S35MC-C9, S35MC7, L35MC6, S26MC6 MAN Diesel 198 66 35-4.1
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.
To panel
Hydrostatic control Operator control panel

(in switchboard)
Hydrostatic motor
Output shaft
Hydrostatic pump
Multidisc clutch
Input shaft
Controller
Terminal
178 00 45-5.0
Fig. 4.01.03: PTO with RENK constant frequency gear: BW II/RCF, option: 4 85 203

S40MC-C9, S40ME-B9, S35MC-C9, S35MC7,
S35ME-B9, L35MC6, S26MC6
MAN Diesel 198 51 95-0.3
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.
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 Diesel 198 51 95-0.3
MAN B&W 4.02
Page 1 of 1
Cyl.
Aft.
F
A H G S
C
178 18 20-1.0
kW generator
700 kW 1200 kW
A 2,326 2,326
B 776 776
C 2,986 2,986
D 3,386 3,386
F 1,826 1,946
G 2,090 2,090
H 2,368 2,875
S 380 470
System mass (kg) with generator:
22,750 26,500
System mass (kg) without generator:
20,750 23,850
Space requirements have to be investigated on plants with the turbocharger on the exhaust side,
Space requirements for a larger 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 = 1800 r/min
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BWlll S46-C/RCF
MAN B&W S46MC-C, S46ME-B

MAN Diesel 198 58 48-2.1
MAN B&W 4.02
Page of 1
#YLæ
$
&
!
"
( ' 3
178 11 99-4.0
kW generator
700 kW 1200 kW
A 2,167 2,167
B 785 785
C 2,827 2,827
D 3,225 3,225
F 1,835 1,955
G 1,830 1,830
H 2,628 3,130
S 570 640
System mass (kg) with generator:
20,750 24,500
System mass (kg) without generator:
18,750 21,850
The stated kW at the generator terminals is available between 70% and 100% of the engine speed at specified MCR
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BWlll S42/RCF
MAN B&W S42MC7

MAN Diesel 198 58 49-4.0
MAN B&W 4.02
Page 1 of 1
Space requirement for side mounted PTO/RCF
for
S40MC-C9, S35MC6/MC-C9, L35MC6, S26MC6
as well as for
S40ME-B9, S35ME-B9
MAN B&W S40MC-C9, S40ME-B9, S35MC6/MC-C9,

S35ME-B9, L35MC6, S26MC6 MAN Diesel 198 80 03-8.0
MAN B&W 4.03
Page 1 of 1
Engine preparations for PTO BW II
3
6
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 Diesel 198 57 42-6.1
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 BWII/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 stepup 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 225.0
Fig. 4.04.01: Generic outline of Power Take Off (PTO) BW II/GCR
MAN B&W S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C,

S65MC-C/ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B,
MAN Diesel 198 43 168.6
S42MC, S40MC-C/ME-B, S/L35MC, S35MC-C/ME-B, S26MC

MAN B&W 4.04
Page 2 of 3
combinator mode. This will, however, require an Generator stepup 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. stepup 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 gearbox 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 250.1
Fig. 4.04.02: Generic outline of BW IV/GCR, tunnel gear

MAN Diesel 198 43 168.6

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 twospeed 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 twospeed tunnel gear box is made with a
MAN Diesel can offer a solution where the friction clutch which allows the propeller to be
CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed 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 declutched condition with a start
gine is disengaged by a clutch (RENK KAZ) 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.
Reestablishment 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 KAZ 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 KAZ clutch
Oil distribution ring
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
Fig. 4.04.03: Auxiliary propulsion system

MAN Diesel 198 43 168.6

MAN B&W 4.05
Page 1 of 1
Waste Heat Recovery Systems (WHR)
for
65-26 MC/MC-C/ME-C/ME-C-GI/ME-B
MAN B&W S65ME-C/-GI, S60MC/MC-C/ME-C/ME-C-GI/ME-B,

S42MC, S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC
MAN Diesel 198 79 59-5.0
MAN Diesel 4.06
Page 1 of 3
L16/24 GenSet Data

Bore: 160 mm Stroke: 240 mm
Power layout
1,200 r/min 60 Hz 1,000 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
5L16/24 500 475 450 430
6L16/24 660 625 570 542
7L16/24 770 730 665 632
8L16/24 880 835 760 722
9L16/24 990 940 855 812
A B 830 1000
C Q
178 23 031.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1,000 r/min) 2,751 1,400 4,151 2,457 9.5
5 (1,200 r/min) 2,751 1,400 4,151 2,457 9.5
6 (1,000 r/min) 3,026 1,490 4,516 2,457 10.5
6 (1,200 r/min) 3,026 1,490 4,516 2,457 10.5
7 (1,000 r/min) 3,501 1,585 5,086 2,457 11.4
7 (1,200 r/min) 3,501 1,585 5,086 2,457 11.4
8 (1,000 r/min) 3,776 1,680 5,456 2,495 12.4
8 (1,200 r/min) 3,776 1,680 5,456 2,457 12.4
9 (1,000 r/min) 4,151 1,680 5,731 2,495 13.1
9 (1,200 r/min) 4,151 1,680 5,731 2,495 13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate and subject to change without prior notice.
178 33 874.3
Fig. 4.06.01: Power and outline of L16/24
MAN B&W S80MC/MC-C/ME-C, K80MC-C/ME-C, S70MC/MC-C/ME-C/ME-GI,

L70MC-C/ME-C, S65ME-C/ME-GI, S60MC/MC-C/ME-C/ME-GI/ME-B,
L60MC-C/ME-C, S50MC/MC-C/ME-C/ME-B, S46MC-C/ME-B, S42MC,
MAN Diesel 198 42 054.5
S40MC-C/ME-B, S35MC/MC-C/ME-B, L35MC, S26MC

MAN Diesel 4.06
Page 2 of 3
L16/24 GenSet Data
Cyl. 5 6 7 8 9
Max. continuous rating at 1,000 rpm kW 450 540 630 720 810
Engine Driven Pumps:

H.T. cooling water pump (2.0 bar)** m3/h 10.9 12.7 14.5 16.3 18.1
L.T. cooling water pump (1.7 bar)** m3/h 15.7 18.9 22.0 25.1 28.3
Lubricating oil (3-5.0 bar) m3/h 21 23 24 26 28
External Pumps:
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 0.31 0.38 0.44 0.50 0.57
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.15 0.18 0.22 0.25 0.28
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.32 0.38 0.45 0.51 0.57
Cooling Capacities:
Lubricating oil kW 79 95 110 126 142
Charge air L.T. kW 43 51 60 68 77
*Flow L.T. at 36°C inlet and 44°C outlet m3/h 13.1 15.7 18.4 21.0 23.6
Jacket cooling kW 107 129 150 171 193
Charge air H.T kW 107 129 150 171 193
Gas Data:
Exhaust gas flow kg/h 3,321 3,985 4,649 5,314 5,978
Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 3,231 3,877 4,523 5,170 5,816
Starting Air System:
Air consumption per start Nm 0.47 0.56 0.65 0.75 0.84
Heat Radiation:
Engine kW 11 13 15 17 19
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
* The outlet temperature of the H.T. water is fixed to 80°C, and

44°C for L.T. water. At different inlet temperatures the flow will
change accordingly.
Example: if the inlet temperature is 25°C, then the L.T. flow will
change to (44-36)/(44-25)*100 = 42% of the original flow. If the
temperature rises above 36°C, then the L.T. outlet will rise ac-
cordingly.
178 56 53-3.0
** Max. permission inlet pressure 2.0 bar.
Fig. 4.06.02a: List of capacities for L16/24 1,000 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 054.5

MAN Diesel 4.06
Page 3 of 3
L16/24 GenSet Data
Cyl. 5 6 7 8 9
Max continues rating 1,200 rpm kW 500 660 770 880 990
Engine driven pumps:

LT cooling water pump 2 bar m³/h 27 27 27 27 27
HT cooling water pump 2 bar m³/h 27 27 27 27 27
Lubricating oil main pump 8 bar m³/h 21 21 35 35 35
Separate pumps:
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Cooling capacity:
Charge air LT kW 40 57 70 82 95
Total LT system kW 119 160 192 222 254
Flow LT at 36°C inlet and 44°C outlet m³/h 13 17 21 24 27
Charge air HT kW 123 169 190 211 230
Total HT system kW 242 331 381 431 479
Flow HT at 44°Cinlet and 80°C outlet m³/h 6 8 9 10 11
Total from engine kW 361 491 573 653 733
LT flow at 36°C inlet m³/h 13 17 21 24 27
LT temp. Outlet engine °C 60 61 60 60 59
(at 36°C and 1 string cooling water system)
Gas Data:
Exhaust gas temp. °C 330 340 340 340 340
Max. Allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Heat Radiation:
Engine kW 9 13 15 18 21
Alternator kW (see separate data from the alternator maker)
The stated heat balances are based on tropical conditions. The exhaust gas data (exhaust gas flow, exhaust gas temp.
and air consumption). are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and 44°C for the LT water
At different inlet temperature the flow will change accordingly.
Example: If the inlet temperature is 25°C then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow.
If the temperature rises above 36°C, then the L.T. outlet will rise acordingly.
Fig. 4.06.02b: List of capacities for L16/24 1,200 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 054.5

MAN Diesel 4.07
Page 1 of 3
L21/31 GenSet Data

Power layout
900 r/min 60 Hz 1,000 r/min 50 Hz
Eng. kW Gen. kW Eng. kW Gen. kW
5L21/31 1,000 950 1,000 950
6L21/31 1,320 1,254 1,320 1,254
7L21/31 1,540 1,463 1,540 1,463
8L21/31 1,760 1,672 1,760 1,672
9L21/31 1,980 1,881 1,980 1,881
A B 1,200 1,400
C Q
178 23 043.2
**Dry weight
Cyl. no A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (900 rpm) 3,959 1,820 5,829 3,183 21.5
5 (1000 rpm) 3,959 1,870 5,829 3,183 21.5
6 (900 rpm) 4,314 2,000 6,314 3,183 23.7
6 (1000 rpm) 4,314 2,000 6,314 3,183 23.7
7 (900 rpm) 4,669 1,970 6,639 3,183 25.9
7 (1000 rpm) 4,669 1,970 6,639 3,183 25.9
8 (900 rpm) 5,024 2,250 7,274 3,289 28.5
8 (1000 rpm) 5,024 2,250 7,274 3,289 28.5
9 (900 rpm) 5,379 2,400 7,779 3,289 30.9
9 (1000 rpm) 5,379 2,400 7,779 3,289 30.9
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
Fig. 4.07.01: Power and outline of L21/31

MAN Diesel 198 42 066.5

MAN Diesel 4.07
Page 2 of 3
L21/31 GenSet Data

Cyl. 5 6 7 8 9
Maximum continuous rating at 900 rpm kW 950 1,320 1,540 1,760 1,980
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
HT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
Lubricating oil pump (3-5 bar) m³/h 31 31 41 41 41
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Cooling capacities:
LT charge air kW 118 313 366 418 468
LT flow at 36°C inlet and 44°C outlet* m³/h 27.0 44.0 48.1 51.9 54.0
HT charge air kW 201 337 383 429 475
HT flow at 44°C inlet and 80°C outlet* m³/h 8.5 19.8 22.6 25.3 27.9
LT flow from engine at 36°C inlet m³/h 27.0 43.5 47.6 51.3 53.5
LT outlet temperature from engine at 36°C inlet °C 55 58 59 61 63
( 1-string cooling water system )
Gas data:
Exhaust gas temperature at turbine outlet °C 335 348 348 348 348
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 49 50 54 58
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
17856 53-3.0
Example: If the inlet temperature is 25°C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.
Fig. 4.07.02a: List of capacities for L21/31, 900 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 066.5

MAN Diesel 4.07
Page 3 of 3
L21/31 GenSet Data

Cyl. 5 6 7 8 9
Maximum continuous rating at 1000 rpm kW 1,000 1,320 1,540 1,760 1,980
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
HT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
Lubricating oil pump (3-5 bar) m³/h 34 34 46 46 46
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Cooling capacities:
LT charge air kW 125 333 388 443 499
LT flow at 36°C inlet and 44°C outlet* m³/h 35.5 47.8 52.1 56.2 60.5
HT charge air kW 212 361 411 460 509
HT flow at 44°C inlet and 80°C outlet* m³/h 8.9 20.9 23.9 26.7 29.5
LT flow from engine at 36°C inlet m³/h 35.5 47.2 51.5 55.6 59.9
LT outlet temperature from engine at 36°C inlet °C 53 57 59 60 61
(1-string cooling water system)
Gas data:
Exhaust gas temperature at turbine outlet °C 335 333 333 333 333
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 21 47 50 54 56
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
17856 53-3.0
Example: If the inlet temperature is 25°C then the LT flow will
change to (44-36)/(44-25)*100 = 42% of the original flow.
The HT flow will not change.
Fig. 4.07.02a: List of capacities for L21/31, 1,000 rpm, IMO Tier I. Tier II values available on request.

MAN Diesel 198 42 066.5

MAN Diesel 4.08
Page 1 of 3
L23/30H GenSet Data

Power layout
720 r/min 60 Hz 750 r/min 50 Hz 900 r/min 60 Hz
Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW
5L23/30H 650 620 675 640
6L23/30H 780 740 810 770 960 910
7L23/30H 910 865 945 900 1,120 1,065
8L23/30H 1,040 990 1,080 1,025 1,280 1,215
H P
A B 1,270 1,600
C Q
178 23 067.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0
5 (750 r/min) 3,369 2,155 5,524 2,383 18.0
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5
8 (750 r/min) 4,475 2,480 6,959 2,815 23.5
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5
P Free passage between the engines, width 600 mm and height 2,000 mm 178 34 537.1
Q Min. distance between engines: 2,250 mm
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice.
Fig. 4.08.01: Power and outline of L23/30H

MAN Diesel 198 42 078.5

MAN Diesel 4.08
Page 2 of 3
L23/30H GenSet Data

Cyl. 5 6 7 8
Max. continuous rating at 720/750 RPM kW 650/675 780/810 910/945 1,040/1,080
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0 1.0 1.0 1.0
L.T. cooling water pump (1-2.5 bar) m3/h 55 55 55 55
H.T. cooling water pump (1-2.5 bar) m3/h 36 36 36 36
Lub. oil main pump (3-5 bar) m3/h 16 16 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.55/0.57 0.64/0.67 0.73/0.76
Fuel oil supply pump *** (4 bar discharge pressure) m3/h 0.22/0.23 0.27/0.28 0.31/0.33 0.36/0.37
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.46/0.48 0.56/0.58 0.65/0.67 0.74/0.77
L.T. cooling water pump* (1-2.5 bar) m3/h 35 42 48 55
L.T. cooling water pump** (1-2.5 bar) m3/h 48 54 60 73
H.T. cooling water pump (1-2.5 bar) m3/h 20 24 28 32
Lub. oil stand-by pump (3-5 bar) m3/h 14.0 15.0 16.0 17.0
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 69 84 98 112
L.T. cooling water quantity* m3/h 5.3 6.4 7.5 8.5
L.T. cooling water quantity** m3/h 18 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36
Charge Air:
L.T. cooling water quantity m3/h 30 36 42 48
L.T. cooling water inlet cooler °C 36 36 36 36
Jacket Cooling:
H.T. cooling water quantity m3/h 20 24 28 32
H.T. cooling water temp. inlet cooler °C 77 77 77 77
Gas Data:
Exhaust gas flow kg/h 5,510 6,620 7,720 8,820
Exhaust gas temp. °C 310 310 310 310
Max. allowable back. press. bar 0.025 0.025 0.025 0.025
Air consumption kg/s 1.49 1.79 2.09 2.39
Air consumption per start Nm3 2.0 2.0 2.0 2.0
Heat Radiation:
Engine kW 21 25 29 34
Generator kW (See separat data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capaci-
ties at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is
multiplied by 1.45.
Fig. 4.08.02a: List of capacities for L23/30H, 720/750 rpm, IMO Tier I.

MAN Diesel 198 42 078.5

MAN Diesel 4.08
Page 3 of 3
L23/30H GenSet Data

Cyl. 6 7 8
Max. continuous rating at 900 RPM kW 960 1,120 1,280
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.3 1.3 1.3
L.T. cooling water pump (1-2.5 bar) m3/h 69 69 69
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 45
Lub. oil main pump (3.5-5 bar) m3/h 20 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.69 0.81 0.92
Fuel oil supply pump*** (4 bar discharge pressure) m3/h 0.34 0.40 0.45
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.82 0.94
L.T. cooling water pump* (1-2.5 bar) m3/h 52 61 70
L.T. cooling water pump** (1-2.5 bar) m3/h 63 71 85
H.T. cooling water pump (1-2.5 bar) m3/h 30 35 40
Lub. oil stand-by pump (3.5-5 bar) m3/h 17 18 19
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 117 137 158
L.T. cooling water quantity* m3/h 7.5 8.8 10.1
SW L.T. cooling water quantity** m3/h 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36
Charge Air:
L.T. cooling water quantity m3/h 46 53 61
L.T. cooling water inlet cooler °C 36 36 36
Jacket Cooling:
H.T. cooling water quantity m3/h 30 35 40
H.T. cooling water temp. inlet cooler °C 77 77 77
Gas Data:
Exhaust gas flow kg/h 8,370 9,770 11,160
Exhaust gas temp. °C 325 325 325
Max. allowable back. press. bar 0.025 0.025 0.025
Air consumption kg/s 2.25 2.62 3.00
Startiang Air System:
Air consumption per start Nm3 2.0 2.0 2.0
Haeat Radiation:
Engine kW 32 37 42
Generator kW (See separat data from generator maker)
If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36° C.
Based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
* Only valid for engines equipped with internal basic cooling water system nos. 1 and 2.
** Only valid for engines equipped with combined coolers, internal basic cooling water system no. 3.
*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumption is
multiplied by 1.45.
Fig. 4.08.02b: List of capacities for L23/30H, 900 rpm, IMO Tier I.

MAN Diesel 198 42 078.5

MAN B&W
Installation Aspects

5
MAN Diesel
MAN B&W 5.01
Page 1 of 1
Space Requirements and Overhaul Heights
The latest version of most of the drawings of A special crane beam for dismantling the turbo-
this section is available for download at www. charger must be fitted. The lifting capacity of the
mandieselturbo.com under ‘Products’ → ‘Marine crane beam for dismantling the turbocharger is
Engines & Systems’ → ‘Low Speed’ → ‘Installation stated in Section 5.03.
Drawings’. First choose engine series, then engine
type and select from the list of drawings available The overhaul tools for the engine are designed
for download. to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
pacity 1Am and dimensions of the single hook
Space Requirements for the Engine type according to DIN 15401, part 1.
The space requirements stated in Section 5.02 The total length of the engine at the crankshaft
are valid for engines rated at nominal MCR (L1). level may vary depending on the equipment to
be fitted on the fore end of the engine, such as
The additional space needed for engines adjustable counterweights, tuning wheel, moment
equipped with PTO is stated in Chapter 4. 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 DoubleJib 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 doublejib crane is from the centre
of the crankshaft to the lower edge of the deck
beam.
MAN B&W MC/MCC, ME/MEC/ME-CGI/ME-B engines

MAN Diesel 198 43 754.7
MAN B&W 5.02
Page of 4
Space Requirement
' "

$ECKæBEAM
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#
6ª
&
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178 57 83-8.0
Normal centre line distance for twin engine instal-

lation: 5,090 mm.
The dimensions are given in mm, and are for

guidance only. If the dimensions cannot be
fulfilled, please contact MAN Diesel or our local
representative.
Fig. 5.02.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
MAN B&W S46MC-C8

MAN Diesel 198 59 78-7.0
MAN B&W 5.02
Page of 4
Cyl. No. 5 6 7 8
min. 5,528 6,310 7,092 7,874 Fore end: A minimum shows basic engine
A A maximum shows engine with built-on tuning wheel
max. 5,878 6,660 7,442 8,224 For PTO: See corresponding space requirement
- - 4,540 4,540 MAN Diesel TCA
The required space to the engine room casing includes
B 4,135 4,135 4,135 4,135 ABB TPL
mechanical top bracing
4,135 4,135 - - Mitsubishi MET
3,017 3,117 3,342 3,642 MAN Diesel TCA
Dimensions according to turbocharger choice at
C 2,916 3,016 3,321 3,521 ABB TPL
nominal MCR
2,911 3,011 3,355 3,555 Mitsubishi MET
The dimension includes a cofferdam of 600 mm and must fulfil minimum
D 3,019 3,049 3,074 3,119
height to tank top according to classification rules
The minimum distance from crankshaft centre line to lower edge of deck
E 7,900
beam, when using MAN B&W Double Jib Crane
9,000 Minimum overhaul height, normal lifting procedure
F
8,175 Minimum overhaul height, reduced height lifting procedure
G 2,820 See ‘Engine Top Bracing’, if top bracing fitted on camshaft side
5,400 5,400 5,282 5,282 MAN Diesel TCA
H 5,323 5,323 5,262 5,262 ABB TPL
nominal MCR
5,401 5,401 - - Mitsubishi MET
J 320 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if the propeller shaft is
K See text
to be drawn into the engine room
Maximum 30° when engine room has minimum headroom
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
above the turbocharger
Fig. 5.02.01b: Space requirement for the engine
MAN B&W S46MC-C8

MAN Diesel 198 59 78-7.0
MAN B&W 5.02
Page of 4
' "

6ª
)
. /
#YLæ $ECKæBEAM
2 3
&
%
(
,
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&LOOR

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178 57 82-6.0
Normal centre line distance for twin engine instal-

lation: 5,090 mm.

representative.
Fig. 5.02.02a: Space requirement for the engine, turbocharger on aft end (4 59 124)
MAN B&W S46MC-C8

MAN Diesel 198 59 78-7.0
MAN B&W 5.02
Page of 4
Cyl. No. 5 6 7 8
min. 5,528 6,310 7,092 7,874 Fore end: A minimum shows basic engine
A A maximum shows engine with built-on tuning wheel
max. 5,878 6,660 7,442 8,224 For PTO: See corresponding space requirement
MAN Diesel TCA
B 2,820 ABB TPL
top bracing
Mitsubishi MET
3,355 3,492 3,892 4,167 MAN Diesel TCA
C 3,254 3,391 3,771 4.046 ABB TPL
nominal MCR
3,249 3,386 3,805 4,080 Mitsubishi MET
D 3,019 3,049 3,074 3,119
E 7,900
9,000 Minimum overhaul height, normal lifting procedure
F
8,175 Minimum overhaul height, reduced height lifting procedure
G 2,820 See ‘Engine Top Bracing’, if top bracing fitted on camshaft side
6,126 6,126 6,225 6,225 MAN Diesel TCA
H 5,675 5,675 - - ABB TPL
nominal MCR
6,008 6,008 6,155 6,165 Mitsubishi MET
1,770 1,770 1,861 1,861 MAN Diesel TCA
I 1,660 1,660 - - ABB TPL
nominal MCR
1,853 1,853 1,853 1,853 Mitsubishi MET
K See text
L 3,150 3,150 3,150 3,150 Space for air cooler element overhaul
N 1,878
O 1,452 The distances cover required space and hook travelling width for
R 1,742 turbocharger TCA66
S 1,448
Maximum 15° when engine room has minimum headroom above the
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
turbocharger
MAN B&W S46MC-C8

MAN Diesel 198 59 78-7.0
MAN B&W 5.02
Page of 2
Space Requirement
#9,
' "
)
6ª
$ECKæBEAM . /
2 3
&
(
,
- &LOOR
"ULKHEAD

*
$
#OFFERDAM
+ !
178 43 35-3.1
Normal/minimum centre line distance for twin

engine installation: 4,850/4,350 mm (4,350 mm
for common gallery for starboard and port design
engines).

representative.
MAN B&W S42MC7

MAN Diesel 198 57 85-7.0
MAN B&W 5.02
Page of 2
Cyl. No. 5 6 7 8 9 10 11 12
Fore end: A minimum shows basic engine
min. 5,369 6,117 6,865 7,613 8,361 9,857 10,605 11,353 A maximum shows engine with
A built-on tuning wheel
For PTO: See corresponding space
max. 5,461 6,209 6,957 7,705 8,453 9,949 10,697 11,445
requirement
MAN Diesel TCA/TCR The required space
to the engine room
B 2,570 ABB TPL
casing includes top
Mitsubishi MET bracing
3,031 3,217 3,492 3,630 3,892 3,574 3,574 3,797 MAN Diesel TCA/TCR Dimensions accord-
ing to turbocharger
C 2,939 3,116 3,391 3,529 3,771 3,482 3,482 3,696 ABB TPL
choice at nominal
2,818 3,111 3,386 3,524 3,661 3,361 3,361 3,691 Mitsubishi MET MCR
The dimension includes a cofferdam of
D 2,863 2,913 2,948 2,993 3,038 3,038 3,038 3,038 600 mm and must fulfil minimum height to
tank top according to classification rules
The minimum distance from crankshaft cen-
E 7,300 tre line to lower edge of deck beam, when
using MAN B&W Double Jib Crane
Minimum overhaul height, normal lifting
8,000
procedure
F
Minimum overhaul height, reduced height
7,550
lifting procedure
See ‘Engine Top Bracing’, if top bracing fit-
G 2,935
ted on camshaft side
- 5,630 5,630 5,630 - - - 5,630 MAN Diesel TCA/TCR Dimensions accord-
ing to turbocharger
H 5,506 5,506 5,506 5,506 5,508 5,506 5,506 5,506 ABB TPL
choice at nominal
- 1,740 1,740 1,740 - - - 1,740 MAN Diesel TCA/TCR Dimensions accord-
ing to turbocharger
I 1,700 1,700 1,700 1,700 1,700 1,700 1,700 1,700 ABB TPL
choice at nominal
Space for tightening control of holding down
J 575
bolts
K must be equal to or larger than the propel-
K See text ler shaft, if the propeller shaft is to be drawn
into the engine room
L 1,980 2,380 2,380 2,380 2,540 *) *) *) Space for air cooler element overhaul
M 3,150 3,450 3,450 3,450 4,080 *) *) *) Space for water mist catcher overhaul
N 1,878
O 1,452 The distances cover required space and
R 1,742 hook travelling width for turbocharger TCA66
S 1,448
Maximum 15° when engine room has mini-
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
mum headroom above the turbocharger
*) Depending on turbocharger choice/configuration
MAN B&W S42MC7

MAN Diesel 198 57 85-7.0
MAN B&W 5.02
Page 1 of 2
Space Requirement
F G
Deck beam
Engine room crane
O
T U
V°
R S
H1/H2
E
H3
D
A
Z
I J
B
Tank top
C
Lub. oil tank
Cofferdam
N
K L M
A
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN Diesel or our
local representative.
517 78 19-6.0.0

MAN Diesel 198 77 46-2.0
MAN B&W 5.02
Page 2 of 2
Cyl. No. 5 6 7 8
A 700 Cylinder distance
B 950 Distance from crankshaft centre line to foundation
C 2,708 2,743 2,783 2,818
- - 5,582 5,582 MAN Diesel TCR/TCA
D* - - - - ABB A100-L
nominal MCR
- - - - Mitsubishi MET
3,031 3,111 3,492 3,630 MAN Diesel TCA
E* 3,000 3,271 3,546 3,830 ABB A100-L
nominal MCR
F - See drawing: ‘Engine Top Bracing’, if top bracing fitted on camshaft side
MAN Diesel TCR/TCA
The required space to the engine room casing in-
G 2,590 ABB A100-L
cludes mechanical top bracing
Mitsubishi MET
H1 * 7,800 Minimum overhaul height, normal lifting procedure
H2 * 7,475 Minimum overhaul height, reduced height lifting procedure
H3 * 7,200
I 1,295 Length from crankshaft centre line to outer side bedplate
K See text
Minimum length of a basic engine, without 2nd order moment
L* 4,865 5,565 6,265 6,965
compensators
M ≈ 800 Free space in front of engine
N 3,490 Distance between outer foundation girders
O - Minimum crane operation area
P See text See drawing: ‘Crane beam for Turbocharger’ for overhaul of turbocharger
- 1,500 1,705 1,705 MAN Diesel TCR/TCA
Q - - - - ABB A100-L
nominal MCR
R
S Required crane coverage area and hook travelling width for turbocharger
See text
T maintenance and overhaul to be supplied by turbocharger maker
U
Maximum 30° when engine room has minimum headroom above the tur-
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
bocharger
Y 3,400 Space for water mist catcher overhaul
Z 3,300 Space for air cooler element overhaul
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights
‘H1’, ‘H2’ or ‘H3’.

