S42MC Mk 6 Project Guide

Two-stroke Engines

This book describes the general technical features of the S42MC engine, including
some optional features and/or equipment.
As differences may appear in the individual suppliers extent of delivery, please
contact the relevant engine supplier for a confirmation of the actual execution and
extent of delivery.
A List of Updates will be updated continuously. Please ask for the latest issue, to
be sure that your Project Guide is fully up to date.
The List of Updates is also available on the internet at http:\\www.manbw.dk under
the section library.
This Project Guide is also available on a CD ROM.

2nd Edition
April 1999

MAN B&W Diesel A/S

S42MC Project Guide

The engine types of the MC programme are identified by the following letters and figures:

42

MC

Mk 7
Mark: engine version
Engine programme

Diameter of piston in cm

Stroke/bore ratio

Super long stroke approximately 3.8

Long stroke

approximately 3.2

K Short stroke

approximately 2.8

Number of cylinders

178 40 54-8.0

Fig.1.01: Engine type designation

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Power

L1

L3
S42MC
Bore:
420 mm
Stroke: 1764 mm

L2
L4

Speed

Power and speed

Engine speed
Layout

Mean
effective
pressure

Power

kW
BHP

Number of cylinders

r/min

bar

L1

136

19.5

4320
5880

5400
7350

6480 7560 8640 9720 10800 11880 12960

8820 10290 17160 13230 14700 16170 17640

L2

136

15.6

3460
4700

4325
5875

5190
7050

6055
8225

6920 7785 8650 9515 10380

9400 10575 11750 12925 14100

L3

115

19.5

3660
4960

4575
6200

5490
7440

6405
8680

7320 8235 9150 10065 10980

9920 11160 12400 13640 14880

L4

115

15.6

2920
3980

3650
4975

4380
5970

5110
6965

5840
7960

6570
8955

10

11

12

7300 8030 8760

9950 10945 11940

Fuel and lubricating oil consumption

Specific fuel oil
consumption

g/kWh
g/BHPh

At load
Layout point

100%

80%

L1

177
130

175
129

L2

171
126

170
125

L3

177
130

175
129

L4

171
126

170
125

Lubricating oil consumption

System oil
Approximate
kg/cyl. 24 hours

Cylinder oil
g/kWh
g/BHPh

1.1-1.6
0.8-1.2

178 40 51-2.0

Fig. 1.02: Power, speed and SFOC

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Engine Power Range and Fuel Consumption

Engine Power

Specific fuel oil consumption (SFOC)

The table contains data regarding the engine power,

speed and specific fuel oil consumption of the engine.

Specific fuel oil consumption values refer to brake

power, and the following reference conditions:

Engine power is specified in BHP and kW, in

rounded figures, for each cylinder number and layout points L1, L2, L3 and L4:
L1 designates nominal maximum continuous rating
(nominal MCR), at 100% engine power and 100%
engine speed.
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy reference. The mean effective pressure is:

bar
kp/cm2

L1 - L3

L2 - L4

19.5
19.9

15.6
15.9

Overload corresponds to 110% of the power at

MCR, and may be permitted for a limited period of
one hour every 12 hours.
The engine power figures given in the tables remain
valid up to tropical conditions at sea level, i.e.:
Tropical conditions:
Blower inlet temperature . . . . . . . . . . . . . . . . 45 C
Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar
Seawater temperature . . . . . . . . . . . . . . . . . . 32 C

ISO 3046/1-1986:
Blower inlet temperature . . . . . . . . . . . . . . . . 25 C
Blower inlet pressure . . . . . . . . . . . . . . 1000 mbar
Charge air coolant temperature . . . . . . . . . . . 25 C
Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg
(10,200 kcal/kg)
Although the engine will develop the power specified up to tropical ambient conditions, specific fuel
oil consumption varies with ambient conditions and
fuel oil lower calorific value. For calculation of these
changes, see the following pages.

SFOC guarantee
The figures given in this project guide represent the
values obtained when the engine and turbocharger
are matched with a view to obtaining the lowest
possible SFOC values and fulfilling the IMO N0x
emission limitations.
The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination), this being the one in which the engine is optimised. The guarantee is given with a margin of 5%.
As SFOC and N0x are interrelated parameters, an
engine offered without fulfilling the IMO N0x limitations is subject to a tolerance of only 3% of the
SFOC.

Lubricating oil data

The cylinder oil consumption figures stated in the
tables are valid under normal conditions. During
running-in periodes and under special conditions,
feed rates of up to 1.5 times the stated values
should be used.

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178 43 04-2.0

Fig. 1.03: Performance curve

430 100 500

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1 Description of Engine
The engines built by our licensees are in accordance
with MAN B&W drawings and standards. In a few
cases, some local standards may be applied; however, all spare parts are interchangeable with MAN
B&W designed parts. Some other components can
differ from MAN B&Ws design because of production facilities or the application of local standard
components.

Thrust Bearing

In the following, reference is made to the item numbers specified in the Extent of Delivery (EOD)
forms, both for the basic delivery extent and for any
options mentioned.

The propeller thrust is transferred through the thrust

collar, the segments, and the bedplate, to the engine seating and end chocks. The thrust bearing is
lubricated by the engines main lubricating oil system.

The chain drive and the thrust bearing are located in

the aft end. The thrust bearing is of the B&W-Michell
type, and consists, primarily, of a thrust collar on the
crankshaft, a bearing support, and segments of
steel with white metal. The thrust shaft is thus an integrated part of the crankshaft.

Bedplate and Main Bearing

Turning Gear and Turning Wheel

The bedplate is made in one part with the chain drive

placed at the thrust bearing in the aft end on 4 to 9
cylinder engines and in the centre of the engine for
10-12 cylinder engines. The bedplate consists of
high, welded, longitudinal girders and welded cross
girders with cast steel bearing supports.

The turning wheel has cylindrical teeth and is fitted

to the thrust shaft. The turning wheel is driven by a
pinion on the terminal shaft of the turning gear,
which is mounted on the bedplate.
The turning gear is driven by an electric motor with
built-in gear and belt drive with brake. The electric
motor is provided with insulation class B and enclosure IP44. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged. Engagement
and disengagement of the turning gear is effected
manually by an axial movement of the pinion.

