man diesel l28/32a-vo

MAN Diesel L28/32A-VOProject Guide

Complete manualdate 2013.04.23

MAN Diesel

IndexProject guide

L28/32AMarine

Text Index Drawing No.

General information 1000

Introduction 100000 1696465-8.3 Main Dimension 100000 3700017-4.0 Direction of rotation 103000 1696485-0.0 Technical calculations 107000 1699951-5.0 Project service 109000 1696467-1.1 Propeller equipment - dimensions 109000 1699930-0.0 Arrangement of exhaust piping 1060000 1699950-3.0 Noise and vibration levels - reduction gear 108000 1699929-0.0 Noise and vibration levels - engine 108000 1699920-4.0 Engine dimensions 109000 1699914-5.0 Gearbox dimensions 109000 1699924-1.0 Foundation for engine and reduction gear - general 109000 1696469-5.0 Foundation for engine 109000 1699915-7.0 Foundation for reduction gear 109000 1699925-3.0 Weight and centre of gravity 109000 1699916-9.1 Weight and centre og gravity 109000 1699926-5.1 Weight and dimensions of principal parts 109000 1699918-2.0 Ventilation of engine room and air intake for engine 109000 1699921-6.0 Space requirements 109000 1699917-0.0 Closed cooling systems 1045000 1699952-7.0 Information of power supply available 111000 1699938-5.0

Propeller equipment 2000

Data sheet for propeller and propulsion plant 200010 1699907-4.0 Standard propeller plants 200010 1699931-2.0 Propeller shaft and coupling 219000 1699934-8.0 Stern tube 227000 1696486-2.0 Lubricating system for propeller equipment 227000 1699933-6.0 Propeller equipment - monitoring 275000 1696492-1.0

Reduction gear 3000

Oil system for reduction gear AIVEG 16 340000 1699944-4.0 Oil system for reduction gear AMG 20, AMG 28 340000 1699945-6.0 Shaft brake 383000 1696490-8.0 PTO on reduction gear 385000 1699928-9.0

Engine 5000

Complete propulsion system 500000 1699927-7.0 Part load operation on HFO 502090 1696480-1.0 Fuel oil system - general 535000 1696496-9.0 Fuel oil system for operation on gas/diesel oil 535000 1699939-7.0 External heavy fuel oil system up to 380 cSt/50° C 535000 1699940-7.0 Lubricating oil system for engine - general 540000 1699941-9.0 Lubricating oil system for engine 540000 1699942-0.0 Lubricating oil system for engine - dry sump 540011 1699943-2.0 Cooling water system - general 546000 1699901-3.0 Central cooling water system 546000 1699946-8.0 Starting air system 550000 1699949-3.0

MAN Diesel

Index Project guide

L28/32AMarine

Text Index Drawing No.

Pre-heating of charging air 554000 1699948-1.0 Turbine dry-cleaning system (only for operation with HFO) 559000 1696481-3.0 Engine monitoring 575000 1699922-8.0

Safety system 6000

Alphatronic safety system 600000 1699937-3.0

Packing and preservation 9000

Dispatch condition of engine and reduction gear from MAN Diesel 912000 1699261-3.0 Storage of propeller equipment 912000 1699910-8.1. Storage of propeller equipment 912000 1699910-8.1 Storage of propeller equipment 912000 3700230-5.1 Storage of electronic equipment 912000 1699912-1.1. Storage of electronic equipment 912000 1699912-1.1 Storage of electronic equipment 912000 1699912-1.1_

Installation parts propeller 12000

Propeller nozzle 1217000 1699936-1.0

Installation parts gear 13000

General note for piping diagrams 130200 1696470-5.0

Engine 14000

Cooling water system cleaning 1400000 010.000.002-04-0001 Cooling water inspecting 1400000 010.000.002-03-0001 Engine cooling water specifications 1400000 010.000.023-13-0001 Heavy fuel oil (HFO) specification 1435000 3.3.3-01 Diesel oil (MDO) specification 1435000 3.3.2-01 Gas oil / diesel oil (MGO) specification 1435000 3.3.1-01 Bio fuel specification 1435000 3.3.1-02 Viscosity-temperature diagram (VT diagram) 1435000 3.3.4-01 Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 1440000 3.3.6-01 Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels

1440000 3.3.5-01

Specifications for intake air (combustion air) 1459000 010.000.023-17-0001

General information

1000

MAN Diesel & Turbo

Introduction

Our project guides provide customers and consult-ants with information and data when planning new plants incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the modifications associated with upgrading of our project guides, the contents of the specific edition hereof will remain valid for a limited time only.

Every care is taken to ensure that all information in this project guide is present and correct.

For actual projects you will receive the latest project guide editions in each case together with our quo-tation specification or together with the documents for order processing.

Introduction1696465-8.3Page 1 (2)

All figures, values, measurements and/or other in-formation about performance stated in the project guides are for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warranties either express or im-plied, as to the accuracy, completeness, quality or fitness for any particular purpose of the information contained in the project guides.

MAN Diesel & Turbo will issue an Installation Man-ual with all project related drawings and installation instructions when the contract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifi-cations of our supply.

11.27 - Tier I

100000

General

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.

Original instructions

MAN Diesel & Turbo

Complete propulsion system

Remote control system

Alphatronic IIA: Electronic control system with optimized automatic load

control and combined or separate pitch and rpm setting.

Introduction 1696465-8.3Page 2 (2)

39 KV 11 gearbox type

approx power transmission: kW/100

gear type: KV = compact vertical offset

VO = free-standing vertical offset

ratio: Z2/Z1 × 10

Reduction gearAMG 11

gearbox series

Alpha Module Gear

Propeller nozzleFD 2930 × 0.4

lenght/diameter ratio

inside diameter in mm

FD = Fixed nozzle

RD = Steering nozzleRD

diameter of propeller hub

CP-propeller with monoblock hub

Propeller equipmentVB 740

6 cyl. 4 stroke turbocharged engine

and gear built together (compact)

heavy fuel oil operation

marine diesel oil operation

engine generation (Pmax 135 bar)

length of stroke: 30 cm (300 mm)

bore 23 cm (225 mm)

engine built inline

number of cylinders

Engine6 L 23/ 30A- F KV

D

11.27 - Tier I

100000

General

MAN Diesel & Turbo

10.39

Main Dimensions3700017-4.0Page 1 (1)

mcr = maximum continuous ratingOptional horizontal offset gearboxes: Series AMG 20 type 31HO20, 39HO20, 48HO22, 31HO30, 39HO30, 45HO30 and 52HO27

Engine Reduction gear Propeller Dimensions in mm Type Diam. A B C E F G H J K L M N P Q R S W Output mcr Series Type Type rpm mm max. min. AMG 11 31VO11 VB640 252 2600 6145 4340 5330 322 780 1147 2061 1325 1789 1090 460 525 420 360 595 5800 900

AMG 16 39VO16 VB740 201 2850 6482 4340 5330 322 780 1147 2061 1662 2142 1090 505 525 420 415 655 6200 1200

AMG 28 48VO22 VB860 161 3200 6599 4340 5330 322 780 1147 2061 1693 2277 1500 780 700 800 445 745 6600 1350

AMG 28 60VO22 VB860 130 3550 6599 4340 5330 322 780 1147 2061 1693 2277 1500 780 700 800 445 745 6600 1350

AMG 16 31V016 VB740 252 2650 6892 4750 5810 252 710 1147 2061 1662 2142 1090 505 525 420 415 655 6200 1200

AMG 16 39VO16 VB860 201 3000 6892 4750 5810 252 710 1147 2061 1662 2142 1090 505 525 420 445 745 6600 1350

AMG 28 48VO22 VB860 161 3300 7027 4750 5810 252 710 1147 2061 1693 2277 1500 780 700 800 445 745 6600 1350

AMG 28 60VO22 VB980 130 *3650 7027 4750 5810 252 710 1147 2061 1693 2277 1500 780 700 800 584 820 7200 1600

AMG 16 31VO16 VB740 252 2800 7372 5230 6290 252 710 1147 2061 1662 2142 1090 505 525 420 415 655 6200 1200

AMG 28 39VO20 VB860 201 3100 7507 5230 6290 252 710 1147 2061 1693 2277 1500 780 700 BOO 445 745 6600 1350

AMG 28 48VO22 VB860 161 3450 7507 5230 6290 252 710 1147 2061 1693 2277 1500 780 700 800 445 745 6600 1350

AMG 28 60VO22 VB9B0 130 3800 7507 5230 6290 252 710 1147 2061 1693 2277 1500 780 700 800 584 820 7200 1600

AMG 16 31VO16 VB740 252 2850 7904 5780 6770 322 780 1259 2147 1662 2124 1090 505 525 420 415 655 6200 1200

AMG 28 39VO20 VB860 201 3200 8039 5780 6770 322 780 1259 2147 1693 2259 1500 780 700 800 445 745 6600 1350

AMG 28 48VO22 VB980 161 3550 8039 5780 6770 322 780 1259 2147 1693 2259 1500 780 700 800 584 820 7200 1600

AMG 28 60VO22 VB980 130 3900 8039 5780 6770 322 780 1259 2147 1693 2259 1500 780 700 800 584 820 7200 1600

6L28/32A1470 kW 2000 bhp

7L28/32A 1715 kW 2330 bhp

8L28/32A 1960 kW 2665 bhp

9L28/32A2205 kw

3000 bhp

L28/32A

100000

MAN Diesel

The direction of rotation is defined seen from aft.The normal direction is "anti clockwise" for the pro-peller. For the standard gear programme for engineL23/30A and L28/32A all ratios are single staged(except ratio 5.2), which means that the rotating di-rection of the engine is clockwise. Opposite rotatingdirection can also be supplied by changing directionof the engine.

Direction of rotation for twin screw propul-sion plants

The direction of rotation of the propellers for twinscrew propulsion plants can be chosen in two ways,as shown in fig 1 and 2.

Normally, we recommend the propellers to turn to-wards each other at the top as shown in fig 1.

Fig 1 Fig 2

This solution will normally give the propellers thehighest efficiency, because the flow around the sternof most vessels will favour this direction of rotation.

However, it is not possible to give an opinion con-cerning this, unless model tests are carried out forthe specific vessel.

The configuration in fig 2 is recommended for ice-breakers, river craft or the like, which operate inareas prone to dunnage, trees, ice etc floating inthe water.

Outward turning propellers will tend to throw outforeign matter rather than wedging it in.

Direction of rotation1696485-0.0Page 1 (1)

05.17

103000

L23/30AL28/32A

PS

( PORT SIDE )

SB

( STARBOARD )

PS

( PORT SIDE )

SB

( STARBOARD )

MAN Diesel

05.17

S p e e d (k n o t s)

2 03 12 50--2.0

6420

150

144

158

164

Tow force (kN)

TOW FORCE

146148

152154156

166

160162

168

174176

170172

178180

1699951-5.0Page 1 (6) Technical calculations

The MAN B&W Alpha customer can benefit fromyear-long experience and knowledge.

The know-how accumulated covers not only singleengine plants, but also multi-engine plants in manyconfigurations. Twin and triple engines on one gear-box with power take-off from both engines andgearbox, diesel electric operation etc.

A vast number of CAE (Computer Aided Engineer-ing) programmes are at our disposal.

MAN B&W Alpha customers can benefit from thissoftware for carrying out propulsion power calcula-tions, torsional vibration calculations, alignment in-structions etc.

Propulsion power calculations

It is most important that detailed information is madeavailable regarding the conditions under which thevessel will be operating prior to proceeding furtherwith any optimizing calculations. To ensure that allthe necessary data are available to the propellerdesigner, the data sheet chapter 7.2 should becompleted and forwarded to MAN B&W Alpha.

For propellers operating under varying conditions(service, max or emergency speeds, alternator en-gaged/disengaged) the operating time spent in eachmode should be given. This will provide the propellerdesigner with the information necessary to design apropeller capable of delivering the highest overallefficiency.

To assist a customer in selecting the optimum pro-pulsion system, MAN B&W Alpha can carry out aspeed prognosis (fig 1), fuel oil consumption (fig 2)and towing force calculations (fig 3). Various addi-tional alternatives may also be investigated (ie differ-ent gearboxes, propeller equipment, nozzles againstfree running propellers, varying draft and trim ofvessel, etc).

Fig.1

Fig.2

Fig.3

107000

L28/32A

S p e e d ( k n o t s )

2 03 12 48--0.0

1513119753

200

400

600

800

1000

1200

1400

Power (kW)

SPEED PROGNOSIS

S p e e d ( k n o t s )

2 03 12 49--2.0

1513119753

50

0

100

150

200

250

Consumption (kg/hour)

FUEL OIL CONSUMPTION

MAN Diesel

05.17

1699951-5.0Page 2 (6)Technical calculations

Arrangement drawings

Provided MAN B&W Alpha has adequate informa-tion on the ship hull, we are able to carry outarrangement drawing showing suitable location ofthe propulsion plant in the ship. Hereby taking intoconsideration rational lay-out of propeller shaft-lineand bearings, location of PTO, execution of exhaustpipe etc as well as securing sufficient space for dailymaintenance and major overhauls.

For carrying out the above arrangement drawingMAN B&W Alpha should be supplied with the follow-ing drawings:

- Ship lines plan- Engine room arrangement drawing- General arrangement drawing- Foundation drawing (re-engining)

Moreover, to assist the consulting firm or shipyard inaccomplishing arrangement drawings, we can for-ward disks containing drawings of our engine, reduc-tion gear, and propeller programme. The disks arecompatible with various CAD (Computer Aided De-sign) programmes. Should you require further infor-mation, please contact MAN B&W Alpha.

Project planning

Our Project Department is available to advise onspecific questions concerning the propulsion plantcovering fields such as "take home" facility, wasteheat recovery, preparation of piping diagrams, lay-out of accessories etc.

Obviously the better and more specific informationwhich can be procured by the customer, the betterproject planning we are able to perform.

MAN B&W Alpha should be supplied with informa-tion on:

- Classification - Notation- Electrical power supply Voltage/frequency- PTO specification Power/rpm- Fuel oil specification- Ambient conditions ISO/tropical- Waste heat recovery- Requirements to noise and vibration levels- Special requirements

Plant Information Book

Once the contract documentation has been com-pleted a Plant Information Book will be forwarded.The Plant Information Book will comprise all neces-sary binding detailed drawings, piping diagrams,cable plans, specification and installation instruc-tions of our scope of supply.

CAE programmes are used for making alignmentcalculations, epoxy chock calculations, torsional vi-bration calculations etc. In the following a briefdescription is given of some of our CAE programmesand software service.

Alignment instructions

Propeller/reduction gearFor easy alignment of reduction gear/engine andpropeller shaft line, alignment calculations are madeand a drawing with instructions is given in the PlantInformation Book.

The alignment calculations ensure acceptable loaddistribution of the stern tube bearings and shaftbearings, fig 4.

The calculated bearing loads (bearings nos 1 and 2)in the stern tube can be supplied on request for astern tube cast into Epoxy resin.

Reduction gear/engineFor easy alignment of gearbox and engine an align-ment instruction will be forwarded as standard.

107000

L28/32A

MAN Diesel

05.17


PTO on engine and reduction gear

The arrangement and the alignment of the PTO is tobe approved by MAN B&W Alpha. If the PTO compo-nents are supplied by MAN B&W Alpha, we forwardan arrangement drawing and alignment instructions.

Foundation arrangements

Foundation arrangements of engine and gearboxare proposed, and the final arrangement is thor-oughly checked.

Fig.4

If the engine and reduction gear are to be seated onepoxy chocks, you will find a guide Calculation ofEpoxy chocks" in the Plant Information Book. Thisguide is carried out according to the requirements ofthe Classification Societies, ensuring right size ofepoxy chocks area and proper tension of the hold-ing-down bolts.

The calculations are made free of charge. Require-ments differ with each Classification Society, fig 5.

CALCULATED REACTIONS AND DEFLECTIONS IN BEARINGS:

BEARING BEARING VERTICAL ANGULARNo REACTION DISPLACEMENT DEFLECTION

(kN) (mm) (rad)

1 43.100 0.00E+00 -3.11E-042 6.979 0.00E+00 1.83E-043 -.043 3.56E-01 2.03E-054 46.147 3.60E-01 7.28E-065 46.318 3.60E-01 -4.81E-06

107000

L28/32A

SHAFTLINE FOR 54633

ALPHA DIESEL - SHAFT ALIGNMENT CALCULATION

-0 . 2

-0 . 1

0

0 . 1

0 . 2

0 . 3

0 . 4

0 . 5

0 . 6

0 . 7

[ mm ]

[ m ]1 2 3 4 5 6 7 8

1 2 3 4 5

MAN Diesel

05.17


GUIDING EPOXY CHOCK CALCULATING ACCORDING TO LLOYDS REGISTER

Epoxy resin : EPOCAST 36 pourable chocking compound

Engine weight incl. water and oil : 23500 [kg]Number of holding down bolts : 34Thread diameter of holding down bolts : 24 [mm]Diameter of holes for holding down bolts : 26 [mm]Number of fitting bolts : 2Thread diameter of fitting bolts : 24 [mm]Diameter of holes for fitting bolts : 27 [mm]Number of lifting screws : 8Diameter of holes for lifting screws : 27 [mm]Coefficient of- friction : .10Number of chocks : 18Effective chockarea : 11554 [cm2]

Chock number 9 8 7 6 5 4 3 2 1Width [mm] 160 160 160 160 160 160 160 160 160Lenght [mm] 360 365 440 440 440 440 440 440 320Space [mm] 0 40 40 40 40 40 40 40 40 0

Bolt material SCrNi yield stress 685 N/mm2 Foundation Bolts

Tension pr. bolt (chock load = 3.60 N/mm2) [kN] : 109Tension in % of yield stress * [%] : 66Elongation of bolt * [mm] : .42

Bolt torque acc. to class * [Nm] : 529

Chock load due to weight alone, must be < .70 [N/mm2] : .20Deformation based on 40.0 mm chock height [mm] : .037Epoxy amount based on 40.0 mm chock height + 15 % [L] : 53.1

IMPORTANTBolt thread and contact faces to be lubricated with MOLYCOTE pasta type G

Fig.5A

107000

L28/32A

FOUNDATIONPLAN 8L28/32A

*** MAN B&W ALPHA DIESEL ***

EPOXY CHOKS

4005

AFT FORE

9 8 7 6 5 4 3 2 1

1300

FLY

WH

EE

L

:Holding-down bolt :Adjusting screw :Fitting bolt

MAN Diesel

05.17


Fig.5B

GUIDING EPOXY CHOCK CALCULATING ACCORDING TO LLOYDS REGISTER

Epoxy resin : EPOCAST 36 pourable chocking compound

Gear weight incl. water and oil : 7700 [kg]Number of holding down bolts : 10Thread diameter of holding down bolts : 24 [mm]Diameter of holes for holding down bolts : 26 [mm]Number of fitting bolts : 2Thread diameter of fitting bolts : 24 [mm]Diameter of holes for fitting bolts : 27 [mm]Number of lifting screws : 4Diameter of holes for lifting screws : 24 [mm]Coefficient of friction : .10Number of chocks : 6Effective chockarea : 1984 [cm2]

Chock number 3 2 1Width [mm] 90 90 90Lenght [mm] 370 408 370Space [mm] 0 40 40 0

Bolt material SCrNi yield stress 685 N/mm2 Foundation Bolts

Tension pr. bolt (chock load = 3.60 N/mm2) [kN] : 75Tension in % of yield stress (8.8) * [%] : 48Elongation of bolt * [mm] : .24

Bolt torque acc. to class * [Nm] : 362

Chock load due to weight alone, must be < .70 [N/mm2] : .38Deformation based on 40.0 mm chock height [mm] : .050Epoxy amount based on 40.0 mm chock height + 10 % [L] : 8.7

IMPORTANTBolt thread and contact faces to be lubricated with MOLYCOTE pasta type G

107000

L28/32A

FOUNDATIONPLAN 52V027

*** MAN B&W ALPHA DIESEL ***

EPOXY CHOKS

AFT FORE

:Holding-down bolt :Adjusting screw :Fitting bolt

1228

3 2 1

1500

MAN Diesel

05.17


Exhaust piping arrangements

When a proposal for arrangements of the exhaustpiping is sent to MAN B&W Alpha, cal-cultions ofback pressure, expansion, and distribution of sup-ports are worked out as a service, free of charge.

Whirling and axial vibration calculations

Whirling (= lateral) and axial vibration calculations ofthe propeller shaft line are carried out for plantsclassified by Lloyd's Register according to the classrequirements, and approvals will be obtained.

If desired, calculations can be made for any particu-lar plant against a fee, but normally whirling and axialvi brations are of no concern for propeller shaft lines.

Torsional vibration calculations

Torsional vibration calculations (TVC) are very im-portant and always made for each plant. We performthe TVC's for the complete system, ie engine, reduc-tion gear, propeller, and PTO.

Calculations are made for all conditions:- PTO clutched in/clutched out- PTO loaded/unloaded- for twin engine plants: one engine/two engines

running- all possibilities are calculated in both normal

condition and with one cylinder misfiring (nocombustion).

The purpose of the calculations is to ensure correcttorsional vibration behaviour of the complete propul-sion system under all conditions.

Correct behaviour means that the vibration level inall elements is within acceptable limits and that theTVC are accepted from the relevant ClassificationSociety.

The vibration behaviour of the system is adjusted, ifnecessary. The adjustments are made by modifyingthe size of the flywheel, the propeller shaft diameteror the characteristics or type of flexible coupling.

Necessary information and data

In general, the following data are necessary for allcomponents not made by MAN B&W Alpha:- moment of inertia "J" (kgm2) for all masses- stiffness "C" (Nm/rad) for all shafts- type of flexible coupling "F"- gear ratio "l" for gear

The necessary data in the following cases are asfollows:

PTO system

Besides the above data a sketch of the system isrequired.

Information on the operation of the system is needed,ie which conditions of operation will be used, andhow much power will be absorbed in each case.

Multi-engine plants

In these cases information on the different types ofoperation is necessary in order to be able to makecalculations, as close as possible to the expectedoperating conditions of the system.

A sketch of the gearbox showing the inertia, gearratios etc must be supplied from the manufacturer ofthe gearbox.

Piping diagrams

We look forward to receiving piping diagrams fromthe yard or from the consulting firm and supply themwith our comments and recommendations.

107000

L28/32A

J1 J2

J3

F C1

C2

J4 J5

i

MAN Diesel & Turbo

Arrangement drawings

Prior to the final engineering stage we need con-firmed documentation for the project in question and with the following drawings in our possession:

Ship lines plan

Engine room arrangement

General arrangement

Foundation (re-engining)

Exhaust gas system

Together with adequate information on the hull our Project Engineers are able to carry out arrangement drawings showing the most suitable location of the propulsion plant in the ship.

The optimum layout of propeller shaftline and bear-ings, location of Power Take Off (PTO) and execution of exhaust pipe will be highly considered as well as securing sufficient space for daily maintenance and major overhauls.

Moreover, to assist the naval consultant or the shipyard in accomplishing arrangement drawings, drawings of our complete propulsion package can be forwarded on CD-ROM or by E−mail direct to you. The drawings will be forwarded in DXF− or DWG−format in latest version, which can be imported by most CAD−systems.

Our Project Service from sales to order implementa-tion comprises fields such as:

– Selection of optimum propulsion plants

– Preparation of specific arrangement drawings, piping diagrams etc

– Lay-out of accessories

– Waste heat recovery

– Installation and alignment guidance

Project Service1696467-1.1Page 1 (1)

Contract documentation

Plant Specific Installation Manual

Once the contract documentation has been com-pleted a Plant Specific Installation Manual will be available on the extranet.

Instruction manual

As part of our technical documentation, an instructionmanual will be forwarded. The instruction manual is tailor–made for each individual propulsion plant and includes:

Descriptions and technical data Operation and maintenance guidelines Spare parts plates

The manual can be supplied as a printed copy as well as an electronic book in English on CD–ROM.

Customer information

MAN Diesel & Turbo SENiels Juels Vej 15DK-9900 FrederikshavnDenmark

Phone +45 96 20 41 00 Fax +45 96 20 40 30E-mail [email protected]

10.39

109000

General

MAN Diesel

05.17

1699930-0.0Page 1 (1) Propeller equipment - dimensions

The dimension "W - Minimum* is indicated to enablethe engine and reduction gear to be located as far aftin the engine room as possible.

The dimension "S - Maximum* indicates the longeststandard stern tube available from MAN B&W Alpha.

These S and W - measurements are required, beforeMAN B&W Alpha can proceed with production of thepropeller equipment.

HUB PROPELLER A B C D L M S max. W rain.TYPE DIAMETER

d mm mm mm mm mm mm mm mm

VB 640 520 318 490 385 345 595 5600 900VB 740 SEE SECTION 4.2 580 381 560 440 415 656 6200 1200VB 860 660 400 590 475 445 745 6600 1350VB 980 710 445 700 575 584 820 7200 1600

Smax Wmin

109000

L28/32A

MAN Diesel

05.17

1699950-3.0Page 1 (6) 1060000Arrangement of exhaust piping

Fig.1

Collar

Exhaust silencer

Fixed supports

Expansion bellows

Movable supports

Branch for measuringexhaust gas back pressure

Breather pipe

Flexible connection

Gas outlet

Oil trap

2 03 32 55-0.0

L28/32A

MAN Diesel

05.17

1699950-3.0Page 2 (6)Arrangement of exhaust piping

It is important that the exhaust piping is as short andwith as few sweep bends as possible.

Sharp bendings and small diameter exhaust pipesproduce high back pressures which will affect theengine combustion.

The exhaust back pressure should not exceed 250mm WC at MCR. An exhaust gas velocity of max 35m/sec at MCR through the exhaust system is usuallyacceptable, but depends on the actual installation.

Each engine should have its own separate exhaustsystem to avoid fouling of the turbocharger when anengine is not in operation.

MAN B&W Alpha will be pleased to assist in makinga calculation of the exhaust back pressure by meansof our computer programme.

The gas outlet bend from the turbocharger, expan-sion bellows, connecting piece, exhaust pipes andsilencers must be insulated with suitable material.The insulation should be protected by thin metalplating and comply with class and national authorityrequirements.

