a guideline for man b&w approved methods

A Guideline for MAN B&W Approved MethodsIMO’s ‘Existing Engines’ RegulationJuly 2014

3A Guideline for MAN B&W Approved Methods

A Guideline for MAN B&W Approved MethodsIMO’s ‘Existing Engines’ Regulation July 2014Edition 1


Purpose

This guideline describes MAN Diesel & Turbo’s Approved Methods (AMs) with a discussion of IMO’s existing engines regulation. How

are the AMs defined and what are the criteria for selection of AM. Examples of the Approved Method File (AMF) including on-board

survey procedures and IMO definitions are also given.

Furthermore, the guideline provides AM info to shipowners and operators of MAN B&W two-stroke marine diesel engines, how to

install an AM and how to stay in compliance with MARPOL Annex VI.

In conclusion, the guideline expands on the content of MAN Diesel & Turbo’s home page, as introduced by the Service Letters SL09-

520/KEA [1] 1, SL10-534/MFP [2], SL11-548/SVH [3] and SL2014-592/SVH [4].

1 Numbers in the bracket refer to Referenses


ContentsPurpose ....................................................................................................................................................................... 5

I. IMO Regulations ................................................................................................................................................... 11

MARPOL Annex VI ......................................................................................................................................................... 11

Definition of Approved Methods ..................................................................................................................................... 16

MAN B&W Approved Methods....................................................................................................................................... 17

Approval process ........................................................................................................................................................... 19

Approved Methods documentation ............................................................................................................................... 20

Cost effectiveness (Ce) formula ..................................................................................................................................... 21

Approved Method file ..................................................................................................................................................... 22

Survey code ................................................................................................................................................................... 23

Definitions and documents related to engine modifications ............................................................................................ 25

1. Major conversion & substantial modification ........................................................................................................ 25

2. Guarantee statement, Approved Methods, or Amendment to Technical File ........................................................ 26

Responsibility ................................................................................................................................................................. 27

Class ............................................................................................................................................................................. 28

When to take action ....................................................................................................................................................... 29

Action ............................................................................................................................................................................ 30

II. Applicability of an Approved Method ..................................................................................................................... 31

Engines covered by an Approved Method ...................................................................................................................... 31

8 A Guideline for MAN B&W Approved Methods

The Approved Method process ...................................................................................................................................... 33

Approved Method Process Flowchart ............................................................................................................................ 34

Approved Method procedures ....................................................................................................................................... 35

Procedure for verifying applicability ................................................................................................................................ 38

MAN Diesel & Turbo Home page .................................................................................................................................... 39

III. Installation of an Approved Method ....................................................................................................................... 40

Actions to install an Approved Method ........................................................................................................................... 41

Check list for installation ................................................................................................................................................. 42

The on-board cooling system ......................................................................................................................................... 44

How to stay in compliance ............................................................................................................................................. 45

Help ........................................................................................................................................................................... 46

FAQs ......................................................................................................................................................................... 47

Glossary .................................................................................................................................................................... 51

References................................................................................................................................................................. 55

Appendices ................................................................................................................................................................ 59

Appendix 1 Approved Method layout for different engine types

(from IMO MEPC.1/Circ’s: S50MC, S60MC, S70MC and L50MC) ................................................................................. 59

Appendix 2 Example of Approved Method File incl. on-board Survey (MD-C-L50-1#1) .................................................. 62

Appendix 3 Web page selection of an Approved Method ............................................................................................... 66

a. Abstract of pages from the MAN Diesel & Turbo home page on Approved Methods ........................................... 66

b. Example of communication with the home page ................................................................................................. 67

c. Information sheets activated through ‘tabs’ on the home page ........................................................................... 68


d. Info on selection of an Approved Method ............................................................................................................ 69

e. Marking location ................................................................................................................................................. 72

f. Standard MAN B&W Performance Data .............................................................................................................. 73

g. Correction equations (incl. tscav and pback reference conditions) ............................................................................ 74

Reference cooler inlet and scavenge air temperatures (depending on cooling system).............................................. 75

Reference turbine back pressure .............................................................................................................................. 75

h. MAN Diesel & Turbo Flowcharts .......................................................................................................................... 76

Notes ......................................................................................................................................................................... 77


I. IMO Regulations

MARPOL Annex VI

IMO’s Annex VI to MARPOL 73/78 [5] entered into force on 19 May 2005 retroactive for engines from 1 January 2000. In October

2008, the Marine Environment Protection Committee (MEPC) 58 adopted a revised MARPOL Annex VI and the NOx Technical Code

(NTC) 2008 [6, 7], which entered into force on 1 July 2010. Regulation 13 of this revised Annex VI includes NOx emission requirements

for existing engines, as defined in the Approved Method (AM) definition (see Definition of Approved Methods 2.)

The revised Annex VI introduced two new tiers tightening the NOx limit by roughly 20% and 80%, respectively, compared with the Tier

I limit. Tier II by 1 January 2011, and Tier III by 1 January 2016. The following two graphs show the new NOx (Regulation 13) and SOx

(Regulation 14) limits (tier levels) with time. The Tier III limit is only in force within the IMO introduced emission control areas (ECAs),

whereas outside (globally), the Tier II limit applies (see attached area graph.)

The Tier I NOx limit was accomplished almost entirely by optimised fuel nozzles, Tier II limits are accomplished by additional nozzle

optimisation and re-optimisation of the engine performance, whereas the Tier III NOx limit requires additional measures, for example

a combination of Exhaust Gas Recirculation (EGR) and Water-In-Fuel emulsion (WIF,) or the secondary reduction method of Selective

Catalytic Reduction (SCR), i.e. outside the engine. Both EGR and SCR methods are currently being matured by MAN Diesel & Turbo

[8, 9].

Unfortunately, but unavoidable, all reduction methods have a trade-off issue; i.e. a reduction for one emission component may in-

crease other components. As a general rule for the combustion process, reducing NOx by 10% increases CO2 (and fuel consumption)

2 Refer to to other ‘Chapters’ in the paper


by approximately 1%. At the same time, usually both Hydrocarbons (HC) and Particulates increase, which is the main reason for the

introduction of slide valves (see additional comments on slide valves in MAN B&W Approved Methods). For the SCR method, the

‘additive’ consumption necessary to catalyze the chemical reactions replace the increase in consumption of fuel oil.


Tier I IMO Limit (2000 global)

The revised MARPOL Annex VI NOx limits

Tier I:NOx (g/kWh) = 17 for n < 130 r/min = 45 * n (- 0.2) for 130 =< n < 2000 r/min = 9.8 for n => 2000 r/min

Tier II IMO Limit (2011 global) Tier II: NOx (g/kWh) = 14.4 for n < 130 r/min = 44 * n(- 0.23) for 130 =< n < 2000 r/min = 7.7 for n => 2000 r/min

Tier III:NOx (g/kWh) = 3.4 for n < 130 r/min = 9,0 * n(- 0.2) for 130 =< n < 2000 r/min = 2.0 for n => 2000 r/min

Emission according to ISO 8178 Cycle E2/E3

Tier III IMO Limit (2016 ECA)

Engine Speed - r/min

Nitro

gen

Oxid

es (a

s NO

2) -

g/k

Wh

100 200 300 400 500 600 700 800 900 10000

4

8

12

16

20


MEPC 57 IMO & CARB Fuel - Sulfur Content Limits Equivalent methods may be used as alternative

Global

SECA

CARB MDO: 2.0 → 0.5 → 0.1 (DMB)CARB MGO: 1,5 → 1.5 → 0.1 (DMA)SECA: 1.5 → 1.0 → 0.1Global: 4.5 → 3.5 → 0.5

CARB Phase 1CARB Phase 2

Year

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

Sulfu

r %

2000 2005 2010 2015 2020 2025July 2

009

July 2010

July 2012

The revised MARPOL Annex VI Fuel-Sulphur Limit


Source: DNW (http://dnv.com/resources/reports/greener_shipping_north_america.asp

Possible future ECA

Exisiting ECA


Definition of Approved Methods

(ref. to revised MARPOL Annex VI, 2008 Reg. 13 §7 [7])

An Approved Method (AM) is a retrofit kit (components and/or adjustments), which brings the engine’s NOx emission level in compli-

ance with the Tier I NOx limit (see also MAN B&W Approved Methods). The AMs are restricted to large marine engines with a cylinder

volume at or above 90 l/cyl with more than a total engine power of 5 MW and keel laying between 1 January 1990 and 31 December

1999 (both dates included). But the AM is not valid until the main manufacturer has released the retrofit (the AM) satisfying certain

criteria (see next paragraph) and it has been notified to the IMO.

The cost of the AM must not be excessive (see Approved Methods documentation). The specific fuel oil consumption must not

increase by more than 2% and the rated power not decrease by more than 1%. Further, the AM must not adversely affect engine

reliability and durability. Even though a ’Kit’ can be produced by ‘outside’ manufacturers, the designer of the base engine must verify

that the engine performance criteria are observed and, thereby, ‘approve’ the AM.

When the IMO secretariat is notified of a new AM, IMO publishes a new Circular (MEPC.1/Circ.x) to inform on the criteria for the new

AM and a ‘notification date’ that defines the earliest date for introduction of the AM on board (see When to take action). Appendix 1

contains MAN Diesel & Turbo’s information for the Circulars [10-18], which is also used in the Class’ Notice of Compliance (NoC)

information for the flag state, when the AM is approved (see Approval process).


MAN B&W Approved Methods

An AM for an MAN B&W engine consists of a slide-valve retrofit (with a newly developed low-NOx nozzle, or Tier I nozzle), and in some

cases minor performance adjustments [1-4].

The MAN B&W engine Approved Method File (AMF), included with the AM documentation (see Approved Methods documentation),

consists of a four-page document describing the AM and a one or two-page appendix defining the on-board survey method (see Ap-

pendix 2 and Survey code). The latter, Appendix A (of Appendix 2,) presents an example for a survey.