For fitting to the engine seating, long, elastic holding-down bolts, and hydraulic tightening tools, can
be supplied as an option: 4 82 602 and 4 82 635, respectively.
The bedplate is made without taper if mounted on
epoxy chocks (4 82 102), or with taper 1:100, if
mounted on cast iron chocks, option 4 82 101.

A control device for turning gear, consisting of

starter and manual remote control box, with 15 meters of cable, can be ordered as an option: 4 80 601.

The oil pan, which is made of steel plate and is

welded to the bedplate, collects the return oil from
the forced lubricating and cooling oil system. The oil
outlets from the oil pan are normally vertical (4 40
101) and are provided with gratings.

Frame Box
The frame box can be of welded or cast design in
one or more parts depending on the production
facilities. On the exhaust side, it is provided with relief valves for each cylinder while, on the camhaft
side, it is provided with a large hinged door for each
cylinder.

Horizontal outlets at both ends can be arranged as

an option: 4 40 102, to be confirmed by the engine
maker.
The main bearings consist of thin walled steel shells
lined with bearing metal. The bottom shell can, by
means of special tools, and hydraulic tools for lifting
the crankshaft, be rotated out and in. The shells are
kept in position by a bearing cap.

The crosshead guides are integrated in the frame

box.

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The cylinder cover is attached to the cylinder frame
with 8 studs and nuts tightened by hydraulic jacks.

The frame box is attached to the bedplate with

screws. The frame box, bedplate and cylinder frame
are tightened together by stay bolts.

Exhaust Valve and Valve Gear

Cylinder Frame, Cylinder Liner and
Stuffing Box

The exhaust valve consists of a valve housing and a

valve spindle. The valve housing is of cast iron and
arranged for water cooling. The housing is provided
with a bottom piece of steel with hardfacing metal
welded onto the seat. The bottom piece is water
cooled. The spindle is made of heat resistant steel
with hardfacing metal welded onto the seat. The
housing is provided with a spindle guide.

The cylinder frame is cast in one or more pieces with

integrated camshaft frame and the chain drive at the
aft end. It is made of cast iron and is attached to the
frame box with screws. The cylinder frame is provided with access covers for cleaning the scavenge
<%-2>air space and for inspection of scavenge
ports and piston rings from the camshaft side. Together with the cylinder liner it forms the scavenge
air space.

The exhaust valve is tightened to the cylinder cover

with studs and nuts. The exhuast valve is opened
hydraulically and closed by means of air pressure. In
operation, the valve spindle slowly rotates, driven
by the exhaust gas acting on small vanes fixed to the
spindle. The hydraulic system consists of a piston
pump mounted on the roller guide housing, a
high-pressure pipe, and a working cylinder on the
exhaust valve. The piston pump is activated by a
cam on the camshaft.

The cylinder frame has ducts for piston cooling oil

inlet. The scavenge air receiver, chain drive,
turbocharger, air cooler box and gallery brackets
are located at the cylinder frame. Furthermore, the
supply pipe for the piston cooling oil and lubricating
oil is attached to the cylinder frame. At the bottom of
the cylinder frame there is a piston rod stuffing box,
which is provided with sealing rings for scavenge
air, and with oil scraper rings which prevent oil from
coming up into the scavenge air space.

Air sealing of the exhaust valve spindle guide is

provided.

Drains from the scavenge air space and the piston

rod stuffing box are located at the bottom of the cylinder frame.

Fuel Valves, Starting Valve,

Safety Valve and Indicator Valve
Each cylinder cover is equipped with two fuel
valves, one starting valve, one safety valve, and one
indicator valve. The opening of the fuel valves is
controlled by the fuel oil high pressure created by
the fuel pumps, and the valve is closed by a spring.

The cylinder liner is made of alloyed cast iron and is

suspended in the cylinder frame by means of a low
situated flange. The uppermost part of the liner is
surrounded by a cast iron cooling jacket. The cylinder liner has scavenge ports and drilled holes for
cylinder lubrication.

An automatic vent slide allows circulation of fuel oil

through the valve and high pressure pipes, and prevents the compression chamber from being filled up
with fuel oil in the event that the valve spindle is
sticking when the engine is stopped. Oil from the
vent slide and other drains is led away in a closed
system.

The camshaft is embedded in bearing shells lined

with white metal in the camshaft frame.

Cylinder Cover
The cylinder cover is of forged steel, made in one
piece, and has bores for cooling water. It has a central bore for the exhaust valve and bores for two fuel
valves, safety valve, starting valve and indicator
valve.

The starting valve is opened by control air from the

starting air distributor and is closed by a spring.
The safety valve is spring-loaded.

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5 and 6-cylinder engines are equipped with an axial
vibration monitor (4 31 117).

Indicator Drive
In its basic execution, the engine is fitted with an indicator drive.

Plants equipped with Power Take Off at the fore end

are also to be equipped with the axial vibration monitor, option: 4 31 116.

The indicator drive consists of a cam fitted on the

camshaft and a spring-loaded spindle with roller
which moves up and down, corresponding to the
movement of the piston within the engine cylinder.
At the top, the spindle has an eye to which the indicator cord is fastened after the indicator has been
mounted on the indicator valve.

Connecting Rod
The connecting rod is made of forged or cast steel
and provided with bearing caps for the crosshead
and crankpin bearings.
The crosshead and crankpin bearing caps are secured to the connecting rod by studs and nuts
which are tightened by hydraulic jacks.

Crankshaft
The crankshaft is of the semi-built type. The
semi-built type is made from forged or cast steel
throws. The crankshaft incorporates the thrust
shaft.

The crosshead bearing consists of a set of

thin-walled steel shells, lined with bearing metal.
The crosshead bearing cap is in one piece, with an
angular cut-out for the piston rod.

At the aft end, the crankshaft is provided with a

flange for the turning wheel and for coupling to the
intermediate shaft.

The crankpin bearing is provided with thin-walled

steel shells, lined with bearing metal. Lub. oil is supplied through ducts in the crosshead and connecting rod.

At the front end, the crankshaft is fitted with a flange

for the fitting of a tuning wheel and/or counterweights for balancing purposes, if needed. The
flange can also be used for a power take-off, if so
desired. The power take-off can be supplied at extra
cost,
option: 4 85 000.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and piston
skirt. The piston crown is made of heat-resistant
steel and has four ring grooves which are
hard-chrome plated on both the upper and lower
surfaces of the grooves. The piston crown is with
high topland, i.e. the distance between the piston
top and the upper piston ring has been increased.