Care must be taken when installing silencers withspark arrestors to ensure the access doors aresituated to permit ease of removal for cleaning.

Exhaust pipe dimensions

The minimum dimensions of the exhaust pipes are(external diameter):

ENGINE TYPE EXHAUST PIPEmm

6L28/32A 4607L28/32A 5008L28/32A 5609L28/32A 560

Wall thickness: min 3 mm.

Exhaust pipe mounting

When the exhaust system is designed, considera-tion must be given to the radiation of heat and noise.

Because the exhaust system is subject to consider-able thermal fluctuations, it is necessary to incorpo-rate flexible as well as rigid suspension points.

In order to compensate for thermal expansion in thelongitudinal direction, expansion bellows must beinserted as shown. Depending on the actual exhaustpiping system ifcrnay be necessary to insert extraexpansion bellows. The expansion bellows shouldpreferably be placed at the rigid suspension points.

The exhaust piping must exert no force on the gasoutlet bend from the engine.

The pipe work should be easily removeable to facili-tate ease of cleaning and maintenance. Each con-nection in the pipe work should be fitted with agasket.

A pipe branch should be welded into the exhaust lineto enable measurements of the exhaust back pres-sure to be taken.

To prevent the ingress of water, the terminal outletshould be provided with a collar, as shown, fig 89.

The exhaust piping should be mounted with a slopetowards the connecting piece on the engine. Theconnecting piece is provided with a branch for avalve to enable the draining of any condensate orrainwater which may accumulate.

Position of gas outlet on turbocharger

With each turbocharger, MAN B&W Alpha suppliesa connection (gas outlet bend, connecting piece andexpansion bellow) from the outlet of the turbochargerending in a connecting piece for the exhaust pipe.

1060000

L28/32A

MAN Diesel

05.17

1699950-3.0Page 3 (6) Arrangement of exhaust piping

Fig 2 shows alternative positions for the exhaust gasoutlet and if requested the outlet can be turned to adesired position prior to dispatch from MAN B&WAlpha.

Exhaust gas boiler

To utilize the thermal energy from the exhaust, anexhaust gas boiler producing steam or hot water canbe installed.

Each engine should have its own separate exhaustgas boiler or a common boiler with individual gasducts from each engine.

For exhaust gas quantities and temperatures -seefig 3.

ENGINE A B C D E F

TYPE mm mm mm mm mm mm

6L28/32A 460 899 1681 350 343 972

7L28/32A 500 899 1681 350 343 972

8L28/32A 560 899 1681 450 308 972

9L28/32A 560 927 1697 450 308 1077

Fig.2

EXPANSION BELOW

GAS OUTLET

AFT END SEEN FROM AFT

CL CRANKSHAFT

C L C

YLI

ND

ER

Fig.3

°C texh. after turb.(Measured with thermcouple)

Exhaust gas quantity1000 Kg/h

2 03 25 48-1.0

2 03 36 21-6.0

1060000

L28/32A

MAN Diesel

05.17


Condition for the application of the graph:

- MDO low calorific heat valve: 42700 kg/kg- ISO ambient conditions- Exhaust gas tolerance

Quantity ± 2%Temperature: ± 15%

For engines operating on HFO the exhaust gastemperature can be expected to be about 10°Chigher. Exhaust gas quantity will more or less remainthe same.

The gas outlet temperature from the gas boiler mustnot fall below 180°C to reduce the possibility ofmoisture and thence sulphuric acid forming in theuptakes.

The exhaust gas boiler should have a gas bypass foroperating at low load conditions. The overall backpressure must be considered when designing thesystem.

Expansion bellow, fig 4

The expansion bellows are supplied unattached withcounterflanges, gaskets and bolts.

The assembly dimension "D" depends on the totalextension of the exhaust pipe, for the expansionelement, when functioning, should be in its relaxedcondition "C".

A longitudinal expansion of 4.5 mm per metresexhaust pipe must be taken into consideration. Theassembly dimension "D" will be "C" + 3/4 of theexhaust pipe's longitudinal expansion.

Fig.4

EXHAUST PIPE DIMENSION IN MM ø 460 ø 500 ø 560

A I.D. flange in mm 457 508 559

B O.D. flange in mm 595 645 705

C Free lenght in mm 343 343 308

D Mounting lenght in mm *) *) *)

E Allowable axial movement in mm ±44 ±44 ±36

Weight in kg incl. 85 95 105

counterflanges, gaskets and bolts

*) See the above text

2 03 25 27-7.0

OUTLET

INLET

1060000

L28/32A

MAN Diesel

05.17

1699950-3.0Page 5 (6) Arrangement of exhaust piping

Exhaust silencer

The position of the silencer within the exhaust sys-tem is not critical for its silencing effect. It is howeverpreferable to locate it as high as possible, not only tokeep it away from the proximity of working areas butalso to reduce the possibility of fouling.

If MAN B&W Alpha supplies the exhaust silencer it isof the absorption type delivered complete withcounterflanges, gaskets and bolts.

The exhaust silencer should be insulated by meansof 50 mm mineral wool batts covered by thin plating.

Fig.5 Exhaust silencer without spark arrester.

ENGINE TYPE Damping A mm B mm C mm Weight kg

25dB 3510 8206L28/32A 1105 450

35dB 4300 1100

25dB 3510 8507L28/32A 1105 500

35dB 4300 1125

25dB 3560 12428L28/32A 1305 550

35dB 4400 1485

25dB 3560 12429L28/32A 1305 550

35dB 4400 1485

(DIAMETER EXHAUST PIPE)

INLET

1060000

L28/32A

MAN Diesel

05.17


Fig.5 Exhaust silencer with spark arrester.

Venting of crankcase

The DN60 mm steel breathing pipe vents oil vapourfrom the engine crankcase and should be led up theinside of the funnel casing. See fig 1.

Crankcase venting should be arranged separatelyfor each engine.

The vent lines should be installed using sweepbends. These must be kept to a minimum and allpipes mounted without dips and should slope backtoward the oil trap located on the engine. The con-nection between engine and breather pipe must beflexible. The connection is as standard supplied witha rubber element.

The back pressure should not exceed approx 20 mmWC measured at MCR.

ENGINE TYPE Damping A mm B mm C mm D mm E mm F mm Weight kg

25dB 3700 9306L28/32A 1105 450 145 850 350

35dB 5000 1200

25dB 3700 9707L28/32A 1105 500 150 900 390

35dB 5000 1225

25dB 4000 13208L28/32A 1305 550 150 900 390

35dB 5300 1790

25dB 4000 13209L28/32A 1305 550 150 900 390

35dB 5300 1790

(DIAMETER EXHAUST PIPE)

INLET

1060000

L28/32A

MAN Diesel

05.17

1699929-0.0Page 1 (1) Noise and vibration levels - reduction gear

Noise and vibrations from the reduction gear areminimized by using cast iron gearboxes, precisionground helical gear wheels and pressure lubricatedjournal bearings.

The airborne noise emitted from the reduction gear,ie the hydraulic system is normally considerablylower than the noise emitted from the main engine,which means that the reduction gear will not contrib-ute to increase the overall noise level in the engineroom.

The design of the reduction gear favours suppressionof vibrations. Only in a small band around the toothfrequency insignificant vibrations may occur. This willdepend on the actual design and stiffness of thefoundation of the reduction gear.

108000

L23/30AL28/32A

MAN Diesel

05.17

POSITION OF MICROPHONE:

Air-borne noise

Formerly, noise was considered a necessary, butharmless evil. Today, excessive noise is consideredas a form of pollution which, in the long run, maycause permanently reduced hearing, and is a majorstress factor for the crew.

As a consequence some Classification Societies andnational authorities now demand that noise levels arekept below certain specified limits.

1699920-4.0Page 1 (2) Noise and vibration levels - engine

Fig.1

The following drawing shows the engine soundmeasurements taken when the engine was running onour testbed, fig 1.

The drawing shows the positioning of the microphones.The positions were chosen where the highest dB(A)values were measured.

The measuring has been carried out at different loads -MCR, 90% of MCR and 50% of MCR. The correspondingdB values have been marked on the schedule.

108000

L28/32A

MAN Diesel

05.17

2 03 36 56-4.0

1699920-4.0Page 2 (2)Noise and vibration levels - engine

It must be considered that the readings were taken onthe testbed and variations may occur if the similarmeasurements are carried out when the engine isinstalled in an engine room.

Vibration levels

The vibrations transmitted to the ship hull depend onthe actual design and stiffness of the engine foundation.Vibrations can lead to locally generated airbornenoise.

The engine design, stiff construction and balancingof rotating masses, suppres noise and vibrations. Iffurther suppression is necessary the engine must beisolated from the hull, by mounting the engineresilienty on vibration dampers.

The engine can be mounted on two types of dampers,fig 2 and fig 3.

Fig 2 shows an engine mounted on a V-suspension.The engine is mounted on a self supporting frame,which makes it possible to align the engine followingthe same procedure as for rigidly installed engine.With this type of resilient mounting a damping ofapprox 95% in vertical and horizontal direction can beexpected.

Fig 2 shows an engine mounted in vertical dampers.The dampers are mounted on brackets, which arebolted to the engine frame. The alignment is morecomplicated than with the V-suspension. With thistype of resilient mounting a damping of approx 80%can be expected.

Vibration measurements and foundation proposalscan be forwarded on request.

Fig.2 Fig.3

108000

L28/32A

2 03 36 56-4.0

MAN Diesel

05.17

1699914-5.0Page 1 (2) Engine dimensions

Fig.1 Main dimensions, engine

ENGINE A B C D E F G HTYPE mm mm mm mm mm mm mm mm

6L28/32A 4340 3190 5330 322 871 899 1147 20617L28/32A 4750 3670 5810 252 871 899 1147 20618L28/32A 5230 4150 6290 252 871 899 1147 20619L28/32A 5780 4630 6770 322 843 927 1259 2147

2 03 34 27-6.0

L28/32A

109000

MAN Diesel

05.17

1699914-5.0Page 2 (2)Engine dimensions

Fig.2 Engine centre distance for twin-engine installations

ENGINE SEATING A minmm

RIGID MOUNTING 2000RESILIENTLY MOUNTING (VERTICAL DAMPES) 2000RESILIENTLY MOUNTING VE-SUSPENSION 2200

2 03 24 59-4.0

L28/32A

109000

MAN Diesel

05.17

1699924-1.0Page 1 (3) 109000Gearbox dimensions

The Alpha reduction gear programme comprises gear-boxes in vertical configuration and horizontal offsetconfiguration.

The horizontal offset can either be to the right or tothe left side.

The reduction gear is basically divided into gearboxseries with different outer dimensions. Each seriescan contain various combinations of ratios and vari-ations in transmitted power. In the table below thestandard gear programme for L28/32A is stated:

GEARBOX GEARBOXSERIES TYPE

AMG 16 31V016, 39V016

AMG 20 31HR/HL20, 39HR/HL20, 48HR/HL22,31HR/HL30, 39HR/HL30, 45HR/HL30,52HR/HL27

AMG 28 31V020, 39V020, 48V022, 60V022

Gearbox key

39VO20

power transmission: kW/100gear type: VO = vertical offset

HR = horizontal offset rightHL = horizontal offset left

ratio: Z2/Z1 x 10

GEAR

2 03 12 74-2.0

GEARRight Left

ENGINE ENGINE

HR HL

L28/32A

MAN Diesel

05.17

180

477

1847

575

750

75

2 03 34 33-5.0

70018052064

808

2000

315

535 14

0

1699924-1.0Page 2 (3)Gearbox dimensions

Fig.1A

Vertical offset gear series AMG 16

Horizontal offset gear series AMG 20 - right offset

Fig.1B

109000

L28/32A

2039

180

1662

1929

525

475

1090

505

105

1123

2 03 34 31 1.1

MAN Diesel

05.17

1699924-1.0Page 3 (3) Gearbox dimensions

Horizontal offset gear series AMG 20 - left offset

Vertical offset gear series AMG 28

Fig.1D

109000

L28/32A

180

477

75

575

750

140

2 03 34 34-7.0

70018052064

808

2000

315

535

1847

180

2058

575 10

0

2 03 34 36-0.1

1500

2064

1693

1332

700

780

Fig.1C

MAN Diesel

The yard is solely responsible for the adequate de-sign and the quality of the foundation.

The foundation and the surrounding body of the shipshould be as strong and stiff as possible to absorbthe forces and torques.

It must be ensured that the natural frequences ofimportant part structures, eg panels, bulkheads,piping etc have a sufficient safety margin in relationto the main exitation frequency.

The main engine and reduction gear are normallyrigidly mounted to the foundation, either on steel orepoxy chocks.

Further information concerning dimensions on holding-down bolts, steel chocks, side and collision chocks,position of side chocks, and installation of holding-down bolts will be given in the Plant InformationBook.

Holding-down bolts, side chocks, collision chocks,and steel chocks are normally not supplied with theplant, but if required they can be supplied separately.

In the section for engine/reduction gear a more de-tailed description of the foundation design is given.

The MAN B&W propulsion plant is designed to meetthe demands for low noise and vibration levels. Toreduce transmission of engine excitations to the hulleven further the engine can be resiliently mounted.Proposals will be forwarded on request.

Note

Coolers or tanks for hot oil or similar must not beplaced in immediate contact with the foundation ofthe reduction gear or engine as thermal fluctuationsmay cause variations in the centre height of thecrankshaft and of the gear shaft with consequentrisks of misalignments of crankshaft, gear shaft orgear wheel. If any doubts should occur, please con-tact MAN B&W Alpha.

Foundation for engine and reduction gear - general1696469-5.0Page 1 (1) 109000

L23/30AL28/32A

05.17

MAN Diesel

05.17

1699915-7.0Page 1 (3) Foundation for engine

The details given in this chapter are important fordimensioning the engine foundation and the aftstructure of the vessel.

The forces and torques, arising due to weight, andoperation of the engine must be taken into consi-deration when designing the engine foundation. Forinformation on forces and torques, see fig 7.

Fig.7

When using steel chocks, we recommend the topplate to be angled athwartships max 0.5 -1° tofacilitate the fitting of the chocks. This is not requiredwhen chocking with epoxy resins.

We recommend the clearance between the tanktopand oil pan of the engine to be min 15 mm, when theengine/reduction gear is placed on the top plateswithout chocks.

EXTERNAL FORCES AND MOMENTS GUIDEPRESSURE

1 order moment 2 order moment Free forces MOMENT

ENGINE Horizontal Vertical Horizontal Vertical Horizontal VerticalTYPE rpm kNm kNm kNm kNm kN kN kNm MIN-1

6L28/32A 775 0 0 0 0 0 0 17.3 23257.2 4650

7L28/32A 775 5.4 11.8 0 11.0 0 0 28.6 27124.7 5425

8L28/32A 775 0 0 0 0 0 0 25.8 31003.0 6200

9L28/32A 775 18.7 40.8 0 12.5 0 0 23.3 3486

FOUNDATION FOR ENGINE2 03 34 54-0.0

L28/32A

109000

1. ORDER MOMENT, VERTICAL

2. ORDER MOMENT, VERTICAL

2. ORDER MOMENT, HORIZONTAL

1. ORDER MOMENT, HORIZONTAL

GUIDE PRESSURE MOMENT, HORIZONTAL

AFT

65

43

21

MAN Diesel

05.17

1699915-7.0Page 2 (3)Foundation for engine

Specific requirements for fabricating the foundationvary with the different Classification Societies andthis will determine frame design, longitudinal girders,and the top plates. Details of the class requirementsinvolved must be ascertained and the foundationfabricated to suit.

Where class is not involved we recommend thedistance between longitudinal girders to be 955 mm,fig 1.

For engine mounted resiliently, proposals will beforwarded on request.

Position

The engine should be positioned as near horizontalas possible. However, the horizontal inclination shouldnot exceed:

5° forward or aft

If the above values for engine inclination cannot beobtained, MAN B&W Alpha should be consulted.

Fig.1

HOLE DIAMETER Cyl

ITEM DESCRIPTION mm

6 7 8 g

pcs. pcs. pcs. pcs.

M ADJUSTING SCREW M27 6 6 8 8

LI HOLE FOR M24 HOLDING-DOWN BOLT ø26 28 32 36 40

L2 HOLE FOR M24/ø27 FITTED HOLDING DOWN BOLT ø26 2 2 2 2

L28/32A

109000

Section

OIL PAN SEEN FROM STAR-BOARD

CRANKSHAFT

SPACE FOR CONNECTION

0

315

1115

320

1095

0

A

A

6L28/32A=31797L28/32A=36598L28/32A=41399L28/32A=4619

6L28/32A=3227L28/32A=2528L28/32A=2529L28/32A=322

220

CL

FLY

WH

EE

L

MAN Diesel

05.17

1699915-7.0Page 3 (3) Foundation for engine

L28/32A

109000

Elevation CRANKSHAFTCL

1300

1220

935

905

895

955

HE

IGH

T O

F C

HO

CK

S 2

5-50

R 105

40 (

GU

IDA

NC

E O

NLY

)

1095

315

170

0

400 (GUIDANCE ONLY)

15O

15 (GUIDANCE ONLY)

VIEW A-A

Bolt plan6L28/32A=4757L28/32A=4058L28/32A=4059L28/32A=475

6L28/32A=30457L28/32A=35258L28/32A=40059L28/32A=4485

FLY

WH

EE

L

95

1220

935

2 03 32 10-6.0

L2

90 295 130 350 130 130 350 130 350 130 35

1300

L1 M

1200

MAN Diesel

05.17

1699925-3.0Page 1 (8) 109000Foundation for reduction gear

The foundation should be as stiff as possible in alldirections to absorb the dynamic forces caused bythe engine and the propeller thrust.

When designing the foundation it must be consideredthat the thrust bearing is an intergrated part of thereduction gear.

Fig.1A

Foundation details: AMG 16

L28/32A

Section:525

105

0

237.5

345

505

120 271 299

A

972

OUTPUT SHAFTLC

CRANKSHAFTLC

GEAR SEEN FROM STARBOARD

A

320

Elevation:525

105

016

505

1090

R 75455

VIEW A-AVIEW B-BVIEW C-C

OUTPUT SHAFTLC

CRANKSHAFTLC

R 455

336

640

1030

980

940

860

830

665

242

R 55

313

75

R 75

87012 (GUIDANCE ONLY)

160 10

0

HE

IGH

T O

F C

HO

CK

S 2

5-50

GEAR

MAN Diesel

05.17

1699925-3.0Page 2 (8)Foundation for reduction gear

Propeller thrust can be absorbed through fitted hold-ing down bolts when gearbox is seated on steelchocks.

When using epoxy chocks, side and endchocks areto be fitted at both forward and aft end. Fitted boltscan then be omitted.

For gearboxes with horizontal offset, endchocks areto be fitted for both steel and epoxy chocks. Sidechocks must be omitted to allow thermal expansion.

HOLE DIAMETERITEM DESCRIPTION mm PCS

M ADJUSTING SCREW M24 4L HOLE FOR M24 HOLDING-DOWN BOLT ø26 8

109000

L28/32A

Bolt plan:

6-7L28/32A = 2142

732

1352

210 205

5565

B C

GEAR

1030

CO

UP

LIN

G

BL M

OUTPUT SHAFTLC

315

410

460

R20

R75

R75

R40

5933170153410

980

940

870

C

MAN Diesel

05.17

1699925-3.0Page 3 (8) Foundation for reduction gear

Fig.1B

Foundation details: AMG 20 - right offset

109000

L28/32A

Section:

Elevation:

6-7-8L28/32 = 22779L28/32 = 2259

470 820

180 296 808 351 Q2 Q3

850

405

288

0

390

CO

UP

LIN

G

Q1

175

140

GEAR BOX SEEN FROM STARBOARD

OUTPUT SHAFTLC INPUT SHAFTLC

700

1010

1055715

670

155

125

382

430

440

475

585

595

735

925

935

415

VIEW A-A

400 (GUIDANCE ONLY)

40 (

GU

IDA

NC

E O

NLY

)

850

315

175

0

390

HE

IGH

T O

F C

HO

CK

S 2

5-50

15 (GUIDANCE ONLY)

R 8

50

GE

AR

FLA

NG

E

MAN Diesel

05.17




109000

L28/32A

Bolt plan:

6-7-

8L28

/32

= 2

277

9L28

/32

= 2

259

700

GEAR FLANGE

OU

TP

UT

SH

AF

TLC

COUPLING

INP

UT

SH

AF

TLC

470

110

200

200

200

110

820

440

880

5020

020

020

020

020

050

1100

330

255

A A

M

L

MAN Diesel

05.17


Fig.1C

Foundation details: AMG 20 - left offset

109000

L28/32A

Section:

Elevation:

6-7-8L28/32A9L28/32A

470 1100

180 296 808 351 Q2 Q3

850

405

288

0

195

CO

UP

LIN

G

Q1

175

140

GEAR BOX SEEN FROM STARBOARD

OUTPUT SHAFTLCINPUT SHAFTLC

155

670

7151055

1010

700

125

390

430

440

475

585

595

735

925

935

415

VIEW A-A

400 (GUIDANCE ONLY)

40 (

GU

IDA

NC

E O

NLY

)

850

315

175

0

382

HE

IGH

T O

F C

HO

CK

S (

H)

25-5

0

15 (GUIDANCE ONLY)

R 8

50

GE

AR

FLA

NG

E

MAN Diesel

05.17




109000

L28/32A

Bolt plan:

6-7-

8L28

/32

= 2

277

9L28

/32

= 2

259

700

GEAR FLANGE

OU

TP

UT

SH

AF

TLC

COUPLING

INP

UT

SH

AF

TLC

470

110

200

200

200

110

820

440

880

5020

020

020

020

020

050

1100

330

255

AA

M

L

MAN Diesel

05.17


Foundation details: AMG 28

Fig.1D

109000

L28/32A

Section:

Elevation:

170

700

780

180 290

1228

584 49

654

405

287.5

0

GEARBOX SEEN FROM STAR-BOARD

OUTPUT SHAFT

INPUT SHAFTLC

1500

1420

1280

800

764

1300

544

VIEW A - A

400 (GUIDANCE ONLY)

40 (

GU

IDA

NC

E O

NLY

)

780

700

100

0

100

160 HE

IGH

T O

F C

HO

CK

S 2

5-50

15 (GUIDANCE ONLY)

R 7

5

GE

AR

FLA

NG

E

C

C

B

469

210

100

0

B

INPUT SHAFT

OUTPUT SHAFT

LC

LC

LC

170

R 60

R 654

R 370

405

R 30

22o

322

VIEW B - BVIEW C - C

MAN Diesel

05.17

1699925-3.0Page 8 (8)109000 Foundation for reduction gear



L28/32A

Bolt plan:

6-7-8L28/32A =

22779L28/32A

= 2259

1280

GEAR FLANGE

COUPLING

53225

225225

225225

50

A

ML

1228

82

1420

1500A

113

470

MAN Diesel & Turbo

1699916-9.1Page 1 (1) Weights and centre of gravity

Fig.1

Engine A approx B approx C approx D approx E approx F approx Weight approx.

type mm mm mm mm mm mm mm t

Dry sump Wet sump Dry Wet*

6L28/32A 3215 2830 5330 990 1840 19.0 20.3

7L28/32A 3215 3100 5810 1060 2035 21.0 22.5

8L28/32A 3315 3290 6290 1060 2230 23.5 26.2

9L28/32A 3215 3700 6770 990 2710 26.5 28.4

L28/32A

109000

10.41

* Lubricating oil and cooling water added

875 1095

Lifting engine on board

Before taking an engine on board, it must be ensured that the vessel’s side, deck casing or hatchway provide adequate space (opening) for this purpose. The engine should be lifted by the lifting crossbars and the lifting tools mounted by the factory, see fig. 2. The crossbars are to be removed after the instal-lation, and the protective caps should be fitted.

9

Fig. 2

6L28/32A

7L28/32A

8L28/32A

9L28/32A

B

D

C

A

315

"Aft" "Forward"

50

CL

275

Seen from aft

E F

1650

MAN Diesel & Turbo

10.41

1699926-5.1Page 1 (3) Weight and centre of gravity

The reduction gear is delivered with the flexible coupling attached. Coupling type depends on en-gine power.

For the standard engine the coupling weight is as follows:

6-7-8L28/32A Weight of coupling 370 kg9L28/32A Weight of coupling 635 kg

Fig.1 Gear type AMG 16

Gear Series Weight without coupling and PTO (approx) t

AMG 16 6.0

109000

L28/32A

750

240

Fig. 2 Gear type AMG 20, right offset


AMG 20 7.8

Fig. 3 Gear type AMG 20, left offset


AMG 20 7.8

Fig. 4 Gear type AMG 28


AMG 28 7.3

200L output shaftC975

200L output shaftC975

210

900

MAN Diesel & Turbo

10.41

1699926-5.1Page 2 (3)109000 Weight and centre of gravity

L28/32A

Lifting reduction gear on board

The reduction gear should be lifted by two wire straps connected to the four lugs mounted by the factory, fig 5, 6, 7 and 8. One strap is to be connected to lugs aft and the other strap to the two forward lugs.


Fig. 6 Gear type AMG 20, right offset

Fig. 7 Gear type AMG 20, left offset

Gear Series Width of gearbox mm

AMG 20 2174

105

610

Appr. 938

App

r. 17

51

2142

*

*

*

*

* - 4 lugs for lifting

1443

535

31518

47

1805

App

r. 22

80

Approx 925

535

315 18

47

1805

App

r. 22

80

Approx 925

MAN Diesel & Turbo

10.41

1699926-5.1Page 3 (3) 109000Weight and centre of gravity

L28/32A


*

100

Appr. 915

App

r. 19

35

: 4 lugs for lifting

**

*

1500

A

680

*

Cylinder A mm

6 22777 22778 22779 2259

MAN Diesel & Turbo

1699918-2.0Page 1 (2) Weights and dimensions of principal parts

L28/32A

109000

10.46

Connecting rod approx 80 kg

Piston with connecting rod incl lifting tool approx 130 kg

Cylinder liner approx 115 kg

Cylinder liner incl lifting tool approx 140 kg

ø280

370

404

1005

ø280ø375

684

Piston approx 39 kg

MAN Diesel & Turbo

1699918-2.0Page 2 (2)Weights and dimensions of principal parts

L28/32A

109000

10.46

Charging air cooler approx 390 kg

Complete turbocharger:6-7-8L28/32A approx 520 kg9L28/32A approx 800 kg

585

758

480

680 510

Cylinder head approx 225 kg

Cylinder head incl lifting tool approx 235 kg

MAN Diesel

05.17

The air intake to the engine room should be sodimensioned that a sufficient quantity of air is availablenot only for the main engine, auxiliaries, boilers etc,but also to ensure adequate ventilation and fresh airwhen work and service are in progress.