Now used as standard

Slide fuel valveSac volume 0mm3


Slide valves became the standard on all new engines when Tier I engines were introduced. The major advantage of the slide valve is

the superior emission characteristic reducing hydrocarbon and particulate emissions, thereby improving the cylinder condition and

reducing fouling in the exhaust gas ways. Further, a slight reduction of the specific fuel oil consumption (SFOC) is a possibility [19-21].

The fuel nozzle is one of the most important components for establishing the NOx characteristics of an engine. The spray pattern (de-

fined by the nozzle-hole direction and size) can change the NOx characteristics drastically. Therefore, in order to introduce an AM, the

IMO regulations demand documentation for the NOx reduction from the original engine build in comparison with the Tier I NOx limit.

The MAN B&W AMs are being introduced gradually, starting with the engine types with the higher population. The next engines are

engines with layouts outside the ‘normal’ range and, finally, engines with differently specified original fuel nozzles. For the first AMs,

new comparative fuel-nozzle tests have been performed to form a basis for the emission evaluation. But, to avoid expensive emis-

sion measurements, only the most frequently used ‘original’ nozzles have been compared. This may not necessarily be the case in

the future, if existing emission data can be used. The first tests for AMs were performed on the test bed but, in future, tests may be

performed on board.

The first engine types that received an AM were the S70MC, the S50MC and the S60MC [3]. However, not all engines of these models

are included in the AMs introduced. The applicability depends on design and layout (see Appendix 1 and the later section on criteria

for selection of AMs: Procedure for verifying applicability). In future, MAN Diesel & Turbo may introduce AMs for additional ‘original’

nozzles, expand the Mk5/6 S-type power range with Mk3-type engines and follow up with similar ‘L’-type engine sizes. The L50MC

has now been introduced [4]. However, at this time no decision on the continuation has been made yet.


Approval process

When an AM has been defined by the manufacturer, the AM needs approval by a Flag State (FS), in praxis however, handled by an

approved organization (usually a classification society) on behalf of the FS. When approved, the FS will notify the IMO secretariat, who

will list the AM and in this way release the AM for use (see Definition of Approved Methods). It is therefore the ship owner’s obliga-

tion (when a vessel renewal survey is coming up) to verify whether an AM has been released for his engine type (see Responsibility

and The Approved Method process).

If an AM is available before the renewal survey, the ship owner must install the AM (see Actions to install an Approved Method).

Further, the Class needs to be called to survey the AM before a new IAPP can be issued, or amended (see also Class). Some classes

may want to be present on board during the survey, but many accept documentation forwarded after the survey, as basis for the new

IAPP certificate. The proper nozzle can be inspected during installation in dry dock, when overhaul takes place. But installation of the

nozzle can take place any time.


Approved Methods documentation

(ref.: NTC 2008 Chapter 7)

The new Chapter 7 of the NTC describes the requirements for documentation and certification of the Approved Method. An Approved

Method File (AMF) (equivalent to the Danish proposal on an Existing Engine Technical File, [22-24], or a much reduced version of a

standard Tier 1 Technical File [25-27]) shall follow the ship throughout its life. The AMF also includes a description of the engine’s

on-board verification procedure (see Approved Method file). Further, recently, a new IMO Resolution (MEPC.242(66) [28]) was pub-

lished, which presents guidelines for the information to be submitted by an administration covering the certification of an AM.

In short, the following documentation must be provided (see also Definition of Approved Methods):

� NOx emissions (<= Tier I emission limit)

� Cost effectiveness (<= 375 SDR/metric tons NOx reduced) (see next page)

� Fuel consumption (<= 2% increase)

� AMF including survey method (defining the criteria for compliance)

The Resolution emphasizes information to be given in the individual engine-type IMO AM Circular (the IMO notification) for the exact

criteria for AM applicability and a Contact Point (CP) in case of questions to the criteria. (See Procedure for verifying applicability.)

As mentioned in the 2010 MAN Diesel & Turbo review [8], due to the amount of work required to collect enough documentation for

these existing engines, MAN Diesel & Turbo suggested a more relaxed engine-group concept based on existing emissions data to

make the ‘Kit’ proposal more pragmatic. Still, as basis for the certification approval, documentation similar to the MAN Diesel & Turbo

unified Technical File [23-24, 26] ‘Supportive Documentation’ must support the application to the administration.


Cost effectiveness (Ce) formula

(Regulation 13.7.5)

In addition to the NOx characteristics, the documentation includes calculation of costs for the AM. The costs of the AM are not to be

excessive, determined by a comparison of NOx reduction, and cost of purchasing and installation. A formula (with a maximum limit

of 375 monetary units (SDR 3)/metric tons NOx) was developed. MEPC.1/Circ. 678 [29] describes in detail, which expenses can be

included in the cost-effectiveness formula. All hardware for the AM and possible machining of the cylinder cover is included in the AM

price, whereas, the cost for regular maintenance and travel is not included. Also, the cost of the on-board survey by the Class is not

included in the AM price.

Cost of approved method (SDR) x 106

Ce = Power(kW)x0.768x6000(hours/year)x5(years)x∆NOx (g/kWh)

The cost must not exceed 375 SDR/metric tonne NOx

Where: Cost: The sale price of components plus any installation cost above that of regular maintenance

Power: the rated power (kW) of the engine(s) as defined on the application for an Approved Method

∆NOx: The difference between engine’s designed weighted NOx value and the applicable limit as stated

in regulation 13.7.4

SDR: Special Drawing Rights (an averaged currency between different currencies)

3 SDR: Special Drawing Rights (375 SDR approx. 600 US$ April 2008, or approx. 582 US$ in March 2014)


Approved Method file

As mentioned in the MAN B&W Approved Methods, the B&W engine Approved Method File (AMF) consists of four pages describ-

ing the AM and a one or two-page appendix defining the on-board survey method, which at the same time presents an example of a

manual survey. However, a small Excel code (the ‘Survey Code’) can ease the on-board survey (see Appendix 2 and Survey code).

The ‘sample’ AMF, for the ‘basis’ engine AM, can be found on MAN Diesel & Turbo’s website (see reference later in MAN Diesel &

Turbo Home page), but is also attached the individual engine-type IMO Circulars [10-18].

The ‘specific’ AMF identifies on the first AMF page, the engine (and vessel) to which the AMF applies (see MEPC.1/Circ.x): vessel IMO

number; engine type, manufacturer and model; applicable engine cycle; rated power & speed.

The AMF defines:

� The introduced slide-valve nozzle, given by nozzle identification (ID) number (which is necessary to assure compliance with the

Tier I NOx limit).

� Other NOx influencing components are assumed the original components (fuel-cam lift rate (mm/deg), and fuel-pump size (di-

ameter ø mm) are important, but are usually locked to the originally selected fuel nozzle).

� Performance reference values (pmax and pcomp.max. at different loads) and tolerances.

� Survey code for verifying compliance.

In future, similar to a Technical File (TF) for ‘Parent’ or ‘Member’ engines introduced with the IMO regulation in 2000, all ‘existing’ en-

gines, where an AM has been installed, will each have an Approved Method File (AMF). The originally IMO-approved ‘basic’ AMF could

be regarded as the ‘Parent’ TF, and the ‘specific’ individually surveyed AMF for the existing engines as the ‘Member’ TF.


Survey code

The survey code is a small Excel code prepared for the specific engine AM. The AM survey is identical to the unified TF performance-

parameter survey, Tier II version.

The necessary input performance data for the survey are listed in the survey code (yellow fields in the Excel sheet for AM survey). Ad-

ditionally, the engine and the testing date must be identified on the page. The survey code is locked with the proper indication of max.

rating, VIT and cooling system (if stated wrong, MAN Diesel & Turbo must correct the survey code before the final submission to the

Approved Methods Certifying administration (AMC) (or Recognized Organization (RO) for approval).

When performance data are entered, the code will indicate whether the engine is in compliance or not. If not, adjustment of the engine

is necessary. The Excel pages are colored to indicate the input performance data that are necessary for the survey and to define the

engine. When the engine is in compliance, a printout of the pages must be added to the vessel’s (engine) log book as documentation

(see FAQs). Appendix A in Appendix 2 shows an example of the survey code.

The survey can also be performed manually since all equations required are shown in the Excel pages. But, the ‘survey code’ auto-

matically corrects performance data to ISO ambient conditions before the comparison with the AMF stated limits for compliance (the

ISO correction equations are also shown in Appendix 3).


Engine group: MD-C-S70-1 Engine group: MD-C-S70-1Appendix A: On-board Survey Procedure Engine No.: xxxx Engine No.: xxxxFor onboard survey, fill out and print the following form (yellow fields) Date: yyyy-mm-dd Date: yyyy-mm-dd

1. NOx Component check (AMF Table 1)

check IMO ID# Fuel valve nozzle 3062363-7

Only for engines with VIT:

2. Performance parameter check at 75% load 3. Performance parameter check above break point for engines with VIT (if appropriate)

Performance parameters Performance parametersUnits Symbol Values Units Symbol Values Units Symbol Values Units Symbol Values

Max. combustion pressure barabs A 132 barabs E 135 Max. combustion pressure barabs A 141 barabs E 143Cylinder pressure rise bar B 24 bar F 29 Turbine back pressure mmWC C 300 mmWC G 450Turbine back pressure mmWC C 179 mmWC G 340 Scavenging-air temperature °C D 48 °C H 54Scavenging-air temperature °C D 43 °C H 46 Break point % T 85


Max. combustion pressure bar I 126,7 barabs Q 127,74 Max. combustion pressure bar I 139 barabs Q 141,17Max. cyl. compr. pressure bar J 100,5 barabs R 101,85 Turbine back pressure mmWC K 300 mmWCTurbine back pressure mmWC K 170 mmWC Scavenging-air temperature °C L 40 °CScavenging-air temperature °C L 36 °C Ambient pressure mbar M 1023 mbarAmbient pressure mbar M 1024 mbar T/C inlet temperature °C N 27,5 °CT/C inlet temperature °C N 24,5 °C Measured load % U 100Sea-water inlet temperature °C O 23,5 °CSet point coolant outlet temp. °C P 36 °C

Use equation (1)