Coupling bolts and nuts for joining the crankshaft

together with the intermediate shaft are not normally
supplied. These can be ordered as an option: 4 30
602.

The upper piston ring is a CPR type (Controlled

Pressure Releif) whereas the other three piston rings
are with an oblique cut, the two uppermost piston
rings are higher than the lower ones.

Axial Vibration Damper

The engine is fitted with an axial vibration damper,
which is mounted on the fore end of the crankshaft.
The damper consists of a piston and a split-type
housing located forward of the foremost main bearing. The piston is made as an integrated collar on the
main journal, and the housing is fixed to the main
bearing support. A mechanical device for check of
the functioning of the vibration damper is fitted.

The piston skirt is of cast iron.

The piston rod is of forged steel and is surface-hardened on the running surface for the stuffing box. The piston rod is connected to the
crosshead with four screws. The piston rod has a

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central bore which, in conjunction with a cooling oil

pipe, forms the inlet and outlet for cooling oil.

Chain Drive

The crosshead is of forged steel and is provided

with cast steel guide shoes with white metal on the
running surface.

The camshaft is driven from the crankshaft by two

chains. The chain wheel is bolted on to the side of
the thrust collar. The chain drive is provided with a
chain tightener and guide bars to support the long
chain lengths.

The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the top of the guide shoes.

Reversing
Reversing of the engine takes place by means of an
angular displaceable roller in the driving mechanism
for the fuel pump of each engine cylinder. The reversing mechanism is activated and controlled by
compressed air supplied to the engine.

Fuel Pump and Fuel Oil

High-Pressure Pipes
The engine is provided with one fuel pump for each
cylinder. The fuel pump consists of a pump housing
of nodular cast iron, a centrally placed pump barrel,
and plunger of nitrated steel. In order to prevent fuel
oil from being mixed with the lubricating oil, the
pump actuator is provided with a sealing arrangement.

The exhaust valve gear is not reversible.

Tuning Wheel/Torsional Vibration

Damper

The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger by
means of a toothed rack connected to the regulating
mechanism.

A tuning wheel (option: 4 31 101) or torsional vibration damper (option: 4 31 105) is to be ordered
seperately based upon the final torsional vibration
calculations. All shaft and propeller data are to be
forwarded by the yard to the engine builder, see
chapter 7.

In the basic design the adjustment of the pump lead

is effected by inserting shims between the top cover
and the pump housing.
The fuel oil pumps are provided with a puncture
valve, which prevents high pressure from building
up during normal stopping and shut down.

Governor
For conventional installations the engine speed is
controlled by a mechanical/hydraulic Woodward
governor type PGA200

The fuel oil high-pressure pipes are equipped with

protective hoses and are kept heated by the circulating fuel oil.

The engine can be provided with an electronic/mechanical governor of a make approved by MAN
B&W Diesel A/S, i.e.:

Camshaft and Cams

Lyngs Marine A/S
type EGS 2000. . . . . . . . . . . . . . . option: 4 65 172
Kongsborg Norcontrol Automation A/S
type DGS 8800e . . . . . . . . . . . . . option: 4 65 174
Siemens
type SIMOS SPC 55 . . . . . . . . . . option: 4 65 177

The camshaft is made in one or two pieces depending on the number of cylinders, with fuel cams, exhaust cams, indicator cams, thrust disc and chain
wheel shrunk onto the shaft.
The exhaust cams and fuel cams are of steel, with a
hardened roller race. They can be adjusted and dismantled hydraulically.

The speed setting of the actuator is determined by

an electronic signal from the electronic governor
based on the position of the main engine regulating

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Reversing is effected by moving the speed control
handle from Stop to Start astern position. Control air then moves the starting air distributor and,
through an air cylinder, the displaceable roller in the
driving mechanism for the fuel pump, to the Astern
position.

handle. The actuator is connected to the fuel regulating shaft by means of a mechanical linkage.

Cylinder Lubricators
The engine is equipped with cylinder lubricators
mounted on the fore end of the cylinder frame.

The engine is provided with a side mounted emergency control console and instrument panel.

The lubricators have a built-in capability to adjust

the oil quantity. They are of the Sight Feed Lubricator type and are provided with a sight glass for each
lubricating point. The oil is led to the lubricator
through a pipe system from an elevated tank (Yards
supply).

Gallery Arrangement
The engine is provided with gallery brackets, stanchions, railings and platforms (exclusive of ladders).
The brackets are placed at such a height that the
best possible overhauling and inspection conditions
are achieved. Some main pipes of the engine are
suspended from the gallery brackets, and the upper
gallery platform on the camshaft side is provided
with overhauling holes for piston. The number of
holes depends on the number of cylinders.

Once adjusted, the lubricators will basically have a

cylinder oil feed rate proportional to the engine revolutions. No-flow and level alarm devices are included. The Load Change Dependent system will
automatically increase the oil feed rate in case of a
sudden change in engine load, for instance during
manoeuvring or rough sea conditions.

The engine is prepared for top bracings on the exhaust side (4 83 110), or on the camshaft side (option: 4 83 111).

The lubricators are equipped with electric heating of

cylinder lubricator.
As an alternative to the speed dependent lubricator,
a speed and mean effective pressure (MEP) dependent lubricator can be fitted , option: 4 42 113
which is frequently used on plants with controllable
pitch propeller.

Scavenge Air System

The air intake to the turbocharger takes place directly from the engine room through the intake silencer of the turbocharger. From the turbocharger,
the air is led via the charging air pipe, air cooler and
scavenge air receiver to the scavenge ports of the
cylinder liners. The charging air pipe between the
turbocharger and the air cooler is provided with a
compensator and is heat insulated on the outside.
See chapter 6.09.

Manoeuvring System (prepared for

Bridge Control)
The engine is provided with a pneumatic/electric
manoeuvring and fuel oil regulating system. The
system transmits orders from the separate manoeuvring console to the engine.

Exhaust Turbocharger
The regulating system makes it possible to start,
stop, and reverse the engine and to control the engine speed. The speed control handle on the manoeuvring console gives a speed-setting signal to
the governor, dependent on the desired number of
revolutions. At a shut down function, the fuel injection is stopped by activating the puncture valves in
the fuel pumps, independent of the speed control
handles position.