We recommend the ventilation capacity should bemin 20% more than the required air consumption (intropical conditions up to 50% should be considered)for main engine, auxiliaries, boilers etc.

It is important that the air is free of oil and sea waterto prevent fouling the ventilators and filters.

The air consumption of the main engine is as statedbelow:

ENGINE TYPE Air consumptionat mcr approx kg/h

6L28/32A 118007L28/32A 137008L28/32A 157009L28/32A 17700

Approx 50% of the ventilating air should be blown inat the level of the top of the main engine close to theair inlet of the turbocharger. Air should not be blowndirectly onto heat emitting components or directlyonto electrical or other water sensitive apparature.

1699921-6.0Page 1 (3) Ventilation of engine room and air intake for engine

A smaller airflow should be evenly distributed aroundthe engine and reduction gear to dissipate radiatedheat.

With the engine room battened down and all airconsuming equipment operating, there should alwaysbe a positive air pressure in the engine room.

Surplus air should be led up through the casing viaspecial exhaust openings, alternatively extractionfans should be installed.

Fire arresting facilities must be installed within thecasings of the fans and ventilation trunkings to retardthe propagation of fire.

109000

L28/32A

MAN Diesel

05.17

Chocks

2615

315

CL

CL

2445

Chocks

1000

1699917-0.0Page 1 (3) Space requirements

Dismantling space

Sufficient space for pulling the pistons, cylinderliners, cylinder heads, and charging air cooler must beavailable.

Normal lifting height for pistons, fig 1

Minimum lifting height for pistons, fig 2

Fig.2A Fig.2B Fig.2C

109000

L28/32A

MAN Diesel

05.17

2600

Chocks

1000

Chocks

2740

1699917-0.0Page 2 (3)Space requirements

Fig.3

Note

The lifting height for cylinder heads can beaccomodated within the height required for the cylin-der liner.

Normal lifting height for liners, fig 3

Fig.4A Fig.4B Fig.4C

109000

L28/32A

Minimum lifting height for liners, fig 4

MAN Diesel

05.17

1699917-0.0Page 3 (3) Space requirements

Fig.5

109000

L28/32A

Minimum space for dismantling of the chargingair cooler, fig 5

1315

1180

MAN Diesel

05.17

Several systems have been developed to avoid anysea water inside the ship.

Such systems are advantageous in the followingconditions:

- Sailing in shallow waters- Sailing in corrosive waters (eg some harbours)- Dredging

Also when using other types of closed cooling watersystems the high and low temperature fresh watersystems are separated by the HT cooler.

Both LT and HT systems require a thermostaticvalve to be installed to control temperatures.

1699952-7.0Page 1 (2) 1045000Closed cooling systems

Fig.1

A disadvantage of a closed cooling system can be itspoor heat transfer coefficient.

LT coolers having very small temperature differ-ences between the cooling water and the sea or rawwater, require a relatively large heat exchanger toenable sufficient heat transfer.

MAN B&W Alpha is available to offer advice andmake calculations for specific cooler types, but thefinal responsibility for design, pressure heads,strength, and system maintenance remains with theyard.

In the following is given a brief description of some ofthe systems available.

DESCRIPTION:

5 LT BOX COOLER7 LT PUMP8 LT STAND-BY PUMP9 CHARGING AIR COOLER

10 LO COOLER FOR GEAR11 LO COOLER FOR ENGINE12 HT COOLER FOR ENGINE13 LT THERMOSTATIC VALVE14 LT EXPANSION TANK15 HT PUMP16 HT STAND-BY PUMP17 HT THERHOSTATIC VALVE18 HT EXPANSION TANK

COOLERMAIN ENGINE

GEAR OILCOOLERMAIN ENGINE

LUB. OILCOOLERMAIN ENGINE

CHARGE AIRCOOLERMAIN ENGINE

MAINENGINE

L28/32A

MAN Diesel

05.17

1699952-7.0Page 2 (2)Closed cooling systems

Sea chest cooling (box cooling), fig 1

The cooler for this type of closed cooling system is apremanufactured tube bundle installed in a seachest.

This tube bundle ensures a relatively good heattransfer coefficient and a low pressure head for thecirculating pumps.

The movement of the sea or raw water across theheat exchanger surface is initiated by the movementof the heated sea water upwards because of thelower density compared with that of the surroundingwater.

This means that the heat transfer is less dependentof the ships speed.

The tube bundle is well protected from mechanicaldamage and can be removed for repair or cleaningwithout docking the vessel.

Keel cooling

Keel cooling is based on hollow profiles mounted onthe outside of the ship side, in direct contact with thesea or raw water and with the cooling water circulat-ing within a closed circuit, transferring the heat fromengine and other equipment.

It should be noted that keel cooling will often disturbthe water flow along the ships hull and can effectpropeller efficiencies and produce propulsion ex-cited vibrations. It can also result in increased fuelconsumption and/or speed reductions.

Skin cooling

Skin cooling is a closed cooling system, where adouble wall design of the outer skin is used forcirculation of the cooling water.

The contact of the outer skin with the sea or rawwater transfers the heat from the engine and otherequipment to the sea.

A special version of skin cooler is where a ballasttank is used as an integrated part of the skin coolingsystem.

The heat to be dissipated is transferred to the sea orraw water through the plating of the tank.

The heat transfer coefficient is very low, but if a tank(eg ballast tank) is available for this use it is often avery cheap method for a closed cooling system.

1045000

L28/32A

MAN Diesel

05.17

1699938-5.0Page 1 (2) Information of power supply available

It is a prerequisite that MAN B&W Alpha knows thevoltage on board ie if we are to supply the correctequipment to the yard such as el-motors, starters,navigation equipment, control equipment etc.

Normal voltages can be:3 phased: 3 x440 V, 3 x380 Vsingle phased: 3 x220 V, 3 x 110 V

These voltages can be with the frequencies of50 Hz or 60 Hz.

The remote control and safety system requires a 24V DC power supply.

A poor quality of the power supply and fluctuations involtage might damage certain electronic circuits andtherefore we supply as minimum a converter unlesswe have a guarantee from the yard that they supplya power supply, which is up to the standard of therequirements of MAN B&W Alpha.

Fig.1

Standard power supply per propeller, fig 1

MAN B&W Alpha supply as standard one powersupply 24 V DC/15 A with 8 Ah battery back-up. Thescope of supply comprises power supply for remotecontrol and safety system only as well as batteryback-up.

Necessary fuses and separate power supply for theemergency manoeuvre system is yard supply.

Optional power supply per propeller

Optionally we can supply one double power supply2 x 24 V DC/15 A with 2 x 8 Ah battery back-up.

The scope of supply comprises a 19" magazine withpower supply and automatic fuses for remote controlsystem, safety system and emergency control aswell as ventilator and battery back-up with cut-off atabnormal battery condition.

111000

L28/32A

220 V ACto 24 V DCconverter

with integrated

battery back-upc no

Optional Battery failure alarm

Ship Emergency24 V DC supply

220 V ACsupply

10 A peak50 W nominal

10 A

10 A

10 A

10 A

10 A

10 A

Remote control supply24 V DC

24 V DC

24 V DC

Safety system supply

Emergency control supply

2 03 24 86--8.0

MAN Diesel

05.17

1699938-5.0Page 2 (2)Information of power supply available

Cable connection

Once the Contract has been signed, a cable plan andconnection lists showing each cable connection tothe terminals are supplied by MAN B&W Alpha.

Power supply cables must be of size 2.5 mm2.

The signal cables should have wires with cross-sectional area, min 0.5 mm2 and max 1.5 mm2.

All cables should be shielded and the screen shouldbe connected to earth (terminal boxes) at both ends.

If the supply cable between the bridge and theengine room is more than 60 metres long, thevoltage drop should be calculated. In this caseplease contact MAN B&W Alpha.

Signal cables must not be run alongside any otherpower cables conducting high voltage (ie to largemotors etc) or radio communication cables. Cablesfor remote control signals can induce current fromtheir immediate environment sufficient to disturb oreven damage the electronic control system.

111000

L28/32A

Propeller equipment

2000

MAN Diesel

For propeller design purposes please provide as much of the following information as possible.

1. S: mm W: mm for dim as shown.

For twin or long shaftline systems please provide stern tube and shafting arrangement layout.

2. Propeller aperture drawing.

3. Results of self propulsion test and wake measurements.

4. Lines plan.

5. Classification Society - Ice Class:

6. Type of vessel:

Design speed: knots Design draft: m

Design bollard pull: ton Shaft gen.: kW

Yard no:

Engine:

7. Comments:

Data sheet for propeller and propulsion plant1699907-4.0Page 1 (1)

MAIN DIMENSIONS NOM DIM BALLAST LOADED

Lenght between perpendiculars Lpp mLenght of load water line Lwl mBreadth B mDraft after Ta mDraft forward Tf mDisplacement or blockcoefficient ∇/Cb m3/-Midship section coefficient Cm -Waterline coefficient Cwl -Wetted surface with appendages S m2

Centre of buoyance from fwd. PP. LCB mProp. centre height above baseline E mBulb section area at fwd. PP. Ab m2

05.17

L23/30AL28/32A

200010

S W

MAN Diesel

A comprehensive, optimized range of compatiblepropulsion equipment has been developed as abasic standard, to enable planning, not only at theproject and quotation stages but right through intoservice. Selecting a plant from this standard rangewill ensure that propeller diameter, revolutions etc,are optimized in accordance with the following basicassumptions:

A. Ship speed with open propeller 12 knotsShip speed with ducted propellerat maximum thrust 4 knots

B. Propeller and shaft scantlings according tosocieties requirements but excluding the iceclasses.

Optimizing the propeller equipment

MAN B&W Alpha have the facilities and expertise todesign and supply a propulsion package, optimizedto a customer's specific requirements providingadequate data is available.

The design of the propeller, giving regard to the mainvariables which include diameter, rpm, area ratio etc,

1699931-2.0Page 1 (2) Standard propeller plants

is determined by the requirements for maximumefficiency and minimum vibrations and noise levels.

The chosen diameter should be as large as the hullcan accommodate, allowing the propeller revolutionsto be selected according to optimum efficiency. Theoptimum propeller revolutions corresponding to thechosen diameter can be found from fig 1 for a givenreference condition (ship speed 12 knots and wakefraction 0.25).

Propeller clearance

To reduce emitted pressure impulses and vibrationsfrom the propeller to the hull, MAN B&W Alpharecommend a minimum tip clearance as shown infig 2.

For ships with slender aft body and favourable inflowconditions the lower values can be used whereas fullafter body and variations in wake field causes thatthe upper values should be used.

In twin screw ships the blade tip may protrude belowthe base line.

OPEN PROPELLER DUCTED PROPELLER

* Incl. 4.0 m shaft and 2.0 m sterntube

Boll.pull

ton

20.321.423.024.3

22.324.425.927.4

25.727.629.531.0

28.030.532.534. 1

Prop.*

total

kg

3450450062008330

5430560070508975

5430560070508975

5600627071508970

Shaftdia.

mm

215245245275

215245275300

245245275300

245275300300

Propdia.

mm

2350265031503550

2450275032003600

2550285033503800

2600290034503900

Boll,pull

ton

24.627.529.532.1

28.031.234.536.1

31.534.938.740.5

34.538.242.644.5

Prop.*

total

kg

3350437060106300

5250555068508750

5250555068508750

5280558068908890

Hubtype

VB640VB740VBB60VB860

VB640VB740VB860VB980



Prop.dia.

mm

2600285032003550

2650300033003650

2800310034503800

2850320035503900

Shaftdia.

mm

215245245275

215245275300

245245275300

245275300300

Hubtype





Enginetype

6L28/32A6L28/32A6L28/32A

7L28/32A7L28/32A7L28/32A7L28/32A

8L28/32A8L28/32A8L28/32A8L28/32A

9L28/32A9L28/32A9L28/32A9L28/32A

PowerMCRkW

MDO

1470147014701470

1715171517151715

1960196019601960

2205220522052205

Geartype

31V01639V01648V022B0V022

31V01639V01648V02260V022

31V02039V02048V02260V022

31V02039V02048V02260V022

Prop.speed

rpm

252201161130

252201161130

248201161130

248201161130

585000

L28/32A

05.17

MAN Diesel

1699931-2.0Page 2 (2)Standard propeller plants

Dismantling High skew Non skew BaselineHUB of cap propeller propeller clearance

X mm Y Y Z mm

VB 640 115

VB 740 11515-20% of D 20-25% of D min 50-100VB 860 135

VB 980 120

Fig.1

Fig.2

ENGINE POWER

Baseline

OP

TIM

UM

PR

OP

ELL

ER

DIA

ME

TE

R

rpmmm

kw

OPTIMUM PROPELLER DIAMETER

585000

L28/32A

05.17

MAN Diesel

05.17

1699934-8.0Page 1 (2) Propeller shaft and coupling

The propeller hub and shaft are supplied assembled,with the aft seal fitted, fig 1.

The propeller blades can be supplied fitted but thisdepends on propeller size and transport facilities.

The tail shaft can only be installed from the aft end.In plants with long shaftlines, the distance between

Fig.1

the journal bearings can be estimated by means of thefollowing formula: provided the propeller speed isbelow 350 rpm.

L = 450 shaft dia. (mm)

L = max bearing distance

For easy alignment of the propeller shaftline, alignmentcalculations are made and a drawing with instructionis supplied for all propulsion plants.

WEAR-RINGO-RING

219000

L28/32A

MAN Diesel

05.17

1699934-8.0Page 2 (2)Propeller shaft and coupling

Fig.2

Hydraulic coupling flange

The coupling flange for the propeller shaft is ofspecial design for shrink fitting, fig 2.

High pressure oil of more than 2000 bar is injectedbetween the muff and the coupling flange by meansof the injectors. By increasing the pressure in theannular space C, with the hydraulic pump, the muffis gradually pushed up the cone.

Longitudinal placing of the coupling flange as well asfinal push-up of the muff is marked on the shaft andmuff.

For assembling or dismantling we recommend to useSAE30 oil and at low temperatures the coupling maybe preheated to approx 20°C.

INJECTORS

VENTING

INSTALLATIONDIMENSION

MARK ONSHAFT

HYDR. PUMP

MEASUREMENT FOR PUSH-OP STAMPEDON THE COUPLING MUFF

219000

L28/32A

MAN Diesel

The stern tube is designed to be installed from aftand is bolted to the stern boss as shown in fig 1.

The forward end of the stern tube is supported bythe oil box, which should be bolted to the bulkhead.This design allows thermal expansion/contractionof the stern tube and decreases the requirementfor close tolerances of the stern tube installationlength.

Normally the stern tube and oil box are deliveredwith 5 mm machining allowance for yard finishing.

The stern tube and oil box can be supplied machinedand finished if required.

Stern tube cast into epoxy resin

The stern tube may be cast into epoxy resin, but pre-cautions have to be taken in order to provide suffi-cient cooling of the stern tube bearings.

The area and the surface pressure on the resin mustbe calculated from case to case.

The casting must be in accordance with the recom-mendations of the epoxy supplier.

Liners

The stern tube is provided with a forward and aftwhite-metal liner, fig 2. With good lubrication thelifetime will be 100.000 hours or more.

Fig 1

Stern tube1696486-2.0Page 1 (2)

05.17

227000

L23/30AL28/32A

A

Sterntube

Oilbox Oil groove

Seen from A

2 0 3 3 4 02-4.0

Lead-based

2 0 3 2 4 15-1.0

Cast iron

white metal

Fig 2

MAN Diesel

Sensors for bearing temperature can be mounted,if required.

A thermometer for the forward bearing is standard.

Where required, the propeller plant can comeequipped with rubber lining for sea water lubricatedstern tube.

Fig 3

2 03 2418-2.0

Seals

As standard the stern tube is provided with forwardand aft stern tube seals of the lip ring type havingthree lip rings in the aft seal and two lip rings in theforward seal, fig 3.

Optionally split seals, face seals and seals with "leakproof system" can be supplied.

Stern tube 1696486-2.0Page 2 (2)

05.17

227000

L23/30AL28/32A

Inboard stern tube sealOutboard stern tube seal

Circulating oil system for inboard stern tube sealing

Oil tank

2 03 24 18-2.0

MAN Diesel

05.17

1696633-6.0Page 1 (2) Lubricating system for propeller equipment

Propeller and stern tube have a common lub oilsystem, fig 1.

In order to prevent sea water penetration the systemis kept under static pressure by the gravity tankplaced above normal load water line in accordancewith the stern tube seal manufacturer'srecommendations.

Because of a pumping effect in the propeller hubduring pitch changes, oil is circulated through propellerequipment and oil tank. Nonreturn valves in hub andat pitch control rod secure that the oil flow to the hubpasses the stern tube journal bearings and further

Fig.1

along the chromium steel journal to the blade actuatormechanism. The return oil flows along the pitchcontrol rod back to the lub oil tank.

The propeller equipment with seals of the lip ringtype operates on lub oil type SAE 30 - usually it is thesame type of lubricating oil as used in the mainengine and reduction gear.

The propeller hub is fitted with 2 plugs for drainingand venting during dry docking.

The pitch control rod is lubricated with grease whereintermediate shafts are fitted.

STERNTUBEOIL TANK

MIN LEVEL 3 mABOVE SEA LEVEL

AFT SEALING

NON-RETURN VALVES

FORWARD SEALING

CIRCULATING OIL SYSTEM FORFORWARD STERN RUBE SEALING

DRAIN

LOW PRESSURE PIPEDRAIN PIPEVENTING PIPE

227000

L28/32A

MAN Diesel

05.17

1699933-6.0Page 2 (2)Lubricating system for propeller equipment

Fig.2

Gravity tank (stern tube), fig 2

The gravity tank is equipped with level glass, pipingconnections, and a flange where a level alarm (LAL 64)can be mounted.

Oil tank (forward seal), fig 3

The oil tank is equipped with level glass and pipingconnections.

Fig.3

Oil filling Venting pipe

To level alarm(LAL 64)

Drain plug

Lub.oil supply (3-way cock)

Push button operatedself-closing isolatingvalves

Lub.oil return from sterntube

Lub.oil return from hub

Level glass

Venting

Max.level

Min.level

Oil drain

Weigth without oil: 4 kilosOil quantity: 4 litres

PROPELLER Weight OilEQUIPMENT without oil quantity A B C

kg 1 mm mm mm

VB 640VB 740 25 30 550 615 210VB 860

VB 980 70 125 725 825 425

227000

L28/32A

MAN Diesel

Standard instrument on propeller equipment

Propeller equipment - monitoring1696492-1.0Page 1 (1)

05.17

275000

L23/30AL28/32A

Instrument no.

Thermometer 0–100˚ C/32–212˚ F

Sterntube "FORWARD" (Oilbox) temperature

TI8.1

Reduction gear

3000

MAN Diesel

05.17

1699944-4.0Page 1 (2) Oil system for reduction gear AIVEG 16

Fig.1

The oil system consists of a high-pressure systemsupplying oil to the clutch cylinder and the servocylinder, and a low pressure lub oil system supplyinglubricating oil to gear wheels and bearings through acooler and a filter.

Combined non-return and pressure regulatingvalve, item 3

The valve incorporates a non-return valve whichprevents the oil from returning to the sump throughthe main or the stand-by pump, and a pressureregulator to adjust the oil pressure in the servo andclutch oil system.

The quantity of oil passing the pressure regulatorhas a reduced pressure and is passed to the lub oilsystem.

Oil cooler, item 5

The oil cooler is built-on and is normally a platecooler. If MAN B&W Alpha is to supply the cooler thefollowing design data are used.

Design data:Capacity: 3.5% of the MCR power of the

engine in kWOil flow to cooler: 75% of built-on pump. Inlet tem-

perature 50°CPressure: Max 4 bar (oil side)

Max 2.5 bar (water side)Max pressuredrop: Oil side: 0.6 bar

Water side: 0.5 bar

DESCRIPTION:

1 PREFILTER (MAGNETIC INSERT)

2 OIL PUMP

3 COMBINED NON-RETURN AND PRESSURE

REGULATING VALVE FOR CLUTCH AND C.P.P.

SERVO CYLINDER

4 THERMOSTATIC VALVE

5 OIL COOLER

6 DUPLEX FILTER (PAPER INSERT)

7 PRESSURE REGULATING VALVE FOR LD

e PREFILTER (MAGNETIC INSERT]

9 OIL STAND-BY PUMP

CONNECTION:

P1 OIL STANO-BY PUMP - SUCTION

P2 OIL STAND-BY PUMP - DISCHARGE

340000

L28/32A

MAN Diesel

05.17

1699944-4.0Page 2 (2)Oil system for reduction gear AIVEG 16

Prefilter (magnetic insert), item 8

The prefilter is to be fitted in the oil suction pipeas close to the oil stand-by pump as possible inorder to protect the pump. To facilitate the pumpsuction the filter should be located above thepump.

Design data:Capacity: See capacity for oil stand-by

pump, item 9Mesh size: 1000 micronPressure dropby clean filter: Max 0.05 barPressure dropby dirty filter: Max 0.1 barOperatingtemperature: Max 60°C

If MAN B&W Alpha is to supply the prefilter detailsare shown in fig 2. The prefilter is supplied withcounterflanges, gaskets and bolts.

Oil stand-by pump, item 9

To ensure good suction conditions for the oil pump thepump should be placed as low as possible and nothigher than approx 500 mm above the centre line ofthe propeller shaft. The position should preferably bebelow the oil level in the gear box sump.

The suction pipe should be as short and with as fewbends as possible.

Design data:Capacity: See data sheetPressure: Max 42 barOperatingtemperature: Max 60°C

Power consumption electrical motor from either 25bar/1000 cSt or 42 bar/75cSt whichever is the high-est.

Oil quantities

The quantity of oil necessary for reduction gearbefore starting up is approx 150 litres.

The amount of oil in the external piping must beconsidered.

Oil quality according to oil list. Velocity recommen-dation for lub oil pipes:

- Pump suction side 0.8-1.5m/s- Pump pressure side 1.0 - 2.0 m/s

Fig.2

ø166

ø220

65

225

352

MIN

50

MM

FO

R D

ISM

AN

TLI

NG

OF

FIL

TE

R IN

SE

RT

.

OILOUTLET

OILINLET

135 145 19

340000

L28/32A

MAN Diesel

05.17

1699945-6.0Page 1 (2) 340000Oil system for reduction gear AMG 20, AMG 28

Fig.1

The oil system consists of a high-pressure systemsupplying oil to the clutch cylinder and the servocylinder, and a low pressure lub oil system supplyinglubricating oil to gear wheels and bearings through acooler and a filter.

Combined non-return and pressure regulatingvalve, item 3

The valve incorporates a non-return valve whichprevents the oil from returning to the sump throughthe main or the stand-by pump, and a pressureregulator to adjust the oil pressure in the servo andclutch oil system.

The quantity of oil passing the pressure regulatorhas a reduced pressure and is passed to the lub oilsystem.

Oil cooler, item 5

The oil cooler is supplied unattached and is normallya plate cooler. If MAN B&W Alpha is to supply thecooler the following design data are used.

Design data:Capacity: 3.5% of the MCR power of the

engine in kWOil flow to cooler: 75% of built-on pump. Inlet tem-

perature 50°CPressure: Max 4 bar (oil side)

Max 2.5 bar (water side)Max pressuredrop: Oil side: 0.6 bar

Water side: 0.5 bar

CONNECTION:

P1 OIL STAND-BY PUMP- SUCTION

P2 OIL STANO-BY PUMP-DISCHARGE

P7 OIL COOLER INLET

PB OIL COOLER OUTLET

DESCRIPTION:


2 OIL PUMP

3 COMBINED NON-RETURN AND PRESSURE

REGULATING VALVE FOR CLUTCH AND C.P.P.

SERVO CYLINDER


5 OIL COOLER


7 PRESSURE REGULATING VALVE FOR LD

8 PREFILTER (MASNETIC INSERT)

9 OIL STAND-BY PUMP

L28/32A

MAN Diesel

05.17

1699945-6.0Page 2 (2)Oil system for reduction gear AMG 20, AMG 28

Prefilter (magnetic insert), item 8

The prefilter is to be fitted in the oil suction pipe asclose to the oil stand-by pump as possible in order toprotect the pump. To facilitate the pump suction thefilter should be located above the pump.Design data:Capacity: See capacity for oil stand-by pump,

item 9Mesh size: 1000 micronPressure dropby clean filter: Max 0.05 barPressure dropby dirty filter: Max 0.1 barOperatingtemperature: Max 60°C

If MAN B&W Alpha is to supply the prefilter detailsare shown in fig 2. The prefilter is supplied withcounterflanges, gaskets and bolts.

Oil stand-by pump, item 9

To ensure good suction conditions for the oil pumpthe pump should be placed as low as possible andnot higher than approx 500 mm above the centre lineof the propeller shaft. The position should preferablybe below the oil level in the gear box sump.

The suction pipe should be as short and with as fewbends as possible.

Design data:Capacity: See data sheetPressure: Max 35 barOperatingtemperature: Max 60°C

Power consumption electrical motor from either 25bar/1000 cSt or 35 bar/75cSt whichever is the high-est.

Oil quantities

The quantity of oil necessary for reduction gearbefore starting up is approx 180 litres.

The amount of oil in the external piping must beconsidered.

Oil quality according to oil list. Velocity recommen-dation for lub oil pipes:

- Pump suction side 0.8 -1.5 m/s- Pump pressure side 1.0-2.0 m/s

Fig.2

ø166

ø220

65

225

352

MIN

50

MM

FO

R D

ISM

AN

TLI

NG

OF

FIL

TE

R IN

SE

RT

.