Performance parameters ComplianceMax. combustion pressure Q 141,2 ≤ 143 E yesMeasured load U 100 ≥ 85 T yes

(3)

If O <= P-2 S=H (4a)

Else (4b)

Performance parameters ComplianceMax. combustion pressure Q 127,7 ≤ 135 E yesCylinder pressure rise Q - R 25,9 ≤ 29 F yesTurbine back pressure K 170 ≤ 340 G yesScavenging-air temperature 1) L 36,0 ≤ 46 S yes

2.1 Registration of reference performance parameters (AMF Table 2) 3.1 Registration of reference performance parameters at 100% (AMF Table 2)

Reference Max. allowed Reference Max. allowed

2.5 Compliance check


Engine performance Max. allowed

Engine performanceQ=(I+M/1000)*(1+0.002198*(N-25)-0.00081*(L-D)-0.00022*(M-1000)*0.75+0.00005278*(K-C)) (1)R=(J+M/1000)*(1+0.002954*(N-25)-0.00153*(L-D)-0.000301*(M-1000)*0.75+0.00007021*(K-C)) (2)

S=H+(O-(P-2))Where P is the central cooler set point for outlet coolant temperature

2.4 Calculate maximum allowed scavenging-air temperature

Sea Water (SW) or Central fresh-water Cooling system (CC):S=H+(O-25)

Central fresh water Cooling system with Fixed outlet temperature (CC-F):

Max./Min. allowed

2.2 Measure ambient and performance parameters (at 75% load ± 5%) 3.2 Measure ambient and performance parameters (above the break point)

Measured ISO Corrected (see 2.3-2.4) Measured ISO Corrected (see 3.3)

2.3 Calculate ISO corrected max. combustion pressure and max. cyl. compression pressure

3.3 Calculate ISO corrected maximum combustion pressure


Definitions and documents related to engine modifications

1. Major conversion & substantial modification

In Regulation 13 (§2.1) [7], IMO introduced provisions for updating engines with new technology and how to keep them in compliance

with the new regulation.

A ‘major conversion’ is a retrofit, which may involve engine replacement, up-rating of engine power or modification to defined NOx

components (called a ‘substantial modification.’)

A ‘substantial modification’ (NTC 2008 §1.3.2) on an engine in a ship constructed before Year 2000 is defined as any modification that

increases the existing emission in excess of the given IMO allowances (NTC 2008 §6.3.11) measured by the ‘simplified measurement

method’ (NTC 2008 §6.3.)


2. Guarantee statement, Approved Methods, or Amendment to Technical File

If a measurement shows that the modification is not a substantial modification, a ‘guarantee statement’ can be issued by MAN Diesel

& Turbo or, for engines built after Year 2000, an amendment can be added to the ‘Technical File’ (TF) approved by the RO for the TF.

However, if the ‘old’ engine is later applicable for an AM, the guarantee statement is overruled by the AM. The AM is in compliance

with NOx Tier I limit, whereas the guarantee statement only ensures that NOx does not increase beyond the measurement tolerances.

If the modification involved the same AM nozzle, only the AMF needs to be added to introduce the AM.

If NOx increases with the modification, an amendment to a TF is not possible, but as long as the NOx-cycle value is lower than the

actual NOx limit (based on engine r/min) either an amendment to the IAPP certificate or a new ‘constructed’ TF is possible.

An amendment to the AMF would normally not exist, as the AM nozzle will either fit the engine or not. However, some engines have

been delivered with a special ‘slim-type’ fuel nozzle, with the same spray pattern as the standard conventional nozzle, which can be

used. This nozzle could be amended to the introduced AM to increase the population of applicable engines, similar to amending ad-

ditional ‘existing’ old nozzles as basis for the AM.


Responsibility

The owner is responsible for keeping his engine (vessel) in compliance with the MARPOL regulations and must therefore introduce an

AM if necessary.

This includes the following (see also The Approved Method process):

� Investigate if an AM exists for the engine type in question

� Overhaul the engine fuel components if necessary (bring the engine to the original test bed condition)

� Install the AM on board (or during dry docking)

� Adjust the engine according to the AMF (survey the engine following the survey code)

� Print out the survey and add it to the engine log book

� Advise the Class (RO)

• before the AM installation with the ‘basic’ (or ‘specific’, if already obtained) AMF, allowing for survey attendance and,

• after AM installation with the ‘specific’ AMF incl. obtained on-board survey data (Appendix A) for issuance of new IAPP

certificate

If the AM is ordered through MAN Diesel & Turbo, the MAN Diesel & Turbo Retrofit Products dept. (or licensee (MA)) will forward a

dedicated ‘specific’ AMF (including a ‘live’ survey code) to the owner before dry docking or sea trial for Class inspection, based on

the originally (’basic’) approved AMF for the engine type in question.

Since a new AM can be introduced later, the owner must review the IMO Circulars (or ask the manufacturer if a new AM has been

introduced) before a later overhaul.


Class

Information of class (RO) (or Flag State):

� Specific AMF (personalized with engine rating and specific AM nozzle) based on the originally approved AMF before installation

of the AM

� Survey-code output after AM installation and engine adjustment

Class (RO) obligations:

� Survey the AM installation (verify proper slide-valve installation in dry dock or on board)

� Survey correct adjustment of engine after AM installation following the specific AMF (this may be done based on the forwarded

survey-code output performed by the crew (or consultants) and based on advice from the Class)

� Class (RO) must issue (or amend) the IAPP certificate


When to take action

As indicated in SL09-520/KEA [1] the first renewal survey following 1 July 2010 is the crucial date for action.

The ‘existing’ engine must be in compliance by no later than the first renewal survey minimum 12 months after the ‘Kit’ is available

(date of notification to IMO). If it can be demonstrated that the ‘Kit’ was not commercially available for the renewal survey, it shall be

installed no later than at the next annual survey (Regulation 13 §7.2. [7])

Date of

appro

val o

f

Approv

ed M

ethod

1 st v

esse

l

Last

vesse

l

Timeline of application for vessel covered

1 yearLead time

5 yearDepending on certificate renewal

date (renewal survey)


Action

It is the ship owner’s obligation to verify whether an AM has been released for his specific engine (see also ‘Responsibility.’)

If an AM is available, the ship owner must introduce the AM on board at the renewal survey (see ‘Actions to install an Approved

Method’ and ‘Installation of an Approved Method’). If no AM is available, the engine is in compliance, but the Class needs to amend

the new IAPP that no AM exists.


II. Applicability of an Approved Method

Engines covered by an Approved Method

In general, the power range (layout range) covered by the Approved Methods (AM) is specified from the L1 point by subtracting

10% power and 10% speed (see attached graph 4 example). This area will normally cover more than 90% of the engines delivered.

However, the layout areas may later be covered or expanded through AM sub-groups to the ‘basis’ engine-type AM using (may be) a

different AM nozzle (see also ‘MAN B&W Approved Methods.’)

Specifications for all introduced AMs are given in Appendix 1 and the original Circulars referenced in [10-18].

Due to the possibility of slight correction errors in converting hp to kW, as was the usual engine nameplate rating specification before

the IMO Regulation, MAN Diesel & Turbo introduced a +/-25 kW/cyl tolerance increasing the applicable layout area (both up and

down) slightly. The correct conversion factor is: 1 hp = 75 kpm/s = 0.7355 kW. If the rating is given in kW, the tolerance should not

be necessary.

It should be noted that the enlarged area is fully covered with the AM documentation. The correction ensures inclusion of all engines

intended for the AM. It is anticipated that only a few engines will be affected by this correction.

The selection procedure on the MAN Diesel & Turbo Home page will lead to a statement on AM applicability.

4 The graphical representation should be regarded as a guidance only. The MAN home page should be used in cases of doubt (see ‘MAN Diesel & Turbo Home page’)


For S70MC L1: 2810 kW/cyl and 91 r/min

Lay-out diagram Power

100%

90%

80%

70%

60%

50%

40%

n (r/min)100%90%90%Speed80%70%

A L1

L2

L3

L4

C

D

E

FB

The extended lay-out area (ABDC) is defined from the 'L1' point minus10% in power and minus 10% on speed

MD-C-S70- 1#1 is defined on the extended lay-out area as the area of (ABFE)

MD-C-S70-2#1 is defined on the extended lay-out area as the area of (ABC)


The Approved Method process

A new IMO Resolution (MEPC.243(66) [30]) discussed in the PPR 1 sub-committee meeting describes the processes involved

with the AMs:

� Verification of applicability (see Procedure for verifying applicability)

� Exemption possibility (review by Contact Point (CP) and AMC acceptance)

� Alternative to installing an AM (measurements following the NTC 2008, Chapter 5)

� Commercial availability (documentation and SA review)

� On-board survey (specified in the AMF)

� SA agreement and issuing/notification of IAPP certificate

MAN Diesel & Turbo (MDT) acts as the CP for MAN B&W two-stroke engines when the IMO circular criteria are not met directly or if

modifications involving NOx components have been performed to the engine after delivery from test bed. But MDT can also help with

any evaluation and ensure approval by the Administration (or an exemption if appropriate.) (See Help)

The attached flow chart shows a schematic of the processes and the following table (Approved Method procedures) describes the

processes in more details.