The engine can be fitted with MAN B&W (4 59 101)

ABB (4 59 102) or Mitsubishi (4 59 103)
turbochargers arranged on the aft end of the engine
for 4-9 cylinder engines and on the exhaust side for
10-12 cylinder engines.

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Alternatively, on this engine type the turbocharger

can be located on the exhaust side of the engine,
option: 4 59 123.

The exhaust gas receiver and exhaust pipes are

provided with insulation, covered by galvanized
steel plating.

The turbocharger is provided with:

There is a protective grating between the exhaust

gas receiver and the turbocharger.

a) Equipment for water washing of the

compressor side

After the turbocharger, the gas is led via the exhaust

gas outlet transition piece, option: 4 60 601 and a
compensator, option: 4 60 610 to the external exhaust pipe system, which is yards supply. See also
chapter 6.10.

b) Equipment for dry cleaning of the turbine side

c) Water washing on the turbine side is mounted
for the MAN B&W and ABB turbochargers.

Auxiliary Blower

The gas outlet can be 15/30/45/60/75/90 from

vertical, away from the engine. See either of options
4 59 301-309. The turbocharger is equipped with an
electronic tacho system with pick-ups, converter
and indicator for mounting in the engine control
room.

The engine is provided with two electrically-driven

blowers (4 55 150). The suction side of the blowers
is connected to the scavenge air space after the air
cooler.
Between the air cooler and the scavenge air receiver, non-return valves are fitted which automatically close when the auxiliary blowers supply the
air.

Scavenge Air Cooler

The engine is fitted with an air cooler of the
mono-block design for a seawater cooling system
of 2.0-2.5 bar working pressure (4 54 130) or central
cooling with freshwater of maximum 4.5 bar working pressure, option: 4 54 132.

Both auxiliary blowers will start operating before the

engine is started and will ensure sufficient scavenge
air pressure to obtain a safe start.
During operation of the engine, both auxiliary blowers will start automatically each time the engine load
is reduced to about 30-40%, and they will continue
operating until the load again exceeds approximately 40-50%.

The end covers are of coated cast iron (4 54 150), or

alternatively of bronze, option: 4 54 151
Cleaning is to be carried out only when the engine is
stopped by dismantling the cooler element.

In cases where one of the auxiliary blowers is out of

service, the other auxiliary blower will automatically
compensate without any manual readjustment of
the valves, thus avoiding any engine load reduction.
This is achieved by the automatically working
non-return valves in the suction pipe of the blowers.

A water mist catcher of the through-flow type is located in the air chamber after the air cooler.

Exhaust Gas System

From the exhaust valves, the gas is led to the exhaust gas receiver where the fluctuating pressure
from the individual cylinders is equalised, and the
total volume of gas led further on to the
turbocharger at a constant pressure.

The electric motors are of the totally enclosed, fan

cooled, single speed type, with insulation min. class
B and enclosure minimum IP44.
The electrical control panel and starters for two
auxiliary blowers can be delivered as an option:
4 55 650.

Compensators are fitted between the exhaust

valves and the receiver, and between the receiver
and the turbocharger.

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Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or
Electrical tracing . . . . . . . . . . . option: 4 35 111, or
Thermal oil tracing . . . . . . . . . . . . option: 4 35 112

Piping Arrangements
The engine is delivered with piping arrangements for:

The drain pipe is heated by fresh cooling water.

Fuel oil
Heating of fuel oil pipes
Lubricating and piston cooling oil pipes
Cylinder lubricating oil
Lubricating of turbocharger
Sea cooling water
Jacket cooling water
Cleaning of turbocharger
Fire extinguishing for scavenge air space
Starting air
Control air
Safety air
Oil mist detector.

The above heating pipes are normally delivered

without insulation, (4 35 120). If the engine is to be
transported as one unit, insulation can be mounted
as an option: 4 35 121.
The engines external pipe connections are in accordance with DIN and ISO standards.

All piping arrangements are made of steel piping,

except the control air, safety air and steam heating
of fuel pipes which are made of copper.
The pipes for sea cooling water to the air cooler are of:
Galvanised steel 4 45 130, or
Thick-walled, galvanised steel option 4 45 131, or
Aluminium brass option 4 45 132, or
Copper nickel option 4 45 133.

In the case of central cooling, the pipes for freshwater to the air cooler are of steel.
The pipes are provided with sockets for standard instruments, alarm and safety equipment and, furthermore, with a number of sockets for supplementary
signal equipment and supplementary remote instruments.
The inlet and return fuel oil pipes (except branch
pipes) are heated with:

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178 43 09-1.0

Fig. 1.04: Engine cross section

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2 Engine Layout and Load Diagrams

Introduction
The effective brake power Pb of a diesel engine is
proportional to the mean effective pressure pe and
engine speed n, i.e. when using c as a constant:
Pb = c x pe x n
so, for constant mep, the power is proportional to
the speed:

178 05 40-3.0

Fig. 2.01b: Power function curves in logarithmic scales

Pb = c x n1 (for constant mep)

Thus, propeller curves will be parallel to lines having
the inclination i = 3, and lines with constant mep will
be parallel to lines with the inclination i = 1.

When running with a Fixed Pitch Propeller (FPP), the

power may be expressed according to the propeller
law as:

Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are
used, making simple diagrams with straight lines.

Pb = c x n3 (propeller law)
Thus, for the above examples, the brake power Pb
may be expressed as a power function of the speed
n to the power of i, i.e.:

Propulsion and Engine Running Points

Pb = c x n

Propeller curve

Fig. 2.01a shows the relationship for the linear functions, y = ax + b, using linear scales.

The relation between power and propeller speed for

a fixed pitch propeller is as mentioned above described by means of the prepeller law, i.e. the third
power curve:

The power functions Pb = c x n , see Fig. 2.01b, will

be linear functions when using logarithmic scales.
log (Pb) = i x log (n) + log (c)

Pb = c x n3 , in which:
Pb = engine power for propulsion
n = propeller speed
c = constant

Propeller design point

Normally, estimations of the necessary propeller
power and speed are based on theoretical calculations for loaded ship, and often experimental tank
tests, both assuming optimum operating conditions, i.e. a clean hull and good weather. The combination of speed and power obtained may be called
the ships propeller design point (PD), placed on the

178 05 40-3.0

Fig. 2.01a: Straight lines in linear scales

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light running propeller curve 6. See Fig. 2.02. On the

other hand, some shipyards, and/or propeller manufacturers sometimes use a propeller design point
(PD) that incorporates all or part of the so-called
sea margin described below.