OILOUTLET

OILINLET

135 145 19

340000

L28/32A

MAN Diesel

Fig 1

The purpose of the shaft brake is mainly to preventthe propeller from causing damage to the fishingtackle and consequently damage to the propeller/reduction gear. Therefore shaft brakes applies tofishing vessels. No specific requirements in designof the propeller shafting is necessary when install-ing shaft brakes.

When a shaft brake is required, the disc can beaccommodated between any convenient inboardcoupling flange in the propeller shafting providedthe chosen location is astern of the reduction gearoutput flange, fig 1. A suitable place is between thegear and the propeller flange. Brake linings are non-asbestos - environmentally safe with longer servicelife.

Shaft brake

Oil pressure from the gear clutch-out is led to theshaft brake, which means that the brake is activatedas soon as the propeller shaft is clutched out.

The brake power can be increased by using severalpairs of "Twiflex" calipers.

1696490-8.0Page 1 (1)

05.17

382000

L23/30AL28/32A

CALIPERS

VENTING SCREW

PROPELLER SHAFT COUPLING FLANGEBRAKE DISC

TO REDUCTION GEARCLUTCH OIL SYSTEM

2 03 24 65-3.0

MAN Diesel

05.17

1699928-9.0Page 1 (5) 385000PTO on reduction gear

Whenever the gearbox is supplied with a PTO, thearrangements must be planned in cooperation withMAN B&W Alpha and all necessary informationmade available to enable complete propulsion sys-tem torsional vibrations to be calculated.

The most frequent requirement for PTO's is to drivegenerators, alternators, hydraulic pumps etc.

Generally, a flexible coupling between the PTO andthe generator will be necessary and this couplingmust be selected to transmit the PTO power and givesuitable torsional vibration characteristics. A toothedcoupling will not normally be acceptable. When thegenerator is not used we recommend that it shouldbe free-wheeling, as vibrations during standstill mightruin the ballbearings in the generator.

PTO's are installed on the aft end of the gearbox andcan provide either 1500 or 1800 rpm for synchronousdrives, or for some of the gearboxes direct drivenwith output revolutions as for the main engine.

Depending on the type of the PTO the step-up gearsare either built into the gearbox or as an additionalbuilt-on unit. Output power varies with gearbox sizeand type of selected PTO.

In the following these combinations are shown.

PTO for AMG 16, fig 1A

The PTO is shown for port side manoeuvre. Forstarboard manoeuvre the PTO is mounted on thestarboard side, which is to the right on fig 1A.

Fig.1A AMG 16

ENGINE : 764/853 rpm (other ratios on request)

PTO : 1500 rpmMAX POWER : Direct coupling 700 kW

L28/32A

MAN Diesel

05.17

1699928-9.0Page 2 (5)PTO on reduction gear

Fig.1B AMG 20

PTO for AMG 20, fig 1B

The PTO for the horizontal offset gear is shown forleft side offset only, but the dimensions for the rightside offset is similar.

ENGINE :737/739 rpm (other ratios on request)

PTO :1500/1800 rpmMAX POWER :1000 kW

385000

L28/32A

MAN Diesel

05.17

1699928-9.0Page 3 (5) PTO on reduction gear

Fig.1C AMG 28

Fig.1D AMG28

PTO for AMG 28

PTO arrangements for AMG 28 can be supplied toprovide the following solutions of rpm and maxpower.

For V-belt drives without a supporting bearing, themaximum PTO is 40 kW at 1500 rpm (lateral forcemax 6500 N) and special pulleys are used with 280and 315 mm diameters respectively. The pulleys aredesigned for SPB belts.


PTO :1500/1800 rpmMAX POWER :1000 kW


PTO :1500/1800 rpmMAX POWER :Direct coupling 250 kW

V-belt drive 40 kW

385000

L28/32A

MAN Diesel

05.17

1699928-9.0Page 4 (5)PTO on reduction gear

Fiexstar PTO on AMG 16, AMG 28, fig 1E, fig 1G

Fiexstar is a built-on multi PTO unit available for theabove notated gearbox type and capable of trans-mitting a total of 800 kW through outputs in up to 10different positions as shown on figs 1F and 1G.

In the basis module, ie positions 4,5 and 6 it ispossible to take out maximum 400 kW in one posi-tion.

For the built-on sections, port, starboard and verti-cally each section is designed to transmit a total ofmaximum 400 kW. If required all in one position.

In the fiexstar a hydraulic activated disc clutch can beinstalled. If more than one clutch is required, oneposition between the PTO's must be held free due tointernal space requirements of the clutches.

The PTO shaft can be executed in two ways, eitherwith a standard shaft end or with a spline adaptor.The spline execution gives the possibility of directflange mounting of pumps etc on the fiexstar pro-vided that the weight does not exceed 300 kg.

Fig.1E AMG 28

ENGINE rpm PTO rpm C mm

739 1500 181.5

735 1800 *

* This ratio is only possible in position 4, 5 and 6

ENGINE :775 rpmPTO :775 rpmMAX POWER :1000 kW

385000

L28/32A

MAN Diesel

05.17

1699928-9.0Page 5 (5) PTO on reduction gear

Fig.1F AMG 16

Fig.1G AMG 28

385000

L28/32A

Engine

5000

MAN Diesel

05.17

1.2 General description

Main engine, fig 1

MAN B&W engine type L28/32A is a four-stroke non-reversible diesel engine with exhaust-turbochargingand charge air cooling. The engine is designed andconstructed for operation with heavy fuel oil up to700 cSt/50°C.

Bore 280 mmStroke 320 mmSpeed 775 rpmSwept volume 19.7 l/cylNumber of cylinders 6, 7, 8, 9

At the top, the engine nodular cast iron frame formsthe cooling water space and charging air receiver.The frame construction gives rigid support to themain bearings housing and under-slung crankshaft.

The main bearings are precision-made steel shellsclamped into the frame with hydraulically tightenedmain bearing caps.

The crankshaft is fitted with counterweights ensuringgood balance and low bearing loads.

The cylinder liners have an extremely wear-resistantsurface thanks to an advanced casting and honingprocess. The liners are fitted with a flame ring inorder to ensure perfect gas sealing and low lub oilconsumption.

The cylinder heads have four valves with exchange-able valve seat rings and a centrally located fuelvalve.

The six bolts in each cylinder head are tightened byhydraulic tools.

The camshaft is gear-wheel driven from the crank-shaft and assembled from sections, correspondingto each cylinder unit. Each section is equipped withfixed cams for inlet and exhaust valves and fuelinjection pump.

The nodular cast-iron pistons are oil-cooled andhave fully floating piston pins.

1699927-7.0Page 1 (6) 500000Complete Propulsion System

The connecting rods are forged with oblique split bigends, fitted with thin precision steel bearings. Thesmall end has a steel/lead-bronze bush.

A MAN B&W uncooled turbocharger of radial type ismounted on the engine. The turbo-chargers is lubri-cated from the engine lub oil system.

On the front end of the engine, lub oil pump, fuel oilprimary pump, low temperature, and high tempera-ture circulation pumps for the centralized coolingwater system are mounted.

The engine is equipped with an air starting motor,hydraulic governor, and manual turning. As an op-tion the engine can be equipped with a pneumaticturning motor.

Fig.1

L28/32A

2 03 35 68--9.0

MAN Diesel

05.17

1699927-7.0Page 2 (6)Complete Propulsion System

Reduction gear, fig 2

The Alpha reduction gear is connected to the enginethrough a highly flexible coupling. The following fourmain functions are incorporated in the gearbox.

1. Clutch for engaging and disengaging the pro-peller from the engine. The friction clutch ishydraulically actuated and is of the multi disctype with sintered plates.

2. Reduction of engine revolutions to the required propeller revolutions. The gearwheels, single helical, made of special alloysteel, case-hardened and ground giving highstrength with low noise levels. The gear shaftsare running in pressure-lubricated journalbearings which are highly resistant to dirt andwater.

3. Servo motor integrated in the main gear wheelfor adjustment of the propeller blade pitch.

The servo piston is connected to the propellerblade actuator by a pitch control rod. Thehydraulic system is designed for a max pres-sure of 60 bar during manoeuvres, but theactual required pressure is normally consider-ably lower. The oil pressure is automaticallyreduced by approx 50% to maintain pitchonce the desired setting has been attained.

4. Thrust bearing for absorbing the propellerthrust. It isof the Michetl type with tilting padsand located at the aft end of the gearbox in aseparate section giving easy access for in-spection.

The lub oil system comprising of prefilter, gear pump,pressure control unit, cooler, and fine filters does notonly supply pressurized lubrication for the gear wheelsand journal bearings but also the necessary supply

to operate the friction clutch and servo motor.

As standard the servo oil pump is built-on and isoperating wheneverthe main engine is running. Dryrunning is thus prevented.

As an option the gearbox can be equipped with abuilt-on power take-off (PTO) suitable for either 1500or 1800 rpm with outputs ranging from 40-1500 kWdepending on the gearbox series.

As standard the power take-off is of the primary type,ie direct transmission through a hollow bored pinion(quill shaft). This makes it possible to use the PTOwhile the propeller is disengaged - an advantage asthe shaft alternator can be used as main powersource during stay in port.

Fig.2

500000

L28/32A

2 03 32 63--3.0

MAN Diesel

05.17

1699927-7.0Page 3 (6) Complete Propulsion System

Propeller equipment, fig 3

The Alpha propeller equipment comprises a four-bladed CP-propeller complete with shafting, sterntube, outer and inboard seals, and coupling flange.

The monobloc hub is bolted to the flanged end of thetailshaft, which is bored to accomodate the pitchcontrol rod linking the servo piston with the bladeactuator.

The pins and slide blocks engaged with the carriersfor the propeller blades are generously dimensioned,causing that even the severest blade damage will notdamage the adjusting mechanism.

Fig.3

The monobloc hub is of manganese bronze, but canalso be supplied .in stainless steel if required. In bothcases azinc anode isfitted on the propeller cap toprotect the propeller against galvanic corrosion.

The standard propeller shaft is of steel, running in asteel stern tube, with white metal bearings, oil lubri-cation, lip ring type seals, and oil box of cast iron.

An oil tank for gravity lubrication of the stern tube andpropeller is also supplied.

The pitch control rods are in sections assembled byscrewed on flanges.

500000

L28/32A

OIL

OU

T“A

”

DRAIN

OIL

IN

2 03 36 33--6.0

OIL

OU

T“A

”O

IL IN

MAN Diesel

05.17


The coupling flange for the propeller shaft is ofspecial design for shrink fitting.

High pressure oil of more than 2000 bar is injectedbetween the conical surfaces when the couplingflange is mounted or dismounted.

To meet specific wishes or design requirementsalternative stern tube and shaft sealing arrange-ments can be offered.

Example:- Stern tube sealing utilizing a specially designed

"leak proof system"- Water lubricated stern tube with rubber lining- Stainless steel tail shaft or stainless steel clad

welding to protect against localized corrosion ora normal steel tail shaft fitted with sea waterresistant liners at bearings and epoxy clading inbetween

- Combination, stern and cover tube

Propeller blades

Propeller blades are computer-designed, based onadvanced hydrodynamic theory, practical experi-ence and numerous model tests.

The blades are designed specially for each hull andin accordance with the operating conditions of thevessel.

Propulsion efficiency, suppressed noise levels andvibration behaviour are the prime design objectives.

Propeller efficiency is mainly determined by diam-eter and the corresponding optimum revolutions. Toa lesser, but still important degree, the blade area,the pitch and thickness distribution also have aneffect on the overall efficiency.

To suppress noise and vibration levels even further,a high skew design can be applied, reducing thevibration level to less than 30% of an unskeweddesign without affecting the propeller efficiency.

All propellers are manufactured in accordance withthe international standard ISO 484/1.

The accuracy class is normally selected by thecustomer but if no class is specified the propellerblades will be manufactured according to Class I.The table below describes the range of categories:

Class Manufacturing accuracy

S Very high accuracyI High accuracyII Medium accuracyIII Wide tolerances

At MAN B&W Alpha the propeller blades are checkedby computerized four-axis measuring equipment.

A special arrangement for under water replacementof propeller can be applied.

Propeller blade material

Ni-AI-Bronze is the standard material used for ourpropeller blades being one of the best materialsavailable for this application. It has a high tensilestrength together with toughness and comparing itwith all other propeller materials it has the highestfatigue resistance to corrosion and cavitation, iseasy to repair and machine and is not readily subjec-tive to notch fatigue.

Alternative Cr-Ni-steel with high resistance to abra-sive wear can be offered.

The propeller blades are bolted to the blade flangewith stainless steel bolts.

Servo system

As described in the section covering the gearbox, theservo system is incorporated in the Alpha gearbox.

500000

L28/32A

MAN Diesel

05.17

1699927-7.0Page 5 (6) Complete Propulsion System

Fig.4

Remote control, fig 4

The propulsion system is electronically remote con-trolled. Control panels can be installed on the mainbridge and in the engine control room, if any.

The remote control system can operate in two modes- separate and combined.

Separate modeEngine speed and pitch are controlled independ-ently.

Combined modeThe main engine propels the ship with optimumrelation between pitch and rpm.

In both modes the engine is protected against over-load by the Alphatronic overload system.

The local control of the main engine and reductiongear should be used in emergency cases only.

A cable plan and connection lists showing eachcable connection to the terminals are supplied byMAN B&W Alpha.

Safety system

The propulsion system is supplied with a modulebuilt safety system. The extent is decided by MANB&W Alpha minimum requirements and the require-ments of the Classification Societies to the safetysystem, which among other things concern checkfunctions start/stop, autostop, and automatic loadreduction, if any.

The electronical remote control system and thesafety system are operating on 24 V DC from a NOBREAK power supply.

Alarm system

The alarm system covers alarm sensors and displayunit. The alarm sensors are supplied by MAN B&WAlpha, but the alarm display system is usually sup-plied by the shipyard.

500000

L28/32A

ASTERN AHEADPROPELLERRPMRPM

ENGINE

ENGINESAFETY CONTROL

1 2

1 Main bridge manoeuvre panel2 Bridge safety panel 2 03 36 19--4.0

PITCH

SHUT DOWN

RESETSHUT DOWN

CANCELSHUT DOWN

BUZZERRESET

LAMPTEST

EMERGENCYSTOP

RESTARTENGINE

LAMPTEST

CLUTCH IN

MANOEUVRE RESP.

FAILURE INMANOEUVRE

SYSTEM

OVERLOAD

CLUTCH OUT

BACK UPCONTROLON / OFF

PITCHASTERN

PITCH

AHEAD

50

100150

200

250

300

200

400600

800

1000

1200

50

100100

50

MAN Diesel

05.17


The standard sensors consist mainly of binary sen-sors (ON/OFF) for a closed circuit alarm plant.Alternatively analog sensors can be supplied. Theanalog sensors will typically comprise pressure andtemperature for each system, such as fuel oil, lub oil,cooling water etc.

A cable plan for the alarm system will show theterminals to be connected to the alarm system.

Pressure switches and thermostats

The pressure switches and the thermostats arecalibrated by MAN B&W Alpha. The extent of deliv-ery of safety and alarm sensors is specified in thelists which are forwarded together with the PlantInformation Book. The list specifies set value, type ofdevice, location, group alarm and other necessarydetails for each function.

500000

L28/32A

MAN Diesel

Part load operation with HFO below 20% enginerating is only permitted for a limited period of time.

This is due to the fact that the amount of combus-tion residues becomes excessive because of thelow process temperatures in the combustion cham-ber at low load.

GUIDE VALUES FOR ADMISSIBLE LOW LOAD OPERATION ON HEAVY FUEL OILBELOW 20% LOAD.

EXAMPLE: A) WITH 10% LOAD 19 HOURS MAXIMUM OPERATION ON HEAVY FUEL OILADMISSIBLE. THEN CHANGE-OVER TO DIESEL FUEL.

B) OPERATE ENGINE FOR APPROX 1.2 HOURS WITH 70% RATINGMINIMUM, IN ORDER TO BURN OFF RESIDUES, AFTER WARDS LOWLOAD OPERATION ON HEAVY FUEL OIL CAN BE CONTINUED.RUNNING UP TO 70% POWER: APPROX 15 MIN.

Part load operation on HFO1696480-1.0Page 1 (1)

Therefore the load has to be increased after a cer-tain time, in order to burn off residues. See figuresbelow.

If operating with frequent and prolonged periods atloads below 10% of MCR it is recommended to pre-heat the charging air.

05.17

502090

L23/30A

NOTE: NO RESTRICTION ABOVE 20 % POWER

PO

WE

R (

PR

OP

ELL

ER

/GE

NE

RA

TO

R)

(%)

OPERATING PERIOD (h)OPERATING PERIOD (h)

HEAVY FUELOPERATION

DIESEL FUEL OPERATION

a) b)10

15

20

5

210 3

POWER70% MINIMUM

2 03 24 67--7.0

20 30 40 50 60 70 80 9010510

MAN Diesel

Engine internal fuel system

The engine comes equipped with different fuelequipment depending on fuel oil quality.

For fuel oil quality, see Oil List.

The standard engine, for operation on MDO (Ma-rine Diesel Oil), is equipped with built-on:– fuel oil primary pump– double filter with paper inserts– fuel oil pumps– uncooled fuel injection valves

Cooling of fuel injection valves is only specifiedif Conradson Carbon Residue exceeds 1.5%.

The standard engine, for operation on HFO (HeavyFuel Oil), up to 380 cSt/50°C, is equipped with built-on:– fuel oil primary pump– fuel oil duplex slit filter– fuel oil back pressure valve– fuel oil pumps– cooled fuel injection valves– equipment for cleaning of turbocharger during

operation

Fuel oil system - general1696496-9.0Page 1 (1)

For installations with more than one main engine acommon fuel feed system and a common nozzletemperature control system should cover all en-gines.

Common electrically driven primary pump shouldbe installed, replacing the built-on primary pumps.

The figures given in the subsequent description offuel oil systems are valid for the main engine onlyand do not consider connection of auxiliary enginesand boilers.

The maximum injection viscosity is 12-14 cSt.

Velocity recommended for fuel pipe:

- MDOSuction pipe 0.5-1.0 m/sPressure pipe 1.5-2.0 m/s

- HFOSuction pipe 0.3-0.8 m/sPressure pipe 0.8-1.2 m/s

05.17

535000

L23/30AL28/32A

MAN Diesel

05.17

1699939-7.0Page 1 (3) 535000Fuel oil system for operation on gas/diesel oil

Fig.1

Fuel oil storage

The storage and handling system comprises pipesystem, bunker tanks, and transfer system.

Cleaning system

The cleaning system comprises settling tank, pipesystem, and equipment for cleaning of the MDO priorto use in the engine.

The settling tank should be designed to provide themost efficient sludge and water separation. The tankshould be provided with baffles to reduce mixing ofsludge with the fuel. The bottom of the tank should bewith a slope toward the sludge drain valve(s), and thepump suction must not be in the vacinity of the sludgespace.

DESCRIPTION:

1 PREFILTER

2 TRANSFER PUMP

3 PURIFIER

4 SERVICE TANK

5 SIGHT GLASS

6 DUPLEX FILTER (MAGNETIC INSERT)

7 HAND PUMP

8 PRIMARY PUHP


SHUT-OFF VALVES AT B2 AND B4 IS TO BE PLACED AS

CLOSE TO THE CONNECTION AS POSSIBLE.

LEAK OIL OUTLET TO DRAIN TANK:

IF EQUIPPED WITH LEAK OIL ALARM (LAH 22} THE

LEAK OIL OUTLET CONNECTION B7A IS 8 X 1.

CONNECTION:

B1 FUEL OIL PRIMARY PUMP - SUCTION

B2 SPILL OIL RETURN TO SERVICE TANK

B4 FUEL OIL CIRCULATION TO SERVICE TANK

B7 LEAK OIL TO DRAIN TANK

B7A LEAK OIL TO DRAIN TANK (WITH ALARM)

SERVICE (ITEM 4):MIN. CAPACITY IN m3

PURIFIER OR SETTLINGTANK NONE

6L28/32A 1.3 4.0

8L28/32A 1.8 5.5

9L28/32A 2.0 6.0

WHEN EQUIPPED WITH HAND PUMP (ITEM 7):

THE LOWEST OIL LEVEL OF THE SERVICE TANK MUST BE

MIN. 2500 mm ABOVE CENTERLINE OF CRANKSHAFT.

IF THE HAND PUMP IS REPLACED WITH AN ELECTRICAL

PRIMARY STAND-BY PUMP, THE LOWEST OIL LEVEL OF THE

SERVICE TANK MUST BE MIN. 500 mm ABOVE THE INLET TO

THE PUMPS.

2 01 91 89-1.1

L28/32AF

rom

bu

nker

/set

tling

ta

nk

To

drai

n

Ret

urn

to

bunk

er/s

ettli

ng

tank

1

28 x 2

20x

2

3

2

12 x 1.5

18x

2

18x

2

DN

32

20x

2

5 4

6

7

8

9 B1

B2

B4

B7 (A)

B7 (A)

LAL

LAH

22

PI

3.2

PAL

20

PDAH

19

To

slud

ge

To sludge

MAN Diesel

05.17

1699939-7.0Page 2 (3)Fuel oil system for operation on gas/diesel oil

We recommend the capacity of a single settling tankshould be sufficient to ensure minimum 24 hoursoperation.

Purifier, item 3

For engines operating on MDO we recommend clean-ing of the oil by a purifier to remove water. For theblended fuel (M3 in accordance to BS MA1G0 fuel oilspecification) which can be expected in some bunkerplaces, the purifier is also an important cleaningdevice. We recommend the automatic self-cleaningtype.

The purifier can as a guide be dimensioned as follows:

Q = C x (24/T) x (100/B) litres/hour

Q: rated capacity of the purifier in litres/hoursC: consumption at MCR in litres/hoursT: daily separating time: 22-24 hours depending

on purifier typeB: through-put (%) For MDO: B = 60-80

The guidance given by the manufacturer of the purifiermust be observed.

Pre-heating is not normally necessary, but a purifyingtemperature of approx 40°C is recommended forbetter separation. Some MDO has a high contents of"parafin" which cloggs up filters and can causeunintended engine stopping.

Service tank, item 4

The service tank shall be so dimensioned to containpurified MDO for operating for minimum 4 hours atMCR.

Attention must be paid that the fuel inlet pipe isconnected to the side of the tank in such a position toavoid sludge and water contamination of the MDO.

A vent pipe from the tank should be led up to decklevel minimum 500 mm above the tank.

Duplex filter, item 6

A duplex magnetic filter is to be installed in the suctionside of the fuel oil primary pump for its protection.

Design data:Capacity: See enclosed data sheet - built-on

primary pump capacityMesh size: 0.5-0.8 mm

For installation without stand-by pump

The lowest oil level in the service tank must not beless than 2500 mm above centreline of the crankshaftto enable operating by gravity in the event of abreakdown of the attached primary pump. Further-more it is necessary to install a hand pump (item 7) tofacilitate venting of the fuel oil system.

For installation with stand-by pump

To ensure satisfactory suction during start-up, thelowest oil level in the service tank must be at least 500mm above the suction to the primary and stand-bypumps.

Design data:Capacity: 2.5 x MCR consumptionPressure: 2 bar

Fuel oil consumption

For calculating necessary size of tank, centrifuges,stand-by pumps etc the consumptions stated below,based on MCR, should be used. These values includean addition for engine driven pumps plus 3% toler-ance.

ENGINE TYPE CONSUMPTIONkg/hour litres/hour

6L28/32A 305 3637L28/32A 356 4248L28/32A 407 4859L28/32A 458 545

The conversion from kg/hour to litre/hour is based onfuel with a density of 840 kg/m3.

For information on fuel oil specification MDO, see OilList.

535000

L28/32A

MAN Diesel

05.17

1699939-7.0Page 3 (3) Fuel oil system for operation on gas/diesel oil

Fuel consumption meter

If a fuel consumption meter is used, it is necessary toensure that the static operating pressure for theflowmeter is sufficient under all operating conditions.

For operation on MDO the difference in flow betweenfuel oil inlet and outlet should be measured. It must beconsidered that leak oil is not consumed by the-engine but passes inlet flow meter.

535000

L28/32A

The flowmeter must not present any restrictions in thefuel oil system.

If any doubts then please contact MAN B&W Alpha.

MAN Diesel

05.17

Ret

urn

to b

unke

r ta

nk (

MD

O)

Ret

urn

to b

unke

r tan

k (H

FO)

To sludge

ALPHA L28/32A

To sludge To sludge

To sludge

To sludge

To drain

To drain 29Jacked cooling water see cooling water schematic diagram

Fro

m b

unke

r ta

nk (

MD

O)

To sludge To sludge

To sludge

Filling of oil

Marine disel oil

Nozzle cooling oil

Heavy fuel oil

1699940-7.0Page 1 (6) External heavy fuel oil system up to 380 cSt/50°C

Fig.1

DESCRIPTION:

1 SETTLING TANK2 PREFILTER2A PREFILTER3 HFO TRANSFER PUMP FOR PURIFIER3A HFO TRANSFER PUMP FOR CLARIFIER4 PREHEATER FOR PURIFIER/CLARIFIER4A PREHEATER FOR PURIFIER/CLARIFIER5 HFO PURIFIER6 HFO CLARIFIER7 HFO SERVICE TANK8 PREFILTER8A PREFILTER9 PRESSURE PUMP9A PRESSURE STAND-BY PUMP10 AUTOMATIC FILTER [FINESS 10 MICRON!11 MIXING PIPE12 AUT. OEAERATING VALVE13 PRESSURE REGULATING VALVE14 DUPLEX FILTER (MASHETIC INSERT)15 HFQ PRIMARY PUMP16 PREHEATER17 VISCOSITY CONTROL EQUIPMENT18 DOUBLE SLIT FILTER19 HFO PRIMARY STAND-BY PUMP2O SIGHT GLASS21 PREFILTER22 MDO PUMP FOR PURIFIER/TRANSFER PUMP23 MDO PURIFIER24 MDO SERVICE TANK25 SIGHT SLASS28 NOZZLE COOLING OIL TANK27 PREFILTER28 NOZZLE COOLING OIL PUMP28A MOZZLE COOLING OIL STAND-BY PUMP29 NOZZLE COOLING DIL HEAT EXCHANGER

CONNECTION:

B1 FUEL OIL PRIMARY PUMP - SUCTION

B2 SPILL OIL RETURN TO DRAIN TANK

B3 FUEL OIL STAND-BY PUMP- PRESSURE

B4 FUEL OIL CIRCULATION TO MIXING PIPE

B5 FUEL OIL TO PREHEATER

B6 FUEL OIL FROM PREHEATER

B7 LEAK OIL TO DRAIN TANK

B7A LEAK OIL TO DRAIN TANK (WITH ALARM)

C1 NOZZLE COOLING OIL - INLET

C2 NOZZLE COOLING OIL - OUTLET

LEAK OIL OUTLET TO DRAIN TANK:

THE PIPING SHOULD BE CONNECTED TO THE LOWESTOUTLET CONNECTION B7 AT NORMAL TRIM.