Approved Method Process Flowchart

Engines > 5 MW & ≥ 90 l/cyl installed on ships constructed 1.1.1990 to 31.12.1999

Shipowner

IMO Circ issued

AMC reviews AM

Not approved

AM developer

AM developed

SO checks if core AM parameters apply

SO checks if all detailed AM parameters apply

SO application to CP fornon-applicability of specific AM

CP review of SO application

AMC review of CP finding

Key:SO ShipownerAM Approved MethodAMC AM Certifying AdministrationSA Ship’s AdministrationCP Contact PointNTC NOx Technical Code

AM does apply

SO decides on compliance route

Reg 13.7.1.1 - AMReg 13.7.1.2

SO provides information to CP for AM file

AMC approves AM file

SO documents AM is not CA

SO action before nextAnnual Survey

SA reviewRejects

Accepts

SO establishes fromCP if AM is CA

NTC certification ofengine

SO installs AM

c) Initial surveyb) Verifies by survey that AM installeda) AM not CASA survey - IAPP Cert. Supplement duly completed ‘B’:

Note: Maximun period ‘A’ to ‘B’ (first pass in case of not CA) – first Renewal Survey after ‘A + 12 month’

Figure 1 – Approved method process flowchart

AM does not apply

SA agrees with AMC finding and issues non-applicability documentation

Disagrees

Agrees

Informs IMO approvedat date ‘A’

123

4

5

7

8

9

610

11

14

15

16

17

19

20

18

12

1321

22

No

No

No

Yes

Yes

Yes

AM development

AM installation

Final approval

Applicability / exemption loop

Availability loop


Approved Method procedures

*) Task Comments

1-3 I. AM development MDT responsibility

3 IMO issues AM circular With notification date

4

II. SO checks ‘core’ parameters in IMO Circular

Core parameters: engine model, engine cycle, original fuel nozzle**), rated power & speed (w. tolerances & conversion factor) If not compliant, SO investigates again at the next renewal survey (overhaul)

5 SO checks detailed parameters in IMO Circular

pmax and pcomp (ISO ambient corrected, rounding up/down)

6 SO submits result to SA for agree-ment

If all parameters are within MEPC.1/Circ.x requirements

7-9 III. Applicability (‘exemption’) loop If detailed parameters are outside the IMO Circular criteria or if engine NOx compo-nents have been modified after vessel delivery

7

SO to contact CP for exemption

SO submits application to CP – needed info: •enginemodel,manufacturer&engine# •originalfuelnozzle •ratedpower&speed(fromnameplate) •test-bedreport(TB) •VITandon-boardcharge-aircoolingsystem •othermodifications(involvingNOx components) after delivery

9-10 SA issues non-applicability documentation – agree with AMC***)

If CP advices non-applicability, AMC (or CP) submits document to SA (and informs SO)


*) Task Comments

9,6 AMC issues applicability documentation AMC (or CP) to inform SO, SA to agree

11 IV. SO decide on compliance route Compliance 1) by introducing AM or 2) by measurement following the NTC 2008

12-13 Measurement and approval following NTC 2008

SO to contact measurement company (or MA) for measurement, technical file and survey

14

SO orders AM from CP (or MA) (See Check list for installation)

Info to be given to CP: • as in item 7 • additional maintenance to be carried out • docking schedule, delivery address

14-15 CP to check applicability of AM CP (MDT or MA) to check AM criteria for engine type (MEPC.1/Circ.x)

a) If CP accepts SO evaluation, then CP prepares specific AMF for AMC ap-proval

b) If CP do not accept, CP to inform SO on possibilities: 1. Return to RO (SA) to accept responsibility (item 6) or 2. Return to AMC for issuing ‘non-applicability’ document (item 10)

15 AMC approves specific AMF

16-17, 19-20

V. Commercial availability loop SO establishes from MDT (or MA) if commercially available

19 Non-available document MDT (or MA) issues document, SO to submit

17 VI. Installation of AM (See Check list for installation)

If AM is available, install the AM (or only AMF document, if SL already installed)

18 On-board survey SO performs survey, fills out AMF Appendix A signed by chief engineer


*) Task Comments

13, 18, 21

Approval SO submits to SA (RO) who amends/issues a new IAPP certificate (or EPA EIAPP certificate)

*) Numbers refer to boxes in Figure 1 - Approved Method Process Flowchart (from IMO Resolution MEPC.243(66) [30])

**) The original fuel nozzle was not introduced in the PPR 1 report as a core parameter, but after discussion at the meeting,

MDT included the nozzle due to the very clear definition in the IMO criteria

***) There will be a special fee for issuing a non-applicability document (from AMC or CP)


Procedure for verifying applicability

The following information (based on the criteria in the introduced AM circulars [10-18]) is necessary to verify the applicability of an

AM (or to select the proper AM) (see also MAN Diesel & Turbo Home page):

� Engine type (licensee, engine number and engine cycle)

� Original fuel nozzle ID number (pump and cam IDs if relevant)

� Original layout (performance data from test bed) including:

• Rating (max. power and speed) 5

� Performance data at 75% and 100% loads (corrected to ISO ambient conditions)

• pmax (max. combustion pressure) 6

• pcomp,max(max.compressionpressure)or∆pmax = pmax – pcomp.max

Information on VIT and cooling system is necessary for setting up the correct survey procedure (Survey code) for the engine.

5 The engine ‘name plate’ will usually state the engine rating6 Test-beddatamaynotnecessarilyreflecttheproperadjustmentoftheengine.Therefore,AMapplicabilitymustincludetheoriginaldesignspecificationora

comparison with ‘sister’ engines in the evaluation


MAN Diesel & Turbo Home page

MAN has introduced a web-based tool (see [2, 31] and Appendix 3) to guide owners on how to keep the engine in compliance with

IMO regulations. The tool provides guidance on how to handle individual specific engines.

The home page includes information on:

� MAN B&W engine AMs notified to IMO with notification date (the AMs are introduced gradually for different engine types)

� Definitions of criteria to verify if the specific engine in question is included. The procedure for verifying AM applicability is ex-

plained in detail on the home page (or in the section Procedure for verifying applicability)

� A print out of the AM status is possible

� The ship owner’s obligations and whom to contact if necessary.

The home page is found at: www.mandieselturbo.com/AM


III. Installation of an Approved Method

It is up to the owner to decide how much help in the AM installation is needed:

� Fitting of slide valves in dry dock or on board

� Machining of the cylinder cover to fit the bigger fuel nozzles (may be required)

� Preparing the ‘specific’ engine AMF (to be obtained from MAN Diesel & Turbo or a licensee)

� Forward ‘specific’ AMF to Flag State (FS) or Class (RO.)

When the Approved Method has been installed, a survey according to the AMF must be conducted, and the ship’s International Air

Pollution Prevention (IAPP) certificate must be amended.

� On-board survey of the AM

• Verify AM nozzle ID number

• Perform on-board performance parameter survey according to the AMF (may need performance adjustment to ensure

compliance)

• Create Appendix to AMF

� FS or Class to verify and issue new IAPP certificate.

It is important to notice that the engine is supposed to be in a mechanical state, as it was delivered from test bed. I.e. overhaul of fuel

injection components and cylinder parts may be needed before the AM installation, so as to obtain the correct AM conditions. Further,

in case of excessive fouled hull, cleaning may be necessary to maintain service speed. And, in some cases, where the slide-valve

nozzle area is changed, compared with the original nozzle area, re-adjustment of governor limiters may be necessary.


Actions to install an Approved Method

If the owner finds that an AM is applicable, the following actions are required:

� Contact MAN Diesel & Turbo PrimeServ for verification of the AM

� Order slide valves according to the AM (and other necessary parts)

� Order installation on board (or in dry dock)

� Order performance survey on board

� Call FS (or authorized Class, the RO) for on-board survey and amendment to the IAPP certificate (‘Sample’ AMF can be included

for first advice and the ‘specific’ AMF with a final survey for issuing the IAPP certificate.)

A check list has been prepared for convenience (see Check list for installation.)


Check list for installation

Task Comments Check date

0

SO orders AM from CP (or MA) (See Approved Method proce-dures)

Info to be given CP: • As in item 7 (in Approved Method procedures) • Additional maintenance to be carried out • Docking schedule, delivery address

1 Applicability of AM Confirmed by CP (MDT)

2 Installation date (dry dock or port)

3 Detailed order for installation of AM This includes, depending on order: AMF, installation services*), engine adjust-ment & on-board survey

4 Confirm VIT and actual cooling system on board for establishing of final (indi-vidual) AMF to MDT (see item 7 in Approved Method procedures)

5

Order class (RO) to perform renewal survey (issue new or amend IAPP certificate)

Will the class (RO) be present on board during the survey or is it acceptable to send the survey data after sea trial?

6 Submit preliminary (sample) AMF for class (RO) info

7 Installation of AM hardware (during dry docking or in port)

Modification of cylinder cover (+ additional overhauls as found necessary: cam, pump, VIT, etc.)

8 Installation of SLs at the same time?

9 Class (RO) approval of installation?


Task Comments Check date

10 Received final (specific) AMF from CP (MDT)

Individual AMF (approved by GL) based on the originally approved AMF (MEPC.1/Circ.x) identifying engine and actual engine conditions

11 On-board survey (incl. perfor-mance adjustment)

On-board engine performance adjustment

12 Fill out AMF survey (Appendix A) and attach to AMF (or engine log book)

13 Approval of AM Forward specific AMF with final survey (new Appendix A) to class (RO)

14 Class (RO) to issue new (or amend) IAPP based on the on-board survey

15 (Return to AM procedures) Submit approved AMF incl. survey to MDT

*) The engine shall be as in the original state before installing the AM (a status for the actual engine performance may be

needed to evaluate engine condition before installation.)


The on-board cooling system

Similar to the survey code for Tier I and Tier II engines today, the cooling system for the ‘existing’ engines is important for the on-board

survey and the definition of the survey code. The cooling system is decisive for the scavenge air temperature and, thereby, also for

the NOx characteristics of the engine. A reference temperature is defined in the AMF performance-reference table (varying with engine

load) depending on the cooling system and operation of the system. During the on-board survey, the scavenge air temperature must

be kept within the specified tolerances.

MDT has defined three different cooling systems depending on the configuration of the system:

1. Sea-water (SW) system, where the surveyed temperature will vary with the sea-water temperature.

2. Central cooling (CC) system, which also varies with the sea-water temperature, but with a slightly higher reference tempera-

ture due to the central cooler.

3. CC system that operates with a thermostat-regulated, fixed, outlet-coolant temperature (CC-F). This system operates with

reference temperatures independent of the sea water temperature (until the sea water temperature exceeds the set fixed

outlet-coolant temperature.)

The survey code is set up for the actual cooling system on board and, therefore, needs to be re-defined if the system was unknown

when the AMF was created. The Survey code will automatically adjust the survey and verify compliance depending on the cooling

system defined.