If, at the same time the weather is bad, with head

winds, the ships resistance may increase compared to operating at calm weather conditions.
When determining the necessary engine power, it is
normal practice to add an extra power margin, the
so-called sea margin, which is traditionally about
15% of the propeller design (PD) power.

Fouled hull, sea margin and heavy propeller

When determining the necessary engine speed considering the influence of a heavy running propeller
for operating at large extra ship resistance, it is recommended - compared to the clean hull and calm
weather propeller curve 6 - to choose a heavier propeller curve 2, and the propeller curve for clean hull
and calm weather curve 6 will be said to represent a
light running (LR) propeller.
Compared to the heavy engine layout curve two we
recommend to use a light running of 3.0-7.0% for
design of the propeller.
Line 2 Propulsion curve, fouled hull and heavy
weather (heavy running), recommended for engine layout

Continuous service rating (S)

The Continuous service rating is the power at which
the engine is normally assumed to operate, and
point S is identical to the service propulsion point
(SP) unless a main engine driven shaft generator is
installed.

Line 6 Propulsion curve, clean hull and calm weather

(light running), for propeller layout
MP

Specified MCR for propulsion

SP

Continuous service rating for propulsion

PD

Propeller design point

HR

Heavy running

LR

Light running

Engine margin
178 05 41-5.3

Besides the sea margin, a so-called engine margin of some 10% is frequently added. The corresponding point is called the specified MCR for propulsion (MP), and refers to the fact that the power
for point SP is 10% lower than for point MP. Point
MP is identical to the engines specified MCR point
(M) unless a main engine driven shaft generator is installed. In such a case, the extra power demand of
the shaft generator must also be considered.

Fig. 2.02: Ship propulsion running points and engine layout

When the ship has sailed for some time, the hull and
propeller become fouled and the hulls resistance
will increase. Consequently, the ship speed will be
reduced unless the engine delivers more power to
the propeller, i.e. the propeller will be further loaded
and will be heavy running (HR).
As modern vessels with a relatively high service
speed are prepared with very smooth propeller and
hull surfaces, the fouling after sea trial, therefore,
will involve a relativly high resistance and thereby a
heavier running propeller.

Note:
Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the propeller refers to hull and propeller deterioration and
heavy weather and, sea margin i.e. extra power to
the propeller, refers to the influence of the wind and
the sea. . However, the degree of light running must

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be decided upon experience from the actual trade

and hull design.

Optimising point (O) = specified MCR (M)

This engine type is not fitted with VIT fuel pumps, so
the specified MCR power is the power for which the
engine is optimised - point M coincides normally
with point O.

Constant ship speed lines

The constant ship speed lines , are shown at the
very top of Fig. 2.02, indicating the power required
at various propeller speeds in order to keep the
same ship speed, provided that, for each ship

The optimising point O is the rating at which the

turbocharger is matched, and at which the engine
timing and compression ratio are adjusted.

Engine Layout Diagram

Load Diagram
An engines layout diagram is limited by two constant mean effective pressure (mep) lines L1-L3 and
L2-L4, and by two constant engine speed lines L1-L2
and L3-L4, see Fig. 2.02. The L1 point refers to the
engines nominal maximum continuous rating.

Definitions
The load diagram, Fig. 2.03, defines the power and
speed limits for continuous as well as overload operation of an installed engine having an optimising
point O and a specified MCR point M that confirms
the ships specification.

Within the layout area there is full freedom to select

the engines specified MCR point M which suits the
demand of propeller power and speed for the ship.
On the horizontal axis the engine speed and on the
vertical axis the engine power are shown in percentage scales. The scales are logarithmic which means
that, in this diagram, power function curves like propeller curves (3rd power), constant mean effective
pressure curves (1st power) and constant ship
speed curves (0.15 to 0.30 power) are straight lines.

The optimising point O is placed on line 1 and equal

to point A of the load diagram with point Ms power,
i.e. the power of points O and M must be identical,
but the engine speeds can be different.
The optimising point O is to be placed inside the layout diagram. In fact, the specified MCR point M can,
in special cases, be placed outside the layout diagram, but only by exceeding line L1-L2, and of
course, only provided that the optimising point O is
located inside the layout diagram.

Specified maximum continuous rating (M)

Based on the propulsion and engine running points,
as previously found, the layout diagram of a relevant
main engine may be drawn-in. The specified MCR
point (M) must be inside the limitation lines of the
layout diagram; if it is not, the propeller speed will
have to be changed or another main engine type
must be chosen. Yet, in special cases point M may
be located to the right of the line L1-L2, see Optimising Point below.

The service points of the installed engine incorporate the engine power required for ship propulsion
and shaft generator, if installed.

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Limits for continuous operation

The continuous service range is limited by four lines:
Line 3 and line 9:
Line 3 represents the maximum acceptable speed
for continuous operation, i.e. 105% of A.
If, in special cases, A is located to the right of line
L1-L2, the maximum limit, however, is 105% of L1.
During trial conditions the maximum speed may be
extended to 107% of A, see line 9.
The above limits may in general be extended to
105%, and during trial conditions to 107%, of the
nominal L1 speed of the engine, provided the torsional vibration conditions permit.
The overspeed set-point is 109% of the speed in A,
however, it may be moved to 109% of the nominal
speed in L1, provided that torsional vibration conditions permit.
Running above 100% of the nominal L1 speed at a
load lower than about 65% specified MCR is, however, to be avoided for extended periods. Only
plants with controllable pitch propellers can reach
this light running area.

A
M
O

100% reference point

Specified MCR
Optimising point

Line 1

Propeller curve though optimising point (i = 3)

(engine layout curve)
Propeller curve, fouled hull and heavy
weather heavy running (i = 3)
Speed limit
Torque/speed limit (i = 2)
Mean effective pressure limit (i = 1)
Propeller curve, clean hull and calm weather
light running (i = 3), for propeller layout
Power limit for continuous running (i = 0)
Overload limit
Speed limit at sea trial

Line 2
Line 3
Line 4
Line 5
Line 6

Line 4:
Represents the limit at which an ample air supply is
available for combustion and imposes a limitation
on the maximum combination of torque and speed.

Line 7
Line 8
Line 9

Line 5:
Represents the maximum mean effective pressure
level (mep), which can be accepted for continuous
operation.