ALL TANKS AND PIPES FOR HEATEDOIL MUST BE INSULATES

SHUT-OFF VALVES AT B2 AND B4 IS TO BE PLACED ASCLOSE TO THE CONNECTION AS POSSIBLE.

535000

L28/32A

MAN Diesel

05.17

1699940-7.0Page 2 (6)External heavy fuel oil system up to 380 cSt/50°C

The HFO system comprises three separatesystems:

1. The HFO treatment and feed system2. The MDO treatment and feed system3. Nozzle temperature control system

1. HFO treatment and feed system

To ensure pumpability, the temperature of the HFOin the bunkertanks must be min 7°C above the pourpoint.

Settling tank(s), item 1

The settling tank should be designed to provide themost efficient sludge and water separation. Thismeans that the tank should be provided with bafflesto reduce the mixing of sludge with the fuel. Thebottom of the tank should slope towards the sludgedrain valve(s), and the pump suction must not be invacinity of the sludge space.

The capacity of the settling tank should be sufficientto ensure min 24 operating hours.

Pre-cleaning by settling will be more effective thelonger time the HFO has to settle, for which reasonwe recommend that filling of the tank should bepossible within 2 hours.

A high temperature level is recommendable forfacilitating the settling proces, but too high tempera-ture would promote aging (oxidation and polymeri-sation) of the fuel, resulting in presipisation ofasphaltenic hydrocarbons. The recommended tem-perature is about 70°C, unless a lower limit is set bysafety considerations. The temperature must not bemore than 10°C below the flash point.

Centrifuges, item 5 and 6

For engines operating on HFO it is necessary toclean the oil by centrifuging. We recommend twocentrifuges of the automatic self-cleaning types,operating in series (purifier, item 5, clarifier, item 6)with connections to enable parallel operation if thefuel should have a high content of water and dirt.

The purifier and the clarifier can as a guide bedimensioned as follows:

Q = C x (24/T) x (100/B) litres/hourQ: rated capacity of the purifierC: consumption at MCR liters/hourT: daily separating time: 22-24 hours depending

on purifier typeB: rate of flow (%)

Separating temperature according to fig 2.Specific load on heating surface: max 1.1 W/cm2

The guidance given by the manufacturer of thecentrifuges must be observed.

Fig.2

535000

L28/32A

Rate of flowRelated to rated capacity of centrifuge

100

80

60

40

20

%

Separation temperature

100

90

80

70

60

º C

50

40

15 25 45 75 100 130

30 60 80 180 380 700

200 400 600 1500 3500 7000

cSt/80º C

cSt/50º C

sec RI/100º F

log scales

Centrifuge and PreheaterMajor makers capacity specification

MAN Diesel

05.17


HFO service tank, item 7

The service tank should be dimensioned to containpurified HFO for operating for at least 12 hours.

The tank must be insulated and the temperature ofoil in the tank should be kept at minimum 60°C.Depending on separating temperature, and tankinsulation the temperature may rise to above 90°C.

The feed from the service tank to the mixing pipe isto be connected in a suitable distance above thebottom of the service tank to avoid sludge and watercontamination in the pipe.

Prefilter, items 3 and 8A

The pressure pumps must be protected by prefiltersitems 8 and 8A

Design data:Capacity: See capacity for pressure pump item 9Temperature: Max 90°CMesh size: 0.8-1.0 mm

Pressure pumps, items 9 and 9A

The HFO system must be pressurized to avoid gasseparation in the fuel oil piping. Pressurizing ismaintained by the pumps, item 9 and 9A, installedbetween the HFO service tank and automatic filter,item 10.

Design data:Type: Screw or gear pump with relief valveCapacity: MCR consumption + 15%Pressure: Max 4 barTemperature: Max 90°CViscosity atnormaloperation: max 140 cSt (corresponding to 70°C)Viscosity fordimensioningof el-motor: 1000 cSt

Automatic filter, item 10

An automatic filter should be installed between thepressure pumps and the mixing pipe (pressure tank).

As the flow is limited to the consumption of theengine, a filter with 10 µ mesh size should be used inorder to achieve optimal filtration.

Design data:Capacity: Fuel consumption of MCR + 25%Pressure: Max 8 barTemperature: Max 90°CMesh size: 10 micron nominel

Mixing pipe, item 11

The main purpose of the mixing pipe is to ensure goodventilation of gas from the hot fuel oil.

Furthermore the mixing pipe ensures a gradualtemperature balance by mixing the hot returned oilfrom the engine with the oil from the daily servicetank, and thereby reduces the heat requirements fromthe final preheater, item 16.

The mixing pipe should be dimensioned to containfuel oil for 10-15 minutes operation at MCR-load, andin any case not less than 50 litres.

Minimum diameter of mixing pipe: 200 mm.

Because the capacity of the fuel oil primary pump ishigher than the consumption of the engine, thesurplus oil from engine flange connection B4 must bereturned to the mixing pipe and must be adequatelyinsulated.

The flange connection B2 must be connected to adrain tank and not to the mixing pipe.

Pressure regulating valve, item 13

The pressure regulating valve is to be adjusted to apressure of approx 4 bar and the relief valve settingfor pressure pumps, items 9 and 9A is adjusted to ahigher pressure.

535000

L28/32A

MAN Diesel

05.17


Duplex filter, item 14

To protect the fuel oil primary pump a duplex mag-netic filter is to be inserted between the mixing pipeand the pump.

Design data:Capacity: See enclosed data sheet - built-on

primary pump capacityOperatingtemperature: Max 150°CPressure: Max 4 barPressure dropby clean filter: Max 0.05 barPressure dropby dirty filter: Max 0.1 barMesh size: 0.5-0.8 mm.

Preheater, item 16

In order to heat the HFO to the proper viscositybefore the injection valves (12 cSt), the oil is ledthrough the preheater.

The temperature of the HFO is regulated by anautomatic viscosity control unit, item 17, to 85-150°C(depending on the viscosity).

The specific load on heating surface: max 1.1 W/crn2.

Based on the minimum temperature of the oil fromthe HFO service tank will be 60°C and because thefuel requires to be heated to temperatures indicated intable below (corresponding to a viscosity of 12 cStplus an addition of 5°C to compensate for heat lossbefore injection) then the capacity of the preheater inkW should be minimum:

FUEL TYPE IF 80 IF 180 IF 380FINAL TEMP t=110°C t-131°C t-147°C

6L28/32A 15 20 22 7L28/32A 16 22 258La8/32A 17 24 289L2B/32A 18 26 31

The above capacities include a safety margin of 15%but the necessary capacity depends on the actual

fuel and condition. MAN B&W Alpha will be pleasedto make calculations for a specific condition onrequest.

Viscosity control equipment, item 17

Required for all viscosities to ensure the optimumviscosity of approx 12 cSt at the inlet to the fuelinjection pump. The viscosimeter should be of adesign which is not effected by pressure peaksproduced by the injection pumps. For efficient opera-tion, the pipe length between HFO preheater andviscosity control equipment should be as short aspossible (or in accordance with the manufacturer'sinstruction).

The viscosity control equipment should be able toswitch over to thermostatic control in case of mal-functioning.

HFO primary stand-by pump, item 19

The purposes of installing a primary stand-by pumpare:

- Circulation of HFO when engine is stopped.- Venting of HFO system before start after repair.- In case of damage to the built-on HFO primary

pump.

Design data:Capacity: 2.5 x MCR consumptionPressure: Max 8 barOperatingtemperature: Max 150°CViscosity at normaloperation: 20cSt (corresponding to 120°C)Viscosity fordimensioningof el-motor: 250 cSt (corresponding to 60°C)

General piping

Settling tank, service tank, and mixing pipe must beinsulated. All pipes for heated oil must be insulatedas well.

535000

L28/32A

MAN Diesel

05.17


The fuel oil pipe system must be made of seamlessprecision steel tubes which can be assembled bymeans of either cutting ring or clamp ring fittings.

Fuel oil consumption

For calculating the necessary size of tank, centri-fuges, stand-by pumps etc the consumptions statedbelow, based on engine MCR, should be used.

These values include an addition for engine drivenpumps plus 3% tolerance in accordance with ISOrequirements.

CONSUMPTIONENGINE IF 80 IF 380

TYPE kg/hour litres/hour litres/hour

BL28/32A 325 340 3307L28/32A 380 400 385BL28/32A 435 460 4409L28/32A 490 515 500

The conversion from kg/hour to litres/hour is basedon a fuel with density of 950 kg/m3 for IF 80, and 980kg/m3 for IF 380.

The low calorific heat value of the fuel oil corre-sponds to 40.225 kJ/kg.

Fuel consumption meter

For engines with pressurizing HFO system a fuelconsumption meter can be fitted between the auto-matic filter, item 10 and the mixing pipe, item 11.

Heavy fuel oil system below 80 cSt/50°C

Due to lighter fractions in the fuel oil, MAN B&WAlpha recommends a pressurized fuel oil system.

Operation on fuels with a viscosity of less than 80 cst/50°C may in some cases lead to the possibility ofusing a non-pressurized system ie an open de-aeration tank. If desired, we will forward a drawingand our layout recommendation of the open fuel oilsystem

2. The MDO treatment and feed system

The engine is designed for pier to pier operation onHFO. However, change-over to MDO might becomenecessary. For instance during:

- Repair of engine and fuel oil system- Docking- More than 5 days stop- Environmental legislation requiring use of low-

sulphur fuels

The layout of MDO treatment and feed systemshould be in accordance with the recommendations.

3. Nozzle temperature control system

Control of the temperature for the injection nozzlesis specified for engines operating on HFO, Theinjection nozzles' temperature control system is basedon operating with thermo or !ub oils. The pipes andtanks in the system must be insulated.

Nozzle cooling oil tank, item 26

The tank should be provided with venting pipe, oilfilling cover and an arrangement for inspection of oillevel.

The capacity of the tank should be approx 200-400litres.

Prefilter, item 27

To protect the nozzle cooling oil pumps (items 30and 30A) a prefilter should be inserted between thenozzle cooling tank and the pumps.

Design data:Capacity: See capacity for nozzle cooling

oil pump, item 32Temperature: Max 125°CMesh size: 0.8-1.0 mm

535000

L28/32A

MAN Diesel

05.17


Nozzle cooling oil pump, items 28 and 28A

This can be either a gear or a screw type pump.

Design data:Capacity: Min 1001/h x cylPressure: 4 barTemperature: Max 125°CViscosity at normaloperation: 18cSt for lub oil (corresponding

to 8S°C for SAE 30 oil)

Heat exchanger, Item 29

The temperature of the oil is maintained constantlyby the jacket water. At high load operation the oil willcool down the injection nozzles (oil temperatureabout 85°C) and at low load the nozzles will beheated (oil temperature about 70°C). The heat ex-changer should be of the tube or plate type.

Design data:Capacity: Approx 0.25% of the total MCR

power of the engine in kWPressure: Max 4 bar (oil side)

Max 2.5 bar (water side)

Pressure drop:Oil side: Max 0.5 barWater side: Max 0.3 bar

535000

L28/32A

MAN Diesel

05.17

1699941-9.0Page 1 (1) Lubricating oil system for engine - general

The standard lub oil system is based on wet sumplubrication but can also be supplied as dry sumplubrication on request.

Each engine must have its own separate lub oilsystem.

The standard engine is equipped with built-on:- Lubricating oil pump- Double non-return pressure regulating valve- Duplex lub oil filter (paper insert)

Lubricating oil consumption

The lub oil consumption at MCR is 0.7-1.0 g/kWh.

It should, however, be observed that during therunning-in period the lub oil consumption may ex-ceed the values stated.

Oil quality

Only HD lub oil (Detergent lub oil) should be used,having characteristics stated in the list of lubricatingoils.

Within the guarantee period, only the oils approvedby MAN B&W Alpha should be used.

Velocity recommendations for lub oil pipes:- Pump suction side 0.8-1.5 m/s- Pump pressure side 1.0-2.0 m/s

Venting of crankcase

For venting of crankcase please see “Arrangement ofexhaust piping”.

ENGINE TYPE CONSUMPTION AT MCRlitres/hour

6L28/32A 1.1 - 1.67L28/32A 1.3 - 1.98L28/32A 1.5 - 2.29L28/32A 1.7 - 2.5

535000

L28/32A

MAN Diesel

05.17

1699942-0.0Page 1 (4) 540000Lubricating oil system for engine

Fig.1

Fig 1 shows the lub oil system for engines ope-ratingon MDO and fig 2 shows the system for HFOengines.

The internal tub oil systems are identical. The dif-ference occurs in the lub oil treatment. The fol-lowing description refers to both figures.

THERM0STATIC VALVE (ITEM 5):

‘A', ‘B' AND 'C’ - REFER TO CORRE-SPONDING MARKS OF THE PORTSOF THE VALVE.

For operation with MDO:

CONNECTION:

D2 LO TO COOLERD3 LO FROM COOLERD4 LO STAND-BY PUMP - SUCTIOND5 LO STAND~Br PUMP - PRESSURED7 LO TO PURIFIERD8 LO FROM PURIFIERD11 FLUSH OIL FROM AUT. LUB. OIL. FILTERD12 LO FILLINGH VENTING OF CRANKCASE

DESCRIPTION:

2 LD PUMP3 DOUBLE NON-RETURN VALVE/

PRESSURE REGULATING VALVE5 THERMOSTATIC VALVE6 LO COOLER7 DUPLEX FILTER (PAPER INSERT)9 LO STAND-BY PUMP10 PREFILTER (MAGNETIC INSERT)11 LO PUMP TO PURIFIER12 PREHEATEFt13 LO PURIFIER14 OIL TRAP

2 03 34 08-5.0

L28/32A

ALPHA L28/32AH

1-4DN 65

D 12

TAL

02

TI

1.2

PSL

05

1PAL

03

2PAL

03

TAH

01

7

06

1.1

D4

D7

D3

9

10

11

12

13

DN 32

DN 80

DN 100

PSL

04

2

TI

1.3

6

5'A'

'B' 'C'

DN

80

DN

80

TO

SU

MP

DN 80

DN 80

D5

D2

3

MAN Diesel

05.17

CONNECTION:

D2 LO TD COOLERD3 LO FROM COOLERD4 LO STAND-BY PUMP - SUCTIOND5 LO STAND-BY PUMP - PRES-SURED7 LO TO PURIFIERD8 LO FROM PURIFIERD12 LO FILLINGH VENTING OF CRAKKCASE

1699942-0.0Page 2 (4)Lubricating oil system for engine

For operation with HFO:

Fig.2


‘A', ‘B' AND 'C’ - REFER TO CORRE-SPONDING MARKS OF THE PORTSOF THE VALVE.

DESCRIPTION:

2 LO PUMP3 DOUBLE NON-RETURN VALVE/

PRESSURE REGULATINS VALVE4 AUTOMATIC-FILTER5 THERMOSTATIC VALVEs LO COOLER7 DUPLEX FILTER (PAPER INSERT)9 LO STAND-BY PUMP10 PREFILTER (MAGNETIC INSERT)11 LO PUMP TO PURIFIER12 PREHEATER13 LO PURIFIER14 OIL TRAP

2 03 34 05-0.0

540000

L28/32A

ALPHA L28/32AH

1-4DN 65

D 12

TAL

02

TI

1.2

PSL

05

1PAL

03

2PAL

03

TAH

01

7

06

1.1

D4

D7

D3

9

10

11

12

13

DN 32

DN 80

DN 100

PSL

04

2

TI

1.3

6

5'A'

'B' 'C'

DN

80

DN

80

TO

SU

MP

DN 80

DN 80

D5

D2

3

DN 15D11

4

MAN Diesel

05.17

1699942-0.0Page 3 (4) Lubricating oil system for engine

Automatic back-flush filter, item 4

Due to a higher content of combustion residueswhen operating on HFO, a lub oil filter must beinstalled before and in series with the built-on paperfilter.

Design data:Capacity: See datasheet - built on lub oil

pumpPressure: Max 5 bar by normal operation,

10 bar by start of cold engineTemperature: Max 80°CPressure drop: Max 0,5 barMesh size: 90% of particles with a diameter

bigger than 25 micron are removed

Note:Is only required for engines operating on Heavy FuelOil.

Lubricating oil thermostatic valve, item 5

The thermostatic valve is to be located in the outletpipe to the lub oil cooler in order to maintain asuitable oil temperature. It can by-pass some of theoil as required to maintain approx 50°C at the engineinlet.

The thermostat elements are replaceable, and areset at fixed temperature (49°C).

Manual override is required by Germanischer Lloyd.

Lubricating oil cooler, item 6

The lub oil cooler is supplied unattached. MAN B&WAlpha supplies as standard, plate coolers in stainlesssteel.

Design Data:Heat transfer: See data sheetPressure drop LT: Max 0.5 barPressure drop LO: Max 0.5 bar

Lubricating oil stand-by pump, item 9

To ensure good suction conditions for the lub oilpump, the pump should be placed as low as possi-ble.

The suction pipe should be as short and with as fewbends as possible to prevent cavitation of pump.

The lub oil stand-by pump is also acting as a primingpump for the engine before starting.

Design data:Capacity: See data sheetPressure: Min 5 barTemperature: Max 80°CViscosity atnormaloperation: 45 cSt (corresponding to 65°C)Max viscosityfor dimensioningof el-motor: 1000 cSt (corresponding to 7°C

for SAE 30 oil)

Fig.3

2 03 24 81-9.0

267

133.5

22

209.

6

200

ONLY MOUNTEDIF MANUAL OVERRIDE

171.

5

MA

X.H

EIG

HT

306

.5

C B

A

Weight: 42 kg

540000

L28/32A

MAN Diesel

05.17

1699942-0.0Page 4 (4)Lubricating oil system for engine

The turbocharger is connected into the same pipingsystem and must not be primed for more than 5minutes. The motor starter for the standby pumpmust be fitted with time and auxiliary relays limitingthe stand-by pump to run for 5 minutes only.

When MAN B&W Alpha is to supply the motorstarter, the described function is built in. When themotor starter is not included in our scope of supply,MAN B&W Alpha will forward a drawing showingwhat is required.

Prefilter, item 10

To protect the purifier pump, item 11, a prefiltershould be inserted before the pump.

Design data:Capacity: See oil pump item 11Mesh size: 0.8-1.0 mm

Lubricating oil pump to purifier, item 11

The pump can be directly driven by the purifier or byan independent motor.

Design data:Capacity: 0.28 x P l/h

P being the power of the enginein kW at MCR

Pressure: Max 2.5 barTemperature: Max 80°C

Preheater before iub oil purifier, item 12

The preheater must be able to raise the temperatureof the oil from approx 65°C to approx 85-90°C, whichis the temperature of the oil for purifying.

Capacity:

P = v x t/1810

P: Capacity of the preheater in kWv: Flow through preheater in litres/hourt: Temperature difference

30°C (engine operating)

Max pressure 4 barMax pressure loss 0.5 bar

Specific load on heating surface for an electricpreheater must not exceed 0.8 W/cm2.

Lubricating oil purifier, item 13

The circulating oil will gradually be contaminated byproducts of combustion, water and/or acid. In someinstances cat-fines may also be present.

In order to prolong the interval between the ex-change of oil it is necessary to install an automaticself-cleaning lub oil purifier dimensioned to, handlea flow of approx 0.28 l/kWh.

For cleaning lubricating oil, the flow rate of thepurifier should be reduced to approx 20% of the ratedcapacity of the purifier.

As a guide line for the selection of purifier, thefollowing formula can be used:

V = 0.28 x P x (24/T) x (100/B) litres/hour

V: The rated capacity of the purifier in litres/hourP: Power at MCR in kWT: Daily separating time, depending on purifier

(22-24 hours)B: Through-put (%). B = 20-25

Guidance given by the manufacturer of the centri-fuge must be observed.

540000

L28/32A

MAN Diesel

05.17

Oil quantities

The lub oil quantity recommended in the bottom tankis given in the table below:

ENGINE TYPE Oil quantities in litres

6-7L28/32A 15008-9L28/32A 2000

The quantity comprises the content of oil in thebottom tank only.

The amount of lub oil in the lubricating oil cooler,prefilters and the external piping must be consid-ered.

1699943-2.0Page 1 (2) 540011Lubricating oil system for engine - dry sump

Fig.1

Optionally the engine can be supplied with dry sumplubrication. Fig 1 shows the lub oil system for theengine operating on MDO.

The layout of pumps, coolers, separators etc for thedry sump lubrication similar with that of the wetsump.

When designing the engine foundation it must beobserved that the oil pan is approx 200 mm lowerthan the oil pan for wet sump lubrication. Foundationproposals will be forwarded on request.

CONNECTION:

D1 LD PUMP - SUCTION

D2 LD TO COOLER

D3 LD FROM COOLER

D5 LD STAND-BY PUMP - PRESSURE

D6 LD TO BOTTOM TANK

H VENTING OF CRANKCASE

DESCRIPTION:


2 LD PUMP

3 DOUBLE NON-RETURN VALVE/

PRESSURE REGULATING VALVE


6 LD COOLER



9 LD STAND-BY PUMP

10 PREFILTER

11 LD PUMP TO PURIFIER

12 PREHEATER

13 LD PURIFIER

14 OIL TRAP

15 LD BOTTOM TANK


‘A', ‘B' AND 'C’ - REFER TO CORRESPONDING

MARKS OF THE PORTS OF THE VALVE.

L28/32A

ALPHA L28/32A

H

1-4DN 65

TI

1.2PSL

05

D3

D1

9

10 11 12 13DN 32

DN 80

DN 100

PSL

04

TI

1.3

6

5 'A'

'B' 'C'DN

80

DN

80

TO

SU

MP

DN 80

D5

D23

1PAL

03

2PAL

03

06

1.1

TAL

02

TAH

01

DN

80

DN

80

2

1

7

8

DN 100

DN 100

LAL

D6

LO FILLING

MAX. OIL LEVEL

MAX. OIL LEVEL

MIN

. 1

50

mm

15

MIN

. 3

00

mm

DN

15

0

MIN

. 1

00

mm

TO SLUDGE

MAN Diesel

05.17

1699943-2.0Page 2 (2)Lubricating oil system for engine - dry sump

Lubricating oil bottom tank, item 15

The bottom tank must not be placed in immediatecontact with the engine and gear foundation, asthermal fluctuations may lead to misalignment ofcrankshaft, gear shaft or gear wheel.

The tank volume must only be filled to max 75%(important for degassing and avoiding backpressurewhen vessel is in a rough sea.) For the same reasonthere must be at least 150 mm between the tank topand the max level of oil in the tank.

The max oil level in the lub oil bottom tank must bemin 300 mm below the outlet flange "D6" from the oilsump.

Expansion joints at the connection of the oil drainpipes at the engine are required, if the pipes are shortand straight.

The connection of the oil drain pipe from the engineto the bottom tank must be selected to ensure thatthe oil will remain in the bottom tank for the longestpossible time for degassing. The oil passage insidethe bottom tank must be arranged in such a way thatsufficient flow to the suction pipes of the pumps isensured.

The oil drain from the engine must end below thelowest oil level in the tank.

The suction connection of the oil pumps should be atleast 100 mm above the suction pipe of the purifier,which must be placed as close as possible to thedeepest point of the tank.

540011

L28/32A

MAN Diesel

The cooling water system should be arranged as acentralized or closed system, all of which are de-scribed in the following pages.

The standard engine is equipped with built-on:- Fresh water pump - high temperature- Fresh water pump - low temperature- Lubricating oil cooler - engine/reduction gear- Fresh water cooler - high temperature- Fresh water thermostatic valve - high

temperature- High and low temperature steel pipes

Non-return valves for autostart stand-by pumps inthe sea water and fresh water systems are not nor-mally included in our standard scope of supply, butare available on request.

The fresh water used as coolant, should be as cleanas possible.

The pH value should be between 6.5 and 8 at 20°C.

The total hardness of the water must be max 10°dH(German hardness degrees). If the hardness ishigher, the water should be diluted with some softwater.

The contents of chlorine, chloride, silicate and sul-phate must be as low as possible and must not ex-ceed the following values:

Chlorine 10 ppmChloride 50 ppmSilicate 150 ppmSulphate 100 ppm

The fresh water must be treated with additives toreduce the risk of corrosion in the engine. Anticor-rosive agents are not included in MAN B&W Alpha'sscope of supply. The fresh water cooling systemshould be treated prior to sea trials.

There are two basic types of chemical additives:

1. Chromate base2. Nitrite base or similar

Additives of a chromate base are often consideredto be more effective, but MAN B&W Alpha advisesagainst using them as they are extremely poisonousand not permitted where a fresh water generator isincorporated in the plant.

For information on Additives recommended by MANB&W Alpha, please see "Cooling water inhibitors".

Cleaning of cooling water system

New engines, delivered from MAN B&W Alpha arecleaned and nitrated. Providing the fresh water in-hibiting is correctly maintained then future cleaningof the system should hardly be necessary. Howeverif it should be required, MAN B&W Alpha will bepleased to assist with recommendations fordegreasing, descaling with acid and inhibiting.