How to stay in compliance

(ref. to revised MARPOL Annex VI, 2008 Regulation 13 §7.1 [7])

Compliance must be demonstrated either through:

1. Installation of an AM, and confirmed by a survey following the AM File, or by

2. Certification of the engine (using the NOx Technical Code 2008 [7]) confirming the emission limits

(Regulation 13 §7.4)

In both cases, an appropriate notation on the ship’s IAPP certificate must be added.

The owner must verify (see Responsibility) if an AM has been released and whether it is applicable for the actual engine. If no AM is

available, the engine is in compliance, but the class needs to amend the new IAPP to show that no AM exists.


Help

Assistance from MAN Diesel & Turbo PrimeServ

Contact:

MAN Diesel & Turbo | PrimeServ Copenhagen

Dept.: DR-CPH

Teglholmsgade 41, 2450 Copenhagen SV, DENMARK

Phone: + 45 33 85 11 00

Fax: + 45 33 85 10 49

DR e-mail: [email protected]

www.mandieselturbo.com

Information needed:

� Vessel IMO (Lloyds) number

� Engine type

� Original fuel nozzle ID number (as delivered on test bed)

� Engine max. rated power and speed (from test bed report or name plate)

� Original test bed performance data (see Procedure for verifying applicability or Survey code)

� Info on existing VIT system and cooling system used on board (sea water, central cooling system, central cooling system with

fixed coolant outlet temperature, e.g. 36 °C)


FAQs

Q Who is responsible for the AM introduction?

A The owner of the engine (vessel).

Q When is installation of an AM required?

A If an AM has been notified to IMO (the date is specified for the individual engine types on the web page), the AM must be in-

stalled at the first renewal survey at the latest 12 months after the notification date (see When to take action).

Q How to evaluate the power-range applicability of an AM?

A The ‘Tables and Graphs’ in the IMO circulars specify the power-speed range for the AM. However, the graph is for guidance

only. As the power range is related to the rated speed, the MDT home page should be used as the final evaluation, or informa-

tion from MDT is necessary.

Q How to apply the +/-25 kW/cyl tolerance.

A The upper range should be added 25 kW and the lower range subtracted 25 kW. This tolerance is added to include engines

where a conversion from hp to kW was used to allow for minor correction errors.

Q Which engines will receive an AM?

A At the moment only the S70MC, S60MC, S50MC and L50MC type engines, depending on rating and original fuel nozzle, have

been prepared with AM retrofits. In the future, we may see additional AMs for these types, but a decision has not been made

yet. Also other L-type engines (L60MC and L70MC) and the S50MC-C type may receive AMs in the future.


Q AMs for a slim-type fuel valve?

A MDT has amended Circular MEPC.1/Circ.738 with two special slim-type S70MC SL nozzles. Spray-wise, the nozzles are

identical to the standard nozzle that was included in the S70MC AM.

Q Should all engines have an AMF?

A Only engines where an AM has been installed will have an AMF.

Q Can the crew install slide valves?

A Yes – with the proper tools.

Q Can the AM be introduced during the vessel’s normal operating schedule?

A Yes, with some flexibility of the crew depending on vessel schedule.

Q How to test the new slide valves?

A A new adaptor is needed for the conventional fuel-valve test unit.

Q Can an AM be introduced if the engine is already fitted with slide valves?

A Yes, but the nozzle may have to be changed if a different slide-valve nozzle (spindle guide) is used in the AM. Further, the engine

must have an AMF. Accordingly, the cost will only be the cost of the AMF and, eventually, new nozzles.


Q Can the vessel maintain the original service speed after slide-valve installation?

A Usually yes, but the speed may be restricted by the governor limiters, which may need adjustment. The cause can be hull

fouling or worn-out fuel pumps. The hull should be cleaned and the fuel pump renewed. But also a different slide-valve nozzle

area may change fuel index.

Q What is the difference between a ‘sample’ and a ‘specific’ AMF?

A A ‘sample’ AMF is equivalent to the parent engine’s Technical File. The ‘sample’ AMF was introduced (and approved by AMC)

when the AM for the engine type was approved. A ‘specific’ AMF corresponds to a member TF. The ‘specific’ AMF has been

individualized based on the ‘sample’ AMF to the specific engine and approved by AMC (GL) again.

Q What is a log book?

A A log book (or a ‘record’ book) is a book, or a collection of documents, which informs on the condition of the engine in relation

to the IMO regulations. The log book could also be an extension of a ‘standard’ log book carried on board for other engine

condition purposes.

Q Can MAN Diesel & Turbo provide the log book?

A No, the log book is an owner responsibility. But MDT has developed a special Survey code to ease the work of correcting of

measured values to show compliance with the AMF requirements. And output from the survey code can be used directly as a

log book, perhaps stored electronically with proper time stamps. The AMF Appendix A specifies the necessary information,

which must be retained.


Q What is the Contact Point (CP)?

A The CP is the responsible introducer of the AM (usually the main engine designer, but could also be an approved licensee.) (See

also The Approved Method process or Glossary.)

Q Why is an ISO ambient correction of performance data necessary?

A Due to the ambient influence on emissions, all emissions, also the introduced emission limits, are referenced to standard ISO

conditions. And with the MDT introduced emission correlation with performance data, the performance data also need to be

corrected to ISO standard conditions before compliance can be verified.

Q What is a guarantee statement?

A A guarantee statement is a MDT statement to guarantee that the engine with whatever modification to the ‘NOx components’

can be shown to be in compliance with IMO regulations. The guarantee statement must be kept on board for possible class

survey purposes (see Definitions and documents related to engine modifications).

Q Why is the cooling system important?

A The cooling system defines how the on-board survey is carried out depending on the condition for the scavenge air cooler (see

The on-board cooling system).


Glossary

AM Approved Method Defined retrofit for ‘existing’ engines

AMC AM certifying administration

AMF Approved Method File Document that describes the AM and the on-board survey

The ‘basic’ AMF is the originally FS approved (parent) AMF

The ‘specific’ or ‘individual’ AMF is the dedicated member AMF

adjusted for the specific engine

BLG Bulk Liquid and Gasses MEPC sub-committee (BLG has now been suspended and

PPR introduced)

CA Commercially Available

CARB California Air Resources Board California State regulative body

CC Central Cooling system Scavenge air temperature will vary with sea water temperature

CC-F Central Cooling system with Fixed coolant outlet temperature (independent of load)

CO Carbon Monoxide Emission component in exhaust gas

CO2 Carbon Dioxide Emission component in exhaust gas

Constructed TF New TF based on an original TF amended a new NOx component,

which increases the NOx but still held below the NOx limit

CP Contact Point MDT Copenhagen for MAN B&W introduced AMs

DMA MGO grade

DMB MDO grade

E2 ISO 8178 constant speed cycle ISO (& IMO) test cycle for constant-speed propulsion engines

E3 ISO 8178 propeller cycle ISO (& IMO) test cycle for propeller-law-operated engines


ECA Emission Control Area NOx or SOx or, both NOx & SOx control areas

EGR Exhaust Gas Recirculation Exhaust gas re-circulated to the intake for reduction of NOx

EIAPP Engine IAPP Engine pre-certificate

FAQ Frequently Asked Questions

FS Flag State (= SA)

GL Germanischer Lloyd Now DNV GL

HC Hydro Carbon Emission component in exhaust gas

IAPP International Air Pollution Prevention Certificate for the vessel

ID IDentification number Usually engine NOx component ID number

IMO International Maritime Organization FN organization

ISO International Standard Organization Among others, standards on atmospheric conditions

L1 MAN B&W engine rating Standard max. rating in layout diagram

LL Licence Letter MAN Diesel & Turbo info to licensees

MA Manufacturer Approved for issuing ‘specific’ AMF

MARPOL MARine POLution Usually referring the International Convention for the

Prevention of Pollution from Ships, 1973

MDO Marine Diesel Oil See ISO 8217 standard

MDT MAN Diesel & Turbo

MGO Marine Gas Oil See ISO 8217 standard

MEPC Marine Environment Protection Committee Committee under MARPOL

Mk Mark rating of engines MAN B&W engine rating

NECA NOx Emission Control Area


NoC Notice of Compliance Referring GL AM approval document

NOx Nitrogen Oxides Emission component in exhaust gas

NTC NOx Technical Code IMO handbook for control of emissions from diesel engines

pcomp.max Maximum cylinder compression pressure

PM Particulate Matter (or Particulates) Combination of solid and liquid droplets in the exhaust

pmax Maximum cylinder combustion pressure

PPR Pollution Prevention and Response New sub-committee under MEPC to deal with (among others) emissions

RO Recognized Organization Class acting on behalf of FS (or SA)

SA Ships Administration or FS

SCR Selective Catalytic Reduction Exhaust gas after treatment usually for reduction of NOx

SDR Special Drawing Rights Special monetary unit (a combination of different currencies)

SECA Sulphur Emission Control Area

SFOC Specific Fuel Oil Consumption

SL Service Letter MAN Diesel & Turbo info to customers

SL SLide valves Could be the complete valve or only the nozzle

SO Ship Owner

SOx Sulphur Oxides Emission component in exhaust gas

SW Sea Water in relation to cooling system

TB Test Bed Usually referring to test bed conditions

TF Technical File Document to describe engine set up and survey method for post

2000 engines

VIT Variable Injection Timing MDT method to adjust injection timing


WIF Water-in-Fuel emulsion Addition of water (homogenized) to fuel oil for NOx reduction

WP Working Paper For IMO meetings


References

[1] SL09-520/KEA: ‘IMO Revised MARPOL Annex VI (Approved Methods for Pre-2000 Marine Engines,)’ Service Letter, No-

vember 2009.

[2] SL10-534/MFP: ‘Approved Methods (Pre-2000 marine diesel engines,)’ Service Letter, September 2010.

[3] SL11-548/SVH: ‘Approved Methods and Revision (S50MC, S60MC and S70MC,)’ Service Letter, August 2011.

[4] SL2014-592/SVH: ‘Approved Method for the MAN B&W L50MC engine type and information on the Approved Method

Process’ Service Letter, August 2014.