The min. engine room height is dependent on ‘H1’, ‘H2’, ‘H3’ or ‘E+D’.
Max. length of engine see the engine outline drawing
Length of engine with PTO see corresponding space requirement
Fig. 5.02.02b: Space requirement for the engine, turbocharger on aft end (4 59 124) 518 98 76-1.0.0

MAN Diesel 198 77 46-2.0
MAN B&W 5.02
Page 1 of 2
Space Requirement
F G
Deck beam
Engine room crane
O
T U
V°
R S
H1/H2
E
H3
D
A
Z
I J
B
Tank top
C
Lub. oil tank
Cofferdam
N
K L M
A
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN Diesel or our
local representative.
517 78 19-6.0.0

MAN Diesel 198 77 13-8.0
MAN B&W 5.02
Page 2 of 2
Cyl. No. 5 6 7 8
A 612 Cylinder distance
B 830 Distance from crankshaft centre line to foundation
The dimension includes a cofferdam of 600 mm and must fulfil minimum height to tank top
C 2,708 2,743 2,783 2,818
according to classification rules
4,769 MAN Diesel TCA
D* - - - - ABB A100-L
nominal MCR
2,756 2,756 3,031 2,934 MAN Diesel TCA
E* - 2,725 3,000 3,000 ABB A100-L
nominal MCR
F - See drawing: ‘Engine Top Bracing’, if top bracing fitted on camshaft side
MAN Diesel TCA
G 2,360 ABB A100-L
mechanical top bracing
Mitsubishi MET
H1* 6,875 Minimum overhaul height, normal lifting procedure
H2* 6,700 Minimum overhaul height, reduced height lifting procedure
The minimum distance from crankshaft centre line to lower edge of deck beam, when using
H3* 6,325
MAN B&W Double Jib Crane
I 1,150 Length from crankshaft centre line to outer side bedplate
K must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn
K See text
into the engine room
L* 4,936 5,548 6,160 6,772 Minimum length of a basic engine, without 2nd order moment compensators
M ≈ 800 Free space in front of engine
N 3,090 Distance between outer foundation girders
O 1,925 Minimum crane operation area
P See text See drawing: ‘Crane beam for Turbocharger’ for overhaul of turbocharger
1,292 MAN Diesel TCA
Q - - - - ABB A100-L
nominal MCR
R
S Required crane coverage area and hook travelling width for turbocharger maintenance and
See text
T overhaul to be supplied by turbocharger maker
U
V 0°, 15°, 30°, 45°, 60°, 75°, 90° Maximum 30° when engine room has minimum headroom above the turbocharger
Y 3,250 Space for water mist catcher overhaul

Z 3,000 Space for air cooler element overhaul
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights
‘H1’, ‘H2’ or ‘H3’.

The min. engine room height is dependent on ‘H1’, ‘H2’, ‘H3’ or ‘E+D’.
Max. length of engine see the engine outline drawing
Length of engine with PTO see corresponding space requirement
Fig. 5.02.02b: Space requirement for the engine, turbocharger on aft end (4 59 124) 518 96 87-9.0.0

MAN Diesel 198 77 13-8.0
MAN B&W 5.02
Page of 2
Space Requirement
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representative.
MAN B&W S35MC7

MAN Diesel 198 57 86-9.0
MAN B&W 5.02
Page of 2
Cyl. No. 5 6 7 8 9 10 11 12
min. 4,209 4,809 5,409 6,009 6,609 A maximum shows engine with
max. 4,458 5,058 5,658 6,258 6,858 For PTO: See corresponding space
requirement
MAN Diesel TCA
MAN Diesel TCR The required space to the
B 2,350 engine room casing includes
ABB TPL top bracing
Mitsubishi MET
MAN Diesel TCA
2,738 2,738 3,038 3,038 3,337
MAN Diesel TCR Dimensions according to
C turbocharger choice at
2,602 2,602 2,998 2,998 3,273 ABB TPL nominal MCR
2,525 2,525 2,941 2,941 3,231 Mitsubishi MET
The dimension includes a cofferdam of 600 mm
D 1,923 1,963 2,003 2,038 2,073 and must fulfil minimum height to tank top ac-
cording to classification rules
6,050 The minimum distance from crankshaft centre
E (same height for manual and electri- line to lower edge of deck beam, when using
cal crane) MAN B&W Double Jib Crane
Available on request
6,425
procedure
F
Minimum overhaul height, reduced height lifting
6,275
procedure
See ‘Engine Top Bracing’, if top bracing fitted
G 2,100
on camshaft side
MAN Diesel TCA
4,775 4,775 4,775 4,775 4,572
MAN Diesel TCR Dimensions according to tur-
H bocharger choice at nominal
4,475 4,475 4,575 4,575 4,545 ABB TPL MCR
4,405 4,405 4,405 4,475 4,475 Mitsubishi MET
MAN Diesel TCA
1,340 1,340 1,340 1,340 1,287
MAN Diesel TCR Dimensions according to tur-
I bocharger choice at nominal
1,155 1,155 1,255 1,255 1,255 ABB TPL MCR
1,073 1,073 1,073 1,150 1,150 Mitsubishi MET
J 360
bolts
K must be equal to or larger than the propeller
K See text shaft, if the propeller shaft is to be drawn into
the engine room
L 3,380 3,500 3,500 3,500 3,500 Space for air cooler element overhaul
M 2,920 3,120 3,120 3,120 3,120 Space for water mist catcher overhaul
N 1,126
R 782 hook travelling width for turbocharger TCR22
S 814
Maximum 15° when engine room has minimum
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
headroom above the turbocharger
MAN B&W S35MC7

MAN Diesel 198 57 86-9.0
MAN B&W 5.02
Page of 2
Space Requirement
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engines).

representative.
MAN B&W L35MC6

MAN Diesel 198 57 87-0.0
MAN B&W 5.02
Page of 2
Cyl. No. 5 6 7 8 9 10 11 12
min. 4,174 4,774 5,374 5,974 6,574 A maximum shows engine with
max. 4,423 5,023 5,623 6,223 6,823 For PTO: See corresponding space
requirement
MAN Diesel TCR The required space to the
B 2,100 ABB TPL engine room casing includes
Mitsubishi MET top bracing
2,638 2,738 2,888 3,038 3,038 MAN Diesel TCR Dimension according to tur-
C 2,377 2,578 2,728 2,878 2,878 ABB TPL bocharger choice at nominal
2,343 2,525 2,675 2,825 2,825 Mitsubishi MET MCR
D 1,923 1,963 2,003 2,038 2,073 and must fulfil minimum height to tank top ac-
5,125 The minimum distance from crankshaft centre
E (same height for electrical and man- line to lower edge of deck beam, when using
ual crane) MAN B&W Double Jib Crane
Available on request
5,400
procedure
F
5,350
procedure
G 1,900
on camshaft side
H - - - - - ABB TPL bocharger choice at nominal
I - - - - - ABB TPL bocharger choice at nominal
J 360
bolts
the engine room
L 2,920 2,920 3,380 3,380 3,380 Space for air cooler element overhaul
M 2,230 2,230 2,920 2,920 2,290 Space for water mist catcher overhaul
N 1,126
S 814
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
MAN B&W L35MC6

MAN Diesel 198 57 87-0.0
MAN B&W 5.02
Page of 2
Space Requirement
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engines).

representative.
MAN B&W S26MC6

MAN Diesel 198 57 88-2.0
MAN B&W 5.02
Page of 2
Cyl. No. 5 6 7 8 9 10 11 12
min. 3,637 4,127 4,617 5,107 5,597 6,577 7,067 7,557 A maximum shows engine with
max. 3,732 4,222 4,712 5,202 5,692 6,672 7,162 7,652 For PTO: See corresponding space
requirement
MAN Diesel, ABB The required space to
B 1,880 and Mitsubishi the engine room casing
turbochargers includes top bracing
2,107 - - 2,470 2,756 2,520 - - MAN Diesel TCA Dimension according to
C - - 2,239 2,376 2,514 - - - ABB TPL turbocharger choice at
- - 2,186 2,323 2,461 - - -
Mitsubishi MET nominal MCR
D 1,590 1,590 1,600 1,630 1,650 1,650 1,650 1,650 and must fulfil minimum height to tank top ac-
The distance from crank-
4,600 Electrical crane
shaft centre line to lower
E edge of deck beam,
4,525 Manual crane when using MAN B&W
Double Jib Crane
4,850
procedure
F
4,750
procedure
G 1,990
on camshaft side
H 3,520 See ‘Engine outline’
- - - - - - - - MAN Diesel TCA Dimension according to
I - - - - - - - - ABB TPL turbocharger choice at
- - 1,020 1,020 1,020 - - - Mitsubishi MET nominal MCR
J 319
bolts
the engine room
L 1,690 Space for air cooler element overhaul
N 1,126
S 814
V 0°, 15°, 30°, 45°, 60°, 75°, 90°
MAN B&W S26MC6

MAN Diesel 198 57 88-2.0
MAN B&W 5.03
Page 1 of 3
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 turbocharg- crane beam shall be dimensioned for lifting the
er 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 engine space for dismantling.
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 No. 4 59 122, the letter
lifting the following components: ‘a’ indicates the distance between vertical cen-
trelines of the engine and the turbocharger.
• Exhaust gas inlet casing
• Turbocharger inlet silencer MAN B&W
• Compressor casing Units TCR22 TCA44 TCA55
• Turbine rotor with bearings W kg 1,000 1,000 1,000
HB mm 1,000 1,200 1,400
The crane beams are to be placed in relation to the b m 500 500 600
turbocharger(s) so that the components around the
gas outlet casing can be removed in connection
ABB
with overhaul of the turbocharger(s).
Units A165 A170 A175
a Crane beam for W kg

transportation of
Crane beam for Crane beam components
HB mm Available on request
dismantling of
components
b m
Crane hook
Main engine/aft cylinder
The figures ‘a’ are stated on the ‘Engine and Gallery Outline’
drawing, Section 5.06.
Engine room side
Gas outlet flange

Turbocharger Fig. 5.03.01b: Example of required height and distance
and weight based on S40MC-C9 engine.
HB
For data on other engines, please see section 5.03,

Fig. 5.03.01b of the specific engine Project Guide.
b
178 52 340.1
Fig. 5.03.01a: Required height and distance
MAN B&W 46-26 MC/MC-C/ME-C/ME-B Engine Selection Guide

MAN Diesel 198 79 63-0.0
MAN B&W 5.03
Page 2 of 3
Crane beam for turbochargers
Crane beam for transportation of components
Crane beam for dismantling of components
Spares
Crane beam for dismantling of components
Crane beam for transportation of components
178 52 746.0
Fig. 5.03.02: Crane beam for turbocharger

MAN Diesel 198 79 63-0.0
MAN B&W 5.03
Page 3 of 3
Crane beam for overhaul of air cooler
Overhaul/exchange of scavenge air cooler. 3. Take out the cooler insert by using the above
placed crane beam mounted on the engine.
The text and figures are for guidance only.
4. Turn the cooler insert to an upright position.
Valid for all engines with aft mounted Turbocharger.
5. By using the engine room crane the air cooler
1. Dismantle all the pipes in the area around the insert can be lifted out of the engine room.
air cooler.
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

MAN Diesel 198 79 63-0.0
MAN B&W 5.04
Page 1 of 3
Engine room crane
The crane hook travelling area must cover at least down to a level corresponding to the centre line of
the full length of the engine and a width in accord- the crankshaft.
ance with dimension A given on the drawing (see
cross-hatched area). For overhaul of the turbocharger(s), trolley mount-
ed chain hoists must be installed on a separate
It is furthermore recommended that the engine crane beam or, alternatively, in combination with
room crane can be used for transport of heavy the engine room crane structure, see separate
spare parts from the engine room hatch to the drawing with information about the required lifting
spare part stores and to the engine. capacity for overhaul of turbochargers.
See example on this drawing.
The crane hook should at least be able to reach
MAN B&W Doublejib Crane

Re
D
2) Spares
by
Normal crane
1)
Deck Deck
H1/H2
Deck beam Deck beam
H3
A A
Crankshaft Crankshaft
Engine room hatch
MAN B&W Doublejib Crane

1) The lifting
2) tools for the engine are designed to fit together Recommended area to be covered
D
Spares
with a standard crane hook with a lifting capacity in ac- by the engine room crane
cordance with the figure stated in the table. If a larger
crane hook is used, it may not fit directly to the overhaul
1)
tools, and
Deckthe use of an intermediate shackle or similarDeck
H1/H2
between the lifting tool and the crane hook will affect the
Deck beam
A
Deck beam
requirements for the minimum lifting height in the engine
H3
A room (dimension H). A
Crankshaft
2) The hatched area shows the height where an MAN B&W
Double-Jib Crane has to be used.
Minimum area
Engine room hatch to be covered
by the engine
room crane
519 24 62-8.0.0
Fig. 5.04.01: Engine room crane

MAN Diesel 198 79 65-4.0
MAN B&W 5.04
Page 2 of 3
Normal Crane
Height to crane hook in MAN B&W Double-Jib Crane
mm for:
Crane capacity in Reduced

Crane
tons selected height lift-
Mass in kg including operating
in accordance with ing
lifting tools width
DIN and JIS Normal procedure
in mm Building-in height
standard capacities lifting involving
in mm
procedure tilting of
main com-
ponents
(option)
A H1 H2 H3 D
centre line crankshaft
centre line crankshaft

Minimum height from
Minimum height from
Minimum height from
quired for removal of
ing any exhaust stud

Additional height re-
pletewithout remov-
exhaust valve com-
Piston with rod and
to centre line crane
to centre line crane

Minimum distance
shaft to underside
Cylinder liner with
DoubleJib Crane
centre line crank-

Cylinder cover
complete with
cooling jacket
exhaust valve
Normal crane
Engine type
stuffing box
deck beam
MAN B&W
hook
hook
S46MC-C8 1,450 1,575 800 2.0 2x1.0 2,050 9,000 8,175 7,900 325
S42MC7 1,075 1,175 600 1.25 2x1.0 1,850 8,000 7,550 7,300 450
S40MC-C9 975 1,150 500 1.25 2x1.0 2,300 7,800 7,475 7,200 300
S35MC-C9 600 800 400 1.0 2x0.5 1,925 6,875 6,700 6,325 225
S35MC7 650 675 375 0.8 2x0.5 1,400 6,425 6,275 6,050 250
L35MC6 550 450 325 0.63 2x0.5 1,350 5,400 - 5,125 275
S26MC6 375 475 200 0.5 2x0.5 1,200 4,850 4,750 4,600 250
Table 5.04.02: Engine room crane data.
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 accor- down to a level corresponding to the centre line of
dance with dimension A given on the drawing, see 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 can be used for transport of heavy crane beam or, alternatively, in combination with
spare parts from the engine room hatch to the the engine room crane structure, see ‘Crane beam
spare part stores and to the engine. See example for overhaul of turbochargers’ with information
on this drawing. about the required lifting capacity for overhaul of
turbocharger(s).

MAN Diesel 198 79 65-4.0
MAN B&W 5.04
Page 3 of 3
Overhaul with MAN B&W DoubleJib crane

Deck beam
MAN B&W Double-Jib Crane
The DoubleJib crane

is available from:
Centreline crankshaft
Danish Crane Building A/S
P.O. Box 54
Østerlandsvej 2
DK9240 Nibe, Denmark
Telephone: + 45 98 35 31 33
Telefax: + 45 98 35 30 33
Email: dcb@dcb.dk
178 24 863.0
Fig. 5.04.03: Overhaul with DoubleJib crane

MAN Diesel 198 79 65-4.0
MAN B&W 5.05
Page 1 of 1
Engine Outline
Please note that the information is to be found in

section 1.03 and in the Project Guide for the rel-
evant engine type.
The latest version of the dimensioned drawing

is available for download at www.mandiesel-
Systems’ → ‘Low Speed’ → ‘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.

MAN Diesel 198 47 31-3.3
MAN B&W 5.06
Page 1 of 1
Gallery Outline

the Project Guide for the relevant engine type.
The latest version of the dimensioned drawing

is available for download at www.mandiesel-
Systems’ → ‘Low Speed’ → ‘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.

MAN Diesel 198 48 54-7.2
MAN B&W 5.07
Page 1 of 1
Centre of Gravity


MAN Diesel 198 48 32-0.1
MAN B&W 5.08
Page 1 of 1
Water and Oil in Engine


MAN Diesel 198 48 31-9.1
MAN B&W 5.09
Page 1 of 1
Engine Pipe Connections


MAN Diesel 198 48 33-2.1
MAN B&W 5.10
Page 1 of 1
Counterflanges


MAN Diesel 198 48 34-4.1
MAN B&W 5.11
Page 1 of 1
Engine Seating and Holding Down Bolts
Please note that the latest version of most of the

drawings of this section is available for download
at www.mandieselturbo.com under ‘Products’
→ ‘Marine Engines & Systems’ → ‘Low Speed’ →
‘Installation Drawings’. First choose engine series,
then engine type and select ‘Engine seating’ in the
general section of the list of drawings available for
download.
Engine Seating and Arrangement of

Holding Down Bolts
The dimensions of the seating stated in Fig.

5.12.01 are for guidance only.
Further information is to be found in the Project

Guide for the relevant engine type.

MAN Diesel 198 49 23-1.2
MAN B&W 5.12
Page 1 of 1
Engine Seating Profile

Centre line
Continous girder crankshaft
to extend with
full dimensions If required by classification society,
apply this bracket.
K
Thickness of bracket is the same
as thickness of floorplates.
Centre line engine

L
N
Slots to be
J
cut in vertical
floor plates to
clear nuts
where necessary.
P Thickness of
floorplates
between main
I
engine girders. H
G F
E D
C B
Fig. 5.12.01: Profile of engine seating, epoxy chocks 178 06 434.3
Engine type A B C D E F G H I J K L M N P
S46MCC8 1,955 1,755 28 1,435 32 1,060 28 1,045 18 550 986 50 50 380 22
S42MC7 1,910 1,720 25 1,330 30 995 25 980 18 510 900 45 50 350 19
S40MCC9 1,835 1,635 28 1,330 32 940 28 925 18 470 950 50 50 380 22
S36MC7 1,616 1,475 20 1,155 25 855 20 840 18 495 650 45 40 350 19
S35MCC9 1,665 1,525 20 1,205 25 840 20 825 18 430 830 45 40 350 19
L35MC6 1,505 1,350 20 1,035 25 720 20 705 18 465 550 45 40 350 19
S26MC6 1,390 1,235 20 - - 695 20 680 15 470 420 40 35 - 19
Dimensions are stated in mm
Table 5.12.02: Engine seating data

MAN Diesel 198 79 72-5.0
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 is normally installed on the ex-
rocking (excited by H-moment) or twisting (excited haust side of the engine, but can alternatively be
by X-moment) movement of the engine. For en- installed on the manoeuvring side. A combination
gines with less than seven cylinders, this guide of exhaust side and manoeuvring side installation
force moment tends to rock the engine in the is also possible.
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. The top bracing system is installed either as a
mechanical top bracing or a hydraulic top bracing.
The guide force moments are harmless to the Both systems are described below.
engine except when resonance vibrations occur
in the engine/double bottom system. They may,
however, cause annoying vibrations in the super- Mechanical top bracing
structure and/or engine room, if proper counter-
measures are not taken. The mechanical top bracing comprises stiff con-
nections between the engine and the hull.
As a detailed calculation of this system is normally
not available, MAN Diesel recommends that top The top bracing stiffener consists of a double
bracing is installed between the engine’s upper bar tightened with friction shims at each end of
platform brackets and the casing side. the mounting positions. The friction shims al-
low the top bracing stiffener to move in case of
However, the top bracing is not needed in all displacements caused by thermal expansion of
cases. In some cases the vibration level is lower if the engine or different loading conditions of the
the top bracing is not installed. This has normally vessel. Furthermore, the tightening is made with a
to be checked by measurements, i.e. with and well-defined force on the friction shims, using disc
without top bracing. springs, to prevent overloading of the system in
case of an excessive vibration level.
If a vibration measurement in the first vessel of a
series shows that the vibration level is acceptable
without the top bracing, we have no objection to
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 MC/MCC, ME/MEC/MEGI/ME-B engines

MAN Diesel 198 46 725.8
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 instruc- top bracing is delivered in a low-pressure version
tions. (26 bar) or a high-pressure version (40 bar).
A
The top bracing unit is designed to allow dis-
A placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
AA
Oil Accumulator
Hydraulic Control Unit

178 23 61-6.1
Fig. 5.13.01: Mechanical top bracing stiffener.

Option: 4 83 112
684
Cylinder Unit
Hydraulic top bracing
The hydraulic top bracing is an alternative to the

mechanical top bracing used mainly on engines
280
320
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 475
accumulator mounted directly on the cylinder unit. Hull side Engine side
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 possi-
ble to programme the switch to choose a certain
rpm range, at which the top bracing is active. For
14
service purposes, manual control from the control

350
250
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 Diesel 198 46 725.8
MAN B&W 5.14
Page 1 of 1
Mechanical top bracing arrangement
Force per mechanical top bracing and maximum

horizontal deflection at attachment to the hull
Cyl.: 5 6 7 8 9 10 11 12 Force per
bracing in
Motor type Number of top bracings kN
S46MC-C 4 5 5 6 55
S42MC 4 5 5 6 6 6 6 6 45
S40MC-C 4 5 5 6 45
S35MC-C 4 4 4 4 32
S35MC 4 4 4 4 4 4 4 4 32
L35MC Because of the small size of the engine, we
S26MC consider the guide force moments as harm-
less, and no special countermeasures are to
be taken.
Table 5.15.02: Mechanical top bracing force and

Centre line
deflection
crankshaft
178 61 93-5.0
Fig. 5.15.01: Mechanical top bracing arrangement

MAN Diesel 198 79 78-6.0
MAN B&W 5.15
Page 1 of 1
Hydraulic top bracing arrangement
Force per hydraulic top bracing and maximum

horizontal deflection at attachment to the hull
Cyl.: 5 6 7 89 10 11 12 14 Force per
bracing in
Motor type Number of top bracings kN
S46MC-C
S40MC-C
S40MC
S35MC-C Available on request
S35MC
L35MC
S26MC
Centre line
Table 5.15.02: Hydraulic top bracing force and deflection
crankshaft
Centre line
178 50 184.0
Fig. 5.15.01: Hydraulic top bracing arrangement

MAN Diesel 198 79 76-2.0
MAN B&W 5.16
Page of 1
Components for Engine Control System

MAN Diesel 198 60 30-2.0
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/MCC, ME/MEC/ME-GI/ME-B engines

MAN Diesel 198 49 292.4
MAN B&W 5.17
Page 2 of 3
Cable
connected
to the hull
Brush holder
arrangement
Monitoring
equipment
with mVmeter Cable
connected
to the hull
Slip ring Cable

to alarm
system
Slip ring
for monitoring
equipment Brush holder
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
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
Current Main bearings
Propeller shaft Thrust bearing
Intermediate shaft Intermediate shaft bearing
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 Diesel 198 49 292.4
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
Rudder
Voltage monitoring
for shafthull potential
Propeller difference
Shaftline
earthing device
Current Main bearings
Propeller shaft Thrust bearing
Intermediate shaft Shaft mounted alternator

where the rotor is part of
the intermediate shaft
Intermediate shaft bearing
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 Diesel 198 49 292.4
MAN B&W 5.18
Page 1 of 8
MAN Diesel’s Alpha Controllable Pitch Propeller and Alphatronic Propulsion Control
MAN Diesel’s Alpha Controllable Pitch propeller VBS type CP propeller designation and range
On MAN Diesel’s Alpha VBS type Controllable The VBS type CP propellers are designated ac-
Pitch (CP) propeller, the hydraulic servo motor cording to the diameter of their hubs, i.e. ‘VBS2240’
setting the pitch is built into the propeller hub. A indicates a propeller hub diameter of 2,240 mm.
range of different hub sizes is available to select
an optimum hub for any given combination of The standard VBS type CP propeller programme,
power, revolutions and ice class. its diameters and the engine power range covered
is shown in Fig. 5.18.01.
Standard blade/hub materials are NiAlbronze.
Stainless steel is available as an option. The pro- The servo oil system controlling the setting of the
pellers are based on ‘no ice class’ but are avail- propeller blade pitch is shown in Fig.5.18.05.
able up to the highest ice classes.
Propeller Diameter (mm)

10,000
V B S224 0
9,000
VB S20 80
V B S19 4
8,000 0
V B S18
00
7,000 V B S16
80
V B S15
60
V B S14
6,000 60
V B S13
80
V B S1
28 0
5,000 V B S1
180
V B S1
080
4,000 VBS
980
VBS
860
3,000 VBS
74 0
VBS
640
2,000
1,000
0
0 5 10 15 20 25 30 35 40
Engine Power (1,000 kW)
178 22 239.1
Fig. 5.18.01: VBS type Controllable Pitch (CP) propeller diameter (mm)
MAN B&W S70MC, S70MC-C/ME-C/ME-C-GI, L70MC-C/ME-C,

S65ME-C/ME-C-GI, S60MC, S60MC-C/ME-C/ME-C-GI/ME-B,
L60MC-C/ME-C, S50MC, S50MC-C/ME-C/ME-B, S46MC-C/ME-B,
MAN Diesel 198 46 953.5
S42MC, S40MC-C/ME-B, S35MC, S35MC-C/ME-B, L35MC, S26MC

MAN B&W 5.18
Page 2 of 8
Data Sheet for Propeller
Identification:_ _______________________________
S W I
178 22 360.0
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, selfpropulsion 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

S65ME-C/ME-C-GI, S60MC, S60MC-C/ME-C/ME-C-GI/ME-B, MAN Diesel 198 46 953.5

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 970.0
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-

ted from the propeller to the hull, MAN Diesel
recommend a minimum tip clearance as shown in
Fig. 5.18.04.
Y
For ships with slender aft body and favourable

inflow conditions the lower values can be used,
whereas full afterbody and large variations in
D
wake field cause the upper values to be used. X
In twinscrew ships the blade tip may protrude Baseline

Z
below the base line. 178 22 372.0
Dismant-
High skew Nonskew Baseline
ling
Hub propeller propeller clearance
of cap
Y mm Y mm Z mm
X mm
VBS 1280 390
VBS 1380 420
VBS 1460 450
VBS 1560 480
1520% 2025% Min.
VBS 1680 515
of D of D 50100
VBS 1800 555
VBS 1940 590
VBS 2080 635
Fig. 5.18.04: Propeller clearance VBS 2240 680
178 48 589.0

MAN Diesel 198 46 953.5

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’s Alpha VBS type CP propeller is ated. Hereby high pressure oil is fed to one or the
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.
Hydraulic Power Unit
Oil tank
forward
seal
Stern
tube oil Pitch
tank order
PI
PAL
TI
PI PAH PAL
TAH
LAL PSL PSL

M M
Servo
piston
Pitch
feedback
Hydraulic
Lip ring seals pipe
M M
Propeller shaft
Zinc Monoblock Stern Oil distribution Drain

anode hub tube ring tank
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Diesel’s Alpha VBS type CP propeller

S65ME-C/ME-C-GI, S60MC, S60MC-C/ME-C/ME-C-GI/ME-B, MAN Diesel 198 46 953.5

MAN B&W 5.18
Page 5 of 8
Hydraulic Power Unit for Alpha CP propeller
The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
for MAN Diesel’s Alpha CP propeller shown in Fig. valve.
5.18.06, consists of an oil tank with all other com-
ponents top mounted to facilitate installation at The return oil is led back to the tank via a thermo-
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 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Diesel’s Alpha CP propeller, the servo oil tank unit

MAN Diesel 198 53 208.2

MAN B&W 5.18
Page 6 of 8
Alphatronic 2000 Propulsion Control System
MAN Diesel’s Alphatronic 2000 Propulsion Control • Thrust control with optimization of propeller
System (PCS) is designed for control of propul pitch and shaft speed. Selection of combina
sion plants based on diesel engines with CP pro tor, constant speed or separate thrust mode is
pellers. The plant could for instance include tunnel possible. The rates of changes are controlled to
gear with PTO/PTI, PTO gear, multiple engines on ensure smooth manoeuvres and avoidance of
one gearbox as well as multiple propeller plants. propeller cavitation.
As shown in Fig. 5.18.07, the propulsion control • A Load control function protects the engine
system comprises a computer controlled system against overload. The load control function con
with interconnections between control stations via tains a scavenge air smoke limiter, a load pro
a redundant bus and a hard wired backup control gramme for avoidance of high thermal stresses
system for direct pitch control at constant shaft in the engine, an automatic load reduction and
speed. an engineer controlled limitation of maximum
load.
The computer controlled system contains func
tions for: • Functions for transfer of responsibility be
tween the local control stand, engine control
• Machinery control of engine start/stop, engine room and control locations on the bridge are
load limits and possible gear clutches. incorporated in the system.
Main Control Station

Bridge Wing (Center) Bridge Wing
RPM Pitch RPM Pitch RPM Pitch
Operator Operator ES: Emergency Stop Operator

Panel (*) ES Panel BU ES Panel (*) ES
BU: BackUp Control
Duplicated Network
Handles
Bridge interface
Ship’s RPM Pitch

Alarm
System
System failure alarm, Load reduction, Load red. Cancel alarm
Operator
Panel
Engine Control Room
Engine Room Start/Stop/Slow turning, Start blocking, Remote/Local

Governor limiter cancel Shaft Generator
Speed Set / PMS
Fuel Index
Charge Air Press. Propulsion Auxiliary Control
Control Equipment
Governor
Local engine Engine overload (max. load)

control System
Pitch Set Coordinated
(In governor)
STOP
STOP
Remote/Local Control
START
Propeller Pitch
STOP
OVER Operator Backup selected System

LOAD Closed Loop
Panel Control Box
(OPP)
PI PI Engine speed
Pitch
Ahead/ Shut down, Shut down reset/cancel
Astern I
Terminals for Engine
PI
engine monitoring safety
sensors system
Terminals for
propeller
monitoring
sensors Pitch
178 22 406.1
Fig. 5.18.07: MAN Diesel’s Alphatronic 2000 Propulsion Control System

MAN Diesel 198 53 221.3

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 backup 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.
288 144
PROPELLER PROPELLER
RPM PITCH
288
BACK UP
IN TAKE
CONTROL
CONTROL CONTROL
ON/OFF
178 22 418.1
Fig. 5.18.08: Main bridge station standard layout

MAN Diesel 198 53 221.3

MAN B&W 5.18
Page 8 of 8
Renk KAZ Clutch for auxilliary propulsion sys- Further information about Alpha CP propeller
tems
For further information about MAN Diesel’s Alpha
The Renk KAZ Clutch is a shaftline declutching Controllable Pitch (CP) propeller and the Alpha
device for auxilliary propulsion systems which tronic 2000 Remote Control System, please refer
meets the class notations for redundant propul to our publications:
sion.
CP Propeller – Product Information
The Renk KAZ clutch facilitates reliable and
simple ‘take home’ and ‘take away’ functions in Alphatronic 2000 PCS Propulsion Control System
twostroke engine plants. It is described in Sec
tion 4.04. The publications are available at

MAN Diesel 198 53 221.3

MAN B&W
List of Capacities:
Pumps, Coolers &
Exhaust Gas

6
MAN Diesel
MAN B&W 6.01
Page 1 of 1
Calculation of List of Capacities and Exhaust Gas Data
Updated engine and capacities data is fied MCR and/or optimising point different from the
available from the CEAS program on nominally rated MCR point, the list of capacities
www.mandieselturbo.com under ‘Products’ → will be different from the nominal capacities.
‘CEAS - Engine Room Dimensioning’. Furthermore, among others, the exhaust gas data
depends on the ambient temperature conditions.
This chapter describes the necessary auxiliary ma-
chinery capacities to be used for a nominally rated Based on examples for a derated engine, the way
engine. The capacities given are valid for seawater of how to calculate the derated capacities, fresh-
cooling system and central cooling water system, water production and exhaust gas amounts and
respectively. For derated engine, i.e. with a speci- temperatures will be described in details.
Nomenclature
In the following description and examples of the auxiliary machinery capacities, freshwater generator pro-
duction and exhaust gas data, the below nomenclatures are used:
Engine ratings Point / Index Power Speed

Nominal MCR point L1 PL1 nL1
Specified MCR point M PM nM
Optimising point O PO nO
Service point S PS nS
Fig. 6.01.01: Nomenclature of basic engine ratings
Parameters Cooler index Flow index

Q = Heat dissipation air scavenge air cooler sw seawater flow
V = Volume flow lub lube oil cooler cw cooling/central water flow
M = Mass flow jw jacket water cooler exh exhaust gas
T = Temperature cent central cooler fw freshwater
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 only with respect to the efficiency of the tur-
bocharger:
With conventional turbocharger, which is the

basic design and for which the lists of capacities
Section 6.03 are calculated.
For this engine type the optimising point O has to

be equal to the specified MCR point M.
MAN B&W S46MC-C7/8, S42MC7, S40MC-C9,

S35MC-C9, S35MC7, L35MC6, S26MC6 MAN Diesel 198 61 68-1.1
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 a nominally
rated engine. Complying with IMO Tier II NOx limi-
tations. Heat radiation and air consumption
The heat dissipation figures include 10% extra The radiation and convection heat losses to the
margin for overload running except for the scav- engine room is around 1% of the engine nominal
enge air cooler, which is an integrated part of the power (kW in L1).
diesel engine.
The air consumption is approximately 98.2%
of the calculated exhaust gas amount, ie.
Cooling Water Systems Mair = Mexh x 0.982.
The capacities given in the tables are based on

tropical ambient reference conditions and refer to Flanges on engine, etc.
engines with high efficiency/conventional turbo-
charger running at nominal MCR (L1) for: The location of the flanges on the engine are
shown in: ‘Engine pipe connections’, and the flang-
• Seawater cooling system, es are identified by reference letters stated in the
See diagram, Fig. 6.02.01 and nominal capaci- ‘List of flanges’; both can be found in Chapter 5.
ties in Fig. 6.03.01
The diagrams use the ‘Basic symbols for piping’,
• Central cooling water system, whereas the symbols for instrumentation accord-
See diagram, Fig. 6.02.02 and nominal capaci- ing to ‘ISO 12191’ and ‘ISO 12192’ and the in-
ties in Fig. 6.03.01 strumentation list found in Appendix A.
Scavenge air cooler
45 C
Seawater Seawater outlet

32 C 38 C
Lubricating oil cooler Jacket water cooler
80 C
Fig. 6.02.01: Diagram for seawater cooling system 178 11 264.1
Seawater outlet
80 C
Jaket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
Fig. 6.02.02: Diagram for central cooling water system 178 11 276.1
MAN B&W MC/MC-C/ME/ME-C/ME-B/ME-GI-TII engines

MAN Diesel 198 74 63-3.0
MAN B&W 6.03
Page 1 of 1
List of capacities

Enclosed is an example of S46MC-C8.
See www.mandieselturbo.com under ‘Products’

→ ‘Marine Engines & Systems’ → ‘Low Speed’ →
‘CEAS - Engine Room Dimensioning’ → to calcu-
late list of capacities, enter engine specifications.