Velocity recommendations for fresh water and seawater pipes:

Fresh waterSuction pipe: 1.5-2.0 m/sDelivery pipe: 2.0-2.5 m/s

Sea waterSuction pipe: 1.0-1.5 m/sDelivery pipe: 1.5-2.5 m/s

Cooling water system - general1699901-3.0Page 1 (1)

05.17

546000

L23/30AL28/32A

MAN Diesel

05.17

The principle diagram shows a central cooling wa-ter system with only one cooler in contact with sea water.

The sea water is pumped through the central cooler by means of two electrically driven pumps.

A central cooling water system has many advantages compared with conventional systems:

- Low investment in expensive non-corrosive ma-terials: pipes, valves, strainer etc

- Smaller dimensions for the piping

1699946-8.0Page 1 (6) 546000Central cooling water system

Fig.1

- Shorter piping lenghts containing sea water inside the engine room

- Reduced maintenance costs, ie coolers require far less cleaning whilst pipes and fi ttings are not subject to frequent replacement as with conven-tional systems

- Reclaiming of otherwise lost energy is simpler in centralized systems

- Better temperature control of the cooling media- Heat available from the high temperature system

can be reclaimed by utilizing it in low pressure fresh water generation, tank or accomodation heating etc

DESCRIPTION:

1 SEACHEST2 SW FILTER3 SW PUMP4 SW STAND-BY PUMP5 CENTRAL COOLER6 OVERBOARD DISCHARGE VALVE7 LT PUMP8 LT STAND-BY PUMP9 CHARGINS AIR COOLER10 LO COOLER FOR GEAR11 LO COOLER FOR ENGINE12 HT COOLER FOR ENGINE13 LT THERMOSTATIC VALVE14 LT EXPANSION TANK15 HT PUMP16 HT STAND-BY PUMP17 HT THERMASTATIC VALVE18 HT EXPANSION TANK

2 02 87 80-7.0

L28/32A

MAN Diesel

05.17

1699946-8.0Page 2 (6)Central cooling water system

Fig.2

The high and low temperature fresh water systems are separated by the high temperature cooler. By sepa-rating the systems it makes it very easy to increase the cooling capacity and connect cooling of auxiliary equipment without special efforts concerning water fl ow and pressure regulation. Also heat recovery systems can be easily connected securing max heat recovery and protection of the engine.

The layout of all coolers and pumps is as standard dimensioned for full engine load based on 32°C sea water temperature and ambient air temperature of 45°C.

Sea water fi lter, item 2

Design data:Capacity: See data sheetPressure dropacross clean fi lter: Max 0.05 barPressure dropacross dirty fi lter: Max 0.1 barMesh size: ø3-5 mm - when using plate

cooler. The free fi lter hole area is to be minimum two times the nominal pipe area

Sea water pumps, items 3 and 4

The pumps should be selfpriming and should always be installed below sea water level when the ship is unloaded.

The pumps in parallel, layout point 2, are as standard designed to fulfi l:

Design data:Capacity: Determined by the cooler manu-

facturer. Approx 150-175% of fresh water fl ow in the cooler

Pressure: 1.8-2,0 barSea watertemperature: Max 32°C

The volume of sea water required to circulate through a known sized cooler to remove a known amount of heat, is very sensitive and dependent on the sea water temperature.

The relation between sea water temperature and the necessary water fl ow in the central cooler is shown in fi g 3.

Fig.3

Depending on the actual characteristic of the system resistance curve and the pump characteristic curve the sea water fl ow with only one pump in service will be approx 75%. Lay-out point 1 in fi g 2. This means that the-cooling capacity can be obtained with only one pump until reaching a sea water temperature of approx 30°C, fi g 3.

Pump charasteristic

V(m/h)

100%75%

2 03 13 09-2.0

H(m)

Flow Per cooler

Seawater temperature2 03 25 34-8.0

546000

L28/32A

System resistance curve

Lay-out point 2-32°C sw pump

Two pumpsin paralleloperation

Single pumpoperation

Lay-out point 1-30°C sw pump

MAN Diesel

05.17

1699946-8.0Page 3 (6) Central cooling water system

The back pressure in single pump operation must be observed as a low back pressure may lead to unfavourable operation and cavitation of impeller. We are pleased to advise on more specifi c ques-tions concerning the layout of pumps and location of orifi ces etc.

Central cooler, item 5

If MAN B&W Alpha is to supply the central cooler it is a plate cooler with titanium plates, delivered complete with counter fl anges, gaskets and bolts.

Design data:Heat transfer: See data sheetPressure drop SW: max 1.0 barPressure drop LT: max 0.5 bar

Two central coolers in parallel

For an extra investment of 20-25% for the central cooler a much greater safety margin can be achieved by installing two central coolers each of 50% required capacity, operating in parallel instead of one cooler of 100% capacity.

With such fl exibility it is possible to carry out repair and maintenance during a voyage especially in tem-perate climates where the sea water temperature is below the design temperature.

LT fresh water pump, item 7

The built-on low temperature pump is of the cen-trifugal type. The total maximum back pressure in the low temperature section with clean cooler must not exceed 2.1 bar.

For multi engine installations with a common central-ized cooling water system the built-on pumps should be replaced with common electric driven pumps for full fl ow.

Design data: See data sheet.

LT stand-by pump, item 8

The stand-by pumps should be of the centrifugal type.

Design data:Capacity: See data sheet, for the built-on fresh

water pumpPressure: See data sheet, for the built-on fresh

water pump

HT fresh water cooler, item 12

The HT fresh water cooler will as standard be a plate cooler in stainless steel.

Design data:Heat transfer: See data sheetPressure drop HT: max 0.5 barPressure drop LT: max 0.5 bar

LT thermostatic valve, item 13

The thermostatic valve, normally supplied by MAN B&W Alpha, is DN 100.

The function of the thermostatic valve is to maintain the outlet temperature of the low temperature water within 35°C to 45°C depending on operating condi-tions, by re-circulating the water to the suction of the pump or let it in through the central cooler (item 5).

This will ensure that the fresh water inlet temperature to the charging air cooler will not be lower than 25°C at MCR, in order to reduce condensation of water in the charging air receiver.

The re-circulated water should be led directly to the suction side of the pumps.

The thermostat elements are replaceable and set at a fi xed temperature of 35°C.

The thermostatic valve is supplied unattached com-plete with counterfl anges, gaskets, and bolts, fi g 4.

546000

L28/32A

MAN Diesel

05.17


Manual override is required by Germanischer Lloyd.

Pressure drop: Approx 0.12 bar with 60 m3/h fl ow

Pipe connections:A: From engineB: To low temperature pumpC: To cooler

The letters A, B and C are stamped on the valve housing to ensure correct installation.

Expansion tank, items 14 and 18

Expansion tank should be installed to accomodate for changes of volume due to varying temperatures and possible leakages in the LT and HT systems.

The minimum water level in the expansion tank should be not less than 5 m above the centre line of the crankshaft. This will ensure suffi cient suction head to the fresh water pump and reduce the pos-sibility of cavitation, as well as local »hot spots« in the engine.

The expansion tank should be equipped with a vent pipe and fl ange for fi lling the tank with water and inhibitors.

The vent pipe should be installed below the minimum water level to reduce oxydation of the cooling water due to splashing from the vent pipe.

Volume: Min 10% of water volume, however min 100 litres L28/32A.

HT fresh water pump, item 15

The built-on high temperature pump is of the cen-trifugal type. The total maximum back pressure in the high temperature section with clean cooler must not exceed 2.1 bar.

For multi engine installations with a common central-ized cooling water system the built-on pumps should be replaced with common electric driven pumps for full fl ow. Design data: See data sheet.

HT stand-by pump, item 16

The stand-by pumps should be of the centrifugal type.

Design data:Capacity: See data sheet, for the built-on fresh

water pumpPressure: See data sheet, for the built-on fresh

water pump Temperature: Max 95°C

Fig.4

ONLY MOUNTED IF MANUEL OVERRIDE

217.

5M

AX

. HE

IGH

T 3

52.5

ø22

430

8

201.5403

24

2 03 24 80-7.0

546000

L28/32A

MAN Diesel

05.17

1699946-8.0Page 5 (6) Central cooling water system

HT thermostatic valve, item 17

The HT thermostatic valve is built on the engine.

The valve is of a similar design as the LT thermo-static valve, with elements set at a fi xed temperature of 80°C.

The schematic diagram fi g 5 is an extended version of the principal diagram fi g 1, showing the internal piping on the engine, location of possible alarms and sensors, and connection of secondary equipment.

Fig.5

PIPE DIMENSION:

CYL. 6 7 8 9

DN *: DN 100 DN 125 DN 125 DN 125

DESCRIPTION:

1 SEACHEST

2 SW FILTER

3 SW PUMP

4 SW STAND-BY PUMP

5 CENTRAL COOLER

6 OVERBOARD DISCHARGE VALVE

7 LT PUMP

8 LT STAND-BY PUMP

9 CHARGING AIR COOLER

10 LO COOLER FOR GEAR

11 LO COOLER FOR ENGINE

12 FW COOLER FOR ENGINE

13 LT THERMOSTATIC VALVE

14 LT EXPANSION TANK

15 HT PUMP

16 HT STAND-BY PUMP

17 HT THERMOSTATIC VALVE

18 HT EXPANSION TANK

19 CIRCULATION PUMP FOR PREHEATER

20 PREHEATER

21 THERMOSTATIC VALVE FOR FW GENERATOR

22 SW PUMP FOR FW GENERATOR

23 FW GENERATOR

24 OVERBOARD DISCHARGE VALVE FOR FW GENERATOR

25 NOZZLE CODLING OIL HEATEXCHANGER

CONNECTION:

El LT COOLING WATER - INLET

E2 LT COOLING WATER - OUTLET

E3 LT COOLING WATER STAND-BY PUMP

F1 HT COOLING WATER - INLET

F4 HT COOLING WATER STAND-BY PUMP

F7 HT COOLING WATER TO EXPANSION TANK

F8 HT COOLING WATER FROM EXPANSION TANK

F11 ENGINE PREHEATING - INLET

F12 ENGINE PREHEATING - OUTLET

F13 HT COOLING WATER (TO COOLER)

2024994-3.2

546000

L28/32A

MAN Diesel

05.17


Circulating pump for preheater, item 19

For preheating the engine a pump should be installed to circulate high temperature cooling water through the heat exchanger (item 20).

Design data:Capacity: m = m3/h

Q = Heat radiation from engine in kW, see item 20 below

Cp = Specifi c heat for water = 4.187 kJ/kg°C

t = The desired temperature drop across engine = 5°C

Pressure: Max 2 barTemperature: Max 85°C

Preheater, item 20

The engine must be fi tted with preheating facilities. Preheating is required to avoid producing unneces-sary shock loads that can arise as a result of tempera-ture differences if the engine is started from cold.

It is important that the inhibited fresh water, used in the main engine cooling system, is not mixed with water from the central heating system.

Design data:Preheating temperature MDO engine: Min40°CPreheating temperature HFO engine: 60-70°C

The heating power required for preheating is stated below.

ENGINE TYPE Heating power in kW

6L28/32A 10 7L28/32A 11 8L28/32A 13 9L28/32A 15

These fi gures are based on raising the engine temperature, including the cooling water contained within the engine, 40°C (20-60°C) for a period of 10 hours.

MAN B&W Alpha will be pleased to make calcula-tions for other conditions on request.

Thermostatic valve for central heating and fresh water generator, item 21

If the heat consumption of central heating or fresh water generator is below 25% of the heat rejection from engine jacket water the actual equipment can be connected in series with the HT fresh water cooler.

By utilization of more than 25% of the heat in the HT cooling water section an additional thermostatic valve, item 21, should be installed for by-passing of the HT fresh water cooler hereby avoiding unneccessary cooling after the heat recovery equipment.

Connection of fresh water generator, item 23

If a fresh water generator is to be incorporated in the fresh water system, it should be connected as shown on fi g 83.

Due to safety margins, part load operation and deviations in ambient conditions, MAN B&W Alpha recommends by layout of the fresh water generator that no more than 90% of the heat available at MCR is utilized.

The expected obtainable fresh water production using a normal generator of the single vacuum evaporator type

Capacity: M = 0.03 x Q m3/24 h Q = Utilized heat in kW

Different arrangements of central cooling sys-tems

There are many variations of centralized cooling systems and MAN B&W Alpha is available to dis-cuss changes to suit an owner or builder’s specifi c wishes.

For each plant, special consideration should be given to the following design criteria: sea water tem-peratures, pressure loss in coolers and pipes, pump capacities etc, for which reason these components have not been specifi ed.

Q x 3.6Cp x t

546000

L28/32A

MAN Diesel

05.17

1699949-3.0Page 1 (3) Starting air system

Fig.1

The engine is started by means of an air startingmotor attached to the engine at starboard side. Theconventional starting air valves in cylinder heads,starting air distributor and corresponding piping arehereby omitted.

Compressor, items 1 and 1A

The pressure switch (PSL) for aut start/stop of thecompressors 1 and 1A is to be connected to thecharging air pipe as close as possible to the startingair receiver, to compensate for pressure peaks from

STARTING AIR RECEIVER(ITEM 3 AND 3A):

"A", "B\ 'C\ 'E\ 'F' AND "B" REFER TO CORRESPONDINGCONNECTIONS ON THE STARTING AIR RECEIVER.

CONNECTION:

Al STARTING AIR INLETA3 OVEHSPEED STOP AIR INLETA5 TUBING MOTOH AIR INLET (OPTION!A7 JET ASSIST (OPTION)

THE PRESSURE REDUCING VALVE ( ITEM 7 ) SHOULD BEPLACED AS CLOSE TO THE CONNECTION "A" AS POSSIBLE.MAX. PIPE LENGTH: 5 METERS.

**THE PIPE LENGTH BETWEEN RECEIVER AND BAIN ENGINESTARTING AIR PIPE IS TO BE AS SHORT AS POSSIBLE.***MAX. 5 METERS FROM AIR RECEIVER TO ENGINE.

DESCRIPTION:

1 COMPRESSOR1A COMPRESSOR (STAND-BY)2 FILTER WITH WATER TRAP3 STARTING AIR RECEIVER (?50 1)3A STARTING AIR RECEIVER 1250 I)

( 500 1 FOR 9LZB/32A )4 TYPHON5 FILTER6 OVERSPEED STOP7 PRESSURE REDUCING VALVE

AIR

PR

ES

SU

RE

AT

6-7

BA

R.

AIR

SU

PP

LY F

OR

OV

ER

SP

EE

D S

TO

P

TO DRAINMOUNTED

ATLOWEST

POINT

TODRAIN

TO DRAINTANK

CONICALPIPE

SECTION

TO

SH

AF

TB

RE

AK

UN

ITT

O C

ON

SU

ME

RS

VERTICAL INSTALLATION OF THE STARTING AIR RECEIVERIS RECOMMENDED. FOR HORIZONTAL INSTALLATION, THEINCLINATION MUST BE MIN. 5 DEGREES AS SHOWN.

TO DRAIN

550000

L28/32A

MAN Diesel

05.17

1699948-3.0Page 2 (3)Starting air system

the compressor. If the pipe is short, a buffer tank ordamper is recommended.

Each of the starting air receivers items 3 and 3Ashould be pressurized to 30 bar for approx 20minutes.

Filter with water trap, item 2

A filter with water trap should be installed in thecharging air pipe between the compressors and thestarting air receivers.

Starting air receiver, items 3 and 3A

The starting air receiver should, preferably, bemounted vertically and secured to a bulkhead, sothat the water drain valve of the receiver has easy

access. If space conditions do not permit verticalmounting, the receiver may be mounted minimum 5°off the horizontal, with the drain valve at the lowestposition, as shown in fig 2.

2 starting air receivers are standard equipment foreach plant, and the respective minimum capacitiesare indicated in the table below:

STARTING AIR RECEIVER

Engine type 6-7-8L28/32A 9L28/32A

Receiver size,

litres 250 + 250 250 + 500

Fig.2

STARTING AIR L D ApproxRECEIVER weight

litres mm mm kg

250 2778 394 275

500 2465 600 350

CONNECTION: PIPE SIZE

A Starting air outlet to engine ø 28 x 2B Charging air inlet from

compressor ø 18 x 2C Safety valve 3/8”RGD Charging with hand compressor 1/2”RGE Drain ø 18 x 2F Pressure gauge (PI 6.1) ø 12 x 1.5G Typhon ø 12 x 1.5

550000

L28/32A

MAN Diesel

05.17

1699949-3.0Page 3 (3) Starting air system

Pressure reducing valve, item 7

The air supply for overspeed stop is reduced from 30bar starting air pressure to 7-8 bar over-speed stopair pressure.

The pressure drop is alarmed by the pressure switch(PAL 37) on the pressure reducing valve.

The pressure reducing valve, fig 3 is supplied sepa-rately as standard.

Starting air and charging air pipe

The starting and charging air pipes are to be mountedwith a slope towards the starting air receiver, pre-venting possible condensed water from running intothe air starting motor or the compressors. A drainvalve has to be mounted at the lowest position of thestarting air pipe, as shown in fig 1.

Fig.3

FROM STARTING AIR RECEIVERCONNECTION ø10 mm OD FORHIGH PRESSURE INLET MAX 35bar

TO CONNECTION “A2” ON ENGINECONNECTION ø8 mm OD FORLOW PRESSURE OUTLET 8 bar

550000

L28/32A

MAN Diesel

05.17

1699948-1.0Page 1 (1) Pre-heating of charging air

Under normal operating conditions, it is not neces-sary with special precautions for heating of thecharging air, to avoid smoke in the exhaust gas at lowload.

This is due to:

a) High compression ratio and well matchedinjection equipment as basis for good com-bustion properties - also at low load.

b) The low temperature cooling system incorpo-rates a recirculation thermostatic valve, bymeans of which, the water inlet temperature tothe charging air cooler increases at decreas-ing engine load.

The charging air temperature is thereby main-tained within normal level, independent of theengine load.

c) The charging air receiver forms a part of theengine frame itself close to the jacket coolingwater space. Furthermore this is stabilizingthe charging air temperature.

Preheating of the charging air is recommended at:

- Frequent and prolonged periods at loads below10% of MCR.

- Operation under arctic conditions.

The principle is that the charging air cooler(s) isdivided into 2 sections - a high temperature sectionheated/cooled by the jacket cooling water, - and alow temperature section, cooled in the low tempera-ture system.

At higher loads, both sections are cooling the charg-ing air. At low loads, the low-temperature water isbypassed the low-temperature section by means oftwo pneumatic operated valves, controlled by thecharging air pressure.

The charging air temperature is by this changeoverincreased to 60-65°C after passage of the hightemperature section.

The principle is shown in fig 1.

Fig.1

CONNECTION:

El LT PUMP - SUCTIONE2 LT PUMP - OUTLETE3 LT STAND-BY PUMP - DISCHARGEFl HT PUMP - INLETF4 HT STAND-BY PUMP - DISCHARGEF7 VENTING TO EXPANSION TANKFB HT FROM EXPANSIONF11 ENGINE PREHEATING - INLETF12 ENGINE PREHEATING - OUTLETF13 HT TO COOLER

DESCRIPTION:

1 LT PUMP2A LT CHARGING AIR COOLER2B HT CHARGING AIR COOLER3 PNEUMATIC OPERATED VALVE4 PNEUMATIC OPERATED VALVE5 HT PUMP

6 HT THERMOSTATIC VALVE

2 03 24 78-5.0

500000

L28/32A

MAN Diesel

Turbine

In order to maintain good performance in the turbo-charger of diesel engines with heavy fuel oil opera-tion the turbocharger has equipment for cleaning ofthe turbine in service.

Cleaning in service by the dry-cleaning method isperformed by injection of granulate (soft blast grit)into the gas inlet pipe of the turbine.

The injection of the granulate is done by means ofworking air of a pressure of 5 - 7 bar.

Dry cleaning is executed during high engine load,min 75% MCR and does not require any subsequentoperating period in order to dry-out the exhaust sys-tem.

Fig 1

Turbine dry-cleaning system (only tor operation with HFO)1696481-3.0Page 1 (1)

Cleaning system

The cleaning system consists of a cleaning agentcontainer item 1 with a capacity of approx 1.0 litreand a removable cover, item 2 on which a stop ballvalve item 3 is connected. Furthermore, a dosagevalve, item 4 is placed between the snap-on con-nector and cleaning agent container.

The item numbers 1 - 4 indicate the system's "blow-gun". Only one "blow-gun" is used for each engineplant and it is connected to the working air systemvia the snap-on connector of the stop ball valve,which is further connected to a flexible air pipe.

05.17

559000

L23/30AL28/32A

1 Cleaning agent container2 Removable cover3 Stop ball valve4 Dosage valve5 Working air inlet6 Snap-on connector7 Stop cock

3

1

2

65

7

6

4

2 03 24 64--1.0

MAN Diesel

05.17

1699922-8.0Page 1 (3) Engine monitoring

Instrument panel on engine, fi g 1

The instrument panel for the main engine is as stand-ard mounted on aft end, port side of the engine.

Instrument for nozzle cooling oil pressure is only mounted on engines operating on HFO.

Fig.1

Pipe connections 1-6 can be used for connection of external manometers.

Temperature indication is placed locally on engine piping. The indicators are supplied separately for yard mounting. See summary of standard instru-ments on engine.

PIPE CONNECTION D x t DESCRIPTION mm

*) 1 06 x 1 Nozzle cooling oil pressure 2 Fuel oil pressure 3 Lubricating oil pressure - before fi lter A Lubricating oil pressure - after fi lter 5 Fresh water pressure 6 Charging air pressure

*) Only HFO engine 2 03 32 53-7.0

575000

L28/32A

FUEL VALVE COOLINGOIL PRESSURE

bar bar

FUEL OIL PRESSURE CHARGING AIR PRESSURE CHARGING AIR TEMP.

bar Co

ENGINE/TURBOCHARGER

STOP STARTTURBOCHARGER RPMH.T. PRESSUREL.T. PRESSUREENGINE LUBRICATINGOIL PRESSURE

STOP THE GEAR STAND-BY

PUMP AT START OF ENGINE

WARNING

Valve

Teepiece

Plug

654321

BEFORE FILTER AFTER FILTER

HOZZ

LE C OOLING

FUEL OIL

LUB.

OIL ENG

INE

P R E S S

L.T.

CO OLIN

G

WA T E R

LUB.

OIL ENG

INE H

.T. C

OOLING

W A T E R

CHA

RG ING AI R

bar barbar

MAN Diesel

05.17

1699922-8.0Page 2 (3)Engine monitoring

Alarm connection - engine

The temperature alarm sensors for the engine are mounted and wired to a terminal box located on the engine.

An exception is the exhaust gas thermostat, fi g 2. The thermostat, having a sensor manufactured in NiCr/Ni suitable for high temperatures is supplied unattached.

Optionally an analog temperature transmitter can be supplied.

The number of alarms may differ greatly, depending on the specifi c Classifi cation Society and notation.

An estimation of the extent of alarms and safety sensors is given in »Summary of Alarms and Safety Sensors«.

Piping connections to the alarm panel and external connections to the terminal boxes are the responsibil-ity of the yard. A Cable plan showing the terminals connection to the alarm system is supplied by MAN B&W Alpha.

Summary of standard instruments on engine.

DESIGNATION BAR 0C

PI 1.1 LUBRICATING OIL BEFORE/AFTER FILTER - PRESSURE 0-6 X X 1) X TI 1.2 LUBRICATING OIL INLET AFTER FILTER - TEMPERATURE 0-100 X X TI 1.3 LUBRICATING OIL OUTLET - TEMPERATURE 0-100 X X PI 2.1 LT MATER INLET - PRESSURE 0-4 X X TI 2.2 LT MATER INLET TO CHARGING AIR COOLER - TEMPERATURE 0-100 X X TI 2.3 LT MATER OUTLET FROM CHARGING AIR COOLER - TEMPERATURE 0-100 X X TI 2.4 LT MATER OUTLET EXTERNAL PIPE AFTER HT COOLER - TEMPERATURE 0-100 X TI 2.6 HT MATER INLET - TEMPERATURE 0-100 X X PI 2.7 HT MATER INLET - PRESSURE 0-4 X X X TI 2.8 HT MATER OUTLET, EACH CYLINDER - TEMPERATURE 0-100 X X TI 2.9 HT MATER OUTLET COMMON PIPE - TEMPERATURE 0-100 X X TI 3.1 FUEL OIL, INLET, BEFORE FILTER - TEMPERATURE 0-150 X PI 3.2 FUEL OIL INLET, AFTER FILTER - PRESSURE 0-10 X X X PI 4.1 COOLING OIL FOR NOZZLE INLET - PRESSURE 0-6 X X TI 5.1 EXHAUST GAS OUTLET, EACH CYLINDER - TEMPERATURE 0-600 X X TI 5.2 EXHAUST GAS OUTLET, EACH TURBOCHARBER - TEMPERATURE 0-600 X X TI 5.3 CHARGING AIR - TEMPERATURE 0-120 X X X PI 5.5 CHARGING AIR - PRESSURE 0-2.5 X X PI 6.1 STARTING AIR, ON EACH STARTING AIR RECIEVER - PRESSURE 0-40 X KI 9.1 HOUR COUNTER X X SI 9.1 ENGINE/TURBOCHARGER HPM X X

INS

T. N

O

PR

ES

SU

RE

TE

MP

ER

ATU

RE

EX

TE

RN

AL

CO

NN

EC

TIO

NF

OR

OP

TIO

NA

LIN

ST

RU

ME

NT

S

MEASURINGRANGE

L28/

32A

-F

L28/

32A

-F

L28/

32A

-D

L28/

32A

-D

MO

UN

TE

D O

NE

NG

INE

2 03 32 67-0.0

575000

L28/32A

MAN Diesel

05.17

1699922-8.0Page 3 (3) Engine monitoring

The pressure switches and the thermostats are calibrated by MAN B&W Alpha, but should be tested before start of the engine plant. The calibration equip-ment for pressure and temperature is not supplied by MAN B&W Alpha.

Optionally the engine can be equipped with analog sensors which may be used in direct conjunction with remote instrumentation in control room or on bridge.