[5] ‘Annex VI of MARPOL 73/78, Regulations for the Prevention of Air Pollution from Ships and NOx Technical Code,’ IMO 1998.

[6] MEPC 57/WP.7, April 2008.

[7] ‘Revised MARPOL Annex VI and NOx Technical Code 2008,’ IMO second edition, 2009.

[8] ‘Two-Stroke Engine Emission Reduction Technology: State-of-the-Art,’ Michael Finch Pedersen, Anders Andreasen and

Stefan Mayer, MAN Diesel & Turbo, Cimac Congress 2010, Bergen, Paper No.: 85.

[9] ‘Tier III SCR for Large Two-Stroke MAN B&W Diesel Engines,’ Henrik Christensen et. al. MAN Diesel & Turbo, Proceedings

of the International Symposium on Marine Engineering (ISME) October 17-21, 2011, Kobe, Japan, Paper 587.


[10] MEPC.1/Circ.738: ‘Information on an Approved Method under MARPOL Annex VI (Approved Method for MAN B&W

S70MC,)’ 19 October 2010.

[11] MEPC.1/Circ.738/Add.1: ‘Information on an Approved Method under MARPOL Annex VI (Approved Method for MAN B&W

S70MC,)’ 10 August 2011.

[12] MEPC.1/Circ.738/Add.2: ‘Information on an Approved Method under MARPOL Annex VI (Approved method for MAN B&W

S70MC – amended slim-type AM nozzle,)’ 31 January 2013.

[13] MEPC.1/Circ.764: ‘Information on an Approved Method under MARPOL Annex VI (Approved method for MAN B&W S70MC

– complete extended layout area,)’ 12 August 2011.


S70MC,)’ 15 September 2011.


S70MC – amended slim-type AM nozzle,)’ 7 March 2014.

[16] MEPC.1/Circ.765: ‘Information on an Approved Method under MARPOL Annex VI (Approved method for MAN B&W

S50MC,)’ 12 August 2011.



S60MC,)’ 10 October 2011.


L50MC,)’ 4 June 2014.

[19] SL02-403/UM: ‘Introduction of Slide Fuel Valve,’ Service Letter, June 2002.

[20] ‘Slide Fuel Valve’ PrimeServ Retrofitting, MAN Diesel & Turbo, 1510-0011-03ppr, July 2010.

[21] ‘Modification of Cylinder Covers,’ MAN B&W Diesel

[22] BLG-WGAP 2/2/13: ‘Revision of MARPOL Annex VI and the NOx Technical Code (Proposals on regulation of NOx emissions

from existing engines,)’ 5 October 2007.

[23] BLG 13/13/7: ‘Review of relevant non-mandatory instruments as a consequence of the amended MARPOL Annex VI and

the NOx Technical Code (Comments on certification procedures and documentation for Approved Methods,)’ 19 December

2008.

[24] BLG 13/13/8: ‘Review of relevant non-mandatory instruments as a consequence of the amended MARPOL Annex VI and

the NOx Technical Code (Example of Approved Method documentation for certification,)’ 19 December 2008.


[25] SL03-428/KEA: ‘Unified Technical File, performance parameter check method,’ Service Letter, August 2003.

[26] ‘A Guideline to the Unified Technical File,’ MAN B&W Diesel, November 2004.

[27] SL05-446/KEA: ‘Guideline to unified Technical File,’ Service Letter, January 2005.

[28] Resolution MEPC.242(66): ‘2014 Guidelines in respect of the information to be submitted by an Administration to the or-

ganization covering the certification of an Approved Method as required under the Regulation 13.7.1 of MARPOL Annex VI,’

4 April 2014.

[29] MEPC.1/Circ.678: ‘Definitions for the cost-effectiveness formula in Regulation 13.7.5 of the revised MARPOL Annex VI,’ 27

July 2009.

[30] Resolution MEPC.243(66): ‘2014 Guidelines on the Approved Method process,’ 4 April 2014.

[31] MAN Diesel & Turbo’s web site for engines with an AM and info procedures: ‘www.mandieselturbo.com/AM,’ May 2011.


Appendices

Appendix 1 Approved Method layout for different engine types

(from IMO MEPC.1/Circ’s: S50MC, S60MC, S70MC and L50MC)

MAN Diesel & Turbo

APPROVED METHOD(s) FOR MAN B&W S50MC Date of notification: 11 August 2011The AMs complies with the following requirements: Reg. 13.7.5.1 and Reg. 13.7.5.2

AM Specification of engine type iv Specification of performance iv

‘Existing’ fuel nozzlesdrawing number/IMO ID number i

MCR percylinder

(kW/cyl) ii

Rated speed (rpm) ii

Pmax at max tolerance

(barabs) iii

Pmax-Pcompat max tolerance

(bar) iii

100% 75% 100% 75%

MD-C-S50-1#13062404-6 (AM-1)

1743792-9 or M5-11743793-0 or M5-2

1290-1430 114-127 144 133 18 36

MD-C-S50-2#13062408-3 (AM-2)

as AM-1 1160-1430 114-127 144 133 21 39

i not all fuel nozzles are marked, but if drawings are referenced to original MAN B&W (drilling) drawings (i.e. identical nozzles) these engines are also included in the AM

ii within the range bounded by MCR per cylinder and rated speed as defined in attached lay-out graph (a +/- 25 kW tolerance shall be allowed on the power limits, respectively, to allow for minor conversion errors)

iii at ISO ambient conditions based on original test-bed data at 75 & 100% loads (or interpolated from adjacent loads, if not available)iv exemptions may be introduced on approval by the Administration

Lay-out area graph (with AM-#’s indicated, if appropriate)

For S50MC L1: 1430 kW/cyl and 127 r/min Comment: To avoid errors with unit conversions a +/-25 kW/cyl power allowance is

observed for upper and lower power limit respectively


MAN Diesel & Turbo

Enclosure 3APPROVED METHOD(s) FOR MAN B&W S70MC

(Amended a special ‘slim-type’ AM-2 nozzle) The AMs complies with the following requirements: Reg. 13.7.5.1 and Reg. 13.7.5.2



MCR percylinder

(kW/cyl) ii



(barabs) iii


(bar) iii

100% 75% 100% 75%

MD-C-S70-1#13062363-7 (AM-1)

1767711-1 or M5-11767766-2

1248498-2 or M5-14B 2530-2810 86-91 143 135 8 29MD-C-S70-1#1r

3062680-0 (AM-1r)

MD-C-S70-2#13062364-9 (AM-2)

as AM-1 2530-2810

81-91 144 135 12 32MD-C-S70-2#2

3062364-9 (AM-2)as AM-1 2250-2810

MD-C-S70-2r3062713-7 (AM-2r)







MAN Diesel & Turbo

Enclosure 3

APPROVED METHOD(s) FOR MAN B&W S60MC Date of notification: 5 October 2011The AMs complies with the following requirements: Reg. 13.7.5.1 and Reg. 13.7.5.2



MCR percylinder

(kW/cyl) ii



(barabs) iii


(bar) iii

100% 75% 100% 75%

MD-C-S60-1#15116821-1 (AM-1)

1756126-6 or M5-11268760-2, 3187610-9

or M6-71268787-8 or M6-8

1840-2040 100-105 143 132 16 31

MD-C-S60-2#15116799-5 (AM-2)

as AM-1 1650-2040 94-105 143 132 19 33

MD-C-S60-2#25116799-5 (AM-2)

as AM-1 1840-2040 100-105 143 132 18 33








MAN Diesel & Turbo

ENCLOSURE 3

APPROVED METHOD(s) FOR MAN B&W L50MC Date of notification: 4 June. 2014 The AMs complies with the following requirements: Reg. 13.7.5.1 and Reg. 13.7.5.2


Load Cycle

‘Existing’ fuel nozzles

drawing number/ IMO ID number i

MCR per cylinder (kW/cyl) ii



(barabs) iii

Pmax-Pcomp at max tolerance

(bar) iii

100% 75% 100% 75%

MD-C-L50-1#1 1144789-3 (AM-1)

E3 1242912-0 (M1) 1075-1330 133-148 144 134 29 49

i not all fuel nozzles are marked, but if drawings are referenced to original MAN B&W (drilling) drawings (i.e. identical nozzles) these engines are also included in the AM ii within the range bounded by MCR per cylinder and rated speed as defined in attached lay-out graph (a +/- 25 kW tolerance shall be allowed on the power limits, respectively, to allow for minor conversion errors) (a metric conversion factor: 0.7355 kW/bHp is used) iii at ISO ambient conditions based on original test-bed data at 75 & 100% loads (or interpolated from adjacent loads, if not available) (performance data to be specified with one decimal, Pmax rounded up & Pcomp rounded down) iv exemptions may be introduced on approval by the Administration after evaluation by the Contact Point Contact Point (CP): MDT Copenhagen, PrimeServ Dept DR ([email protected],) Lay-out area graph (with AM-#’s indicated, if appropriate)

For L50MC L1: 1330 kW/cyl and 148 r/min Comment: To avoid errors with unit conversions a +/-25 kW/cyl power allowance is observed for upper and lower power limit respectively (a metric conversion factor of 0.7355 shall be used)


Appendix 2 Example of Approved Method File incl. on-board

Survey (MD-C-L50-1#1)

MAN Diesel & Turbo

1

Approved Method File (‘Existing’ engine emission document)

issued under the provisions of the Protocol of 2008 to amend the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 related thereto (MARPOL 73/78 Annex VI.)

for

MAN B&W – L50MC

MD-C-L50-1#1 (VIT, CC-F) Engine group ......................................................................................................................................……………………………..