Point M to be located on line 7 (normally in point A)

178 39 18-4.1

Line 7:
Represents the maximum power for continuous
operation.

Fig. 2.03: Engine load diagram

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Once the specified MCR has been chosen, the capacities of the auxiliary equipment will be adapted
to the specified MCR, and the turbocharger etc. will
be matched to this power.

Limits for overload operation

The overload service range is limited as follows:
Line 8:
Represents the overload operation limitations.

Recommendation

If the specified MCR is to be increased later on, this

may involve a change of the pump and cooler capacities, retiming of the engine, change of the fuel
valve nozzles, adjusting of the cylinder liner cooling,
as well as rematching of the turbocharger or even a
change to a larger size of turbocharger. In some
cases it can also require larger dimensions of the
piping systems.

Continuous operation without limitations is allowed

only within the area limited by lines 4, 5, 7 and 3 of
the load diagram, except for CP propeller plants
mentioned in the previous section.

It is therefore of utmost importance to consider, already at the project stage, if the specification should
be prepared for a later power increase. This is to be
indicated in item 4 02 010 of the Extent of Delivery.

The area between lines 4 and 1 is available for operation in shallow waters, heavy weather and during
acceleration, i.e. for non-steady operation without
any strict time limitation.

Examples of the use of the Load

Diagram

The area between lines 4, 5, 7 and the heavy dashed

line 8 is available for overload running for limited periods only (1 hour per 12 hours).

In the following, four different examples based on

fixed pitch propeller (FPP) and one example based
on controllable pitch propeller (CPP) are given in order to illustrate the flexibility of the layout and load
diagrams, and the significant influence of the choice
of the optimising point O.

After some time in operation, the ships hull and propeller will be fouled, resulting in heavier running of
the propeller, i.e. the propeller curve will move to the
left from line 6 towards line 2, and extra power is required for propulsion in order to keep the ships
speed.

For a project, the layout diagram shown in Fig. 2.09

may be used for construction of the actual load diagram.

In calm weather conditions, the extent of heavy running of the propeller will indicate the need for cleaning the hull and possibly polishing the propeller.

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Example 1:
Normal running conditions Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M
S
O
A
MP
SP

Specified MCR of engine

Continuous service rating of engine
Optimising point of engine
Reference point of load diagram
Specified MCR for propulsion
Continuous service rating of propulsion

Point A of load diagram is found:

Line 1 Propeller curve through optimising point (O) is
equal to line 2
Line 7 Constant power line through specified MCR (M)
Point A Intersection between line 1 and 7

178 39 20-6.0

Fig. 2.04a: Example 1, Layout diagram for normal running

conditions, engine with FPP, without shaft generator

Fig. 2.04b: Example 1, Load diagram for normal running

conditions, engine with FPP, without shaft generator

The specified MCR (M) and its propeller curve 1

will normally be selected on the engine service
curve 2 (for fouled hull and heavy weather), as
shown in Fig. 2.04a. Point A is then found at the
intersection between propeller curve 1 (2) and the
constant power curve through M, line 7. In this
case point A will be equal to point M.

Once point A has been found in the layout diagram,

the load diagram can be drawn, as shown in Fig.
2.04b, and hence the actual load limitation lines of
the diesel engine may be found by using the inclinations from the construction lines and the %-figures
stated.

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Example 2:
Special running conditions Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M=O
S
O
A
MP
SP

Specified MCR of engine

Continuous service rating of engine
Optimising point of engine
Reference point of load diagram
Specified MCR for propulsion
Continuous service rating of propulsion

Point A of load diagram is found:

Line 1 Propeller curve through optimising point (O) is
equal to line 2

Fig. 2.05a: Example 2, Layout diagram for normal running

conditions, engine with FPP, without shaft generator

Fig. 2.05b: Example 2, Load diagram for normal running

conditions, engine with FPP, without shaft generator

Line 7 Constant power line through specified MCR (M)

Point A Intersection between line 1 and 7
178 39 23-1.0

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Example 3:
Normal running conditions Engine coupled to fixed pitch propeller (FPP) and with shaft generator

M=O
S
O
A=O
MP
SP

Specified MCR of engine

Continuous service rating of engine
Optimising point of engine
Reference point of load diagram
Specified MCR for propulsion
Continuous service rating of propulsion

Point A of load diagram is found:

Line 1 Propeller curve through optimising point (O)
Line 7 Constant power line through specified MCR (M)
Point A Intersection between line 1 and 7

178 39 25-5.0

Fig. 2.06b: Example 3, Load diagram for normal running

conditions, engine with FPP, with shaft generator

Fig. 2.06a: Example 3, Layout diagram for normal running

conditions, engine with FPP, without shaft generator

In this example a shaft generator (SG) is installed,

and therefore the service power of the engine also
has to incorporate the extra shaft power required for
the shaft generators electrical power production.
In Fig. 2.06a, the engine service curve shown for
heavy running incorporates this extra power.
The optimising point O = A = M will be chosen on this
curve as shown.
Point A is then found in the same way as in example
1, and the load diagram can be drawn as shown in
Fig. 2.06b.

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Example 4:
Special running conditions Engine coupled to fixed pitch propeller (FPP) and with shaft generator

M
S
O
A
MP
SP
SP

Specified MCR of engine

Continuous service rating of engine
Optimising point of engine
Reference point of load diagram
Specified MCR for propulsion
Continuous service rating of propulsion
Continuous service rating of prpulsion

Point A of load diagram is found:

Line 1 Propeller curve through optimising point (O)
Point A Intersection between line 1 and 7
Point M Located on constant power line 7 through

point A
178 39 28-0.0

Fig. 2.07a: Example 4, Layout diagram for normal running

conditions, engine with FPP, without shaft generator

Fig. 2.07b: Example 4, Load diagram for normal running

conditions, engine with FPP, with shaft generator

Also in this special case, a shaft generator is installed but, compared to Example 3, this case has a
specified MCR for propulsion, MP, placed at the top
of the layout diagram, see Fig. 2.07a.

In choosing the latter solution, the required specified MCR power can be reduced from point M to
point M as shown in Fig. 2.07a. Therefore, when running in the upper propulsion power range, a diesel
generator has to take over all or part of the electrical
power production.

This involves that the intended specified MCR of the

engine M will be placed outside the top of the layout
diagram.

However, such a situation will seldom occur, as

ships are rather infrequently running in the upper
propulsion power range.