MAN Diesel 198 79 88-2.0
MAN B&W 6.03
Page 1 of 4
List of Capacities for 5S46MC-C8-TII at NMCR - IMO NOx Tier II compliance
Seawater cooling Central cooling

Conventional TC High eff. TC Conventional TC High eff. TC
1 x MET53MA
1 x MET53MA
1 x TCA55-21
1 x TCA55-21
1 x A170-L34
1 x A170-L34
-
-
Pumps
Fuel oil circulation m³/h 4.4 4.4 4.4 N.A. N.A. N.A. 4.4 4.4 4.4 N.A. N.A. N.A.
Fuel oil supply m³/h 1.8 1.8 1.8 N.A. N.A. N.A. 1.8 1.8 1.8 N.A. N.A. N.A.
Jacket cooling m³/h 58.0 58.0 58.0 N.A. N.A. N.A. 58.0 58.0 58.0 N.A. N.A. N.A.
Seawater cooling * m³/h 230.0 230.0 230.0 N.A. N.A. N.A. 225.0 225.0 225.0 N.A. N.A. N.A.
Main lubrication oil * m³/h 150.0 150.0 150.0 N.A. N.A. N.A. 150.0 150.0 150.0 N.A. N.A. N.A.
Central cooling * m³/h - - - - - - 185 185 185 - - -
Scavenge air cooler(s)

Heat diss. app. kW 2,840 2,840 2,840 N.A. N.A. N.A. 2,830 2,830 2,830 N.A. N.A. N.A.
Central water flow m³/h - - - N.A. N.A. N.A. 105 105 105 N.A. N.A. N.A.
Seawater flow m³/h 146 146 146 N.A. N.A. N.A. - - - N.A. N.A. N.A.
Lubricating oil cooler

Heat diss. app. * kW 630 620 620 N.A. N.A. N.A. 630 620 620 N.A. N.A. N.A.
Lube oil flow * m³/h 150.0 150.0 150.0 N.A. N.A. N.A. 150.0 150.0 150.0 N.A. N.A. N.A.
Jacket water cooler

Jacket water flow m³/h 58 58 58 N.A. N.A. N.A. 58 58 58 N.A. N.A. N.A.
Central cooler
Heat diss. app. * kW - - - N.A. N.A. N.A. 4,550 4,540 4,540 N.A. N.A. N.A.
Seawater flow m³/h - - - N.A. N.A. N.A. 225 225 225 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 3.5 2 x 3.5 2 x 3.5 N.A. N.A. N.A. 2 x 3.5 2 x 3.5 2 x 3.5 N.A. N.A. N.A.
Compressor cap. m³ 210 210 210 N.A. N.A. N.A. 210 210 210 N.A. N.A. N.A.
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Other values
Fuel oil heater kW 115 115 115 N.A. N.A. N.A. 115 115 115 N.A. N.A. N.A.
Exh. gas temp. °C 265 265 265 N.A. N.A. N.A. 265 265 265 N.A. N.A. N.A.
Exh. gas amount kg/h 59,300 59,300 59,300 N.A. N.A. N.A. 59,300 59,300 59,300 N.A. N.A. N.A.
Air consumption kg/h 16.1 16.1 16.1 N.A. N.A. N.A. 16.1 16.1 16.1 N.A. N.A. N.A.
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel recommended type and/or torsional vibration
damper the engine's capacities must be increased by those stated for the actual system
For List of Capacities for derated engines and performance data at part load please visit http://www.manbw.dk/ceas/erd/
Table 6.03.01e: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
MAN B&W S46mc-C8-TII

MAN Diesel 198 71 05-2.0
MAN B&W 6.03
Page 2 of 4

1 x MET53MA
1 x MET53MA
1 x TCA55-21
1 x TCA55-21
1 x A175-L32
1 x A175-L32
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01f: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR

MAN Diesel 198 71 05-2.0
MAN B&W 6.03
Page 3 of 4

1 x MET60MA
1 x MET60MA
1 x TCA66-21
1 x TCA66-21
1 x A175-L34
1 x A175-L34
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01g: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR

MAN Diesel 198 71 05-2.0
MAN B&W 6.03
Page 4 of 4

1 x MET60MA
1 x MET60MA
1 x TCA66-21
1 x TCA66-21
1 x A175-L35
1 x A175-L35
-
-
Pumps


Jacket water cooler

Central cooler
Other values
Table 6.03.01h: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR

MAN Diesel 198 71 05-2.0
MAN B&W 6.04
Page of 12
Auxiliary Machinery Capacities

The dimensioning of heat exchangers (coolers) The percentage power (PM%) and speed (nM%) of L1
and pumps for derated engines can be calculated ie: PM% = PM/PL1 x 100%
on the basis of the heat dissipation values found nM% = nM/nL1 x 100%
by using the following description and diagrams. for specified MCR (M) of the derated engine is
Those for the nominal MCR (L1), may also be used used as input in the abovementioned diagrams,
if wanted. giving the % heat dissipation figures relative to
those in the ‘List of Capacities’,
The nomenclature of the basic engine ratings and
3PECIFIEDæ-#2æPOWERææOFæ,
coolers, etc. used in this section is shown in Fig. 0-
6.01.01 and 6.01.02.
,

Cooler heat dissipations

, /-
For the specified MCR (M) the following three dia- 1JW

grams in Figs. 6.04.01, 6.04.02 and 6.04.03 show
,
reduction factors for the corresponding heat dis-
sipations for the coolers, relative to the values

stated in the ‘List of Capacities’ valid for nominal ,
MCR (L1).

3PECIFIEDæ-#2æPOWERææOFæ, N-
0- 3PECIFIEDæ-#2æENGINEæSPEEDææOFæ,

, Qjw% = e(– 0.0811 x ln (nM%) + 0.8072 x ln (PM%) + 1.2614) 178 54 64-0.1
æ
æ Fig. 6.04.02: Jacket water cooler, heat dissipation Qjw%

in point M, in % of the L1 value Qjw, L1
æ
, -
1AIRæ æ 3PECIFIEDæ-#2æPOWERææOFæ,

, 0-

,
,

N- , -
3PECIFIEDæ-#2æENGINEæSPEEDææOFæ,

178 53 75-3.1
1LUB ,
Qair% = 100 x (PM/PL1)1.68 x (nM/nL1) – 0.83 x kO

,
kO = 1 + 0.27 x (1 – PO/PM) = 1

N-
Fig. 6.04.01: Scavenge air cooler, heat dissipation Qair% in
3PECIFIEDæ-#2æENGINEæSPEEDææOFæ,
point M, in % of the L1 value Qair, L1 and valid for PO = PM..
As optimising point O = M, correction kO = 1 178 53 77-7.1
Qlub% = 67.3009 x ln (nM%) + 7.6304 x ln (PM%)

 245.0714
Fig. 6.04.03: Lubricating oil cooler, heat dissipation

Qlub% in point M, in % of the L1 value Qlub, L1
MAN B&W S46MC-C8, S42MC7, S35MC7,

L35MC6, S26MC6 MAN Diesel 198 61 71-5.0
MAN B&W 6.04
Page 2 of 12
Pump pressures
Irrespective of the capacities selected as per the

above guidelines, the belowmentioned pump
heads at the mentioned maximum working tem-
peratures for each system shall be kept:
Pump head Max. working

bar temp °C
Fuel oil supply pump 4 100
Fuel oil circulating pump 6 150
Lubricating oil pump:
S46MC-C8, S42MC7,
4.0 70
S35MC7, L35MC6
S26MC6 3.9 70
Seawater pump 2.5 50
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 Diesel 198 79 94-1.0
MAN B&W 6.04
Page 3 of 12
Calculation of List of Capacities for Derated Engine

Example 1:
Pump and cooler capacities for a derated 6S46MC-C8-TII with conventionel MAN Diesel turbocharger
type TCA, fixed pitch propeller and central cooling water system.
Nominal MCR, (L1) PL1: 8,280 kW (100.0%) and 129.0 r/min (100.0%)
Specified MCR, (M) PM: 7,038 kW (85.0%) and 116.1 r/min (90.0%)
Optmising point, (O) PO: 7,038 kW (85.0%) and 116.1 r/min (90.0%), PO = 100.0% of PM
The method of calculating the reduced capaci- Total cooling water flow through scavenge air
ties for point M (nM% = 90.0% and PM% = 85.0%) is coolers
shown below. Vcw,air,M = Vcw,air,L1 x Qair% / 100

The values valid for the nominal rated engine are Vcw,air,M = 126 x 0.831 = 105 m3/h
found in the ‘List of Capacities’, Figs. 6.03.01 and
6.03.02, and are listed together with the result in Cooling water flow through lubricating oil cooler
the figure on the next page. Vcw,lub,M = Vcw,lub,L1x Qlub% / 100
Heat dissipation of scavenge air cooler Vcw,lub,M = 99 x 0.917 = 91 m3/h

Fig. 6.04.01 which approximately indicates a Qair%
= 83.1% heat dissipation, i.e.: Cooling water flow through central cooler
Qair,M =Qair,L1 x Qair% / 100 (Central cooling water pump)
Vcw,cent,M = Vcw,air,M + Vcw,lub,M
Qair,M = 3,400 x 0.831 = 2,825 kW
Vcw,cent,M = 105 + 91 = 196 m3/h
Heat dissipation of jacket water cooler
Fig. 6.04.02 indicates a Qjw% = 88.5% heat dissi- Cooling water flow through jacket water cooler
pation; i.e.: (as for lube oil cooler)
Qjw,M = Qjw,L1 x Qjw% / 100 Vcw,jw,M = Vcw,lub,M
Qjw,M = 1,310 x 0.885 = 1,159 kW Vcw,jw,M = 91 m3/h
Heat dissipation of lube oil cooler Seawater pump for central cooler
Fig. 6.04.03 indicates a Qlub% = 91.7% heat dissi- As the seawater pump capacity and the central
pation; i.e.: cooler heat dissipation for the nominal rated en-
Qlub,M = Qlub, L1 x Qlub% / 100 gine found in the ‘List of Capacities’ are 270 m3/h
and 5,450 kW the derated seawater pump flow
Qlub,M = 740 x 0.917 = 678 kW equals:
Heat dissipation of central water cooler Seawater pump:

Qcent,M = Qair,M + Qjw,M + Qlub, M Vsw,cent,M = Vsw,cent,L1 x Qcent,M / Qcent,L1
Qcent,M = 2,825 + 1,159 + 678 = 4,662 kW = 270 x 4,662 / 5,450 = 231 m3/h

MAN Diesel 198 72 44-1.0
MAN B&W 6.04
Page 4 of 12
Nominal rated engine (L1)

Example 1
Conventionel
Specified MCR (M)
turbocharger (TCA)
Shaft power at MCR 8,280 kW 7,038 kW
Engine speed at MCR at 129.0 r/min at 116.1 r/min
Power of optmising point %MCR 100% 90%
Pumps:
Fuel oil circulating pump m3/h 5.2 5.2
Fuel oil supply pump m3/h 2.1 2.1
Jacket cooling water pump m3/h 70 70
Central cooling water pump m3/h 225 196
Seawater pump m3/h 270 231
Lubricating oil pump m3/h 170 170
Coolers:
Scavenge air cooler
Heat dissipation kW 3,400 2,825
Central water quantity m3/h 126 105
Lub. oil cooler
Heat dissipation kW 740 678
Lubricating oil quantity m3/h 170 170
Jacket water cooler
Jacket cooling water quantity m3/h 70 70
Central cooler
Seawater quantity m3/h 270 231
Fuel oil heater: kW 135 135
Gases at ISO ambient conditions*

Exhaust gas amount kg/h 71,100 60,600
Exhaust gas temperature °C 265 257.8
Air consumption kg/s 19.3 16.5
Starting air system: 30 bar (gauge)
Reversible engine
Receiver volume (12 starts) m3 2 x 3.5 2 x 3.5
Compressor capacity, total m3/h 210 210
Non-reversible engine
Receiver volume (6 starts) m3 2 x 2.0 2 x 2.0
Compressor capacity, total m3/h 120 120
Exhaust gas tolerances: temperature ±15 °C and amount ±5%
The air consumption and exhaust gas figures are expected and refer to 100% specified MCR,
ISO ambient reference conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
* Calculated in example 3, in this chapter
Example 1 – Capacities of derated 6S46MC-C8-TII with conventionel MAN Diesel turbocharger type TCA and
central cooling water system.

MAN Diesel 198 72 44-1.0
MAN B&W 6.04
Page 5 of 12
Freshwater Generator
If a freshwater generator is installed and is utilis- At part load operation, lower than optimising
ing the heat in the jacket water cooling system, power, the actual jacket water heat dissipation will
it should be noted that the actual available heat be reduced according to the curves for fixed pitch
in the jacket cooling water system is lower than propeller (FPP) or for constant speed, controllable
indicated by the heat dissipation figures valid for pitch propeller (CPP), respectively, in Fig. 6.04.04.
nominal MCR (L1) given in the List of Capacities.
This is because the latter figures are used for With reference to the above, the heat actually
dimensioning the jacket water cooler and hence available for a derated diesel engine may then be
incorporate a safety margin which can be needed found as follows:
when the engine is operating under conditions
such as, e.g. overload. Normally, this margin is 1. Engine power equal to specified MCR
10% at nominal MCR. power M (equal to optimising point O).
Calculation Method For specified MCR (M) = optimising power

(O), the diagram Fig. 6.04.02 is to be used,
For a derated diesel engine, i.e. an engine having i.e. giving the percentage correction factor
a specified MCR (M) equal to optimising point (O) ‘Qjw%’ and hence for optimising power PO:
different from L1, the relative jacket water heat dis- Qjw%
sipation for point M and O may be found, as previ- Qjw,O = Qjw,L1 x  ___
100
x 0.9 (0.88)
 
   [1]
ously described, by means of Fig. 6.04.02.
2. Engine power lower than optimising power.
Part load correction factor for jacket
cooling water heat dissipation For powers lower than the optimising power,
kp
the value Qjw,O found for point O by means of
1.0
the above equation [1] is to be multiplied by
0.9 the correction factor kp found in Fig. 6.04.04
0.8 and hence
0.7
Qjw = Qjw,O x kp 15%/0% [2]
0.6
FPP
0.5 where
CPP
Qjw = jacket water heat dissipation
0.4
Qjw,L1= jacket water heat dissipation at nominal
0.3 MCR (L1)
0.2
Qjw% = percentage correction factor from
Fig. 6.04.02
0.1
Qjw,O = jacket water heat dissipation at optimising
0 power (O), found by means of equation [1]
0 10 20 30 40 50 60 70 80 90 100% kp = part load correction factor from Fig. 6.04.04
Engine load, % of optimising power (O)
0.9 = factor for safety margin of cooler, tropical
FPP : Fixed pitch propeller ambient conditions
CPP : Controllable pitch propeller, constant speed
178 59 45-7.0
The heat dissipation is assumed to be more or less
PS
FPP : kp = 0.742 x  __
PO
   + 0.258 independent of the ambient temperature conditions,
yet the safety margin/ambient condition factor of
PS
CPP : kp = 0.822 x  __
P
   + 0.178 about 0.88 instead of 0.90 will be more accurate for
O
ambient conditions corresponding to ISO tempera-
Fig. 6.04.04: Correction factor ‘kp’ for jacket cooling tures or lower. The heat dissipation tolerance from
water heat dissipation at part load, relative to heat dis- 15% to 0% stated above is based on experience.
sipation at optimising power
MAN B&W S50MC/MC-C-TII, S46MC-C-TII, S42MC-TII,

S40MC-C-TII, S35MC/MC-C-TII, L35MC-TII, S26MC-TII MAN Diesel 198 71 42-2.0
MAN B&W 6.04
Page 6 of 12
Freshwater generator system Jacket cooling water system
Expansion tank
Seawater
In Out Jacket cooling
water circuit
Condensator min max

Tjw Tjw L
M
Produced
freshwater
Evaporator B K
A
Brine out
Deaerating tank
Jacket water Jacket water pumps
cooler
Main engine
Cooling
water
Valve A: ensures that Tjw < 80° C

Valve B: ensures that Tjw > 80 – 5° C = 75° C
Valve B and the corresponding bypass may be omitted if, for example, the freshwater generator is equipped with an automatic
start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control system
ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 23 700.0
Fig. 6.04.05: Freshwater generators. Jacket cooling water heat recovery flow diagram
Jacket Cooling Water Temperature Control If necessary, all the actually available jacket cool-
ing water heat may be used provided that a special
When using a normal freshwater generator of the temperature control system ensures that the jacket
singleeffect vacuum evaporator type, the fresh- cooling water temperature at the outlet from the
water production may, for guidance, be estimated engine does not fall below a certain level. Such a
as 0.03 t/24h per 1 kW heat, i.e.: temperature control system may consist, e.g., of a
special bypass pipe installed in the jacket cooling
Mfw = 0.03 x Qjw t/24h 15%/0% [3] water system, see Fig. 6.04.05, or a special builtin
temperature control in the freshwater generator,
where e.g., an automatic start/stop function, or similar.
Mfw is the freshwater production in tons per 24 If such a special temperature control is not applied,
hours we recommend limiting the heat utilised to maxi-
mum 50% of the heat actually available at specified
and MCR, and only using the freshwater generator at
engine loads above 50%. Considering the cooler
Qjw is to be stated in kW margin of 10% and the minus tolerance of 15%,
this heat corresponds to 50 x(1.000.15)x0.9 = 38%
of the jacket water cooler capacity Qjw,M used for
dimensioning of the jacket water cooler.
MAN B&W S50MC/MC-C-TII, S46MC-C-TII, S42MC-TII,

S40MC-C-TII, S35MC/MC-C-TII, L35MC-TII, S26MC-TII MAN Diesel 198 71 42-2.0
MAN B&W 6.04
Page 7 of 12
Calculation of Freshwater Production for Derated Engine

Example 2:
Freshwater production from a derated 6S46MC-C8-TII with conventionel MAN Diesel turbocharger type
TCA and fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater production
from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Service rating, (S) PS: 5,630 kW and 107.8 r/min, PS = 80.0% of PM and PS = 80.0% of PO
Ambient reference conditions: 20 °C air and 18 °C cooling water.
The expected available jacket cooling water heat For the service point the corresponding expected
at service rating is found as follows: obtainable freshwater production from a freshwa-
ter generator of the single effect vacuum evapora-
Qjw,L1 = 1,310 kW from List of Capacities tor type is then found from equation [3]:
Qjw% = 88.5% using 85.0% power and 90.0%
speed for O in Fig. 6.04.02 Mfw = 0.03 x Qjw = 0.03 x 869 = 26.1 t/24h
15%/0%
By means of equation [1], and using factor 0.88 for
actual ambient condition the heat dissipation in
the optmising point (O) is found:
Qjw%
Qjw,O = Qjw,L1 x  ___
100
x 0.88
 
  
= 1,310 x  ___
88.5
100
x 0.88 = 1,020 kW
 
  
By means of equation [2], the heat dissipation in

the service point (S) i.e. for 80.0% of optmising
power, is found:
kp = 0.852 using 80.0% in Fig. 6.04.04

Qjw = Qjw,O x kp = 1,020 x 0.852 = 869 kW
15%/0%

MAN Diesel 198 72 45-3.0
MAN B&W 6.04
Page of 12
Exhaust Gas Amount and Temperature

Influencing factors
The exhaust gas data to be expected in practice b) The ambient conditions, and exhaust gas
depends, primarily, on the following three factors: backpressure:
a) The specified MCR point of the engine (point M): Tair : actual ambient air temperature, in °C
pbar : actual barometric pressure, in mbar
PM : power in kW at SMCR point TCW : actual scavenge air coolant temperature,
nM : speed in r/min at SMCR point in °C
∆pM : exhaust gas backpressure in mm WC at
and to a certain degree on the optimising point specified MCR
O with the percentage power PO% = % of SMCR
power: c) The continuous service rating of the engine
(point S), valid for fixed pitch propeller or control-
PO% = (PO/PM) x 100% lable pitch propeller (constant engine speed):
PS : continuous service rating of engine, in kW
Calculation Method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5].
Mexh : exhaust gas amount in kg/h, to be found

Texh : exhaust gas temperature in °C, to be found
PM  ______ ∆m   ∆Mamb%   ∆ms%  ____ P

Mexh = ML1 x ___ x 1 + M%
 1 + _______
 x
 x 1 + _____  x S%

kg/h +/5% [4]
PL1  100   100   100  100

Texh = TL1 + ∆TM + ∆TO + ∆Tamb + ∆TS °C /+15 °C [5]
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
backpressure and specified/optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperature after turbocharger in °C at nominal MCR (L1)
Fig. 6.04.06: Summarising equations for exhaust gas amounts and temperatures
The partial calculations based on the influencing changes in specific exhaust gas amount and
factors are described in the following: temperature are found by using as input in dia-
grams the corresponding percentage values (of
a) Correction for choice of specified MCR point L1) for specified MCR power PM% and speed nM%:
PM% = PM/PL1 x 100%
When choosing a specified MCR point ‘M’ other nM% = nM/nL1 x 100%
than the nominal MCR point ‘L1’, the resulting

MAN Diesel 198 61 76-4.0
MAN B&W 6.04
Page 9 of 12
Specified MCR power, % of L1 Specified MCR power, % of L1

P M% PM%
110% 110%
L1
0% L1
100% 100%
0 °C
1% 1%
2% 90% 90%

M M
L3 L3 2 °C
3%
80% 80%
L2 4 °C
6 °C L
2
∆mM% ∆Tm 8 °C
70% 10 °C
70%
12 °C
L4 L4
60% 60%
80% 85% 90% 95% 100% 105% 110% n M% 80% 85% 90% 95% 100% 105% 110% n M%
Specified MCR engine speed, % of L1 Specified MCR engine speed, % of L1
∆mM% = 14 x ln (PM/PL1) – 24 x ln (nM/nL1) ∆TM = 15 x ln (PM/PL1) + 45 x ln (nM/nL1)

178 51 13-0.2
178 51 11-7.2
Fig. 6.04.07: Change of specific exhaust gas amount, Fig. 6.04.08: Change of exhaust gas temperature, ∆TM
∆mM% in % of L1 value and independent of PO in point M, in °C after turbocharger relative to L1 value
∆mM% : change of specific exhaust gas amount, in b) Correction for actual ambient conditions and
% of specific gas amount at nominal MCR backpressure
(L1), see Fig. 6.04.07.
For ambient conditions other than ISO
∆TM : change in exhaust gas temperature after 3046-1:2002 (E) and and backpressure other
turbocharger relative to the L1 value, in °C, than 300 mm WC at specified MCR point (M),
see Fig. 6.04.08. (PO = PM) the correction factors stated in the table in
Fig. 6.04.09 may be used as a guide, and the
∆TO : extra change in exhaust gas temperature corresponding relative change in the exhaust
when optimising point O lower than 100% M: gas data may be found from equations [7] and
PO% = (PO/PM) x 100%. [8], shown in Fig. 6.04.10.
∆TO =  0.3 x (100  PO%) = 0 [6]

as PO% = 100 for this engine type
Change of Change of
exhaust gas exhaust gas
Parameter Change temperature amount
Blower inlet temperature + 10° C + 16.0° C  4.1 %
Blower inlet pressure (barometric pressure) + 10 mbar  0.1° C + 0.3 %
Charge air coolant temperature (seawater temperature) + 10° C + 1.0° C + 1.9 %
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0° C 1.1 %
Fig. 6.04.09: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
MAN B&W S46MC-C8, S42MC7, S35MC7,

L35MC6, S26MC6 MAN Diesel 198 63 69-4.0
MAN B&W 6.04
Page 10 of 12
∆Mamb% =  0.41 x (Tair  25) + 0.03 x (pbar  1000) + 0.19 x (TCW  25 )  0.011 x (∆pM  300) % [7]
∆Tamb = 1.6 x (Tair  25)  0.01 x (pbar  1000) +0.1 x (TCW  25) + 0.05 x (∆pM  300) °C [8]
where the following nomenclature is used:
∆Mamb% : change in exhaust gas amount, in % of amount at ISO conditions
∆Tamb : change in exhaust gas temperature, in °C compared with temperatures at ISO conditions
Fig. 6.04.10: Exhaust gas correction formula for ambient conditions and exhaust gas back pressure
mS% TS °C
20 20
18 15
16
10
14
5
12 M
0
10
-5
8
-10
6
-15
4
-20
2
M
0 -25
50 60 70 80 90 100 110 PS%
2 Engine load, % specified MCR power
4
50 60 70 80 90 100 110 PS%
Engine load, % specified MCR power
178 24 623.0 178 24 635.0
PS% = (PS/PM) x 100% PS% = (PS/PM) x 100%
∆mS%= 37 x (PS/PM)3  87 x (PS/PM)2 + 31 x (PS/PM) + 19 ∆TS = 280 x (PS/PM)2  410 x (PS/PM) + 130
Fig. 6.04.11: Change of specific exhaust gas amount, ∆ms% Fig. 6.04.12: Change of exhaust gas temperature, ∆TS in
in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
c) Correction for engine load
Figs. 6.04.11 and 6.04.12 may be used, as ∆ms% : change in specific exhaust gas amount,
guidance, to determine the relative changes in % of specific amount at specified MCR
in the specific exhaust gas data when running point, see Fig. 6.04.11.
at part load, compared to the values in the
specified MCR point, i.e. using as input PS% = ∆Ts : change in exhaust gas temperature, in °C,
(PS/PM) x 100%: see Fig. 6.04.12.
MAN B&W MC/MCC, ME/ME-B/MEC/MEGI-TII engines

MAN Diesel 198 71 40-9.0
MAN B&W 6.04
Page 11 of 12
Calculation of Exhaust Data for Derated Engine