Fig.2

Fig.3

575000

L28/32A

1. Thermostat2. NiC r/Ni sensor3. S ocket in gas outlet

1 2 3

2 x 0.5

2 x 0.5

2 x 0.5

24V DC

To alarm unit

Optionalinstrument

Turbocharger

Gas outlet

Bellow joint

Exhaust pipe

2 03 24 66-5.0

Terminal boxesfor engine

Cable connetionfor yard

2 03 34 99-4.0

Safety system

6000

MAN Diesel

05.17

Alphatronic safety system is an independent mod-ule-built safety system, fig 1. The extent of thissystem is decided by MAN B&W Alpha's require-

1699937-3.0Page 1 (3) Alphatronic safety system

ments to safety systems for propulsion plant forunclassed plants and the Class requirements tosafety systems for classed plants.

Fig.1

600000

L28/32A

BPL

BSP

CSP

LCP

START/STOP CONTROL

SLOWTURNING CONTROL

AUTOMATIC START

and

TACHO CONVERTER

TACHORELAYS

AUTOSTOP

EMERGENCY STOP

LOAD REDUCTION

ACTUATOR FOR CLUTCH OUT AND CLUTCH IN BLOCKING

ACTUATORS FOR START/ STOP AND

SLOWTURNING

SENSORS FOR START

BLOCKING

TACHO SENSORS FOR ENGINE AND TURBO

SENSORS FOR

AUTOSTOP

ACTUATOR FOR SAFETY

STOP

REMOTE CONT- ROL ACTUATOR

FOR LOAD REDUCTION

SENSORS FOR AUTO LOAD REDUCTION

A B C D

SAFETY SENSORS AND ACTUATORS

INTERFACE TO ALARM SYSTEM

CONTROL SECTION

LOCAL CONTROL

ECR STAND

BRIDGE CONTROL STAND

2 03 32 56--2.0

SAFETY SYSTEM STRUCTURE

START FAILURE ALARM

MAN Diesel

05.17

1699937-3.0Page 2 (3)Alphatronic safety system

The control unit of the system, which is supplied forbulkhead mounting is built-up around four basicmodules with interface to various sensors, actua-tors, control panel etc.

The basic modules come equipped in various vari-ants and can be fit together independently of eachother according to the requirements laid down by theClassification Societies. The safety system will typi-cally comprise the following:

- Control of start/stop parameters- Indication of engine and turbocharger rpm- Engine autostop- Various signals to the alarm plant

In addition to this the safety system can for instancebe extended with the following:

- Automatic load reduction- Automatic slow-turning in connection with re-

mote start- External control of automatic start and stop

The system must be supplied from a 24 V DC NOBREAK power supply.

Bridge safety panel, fig 2

The bridge safety panel is installed in connectionwith the main bridge panel.

The panel indicates with light and acoustic alarm ifautostop situation occurs. When the autostop situa-tion has been removed the stop order can be can-celled and restart is then possible from bridge. Ifautostop cannot be accepted in special manoeuvresfor instance harbour manoeuvring the situation canbe prevented by means of the pushbutton "cancelshut down". Emergency stop is also possible frombridge.

The panel can be supplied both with and withoutindication of engine rpm.

At propulsion plants with class requirements of loadreduction a Bridge Load Reduction Panel is added.

Fig.2

600000

L28/32A

2 03 25 19--4.0

288

144

ENGINE SAFETY CONTROL

SHUT DOWN

RESET

SHUT DOWN

CANCEL

SHUT DOWN

BUZZER

RESET

LAMP TEST

EMERGENCY

STOP

RESTART

ENGINE

RPMENGINE

400

600

800

1000

1200

200

MAN Diesel

05.17

1699937-3.0Page 3 (3) Alphatronic safety system

Local engine control panel, fig 3

Local engine control panel is a part of the instrumentpanel mounted on the engine. By means of a rotarybutton, display of revolutions on engine, and turbo-charger appears. The panels make it possible tohave local control of start and stop.

Number of operation hours can be read on the panelas well.

Fig.3

Fig.4

Engine control room safety panel, fig 4

Optionally a control room panel can be supplied tothe safety system. "Start" and "stop" of engine fromthe panel is possible. The panel indicates missingfulfilment of conditions for start and operation inslow-turning if this is available.

Furthermore engine speed is shown.

600000

L28/32A

2 03 25 21--6.0TURBOCHARGER RPM STOP START

ENGINE/TURBOCHARGER

rpm x 1000

10000

200

400 600

800

rpm

2 03 25 20--4.0

288

144

ENGINE SPEED RPM

750

500

250

1000

SHUT DOWNRESET

SHUT DOWN

CANCEL

SHUT DOWN

LAMP TESTSLOW

TURNING

ENGINE START/STOP CONTROL

STOP

ENGINE

START

ENGINE

START

BLOCKED

Packing and preservation

9000

MAN Diesel & Turbo

The engine and reduction gear are situated on wooden foundation, covered with tarpaulins and equipped with lifting tools.

External components which are not varnished are protected with preservative (VCI-product) and inter-nal unvarnished components are sprayed with same. This protective oil is totally soluble with lubricating oils and should not be removed when putting the engine and reduction gear into service.

Storage of engine and reduction gear at customers

Engine and gearbox should always be stored indoor in a dry environment and at a minimum, covered with tarpaulins.

Engine and gearbox should be stored indoors at a minimum of 5°C above outside temperatures to avoid condensation, or in a humidity controlled en-vironment at a relative humidity of 45-55%.

Maintenance intervals

Protection maintenance must be carried out at the following intervals:

Storage conditions (dry and indoor at 5°C above outside temperature or relative Humidity of 45-55% every 4 months

If the above conditions are not met every 1 month

Exhaust must be covered until installation, and In-dicator valves closed.

Turning of engine and reduction gear

When storage of engines is for more than 60 days following dispatch from the factory, then engine must be turned 3 1/2 revolutions each month, and the “rest position” of the crank must be at a different position. Indicator valves should be opened prior to turning and then closed again on completion of turning.

Dispatch condition of engine and reduction gear from MAN Diesel

1699261-3.0Page 1 (1)

Where storage is for 8 months or more, lubricating oil must be applied to each cylinder every six months, during the monthly turning.

For lubrication, lub oil or preservation (VCI-prod-uct) (max 1/4 litres per cylinder) can be introduced through the indicator valve.

When storing the engine longer than 24 months, bearing and piston inspection must be carried out before starting up the engine, and MAN Diesel must in all cases, be informed.

During storage the reduction gear should be turned monthly and when storage exceeds 24 months, in-spection of the bearings, gearwheels, servomotor, and clutch must be carried out. MAN Diesel must in all cases be informed.

Protection maintenance

- Remove the crankcase, camshaft and rocker arm covers.

- Check the surfaces and maintain the preserva-tion by painting thoroughly with preservative (VCI-product).

- Check the top of the cylinder heads and paint-with preservation.

- Replace covers. - Check the external surfaces and restore pres-

ervation, if necessary with preservative. - Check the paint work and repair, as neces-

sary. - Remove the outlet pipe from the turbocharger

exhaust and turn the rotor of the turbocharg-er.

- Replace the pipe. - Restore the original packing as far as possible

and cover with tarpaulins.

09.22

General

912000

MAN Diesel & Turbo

Dispatch conditions of propeller equipment from MAN Diesel & Turbo

The propeller equipment is treated by MAN Diesel & Turbo with conservation grease. Furthermore the propeller equipment is covered with foil, shock ab-sorbing material and a wooden layer. The propeller hub is furthermore sealed by a tarpaulin.

Storage of propeller equipment at cus-tomer

Upon arrival of equipment it is yard responsibility to visually inspect that there are no damages to the protection cover.

Minimum protection during storage must be by covering with tarpaulins to keep dry. The propeller equipment should be keept in the wooden founda-tion as delivered.

MAN Diesel & Turbo do however recommend indoor storage and maintaining min 5˚C above outdoor temperature to avoid condensation and sweating.

Maintenance intervals

Protection maintenance must be carried out at the following intervals prior to installation:

Good storage conditions (dry and indoor) .................. every 12 months Poor storage conditions (outdoor) ............................... every 3 months

Immediately after installation in the ship, the propel-ler shaft must be treated with preservation oil/grease in order to avoid corrosion and damages to the shaft.

Please note: Propeller parts with build-on elec-tronics are to be stored and handled as electronic equipment

Storage of propeller equipment1699910-8.1Page 1 (1)

10.50

General

912000

MAN Diesel & Turbo 91200

Pack

ing

and

pres

erva

tion

Desc

riptio

nAl

pha

Prop

elle

r Mk.

5

2010

-12-

12

Doc-ID: 1699910-8.1 1 (1)

Dispatch conditions of propeller equipment from MAN Diesel & TurboThe propeller equipment is treated by MAN Diesel & Turbo with conserva-tion grease. Furthermore the propeller equipment is covered with foil, shock absorbing material and a wooden layer. The propeller hub is furthermore sealed by a tarpaulin.

Storage of propeller equipment at customerUpon arrival of equipment it is yard responsibility to visually inspect that there are no damages to the protection cover.

Minimum protection during storage must be by covering with tarpaulins to keep dry. The propeller equipment should be keept in the wooden founda-tion as delivered.


Maintenance intervalsProtection maintenance must be carried out at the following intervals prior to installation:

Good storage conditions

(dry and indoor) .................... every 12 months

Poor storage conditions

(outdoor) ............................... every 3 months

Immediately after installation in the ship, the propeller shaft must be treated with preservation oil/grease in order to avoid corrosion and damages to the shaft.

Please note: Propeller parts with build-on electronics are to be stored and handled as electronic equipment

MAN Diesel & Turbo 912000

Pack

ing

and

pres

erva

tion

Desc

riptio

nAl

pha

Fixe

d Pi

tch

Prop

elle

r

Doc-ID: 3700230-5.1 1 (1)

Dispatch conditions of propeller shafts from MAN Diesel & TurboThe propeller shaft is treated by MAN Diesel & Turbo with conservation grease. Furthermore the shaft is covered with foil, shock absorbing mate-rial and a wooden layer.

Storage of propeller shafts at customerUpon arrival of equipment it is yard responsibility to visually inspect that there are no damages to the protection cover.

Minimum protection during storage must be by covering with tarpaulins to keep dry. The propeller shaft should be keept in the wooden foundation as delivered.


Maintenance intervalsProtection maintenance must be carried out at the following intervals prior to installation:

Good storage conditions

(dry and indoor) .................... every 12 months

Poor storage conditions

(outdoor) ............................... every 3 months

Immediately after installation in the ship, the propeller shaft must be treated with preservation oil/grease in order to avoid corrosion and damages to the shaft.

Please note: Propeller parts with build-on electronics are to be stored and handled as electronic equipment

2012

-12-

07

MAN Diesel & Turbo

Dispatch conditions of electronic equipment from MAN Diesel & Turbo

Panels and control unit are packed in well-sealed boxes and to protect the components from corrosion they are supplied with a Cor-trol VCI VapourCorrosion Inhibitor giving an invisible protective ionic layer.

Small electronic components are packed in poly bags supplied with Cor-trol VCI tablets.

Storage of electronic equipment at custom-ers

The equipment should always be stored in a dry en-vironment. Under normal warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condi-tion that prevents any air circulation within.

Protection maintenance

Provided the sealing has been properly maintained no additional measures are needed for the entire period of protection.

The electronic equipment can be put into operation without degreasing, coating removal or cleaning.

Storage of electronic equipment1699912-1.1Page 1 (1)

Installation works

During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and fire.It is not allowed to do any welding works near the cabinets. The cabinets have to be fixed to the floor or to the walls by means of screws.

If it is necessary to do welding works near the cabinet the cabinets and panels have to be protected against heat, electric current and electromagnetic influences. For protection against current, all cabling has to be disconnected from affected components.

Installation of additional components inside the cabinets is allowed upon approval by the responsible project manager of MAN Diesel & Turbo only.

10.50

General

912000

MAN Diesel & Turbo

Pack

ing

and

pres

erva

tion

Desc

riptio

nAl

pha

Fixe

d Pi

tch

Prop

elle

r

Dispatch conditions of electronic equipment from MAN Diesel & TurboPanels and control unit are packed in well-sealed boxes and to protect the components from corrosion they are supplied with a Cor-trol VCI Vapour

Corrosion Inhibitor giving an invisible protective ionic layer.

Small electronic components are packed in poly bags supplied with Cor-trol VCI tablets.

Storage of electronic equipment at customersThe equipment should always be stored in a dry environment. Under normal warehouse conditions the Cor-trol VCI will give long term protection pro-vided they remain sealed and maintained in such a condition that prevents any air circulation within.

Protection maintenanceProvided the sealing has been properly maintained no additional measures are needed for the entire period of protection.

The electronic equipment can be put into operation without degreasing, coating removal or cleaning.

Installation worksDuring the installation period the yard has to protect the cabinets and elec-trical equipments against water, dust and fire.

It is not allowed to do any welding works near the cabinets. The cabinets have to be fixed to the floor or to the walls by means of screws.

If it is necessary to do welding works near the cabinet the cabinets and panels have to be protected against heat, electric current and electro-magnetic influences. For protection against current, all cabling has to be disconnected from affected components.

Installation of additional components inside the cabinets is allowed upon approval by the responsible project manager of MAN Diesel & Turbo only.

Doc-ID: 1699912-1.1 1 (1)

2010

-12-

12

912000

Installation parts propeller

12000

MAN Diesel

05.17

1699936-1.0Page 1 (5) Propeller nozzle

Nozzles offer many advantages for tugs and trawlersor whenever high thrust at low speed is required.MAN B&W Alpha has supplied hundreds of nozzles,both fixed and steering nozzles. The special propellerblades required are supplied with the nozzle.

A correctly mounted nozzle will have a favourableinfluence on propeller induced vibrations, as thenozzle has a equalizing effect on the wake fieldround the propeller. Furthermore ducted propellersare lower loaded than open propellers contributing toa lower vibration level.

Design and classification approval of the nozzlesupport structure is the responsibility of the yard, butsome general recommendations are given herewith.

Fig.1

Fixed nozzle

The nozzle and struts must be orientated relative tothe general water flow behind the hull in order toreduce drag and optimize propulsion. Furthermore,the struts must be fitted to allow free flow around thewhole surface of the nozzle.

Behind a V-shaped afterbody, the nozzle should betilted 2-3° relative to the baseline with the forwardend downward to suit the flow to the nozzle, fig 45.

As the propeller shaft very often has an aft inclinationin proportion to the baseline, the relative tiltingbetween the nozzle and the propeller shaft line isincreased. This has no negative influence on thepropulsion performance providing the angle doesnot exceed 5 - 7°.

PIVOT POINT

Engine inclination

max 5-7o

1217000

L28/32A

MAN Diesel

05.17

1699936-1.0Page 2 (5)Propeller nozzle

Fig.2

With the propeller blade in a vertical downward position,and set at zero pitch, it is possible for the blade tip tobe outside the stainless steel band within the nozzle.This is acceptable because the tip moves astern intothe stainless steel zone, when "Ahead" pitch isapplied.

Cavitation in the lower part of the nozzle can normallybe disregarded, due to the improved water flow andpressure head available in this area.

The position of the nozzle should have sufficientspace for dismantling of the propeller blades andshaft.

The nozzle is prepared for mounting with struts.

Structurally, the side struts are cut through the shellplating and connected to the hull framing. The shellplating should be strengthened locally.

The upper nozzle support might be constructed as aclosed streamlined box as shown on fig 2 or withsidestruts in V-form, fig 3.

During construction of the nozzle attachment, it isimportant to realize that not only strength and reliabilitypurposes have to be observed, but the hydrodynamicperformance as well. Providing ample clearancesbetween hull and nozzle reduces the thrust deductionand improves the propulsion.

PIVOT POINT

1217000

L28/32A

MAN Diesel

05.17


Steering nozzle

By using a steering nozzle improved manoeuvrabilityand shorter installation length is obtained. Attentionmust be drawn to the fact that a steering nozzlerequires heavier steering gear than with conventionalrudders, and because steering nozzles are notbalanced, it is important that the steering gear issuitably and adequately designed.

Because a steering nozzle is exposed to dynamicpressure impulses from the propeller, it is importantthat the rudder bearings are of very rigid design, andare able to accomodate heavy axial loads in bothdirections.

Material for fixed and steering nozzles

The nozzle is fabricated in steel plate, on longitudinaland circular frames.

A band of stainless steel is fabricated inside thenozzle, in way of the propeller tip circle.

The leading edge of the nozzle is fabricated fromsteel tubing whilst the trailing edge is from solid steelrod.

Before delivery, the nozzles are rust protectedinternally with a bitumen product whilst the outsidereceives a basic primer treatment.

Fig.3

PIVOT POINT

1217000

L28/32A

MAN Diesel

05.17

1699936-1.0Page 4 (5)Propeller nozzle

Fixed nozzles standard dimensions

The fixed nozzle can be supplied in two standardslengths, either 0.4 or 0.5 x propeller diameter,according to application.

Standard fixed nozzles are normally 0.4 x propellerdiameter as the propeller for geared propulsionsystems are relatively low loaded.

For higher loaded propellers and fluctuations inwake field it may be recommendable to use nozzle0.5 x propeller diameter.

0.4 Fixed nozzles

NOZZLE PROP Dmin Dmax L Weight Weight less

TYPE Dia. approx. buoyancy

FD mm mm mm mm kg kg

2380 2350 2500 2775 940 1850 8002480 2450 2600 2890 980 2050 8752580 2550 2710 3000 1020 2300 9402630 2600 2760 3070 1040 2400 9752680 2650 2810 3130 1060 2500 10152780 2750 2920 3240 1100 2800 10502880 2850 3020 3360 1140 2950 10752930 2900 3080 3420 1160 3000 11003180 3150 3340 3710 1260 3500 11503230 3200 3390 3770 1280 3600 11503380 3350 3550 3940 1340 4150 12003480 3450 3650 4060 1380 4350 13503580 3550 3760 4180 1420 4900 13503630 3600 3810 4240 1440 5150 14003830 3800 4020 4470 1520 5300 13503930 3900 4130 4590 1560 5400 1400

NOZZLE PROP Dmin Dmax L Weight Weight less


FD mm mm mm mm kg kg

2380 2350 2530 2875 1175 2950 12802480 2450 2635 2995 1225 3200 13202580 2550 2740 3115 1275 3520 14202630 2600 2795 3180 1300 3730 15002680 2650 2850 3240 1325 3960 16002780 2750 2955 3360 1375 4580 19202880 2850 3060 34B0 1425 4800 19602930 2900 3115 3540 1450 5100 20003180 3150 3380 3840 1575 6100 21003230 3200 3400 3880 1600 6340 21003380 3350 3590 4085 1675 6900 21503480 3450 3700 4210 1725 7300 21753580 3550 3800 4330 1775 7750 22253630 3600 3860 4390 1800 7950 22503830 3800 4070 4630 1900 9400 23503930 3900 4180 4755 1950 10000 2400

0.5 Fixed nozzles

1217000

L28/32A

MAN Diesel

05.17


Steering nozzles standard dimentions

NOZZLE PROP Dmin Dmax L1 L2 L3 Weight Weight less


RD mm mm mm mm 5m 70 05 70

2380 2350 2510 2910 570 1070 2210 3975 21602480 2450 2610 3030 600 1120 2310 4360 23152580 2550 2730 3160 625 1160 2400 4980 26402630 2600 2780 3225 635 1185 2445 5280 28002680 2650 2830 3276 705 1210 2490 5600 29602780 2750 2930 3400 705 1255 2590 6250 33002880 2850 3050 3535 705 1295 2680 6400 34002930 2900 3090 3585 705 1325 2730 6650 35003180 3150 3350 3890 770 1430 2960 8300 39803230 3200 3410 3950 780 1450 3000 8500 40003380 3350 3565 4135 820 1520 3150 9175 44003480 3450 3670 4255 850 1570 3240 9550 45503580 3550 3775 4380 865 1610 3335 9930 47503630 3600 3850 4450 870 1630 3380 10250 49003830 3800 4040 4685 930 1730 3570 12000 58003930 3900 4145 4810 955 1775 3665 12600 6100

1217000

L28/32A

Installation parts gear

13000

MAN Diesel & Turbo

The schematic diagrams mentioned in the Project Guide are standard diagrams showing all necessary information for installation of a MAN Diesel & Turbo propulsion system.

The diagrams show the recommendations and requirements from MAN Diesel & Turbo, and do not necessarily express the requirements from the Clas-sification and the National Societies.

Piping diagrams for multiple engine propulsion plants will be forwarded on request.

Care must be exercised to ensure that other equip-ment required to operate with the MAN Diesel & Turbo package is compatible.

The pipings with thick lines and items connected with thick lines are built on the engine and reduction gear.

Piping dimensions stated on piping diagrams are minima.

MAN Diesel & Turbo recommends that the total pressure drop in the piping system is calculated in order to ensure that the pump capacity is sufficient and the flow velocity is as recommended by MAN Diesel & Turbo.

We should be pleased to review your piping dia-grams and give comments and recommendations. The responsibility for choice of method, design, and execution remains with the yard.

Tanks and pipes must be carefully cleaned before connected into the system. Cleaning and flushing procedure will be forwarded together with the Plant Information Book.

General note for piping diagrams1696470-5.0Page 1 (1)

10.46

130200

L23/30AL28/32A

Engine

14000

Cooling water system

SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.This comprises the following:Cleaning the system and, if required,removal of limescale deposits,flushing the system.

CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning agents for the type of deposits and materials in the cooling circuit.The cleaning should only be carried out by the engine operator if this cannotbe done by a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled "Cleaning agentsfor removing oil sludge". Products by other manufacturers can be used pro-viding they have similar properties. The manufacturer's instructions for usemust be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom Ultrasonic Multi Cleaner

4% 12 h at 50 – 60 °C

Table 1: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by

Oil sludge

Lime and rust deposits

2012

-08-

20 -

de

Cool

ing

wat

er s

yste

mM

010.

000.

002-

04-0

001

Gene

ral

MAN Diesel & Turbo 010.000.002-04

M010.000.002-04-0001 EN 1 (3)

other manufacturers can be used providing they have similar properties. Themanufacturer's instructions for use must be strictly observed. Prior to clean-ing, check whether the cleaning agent is suitable for the materials to becleaned. The products listed in the table entitled "Cleaning agents for remov-ing lime scale and rust deposits" are also suitable for stainless steel.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 24 h at 60 - 70 °C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃

Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C

Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C

Table 2: Cleaning agents for removing limescale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

▪ Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.

▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits“.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Only carry out the cleaning operation once the engine hascooled downStart the cleaning operation only when the engine has cooled down.Hot engine components must not come into contact with cold water.Open the venting pipes before refilling the cooling water system.Blocked venting pipes prevent air from escaping which can lead tothermal overloading of the engine.

In emergencies only

Following cleaning

Cool

ing

wat

er s

yste

mM

010.

000.

002-

04-0

001

Gene

ral

2012

-08-

20 -

de

010.000.002-04 MAN Diesel & Turbo

2 (3) M010.000.002-04-0001 EN

Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

2012

-08-

20 -

de

Cool

ing

wat

er s

yste

mM

010.

000.

002-

04-0

001

Gene

ral


M010.000.002-04-0001 EN 3 (3)

Cooling waterinspecting

SummaryAcquire and check typical values of the operating media to prevent or limitdamage.

The fresh water used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance with the maintenance schedule.The following work/steps is/are necessary:Acquisition of typical values for the operating fluid,evaluation of the operating fluid and checking the concentration of the anti-corrosive agent.

Tools/equipment requiredThe following equipment can be used:

▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)

When using chemical additives:

▪ Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

Typical value/property Water for filling and refilling (without additive)

Circulating water(with additive)

Water type Fresh water, free of foreign matter Treated cooling water

Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)

pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)

1) dGH German hardness

1°dGh = 10 mg/l CaO= 17.9 mg/l CaCO3

= 0.179 mmol/L

2) 1mg/l = 1 ppm

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

Short specification

2012

-10-

31 -

de

Cool

ing

wat

erM

010.

000.

002-

03-0

001

Gene

ral


M010.000.002-03-0001 EN 1 (2)

Testing the concentration of rust inhibitors

Anticorrosive agent Concentration

Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual010.000.023-14

Table 2: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine– operating manual 010.000.023-14) must be complied with in all cases.These recommended concentrations may be other than those specified bythe manufacturer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

We can analyse fuel for customers at our laboratory (PrimeServ Lab).

Brief specification

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

Testing

Cool

ing

wat

erM

010.

000.

002-

03-0

001

Gene

ral

2012

-10-

31 -

de


2 (2) M010.000.002-03-0001 EN

Engine cooling water specifications

Preliminary remarksAs is also the case with the fuel and lubricating oil, the engine cooling watermust be carefully selected, handled and checked. If this is not the case, cor-rosion, erosion and cavitation may occur at the walls of the cooling system incontact with water and deposits may form. Deposits obstruct the transfer ofheat and can cause thermal overloading of the cooled parts. The systemmust be treated with an anticorrosive agent before bringing it into operationfor the first time. The concentrations prescribed by the engine manufacturermust always be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

RequirementsThe properties of untreated cooling water must correspond to the followinglimit values:

Properties/Characteristic Properties Unit

Water type Distillate or fresh water, free of foreign matter. -

Total hardness max. 10 °dH*

pH value 6.5 - 8 -

Chloride ion content max. 50 mg/l**

Table 1: Cooling water - properties to be observed

*) 1°dH (German hard-ness)

≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

**) 1 mg/l ≙ 1 ppm

The MAN Diesel water testing equipment incorporates devices that deter-mine the water properties directly related to the above. The manufacturers ofanticorrosive agents also supply user-friendly testing equipment. Notes forcooling water check see in 010.005 Engine – Work Instructions010.000.002-03.

Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine cooling water. These waters are free of limeand salts which means that deposits that could interfere with the transfer ofheat to the cooling water, and therefore also reduce the cooling effect, can-not form. However, these waters are more corrosive than normal hard wateras the thin film of lime scale that would otherwise provide temporary corro-sion protection does not form on the walls. This is why distilled water mustbe handled particularly carefully and the concentration of the additive mustbe regularly checked.