One solution could be to choose a diesel engine

with an extra cylinder, but another and cheaper
solution is to reduce the electrical power production of the shaft generator when running in the upper propulsion power range.

Point A, having the highest possible power, is

then found at the intersection of line L1-L3 with
line 1, see Fig. 2.07a, and the corresponding load
diagram is drawn in Fig. 2.07b. Point M is found
on line 7 at MPs speed.

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Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

Specified MCR of engine

Continuous service rating of engine

Optimising point of engine

Reference point of load diagram

178 39 31-4.0

Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or wihtout shaft generator

When a controllable pitch propeller (CPP) is installed, the relevant combinator curves of the propeller may also be a combination of constant engine
speeds and/or propeller curves, and it is not possible to distinguish between running points for light
and heavy running conditions.

Fig. 2.08 shows two examples of running curves

that are both contained within the same load diagram.
For specific cases with a shaft generator, and where
the propellers running curve in the high power
range is a propeller curve, i.e. based on a maintained constant propeller pitch (similar to the FPP
propulsion curve 2 for heavy running), please also
see the fixed pitch propeller examples 3 and 4.

Therefore, when the engines specified MCR point

(M) has been chosen, including the power for a shaft
generator, if installed,
point M may be used as point A of the load diagram, which may then be drawn.

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178 06 86-5.0

Fig. 2.09: Diagram for actual project

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Specific Fuel Oil Consumption

The calculation of the expected specific fuel oil consumption (SFOC) can be carried out by means of
Fig. 2.10 for fixed pitch propeller and 2.11 for controllable pitch propeller, constant speed. Throughout the whole load area the SFOC of the engine depends on where the optimising point O = specified
MCR (M) is chosen.

With for instance 1 C increase of the scavenge air

coolant temperature, a corresponding 1 C increase of the scavenge air temperature will occur
and involves an SFOC increase of 0.60% if Pmax is
adjusted.

SFOC guarantee
The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is
guaranteed for the power-speed combination in
which the engine is optimised (O) and fulfilling the
IMO NOx emission limitations.

SFOC at reference conditions

The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986:
1,000 mbar ambient air pressure
25 C ambient air temperature
25 C scavenge air coolant temperature

The SFOC guarantee is given with a margin of 5%.

As SFOC and NOx are interrelated paramaters, an
engine offered without fulfilling the IMO NOx limitations only has a tolerance of 3% of the SFOC.

and is related to a fuel oil with a lower calorific value

of 10,200 kcal/kg (42,700 kJ/kg).
For lower calorific values and for ambient conditions
that are different from the ISO reference conditions,
the SFOC will be adjusted according to the conversion factors in the below table provided that the
maximum combustion pressure (Pmax) is adjusted
to the nominal value (left column), or if the Pmax is
not re-adjusted to the nominal value (right column).
With
Pmax
adjusted
SFOC
Condition change change

Examples of graphic calculation of

SFOC
Diagram 1 in figs. 2.10 and 2.11 valid for fixed pitch
propeller and constant speed, respectively shows
the reduction in SFOC, relative to the SFOC at nominal rated MCR L1.

Without
Pmax
adjusted
SFOC
change

Parameter
Scav. air coolant
per 10 C rise
temperature

+ 0.60% + 0.40%

Blower inlet
temperature

per 10 C rise

+ 0.20% + 0.71%

Blower inlet
pressure

per 10 mbar rise

- 0.02% - 0.05%

Fuel oil lower

calorific value

rise 1%
(42,700 kJ/kg)

-1.00%

The solid lines are valid at 100, 80 and 50% of the

optimised power (O) identical to the specified MCR
(M).
The optimising point O is drawn into the abovementioned Diagram 1. A straight line along the
constant mep curves (parallel to L1-L3) is drawn
through the optimising point O. The line intersections of the solid lines and the oblique lines indicate the reduction in specific fuel oil consumption
at 100%, 80% and 50% of the optimised power,
related to the SFOC stated for the nominal MCR
(L1) rating at the actually available engine version.

- 1.00%

In Fig. 2.12 an example of the calculated SFOC

curves are shown on Diagram 2, valid for two alternative engine ratings: M1 = O1 and M2 = O2.

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Specified MCR (M) = optimised point (O)

178 06 88-9.0

Data at nominal MCR (L1): S42MC

100% Power:
100% Speed:
Nominal SFOC:

136
130

Data of optimising point (O)

BHP
r/min
g/BHPh

Power: 100% of (O)

Speed: 100% of (O)
SFOC found:

BHP
r/min
g/BHPh

178 40 69-3.0

178 40 68 -1.0

Fig. 2.10: SFOC for engine with fixed pitch propeller

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178 06 90-0.0

Specified MCR (M) = optimised point (O)

Data at nominal MCR (L1): S42MC
100% Power:
100% Speed:
Nominal SFOC:

136
130

Data of optimising point (O)

BHP
r/min
g/BHPh

Power: 100% of (O)

Speed: 100% of (O)
SFOC found:

BHP
r/min
g/BHPh

178 40 69-3.0

178 40 68 -1.0

Fig. 2.10: SFOC for engine with constant speed

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178 67 80-6.1

Specified MCR (M) = optimised point (O)

Data at nominal MCR (L1): 6S42MC
100% Power:
100% Speed:
Nominal SFOC:

8820
136
130

Data of specified MCR (M)

BHP
r/min
g/BHPh

Power: 100% of (O)

Speed: 100% of (O)
SFOC found:

7056
BHP
122.4
r/min
127.8 g/BHPh
178 40 82-3.0

Fig. 2.12: SFOC for a derated engine with fixed

pitch propeller
178 40 82-3.0

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The SFOC curve through points S2, to the left of
point 1, is symmetrical about point 1, i.e. at speeds
lower than that of point 1, the SFOC will also increase.

Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O,
shown on this Fig., the specific fuel oil consumption
in an arbitrary poin S1, S2 or S3 can be estimated
based on the SFOC in point 1" and 2".

The above-mentioned method provides only an approximate figure. A more precise indication of the
expected SFOC at any load can be calculated by
using our computer program. This is a service which
is available to our customers on request.

These SFOC values can be calculated by using the

graphs in Fig. 2.11 for the propeller curve I and Fig.
2.12 for the constant speed curve II, obtaining the
SFOC in points 1 and 2, respectively.
Then the SFOC for point S1 can be calculated as an
interpolation between the SFOC in points 1" and
2", and for point S3 as an extrapolation.