Example 3:
Expected exhaust gas data for a derated 6S46MC-C8-TII with conventionel MAN Diesel turbocharger
type TCA and fixed pitch propeller.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected exhaust gas amount and temperature at service rating, and for a given ambient reference
condition different from ISO.
The calculation is made for the service rating (S) being 80% of the specified MCR power of the diesel engine.
Service rating, (S) PS: 5,630 kW and 107.8 r/min, PS = 80.0% of PM
Reference conditions
Air temperature Tair ......................................... 20 °C b) Correction for ambient conditions and

Scavenge air coolant temperature TCW .......... 18 °C backpressure:
Barometric pressure pbar ........................ 1,013 mbar
Exhaust gas backpressure By means of equations [7] and [8]:
at specified MCR ∆pM .......................... 300 mm WC
∆Mamb% =  0.41 x (20  25) + 0.03 x (1,013  1,000)
a) Correction for choice of specified MCR point M + 0.19 x (18  25)  0.011 x (300  300)%
and optmising point O:
∆Mamb% = + 1.11%
7,038
PM% = ____
 8,280 
 x 100 = 85.0%
 
∆Tamb = 1.6 x (20  25)  0.01 x (1,013  1,000)
nM% = ____
 116.1  
129.0
 x 100 = 90.0% + 0.1 x (18  25) + 0.05 x (300  300) °C
∆Tamb =  8.8 °C
By means of Figs. 6.04.07 and 6.04.08:
c) Correction for the engine load:
∆mM% = + 0.25%
∆TM =  7.2 °C Service rating = 80% of specified MCR power
By means of Figs. 6.04.11 and 6.04.12:
As the engine is optmised in O lower than 100% M,
and PO% = 100.0% of PM ∆mS% = + 7.1%
we get by means of equation [6] ∆TS =  18.8 °C
∆TO =  0.3 x (100  100.0) =  0.0 °C

MAN Diesel 198 72 46-5.0
MAN B&W 6.04
Page 12 of 12
Final calculation Exhaust gas data at specified MCR (ISO)
By means of equations [4] and [5], the final result is At specified MCR (M), the running point may be in
found taking the exhaust gas flow ML1 and tempera- equations [4] and [5] considered as a service point
ture TL1 from the ‘List of Capacities’: where PS% = 100, ∆ms% = 0.0 and ∆Ts = 0.0.
ML1 = 71,100 kg/h For ISO ambient reference conditions where

∆Mamb% = 0.0 and ∆Tamb = 0.0, the corresponding
7,038
Mexh = 71,100 x ____  x (1 +  ____   
 8,280 
 
+0.25
100
) x
  calculations will be as follows:
7,038
(1 + ___
1.11
 100 ) x (1 + ___
 
    7.1   ) x  ___
100 100
80
= 52,486 kg/h
    Mexh,M = 71,100 x ____  x (1 +  ____   
 8,280 
 
+0.25
100
) x (1 +  ___
 
0.0
100
)
   
Mexh = 52,500 kg/h ±5% x (1 +  ___

0.0
100
) x  ____
   
100.0
100
= 60,586 kg/h
 
  
Mexh,M = 60,600 kg/h ±5%

The exhaust gas temperature
Texh,M = 265  7.2  0.0 + 0 + 0 = 257.8 °C
TL1 = 265 °C
Texh,M = 257.8 °C 15 °C
Texh = 265  7.2  0.0  8.8  18.8 = 230.2 °C
The air consumption will be:
Texh = 230.2 °C 15 °C
60,586 x 0.982 kg/h = 59,496 kg/h <=>
59,496/3,600 kg/s = 16.5 kg/s

MAN Diesel 198 72 46-5.0
MAN B&W
Fuel
7
MAN Diesel
MAN B&W 7.01
Page 1 of 3
Pressurised Fuel Oil System
The system is so arranged that both diesel oil and If the fuel oil pipe ‘X’ at inlet to engine is made as
heavy fuel oil can be used, see figure 7.01.01. a straight line immediately at the end of the en-
gine, it will be necessary to mount an expansion
From the service tank the fuel is led to an electri- joint. If the connection is made as indicated, with
cally driven supply pump by means of which a a bend immediately at the end of the engine, no
pressure of approximately 4 bar can be main- expansion joint is required.
tained in the low pressure part of the fuel circulat-
ing system, thus avoiding gasification of the fuel in
the venting box in the temperature ranges applied. Fuel Pumps and Drain
The venting box is connected to the service tank The introduction of the pump sealing arrange-
via an automatic deaerating valve, which will re- ment, the so-called ‘umbrella’ type, has made it
lease any gases present, but will retain liquids. possible to omit the separate camshaft lubricating
oil system.
From the low pressure part of the fuel system the
fuel oil is led to an electricallydriven circulating The umbrella type fuel oil pump has an additional
pump, which pumps the fuel oil through a heater external leakage rate of clean fuel oil which,
and a full flow filter situated immediately before through ‘AF’, is led to a tank and can be pumped
the inlet to the engine. to the heavy fuel oil service tank or settling tank.
The flow rate is approx. 0 - 1.25 litres/cyl. h.
An in-line viscocity regulator located after the
heater controls the heating temperature according This drained clean oil will, of course, influence the
to the prescribed viscosity of the specific fuel oil. measured SFOC, but the oil is thus not wasted,
and the quantity is well within the measuring ac-
curacy of the flowmeters normally used.
Design parameters
The main purpose of the drain ‘AF’ is to collect
To ensure ample filling of the fuel injection pumps, pure fuel oil from the fuel pumps as well as the
the capacity of the electricallydriven circulating unintentional leakage from the high pressure
pump is higher than the amount of fuel consumed pipes. The drain oil is lead to a tank and can be
by the diesel engine. Surplus fuel oil is recircu- pumped to the Heavy Fuel Oil service tank or to
lated from the engine through the venting box. the settling tank.
To ensure a constant fuel pressure to the fuel The ‘AF’ drain is provided with a box for giving
injection pumps during all engine loads, a spring alarm in case of leakage in a high pressure pipe.
loaded overflow valve is inserted in the fuel oil
system on the engine. The size of the sludge tank is determined on the
basis of the draining intervals, the classification
The fuel oil pressure measured on the engine (at society rules, and on whether it may be vented
fuel pump level) should be 78 bar, equivalent to a directly to the engine room.
circulating pump pressure of 10 bar.
Drain ‘AF’ is shown in Fig. 7.03.01.
The builton overflow valves, if any, at the supply
pumps are to be adjusted to 5 bar, whereas the The main components of the pressurised fuel oil
external bypass valve is adjusted to 4 bar. The system are further explained in section 7.05.
pipes between the tanks and the supply pumps
shall have minimum 50% larger passage area than
the pipe between the supply pump and the circu-
lating pump.
MAN B&W S42MC, S40MC-C, S35MC, S35MC-C, L35MC,

S26MC MAN Diesel 198 67 38-5.1
MAN B&W 7.01
Page 2 of 3
Fuel Oil System
From centrifuges # )
Aut. deaerating valve

Deck
Venting tank
Arr. of main engine fuel oil system.
(See Fig. 7.03.01)
Top of fuel oil service tank Diesel
Heavy fuel oil oil
service tank service
F 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
X mount an expansion unit. If the connection is made
as indicated, with a bend immediately before the
engine, no expansion unit is required.
To drain tank D* )
TE 8005 PT 8002
32 mm Nominal bore
PI PI TI TI Overflow valve
To storage/settling tank Adjusted to 4 bar
Fuel oil
drain tank a) d* )
Heater Circulating pumps Supply pumps
VT 8004
Full flow filter.

For filter type see engine spec.
#) Approximately the following quantity of fuel oil should be treated in

the centrifuges: 0.23 l/kwh as explained in Section 7.05. The capacity of
the centrifuges to be according to manufacturer’s recommendation.
* ) D to have min. 50% larger passage area than d.
078 70 06-1.1.0b
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150 °C
The letters refer to the list of ‘Counterflanges’
Fig. 7.01.01: Fuel oil system

MAN B&W 7.01
Page 3 of 3
Fuel Considerations
When the engine is stopped, the circulating Heating of fuel drain pipe
pump will continue to circulate heated heavy fuel
through the fuel oil system on the engine, thereby Owing to the relatively high viscosity of the heavy
keeping the fuel pumps heated and the fuel valves fuel oil, it is recommended that the drain pipe and
deaerated. This automatic circulation of preheated the fuel oil drain tank are heated to min. 50 °C, but
fuel during engine standstill is the background max. 100 °C.
for our recommendation: constant operation on
heavy fuel.
Fuel flow velocity and viscosity
In addition, if this recommendation was not fol-
lowed, there would be a latent risk of diesel oil and For external pipe connections, we prescribe the
heavy fuels of marginal quality forming incompat- following maximum flow velocities:
ible blends during fuel change over or when oper-
ating in areas with restrictions on sulpher content Marine diesel oil........................................... 1.0 m/s
in fuel oil due to exhaust gas emission control. Heavy fuel oil . ............................................. 0.6 m/s
In special circumstances a changeover to diesel The fuel viscosity is influenced by factors such
oil may become necessary – and this can be per- as emulsification of water into the fuel for reduc-
formed at any time, even when the engine is not ing the NOx emission. This is further described in
running. Such a changeover may become neces- Section 7.06.
sary if, for instance, the vessel is expected to be
inactive for a prolonged period with cold engine An emulsification arrangement for the main engine
e.g. due to: is described in our publication:
• docking Exhaust Gas Emission Control Today and

• stop for more than five days Tomorrow
• major repairs of the fuel system, etc.
Further information about fuel oil specifications is
available in our publication:
Guidelines for Fuels and Lubes Purchasing
The publications are available at www.mandiesel-


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 twostroke 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 8217:1996 and ISO 8217:2005, British
Standard 6843 and to CIMAC recommendations Guiding specification (maximum values)
regarding requirements for heavy fuel for diesel
engines, fourth edition 2003, in which the maxi-
Density at 15 °C kg/m3 < 1.010*
mum acceptable grades are RMH 700 and RMK Kinematic viscosity
700. The abovementioned ISO and BS standards at 100 °C cSt < 55
supersede 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) < 22
Ash % (m/m) < 0.15
In order to ensure effective and sufficient cleaning
of the HFO, i.e. removal of water and solid con- Total sediment potential % (m/m) < 0.10
taminants, the fuel oil specific gravity at 15 °C (60 Water % (v/v) < 0.5
°F) should be below 0.991, unless modern types Sulphur % (m/m) < 4.5
of centrifuges with adequate cleaning abilities are
Vanadium mg/kg < 600
used.
Aluminum + Silicon mg/kg < 80
Higher densities can be allowed if special treat- Equal to ISO 8217:2005 - 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

MAN Diesel 198 38 80-4.5
MAN B&W 7.03
Page 1 of 1
Fuel Oil Pipes and Drain Pipes
Fore Aft
Fuel valves
Shipyard Supplied
supply with engine
LS 8006 AH
Leakage alarm
Leakage Fuel oil
H.P. pipes outlet (umbrella)
Fuel pump with Orifice

puncture valve
Fuel oil
Drain pump foot return pipe Baseplate
Shock
absorber
X
Checking of the
shock absorber
condition
F
TI 8005 PI 8001
Counter pressure valve To sludge tank
Clean HFO return To sludge TE 8005 I PT 8001 I AL AE
to HFO service tank tank
or settling tank
AF AE
The letters refer to list of ‘Counterflanges’
The item No. refer to ‘Guidance values automation’
178 38 33-2.5
Fig. 7.03.01: Fuel oil and drain pipes, standard fuel pump
MAN B&W S46MC-C, S42MC, S40MC-C

MAN Diesel 198 67 53-9.1
MAN B&W 7.03
Page 1 of 1
Fuel Oil Pipes and Drain Pipes
Fore Aft
Fuel valves
Shipyard Supplied
supply with engine
LS 8006 AH Only for S26MC
Leakage alarm
Leakage Fuel oil
H.P. pipes outlet (umbrella)
Fuel pump with Orifice

puncture valve
Fuel oil
Drain pump foot return pipe Baseplate
Shock
absorber
F
TI 8005 PI 8001
Counter pressure valve To sludge tank
Clean HFO return To sludge PT 8001 I AL AE
TE 8005 I
to HFO service tank tank
or settling tank
AF AE
The item No. refer to ‘Guidance values automation’
178 57 53-9.1
Fig. 7.03.01: Fuel oil and drain pipes
MAN B&W S35MC, S35MC-C, L35MC, S26MC

MAN Diesel 198 59 06-9.1
MAN B&W 7.04
Page 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
$RAINæPIPEæFUELæOIL
&UELæOILæOUTLET
!ç!
&UELæOILæINLET
(EATINGæPIPE
% &UELæOILæOUTLET
3EENæFROMæCYLæSIDE
(EATINGæPIPE
#YLæ &ORE
!$
!&
"$
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine 178 50 65 0.2
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines,

Engine Selection Guide MAN Diesel 198 40 518.3
MAN B&W 7.04
Page of 3
Heat Loss in Piping
Temperature difference between pipe and room

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

Pipe diameter mm
178 50 602.0
Fig. 7.04.02: Heat loss/Pipe cover
MAN B&W MC/MCC, ME/ME-C/ME-GI/ME-B engines,

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
L
Cyl. 1 water outlet
Fuel valve
Shock absorber Drain cyl. frame
See drawing
Fuel pump
Fuel oil pipes insulation
F
BX
AF
AD
BD
X
BF

178 50 625.0
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.
Antisplashing tape Clamping bands
Overlap
The tape is to be wrapped in accordance with Plate 0,5 mm. thickness The width is to cover
the makers instruction for class approval head of bolts and nuts
178 52 555.2
Fig. 7.04.04a: Spray Shields by anti-splashing tape Fig. 7.04.04b: Spray Shields by clamping bands
MAN B&W K98MC/MCC, K98ME/ME-C, S90MC-C, S90ME-C,

K90MC-C, K90ME/ME-C, S80MC/MC-C, S80ME-C, K80MC-C,
K80ME-C, S70MC, S/L70MC-C, S/L70ME-C, S70ME-GI, S65ME-GI,
MAN Diesel 198 67 68-4.1
S60MC, S/L60MC-C, S/L60ME-C, S60ME-B, S60ME-GI, S50MC,

Engine Selection Guide
MAN B&W 7.04
Page of 3
&ORE !FT
&ROMæFRESHæCOOLING
WATERæOUTLET
!&
"$
"8
8
&
"&
The letters refer to list of ‘Counterflanges’ 183 15 33-1.2.0a
!NTIçSPLASHINGæTAPE #LAMPINGæBANDS
/VERLAP
4HEæTAPEæISæTOæBEæWRAPPEDæINæACCORDANCEæWITHæ 0LATEææMMæTHICKNESS 4HEæWIDTHæISæTOæCOVERæ

THEæMAKERSæINSTRUCTIONæFORæCLASSæAPPROVAL HEADæOFæBOLTSæANDæNUTS
178 52 555.2
MAN B&W S50MC-C7/8, S50ME-C7/8, S46MC-C7/8

MAN Diesel 198 67 69-6.0
MAN B&W 7.04
Page 3 of 3
Fore Aft
AF
BX
X
F
BF
The letters refer to list of ‘Counterflanges’ 183 15 33-1.2.0b
Overlap
178 52 555.2
MAN B&W S42MC, S40MC-C

MAN Diesel 198 67 70-6.1
MAN B&W 7.04
Page 3 of 3
Fore Aft
BX
AF
BF
The letters refer to list of ‘Counterflanges’ 184 20 33-2.0.0b
Overlap
178 52 555.2
MAN B&W S35MC. S35MC-C, L35MC, S26MC

MAN Diesel 198 67 75-7.1
MAN B&W 7.05
Page 1 of 3
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 not to based on the above recommendation, or it should
be recommended, neither for attended machinery be a centrifuge of the same size as that for HFO.
spaces (AMS) nor for unattended machinery spac-
es (UMS). Centrifuges must be selfcleaning, either The Nominal MCR is used to determine the to-
with total discharge or with partial discharge. tal installed capacity. Any derating can be taken
into consideration in borderline cases where the
Distinction must be made between installations for: centrifuge that is one step smaller is able to cover
Specified MCR.
• Specific gravities < 0.991 (corresponding to ISO
8217 and British Standard 6843 from RMA to
RMH, and CIMAC from A to Hgrades Fuel oil supply pump
• Specific gravities > 0.991 and (corresponding to This is to be of the screw or gear wheel type.
CIMAC Kgrades).
Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
For the latter specific gravities, the manufacturers Fuel oil viscosity maximum........................1000 cSt
have developed special types of centrifuges, e.g.: Pump head.......................................................4 bar
Fuel oil flow......................... see ‘List of Capacities’
Alfa Laval.........................................................Alcap Delivery pressure.............................................4 bar
Westfalia........................................................ Unitrol Working temperature.................................... 100 °C
Mitsubishi............................................... EHidens II Minimum temperature..................................... 50 °C
The centrifuge should be able to treat approxi- The capacity stated in ‘List of Capacities’ is to be ful-
mately the following quantity of oil: filled with a tolerance of: ÷0% to +15% and shall also
be able to cover the backflushing, see ‘Fuel oil filter’.
0.23 litres/kWh
This figure includes a margin for: Fuel oil circulating pump
• Water content in fuel oil This is to be of the screw or gear wheel type.
• Possible sludge, ash and other impurities in the
fuel oil Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
• Increased fuel oil consumption, in connection Fuel oil viscosity normal.................................20 cSt
with other conditions than ISO standard condi- Fuel oil viscosity maximum........................1000 cSt
tion Fuel oil flow......................... see ‘List of Capacities’
• Purifier service for cleaning and maintenance. Pump head.......................................................6 bar
Delivery pressure........................................... 10 bar
The size of the centrifuge has to be chosen ac- Working temperature.................................... 150 °C
cording to the supplier’s table valid for the select-
ed viscosity of the Heavy Fuel Oil. Normally, two The capacity stated in ‘List of Capacities’ is to be ful-
centrifuges are installed for Heavy Fuel Oil (HFO), filled with a tolerance of: ÷0% to +15% and shall also
each with adequate capacity to comply with the be able to cover the backflushing, see ‘Fuel oil filter’.
above recommendation.
Pump head is based on a total pressure drop in
A centrifuge for Marine Diesel Oil (MDO) is not a filter and preheater of maximum 1.5 bar.
must. However, MAN Diesel recommends that at
least one of the HFO purifiers can also treat MDO.
MAN B&W MC/MC-C, ME/MEC/MEGI/ME-B engines

MAN Diesel 198 39 512.6
MAN B&W 7.05
Page 2 of 3
Fuel Oil Heater
The heater is to be of the tube or plate heat ex- Fuel oil viscosity specified.... up to 700 cSt at 50°C
changer type. Fuel oil flow..................................... see capacity of
fuel oil circulating pump
The required heating temperature for different oil Heat dissipation.................. see ‘List of Capacities’
viscosities will appear from the ‘Fuel oil heating Pressure drop on fuel oil side.........maximum 1 bar
chart’, Fig. 7.05.01. The chart is based on informa- Working pressure........................................... 10 bar
tion from oil suppliers regarding typical marine Fuel oil inlet temperature..................approx. 100 °C
fuels with viscosity index 7080. Fuel oil outlet temperature............................ 150 °C
Steam supply, saturated...........................7 bar abs
Since the viscosity after the heater is the control-
led parameter, the heating temperature may vary, To maintain a correct and constant viscosity of
depending on the viscosity and viscosity index of the fuel oil at the inlet to the main engine, the
the fuel. steam supply shall be automatically controlled,
usually based on a pneumatic or an electrically
Recommended viscosity meter setting is 1015 cSt. controlled system.
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 280.1
Fig. 7.05.01: Fuel oil heating chart
MAN B&W MC/MC-C, ME/MEC/MEGI/ME-B engines

MAN Diesel 198 39 512.6
MAN B&W 7.05
Page of 3
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
have sufficient capacity to allow the specified full 6ENTæPIPE
NOMINALæ$
amount of oil to flow through each side of the filter
at a given working temperature with a max. 0.3
bar pressure drop across the filter (clean filter). #ONE
(

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
by the amount of oil used for the backflushing, so 4OPæOFæFUELæOILæ
SERVICEæTANK
that the fuel oil pressure at the inlet to the main en-
(
gine can be maintained during cleaning. )NLETæPIPE

NOMINALæ$
(
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
filters require a greater oil pressure at the inlet to
the filter than the pump pressure specified. There- 0IPE
NOMINALæ$
fore, the pump capacity should be adequate for
this purpose, too.
(
The fuel oil filter should be based on heavy fuel oil /UTLETæPIPE
NOMINALæ$
of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec
178 38 393.3
Redwood I/100 °F.
Flow m3/h Dimensions in mm
Fuel oil flow.......................... see ‘List of capacities’ Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
Working pressure........................................... 10 bar 1.3 150 32 15 100 600 171.3 1,000 550
Test pressure....................... according to class rule 2.1 150 40 15 100 600 171.3 1,000 550
Absolute fineness........................................... 50 µm 5.0 200 65 15 100 600 171.3 1,000 550
Working temperature................... maximum 150 °C 8.4 400 80 15 150 1,200 333.5 1,800 1,100
Oil viscosity at working temperature.............15 cSt 11.5 400 90 15 150 1,200 333.5 1,800 1,100
Pressure drop at clean filter.........maximum 0.3 bar 19.5 400 125 15 150 1,200 333.5 1,800 1,100
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Filter to be cleaned at a pressure
43.0 500 200 15 150 1,500 402.4 2,150 1,350
drop of . .......................................maximum 0.5 bar
* The maximum flow of the fuel oil circulation pump
Note: Fig. 07.05.02: Fuel oil venting box

Absolute fineness corresponds to a nominal fine-
ness of approximately 35 µm at a retaining rate of
90%. Flushing of the fuel oil system
The filter housing shall be fitted with a steam jack- Before starting the engine for the first time, the
et for heat tracing. system on board has to be flushed in accordance
with MAN Diesel’s recommendations ‘Flushing of
Fuel Oil System’ which is available on request.
MAN B&W MC/MC-C, ME/ME-C/ME-GI/ME-B engines,

MC/ME Engine selection guides MAN Diesel 198 47 35-0.2
MAN B&W 7.06
Page 1 of 2
Water In Fuel Emulsification
The emulsification of water into the fuel oil reduc- Safety system
es the NOx emission with about 1% per 1% water
added to the fuel up to about 20% without modifi- In case the pressure in the fuel oil line drops, the
cation of the engine fuel injection equipment. water homogenised into the Water In Fuel emul-
sion will evaporate, damaging the emulsion and
A Water In Fuel emulsion (WIF) mixed for this pur- creating supply problems. This situation is avoid-
pose and based on Heavy Fuel Oil (HFO) is stable ed by installing a third, air driven supply pump,
for a long time, whereas a WIF based on Marine which keeps the pressure as long as air is left in
Diesel Oil is only stable for a short period of time the tank ‘S’, see Fig. 7.06.01.
unless an emulsifying agent is applied.
Before the tank ‘S’ is empty, an alarm is given and
As both the MAN B&W twostroke main engine the drain valve is opened, which will drain off the
and the MAN Diesel GenSets are designed to run WIF and replace it with HFO or diesel oil from the
on emulsified HFO, it can be used for a common service tank.
system.
The drain system is kept at atmospheric pressure,
It is supposed below, that both the main engine so the water will evaporate when the hot emulsion
and GenSets are running on the same fuel, either enters the safety tank. The safety tank shall be
HFO or a homogenised HFO-based WIF. designed accordingly.
Special arrangements are available on request for Impact on the auxiliary systems
a more sophisticated system in which the GenSets
can run with or without a homogenised HFO- Please note that if the engine operates on Water
based WIF, if the main engine is running on that. In Fuel emulsion (WIF), in order to reduce the NOx
emission, the exhaust gas temperature will de-
Please note that the fuel pump injection capacity crease due to the reduced air / exhaust gas ratio
shall be confirmed for the main engine as well as and the increased specific heat of the exhaust gas.
the GenSets for the selected percentage of water
in the WIF. Depending on the water content, this will have an
impact on the calculation and design of the fol-
lowing items:
Temperature and pressure • Freshwater generators
• Energy for production of freshwater
When water is added by emulsification, the fuel • Jacket water system
viscosity increases. In order to keep the injection • Waste heat recovery system
viscosity at 10-15 cSt and still be able to operate • Exhaust gas boiler
on up to 700 cSt fuel oil, the heating temperature • Storage tank for freshwater
has to be increased to about 170 °C depending on
the water content. For further information about emulsification of wa-
ter into the fuel and use of Water In Fuel emulsion
The higher temperature calls for a higher pressure (WIF), please refer to our publication titled:
to prevent cavitation and steam formation in the
system. The inlet pressure is thus set to 13 bar. Exhaust Gas Emission Control Today and
Tomorrow
In order to avoid temperature chock when mixing
water into the fuel in the homogeniser, the water The publication is available at
inlet temperature is to be set to 7090 °C. www.mandieselturbo.com under ‘Products’ →

MAN Diesel 198 38 828.4
MAN B&W 7.06
Page 2 of 2
From
centrifuges Deck
Automatic
To special deaerating Deaerating to be
safety tank valve controlled against
expansion of water
Venting box
Diesel BX F
Heavy fuel oil
oil service
service tank
tank
X
To HFO BF AD
F. O. special service or
safety tank AF BD
settling tank
Common fuel oil supply unit 32 mm

Nom.
Overflow valve bore
adjusted to b)
12 bar Full flow a)
Homogeniser filter Main engine
Supply pumps
Water in oil F.O.
measuring drain
Filter
Booster tank
pump To HFO service
or settling tank
Circulating Heater
Fresh water
Compressed pumps
supply
air
‘S’ Safety pump
Supply air tank air operated
A2 A2 A2
A1 A1 A1
A3 A3 A3
GenSet GenSet GenSet
Fuel oil
To HFO service sludge tank To freshwater cooling
or settling tank pump suction
– – – – – – – – – Diesel oil Number of auxiliary engines, pumps, coolers, etc.