The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardness

Limit values

Testing equipment

Distillate

Hardness

2013

-01-

22 -

de

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l


D010.000.023-13-0001 EN 1 (8)

is determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe cooling water has not been treated correctly.

Processing of engine cooling waterThe purpose of treating the engine cooling water using anticorrosive agentsis to produce a continuous protective film on the walls of cooling surfacesand therefore prevent the damage referred to above. In order for an anticor-rosive agent to be 100 % effective, it is extremely important that untreatedwater satisfies the requirements in the Section Requirements.

Protective films can be formed by treating the cooling water with an anticor-rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

Treatment of the cooling waterThe engine must not be brought into operation without treating thecooling water first.

Additives for cooling waterOnly the additives approved by MAN Diesel and listed in the tables under thesection entitled "Approved cooling water additives“ may be used.

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l

2013

-01-

22 -

de


2 (8) D010.000.023-13-0001 EN

A cooling water additive may only be permitted for use if tested andapproved as per the latest directives of the ICE Research Association (FVV)"Suitability test of internal combustion engine cooling fluid additives.” The testreport must be obtainable on request. The relevant tests can be carried outon request in Germany at the staatliche Materialprüfanstalt (Federal Institutefor Materials Research and Testing), Abteilung Oberflächentechnik (SurfaceTechnology Division), Grafenstraße 2 in D-64283 Darmstadt.

Once the cooling water additive has been tested by the FVV, the enginemust be tested in the second step before the final approval is granted.

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses. Observe the applicableenvironmental protection regulations when disposing of cooling water con-taining additives. For more information, consult the additive supplier.

Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed cooling water treatment and electrochemical potential reversal that mayoccur due to the cooling water temperatures which are usual in enginesnowadays. If necessary, the pipes must be deplated.

Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. Athin film of oil forms on the walls of the cooling system. This prevents corro-sion without interfering with heat transfer, and also prevents limescale depos-its on the walls of the cooling system.

The significance of emulsifiable corrosion-slushing oils is fading. Oil-basedemulsions are rarely used nowadays for environmental protection reasonsand also because stability problems are known to occur in emulsions.

Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an anti-freeze solution that also prevents corrosion must be addedto the cooling system or corresponding parts. Otherwise, the entire systemmust be heated.

Sufficient corrosion protection can be provided by adding the products listedin the table entitled "Anti-freeze solutions with slushing properties" (Militaryspecification: Sy-7025) while observing the prescribed minimum concentra-tion. This concentration prevents freezing at temperatures down to -22 °Cand provides sufficient corrosion protection. However, the quantity of anti-freeze solution actually required always depends on the lowest temperaturesthat are to be expected at the place of use.

Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-corrosive agent must be added if the concentration of the anti-freeze solutionprescribed by the user for a specific application does not provide an appro-priate level of corrosion protection, or if the concentration of anti-freeze solu-tion used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. Consideringthat anti-freeze agents listed in the table "Anti-freeze solutions with slushing

Required approval

In closed circuits only

2013

-01-

22 -

de

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l


D010.000.023-13-0001 EN 3 (8)

properties" also contain corrosion inhibitors and their compatibility with otheranticorrosive agents is generally not given, only pure glycol may be used asanti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –nitrite free” together with glycol is not permitted, because monitoring the anti-corrosive agent concentration in this mixture is not more possible.

Anti-freeze solutions may only be mixed with one another with the consent ofthe manufacturer, even if these solutions have the same composition.

Before an anti-freeze solution is used, the cooling system must be thoroughlycleaned.

If the cooling water contains an emulsifiable slushing oil, anti-freeze solutionmust not be added as otherwise the emulsion would break up and oil sludgewould form in the cooling system.

BiocidesIf you cannot avoid using a biocide because the cooling water has been con-taminated by bacteria, observe the following steps:

▪ You must ensure that the biocide to be used is suitable for the specificapplication.

▪ The biocide must be compatible with the sealing materials used in thecooling water system and must not react with these.

▪ The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

▪ Biocides that cause foaming of cooling water are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs of the pipe system. The entire system must therefore be cleaned withthe engine switched off using a suitable cleaning agent (see 010.005 Engine– Work Instructions 010.000.001-01.010.000.002-04).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the cooling water additive will be ableto carry out this work and, if this is not possible, will at least be able to pro-vide suitable products to do this. If this work is carried out by the engineoperator, he should use the services of a specialist supplier of cleaningagents. The cooling system must be flushed thoroughly after cleaning. Oncethis has been done, the engine cooling water must be immediately treatedwith anticorrosive agent. Once the engine has been brought back into opera-tion, the cleaned system must be checked for leaks.

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l

2013

-01-

22 -

de


4 (8) D010.000.023-13-0001 EN

Regular checks of the cooling water condition and cooling watersystemTreated cooling water may become contaminated when the engine is inoperation, which causes the additive to loose some of its effectiveness. It istherefore advisable to regularly check the cooling system and the coolingwater condition. To determine leakages in the lube oil system, it is advisableto carry out regular checks of water in the compensating tank. Indications ofoil content in water are, e.g. discoloration or a visible oil film on the surface ofthe water sample.

The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.

Concentrations of chemical additivesThe chemical additive concentrations shall not be less than theminimum concentrations indicated in the table „Nitrite-containingchemical additives“.

Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.

Every 2 to 6 months send a cooling water sample to an independent labora-tory or to the engine manufacturer for integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.

If chemical additives or anti-freeze solutions are used, cooling water shouldbe replaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-ing water, or the break up of emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentration of chloride ions hasincreased, this generally indicates that seawater has entered the system. Themaximum specified concentration of 50 mg chloride ions per kg must not beexceeded as otherwise the risk of corrosion is too high. If exhaust gas entersthe cooling water, this may lead to a sudden drop in the pH value or to anincrease in the sulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements. Theconcentration of the anticorrosive agent must subsequently be checked andadjusted if necessary.

Subsequent checks of cooling water are especially required if the coolingwater had to be drained off in order to carry out repairs or maintenance.

2013

-01-

22 -

de

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l


D010.000.023-13-0001 EN 5 (8)

Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

Auxiliary enginesIf the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.

AnalysisWe analyse cooling water for our customers in our chemical laboratory. A 0.5l sample is required for the test.

Permissible cooling water additives

Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew MarineOne Drew PlazaBoontonNew Jersey 07005USA

LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor)KJEMI-Service A.S.P.O.Box 49/Norway3140 Borgheim

Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet MarineChemicalsP.O.Box 11NorthwichCheshire CW8DX, U.K.

Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

TRAC 118

30 l

30 l

3 l

30,000

30,000

3,000

1,000

1,000

1,000

1,500

1,500

1,500

Maritech ABP.O.Box 143S-29122 Kristianstad

Marisol CW 12 l 12,000 2,000 3,000

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l

2013

-01-

22 -

de


6 (8) D010.000.023-13-0001 EN

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

UniserviceVia al Santuario di N.S.della Guardia 58/A16162 Genova, Italy

N.C.L.T.

Colorcooling

12 l

24 l

12,000

24,000

2,000

2,000

3,000

3,000

Marichem – Marigases64 Sfaktirias Street18545 Piraeus, Griechen-land

D.C.W.T. - Non-Chromate

48 l 48,000 2,400 -

Marine Care3144 NA MaasluisThe Netherlands

Caretreat 2 16 l 16,000 4,000 6,000

VecomSchlenzigstraße 721107 HamburgDeutschland

Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 2: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosingfor 1 000 litres

Minimum concentration

ArtecoTechnologieparkZwijnaarde 2B-9052 Gent, Belgium

Havoline XLI 75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion InhibitorLong-Life

75 l 7.5 %

Table 3: Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product(designation)

BP Marine, Breakspear Way, Hemel Hempstead,Herts HP2 4UL

Diatsol MFedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3

Deutsche Shell AG, Überseering 35,22284 Hamburg, Germany

Oil 9156

Table 4: Emulsifiable slushing oils

2013

-01-

22 -

de

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l


D010.000.023-13-0001 EN 7 (8)

Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration

BASFCarl-Bosch-Str.67063 Ludwigshafen,RheinDeutschland

Glysantin G 48Glysantin 9313Glysantin G 05

35%

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF, SF

BP, Britannic TowerMoor Lane,London EC2Y 9B, UK

Anti-frost X2270A

Deutsche Shell AGÜberseering 3522284 HamburgDeutschland

Glycoshell

Mobil Oil AGSteinstraße 520095 HamburgDeutschalnd

Frostschutz 500

Arteco, TechnologieparkZwijnaarde 2B-9052 Gent, Belgium

Havoline XLC

Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 5: Anti-freeze solutions with slushing properties

Engi

ne c

oolin

g w

ater

spe

cific

atio

nsD0

10.0

00.0

23-1

3-00

01Ge

nera

l

2013

-01-

22 -

de


8 (8) D010.000.023-13-0001 EN

Heavy fuel oil (HFO) specification

PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table 1, pro-viding the engine and fuel processing system have been designed accord-ingly. To ensure that the relationship between the fuel, spare parts andrepair / maintenance costs remains favorable at all times, the following pointsshould be observed.

Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table 1.The entries in the last column of Table 1 provide important background infor-mation and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Fig. 1. All qualities inthese specifications up to K700 can be used, providing the fuel preparationsystem has been designed accordingly. To use any fuels, which do not com-ply with these specifications (e.g. crude oil), consultation with Technical Serv-ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with amaximum density of 1,010 kg/m3 may only be used if up-to-date separatorsare installed.

Even though the fuel properties specified in the table entitled "The fuel speci-fication and corresponding properties for heavy fuel oil" satisfy the aboverequirements, they probably do not adequately define the ignition and com-bustion properties and the stability of the fuel. This means that the operatingbehaviour of the engine can depend on properties that are not defined in thespecification. This particularly applies to the oil property that causes forma-tion of deposits in the combustion chamber, injection system, gas ducts andexhaust gas system. A number of fuels have a tendency towards incompati-bility with lubricating oil which leads to deposits being formed in the fueldelivery pump that can block the pumps. It may therefore be necessary toexclude specific fuels that could cause problems.

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents

Origin/Refinery process

Specifications

Important

Blends

2011

-06-

21 -

de

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

MAN Diesel & Turbo 3.3.3

6680 3.3.3-01 EN 1 (12)

(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (and this has also been the experience of other manufacturers),this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.

Leak oil collectors that act as receptacles for leak oil, and also return andoverflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity

Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing

Flash point °C min. 60 Flash point(ASTM D 93)

Pour point (summer) max. 30 Low-temperature behaviour (ASTM D 97)

Pour point (winter) max. 30 Low-temperature behaviour (ASTM D 97)

Coke residue (Conrad-son)

Weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric acid corrosion

Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing

Water content Vol. % 0.5 Heavy fuel oil processing

Sediment (potential) Weight % 0.1

Aluminium and siliciumcontent (total)

mg/kg max. 60 Heavy fuel oil processing

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Used lubricating oil(ULO)

mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:

Ca > 30 ppm and Zn > 15ppm or Ca > 30 ppm and P >15 ppm.

Leak oil collector

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

2011

-06-

21 -

de

3.3.3 MAN Diesel & Turbo

2 (12) 6680 3.3.3-01 EN

Asphaltene content Weight % 2/3 of coke residue(according to Conradson)

Combustion properties

Sodium content mg/kg Sodium < 1/3 Vanadium,Sodium<100

Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. Itmust also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil

2011

-06-

21 -

de

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l


6680 3.3.3-01 EN 3 (12)

Figure 1: ISO 8217-2010 specification for heavy fuel oil

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

2011

-06-

21 -

de


4 (12) 6680 3.3.3-01 EN

Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)

2011

-06-

21 -

de

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l


6680 3.3.3-01 EN 5 (12)

Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.

Economic operation with heavy fuel oil within the limit values specified in thetable entitled "The fuel specification and corresponding properties for heavyfuel oil" is possible under normal operating conditions, provided the system isworking properly and regular maintenance is carried out. If these require-ments are not satisfied, shorter maintenance intervals, higher wear and agreater need for spare parts is to be expected. The required maintenanceintervals and operating results determine, which quality of heavy fuel oilshould be used.

It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of theengine must be observed. This is the only way to ensure efficient atomisationand mixture formation and therefore low-residue combustion. This also pre-vents mechanical overloading of the injection system. For the prescribedinjection viscosity and/or the required fuel oil temperature upstream of theengine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect. This must be taken intoaccount when designing and making adjustments to the cleaning system.

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavyfuel oil has a high concentration of foreign matter, or if fuels in accordancewith ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks willbe required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.

A separator is particularly suitable for separating material with a higher spe-cific density – water, foreign matter and sludge, for example. The separatorsmust be self-cleaning (i.e. the cleaning intervals must be triggered automati-cally).

Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

2011

-06-

21 -

de


6 (12) 6680 3.3.3-01 EN

Table "Achievable proportion of foreign matter and water (following separa-tion)" shows the prerequisites that must be met by the separator. These limitvalues are used by manufacturers as the basis for dimensioning the separa-tor and ensure compliance.

The manufacturer's specifications must be complied with to maximize thecleaning effect.

Application in ships and stationary use: parallel installation1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow

rate

Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' currentrecommendations (Alpha Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel should be consulted.

If processing is carried out in accordance with the MAN Diesel specificationsand the correct separators are chosen, it may be assumed that the resultsstated in the table entitled "Achievable proportion of foreign matter andwater" for inorganic foreign matter and water in the heavy fuel oil will be ach-ieved at the engine inlet.

Results obtained during operation in practiсe show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlubricating oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 µm < 20 mg/kg

Al+Si content -- < 15 mg/kg

Water content -- < 0.2 % by vol. %

Table 2: Achievable proportion of foreign matter and water (after separation)

It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.

Water

2011

-06-

21 -

de

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l


6680 3.3.3-01 EN 7 (12)

Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.

If the vanadium/sodium ratio is unfavorable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of the heavy fuel oil ash(also see "Additives for heavy fuel oils”).

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above chapter for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these are aluminium silicateparticles that cause a high degree of wear in the injection system and theengine. The aluminium content determined, multiplied by a factor of between5 and 8 (depending on the catalytic bond), is roughly the same as the pro-portion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

The pour point is the temperature at which the fuel is no longer flowable(pumpable). As the pour point of many low-viscosity heavy fuel oils is higherthan 0 °C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 °C abovethe pour point.

If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the tempera-ture is not at least 10 °C above the pour point, pump problems will occur.For more information, also refer to “Low-temperature behaviour(ASTM D 97)”.

If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injection

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

Combustion properties

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

2011

-06-

21 -

de


8 (12) 6680 3.3.3-01 EN

system is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see "Compatibility”).

Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be < 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel pistonengines.

The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished that this method is suitable for determining the approximate igni-tion quality of the heavy fuel oil used.

A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into a an instrument-specificcetane number (FIA-CN or EC). It has been established that in some cases,heavy fuel oils with a low FIA cetane number or ECN number can causeoperating problems.

As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. (Also see illustration entitled "Nomogram for determin-ing the CCAI – assigning the CCAI ranges to engine types").

Ignition quality

2011

-06-

21 -

de

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l


6680 3.3.3-01 EN 9 (12)

V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditionsD Density [in kg/m3] at 15° C B The ignition characteristics can

be poor and require adapting theengine or the operating condi-tions.

CCAI Calculated Carbon AromaticityIndex

C Problems identified may lead toengine damage, even after ashort period of operation.

1 Engine type 2 The CCAI is obtained from thestraight line through the densityand viscosity of the heavy fueloils.

Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to enginetypes

The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) - 81

The engine should be operated at the cooling water temperatures prescribedin the operating handbook for the relevant load. If the temperature of thecomponents that are exposed to acidic combustion products is below theacid dew point, acid corrosion can no longer be effectively prevented, even ifalkaline lubricating oil is used.

The BN values specified in Section 3.3.6 are sufficient, providing the qualityof lubricating oil and the engine's cooling system satisfy the requirements.

Sulphuric acid corrosion

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

2011

-06-

21 -

de


10 (12) 6680 3.3.3-01 EN

The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtainthe required quality or viscosity of heavy fuel oil, it is extremely important thatthe components are compatible (see "Compatibility").

MAN Diesel & Turbo SE engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.

The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.

Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below "Addi-tives for heavy fuel oils – classification/effects".

Precombustion additives ▪ Dispersing agents/stabil-isers

▪ Emulsion breakers

▪ Biocides

Combustion additives ▪ Combustion catalysts(fuel savings, emissions)

Post-combustion additives ▪ Ash modifiers (hot corro-sion)

▪ Soot removers (exhaust-gas system)

Table 3: Additives for heavy fuel oils – Classification/effects

From the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.

If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

Compatibility

Blending the heavy fuel oil

Additives for heavy fuel oils

Heavy fuel oils with lowsulphur content

2011

-06-

21 -

de

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l


6680 3.3.3-01 EN 11 (12)

TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. “Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.

Our department for fuels and lubricating oils (Augsburg factory, departmentEQC) will be pleased to provide further information on request.

We can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.

Sampling

Analysis of samples

Heav

y fu

el o

il (H

FO) s

peci

ficat

ion

6680

3.3

.3-0

1Ge

nera

l

2011

-06-

21 -

de


12 (12) 6680 3.3.3-01 EN

Diesel oil (MDO) specification

Marine diesel oilMarine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.

SpecificationThe suitability of fuel depends on the design of the engine and the availablecleaning options, as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2010 standard asthe basis. The properties have been specified using the stated test proce-dures.

Properties Unit Testing method Designation

ISO-F specification DMB

Density at 15 °C kg/m3 ISO 3675 900

Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2,0< 11 *

Pour point (winter quality) °C ISO 3016 < 0

Pour point (summer quality) °C < 6

Flash point (Pensky Martens) °C ISO 2719 > 60

Total sediment content % by weight ISO CD 10307 0.10

Water content % by vol. ISO 3733 < 0.3

Sulphur content % by weight ISO 8754 < 2.0

Ash content % by weight ISO 6245 < 0.01

Carbon residue (MCR) % by weight ISO CD 10370 < 0.30

Cetane number or cetane index - ISO 5165 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid value mg KOH/g ASTM D664 < 0.5

Oxidation resistance g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Copper strip test - ISO 2160 < 1

Other specifications:

British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 Nr. 2

Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.

Other designations

Origin

2012

-03-

21 -

de

Dies

el o

il (M

DO) s

peci

ficat

ion

6680

3.3

.2-0

1Ge

nera

l


6680 3.3.2-01 EN 1 (2)

Additional informationDuring transshipment and transfer, MDO is handled in the same manner asresidual oil. This means that it is possible for the oil to be mixed with high-viscosity fuel or heavy fuel oil – with the remnants of these types of fuels inthe bunker ship, for example – that could significantly impair the properties ofthe oil.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.

Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

Solid foreign matter increase mechanical wear and formation of ash in thecylinder space.

We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.


AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.

Lubricity

Dies

el o

il (M

DO) s

peci

ficat

ion

6680

3.3

.2-0

1Ge

nera

l

2012

-03-

21 -

de


2 (2) 6680 3.3.2-01 EN

Gas oil / diesel oil (MGO) specification

Diesel oilGas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain anyresidual materials.

Military specificationDiesel oils that satisfy specification F-75 or F-76 may be used.

SpecificationThe suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).

The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standardshave been extensively used as the basis when defining these properties. Theproperties correspond to the test procedures stated.

Properties Unit Test procedure Typical value

Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity at 40 °Cmm2/s (cSt) ISO 3104

≥ 2≤ 6.0

Filterability*

in summer andin winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -12

Flash point in closed cup °C ISO 2719 ≥ 60

Sediment content (extraction method) weight % ISO 3735 ≤ 0.01

Water content Vol. % ISO 3733 ≤ 0.05

Sulphur content

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Cetane number or cetane index - ISO 5165 ≥ 40

Copper strip test - ISO 2160 ≤ 1

Other specifications:

British Standard BS MA 100-1987 M1

ASTM D 975 1D/2D

Table 1: Diesel fuel (MGO) – properties that must be complied with.

Other designations

2011

-07-

06 -

de

Gas

oil /

die

sel o

il (M

GO) s

peci

ficat

ion

6680

3.3

.1-0

1Ge

nera

l


6680 3.3.1-01 EN 1 (2)

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determiningthe cloud point in accordance with ISO 3015

Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.

To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 °C.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.



Use of diesel oil

Viscosity

Lubricity

Gas

oil /

die

sel o

il (M

GO) s

peci

ficat

ion

6680

3.3

.1-0

1Ge

nera

l

2011

-07-

06 -

de


2 (2) 6680 3.3.1-01 EN

Bio fuel specification

BiofuelBiodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat

Biofuel is derived from oil plants or old cooking oil.

ProvisionTransesterified and non-transesterified vegetable oils can be used.

Transesterified biofuels (biodiesel, FAME) must comply with the standard EN14214.

Non-transesterified biofuels must comply with the specifications listed inTable 1.

These specifications are based on experience to d/ate. As this experience islimited, these must be regarded as recommended specifications that can beadapted if necessary. If future experience shows that these specifications aretoo strict, or not strict enough, they can be modified accordingly to ensuresafe and reliable operation.

When operating with bio-fuels, lubricating oil that would also be suitable foroperation with diesel oil (see Sheet 3.3.5) must be used.

Properties/Characteristics Unit Test method

Density at 15 °C 900 - 930 kg/m3 DIN EN ISO 3675,EN ISO 12185

Flash point > 60 °C DIN EN 22719

lower calorific value > 35 MJ/kg(typical: 37 MJ/kg)

DIN 51900-3

Viscosity/50 °C < 40 cSt (corresponds to a viscos-ity/40 °C of < 60 cSt)

DIN EN ISO 3104

Cetane number > 40 FIA

Coke residue < 0.4% DIN EN ISO 10370

Sediment content < 200 ppm DIN EN 12662

Oxidation stability (110 °C) > 5 h ISO 6886

Phosphorous content < 15 ppm ASTM D3231

Na and K content < 15 ppm DIN 51797-3

Ash content < 0.01% DIN EN ISO 6245

Water content < 0.5% EN ISO 12537

Iodine number < 125g/100g DIN EN 14111

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper-ature in the fuel system

EN 116

Table 1: Non-transesterified bio-fuel - Specifications

Other designations

Origin

2011

-03-

25 -

de

Bio

fuel

spe

cific

atio

n66

80 3

.3.1

-02

Gene

ral


6680 3.3.1-02 EN 1 (2)



Bio

fuel

spe

cific

atio

n66

80 3

.3.1

-02

Gene

ral

2011

-03-

25 -

de


2 (2) 6680 3.3.1-02 EN

Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis andthe viscosity is shown on the vertical axis.

The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 °C.

Determining the viscosity-temperature curve and the required preheating temperaturePrescribed injection viscosityin mm²/s

Required temperature of heavy fuel oilat engine inlet* in °C

≥ 12 126 (line c)

≤ 14 119 (line d)

Table 1: Determining the viscosity-temperature curve and the required preheatingtemperature

Example: Heavy fuel oil with180 mm²/s at 50 °C

2011

-03-

25 -

de

Visc

osity

-tem

pera

ture

dia

gram

(VT

diag

ram

)Vi

scos

ity-t

empe

ratu

re d

iagr

am (V

T di

agra

m)

Gene

ral


6680 3.3.4-01 EN 1 (2)

* With these figures, the temperature drop between the last preheatingdevice and the fuel injection pump is not taken into account.

A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosityof 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity offuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using arecent state-of-the-art preheating device with 8 bar saturated steam. Athigher temperatures there is a risk of residues forming in the preheating sys-tem – this leads to a reduction in heating output and thermal overloading ofthe heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.

The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 °C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.

The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1 000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil. The bunker facility must be designed soas to allow the heavy fuel oil to be heated to roughly 10 C above the pourpoint.

ViscosityThe viscosity of gas oil or diesel oil (marine diesel oil) upstream of theengine must be at least 1.9 mm2/s. If the viscosity is too low, this maycause seizing of the pump plunger or nozzle needle valves as a resultof insufficient lubrication.

This can be avoided by monitoring the temperature of the fuel. Although themaximum permissible temperature depends on the viscosity of the fuel, itmust never exceed the following values:

▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and

▪ 60 °C at the most with MDO (DMC).

A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service ofMAN Diesel & Turbo SE in Augsburg.

Visc

osity

-tem

pera

ture

dia

gram

(VT

diag

ram

)Vi

scos

ity-t

empe

ratu

re d

iagr

am (V

T di

agra

m)

Gene

ral

2011

-03-

25 -

de


2 (2) 6680 3.3.4-01 EN

Specifications for intake air (combustion air)

GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the power output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

Exhaust turbochargers for marine engines are equipped with silencersenclosed by a filter mat as a standard. The quality class (filter class) of thefilter mat corresponds to the G3 quality in accordance with EN 779.

RequirementsFuel oil engines: As minimum, inlet air (combustion air) must be cleaned in afilter of the G3 class as per EN779. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)must be cleaned in a filter of the G3 class as per EN779. Gas engines ordual-fuel engines must only be equipped with a dry filter. Oil bath filters arenot permitted because they enrich the inlet air with oil mist. This is not per-missible for gas operated engines. For engine operation in the environmentwith a risk of higher inlet air contamination (e.g. due to sand storms, due toloading the grain crops cargo vessels or in the surroundings of cementplants) additional measures must be taken.

In general, the following applies: The concentration downstream of the air fil-ter and/or upstream of the turbocharger inlet must not exceed the followinglimit values.

Properties Typical value Unit *

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1

* One Nm3 corresponds to one cubic meter ofgas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed

2013

-02-

04 -

de

Spec

ifica

tions

for i

ntak

e ai

r (co

mbu

stio

n ai

r)Sp

ecifi

catio

ns fo

r int

ake

air (

com

bust

ion

air)

Gene

ral


D010.000.023-17-0001 EN 1 (2)

Intake air shall not contain any flammable gasesIntake air shall not contain any flammable gases. Make sure that thecombustion air is not explosive.

Spec

ifica

tions

for i

ntak

e ai

r (co

mbu

stio

n ai

r)Sp

ecifi

catio

ns fo

r int

ake

air (

com

bust

ion

air)

Gene

ral

2013

-02-

04 -

de


2 (2) D010.000.023-17-0001 EN

man diesel l28/32a-vo

Documents