Engine type

Test cycle

Rated power (kW/cyl)

Rated speed (r/min)

L50MC E3 1075-1330* 133-148 *a +/- 25 kW/cyl allowance is given on upper and lower power limits, respectively

B&W engine #nnnn (vessel IMO # 9yyyyyy ,) zL50MC, rating 1330 kW/cyl at 148 r/min

Specific member engine:……………………………………………………………………………………………….. THIS IS TO CERTIFY that engines specified in this engine group, when complying with the given description in Table 1 and 2 (requirements for design and performance,) fully satisfies the requirements as amended in the Revised MARPOL Annex VI and the NOx Technical Code 2008. Applicable NOx emission limit (IMO Tier I) (g/kWh) 16.6 Estimated NOx emission value: at reference conditions (g/kWh): 14.2 at maximum tolerances (g/kWh): 16.3

MAN Diesel, P rimeServ dept. DR -CPH

prepared by.................................................................................................................................………………………………………… (full designation of the competent person or organization authorized under the provisions of the Convention)

Copenhagen, 14 June 2013

place and date of issue………………………………………………….…............................................................. Approved by……………………………………………………………………………………………………………..

(Seal or Stamp of the authority, as appropriate)


MAN Diesel & Turbo

2

Engine Description – Design and Performance Values Engine type: MAN B&W – L50MC Engine group: MD-C-L50-1#1 (VIT, CC-F) Table 1 – NOx Components *)

Component (parameter) Specification MAN B&W IMO ID Other IMO ID

Fuel valve nozzle 2 fuel valves pr. cylinder 1144789-3

Fuel pump plunger (diameter) Ø47 mm not applicable (N/A)

Fuel cam (rise) 1.268 mm/deg not applicable (N/A)

*) A cross reference table for all ’IMO’ components of less importance for the NOx emission has been

submitted to the Administration to define the engine group Table 2 – Reference and maximum allowed operating values Parameter (ISO ambient conditions) Reference value Maximum allowed **)

Power – % 100 75 50 25 100 75 50 25

Engi

ne

para

met

e rs

Maximum combustion pressure – barabs 141 130 98 70 144 133 101 73

Cylinder pressure rise – bar (Pmax - Pcomp) 21 40 37 29 28 48 45 37

Scavenging-air temperature – oC 48 43 39 44 54 46 42 47

Turbine back pressure – mmWC 300 179 86 25 450 340 225 115

VIT load break point (if applicable): 85 % Reference value

Ambi

ent c

ondi

tions

(IS

O a

mbi

ent c

ondi

tions

) co

nditi

ons)

Ambient pressure – mbar 1000

Ambient temperature – oC 25

Humidity – rel.% 30

Sea-water (inlet) temperature – oC 25

Central sea-water-cooler fresh-water-outlet temperature (for central-cooling system) – oC *) 36

*) Based on 25oC sea-water temperature (but depending on cooling strategy, (see also Instruction book ‘Operation’.)

**) Additionally, common MAN B&W engine instructions shall always be followed.

MAN Diesel & Turbo

3

On-board survey In order to ensure compliance, the following must be checked: 1. The design must correspond with the above description (Table 1 – NOx components.) 2. A standard performance check must provide performance data (corrected to ISO ambient conditions)

within the tolerances as specified in Table 2 – Reference and maximum allowed operating values. The attached flow chart describes the procedure for an on-board survey and Appendix A provides a complete on-board survey based on the original test-bed report. It is required to perform an on-board survey within one-month period from a called (or anticipated) survey. Further, soonest after docking (or performance adjustment or repair on-board,) a survey shall be performed to verify setting values and ensure continuing compliance. Survey code A dedicated survey code issued for the engine group (following the AMF specifications) can be used to demonstrate compliance and print out a new Appendix A for the initial and later on-board surveys. The survey code adjusts automatically Pmax and Pcomp to ISO ambient conditions with input of the specified performance parameters (yellow fields in the tables.) However, it is possible to check compliance manually, using the equations stated in Appendix A. Actual date for the survey and actual member engine# shall be stated in the Appendix to ensure that the correct survey is carried out and all surveys shall be signed by the Chief Engineer and added to the record book. Performance data Performance data shall be obtained following a standard performance-observation check as described in the MAN B&W engine ‘operation instructions.’ Pmi measurements or indicator cards will provide Pmax and Pcomp. The data should be specified with one decimal where possible (especially Pmax and Pcomp,) and Pcomp rounded down as being the ‘worst’ condition. Usually three or four load points are measured in a standard performance check, but only data from 75% load (and a load point above the VIT break point for engines with VIT) are then filled in the survey code ‘input fields’ to verify compliance. If compliance is not obtained the first time, the engine needs to be adjusted for compliance, and data obtained again. Please observe that measuring equipment must be calibrated according the IMO Regulation before the scheduled survey. Record book An engine record book can be created by collecting all future survey print outs and add description on the performed maintenance (date for installation or renovation of new IMO components and performance adjustments.) Procedure 1. On-board surveys are carried out following the above description based on standard MAN B&W engine

performance observations and in agreement with performance measurements in the NOx Technical Code

2. Add, as part of the AMF (page 5,) the filled-out survey code (Appendix A) with original test-bed data for pre approval (initial approval) of the ‘individual’ AMF and, as an example for an on-board survey *)

3. Following the AM installation, a new survey shall be performed on board to show compliance before renewal of the IAPP certificate. Similarly, on-board surveys shall be performed before future annual or intermediate surveys

4. Add future on-board surveys to show continued compliance as part of the engine record book

-------- *) The scavenging-air temperature may not show compliance on test bed due to the different cooling set up on the test facilities. Non compliance of other parameters on test bed requires the Administration approval.


MAN Diesel & Turbo

4

No

No

No

2. Performan ce Parameters Check at 75% Load : 2.1. Registration of reference performance parameters 2.2. Measure ambient and performance parameters 2.3. Calculate ISO corrected maximum combustion pressure and cyl. pressure rise 2.4. Calculate maximum allowed scavenging-air temperature

Adjust engine 2.5. Compliance?

Survey start

1. NOx Component Check : 1.1. Check fuel valve nozzle

3. Performance Parameters Check above Break Point for Engines with VIT : 3.1. Registration of reference maximum combustion pressure at 100% load 3.2. Measure ambient and performance parameters (above break point) 3.3. Calculate ISO corrected maximum combustion pressure

Adjust engine

Yes

3.4. Compliance?

Yes

Sign documents and add a copy to record book

Survey end

Does the engine have VIT?

engine have

VIT?

Yes


Engine group: MD-C-L50-1 Engine group: MD-C-L50-1Appendix A: On-board Survey Procedure Engine No.: M1:T14-T17 Engine No.: M1:T14-T17For onboard survey, fill out and print the following form (yellow fields) Date: 24-03-2003 Date: 24-03-2003

1. NOx Component check (AMF Table 1)

check IMO ID# Fuel valve nozzle 1144789-3

Only for engines with VIT:

2. Performance parameter check at 75% load 3. Performance parameter check above break point for engines with VIT (if appropriate)


Max. combustion pressure barabs A 131 barabs E 134 Max. combustion pressure barabs A 141 barabs E 144Cylinder pressure rise bar B 41 bar F 49 Turbine back pressure mmWC C 300 mmWC G 450Turbine back pressure mmWC C 179 mmWC G 340 Scavenging-air temperature °C D 48 °C H 54Scavenging-air temperature °C D 43 °C H 46 Break point % T 85


Max. combustion pressure bar I 132 barabs Q 131,04 Max. combustion pressure bar I 141,6 barabs Q 140,52Max. cyl. compr. pressure bar J 91 barabs R 90,66 Turbine back pressure mmWC K 230 mmWCTurbine back pressure mmWC K 123 mmWC Scavenging-air temperature °C L 36 °CScavenging-air temperature °C L 31 °C Ambient pressure mbar M 1019 mbarAmbient pressure mbar M 1018 mbar T/C inlet temperature °C N 17 °CT/C inlet temperature °C N 16,5 °C Measured load % U 100Sea-water inlet temperature °C O 9,8 °CSet point coolant outlet temp. °C P 36 °C

Use equation (1)

Performance parameters ComplianceMax. combustion pressure Q 140,5 ≤ 144 E yesMeasured load U 100 ≥ 85 T yes

(3)

If O <= P-2 S=H (4a)

Else (4b)

Performance parameters ComplianceMax. combustion pressure Q 131,0 ≤ 134 E yesCylinder pressure rise Q - R 40,4 ≤ 49 F yesTurbine back pressure K 123 ≤ 340 G yesScavenging-air temperature L 31,0 ≤ 46 S yes

Max./Min. allowed

2.2 Measure ambient and performance parameters (at 75% load ± 5%) 3.2 Measure ambient and performance parameters (above the break point)

Measured ISO Corrected (see 2.3-2.4) Measured ISO Corrected (see 3.3)

2.3 Calculate ISO corrected max. combustion pressure and max. cyl. compression pressure

3.3 Calculate ISO corrected maximum combustion pressure



Engine performance Max. allowed

Engine performanceQ=(I+M/1000)*(1+0.002198*(N-25)-0.00081*(L-D)-0.00022*(M-1000)*0.75+0.00005278*(K-C)) (1)R=(J+M/1000)*(1+0.002954*(N-25)-0.00153*(L-D)-0.000301*(M-1000)*0.75+0.00007021*(K-C)) (2)

S=H+(O-(P-2))Where P is the central cooler set point for outlet coolant temperature

2.4 Calculate maximum allowed scavenging-air temperature

Sea Water (SW) or Central fresh-water Cooling system (CC):S=H+(O-25)

Central fresh water Cooling system with Fixed outlet temperature (CC-F):

2.1 Registration of reference performance parameters (AMF Table 2) 3.1 Registration of reference performance parameters at 100% (AMF Table 2)

Reference Max. allowed Reference Max. allowed


Appendix 3 Web page selection of an Approved Method

a. Abstract of pages from the MAN Diesel & Turbo home page on Approved Methods

The purpose of the home page is to inform owners and operators of MAN B&W two-stroke marine diesel engines on:

� Introduced (IMO notified) Approved Methods (AMs) – the specific engine types

� How to evaluate the applicability of an AM – selection of an AM based on the published IMO Circular for a specific engine type

and indirectly on:

� Necessary documents

� Whom to contact

� Responsibility

The following figure shows an example of ‘communication’ with the home page – the actual selections (choices) are printed in the

‘answering boxes’


b. Example of communication with the home page


c. Information sheets activated through ‘tabs’ on the home page

1. info page info on selection of an Approved Method p. 69

2. marking fuel nozzle marking location p. 72

3. graph or layout area layout diagram p. 32

4. perf. sheets or perf. data standard MAN B&W performance data p. 73

5. correction sheet (iso corr) ISO correction equations and reference conditions p. 74

6. AM flowchart approved method process flowchart p. 34

7. AM procedures approved method procedures table p. 35

8. check list check list for installation p. 42

9. MDT flowcharts p. 76


d. Info on selection of an Approved Method

IMO regulations

At the PPR 1 sub-committee meeting, the AM criteria 7 were separated in ‘core’ and ‘detailed’ criteria.