Heavy fuel oil are subject to alterations according to the actual
Heated pipe with insulation plant specification.
a) Tracing fuel oil lines: Max. 150 °C The letters refer to the list of ‘Counterflanges’.
b) Tracing fuel oil drain lines: Max. 90 °C,
min. 50 °C for installations with jacket cooling water
198 99 018.3
Fig. 7.06.01: System for emulsification of water into the fuel common to the main engine and MAN Diesel GenSets

MAN Diesel 198 38 828.4
MAN B&W
Lubricating Oil

8
MAN Diesel
MAN B&W 8.01
Page 1 of 2
Lubricating and Cooling Oil System
The lubricating oil is pumped from a bottom tank by has a drain arrangement so that oil condensed in
means of the main lubricating oil pump to the lubri- the pipe can be led to a drain tank, see details in
cating oil cooler, a thermostatic valve and, through Fig. 8.07.01.
a fullflow filter, to the engine inlet RU, Fig. 8.01.01.
Drains from the engine bedplate ‘AE’ are fitted on
RU lubricates main bearings, thrust bearing, axial both sides, see Fig. 8.07.02 ‘Bedplate drain pipes’.
vibration damper, crankpin bearings, piston cooling,
crosshead, camshaft and turbocharger bearings. For external pipe connections, we prescribe a
maximum oil velocity of 1.8 m/s.
The main lube oil system is common to the cam-
shaft as well. The major part of the oil is divided
between piston cooling and crosshead lubrication. Lubrication of turbochargers
From the engine, the oil collects in the oil pan, Turbochargers with slide bearings are normally
from where it is drained off to the bottom tank, see lubricated from the main engine system. AB is
Fig. 8.06.01a and b ‘Lubricating oil tank, with cof- outlet from the turbocharger, see Figs. 8.03.01 to
ferdam’. By class demand, a cofferdam must be 8.03.03, which are shown with sensors for UMS.
placed underneath the lubricating oil tank.
Figs. 8.03.01 to 8.03.03 show the lube oil pipe ar-
The engine crankcase is vented through ‘AR’ by a rangements for different turbocharger makes.
pipe which extends directly to the deck. This pipe
Deck
Engine
oil
To drain tank
*
Min. 15°
Thermostatic valve Pos. 005: throttle valve

E
TI TI TI PI PI RU
AR
Feeler, 45 °C Fullflow filter AB
Lube. oil
Deaeration
cooler
S S
For initial fillling of pumps

Lube oil bottom tank
Pos. 006: 25 mm valve with cofferdam
for cleaning process From purifier To purifier
Lube oil pumps

* Venting for MAN Diesel or Mitsubishi turbochargers only
178 57 55-2.2
Fig. 8.01.01 Lubricating and cooling oil system

MAN Diesel 198 56 36-1.1
MAN B&W 8.01
Page 2 of 2
Lubricating and Cooling Oil Pipes
TI 8112 PI 8108
TE 8112 I AH PT 8108 I AL Y
XS 8150 AH PS 8109 Z
Fore Aft
RU
Starting air Crosshead bearing,
distributor System oil outlet crankpin bearing
and piston Lubricating oil
Governor drive to turbocharger
Thrust bearing
Standard for 56S and TI 8106

engines with PTO on fore end
S S
WT 8812 I AH Y TE 8106 I AH Y
Axial vibration damper Exhaust valve actuator TS 8107 Z
Chain drive
TI 8113 Main bearings
Fuel pump
AR
TE 8113 I AH
To camshaft
FS 8114 AL Y
317 12 76-5.4.0
Fig. 8.01.02 Lubricating and Cooling Oil Pipes on engine
MAN B&W S50MC, S50MC-C, S46MC-C, S42MC,

S40MC-C, S35MC, S35MC-C, L35MC, S26MC MAN Diesel 198 59 08-2.1
MAN B&W 8.02
Page of 1
Hydraulic power supply unit

MAN Diesel 198 56 37-3.0
MAN B&W 8.03
Page 1 of 2
Lubricating Oil Pipes for Turbochargers
From system oil
PI 8103
MAN Diesel TCA

turbocharger
TI 8117 PT 8103 I AL
TE 8117 I AH
AB
121 14 96-6.1.0
Fig. 8.03.01: MAN Diesel turbocharger type TCA
From system oil
PI 8103
PT 8103 I AL
ABB TPL TI 8117

turbocharger
TE 8117 I AH
AB
126 40 85-8.3.0
Fig. 8.03.02: ABB turbocharger type TPL
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.03
Page 2 of 2
From system oil
PI 8103
E
MET turbocharger
TI 8117
TE 8117 I AH
AB
126 40 87-1.2.0
Fig. 8.03.03: Mitsubishi turbocharger type MET
MAN B&W MC/MCC, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.04
Page 1 of 1
Lubricating Oil Centrifuges and List of Lubricating Oils
For Unattended Machinery Spaces (UMS), auto-

matic centrifuges with total discharge or partial
discharge are to be used. Manual cleaning cen-
trifuges can only be used for Attended Machinery
Spaces (AMS).
The nominal capacity of the centrifuge is to be

according to the supplier’s recommendation for
lubricating oil, based on the figure:
0.136 litre/kWh
The Nominal MCR is used as the total installed

power.
List of lubricating oils
The circulating oil (lubricating and cooling oil)

must be of the rust and oxidation inhibited type of
oil of SAE 30 viscosity grade.
In order to keep the crankcase and piston cooling

spaces clean of deposits, the oil should have ad-
equate dispersion and detergent properties.
Alkaline circulating oils are generally superior in

this respect.
The oils listed below have all given long-term sat-

isfactory service in MAN B&W engine installations:
Circulating oil
Company SAE 30, BN 510
BP Energol OEHT 30
Castrol CDX 30
Chevron *) Veritas 800 Marine 30
ExxonMobil Mobilgard 300
Shell Melina 30 / S 30
Total Atlanta Marine D 3005
*) Includes Caltex, Chevron and Texaco
Also other brands have been used with satisfac-

tory results.
MAN B&W MC/MC-C, ME/MEC/MEGI/ME-B engines,

MAN B&W 8.05
Page 1 of 1
Components for Lubricating Oil System
Lubricating oil full flow filter Flushing of lubricating oil system
Lubricating oil flow............... see ‘List of capacities’ Before starting the engine for the first time, the lu-
Test pressure......................according to class rules bricating oil system on board has to be cleaned in
Working temperature.............. approximately 45 °C accordance with MAN Diesel’s recommendations:
Oil viscosity at working temp............... 90  100 cSt ‘Flushing of Main Lubricating Oil System’, which is
Pressure drop with clean filter.....maximum 0.2 bar available on request.
Filter to be cleaned
at a pressure drop........................maximum 0.5 bar
The filter working pressure and absolute fineness

is to be found in the Project Guide for the specific
engine.
Note:
8590% of all particles bigger than 25 µm are
retained in surface filter with a filter fineness of 40
µm absolute, and 35 µm for 50 µm.
The flow capacity must be within a range from

100 to 112% of the capacity stated.
The full flow 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).
If a filter with a backflushing arrangement is in-

stalled, the following should be noted:
• The required oil flow, specified in the ‘List of

capacities’, should be increased by the amount
of oil used for the backflushing, so that the
lubricating oil pressure at the inlet to the main
engine can be maintained during cleaning.
• If an automatically cleaned filter is installed, it

should be noted that in order to activate the
cleaning process, certain makes of filter require
a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
pump capacity should be adequate for this pur-
pose, too.
MAN B&W MC/MC-C, ME/ME-C/-GI, ME-B engines

MAN Diesel 198 38 87-7.4
MAN B&W 8.06
Page 1 of 1
Lubricating Oil Tank


MAN Diesel 198 48 559.1
MAN B&W 8.07
Page 1 of 1
Crankcase Venting and Bedplate Drain Pipes


MAN Diesel 198 48 560.1
MAN B&W
Cylinder Lubrication

9
MAN Diesel
MAN B&W 9.01
Page 1 of 1
Cylinder Lubricating Oil System
The cost of the cylinder lubricating oil is one of the Modern highrated twostroke engines have a
largest contributions to total operating costs, next relatively great demand for detergency in the cyl-
to the fuel oil cost. Another aspect is that the lu- inder oil. Therefore cylinder oils should be chosen
brication rate has a great influence on the cylinder according to the below list.
condition, and thus on the overhauling schedules
and maintenance costs. A BN 70 cylinder oil is to be used as the default
choice of oil and it may be used on all fuel types.
It is therefore of the utmost importance that the However, in case of the engine running on fuel
cylinder lubricating oil system as well as its opera- with sulphur content lower than 1.5 % for more
tion is optimised. than 1 to 2 weeks, we recommend to change to a
lower BN cylinder oil such as BN 40-50.
Cylinder lubricators and service tank The cylinder oils listed below have all given long-
term satisfactory service during heavy fuel opera-
The cylinder lubricators can be either the electronic tion in MAN B&W engine installations:
MAN B&W Alpha Cylinder Lubricators or a me-
chanical type driven by the engine. Basic design is Company Cylinder oil Cylinder oil
MAN B&W Alpha Cylinder Lubricators, EoD: 4 42 SAE 50, BN 60-80 SAE 50, BN 40-50
104. The options are listed in the Extent of Delivery. BP Energol CLO 50 M Energol CL 505
Energol CL 605 Energol CL-DX 405
The cylinder lube oil is supplied from a gravity- Castrol Cyltech 70 / 80AW Cyltech 40 SX / 50 S
feed cylinder oil service tank to where it is being Chevron *) Taro Special HT 70 Taro Special HT LS 40
pumped from the cylinder oil storage tank. The ExxonMobil Mobilgard 570 Mobilgard L540
size of the cylinder oil service tank depends on Shell Alexia 50 Alexia LS
the owner’s and yard’s requirements, and it is Total Talusia Universal Talusia LS 40
Talusia HR 70
normally dimensioned for minimum two days’
consumption. *) Includes Caltex, Chevron and Texaco
The cylinder lubricating oil consumption could be Also other brands have been used with satisfac-
monitored by installing a flow meter on the pres- tory results.
sure side of the pump in the supply line to the
service tank, if required by the shipowner. Pro- Cylinder oil feed rate (dosage)
vided the oil level in the service tank is kept the
same every time the flow meter is being read, the The recommendations are valid for all plants,
accuracy is satisfactory. whether controllable pitch or fixed pitch propellers
are used.
A cylinder lubricating oil supply system for engine
plants with MAN B&W Alpha Cylinder Lubricators In case of average sulphur content, the average
is shown in Fig. 9.02.02 and for plants with me- cylinder oil feed rate at all loads for MAN B&W
chanical cylinder lubricators in Fig. 9.03.03. In both Alpha Cylinder Lubricator is 0.65 g/kWh for types
cases a dual system for supply of two different BN 98-60 and 0.70 g/kWh for types 50-26. Adjustment
cylinder oils is shown. of the cylinder oil dosage of the MAN B&W Alpha
Cylinder Lubricator to the sulphur content in the
fuel being burnt is further explained in Section 9.02.
Cylinder oils
The nominal cylinder oil feed rate at nominal MCR
Cylinder oils should, preferably, be of the SAE 50 for a mechanical cylinder lubricator is typically
viscosity grade. 0.8 - 1.2 g/kWh for K/L engines and 1.0 - 1.5 g/kWh
for S engines.
MAN B&W MC Engine Selection Guide

MAN Diesel 198 79 46-3.0
MAN B&W 9.02
Page 1 of 5
MAN B&W Alpha Cylinder Lubrication System
The MAN B&W Alpha cylinder lubrication system, System control units
see Figs. 9.02.02 and 9.02.03, is designed to sup-
ply cylinder oil intermittently, every 2 to 20 engine The cylinder lubrication system is controlled by
revolutions with electronically controlled timing the Master Control Unit (MCU) which calculates
and dosage at a defined position. the injection frequency on the basis of the engine-
speed signal given by the tacho signal (ZE) and
Cylinder lubricating oil is fed to the engine by the fuel index.
means of a pump station which as standard is
mounted on the engine, EoD: 4 42 150 (for all Lubricating control functions such as ‘mep de-
MC/MC-C engines except S35MC7), or could pendent’ and ‘load change dependent’ are all
be placed in the engine room, option: 4 42 152 incorporated in the MAN B&W Alpha cylinder lu-
(standard execution for S35MC7). brication system.
The pump station has two pumps (one operating, The MAN B&W Alpha Cylinder Lubricator is pre
the other stand-by with automatic start up) with ferably to be controlled in accordance with the
in-line filters and a heater, see Fig. 9.02.02. Alpha Adaptive Cylinder oil Control (Alpha ACC)
feed rate system. The Alpha ACC is explained in
The oil fed to the injectors is pressurised by the following page.
means of one or two Alpha Lubricators placed
on each cylinder and equipped with small The MCU is equipped with a Backup Control Unit
multipiston pumps, see Fig. 9.02.03. (BCU) which, if the MCU malfunctions, activates
an alarm and takes control automatically or manu-
Accumulator tanks on the lubricator inlet pipes ally, via a Switch Board Unit (SBU), Fig. 9.02.04.
ensure adequate filling of the lubricator while ac-
cumulators on the outlet pipes serve to dampen The MCU, BCU and SBU together comprise the
the pressure fluctuations. The oil pipes fitted on Alpha Cylinder Lubricator Control Unit (ALCU) in
the engine is shown in Fig. 9.02.03. shape of a single steel cabinet which is, as stand-
ard, located in the Engine Control Room. Fig.
On engines with double lubricators, a by-pass 9.02.05 shows the wiring diagram for the MAN
valve allows for circulating and heating the cyl- B&W Alpha Cylinder Lubrication System.
inder oil before starting the engine under cold
engine room conditions. On engines with one lu- The yard supply should be according to the items
bricator per cylinder, this is done by means of the shown in Fig. 9.02.02 within the broken line.
valve on the cylinderblock intended for emptying
the accumulator.
Prior to start-up, the cylinders can be pre-lubricat-

ed and, during the runningin period, the operator
can choose to increase the lubricating oil feed
rate to a max. setting of 200%.
MAN B&W MC Engine Selection Guide

MAN Diesel 198 79 49-9.0
MAN B&W 9.02
Page 2 of 5
Alpha Adaptive Cylinder Oil Control (Alpha ACC)
It is a wellknown fact that the actual need for Basic and minimum setting with Alpha ACC
cylinder oil quantity varies with the operational
conditions such as load and fuel oil quality. Con- The recommendations are valid for all plants,
sequently, in order to perform the optimal lubrica- whether controllable pitch or fixed pitch propellers
tion – costeffectively as well as technically – the are used.
cylinder lubricating oil dosage should follow such
operational variations accordingly. Safe and very lubricatingeconomical control after
running-in is obtained with a basic setting accord-
The Alpha lubricating system offers the possibility ing to the formula:
of saving a considerable amount of cylinder lubri-
cating oil per year and, at the same time, to obtain Basic lubricating oil setting = 0.26 g/kWh x S%
a safer and more predictable cylinder condition.
with a minimum setting of 0.60 g/kWh, i.e. the
The name of the algorithm which controls the setting should be kept constant from about 2.3%
cylinder oil dosage proportional to the sulphur sulphur and downwards.
content in the fuel is Alpha Adaptive Cylinder oil
Control, Alpha ACC.
Absolute dosage (g/kWh)
1.40
1.30
Working principle 1.20
1.10
1.00
The basic feed rate control should be adjusted in 0.90
relation to the actual fuel quality and amount be- 0.80
ing burnt at any given time. The sulphur percent- 0.70
0.60
age is a good indicator in relation to wear, and an 0.50
oil dosage proportional to the sulphur level will 0.40
give the best overall cylinder condition. 0.30
0.20
0.10
The following two criteria determine the control: 0.00
0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
• The cylinder oil dosage shall be proportional to
the sulphur percentage in the fuel 178 61 184.0
• The cylinder oil dosage shall be proportional to Fig 9.02.01: Cylinder lubricating oil dosage with Alpha
the engine load (i.e. the amount of fuel entering ACC at all loads (BN 70 cylinder oil) after running-in
the cylinders).
The implementation of the above two criteria will Due to the sulphur dependency, the average cyl-
lead to an optimal cylinder oil dosage, proportion- inder oil dosages rely on the sulphur distribution
al to the amount of sulphur entering the cylinders. in worldwide fuel bunkers. Based on deliveries all
over the world, the resulting yearly specific cylin-
der oil dosage is close to 0.7 g/kWh.
Further information on cylinder oil as a function of

fuel oil sulphur content and alkalinity of lubricating
oil is available from MAN Diesel.
MAN B&W S50MC, S50MCC, S46MC-C, S42MC, S40MC-C,

S35MC, S35MC-C, L35MC, S26MC MAN Diesel 198 76 15-6.1
MAN B&W 9.02
Page 3 of 5
Pump Station and MAN B&W Alpha Cylinder Lubricators on Engine
Deck
Service tank Service tank

Filling pipe for low BN for high BN Filling pipe
cylinder oil cylinder oil
1) Flow meter 1)
Flow meter
F LS LS F
Inter lock
25mm nominal bore
Storage tank Storage tank
for low BN for high BN
cylinder oil cylinder oil
Min. 3,000mm
Ship builder
Ship builder
DN32 DN32
#) #) DN15
AC AU
*)
AC
#) If pump station is placed on engine Pump
*) If pump station is placed in engine room station
1) If required by the shipowner *)
AU
DN15

The item No. refer to ‘Guidance values Automation’
078 78 46-0.0.0c
Fig. 9.02.02: Cylinder lubricating oil supply system for two different BN oils
Cylinder
ZV 8204 C Solenoid valve

Accumulator Lubricator
ZT 8203 C Feedback sensor

Accu.
Circulation valve #)
AU
AC
The letters refer to list of ‘Counterflanges’ #) In case of COLD engine room conditions, open the valve
The item No. refer to ‘Guidance values Automation’ to circulate and heat up the cylinder oil. The valve is then
to be closed before starting.
121 36 61-8.4.0d
Fig. 9.02.03: MAN B&W Alpha cylinder lubricators with piping and instrumentation on engine
MAN B&W S46MC-C, S42MC, S40MC-C,

S35MC-C, L35MC6 MAN Diesel 198 64 23-3.0
MAN B&W 9.02
Page 3 of 5
$ECK
3ERVICEæTANK 3ERVICEæTANK
&ILLINGæPIPE FORæLOWæ". FORæHIGHæ". &ILLINGæPIPE
CYLINDERæOIL CYLINDERæOIL
&LOWæMETER
&LOWæMETER
& ,3 ,3 &
)NTERæLOCK
MMæNOMINALæBORE
3TORAGEæTANK 3TORAGEæTANK
FORæLOWæ". FORæHIGHæ".
-INæMM
3HIPæBUILDER
3HIPæBUILDER
$. $.
$.
!#
0UMPæSTATION
PLACEDæIN
æ)FæREQUIREDæBYæTHEæSHIPOWNER ENGINEæROOM
!5
$.

078 78 46-0.0.0d
#YLINDER
:6ææææææ# 3OLENOIDæVALVE
!CCUMULATOR ,UBRICATOR
:4ææææææ# &EEDçBACKæSENSOR
!CCU
#IRCULATIONæVALVEæææ
!5
!#
The letters refer to list of ‘Counterflanges’ #) In case of COLD engine room conditions, open the valve
The item No. refer to ‘Guidance values Automation’ to circulate and heat up the cylinder oil. The valve is then
to be closed before starting.
121 36 61-8.4.0d
MAN B&W S35MC7

MAN Diesel 198 65 26-4.0
MAN B&W 9.02
Page of 5
$ECK
&ILLINGæPIPE FORæLOWæ". FORæHIGHæ". &ILLINGæPIPE
&LOWæMETER
&LOWæMETER
& ,3 ,3 &
)NTERæLOCK
MMæNOMINALæBORE
-INæMM
3HIPæBUILDER
3HIPæBUILDER
$. $.
$.
!# !5

!#
æ)FæPUMPæSTATIONæISæPLACEDæONæENGINE 0UMP

æ)FæPUMPæSTATIONæISæPLACEDæINæENGINEæROOM STATION
æ)FæREQUIREDæBYæTHEæSHIPOWNER

!5
$.

078 78 46-0.0.0c
The illustration and data are available on request
MAN B&W S26MC6

MAN Diesel 198 64 24-5.0
MAN B&W 9.02
Page 4 of 5
Lubricator Control System
The external electrical system must be capable of and slow down (Normally Open) for:
providing the MCU and BCU with an un-interrupt-
ible supply of 24 Volt DC power. • Electronic cylinder lubricator system
The MAN B&W Alpha Cylinder Lubricator System The system has a connection for coupling it to a
is equipped with the following (Normally Closed) computer system or a Display Unit (HMI panel) so
alarms: that engine speed, fuel index, injection frequency,
alarms, etc. can be monitored.
• MCU fail
• MCU power fail The HMI panel for mounting in Engine Control
• MCU common alarm Room (option: 4 42 660) or on the engine (option:
• BCU in control 4 42 160) can be delivered separately.
• BCU fail
• BCU power fail
Cylinder
Solenoid valve
Accu
Lubricator
mulator
Sensor
AU Pump station
with To other cylinders
AC standby pump
Pump control
unit
To other
cylinders
Alarm
Tacho signal
Switch Backup Master system
Board Control Control
Unit Unit Unit
Safety
Index signal
system
Alpha Cylinder Lubricator Control Unit
HMI panel
For the actual number of cylinder lubrication points on the specific engine see Fig. 9.02.03
178 47 13-9.3
Fig. 9.02.04: Control of the MAN B&W Alpha Cylinder Lubrication System, one lubricator per cylinder
MAN B&W S60MC, S/L60MC-C, S50MC, S50MC-C,

S46MC-C, S42MC, S40MC-C, S35MC, S35MC-C,
L35MC, S26MC
MAN Diesel 198 65 27-6.0
MAN B&W 9.02
Page 5 of 5
Wiring Diagram
Pump station On engine Engine Control Room
TE
Prelubrication
PE
Alarm
system
Alpha Lubricator
Pump
Control Unit
control unit
(ALCU)
Slow down
system
Uninterruptible
power supply
Display unit
(HMI panel)
Intermediate Intermediate Intermediate
box box box
ZE ZE ZE ZE
Lubri
cator
Pickups Tacho Index
signal signal
Per cylinder
178 47 16-4.2
Fig. 9.02.05: Wiring diagram for MAN B&W Alpha Cylinder Lubrication System, one lubricator per cylinder
MAN B&W S60MC, S/L60MC-C, S50MC, S50MC-C,

S46MC-C, S42MC, S40MC-C, S35MC, S35MC-C,
L35MC, S26MC
MAN Diesel 198 65 27-6.0
MAN B&W 9.03
Page 1 of 2
Mechanical Cylinder Lubricators
Mechanical cylinder lubricator(s), can be mounted Mainly for plants with controllable pitch propeller,
on the fore end of the engine, the size of which will the lubricators could, alternatively, be fitted with a
decide the number of lubricators needed. If driven mechanical lubrication system which controls the
by the engine in sync with the crankshaft move- dosage in proportion to the Mean Effective Pres-
ment, the lubricators could deliver timed injection sure (MEP).
of the cylinder lubrication oil.
An ‘Engine Speed Dependent’ as well as a ‘MEP
The lubricator(s) should have a built-in capability Dependent’ mechanical lubricator could be
for adjustment of the oil quantity and be provided equipped with a ‘Load Change Dependent’ sys-
with a sight glass for each lubricating point. tem, by which the cylinder feed oil rate is auto-
matically increased during starting, manoeuvring
The lubricators should be fitted with: and, preferably, during sudden load changes, see
• Electric heating coils Fig. 9.03.02.
• Low flow and low level alarms.
In that case, the signal for the ‘Load Change De-
In the ‘Engine Speed Dependent’ design, the lu- pendent’ system comes from the electronic gov-
bricator pumps a fixed amount of oil to the cylin- ernor.
ders for each engine revolution.
S46MC-C8, S42MC7,S40/35MC-C9, S35MC7 46-26 MC/MC-C engines
Fore Aft
Control air from Electronic governor
manoeuvring system (digital type)
(7 bar)
LS 8250 AL
FS 8251 AL
Solenoid valve
AC
Lubricator
58 cylinder engines: 2 Lubricators
178 59 504.0
The letters refer to list of ‘Counterflanges’ Fig 9.03.02: Load change dependent mechanical lubri-
The piping is delivered with and fitted onto the engine cator
178 57 718.0
Fig 9.03.01: Piping and instrumentation for a mechani-

cal cylinder lubricator

MAN Diesel 198 80 00-2.0
MAN B&W 9.03
Page 2 of 2
L35MC6
Fore Aft
LS 8250 AL
FS 8251 AL
AC
5-6 cylinder engines: 1 Lubricator

7-9 cylinder engines: 2 Lubricators
178 57 743.0
S26MC6
Fore Aft
LS 8250 AL
FS 8251 AL
AC
57 cylinder engines: 1 Lubricator

178 57 755.0

The piping is delivered with and fitted onto the engine
Fig 9.03.01: Piping and instrumentation for a mechanical cylinder lubricator

MAN Diesel 198 80 00-2.0
MAN B&W 9.03
Page of 2
Cylinder Lubricating Oil Supply System
$ECK
&ILLINGæPIPE &ILLINGæPIPE
&LOWæMETER &LOWæMETER

& &
-INæMM
FORæLOWæ". !# FORæHIGHæ".
MMæNOMINALæBORE
æ)FæREQUIREDæBYæTHEæSHIPOWNER

078 78 45-9.0.0
Fig. 9.03.03: Cylinder lubricating oil supply system for two different BN cylinder oils, for mechanical lubricators

MAN Diesel 198 65 98-2.0
MAN B&W
Piston Rod Stuffing

Box Drain Oil
10
MAN Diesel
MAN B&W 10.01
Page 1 of 1
Stuffing Box Drain Oil System
For engines running on heavy fuel, it is important

that the oil drained from the piston rod stuffing
boxes is not led directly into the system oil, as
the oil drained from the stuffing box is mixed with
sludge from the scavenge air space.
The performance of the piston rod stuffing box on

the engines has proved to be very efficient, pri- Yard’s supply
marily because the hardened piston rod allows a AG
higher scraper ring pressure. 32 mm
nom. bore
The amount of drain oil from the stuffing boxes is

about 5  10 litres/24 hours per cylinder during
normal service. In the runningin period, it can be
higher. LS AH
The relatively small amount of drain oil is led to Oily waste drain tank
Drain
the general oily waste drain tank or is burnt in the tank
incinerator, Fig. 10.01.01. (Yard’s supply).

198 97 448.1
Fig. 10.01.01: Stuffing box drain oil system

MAN Diesel 198 39 740.5
MAN B&W
Central Cooling
Water System
11
MAN Diesel
MAN B&W 11.01
Page 1 of 1
Central Cooling Water System
The water cooling can be arranged in several con- For information on the alternative Seawater Cool-
figurations, the most common system choice being System, see Chapter 12.
ing a Central cooling water system.
Advantages of the central cooling system: An arrangement common for the main engine
and MAN Diesel auxiliary engines is available on
• Only one heat exchanger cooled by seawater, request.
and thus, only one exchanger to be overhauled
For further information about common cooling
• All other heat exchangers are freshwater cooled water system for main engines and auxiliary en-
and can, therefore, be made of a less expensive gines please refer to our publication:
material
Uni-concept Auxiliary Systems for Two-Stroke Main
• Few noncorrosive pipes to be installed Engines and Four-Stroke Auxiliary Engines
• Reduced maintenance of coolers and compo- The publication is available at

nents www.mandieselturbo.com under ‘Products’ →
• Increased heat utilisation. ‘Technical Papers’.
Disadvantages of the central cooling system:
• Three sets of cooling water pumps (seawater,

central water and jacket water.
• Higher first cost.
MAN B&W MC/MCC, ME/MEC/ME-B/GI engines

MAN Diesel 198 46 965.4
MAN B&W 11.02
Page 1 of 2
Central Cooling Water System
Central cooling water Open at sea

Jacket cooling water A Closed in port
Sea water
Deaerating Expansion tank Closed at sea
B Open in port
Port service for fresh water
Deaerating tank
Thermostatic alarm device
valve
Sea water
outlet
A L M
Lub. oil
cooler
Central N
cooler
P K
Central cooling
water pumps
Jacket Deaerating
water cool. tank Main engine
B Scavenge
Central cooling air cooler(s)
water pump aux. Thermostatic
eng. (port service) valve Jacket water
pumps
B
Fresh water
generator
A B
Sea water
pumps
Sea water
pump aux. F3 F3 F3
eng. (port
service)
Sea water
inlet
G2 G1 G2 G1 G2 G1
Sea water
inlet
178 50 218.1
Fig. 11.02.01: Central cooling system
The central cooling water system is characterised air cooler as low as possible also applies to the
by having only one heat exchanger cooled by central cooling system. This means that the tem-
seawater, and by the other coolers, including the perature control valve in the FWLT circuit is to be
jacket water cooler, being cooled by the freshwa- set to minimum 10 °C, whereby the temperature
ter low temperature (FWLT) system. follows the outboard seawater temperature when
this exceeds 10 °C.
In order to prevent too high a scavenge air tem-
perature, the cooling water design temperature in For external pipe connections, we prescribe the
the FWLT system is normally 36 °C, correspond- following maximum water velocities:
ing to a maximum seawater temperature of 32 °C.
Jacket water................................................. 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water (FWLT)..................... 3.0 m/s
inlet temperature to the main engine scavenge Seawater...................................................... 3.0 m/s

MAN Diesel 198 38 99-7.3
MAN B&W 11.02
Page 2 of 2
Central Cooling System, common for Main Engine and MAN Diesel GenSets
Design features and working principle The main engine jacket system has an independ-
ent pump circuit with a jacket water pump, circu-
The camshaft lubricating oil cooler, is omitted in lating the cooling water through the main engine
plants using the unilubricating oil system for the to the fresh water generator, and the jacket water
main engine. cooler.
The low and high temperature systems are direct- A thermostatically controlled 3way valve, at the
ly connected to gain the advantage of preheating jacket cooler outlet mixes cooled and uncooled
the main engine and GenSets during standstill. water to maintain an outlet water temperature of
8085 °C from the main engine.
As all fresh cooling water is inhibited and common
for the central cooling system, only one common
expansion tank, is necessary for deaeration of Operation in port
both the low and high temperature cooling sys-
tems. This tank accommodates the difference in During operation in port, when the main engine
water volume caused by changes in the tempera- is stopped but one or more GenSets are running,
ture. valves A are closed and valves B are opened.
To prevent the accumulation of air in the cooling A small central water pump, will circulate the
water system, a deaerating tank, is located below necessary flow of water for the air cooler, the lu-
the expansion tank. bricating oil cooler, and the jacket cooler of the
GenSets. The auxiliary enginesdriven pumps and
An alarm device is inserted between the deaerat- the previously mentioned integrated loop ensure
ing tank and the expansion tank so that the oper- a satisfactory jacket cooling water temperature at
ating crew can be warned if excess air or gas is the GenSets outlet.
released, as this signals a malfunction of engine
components. The main engine and the stopped GenSets are
preheated as described for the jacket water sys-
tem.
Operation at sea
The other data for the jacket cooling water system
The seawater cooling pump, supplies seawater can be found in Chapter 06.06.
from the sea chests through the central cooler,
and overboard. Alternatively, some shipyards use For further information about a common cooling
a pumpless scoop system. water system for main engines and MAN Diesel
auxiliary engines please refer to our publication:
On the freshwater side, the central cooling water
pump, circulates the lowtemperature fresh water, Uni-concept Auxiliary Systems for Two-Stroke Main
in a cooling circuit, directly through the lubricating Engines and Four-Stroke Auxiliary Engines
oil cooler of the main engine, the GenSets and the
scavenge air cooler(s). The publication is available at
The jacket water cooling system for the GenSets ‘Marine Engines & Systems’ → ‘Low Speed’ →
is equipped with enginedriven pumps and a by ‘Technical Papers’.
pass system integrated in the lowtemperature
system.

MAN Diesel 198 38 99-7.3
MAN B&W 11.03
Page 1 of 2
Components for Central Cooling Water System
Seawater cooling pumps Central cooling water pumps
The pumps are to be of the centrifugal type. The pumps are to be of the centrifugal type.
Seawater flow...................... see ‘List of Capacities’ Central cooling water flow.... see ‘List of Capacities’
Pump head....................................................2.5 bar Pump head....................................................2.5 bar
Test pressure......................according to class rules Delivery pressure................depends on location of
Working temperature, normal......................032 °C expansion tank
Working temperature..................... maximum 50 °C Test pressure......................according to class rules
Working temperature...................................... 80 °C
The flow capacity must be within a range from Design temperature....................................... 100 °C
100 to 110% of the capacity stated.
The flow capacity must be within a range from
The differential pressure of the pumps is to be de- 100 to 110% of the capacity stated.
termined on the basis of the total actual pressure
drop across the cooling water system. The ‘List of Capacities’ covers the main engine
only. The differential pressure provided by the
pumps is to be determined on the basis of the to-
Central cooler tal actual pressure drop across the cooling water
system.
The cooler is to be of the shell and tube or plate
heat exchanger type, made of seawater resistant
material. Central cooling water thermostatic valve
Heat dissipation...................... see ‘List of Capacities’ The low temperature cooling system is to be
Central cooling water flow...... see ‘List of Capacities’ equipped with a threeway valve, mounted as a
Central cooling water temperature, outlet.......... 36 °C mixing valve, which bypasses all or part of the
Pressure drop on central cooling side.....max. 0.2 bar fresh water around the central cooler.
Seawater flow......................... see ‘List of Capacities’
Seawater temperature, inlet.............................. 32 °C The sensor is to be located at the outlet pipe from
Pressure drop on the thermostatic valve and is set so as to keep a
seawater side................................. maximum 0.2 bar temperature level of minimum 10 °C.
The pressure drop may be larger, depending on

the actual cooler design.
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.
Overload running at tropical conditions will slightly

increase the temperature level in the cooling sys-
tem, and will also slightly influence the engine
performance.

MAN Diesel 198 39 872.5
MAN B&W 11.03
Page 2 of 2
Jacket water system Lubricating oil cooler
Due to the central cooler the cooling water inlet See Chapter 8 ‘Lubricating Oil’.
temperature is about 4 °C higher for for this sys-
tem compared to the seawater cooling system.
The input data are therefore different for the scav- Jacket water cooler
enge air cooler, the lube oil cooler and the jacket
water cooler. The cooler is to be of the shell and tube or plate
heat exchanger type.
The heat dissipation and the central cooling water
flow figures are based on an MCR output at tropi- Heat dissipation.................. see ‘List of Capacities’
cal conditions, i.e. a maximum seawater tempera- Jacket water flow................ see ‘List of Capacities’
ture of 32 °C and an ambient air temperature of Jacket water temperature, inlet....................... 80 °C
45 °C. Pressure drop on jacket water side.....max. 0.2 bar
Central cooling water flow.... see ‘List of Capacities’
Central cooling water
Jacket water cooling pump temperature, inlet...............................approx. 42 °C
Pressure drop on Central
The pumps are to be of the centrifugal type. cooling water side.................................max. 0.2 bar
Jacket water flow................ see ‘List of Capacities’
Pump head....................................................3.0 bar The other data for the jacket cooling water system
Delivery pressure................depends on location of can be found in Chapter 12.
expansion tank
Test pressure......................according to class rules For further information about a common cooling
Working temperature...................................... 80 °C water system for main engines and MAN Diesel
Design temperature....................................... 100 °C auxiliary engines, please refer to our publication:
The flow capacity must be within a range from Uni-concept Auxiliary Systems for Two-Stroke Main
100 to 110% of the capacity stated. Engines and Four-Stroke Auxiliary Engines
The stated of capacities cover the main engine The publication is available at
only. The pump head of the pumps is to be de- www.mandieselturbo.com under ‘Products’ →
termined on the basis of the total actual pressure ‘Marine Engines & Systems’ → ‘Low Speed’ →
drop across the cooling water system. ‘Technical Papers’.
Scavenge air cooler
The scavenge air cooler is an integrated part of

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

Central cooling water flow...... see ‘List of Capacities’
Central cooling temperature, inlet..................... 36 °C
Pressure drop on FWLT water side..... approx. 0.5 bar

MAN Diesel 198 39 872.5
MAN B&W
Seawater
Cooling System
12
MAN Diesel
MAN B&W 12.01
Page 1 of 1
Seawater Systems
The water cooling can be arranged in several con-

figurations, the most simple system choices being
seawater and central cooling water system:
• A seawater cooling system and a jacket cool-

ing water system
• The advantages of the seawater cooling system

are mainly related to first cost, viz:
• Only two sets of cooling water pumps (seawater

and jacket water)
• Simple installation with few piping systems.
Whereas the disadvantages are:
• Seawater to all coolers and thereby higher

maintenance cost
• Expensive seawater piping of noncorrosive ma-

terials such as galvanised steel pipes or CuNi
pipes.

MAN Diesel 198 38 924.4
MAN B&W 12.02
Page 1 of 1
Seawater Cooling System
The seawater cooling system is used for cooling, The interrelated positioning of the coolers in the
the main engine lubricating oil cooler, the jacket system serves to achieve:
water cooler and the scavenge air cooler, see Fig.
12.02.01. • The lowest possible cooling water inlet tem-
perature to the lubricating oil cooler in order to
The lubricating oil cooler for a PTO stepup gear obtain the cheapest cooler. On the other hand,
should be connected in parallel with the other in order to prevent the lubricating oil from stiff-
coolers. The capacity of the seawater pump is ening in cold services, the inlet cooling water
based on the outlet temperature of the seawater temperature should not be lower than 10 °C
being maximum 50 °C after passing through the
coolers – with an inlet temperature of maximum • The lowest possible cooling water inlet tempera-
32 °C (tropical conditions), i.e. a maximum tem- ture to the scavenge air cooler, in order to keep
perature increase of 18 °C. the fuel oil consumption as low as possible.
The valves located in the system fitted to adjust

the distribution of cooling water flow are to be
provided with graduated scales.
Lubricating
Seawater oil cooler
pumps
Thermostatic
valve P
Seawater
outlet
Scavenge
air cooler
Jacket water
cooler
Seawater
inlet
Seawater
inlet
198 98 132.5
Fig. 12.02.01: Seawater cooling system

MAN Diesel 198 38 936.5
MAN B&W 12.03
Page of 1
Seawater Cooling Pipes

MAN B&W MC/MCC, ME/ME-B/MEC/MEGI engines

MAN Diesel 198 49 30-2.1
MAN B&W 12.04
Page 1 of 1
Components for Seawater Cooling System
Seawater cooling pump Scavenge air cooler
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater flow...................... see ‘List of Capacities’
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
100 to 110% of the capacity stated. cooling water side............ between 0.1 and 0.5 bar
The heat dissipation and the seawater flow are

Lubricating oil cooler based on an MCR output at tropical conditions,
i.e. seawater temperature of 32 °C and an ambient
See Chapter 8 ‘Lubricating Oil’. air temperature of 45 °C.
Jacket water cooler Seawater thermostatic valve
The cooler is to be of the shell and tube or plate The temperature control valve is a threeway valve
heat exchanger type, made of seawater resistant which can recirculate all or part of the seawater to
material. the pump’s suction side. The sensor is to be locat-
ed at the seawater inlet to the lubricating oil cooler,
Heat dissipation.................. see ‘List of Capacities’ and the temperature level must be a minimum of
Jacket water flow................ see ‘List of Capacities’ +10 °C.
Jacket water temperature, inlet....................... 80 °C
Pressure drop Seawater flow...................... see ‘List of Capacities’
on jacket water side.....................maximum 0.2 bar Temperature range,
Seawater flow...................... see ‘List of Capacities’ adjustable within..................................+5 to +32 °C
Seawater temperature, inlet ........................... 38 °C
Pressure drop on
seawater side...............................maximum 0.2 bar
The heat dissipation and the seawater flow are

based on an MCR output at tropical conditions,
i.e. seawater temperature of 32 °C and an ambient
air temperature of 45 °C.

MAN Diesel 198 39 811.3
MAN B&W 12.05
Page 1 of 1
Jacket Cooling Water System
The jacket cooling water system is used for cool- The venting pipe in the expansion tank should end
ing the cylinder liners, cylinder covers and ex- just below the lowest water level, and the expan-
haust valves of the main engine and heating of the sion tank must be located at least 5 m above the
fuel oil drain pipes, see Fig. 12.05.01. engine cooling water outlet pipe.
The jacket water pump) draws water from the The freshwater generator, if installed, may be con-
jacket water cooler outlet and delivers it to the nected to the seawater system if the generator
engine. does not have a separate cooling water pump.
The generator must be coupled in and out slowly
At the inlet to the jacket water cooler there is a over a period of at least 3 minutes.
thermostatically controlled regulating valve, with
a sensor at the engine cooling water outlet, which For external pipe connections, we prescribe the
keeps the main engine cooling water outlet at a following maximum water velocities:
temperature of 80 °C.
Jacket water................................................. 3.0 m/s
The engine jacket water must be carefully treated, Seawater...................................................... 3.0 m/s
maintained and monitored so as to avoid corro-
sion, corrosion fatigue, cavitation and scale for-
mation. It is recommended to install a preheater
if preheating is not available from the auxiliary
engines jacket cooling water system.
High level alarm

Venting pipe or automatic Alarm must be given if excess air
venting valve to be arranged is separated from the water in the Expansion tank
in one end of discharge pipe. deaerating tank
(Opposite end of discharge
to pump) Low level alarm
LS 8412 AL
Orifice for adjustment of Alarm device box, Normally closed valve.

PT 8413 I cooling water pressure see Fig. 12.07.02 To be opened when the
M L system is filled with
cooling water. (Manually
Tracing of fuel oil
or automatically)
drain pipe
Preheater
Preheater pump
AN Regulating valve
AF
*) BD TI
AH
PI
K
TI TI
AE AE PI
Deaerating tank, Freshwater
Jacket water
Jacket water pumps, see Fig. 12.07.01 generator
cooler
3 bar head
Main
engine
From tracing of fuel oil drain pipe *)
Water inlet for
cleaning turbocharger
Drain from bedplate/cleaning
turbocharger to waste tank Fresh cooling water drain
Jacket cooling water *) Flange BD and the tracing line are not applicable on MC/MCC engines type 42 and smaller
Sea water
Fuel oil
The letters refer to list of ‘Counterflanges’, Fig. 5.10.01

178 50 172.5
Fig. 12.05.01: Jacket cooling water system

MAN Diesel 198 38 948.6
MAN B&W 12.06
Page 1 of 1
Jacket Cooling Water Pipes


MAN Diesel 198 49 31-4.1
MAN B&W 12.07
Page 1 of 1
Components for Jacket Cooling Water System
Freshwater generator The preheater capacity depends on the required

preheating time and the required temperature
If a generator is installed in the ship for produc- increase of the engine jacket water. The tem-
tion of freshwater by utilising the heat in the jacket perature and time relationships are shown in Fig.
water cooling system it should be noted that the 12.08.01.
actual available heat in the jacket water system
is lower than indicated by the heat dissipation In general, a temperature increase of about 35 °C
figures given in the ‘List of capacities.‘ This is (from 15 °C to 50 °C) is required, and a preheating
because the latter figures are used for dimension- time of 12 hours requires a preheater capacity of
ing the jacket water cooler and hence incorporate about 1% of the engine`s nominal MCR power.
a safety margin which can be needed when the
engine is operating under conditions such as, e.g.
overload. Normally, this margin is 10% at nominal Expansion tank
MCR.
The total expansion tank volume has to be ap-
The calculation of the heat actually available at proximate 10% of the total jacket cooling water
specified MCR for a derated diesel engine is stat- amount in the system.
ed in Chapter 6 ‘List of capacities‘.
For illustration of installation of fresh water gen- Fresh water treatment

erator see Fig. 12.05.01.
MAN Diesel’s recommendations for treatment of
the jacket water / freshwater are available on re-
Jacket water thermostatic valve quest.
The temperature control system can be equipped

with a threeway valve mounted as a diverting
valve, which bypass all or part of the jacket water
around the jacket water cooler.
The sensor is to be located at the outlet from the

main engine, and the temperature level must be
adjustable in the range of 7090 °C.
Jacket water preheater
When a preheater is installed in the jacket cool-

ing water system, its water flow, and thus the
preheater pump capacity (4 46 625), should be
about 10% of the jacket water main pump capac-
ity. Based on experience, it is recommended that
the pressure drop across the preheater should be
approx. 0.2 bar. The preheater pump and main
pump should be electrically interlocked to avoid
the risk of simultaneous operation.
MAN B&W MC/MCC, ME/ME-B/MEC/MEGI engines

MAN Diesel 198 38 96-1.4
MAN B&W 12.08
Page 1 of 1
Temperature at Start of Engine
In order to protect the engine, some minimum Temperature Preheater

temperature restrictions have to be considered increase of
jacket water
capacity in
% of nominal
before starting the engine and, in order to avoid MCR power
corrosive attacks on the cylinder liners during C 1.25%
starting. 60
1.50% 1.00% 0.75%
Normal start of engine 50
0.50%
Normally, a minimum engine jacket water temper-
ature of 50 °C is recommended before the engine 40
is started and run up gradually to 90% of speci-
fied MCR speed.
30
For running between 90% and 100% of specified
MCR speed, it is recommended that the load be
increased slowly – i.e. over a period of 30 minutes. 20
Start of cold engine 10
In exceptional circumstances where it is not pos-

sible to comply with the above-mentioned recom- 0
mendation, a minimum of 20 °C can be accepted 0 10 20 30 40 50 60 70
before the engine is started and run up slowly to hours

Preheating time
90% of specified MCR speed.
178 16 631.0
However, before exceeding 90% specified MCR Fig. 12.08.01: Jacket water preheater
speed, a minimum engine temperature of 50 °C
should be obtained and, increased slowly – i.e.
over a period of at least 30 minutes. Preheating of diesel engine
The time period required for increasing the jacket

water temperature from 20 °C to 50 °C will de- Preheating during standstill periods
pend on the amount of water in the jacket cooling
water system, and the engine load. During short stays in port (i.e. less than 45 days),
it is recommended that the engine is kept pre-
Note: heated, the purpose being to prevent temperature
The above considerations are based on the as- variation in the engine structure and correspond-
sumption that the engine has already been well ing variation in thermal expansions and possible
runin. leakages.
The jacket cooling water outlet temperature should

be kept as high as possible and should – before
startingup – be increased to at least 50 °C, either
by means of cooling water from the auxiliary en-
gines, or by means of a builtin preheater in the
jacket cooling water system, or a combination.

MAN Diesel 198 39 860.2
MAN B&W
Starting and Control Air

13
MAN Diesel
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- The components of the starting and control air
ing air compressors to the starting air receivers systems are further desribed in Section 13.02.
and from these to the main engine inlet ‘A’.
Starting air and control air for the GenSets can be
Through a reduction station, filtered compressed supplied from the same starting air receivers, as
air at 7 bar is supplied to the control air for ex- for the main engine.
haust valve air springs, through engine inlet ‘B’
For information about a common starting air sys-
Through a reduction valve, compressed air is sup- tem for main engines and MAN Diesel auxiliary
plied at 10 bar to ‘AP’ for turbocharger cleaning engines, please refer to our publication:
(soft blast), and a minor volume used for the fuel
valve testing unit. Uni-concept Auxiliary Systems for Two-Stroke Main
Engines and Four-Stroke Auxiliary Engines
Please note that the air consumption for control
air, safety air, turbocharger cleaning, sealing air The publication is available at
for exhaust valve and for fuel valve testing unit are www.mandieselturbo.com under ‘Products’ →
momentary requirements of the consumers. ‘Marine Engines & Systems’ → ‘Low Speed’ →
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 C 1) AP
A
Main Pipe a, DN *)
engine
Oil & water

separator
Starting air
receiver 30 bar
PI
To bilge
Air compressors

*) The nominal dimension of Pipe a depends on the engine type
1) Engine inlet C is only applicable for MC and MC-C engines
079 61 01-7.1.1a
Fig. 13.01.01: Starting and control air systems
MAN B&W Engine Selection Guide,

MC/MCC, ME/MEC/ME-B/-GI engines MAN Diesel 198 38 985.4
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 3010 bar to 7 bar
watercooled, twostage type with intercooling. (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
Nonreversible 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 starting air receivers shall be provided with engine is shown in the following figures in Section
man holes and flanges for pipe connections. 13.03:
The volume of the two receivers is: Fig. 13.03.01 Starting air pipes
Reversible engine, Fig. 13.03.02 Air spring pipes, exhaust valves
for 12 starts ...................... see ‘List of capacities’ *
Nonreversible engine,
for 6 starts ........................ see ‘List of capacities’ * Turning gear
Working pressure ......................................... 30 bar
Test pressure . ................... according to class rule The turning wheel has cylindrical teeth and is fit-
ted to the thrust shaft. The turning wheel is driven
* The volume stated is at 25 °C and 1,000 mbar by a pinion on the terminal shaft of the turning
gear, which is mounted on the bedplate.
Reduction station for control and safety air Engagement and disengagement of the turning
gear is effected by displacing the pinion and ter-
In normal operating, each of the two lines supplies minal shaft axially. To prevent the main engine
one engine inlet. During maintenance, three isolat- from starting when the turning gear is engaged,
ing valves in the reduction station allow one of the the turning gear is equipped with a safety arrange-
two lines to be shut down while the other line sup- ment which interlocks with the starting air system.
plies both engine inlets, see Fig. 13.01.01.
Reduction .......................... from 3010 bar to 7 bar with a builtin gear and brake. Key specifications
(Tolerance ±10%) of the electric motor and brake are stated in Sec-
tion 13.04.
Flow rate, free air .............. 1,400 Normal liters/min
equal to 0.023 m3/s
Filter, fineness .............................................. 40 µm
MAN B&W S46MC-C7/8, S42MC7, S40MC-C9, S35MC-C9,

S35MC7, L35MC6 MAN Diesel 198 60 495.1
MAN B&W 13.02
Page 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 3010 bar to 7 bar
watercooled, twostage type with intercooling. (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
Nonreversible 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 starting air receivers shall be provided with engine is shown in the following figures in Section
man holes and flanges for pipe connections. 13.03:
The volume of the two receivers is: Fig. 13.03.01 Starting air pipes
Reversible engine, Fig. 13.03.02 Air spring pipes, exhaust valves
for 12 starts ...................... see ‘List of capacities’ *
Nonreversible engine,
for 6 starts ........................ see ‘List of capacities’ * Turning gear
Working pressure ......................................... 30 bar
Test pressure .................... according to class rule The turning wheel has cylindrical teeth and is fit-
ted to the thrust shaft. The turning wheel is driven
* The volume stated is at 25 °C and 1,000 mbar by a pinion on the terminal shaft of the turning
gear, which is mounted on the bedplate.
Reduction station for control and safety air Engagement and disengagement of the turning
gear is effected by displacing the pinion and ter-
In normal operating, each of the two lines supplies minal shaft axially. To prevent the main engine
one engine inlet. During maintenance, three isolat- from starting when the turning gear is engaged,
ing valves in the reduction station allow one of the the turning gear is equipped with a safety arrange-
two lines to be shut down while the other line sup- ment which interlocks with the starting air system.
plies both engine inlets, see Fig. 13.01.01.
Reduction . ........................ from 3010 bar to 7 bar with a builtin gear and brake. Key specifications
(Tolerance ±10%) of the electric motor and brake are stated in Sec-
tion 13.04.
Flow rate, free air ................. 750 Normal liters/min
equal to 0.013 m3/s
Filter, fineness .............................................. 40 µm
MAN B&W S26MC6

MAN Diesel 198 60 889.0
MAN B&W 13.03
Page 1 of 1
Starting and Control Air Pipes


MAN Diesel 198 59 03-3.2
MAN B&W
Scavenge Air

14
MAN Diesel
MAN B&W 14.01
Page 1 of 1
Scavenge Air System
The engine is supplied with scavenge air from The scavenge air system is an integrated part of
turbochargers, located on the exhaust side of the the main engine, see Figs. 14.01.01 and
engine. However, some engines can be fitted with 14.02.01.
one turbocharger located on the aft end of the
engine. The engine power figures and the data in the list
of capacities are based on MCR at tropical condi-
The compressor of the turbocharger draws air tions, i.e. a seawater temperature of 32 °C, or a
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 intake temperature of 45 °C.
air cooler, one per turbocharger. The scavenge
air cooler is provided with a water mist catcher,
which prevents condensate water from being car-
ried with the air into the scavenge air receiver and
to the combustion chamber.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge
gas receiver
Scavenge
air cooler
Water mist
catcher
178 07 274.2
Fig. 14.01.01: Scavenge Air System

MAN Diesel 198 48 60-6.3
MAN B&W 14.02
Page 1 of 3
Auxiliary Blowers
The engine is provided with a minimum of two Emergency running

electrically driven auxiliary blowers, the actual
number depending on the number of cylinders as If one of the auxiliary blowers is out of function,
well as the turbocharger make and amount. Be- the other auxiliary blower will function in the sys-
tween the scavenge air cooler and the scavenge tem, without any manual adjustment of the valves
air receiver, nonreturn valves are fitted which being necessary.
close automatically when the auxiliary blowers
start supplying the scavenge air.
Scavenge air cooler requirements
The auxiliary blowers start operating consecu-
tively before the engine is started and will ensure The data for the scavenge air cooler is specified in
complete scavenging of the cylinders in the start- the description of the cooling water system chosen.
ing phase, thus providing the best conditions for a
safe start. For further information, please refer to our publi-
cation titled:
During operation of the engine, the auxiliary blow-
ers will start automatically whenever the blower Influence of Ambient Temperature Conditions
inlet pressure drops below a preset pressure,
corresponding to an engine load of approximately The publication is available at
25-35%. The blowers will continue to operate until www.mandieselturbo.com under ‘Products’ →
the blower inlet pressure again exceeds the preset ‘Marine Engines & Systems’ → ‘Low Speed’ →
pressure plus an appropriate hysteresis (i.e. taking ‘Technical Papers’.
recent pressure history into account), correspond-
ing to an engine load of approximately 30-40%.
Running with auxiliary blower
Running with turbocharger

178 44 70-5.1
Fig. 14.02.01: Auxiliary blowers for scavenge air system
MAN B&W MC/MCC, ME-B engines

MAN Diesel 198 65 86-2.3
MAN B&W 14.02
Page 2 of 3
Control of the Auxiliary Blowers
The auxiliary blowers are fitted onto the main en- • The pressure switch ‘P’ controls the run/stop
gine and controlled by a system comprising: signals, while pressure switch ‘B’ is part of the
auxiliary blower alarm circuit.
1 pc Control Panel
1 pc Starter Panel per Auxiliary Blower The control panel is yard’s supply. It can be or-
2 pc Pressure Switches dered as an option: 4 55 650.
Referring to the diagram of the auxiliary blower The starter panels with starters for the auxiliary
control system, Fig. 14.02.02: blower motors are not included, they can be or-
dered as an option: 4 55 653. (The starter panel
• The Control Panel controls the run/stop signals design and function is according to MAN Diesel’s
to all Auxiliary Blower Starter Panels. The Con- diagram, however, the physical layout and choice
trol Panel consists of an operation panel and a of components has to be decided by the manu-
terminal row interconnected by a 1,200 mm long facturer).
wire harness.
Heaters for the blower motors are available as an
• The Auxiliary Blower Starter Panels control and option: 4 55 155.
protect the Auxiliary Blower motors, one panel
with starter per blower.
Control panel On engine

Alarm system
Telegraph system PS 8603 Pressure switch P
Safety system
24V DC Power supply PS 8604 Pressure switch B

from ship
Engine Control Room – ECR
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
513 53 301.0.0
Fig. 14.02.02: Diagram of auxiliary blower control system
MAN B&W MC/MCC, ME-B engines

MAN Diesel 198 65 86-2.3
MAN B&W 14.02
Page 3 of 3
Operation Panel for the Auxiliary Blowers
On the operation panel, three control modes are The operation panel and terminal row have to be
available to run/stop the blowers: mounted in the Engine Control Room Manoeu-
vring Console, see Section 16.01.
• AUTO – Run/stop is automatically controlled by
scavenge air pressure The control panel for the auxiliary blowers includ-
ing the operation panel, wiring harness and termi-
• MANUAL – Start of all blowers in sequence at nal row is shown in Fig. 14.02.03.
intervals of 6 sec
• OFF – The auxiliary blowers are stopped after a

set period of time, 30 sec for instance.
MAIN ENGINE
AUXILIARY BLOWER CONTROL
AUXILIARY AUXILIARY AUXILIARY
BLOWER 1 BLOWER 2 BLOWER 3
RUNNING RUNNING RUNNING
AUXILIARY AUXILIARY AUXILIARY

1,200mm wire harness, BLOWER 4 BLOWER 5 BLOWER 6
shielded by 20mm jacket RUNNING RUNNING RUNNING
Harness to be fixed to structure
AUTO
OFF MANUAL
IN SERVICE LAMP TEST
K5 K10 K7
Terminal row, to be mounted in

the Manoeuvring Console
512 36 604.0.0
Fig. 14.02.03: Control panel including operation panel, wiring harness and terminal row, option: 4 55 650
MAN B&W MC/MC-C, ME-B engines

MAN Diesel 198 65 874.0
MAN B&W 14.03
Page 1 of 1
Scavenge Air Pipes


MAN Diesel 198 48 63-1.1
MAN B&W 14.04
Page 1 of 1
Electric Motor for Auxiliary Blower


MAN Diesel 198 48 64-3.1
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
The ‘AL’ drain line is, during running, used as a clean bilge tank / bilge holding tank.
permanent drain from the air cooler water mist
catcher. The water is led through an orifice to pre- If required by the owner, a system for automatic
vent major losses of scavenge air. disposal of drain water with oil content monitoring
could be built as outlined in Fig. 14.05.02.
AK AK
LS 8611 AH
AL AM
The letters refer to list of ‘Counterflanges‘

The item no refer to ‘Guidance values automation’
178 59 17-1.2
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on exhaust side
MAN B&W S50MC/MC-C, S50MEC, S50ME-B8,

S46MC-C, S46ME-B MAN Diesel 198 76 89-8.0
MAN B&W 14.05
Page 1 of 2

The ‘AL’ drain line is, during running, used as a clean bilge tank / bilge holding tank.
catcher. The water is led through an orifice to pre- If required by the owner, a system for automatic
vent major losses of scavenge air. disposal of drain water with oil content monitoring
could be built as outlined in Fig. 14.05.02.
AK AK
AM AM
AL
AL

509 69 87-2.0.1
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on aft end
MAN B&W S42MC, S35MC, L35MC, S26MC

MAN Diesel 198 76 90-8.1
MAN B&W 14.05
Page 1 of 2

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.
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

178 61 41-0.0
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on exhaust side
MAN B&W S40MC-C, S40ME-B, S35MC-C, S35ME-B

MAN Diesel 198 77 25-8.0
MAN B&W 14.05
Page 2 of 2
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 94-1.0.0c
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel)
Air Cooler Cleaning Unit
AK
PI
DN=25 mm
Air cooler Air cooler
Freshwater
(from hydrophor)
DX AL
Recirculation
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

makers requirement Sludge pump suction
Information on tank capacity is to be found in

079 21 94-1.0.0a
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
MAN B&W Engine Selection Guide

MAN Diesel 198 39 02-2.5
MAN B&W 14.06
Page 1 of 1
Scavenge Air Box Drain System
The scavenge air box is continuously drained The system delivered with and fitted on the engine
through ‘AV’ to a small pressurised drain tank, is shown in Fig. 14.03.02 ‘Scavenge air space,
from where the sludge is led to the sludge tank. drain pipes’.
Steam can be applied through ‘BV’, if required, to
facilitate the draining. See fig. 14.06.01.
Further information on number of cylinders
The continuous drain from the scavenge air box and capacity of drain tank
must not be directly connected to the sludge tank
owing to the scavenge air pressure. The pres- The information is to be found in the Project Guide
surised drain tank must be designed to withstand for the relevant engine type.
full scavenge air pressure and, if steam is applied,
to withstand the steam pressure available.
Deck/Roof
DN 50 mm
Min. 15°
DN 15 mm
Normally open.
BV AV To be closed in case of fire
in the scavenge air box.
Orifice 10 mm
Min. distance
1,000 mm
Steam inlet pressure 310 bar. DN 65 mm

If steam is not available, 7 bar
compressed air can be used.
DN 50 mm
Drain
tank
Normally closed.
Sludge tank Tank to be emptied
for fuel oil during service with
centrifuges valve open.