See ‘AM Process Flowchart’ Push button: AM flowchart

and the ‘AM Procedures Table’ (with abbreviations,) Push button: AM procedures

which describes the procedures in detail

The ‘core’ parameters, the easy identifiable criteria, being:

� Engine type

� Original existing fuel nozzle 8

� Engine power and speed – see attached extended layout area Push button: layout area

and the ‘detailed’ parameters being:

� Specified performance parameters, pmaxand∆P(=pmax-pcomp)

– see example (at 25, 50, 75 & 100% loads) Push button: perf data

corrected to ISO ambient conditions – see correction: Push button: iso corr.

7 TheAMcriteriaarespecifiedintherespectiveIMOCircular(MEPC.1/Circ.x)fortheenginetype8 The original fuel nozzle was not included in the PPR 1 report as a core parameter, but after discussion at the meeting, MDT included the nozzle due to the very

cleardefinitionintheIMOcriteria


Evaluation

� If the core parameters are satisfied (incl. rated power and speed within the defined layout area,) an AM may exist depending

on the original performance data.

� If the detailed parameters are also satisfied, an AM is applicable. The Circular as well as the AMF defines the AM performance

reference and tolerance values. At this point MAN Diesel & Turbo PrimeServ Dept. should be asked for an evaluation.

� If the core parameters are not satisfied, no AM exists at the moment. The class (RO) can issue the new IAPP certificate on condition

that the owner shall investigate whether a new AM has been introduced before the next renewal survey 9.

Installation of an AM

For guidance on the following installation see ‘check list for installation.’ Push button: check list

9 AccordingtheRevisedMARPOLAnnexVIRegulation13Chapter7.2theAMmustbeintroducednolaterthanbythefirstrenewalsurvey12monthsormoreafterIMOhasbeennotifiedoftheAM.But,iftheAMisnotcommerciallyavailable,theAMmustbeintroducednolaterthanbynextannualsurvey.Thismeansthat the the ship owner must investigate whether new AMs have been introduced within one year before a renewal survey.


Comments

� You should answer the questions in the order they are raised in the web communication based on the original test bed report

from when the engine was delivered from test bed.

� Not all existing engines of the specified AM engine type are covered by the introduced AM at this time.

� The existing fuel nozzle, the layout area (power vs. speed) and the performance range (Pmax & Pcomp vs. load) are necessary

to evaluate the NOx level and NOx reduction, and therefore define the extent of the introduced AM group.

� This evaluation is based on input from the original test bed performance data, as indicated. (The data need to be corrected to

ISO ambient conditions.)

� MAN Diesel & Turbo may later include additional engines in the specific AM group based on further evaluation of these engines

and after approval by the flag state.

� If your engine is not included in the AM, it is possible to print out a statement that explains why the specific engine does not

belong in the presently introduced AM’s.

� For additional info see also the MAN Diesel & Turbo original AM procedure flowchart.

Push button: B&W flowchart


e. Marking location

Part Certified Marking Marking Instruction Required Marking

Fuel nozzle Part No. 0742639-1 Manufacturer’s Name

or trademark, plus Part No.,

and hole diameter (mm)

Marking Location


f. Standard MAN B&W Performance Data

Read average performance data from standard performance sheets in

the original (delivery) test bed report, pmax and pcomp at 100, 75, 50 and

25% loads.

Correct data to ISO ambient conditions and enter on web page

MAN Diesel & Turbo

Standard MAN B&W Performance Data

Read average performance data from standard performance sheets in the original (delivery) test-bed report, Pmax and Pcomp at 100, 75, 50 and 25% loads.

Correct data to ISO ambient conditions and enter on web page

Pmax and Pcomp

100, 75, 50 and 25% load data

Averaged data


g. Correction equations (incl. tscav and pback reference conditions)

In order to compare performance data on an equal basis, a correction to ISO ambient conditions is necessary.

CorrPmax = (pmax + pamb / 1000) × (1 + 0.002198 × (tinl – 25) – 0.00081 × (tscav – tscav.ref) – 0.00022 × (pamb – 1000) × 0.75 +

0.00005278 × (pback – pback.ref))

CorrPcomp = (pcomp + pamb / 1000) × (1 + 0.002954 × (tinl – 25) – 0.00153 × (tscav – tscav.ref) – 0.000301 × (pamb – 1000) × 0.75 +

0.00007021 × (pback – pback.ref))

where:

pamb ambient pressure (mbar)

pback back pressure (mmWC)

pcomp compression pressure (bar)

pmax maximum pressure (bar)

tinl T/C inlet temperature (°C)

tscav scavenge air temperature (°C)

subscript ref refers to ISO reference conditions (1000 mbar & 25°C)

tscav.ref and pback.ref varies with the engine load, as given in the following tables:


Reference cooler inlet and scavenge air temperatures (depending on cooling system)

Load Sea water coolant

system

Central coolant

system

Scav. temp sea wa-

ter coolant system

Scav. temp central

coolant system

Scav. temp central cooler fixed

temp (36 °C out)

% °C °C °C °C °C

100 25 29 37 41 48

75 25 27 32 34 43

50 25 26 28 29 39

25 25 26 33 34 44

Reference turbine back pressure

Load – % 100 75 50 25

Turbine back pressure – mmWC 300 179 86 25


h. MAN Diesel & Turbo Flowcharts

MAN Diesel & Turbo

B&W Procedure for Approved Method (AM) Applicability

Start

1. Engine type AMsAM look - upTablefor availableengine types

Enginetype

available

YES

NO2. No AM available pt.– repeat search at nextrenewal survey

3. Evaluate AM specifications

Existing engine nozzle look - upTable (depn. onengine type)

3.1 Existing engine nozzles

EndPrint

Nozzle included

?

NOYES

Allreadyretrofitnozzle?

‘Parent’ AMFPower range(depn. onengine type)

3.2 Power range from AM

Power /Speed

OK?

YESNO

4 . No AM available pt.repeat search at next renewal survey, or ask PrimeServ for possible future AM or retrofit

NO

YES

‘Parent’ AMFPerformance Table (depn. on engine type)

3.3 Performance range from AMEndPrint

Performance rangeOK?

NO

YES

5. AMF intro?(paperwork)

6. AM to be introduced

6.1 Order SL (AM#)6.2 Instal AM (see check list for installation)6.3 Issue AMF6.4 On-board survey (survey code)

7. Class to issue new IAPP End

Comments:

1. MAN Diesel AMs are defined as new slide valves with a specific nozzle lay out in combination with a s pecific performance lay out. New types will be added with time (depn. on population & need)2. See Service letter SL09-5203. The AM is specified in the ‘parent’ AMF: fuel nozzle, power range and performance reference + tolerances (as approved.) Depending on the existing engine lay-out optimization, a specific engine type AM may be available. If not as defined in the available AM, a new AM with a different optimization may be introduced later or on request. I.e. more than one AM (group or subgroup) could exist for same engine type. Info on rated power & performance lay out from the original existing engine test-bed report is required. 4. See also 3. MAN Diesel & Turbo, PrimeServCopenhagen, DR-CPH Technical Service, ph.: +45 3385 1100. E-mail: [email protected]. If a SL valve already has been retrofitted, PrimeServ can evaluate if & how an AM can be introduced (test-bed data may be needed as mentioned above)6. PrimeServ can assist ordering slide valves and with installation as well as on-board survey7. The class needs to be involved in the final IAPP PrimeServ can perform the performance measurement/test to adjust the engine. PrimeServdo not arrange for Class to approve the settings. It is the customer’s responsibility to keep the engine in compliance (i.e. within the parameters and tolerances) with TF or AMF. The ‘survey code’ issued with the TF or AMF can be used toshow compliance

Procedure for Approved Method (AM) Compliance(IAPP Renewal Survey)

IAPP certificate

Start

Renewalsurvey --- 1 Year?

1. Annex VI2. Rev. NTC3. Notified AM

Customer:TB report (ormodificationreport)

NOYES

Class to issue IAPPw. no AM available

NOExists AM?a. Engine typeb. Engine nozzlec. Power-speed area

d.Modifiedengine?

e. Performance analysis -MDT review AMF perf. criteriafrom approved AM group(TB survey for indiv. engine)

NO

YES

NO

YES

NO YES

YES

NO

YES

Adm. to issue exemptionvoluntary

AM orretrofit?

Retrofit? Modifiedengine?

AMpossible

Preliminary AMF

Guaranteestatement

‘Parent’ AM

Preliminary individual AMF

Adm. pre-approval

Final AMF &IAPP certificate

On-boardsurvey

End

Class to issue IAPP (w. AMinstalled)

Installation & on-board survey

Order AM – parts - Installation - Perf. adjust.Order vessel class forsurvey (if necessary)

MDT to issue guarantee statement


Notes

A Guideline for MAN B&W Approved MethodsIMO’s ‘Existing Engines’ RegulationJuly 2014

All data provided in this document is non-binding. This data serves informational purposes only and is especially 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. Copyright © MAN Diesel & Turbo. 2510-0001-01ppr Jul 2014 Printed in Denmark

MAN DieselTeglholmsgade 41

2450 Copenhagen, Denmark

Phone +45 33 85 11 00

Fax +45 33 85 10 30

[email protected]

www.mandiesel.com

MAN PrimeServ – a service brand of MAN Diesel & Turbo

a guideline for man b&w approved methods

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