079 61 03-0.2.0
Fig. 14.06.01: Scavenge air box drain system

MAN Diesel 198 39 13-0.5
MAN B&W 14.07
Page 1 of 2
Fire Extinguishing System for Scavenge Air Space
Fire in the scavenge air space can be extin- The corresponding internal system fitted on the
guished by steam, this being the standard ver- engine is shown in Fig. 14.07.02, comprising:
sion, or, optionally, by water mist or CO2.
‘Fire extinguishing in scavenge air space (steam)’
The external system, pipe and flange connections or
are shown in Fig. 14.07.01, comprising: ‘Fire extinguishing in scavenge air space (water
mist)’ or
‘Fire extinguishing system for scavenge air space’, ‘Fire extinguishing in scavenge air space (CO2)’.
• basic: 4 55 140 Steam
• or option: 4 55 142 Water mist
• or option: 4 55 143 CO2 Further information on Steam, Freshwater and
CO2 test pressure and quantities
The information is to be found in the Project Guide

for the relevant engine type.
Basic solution: Steam extinguishing Option: CO 2 extinguishing

(Option for 26MC) CO 2 test pressure: 150 bar
Steam pressure: 310 bar
AT AT
DN 40mm
(20mm for 35MC/MCC/MEB, 26MC)
DN 20mm
Normal position
open to bilge
CO 2 bottles
Option: Water mist extinguishing CO 2

(Basic for 26MC)
Fresh water presssure: min. 3.5 bar At least two bottles ought to be installed.
In most cases, one bottle should be sufficient
to extinguish fire in three cylilnders, while two
or more bottles would be required to extinguish
AT fire in all cylinders.
DN 40mm To prevent the fire from spreading to the next

(20mm for 35MC/MCC/MEB, 26MC) cylinder(s), the ballvalve of the neighbouring
cylinder(s) should be opened in the event of
fire in one cylinder.
Normal position
open to bilge
079 61 02-9.0.1d
Fig. 14.07.01: Fire extinguishing system for scavenge air space

MAN Diesel 198 48 65-5.4
MAN B&W 14.07
Page 2 of 2
Fire Extinguishing Pipes in Scavenge Air Space
General design (except K90MCC6/7, K80MCC6, S60MC6):

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)
126 40 81-0.6.0a
K90MCC6/7, K80MCC6, S60MC6:
TE 8610 I AH Y
Exhaust side
Cyl. 1
Manoeuvering side
Extinguishing agent:
CO2, Steam or Freshwater
AT
Drain pipe, bedplate

(Only for steam or freshwater)
126 40 81-0.6.0b
Fig. 14.07.02: Fire extinguishing pipes in scavenge air space

MAN Diesel 198 48 65-5.4
MAN B&W
Exhaust Gas

15
MAN Diesel
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 turbochargers are arranged on the exhaust
where the gas is led further on to the turbocharg- side of the engine. However, some engines can be
ers at a constant pressure. See Fig. 15.01.01. fitted with one turbocharger located on the aft end.
Compensators are fitted between the exhaust The engine is designed for the installation of MAN,
valve housings and the exhaust gas receiver and ABB or MHI turbochargers, the number can be
between the receiver and the turbocharger. A pro- from one to four.
tective grating is placed between the exhaust gas
receiver and the turbocharger. The turbocharger All makes of turbochargers are fitted with an ar-
is fitted with a pickup for monitoring and remote rangement for soft blast cleaning of the turbine
indication of the turbocharger speed. side. Water washing of the compressor side is ei-
ther fitted or available as an option for some turbo-
The exhaust gas receiver and the exhaust pipes chargers as indicated in Figs. 15.02.02 - 15.02.04.
are provided with insulation, covered by steel
plating. Further information is found in the Project Guide
for the relevant engine.
Exhaust gas
receiver
Exhaust valve
Turbocharger
Cylinder liner
Scavenge air
receiver
Scavenge
air cooler
Water mist
catcher
178 07 274.1
Fig. 15.01.01: Exhaust gas system on engine

MAN Diesel 198 39 046.3
MAN B&W 15.02
Page 1 of 2
Exhaust Gas Pipes
ST 8801 IR Aft Fore
TI 8707 TI 8702
*)
TC 8702 I AH AL YH YL
Flange connection D
Exhaust gas receiver

Turbocharger
PI 8706 TI 8701
PI 8601 TC 8701 I AH YH
*) AL: Deviation alarm/Cylinder ±50ºC

To scavenge air receiver YL: Deviation alarm/Cylinder ±60ºC
The letters refer to ‘List of flanges’

The position numbers refer to ‘List of instruments’
The piping is delivered with and fitted onto the engine 178 38 692.2
Fig.15.02.01a: Exhaust gas pipes, with turbocharger located on aft end of engine, option 4 59 121
*)
TC 8702 I AH AL YH YL Cyl. 1
To scavenge air receiver
TI 8702 PI 8601
PI 8706
Exhaust gas receiver
Turbocharger
TI 8701
TC 8701 I AH YH ST 8801 I
Flange connection D
*) AL: Deviation alarm/Cylinder ±50ºC
TI 8707 YL: Deviation alarm/Cylinder ±60ºC

The item no. refer to ‘Guidance Values Automation’
121 15 27-9.2.0
Fig. 15.02.01b: Exhaust gas pipes, with turbocharger located on exhaust side of engine, option 4 59 123
MAN B&W S50MC6, S50MC-C/MEC7/8, S50ME-B8/9,

S46MC-C7/8, S46ME-B8, S42MC7, S40ME-B9, S40MC-C9,
S35MC-C9, S35MC7, L35MC6, S35ME-B9, S26MC6
MAN Diesel 198 40 699.4
MAN B&W 15.02
Page 2 of 2
Cleaning Systems
Compressor cleaning
MAN Diesel TCA turbocharger
To bedplate drain, AE
178 61 90-0.0
Fig. 15.02.02: MAN Diesel TCA turbocharger, water washing of compressor side, option: 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 S50MC6, S50MC-C/MEC7/8, S50ME-B8/9,

S46MC-C7/8, S46ME-B8, S42MC7, S40ME-B9, S40MC-C9,
S35MC-C9, S35MC7, L35MC6, S35ME-B9, S26MC6
MAN Diesel 198 79 164.0
MAN B&W 15.03
Page 1 of 1
Exhaust Gas System for Main Engine
At the specified MCR of the engine, the total In connection with dimensioning the exhaust gas
backpressure in the exhaust gas system after the piping system, the following parameters must be
turbocharger (as indicated by the static pressure observed:
measured in the piping after the turbocharger)
must not exceed 350 mm WC (0.035 bar). • Exhaust gas flow rate
• Exhaust gas temperature at turbocharger outlet
In order to have a backpressure margin for the • Maximum pressure drop through exhaust gas
final system, it is recommended at the design system
stage to initially use a value of about 300 mm WC • Maximum noise level at gas outlet to atmos-
(0.030 bar). phere
• Maximum force from exhaust piping on
The actual backpressure in the exhaust gas turbocharger(s)
system at specified MCR depends on the gas • Sufficient axial and lateral elongation ability of
velocity, i.e. it is proportional to the square of the expansion joints
exhaust gas velocity, and hence inversely propor- • Utilisation of the heat energy of the exhaust gas.
tional to the pipe diameter to the 4th power. It has
by now become normal practice in order to avoid Items that are to be calculated or read from tables
too much pressure loss in the pipings to have an are:
exhaust gas velocity at specified MCR of about
35 m/sec, but not higher than 50 m/sec. • Exhaust gas mass flow rate, temperature and max-
imum back pressure at turbocharger gas outlet
• Diameter of exhaust gas pipes
Exhaust gas piping system for main engine • Utilisation of the exhaust gas energy
• Attenuation of noise from the exhaust pipe outlet
The exhaust gas piping system conveys the gas • Pressure drop across the exhaust gas system
from the outlet of the turbocharger(s) to the at- • Expansion joints.
mosphere.
The exhaust piping is shown schematically in

Fig. 15.04.01.
The exhaust system for the main engine com-

prises:
• Exhaust gas pipes

• Exhaust gas boiler
• Silencer
• Spark arrester (if needed)
• Expansion joints (compensators)
• Pipe bracings.

MAN Diesel 198 39 058.2
MAN B&W 15.04
Page 1 of 2
Components of the Exhaust Gas System
Exhaust gas compensator after turbocharger It should be noted that the exhaust gas tempera-
ture and flow rate are influenced by the ambient
When dimensioning the compensator for the conditions, for which reason this should be con-
expansion joint on the turbocharger gas outlet sidered when the exhaust gas boiler is planned.
transition piece, the exhaust gas piece and com-
ponents are to be so arranged that the thermal At specified MCR, the maximum recommended
expansions are absorbed by expansion joints. The pressure loss across the exhaust gas boiler is nor-
heat expansion of the pipes and the components mally 150 mm WC.
is to be calculated based on a temperature in-
crease from 20 °C to 250 °C. This pressure loss depends on the pressure loss-
es in the rest of the system as mentioned above.
Therefore, if an exhaust gas silencer/spark arrest-
Exhaust gas boiler er is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than
Engine plants are usually designed for utilisation the max. of 150 mm WC, whereas, if an exhaust
of the heat energy of the exhaust gas for steam gas silencer/spark arrester is installed, it may be
production or for heating the thermal oil system. necessary to reduce the maximum pressure loss.
The exhaust gas passes an exhaust gas boiler
which is usually placed near the engine top or in The above mentioned pressure loss across the
the funnel. exhaust gas boiler must include the pressure loss-
es from the inlet and outlet transition pieces.
D4
Exhaust gas outlet D0 Exhaust gas outlet

to the atmosphere to the atmosphere
Exhaust gas
Exhaust gas silencer
silencer
D4
D0
Slide support Exhaust gas

Exhaust gas boiler
Slide support boiler
Fixed support
D4
Fixed support
D0 Exhaust gas compensator
D4
Exhaust gas compensator
Transition piece
Turbocharger gas
outlet flange D0
Main engine with

turbocharger on aft end Main engine with turbochargers
on exhaust side
178 42 783.2 178 33 467.4
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs

MAN Diesel 198 39 071.2
MAN B&W 15.04
Page 2 of 2
Exhaust gas silencer Spark arrester
The typical octave band sound pressure levels To prevent sparks from the exhaust gas being
from the diesel engine’s exhaust gas system – at a spread over deck houses, a spark arrester can be
distance of one meter from the top of the exhaust fitted as the last component in the exhaust gas
gas uptake – are available on request. system.
The need for an exhaust gas silencer can be de- It should be noted that a spark arrester contrib-
cided based on the requirement of a maximum utes with a considerable pressure drop, which is
permissible noise level at a specific position. often a disadvantage.
The exhaust gas noise data is valid for an exhaust It is recommended that the combined pressure
gas system without boiler and silencer, etc. loss across the silencer and/or spark arrester
should not be allowed to exceed 100 mm WC at
The noise level is at nominal MCR at a distance of specified MCR. This depends, of course, on the
one metre from the exhaust gas pipe outlet edge pressure loss in the remaining part of the system,
at an angle of 30° to the gas flow direction. thus if no exhaust gas boiler is installed, 200 mm
WC might be allowed.
For each doubling of the distance, the noise level
will be reduced by about 6 dB (farfield law).
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
after the exhaust gas boiler.
The exhaust gas silencer is usually of the absorp-

tion type and is dimensioned for a gas velocity of
approximately 35 m/s through the central tube of
the silencer.
An exhaust gas silencer can be designed based

on the required damping of noise from the ex-
haust gas given on the graph.
In the event that an exhaust gas silencer is re-

quired – this depends on the actual noise level
requirement on the bridge wing, which is normally
maximum 6070 dB(A) – a simple flow silencer of
the absorption type is recommended. Depending
on the manufacturer, this type of silencer nor-
mally has a pressure loss of around 20 mm WC at
specified MCR.

MAN Diesel 198 40 77-1.1
MAN B&W
Engine Control System

16
MAN Diesel
MAN B&W 16.01
Page 1 of 11
Engine Control System
The engine is provided with a pneumatic/electric Manoeuvring Consoles

manoeuvring and fuel oil regulating system, which
transmits orders from the separate manoeuvring The Engine Control System for the MC / MC-C
consoles to the engine. engine is prepared for conventional remote con-
trol, having an interface to the Bridge Control (BC)
By means of the regulating system it is possible system and the Engine Side Console (ESC).
to start, stop, reverse the engine and control the
engine speed. The speed setting device on the ma- The main Engine Control Room (ECR) manoeu-
noeuvring consoles gives a speed setting signal to vring console is to be located in the engine con-
the governor, dependent on the desired number of trol room. The console with buttons, lamps, etc.
rpm. recommended by MAN Diesel is shown in Fig.
16.01.07. Components for remote control for a
At shutdown, the fuel injection is stopped by typical installation with bridge control is shown in
activating the puncture valves in the fuel pumps, Fig. 16.01.05.
independent of the speed position of the speed
setting device. The layout of the Engine Side Console and instru-
ment panel is shown in Fig. 16.01.06a, b and c.
The layout of the Engine Control System is shown The console and an electronic speed setting
in Fig. 16.01.01 and a diagram of the pneumatic device, the governor, are located on the manoeu-
manoeuvring system in Fig. 16.01.02. vring side of the engine.
In the event of breakdown of the normal pneumat-

ic/electric manoeuvring system, the engine can be
operated from the Engine Side Console.
On Bridge
Bridge Control
In Engine Control Room
ECR panel
In Engine Room/On Engine
ESC Governor
Pressure transmitter for scavenge air Actuator for fuel pump
RPM pickups
178 58 06-8.0
Fig. 16.01.01: Engine Control System Layout

MAN Diesel 198 56 34-8.2
MAN B&W 16.01
Page 2 of 11
Diagram of Manoeuvring System
317 72 03-2.2.0
Fig. 16.01.02b: Diagram of manoeuvring system for reversible engine with FPP and slow turning, no VIT

S/L35MC, S35MC-C, S26MC MAN Diesel 198 79 04-4.0
MAN B&W 16.01
Page 3 of 11
Manoeuvring System on Engine
The basic manoeuvring diagram is applicable for The slow turning valve diverts the starting air to
reversible engines, i.e. those with Fixed Pitch Pro- partially bypass the main starting valve. During
peller (FPP), and shown in Fig. 16.01.02. slow turning the engine will rotate so slowly that,
in the event that liquids have accumulated on the
The lever on the Engine Side Console can be set piston top, the engine will stop before any harm
to either Manual or Remote position, see Fig. occurs.
16.01.06a, b and c.
In the Manual position the engine is controlled Control System for Plants with CPP
from the Engine Side Console by the push
buttons START, STOP, and the AHEAD/ASTERN. Where a controllable pitch propeller is installed,
The speed is set by the ‘Manual speed setting’ by the control system is to be designed in such a way
the handwheel. that the operational requirements for the whole
plant are fulfilled.
In the ‘Remote’ position all signals to the engine
are electronic, the START, STOP, AHEAD and Special attention should be paid to the actual op-
ASTERN signals activate the solenoid valves ZV eration mode, e.g. combinator curve with/without
1137 C, ZV 1136 C, ZV 1141 C and ZV 1142 C re- constant frequency shaft generator or constant
spectively, shown in Figs. 16.01.02 and 16.01.05, engine speed with a power take off.
and the speed setting signal via the electronic
governor and the actuator E 1182 C. The following requirements have to be fulfilled:
The electrical signal comes from the remote con- • The control system is to be equipped with a
trol system, i.e. the Bridge Control (BC) console, load control function limiting the maximum
or from the Engine Control Room (ECR) console. torque (fuel pump index) in relation to the engine
speed, in order to prevent the engine from being
loaded beyond the limits of the load diagram
Shut down system
• The control system must ensure that the engine
The engine is stopped by activating the puncture load does not increase at a quicker rate than
valve located in the fuel pump either at normal permitted by the scavenge air pressure
stopping or at shut down by activating solenoid
valve ZV 1103 C, see Fig. 16.01.02. • Load changes have to take place in such a way
that the governor can keep the engine speed
within the required range.
Slow turning
Please contact the engine builder to get specific
The standard manoeuvring system does not data.
feature slow turning before starting, but for Unat-
tended Machinery Spaces (UMS) we strongly rec-
ommend the addition of the slow turning device
shown in Fig. 16.01.02 as well as Fig. 16.01.03,
option: 4 50 140.

MAN B&W 16.01
Page 4 of 11
Sequence Diagram
MAN Diesel’s requirements for the control sys-

tem are indicated graphically in Fig. 16.01.08a,
‘Sequence diagram’.
The diagram shows the functions as well as the

delays which must be considered in respect to
starting ‘Ahead’ and starting ‘Astern’, as well as
for the activation of the slow down and shut down
functions.
On the right of the diagram, a situation is shown

where the order ‘Astern’ is over-ridden by an
‘Ahead’ order – the engine immediately starts
‘Ahead’ if the engine speed is above the specified
starting level.

MAN Diesel 198 79 08-1.0
MAN B&W 16.01
Page 5 of 11
Starting Air System
ZS 1112 C
Service / Blocked
ZS 1111 C
A
ZS 1116 C
Main starting valve
ZS 1117 C
Slow turning
valve
Ø16X2
Ø16X2
28
ZV 1114 C Slow turning
Starting air
distributor
Starting valve
78
Pos. Qty. Description
Engine control
28 1 3/4-way solenoid valve
room console
78 1 Switch, yard’s supply
Additional components for slow turning are the slow turning valve in bypass and position nos. 28 and 78
The item No. refers to ‘Guidance values ‘automation’
The letter refers to list of ‘Counterflanges’
The piping is delivered with and fitted onto the engine
178 58 11.5-0
Fig. 16.01.03: Starting air system, with slow turning, option: 4 50 140

MAN Diesel 198 79 08-1.0
MAN B&W 16.01
Page 6 of 11
Governor Parts and Mode of Operation
The engine is, as standard, provided with an elec- Governor for ‘Conventional’ plants
tronic/mechanical type of fuel pump actuator of a
make approved by MAN Diesel. A typical example of a ‘conventional’ marine in-
stallation is:
The speed setting of the actuator is determined by
an electronic signal from the electronic governor • An engine directly coupled to a fixed pitch pro-
of a make approved by MAN Diesel. The actuator peller.
shaft is connected to the fuel regulating shaft by
means of a mechanical linkage. With a view to such an installation, the engine is,
as standard, equipped with a ‘conventional’ elec-
When selecting the governor, the complexity of tronic governor with actuator of a make approved
the installation has to be considered. We normally by MAN Diesel, e.g.:
distinguish between ‘conventional’ and ‘advanced’
marine installations. 4 65 172 Lyngsø Marine
The governor consists of the following elements: 4 65 174 Kongsberg Maritime
• Actuator 4 65 175 Nabtesco
• Revolution transmitter (pick-ups) 4 65 176 Mitsui Zosen Systems Research
• Electronic governor panel 4 65 177 Siemens.
• Power supply unit As an option on engines without Power Take Off

(PTO), a mechanical-hydraulic type of governor is
• Pressure transmitter for scavenge air. available:
The actuator, revolution transmitter and the pres- 4 65 171 Woodward.

sure transmitter are mounted on the engine.
The electronic governors must be tailor-made, Governor for ‘Advanced’ plants

and the specific layout of the system must be mu-
tually agreed upon by the customer, the governor For more ‘advanced’ marine installations, such as,
supplier and the engine builder. for example:
It should be noted that the shut down system, the • Plants with flexible coupling in the shafting sys-
governor and the remote control system must be tem
compatible if an integrated solution is to be ob-
tained. • Geared installations
The minimum speed is 20-25% of the engines • Plants with disengageable clutch for discon-
nominal speed when an electronic governor is ap- necting the propeller
plied.
• Plants with shaft generator with great require-
ment for frequency accuracy.

MAN B&W 16.01
Page 7 of 11
Governor and Remote Control Components
ual
Man ol
tr
con
r
erno
G ov o l
n t r
co
r ack
Fuel
ZS 1122 C
Actuator for fuel rack

E 1182 C Engine side handwheel
178 58 12-7.0
Fig. 16.01.04: Electronic governor
Remote
Manual
MIN
START
MAX
STOP
Telegraph
Control room
Ahead Astern
Bridge control
Astern
Ahead
Start
Stop
ZS 1140 C
ZS 709
ZS 708
PS 1134 C
ZS 1136 C
ZS 1108 C
ZS 1142 C
ZS 1137 C
ZS 1107 C
ZS 1141 C
178 58 13-9.0
Fig. 16.01.05: Components for remote control of reversible engine with FPP with bridge control

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 8 of 11
Engine Side Control Console with diagram
REMOTE
MANUAL
MAX
ASTERN
START
AHEAD
MIN
START STOP
STOP
STOP
178 58 15-2.0
Fig. 16.01.06a: Engine Side Control console, for reversible engine
REMOTE
AHEAD
MANUAL
START STOP ASTERN
PS 1106 C
*7
VIT
PS 1118 C 2 Ahead
1 3 Astern
Supply
4 Stop
PS 1118 C
5 Start
6 Remote
* Terminal 7 only connected on engines with VIT type fuel pumps
178 58 16-4.0
Fig. 16.01.06b: Diagram of Engine Side Control console

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 9 of 11
Engine Side Control Console and Instrument Panel
START
STOP
STOP
MAX
MIN
REM E EMERGENCY AH D ASTERN
START
STOP
Components included for: The instrument panel includes:
Fixed pitch propeller: For reversible engine:
Remote control – manual engine side control Tachometer for engine
Ahead – Astern handle Indication for engine side control
Start button Indication for control room control (remote)
Stop button Indication for bridge control (remote)
Indication for ‘Ahead’
Indication for ‘Astern’
Indication for auxiliary blower running
Indication and buzzer for wrong way alarm
Indication for turning gear engaged
Indication for ‘Shut down’
Push button for canceling ‘Shut down’, with indica-

tion
178 58 14-0.0
Fig. 16.01.06c: Engine Side Control console and instrument panel

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 10 of 11
Engine Control Room Console
6 10
178 58 17-6.0
1 Free space for mounting of safety panel 8 Switch and lamp for cancelling of limiters for
Engine builder’s supply governor
2 Tachometer(s) for turbocharger(s) 9 Engine control handle, option: 4 65 625 from engine
3 Indication lamps for: maker
Ahead * 10 Pressure gauges for:
Astern Scavenge air
Engine Side Control Lubricating oil, main engine
Control Room Control Cooling oil, main engine
Wrong way alarm Jacket cooling water
Turning gear engaged Sea cooling water
Main starting valve in service Lubricating oil, camshaft
Main starting valve in blocked mode Fuel oil before filter
Remote control Fuel oil after filter
Shut down Starting air
(Spare) Control air supply
Lamp test * 10 Thermometer:
4 Tachometer for main engine Jacket cooling water
5 Revolution counter Lubricating oil water
6 Switch and lamps for auxiliary blowers
7 Free spares for mounting of bridge control
equipment for main engine
Note: If an axial vibration monitor is ordered (option: 4 * These instruments have to be ordered as option:
31 116 ) the manoeuvring console has to be extended 4 75 645 and the corresponding analogue sensors on
by a remote alarm/slow down indication lamp. the engine as option: 4 75 128.
Fig. 16.01.07: Instruments and pneumatic components for Engine Control Room console, yard’s supply

MAN Diesel 198 79 11-5.0
MAN B&W 16.01
Page 11 of 11
Sequence diagram for engines with Fixed Pitch Propeller
178 58 18-8.0
Fig. 16.01.08a: Sequence diagram for fixed pitch propeller, MC/MC-C types 50-26
MAN B&W S50MC/MC-C, S46MC/C, S42MC, S40MC-C,

MAN B&W 16.02
Page 1 of 1
Controllable Pitch Propeller
This section is available on request
for
70-26 MC/MC-C
MAN B&W S/L70MC-C, S/L60MC-C, S50MC-C,

S46MC-C, S42MC, S40MC-C, S35MC/MC-C,
L35MC, S26MC
MAN Diesel 198 79 77-4.0
MAN B&W 16.03
Page 1 of 2
Engine Control System Interface to Surrounding Systems
To support the navigator, the vessels are equip For the safety system, a combined shut down
ped with a ship control system, which includes and slow down panel approved by MAN Diesel
subsystems to supervise and protect the main is available as an option in the Extent of Delivery,
propulsion engine. e.g.:
The monitoring systems and instrumentation are 4 75 610a Lyngsø Marine

explained in detail in Chapter 18.
4 75 610b Kongsberg Maritime
Alarm system 4 75 610c Nabtesco
The alarm system has no direct effect on the En 4 75 610d Siemens
gine Control System (ECS). The alarm alerts the
operator of an abnormal condition. 4 75 610f Mitsui Zosen Systems Research.
The alarm system is an independent system, in Where separate shut down and slow down panels
general covering more than the main engine itself, are installed only panels approved by MAN Diesel
and its task is to monitor the service condition must be used.
and to activate the alarms if a normal service limit
is exceeded. In any case, the remote control system and the
safety system (shut down and slow down panel)
The signals from the alarm sensors can be used must be compatible.
for the slow down function as well as for remote
indication.
Telegraph system
Slow down system The telegraph system is an independent system.
The engine safety system is an independent sys This system enables the navigator to transfer the
tem with its respective sensors on the main en commands of engine speed and direction of rota
gine, fulfilling the requirements of the respective tion from the Bridge, the engine control room or
classification society and MAN Diesel. the Engine Side Console (ESC).
Safety system Remote Control system
The engine safety system is an independent sys The remote control system normally has two alter
tem with its respective sensors on the main en native control stations:
gine, fulfilling the requirements of the respective
classification society and MAN Diesel. • the Bridge Control console
• the Engine Control Room console
If a critical value is reached for one of the meas
uring points, the input signal from the safety The remote control system is to be delivered by a
system must cause either a cancellable or a supplier approved by MAN Diesel.
noncancellable shut down signal to the ECS.
The safety system is included as standard in the

extent of delivery.

MAN Diesel 198 66 41-3.1
MAN B&W 16.03
Page 2 of 2
As an option in the Extent of Delivery, a bridge Auxiliary equipment system

control system from suppliers approved by MAN
Diesel is available: The input signals for ‘Auxiliary system ready’ are
given partly based on the status for:
• for Fixed Pitch propeller plants, e.g.:
• fuel oil system
4 95 601 Lyngsø Marine • lube oil system
• cooling water systems
4 95 606 Siemens
and partly from the ECS itself:
4 95 607 Nabtesco
• turning gear disengaged
4 95 608 Mitsui Zosen Systems Research • main starting valve in ‘service position’
• control air valve for air spring ‘open’
4 95 615 Kongsberg Maritime • auxiliary blowers running
• control air valve ‘open’
• and for Controllable Pitch propeller plants, e.g.: • safety air valve ‘open’
• governor ‘in control’
4 95 604 Lyngsø Marine • valve for starting air distributor ‘open’.
4 95 916 Kongsberg Maritime

Engine monitoring
4 95 619 MAN Diesel Alphatronic.
In order to assist the engineer in runnning the
diesel engine at its optimum performance, a MAN
Power Management system Diesel’s PMI system, type PT/S off-line or on-line
could be applied as an option.
The system handles the supply of electrical power
onboard, i.e. the starting and stopping of the gen The MAN Diesel’s PMI system, type PT/S off-line
erating sets as well as the activation / deactivation monitors engine parameters such as:
of the main engine Shaft Generator (SG), if fitted.
• cylinder pressure
The normal function involves starting, synchro • fuel oil injection pressure
nising, phasingin, transfer of electrical load and • scavenge air pressure
stopping of the generators based on the electrical • engine speed.
load of the grid on board.
This and other engine monitoring systems are fur
The activation / deactivation of the SG is to be ther explained in Chapter 18 in this Project Guide.
done within the engine speed range which fulfils
the specified limits of the electrical frequency.
Instrumentation
Chapter 18 includes lists of instrumentation for:
• The CoCos-EDS on-line system

• The class requirements and MAN Diesel’s re
quirements for alarms, slow down and shut down
for Unattended Machinery Spaces.

MAN Diesel 198 66 41-3.1
MAN B&W
Vibration Aspects

17
MAN Diesel
MAN B&W 17.01
Page 1 of 1
C C
Vibration Aspects
The vibration characteristics of the twostroke 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 7cylinder 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 828.2
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 Diesel 198 41 405.3
MAN B&W 17.02
Page 1 of 2
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. Several solutions are available to cope with the
2nd order moment, as shown in Fig. 17.03.02, out
Resonance with the 2nd order moment may oc- of which the most cost efficient one can be cho-
cur in the event of hull vibrations with more than sen in the individual case.
3 nodes. Contrary to the calculation of natural
frequency with 2 and 3 nodes, the calculation of The information about compensator solutions is
the 4 and 5-node natural frequencies for the hull to be found in the Project Guide for the relevant
is a rather comprehensive procedure and often engine type.
not very accurate, despite advanced calculation
methods.
Determine the need
A 2nd order moment compensator comprises two
counterrotating masses running at twice the en- A decision regarding the vibrational aspects and
gine speed. the possible use of compensators must be taken
at the contract stage. If no experience is available
from sister ships, which would be the best basis
for deciding whether compensators are necessary
or not, it is advisable to make calculations to de-
Cycles/min. *) Natural frequency termine which of the solutions should be applied.
cycles/min.
300
If the compensator is initially omitted, measure-
ments taken during the sea trial, or later in service
S50MEC
250
and with fully loaded ship, will be able to show if a
compensator has to be fitted at all.
S60MEC 5n
200
od
e
S70MEC
S80MEC Preparation for compensators

S90MEC 150
4 no
de
If no calculations are available at the contract
100
3 n od stage, we advise to make preparations for the fit-
e
ting of an electrically driven moment compensator
50
2 n od in the steering compartment, see Section 17.03.
e
dwt
The information about preparation for compensa-
20,000 40,000 60,000 80,000 tors is to be found in the Project Guide for the rel-
*) Frequency of engine moment
evant engine type.
M2V = 2 x engine speed
178 60 917.0 Basic design regarding compensators
Fig. 17.02.01: Statistics of vertical hull vibrations in tank- The information is to be found in the Project Guide
ers and bulk carriers, example from S90-50ME-C for the relevant engine type.
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 Diesel 198 80 02-6.0
MAN B&W 17.02
Page 2 of 2
1st Order Moments on 4cylinder Engines
This section is only applicable for engines type Since resonance with both the vertical and the
70 and smaller. horizontal hull vibration mode is rare, the standard
engine is not prepared for the fitting of 1st order
1st order moments act in both vertical and hori- moment compensators.
zontal direction. For our twostroke engines with
standard balancing these are of the same magni- Data on 1st order moment compensators and
tudes. preparation as well as options in the Extent of De-
livery are available on request.
For engines with five cylinders or more, the 1st
order moment is rarely of any significance to the
ship. It can, however, be of a disturbing magnitude
in fourcylinder engines.
Resonance with a 1st order moment may occur Adjustable

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

node hull vibration can often be critical, whereas
the resonance with the horizontal moment occurs
at a higher speed than the nominal because of the Fixed Adjustable
higher natural frequency of horizontal hull vibra- counterweights counterweights
tions.
Balancing 1st order moments
As standard, fourcylinder engines are fitted with

1st order moment balancers in shape of adjust-
able counterweights, as illustrated in Fig. 17.02.02.
Fixed
These can reduce the vertical moment to an insig- counterweights
nificant value (although, increasing correspond-
ingly the horizontal moment), so this resonance is
easily dealt with. A solution with zero horizontal
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 178 16 787.0
be introduced as an option, reducing the 1st order

moment to a harmless value. Fig. 17.02.02: Examples of counterweights

MAN Diesel 198 80 02-6.0
MAN B&W 17.03
Page 1 of 2
Electrically Driven Moment Compensator
If it is decided not to use chain driven moment • The decision whether or not to install compen-
compensators and, furthermore, not to prepare sators can be taken at a much later stage of a
the main engine for compensators to be fitted project, since no special version of the engine
later, another solution can be used, if annoying structure has to be ordered for the installation.
2nd order vibrations should occur: An electrically
driven moment compensator synchronised to the • No preparation for a later installation nor an ex-
correct phase relative to the external force or mo- tra chain drive for the compensator on the fore
ment can neutralise the excitation. end of the engine is required. This saves the
cost of such preparation, often left unused.
This type of compensator needs an extra seating
fitted, preferably, in the steering gear room where • Compensators could be retrofit, even on ships
vibratory deflections are largest and the effect of in service, and also be applied to engines with a
the compensator will therefore be greatest. higher number of cylinders than is normally con-
sidered relevant, if found necessary.
The electrically driven compensator will not give
rise to distorting stresses in the hull, but it is more • The compensator only needs to be active at
expensive than the engine-mounted compensa- speeds critical for the hull girder vibration. Thus,
tors. It does, however, offer several advantages it may be activated or deactivated at specified
over the engine mounted solutions: speeds automatically or manually.
• When placed in the steering gear room, the • Combinations with and without moment com-
compensator is not as sensitive to the position- pensators are not required in torsional and axial
ing of the node as the compensators 2) and 3) vibration calculations, since the electrically
mentioned in Section 17.02. 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.
Further to compensating 2nd order moments,

electrically driven moment compensators are also
available for balancing other forces and moments.
The available options are listed in the Extent of
178 57 45-6.0
Delivery.
Fig. 17.03.01: MAN Diesel 2nd order electrically driven moment compensator, separately mounted,
option: 4 31 255
MAN B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,

K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,
S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 42 221.5
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC
MAN B&W 17.03
Page 2 of 2
Moment compensator Compensating moment

Aft end, option: 4 31 203 F2C x Lnode
outbalances M2V
2
M2V
2 Node AFT
F2C
Lnode
Moment from compensator

M2C reduces M2V
Moment compensator
Fore end, option: 4 31 213 M2V
M2C
2 2
Compensating moment
FD x Lnode
outbalances M2V
Centre line
crankshaft M2V
FD
Node Aft
3 and 4node vertical hull girder mode
L n
D od
4 Node e
3 Node
178 27 104.1
Fig. 17.03.02: Compensation of 2nd order vertical external moments
MAN B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,

K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,
S70MC/MC-C/ME-C/ME-GI, L70MC-C/ME-C, S65ME-C/ME-GI,
MAN Diesel 198 42 221.5
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,
S50MC/MC-C/ME-B8, S46MC-C/ME-B, S42MC, S/L35MC, S26MC
MAN B&W 17.03
Page 1 of 2
Electrically Driven Moment Compensator
If annoying 2nd order vibrations should occur: • The decision whether or not to install compen-
An, an electrically driven moment compensator sators can be taken at a much later stage of a
synchronised to the correct phase relative to the project, since no special version of the engine
external force or moment can neutralise the exci- structure has to be ordered for the installation.
tation.
• 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 moment compensators are also
available for balancing other forces and moments.
The available options are listed in the Extent of
Delivery.
178 57 45-6.0
Fig. 17.03.01: MAN Diesel 2nd order electrically driven

moment compensator, separately mounted, option: 4 31 255
MAN B&W S50MEC7/8, S50ME-B9, S40MC-C9, S40ME-B9,

S35MC-C9, S35ME-B9 MAN Diesel 198 69 781.1
MAN B&W 17.03
Page 2 of 2
Nodes and Compensators
3 and 4node vertical hull girder mode
4 Node
3 Node

Compensating moment
FD x Lnode
outbalances M2V
M2V
FD
Node Aft
L n
D od
e
178 61 15-9.0
Fig. 17.03.02: Compensation of 2nd order vertical external moments
MAN B&W S50MEC7/8, S50ME-B9, S40MC-C9, S40ME-B9,

S35MC-C9, S35ME-B9 MAN Diesel 198 69 781.1
MAN B&W 17.04
Page 1 of 2
Power Related Unbalance
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great number
der external moments will excite disturbing hull of large ships with engines of different types and
vibrations, the concept Power Related Unbal- cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see classified in four groups as follows:
Tables 17.04.01a and b below.
PRU Nm/kW Need for compensator
___________
PRU =  External moment
      Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cific engine.
5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl.

S46MC-C8 – 1,380 kW/cyl at 129 r/min
PRU acc. to 1st order, Nm/kW 11.0 0.0 4.7 13.7 N.a. N.a. N.a. N.a. N.a.
PRU acc. to 2nd order, Nm/kW 126.6 73.4 18.3 0.0 N.a. N.a. N.a. N.a. N.a.
S42MC7 – 1,080 kW/cyl at 136 r/min
PRU acc. to 1st order, Nm/kW 8.9 0.0 3.8 11.1 10.2 9.1 5.1 0.0 N.a.
PRU acc. to 2nd order, Nm/kW 90.4 52.5 13.1 0.0 11.4 3.6 7.0 0.0 N.a.
S40MC-C9 – 1,080 kW/cyl at 136 r/min
S35MC7 – 740 kW/cyl at 173 r/min
S35MC-C9 – 740 kW/cyl at 142 r/min
S26MC6 – 400 kW/cyl at 250 r/min
Based on external moments in layout point L1

N.a. Not applicable
*) Available on request
Data for 4-cylinder engines is available on request
Table 17.04.01a: Power Related Unbalance (PRU) values in Nm/kW for S-MC/MC-C engines

MAN Diesel 198 79 894.0
MAN B&W 17.04
Page 2 of 2
5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl.

L35MC6 – 650 kW/cyl at 210 r/min
Based on external moments in layout point L1

N.a. Not applicable
*) Available on request
Data for 4-cylinder engines is available on request
Table 17.04.01b: Power Related Unbalence (PRU) values in Nm/kW for L-MC/MC-C engines
Calculation of External Moments
In the table at the end of this chapter, the exter-

nal moments (M1) are stated at the speed (n1) and
MCR rating in point L1 of the layout diagram.
For other speeds (nA), the corresponding external

moments (MA) are calculated by means of the for-
mula:
nA 2
MA = M1 x  __ {  }
n     kNm
1
(The tolerance on the calculated values is 2.5%).

MAN Diesel 198 79 894.0
MAN B&W 17.05
Page 1 of 3
Guide Force Moments
The socalled 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 Hmoment) or With both types of top bracing, the above-men-
twisting (excited by Xmoment) 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 FEMmodels are made to predict hull/
double bottom system. engine interaction, the propeller definition of these
moments has become increasingly important.
As this system is very difficult to calculate with the
necessary accuracy, MAN Diesel strongly recom-
mend, as standard, that top bracing is installed Htype Guide Force Moment (MH)
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 vibration 2. Another force at crosshead guide level. The po-
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 816.4
Fig. 17.05.01: Htype and Xtype guide force moments

MAN Diesel 198 42 233.4
MAN B&W 17.05
Page 2 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
ΙΙ
±1
ac
0m
pl
/s
is
2
m
D
m
±2
±25mm/s
m
m
±1
10
Velocity Ι 4
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 Diesel 198 42 233.4
MAN B&W 17.05
Page 3 of 3
As the deflection shape for the Htype is equal The Xtype guide force moment is then defined
for each cylinder the Nth order Htype guide force as:
moment for an Ncylinder engine with regular fir-
ing order is: MX = ‘BiMoment’/L [kNm]
N x MH(one cylinder) For modelling purpose the size of the four (4) forc-
es can be calculated:
For modelling purposes the size of the forces in
the force couple is: Force = MX /L X [kN]
Force = MH/L [kN] where:
where L is the distance between crankshaft level L X is the horizontal length between ‘force points’
and the middle position of the crosshead guide
(i.e. the length of the connecting rod.) Similar to the situation for the Htype guide force
moment, the forces may be applied in positions
As the interaction between engine and hull is at suitable for the FEM model of the hull. Thus the
the engine seating and the top bracing positions, forces may be referred to another vertical level L Z
this force couple may alternatively be applied in above crankshaft centre line. These forces can be
those positions with a vertical distance of (L Z). calculated as follows:
Then the force can be calculated as:
M xL
ForceZ = MH/L Z [kN] ForceZ, one point = _____
 Lxx L  
[kN]
Any other vertical distance may be applied, so as

to accomodate the actual hull (FEM) model. In order to calculate the forces it is necessary
to know the lengths of the connecting rods = L,
The force couple may be distributed at any which are:
number of points in the longitudinal direction. A
reasonable way of dividing the couple is by the
number of top bracing and then applying the forc- Engine Type L in mm
es at those points. S46MC-C7/8 1,980
S42MC7 2,025
ForceZ, one point = ForceZ, total/Ntop bracing, total [kN]
S40MCC9 1,770
S35MCC9 1,550
Xtype Guide Force Moment (MX ) S35MC7 1,600
L35MC6 1,260
The Xtype guide force moment is calculated S26MC6 1,125
based on the same force couple as described
above. However as the deflection shape is twist-
ing the engine each cylinder unit does not contrib-
ute with an equal amount. The centre units do not
contribute very much whereas the units at each
end contributes much.
A socalled ‘Bimoment’ can be calculated (Fig.

17.05.02):
‘Bimoment’ = Σ [forcecouple(cyl.X) x distX]

in kNm2

S35MC/MC-C, L35MC, S26MC MAN Diesel 198 79 857.0
MAN B&W 17.06
Page 1 of 2
Axial Vibrations
When the crank throw is loaded by the gas pressure The socalled 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 zeronode 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 based on final torsional vibration calculations.
thrust bearing are to be consideraed.
Sixcylinder 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 3545% 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 8cylinder engines.
MAN B&W MC/MC-C, ME/ME-C/GI, ME-B engines

MAN Diesel 198 42 245.4
MAN B&W 17.06
Page 2 of 2
Critical Running
When running undercritical, significant varying Torsional vibrations in overcritical conditions may,
torque at MCR conditions of about 100150% of in special cases, have to be eliminated by the use
the mean torque is to be expected. of a torsional vibration damper.
This torque (propeller torsional amplitude) induces Overcritical layout is normally applied for engines
a significant varying propeller thrust which, under with more than four cylinders.
adverse conditions, might excite annoying longi-
tudinal vibrations on engine/double bottom and/or Please note:
deck house. We do not include any tuning wheel or torsional
vibration damper in the standard scope of supply,
The yard should be aware of this and ensure that as the proper countermeasure has to be found af-
the complete aft body structure of the ship, inter torsional vibration calculations for the specific
cluding the double bottom in the engine room, is plant, and after the decision has been taken if and
designed to be able to cope with the described where a barred speed range might be acceptable.
phenomena.
For further information about vibration aspects,
please refer to our publications:
Overcritical running
An Introduction to Vibration Aspects
The natural frequency of the onenode vibration
is so adjusted that resonance with the main criti- Vibration Characteristics of Two-stroke Engines
cal order occurs about 3070% below the engine
speed at specified MCR. Such overcritical con- The publications are available at
ditions can be realised by choosing an elastic www.mandieselturbo.com under ‘Products’ →
shaft system, leading to a relatively low natural ‘Marine Engines & Systems’ → ‘Low Speed’ →
frequency. ‘Technical Papers’.
The characteristics of overcritical conditions are:
• Tuning wheel may be necessary on crankshaft

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

shafting material with a relatively high ultimate
tensile strength
• With barred speed range, EoD: 4 07 015, of

about ±10% with respect to the critical engine
speed.

MAN Diesel 198 42 269.3
MAN B&W 17.07
Page 1 of 1
External Forces and Moments, S46MC-C8-TII Layout point L1 - SFOC
No of cylinder : 5 6 7 8
Firing type : 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6
External forces [kN] :

1. Order : Horizontal 0 0 0 0
1. Order : Vertical 0 0 0 0
External moments [kNm] :
1. Order : Horizontal a) 76 0 45 151
1. Order : Vertical a) 76 0 45 151
2. Order : Vertical 874 c) 608 c) 177 0
Guide force H-moments in [kNm] :
1 x No. of cyl. 626 473 358 256
2 x No. of cyl. 54 22 28 28
3 x No. of cyl. 19 - - -
Guide force X-moments in [kNm] :
1. Order : 61 0 36 121
2. Order : 157 109 32 0
3. Order : 127 230 251 322
4. Order : 25 191 543 221
5. Order : 0 0 50 624
6. Order : 14 0 8 0
7. Order : 101 0 0 18
8. Order : 63 44 3 0
9. Order : 3 63 7 6
10. Order : 0 15 42 0
11. Order : 1 0 24 31
12. Order : 7 0 1 6
13. Order : 7 0 0 17
14. Order : 1 5 0 0
15. Order : 0 14 0 1
16. Order : 1 5 1 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers.
c) 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, reducing the
2nd order external moment.
Table 17.07.01

MAN Diesel 198 77 12-6.0
MAN B&W 17.07
Page of 1
External Forces and Moments, S42MC7 Layout point L1 - SFOC
No of cylinder : 5 6 7 8 9 10 11 12
1-8-7-3- 1-5-11-6- 1-8-12-4-

1-5-3-4- 1-7-2-5-4- 1-8-3-4-7- 1-6-7-3-5-
Firing type : 1-4-3-2-5 5-9-4-2- 2-7-9-4-3- 2-9-10-5-
2-6 3-6 2-5-6 8-2-4-9
10-6 8-10 3-7-11-6

1. Order : Horizontal 0 0 0 0 0 0 0 0
1. Order : Vertical 0 0 0 0 0 0 0 0
2. Order : Vertical 0 0 0 0 0 0 0 0
4. Order : Vertical 0 0 0 0 0 11 9 0
6. Order : Vertical 0 2 0 0 0 0 1 0
1. Order : Horizontal a) 48 0 29 96 99 98 61 0
1. Order : Vertical a) 48 0 29 96 99 98 61 0
2. Order : Vertical 488 340 99 0 111 39 83 0
4. Order : Vertical 2 18 51 21 26 31 41 36
6. Order : Vertical 0 0 0 0 5 3 0 0
1 x No. of cyl. 401 291 218 150 87 21 30 43
2 x No. of cyl. 30 21 27 25 - - - -
3 x No. of cyl. 17 - - - - - - -
1. Order : 40 0 24 80 82 82 40 70
2. Order : 158 110 32 0 36 13 251 203
3. Order : 134 243 266 340 420 466 730 913
4. Order : 17 129 367 149 186 227 319 251
5. Order : 0 0 30 374 148 44 258 6
6. Order : 8 0 5 0 279 182 18 2
7. Order : 57 0 0 10 13 214 18 0
8. Order : 34 24 2 0 6 29 129 48
9. Order : 2 32 4 3 0 11 20 102
10. Order : 0 8 22 0 2 22 15 0
11. Order : 1 0 16 21 2 18 24 0
12. Order : 7 0 1 5 20 8 9 0
13. Order : 6 0 0 16 6 8 1 0
14. Order : 1 5 0 0 7 9 17 0
15. Order : 0 12 0 1 20 9 20 37
16. Order : 1 4 1 0 1 11 20 8
Table 17.07.01
MAN B&W S42MC7

MAN Diesel 198 59 56-0.1
MAN B&W 17.07
Page 1 of 1
External Forces and Moments, S40MC-C9 Layout point L1 - SFOC
Firing type : 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6

2. Order : Vertical 517 360 104 0
Guide force Hmoments in [kNm] :
1 x No. of cyl. 499 376 284 204
2 x No. of cyl. - 24 29 29
3 x No. of cyl. 20   
Guide force Xmoments in [kNm] :
1. Order : 47 0 28 93
2. Order : 220 153 44 0
3. Order : 160 289 316 405
4. Order : 21 160 455 185
5. Order : 0 0 40 498
6. Order : 11 0 7 0
7. Order : 80 0 0 14
8. Order : 50 35 3 0
9. Order : 2 49 5 5
10. Order : 0 11 32 0
11. Order : 1 0 21 26
12. Order : 8 0 2 6
13. Order : 8 0 0 19
14. Order : 1 6 0 0
15. Order : 0 14 0 1
16. Order : 1 5 1 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all
cylinder numbers.
Table 17.07.01
MAN B&W S40MC-C9

MAN Diesel 198 77 16-3.0
MAN B&W 17.07
Page of 1
No of cylinder : 5 6 7 8 9 10 11 12
1-8-7-3- 1-5-11-6- 1-8-12-4-

1-5-3-4- 1-7-2-5-4- 1-8-3-4-7- 1-6-7-3-5-
Firing type : 1-4-3-2-5 5-9-4-2- 2-7-9-4-3- 2-9-10-5-
2-6 3-6 2-5-6 8-2-4-9
10-6 8-10 3-7-11-6

1. Order : Vertical 0 0 0 0 0 0 0 0
2. Order : Vertical 0 0 0 0 0 0 0 0
4. Order : Vertical 0 0 0 0 0 8 7 0
6. Order : Vertical 0 2 0 0 0 0 0 0
1. Order : Vertical a) 28 0 17 56 58 58 36 0
2. Order : Vertical 287 200 58 0 65 23 49 0
4. Order : Vertical 1 11 30 12 15 19 24 21
6. Order : Vertical 0 0 0 0 3 2 0 0
1 x No. of cyl. 224 159 117 82 47 11 17 25
2 x No. of cyl. - 13 14 13 - - - -
3 x No. of cyl. 9 - - - - - - -
1. Order : 23 0 14 46 47 47 29 0
2. Order : 87 61 18 0 20 7 15 0
3. Order : 72 131 143 183 226 251 328 413
4. Order : 9 72 205 83 104 127 166 144
5. Order : 0 0 17 212 84 25 147 0
6. Order : 4 0 3 0 155 101 11 0
7. Order : 31 0 0 6 7 117 10 0
8. Order : 19 13 1 0 4 16 71 26
9. Order : 1 17 2 2 0 6 11 55
10. Order : 0 4 12 0 1 12 8 0
11. Order : 0 0 9 12 1 10 14 0
12. Order : 4 0 1 3 12 5 5 0
13. Order : 4 0 0 9 4 5 0 0
14. Order : 0 3 0 0 4 5 9 0
15. Order : 0 6 0 1 11 5 11 20
16. Order : 0 2 1 0 1 6 11 4
Table 17.07.01
MAN B&W S35MC7

MAN Diesel 198 59 57-2.1
MAN B&W 17.07
Page 1 of 1
External Forces and Moments, S35MC-C9 Layout point L1 - SFOC
Firing type : 1-4-3-2-5 1-5-3-4-2-6 1-7-2-5-4-3-6 1-8-3-4-7-2-5-6

Guide force Hmoments in [kNm] :
1 x No. of cyl. 326 247 187 137
2 x No. of cyl. 28 15 17 -
3 x No. of cyl. 12   
Guide force Xmoments in [kNm] :
1. Order : 30 0 18 60
2. Order : 167 116 34 0
3. Order : 122 221 242 310
4. Order : 14 107 303 123
5. Order : 0 0 26 325
6. Order : 7 0 4 0
7. Order : 53 0 0 9
8. Order : 34 23 2 0
9. Order : 2 34 4 3
10. Order : 0 8 22 0
11. Order : 1 0 14 18
12. Order : 5 0 1 4
13. Order : 4 0 0 11
14. Order : 0 3 0 0
15. Order : 0 8 0 1
16. Order : 0 3 1 0
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all
cylinder numbers.
Table 17.07.01
MAN B&W S35MC-C9

MAN Diesel 198 77 17-5.0
MAN B&W 17.07
Page of 1
External Forces and Moments, L35MC6 Layout point L1 - SFOC
No of cylinder : 5 6 7 8 9 10 11 12
1-8-7-3- 1-5-11-6- 1-5-12-7-

1-5-3-4- 1-7-2-5-4- 1-8-2-6-4- 1-6-7-3-5-
Firing type : 1-4-3-2-5 5-9-4-2- 2-7-9-4-3- 2-6-10-8-
2-6 3-6 5-3-7 8-2-4-9
10-6 8-10 3-4-11-9

1. Order : Vertical 0 0 0 0 0 0 0 0
2. Order : Vertical 0 0 0 0 0 0 0 0
4. Order : Vertical 0 0 0 0 0 8 6 4
6. Order : Vertical 0 1 0 0 0 0 0 0
1. Order : Vertical a) 30 0 18 30 61 15 10 5
2. Order : Vertical 289 201 58 0 66 3 13 2
4. Order : Vertical 1 10 27 44 14 20 25 18
6. Order : Vertical 0 0 0 0 2 2 0 2
1 x No. of cyl. 160 113 84 61 36 8 11 6
2 x No. of cyl. 12 7 7 7 - - - -
3 x No. of cyl. 5 - - - - - - -
1. Order : 21 0 13 21 44 11 7 4
2. Order : 69 48 14 0 16 1 3 0
3. Order : 63 113 124 79 196 250 325 411
4. Order : 8 65 186 302 94 135 173 126
5. Order : 0 0 15 96 76 32 143 72
6. Order : 4 0 2 0 140 107 12 139
7. Order : 28 0 0 3 6 122 13 37
8. Order : 18 12 1 0 3 13 76 17
9. Order : 1 17 2 1 0 6 10 50
10. Order : 0 4 11 0 1 13 8 6
11. Order : 0 0 8 5 1 10 13 2
12. Order : 3 0 1 9 9 4 5 3
13. Order : 2 0 0 3 2 4 0 3
14. Order : 0 2 0 0 2 4 7 4
15. Order : 0 4 0 0 7 4 9 10
16. Order : 0 1 0 0 0 5 8 1
Table 17.07.01
MAN B&W L35MC6

MAN Diesel 198 59 58-4.1
MAN B&W 17.07
Page of 1
No of cylinder : 5 6 7 8 9 10 11 12
1-8-7-3- 1-5-11-6- 1-8-12-4-

1-5-3-4- 1-7-2-5-4- 1-8-3-4-7- 1-6-7-3-5-
Firing type : 1-4-3-2-5 5-9-4-2- 2-7-9-4-3- 2-9-10-5-
2-6 3-6 2-5-6 8-2-4-9
10-6 8-10 3-7-11-6

1. Order : Vertical 0 0 0 0 0 0 0 0
2. Order : Vertical 0 0 0 0 0 0 0 0
4. Order : Vertical 0 0 0 0 0 7 5 0
6. Order : Vertical 0 1 0 0 0 0 0 0
1. Order : Vertical a) 18 0 11 36 37 37 23 0
2. Order : Vertical 183 127 37 0 42 15 31 0
4. Order : Vertical 1 7 19 8 10 12 15 13
6. Order : Vertical 0 0 0 0 2 1 0 0
1 x No. of cyl. 97 74 58 42 28 7 8 7
2 x No. of cyl. 10 4 3 3 - - - -
3 x No. of cyl. 2 - - - - - - -
1. Order : 10 0 6 21 22 21 13 0
2. Order : 12 9 2 0 3 1 2 0
3. Order : 19 34 37 47 59 65 85 107
4. Order : 4 33 94 38 48 58 77 66
5. Order : 0 0 8 106 42 13 74 0
6. Order : 2 0 1 0 83 54 6 0
7. Order : 18 0 0 3 4 67 6 0
8. Order : 11 8 1 0 2 10 43 16
9. Order : 1 12 1 1 0 4 7 39
10. Order : 0 3 9 0 1 9 6 0
11. Order : 0 0 5 6 1 6 7 0
12. Order : 1 0 0 1 4 2 2 0
13. Order : 1 0 0 2 1 1 0 0
14. Order : 0 1 0 0 1 1 2 0
15. Order : 0 2 0 0 3 1 3 5
16. Order : 0 1 0 0 0 2 3 1
Table 17.07.01
MAN B&W S26MC6

MAN Diesel 198 59 59-6.1
MAN B&W
Appendix

A
MAN Diesel
MAN B&W Appendix A
Page 1 of 3
Symbols for Piping
No. Symbol Symbol designation No. Symbol Symbol designation
1 General conventional symbols 2.14 Spectacle flange
1.1 Pipe 2.15 Bulkhead fitting water tight, flange
1.2 Pipe with indication of direction of flow 2.16 Bulkhead crossing, nonwatertight
1.3 Valves, gate valves, cocks and flaps 2.17 Pipe going upwards
1.4 Appliances 2.18 Pipe going downwards
1.5 Indicating and measuring instruments 2.19 Orifice
2 Pipes and pipe joints 3 Valves, gate valves, cocks and flaps
2.1 Crossing pipes, not connected 3.1 Valve, straight through
2.2 Crossing pipes, connected 3.2 Valves, angle
2.3 Tee pipe 3.3 Valves, three way
2.4 Flexible pipe 3.4 Nonreturn valve (flap), straight
2.5 Expansion pipe (corrugated) general 3.5 Nonreturn valve (flap), angle
Nonreturn valve (flap), straight, screw

2.6 Joint, screwed 3.6
down
Nonreturn valve (flap), angle, screw

2.7 Joint, flanged 3.7
down
2.8 Joint, sleeve 3.8 Flap, straight through
2.9 Joint, quickreleasing 3.9 Flap, angle
2.10 Expansion joint with gland 3.10 Reduction valve
2.11 Expansion pipe 3.11 Safety valve
2.12 Cap nut 3.12 Angle safety valve
2.13 Blank flange 3.13 Selfclosing valve

MAN Diesel 198 38 662.3
MAN B&W Appendix A
Page 2 of 3
3.14 Quickopening valve 4 Control and regulation parts
3.15 Quickclosing valve 4.1 Handoperated
3.16 Regulating valve 4.2 Remote control
3.17 Kingston valve 4.3 Spring
3.18 Ballvalve (cock) 4.4 Mass
3.19 Butterfly valve 4.5 Float
3.20 Gate valve 4.6 Piston
3.21 Doubleseated changeover valve 4.7 Membrane
3.22 Suction valve chest 4.8 Electric motor
Suction valve chest with nonreturn

3.23 4.9 Electromagnetic
valves
Doubleseated changeover valve,

3.24 5 Appliances
straight
3.25 Doubleseated changeover valve, angle 5.1 Mudbox
3.26 Cock, straight through 5.2 Filter or strainer
3.27 Cock, angle 5.3 Magnetic filter
3.28 Cock, threeway, Lport in plug 5.4 Separator
3.29 Cock, threeway, Tport in plug 5.5 Steam trap
3.30 Cock, fourway, straight through in plug 5.6 Centrifugal pump
3.31 Cock with bottom connection 5.7 Gear or screw pump
Cock, straight through, with bottom

3.32 5.8 Hand pump (bucket)
conn.
3.33 Cock, angle, with bottom connection 5.9 Ejector
Cock, threeway, with bottom connec-

3.34 5.10 Various accessories (text to be added)
tion

MAN Diesel 198 38 662.3
MAN B&W Appendix A
Page 3 of 3
Indicating instruments with ordinary

5.11 Piston pump 7
symbol designations
6 Fittings 7.1 Sight flow indicator
6.1 Funnel 7.2 Observation glass
6.2 Bellmounted pipe end 7.3 Level indicator
6.3 Air pipe 7.4 Distance level indicator
6.4 Air pipe with net 7.5 Counter (indicate function)
6.5 Air pipe with cover 7.6 Recorder
6.6 Air pipe with cover and net
6.7 Air pipe with pressure vacuum valve
Air pipe with pressure vacuum valve with

6.8
net
6.9 Deck fittings for sounding or filling pipe
Short sounding pipe with selfclosing

6.10
cock
6.11 Stop for sounding rod
The symbols used are in accordance with ISO/R 5381967, except symbol No. 2.19
178 30 614.1
Fig. A.01.01: Symbols for piping

MAN Diesel 198 38 662.3

MAN B - W 46-26 MC - MC-C-TII Type Engines PDF

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MAN B&W 46-26 MC/MCC-TII Type Engines

Engine Selection Guide

MAN B&W 46-26 MC/MC-C Engine Selection Guide 198 80 07-5.1

MAN Diesel & Turbo

MAN B&W 46-26 MC/MC-C Engine Selection Guide 198 80 07-5.1

MAN B&W 46-26 MC/MC-C Engine Selection Guide

MAN B&W 46-26 MC/MC-C Engine Selection Guide

MAN B&W 46-26 MC/MC-C Engine Selection Guide

MAN B&W 46-26 MC/MC-C Engine Selection Guide

Subject Section Subject Section

MAN B&W 46-26 MC/MC-C Engine Selection Guide

Subject Section Subject Section

MAN B&W 46-26 MC/MC-C Engine Selection Guide

Subject Section Subject Section

MAN B&W 46-26 MC/MC-C Engine Selection Guide

Subject Section Subject Section

MAN B&W 46-26 MC/MC-C Engine Selection Guide

Subject Section Subject Section

MAN B&W 46-26 MC/MC-C Engine Selection Guide

Subject Section Subject Section

MAN B&W 46-26 MC/MC-C Engine Selection Guide

The MC/MC-C Tier II Engine

For MAN B&W MC/MC-C-TII designated engines,

MAN B&W MC/MC-C-TII engines

The main features of the MC engine are described

For further information about the application of

Propulsion Trends in Container Vessels

Propulsion Trends in Bulk Carriers

Propulsion Trends in Tankers

The publications are available at

MAN B&W MC/MC-C-TII engines

The MC-C9 Engine

The engines are tailor-made to suit operation in

MAN B&W S40MC-C9-TII, S35MC-C9-TII

Engine Type Designation

6 S 70 M E B/C 7 -GI -TII

Emission regulation TII IMO Tier level

(blank) Fuel oil only

B Exhaust valve controlled

Concept E Electronically controlled

S Super long stroke

MAN B&W MC/MC-C, ME/MEC/MEB/-GI engines 198 38 243.6

Power, Speed, Dimensions

MEP SFOC MEP SFOC

110 129 r/min 124 136 r/min

115 136 r/min 142 155 r/min

147 173 r/min

Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl.

Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl.

MC7 mm 600 2,200 650 6,425 6,275 6,050 6,075

MAN B&W 46-26 MC/MC-C Engine Selection Guide

178 210 r/min

Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl.

212 250 r/min

Lmin: 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl.

MAN B&W 46-26 MC/MC-C Engine Selection Guide

Engine Power Range and Fuel Oil Consumption

The engine power figures given in the tables re-

Blower inlet temperature................................. 45 °C

MAN B&W MC/MC-C engines

Updated engine and capacities data is

MAN B&W MC/MC-C, ME/ME-C/MEB/GI engines

Please note that engines built by our licensees Frame Box

MAN B&W MC/MC-C, ME/ME-GI/ME-B engines

MAN B&W MC/MC-C, ME/ME-GI/ME-B engines