178 05 32-0.1

Fig. 2.13: SFOC at an arbitrary load

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Emission Control
turbocharger(s) in order to have the optimum working temperature for the catalyst.

IMO NOx limits, i. e. 0-30% NOx reduction

All MC engines are delivered so as to comply with
the IMO speed dependent NOx limit, measured according to ISO 8178 Test Cycles E2/E3 for Heavy
Duty Diesel Engines.

More detailed information can be found in our publications:

P. 331 Emissions Control, Two-stroke Low-speed
Engines
P. 333 How to deal with Emission Control.

The primary method of NO<MV%-3>x control, i.e.

engine adjustment and component modification to
affect the engine combustion process directly, enables reductions of up to 30% to be achieved.
The Specific Fuel Oil Consumption (SFOC) and the
NOx are interrelated parameters, and an engine offered with a guaranteed SFOC and also guaranteed
to comply with the IMO NOx limitation will be subject
to a 5% fuel consumption tolerance.

30-50% NOx reduction

Water emulsification of the heavy fuel oil is a well
proven primary method. The type of homogenizer is
either ultrasonic or mechanical, using water from
the freshwater generator and the water mist
catcher. The pressure of the homogenised fuel has
to be increased to prevent the formation of the
steam and cavition. It may be necessary to modify
some of the engine components such as the fuel
pumps, camshaft, and the engine control system.

Up to 95-98% NOx reduction

This reduction can be achieved by means of secondary methods, such as the SCR (Selective Catalytic Reduction), which involves an after-treatment
of the exhaust gas.
Plants designed according to this method have
been in service since 1990 on four vessels, using
Haldor Topse catalysts and ammonia as the reducing agent, urea can also be used.
The compact SCR unit can be located separately in
the engine room or horizontally on top of the engine.
The compact SCR reactor is mounted before the

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3. Turbocharger Choice
Turbocharger Types

The engine power, the SFOC, and the data stated in

the list of capacities, etc. are valid for the
turbochargers stated in Fig. 3.01.

The MC engines are designed for the application of

either MAN B&W, ABB or Mitsubishi (MHI)
turbochargers.

For other layout points than L1, the size of turbocharger may be different, depending on the point at
which the engine is to to be optimised.

The engine is equipped with one turbocharger located on aft end on 4 to 9 cylinder engines, and with
two turbochargers on exhaust side for 10 to 12 cylinder engines.

Fig. 3.02 shows the approximate limits for application of the MAN B&W turbochargers, Figs. 3.03 and
3.04 for ABB types TPL and VTR, respectively, and
Fig. 3.05 for MHI turbochargers.

In order to clean the turbine blades and the nozzle

ring assembly during operation, the exhaust gas inlet to the turbocharger(s) is provided with a dry
cleaning system using nut shells and a water washing system.

Cyl.

MAN B&W

ABB

MHI

ABB

1 x NA40/S

1 x VTR454P-32

1 x MET42SD

1 X TPL69D

1 x NA40/S

1 x VTR454P-32

1 x MET53SD

1 X TPL73D/DE

1 x NA48/S

1 x VTR454D-32

1 x MET53SD

1 X TPL73D/DE

1 x NA48/S

1 x VTR454D-32

1 x MET53SD

1 X TPL73D/DE

1 x NA48/S

1 x VTR564D-32

1 x MET66SD

1 X TPL77D/DE

1 x NA57/T9

1 x VTR564D-32

1 x MET66SD

1 X TPL77D/DE

10

2 x NA40/S

2 x VTR454P-32

2 x MET53SD

2 X TPL73D/DE

11

2 x NA40/S

2 x VTR454P-32

2 x MET53SD

2 X TPL73D/DE

12

2 x NA40/S

2 x VTR454P-32

2 x MET53SD

2 X TPL73D/DE

Fig. 3.01: Turbocharger types

178 43 19-8.0

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178 43 22-1.0

Fig. 3.02a: Choice of turbochargers, make MAN B&W

459 100 250

178 61 19

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178 43 22-1.0

Fig. 3.02b: Choice of turbochargers, make MAN B&W

459 100 250

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178 43 31-6.0

Fig. 3.03a: Choice of turbochargers, make ABB, type TPL

459 100 250

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178 43 31-6.0

Fig. 3.03b: Choice of turbochargers, make ABB, type TPL

459 100 250

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178 43 25-7.0

Fig. 3.04a: Choice of turbochargers, make ABB, type VTR

459 100 250

178 61 19

3.06

MAN B&W Diesel A/S

S42MC Project Guide

178 43 25-7.0

Fig. 3.04b: Choice of turbochargers, make MHI

459 100 250

178 61 19

3.07

MAN B&W Diesel A/S

S42MC Project Guide

178 43 28-2.0

Fig. 3.05a: Choice of turbochargers, make MHI

459 100 250

178 61 19

3.08

MAN B&W Diesel A/S

S42MC Project Guide

178 43 28-2.0

Fig. 3.04b: Choice of turbochargers, make MHI

459 100 250

178 61 19

3.09

MAN B&W Diesel A/S

S42MC Project Guide

Total by-pass for emergency running

Option: 4 60 119
By-pas round the turbocharger of the total amount
of exhaust gas is only used for emergency running
in case of turbocharger failure.
This enables the engine to run at a higher load than
with a locked rotor under emergency conditions.
The engines exhaust gas receiver will in this case
be fitted with a by-pass flange of the same diameter
as the inlet pipe to the turbocharger. The emergency
pipe is the yards delivery.

178 06 72-1.1

Fig. 3.06: Position of turbocharger cut-out valves

459 100 250

178 61 19

3.10

MAN B&W Diesel A/S

S42MC Project Guide

4 Electricity Production
Introduction

PTO/GCR
(Power Take Off/Gear Constant Ratio):
Generator coupled to a constant ratio step-up
gear, used only for engines running at constant
speed.

Next to power for propulsion, electricity production

is the largest fuel consumer on board. The electricity
is produced by using one or more of the following
types of machinery, either running alone or in parallel:

The DMG/CFE (Direct Mounted Generator/Constant Frequency Electrical) and the SMG/CFE (Shaft
Mounted Generator/Constant Frequency Electrical)
are special designs within the PTO/CFE group in
which the generator is coupled directly to the main
engine crankshaft and the intermediate shaft, respectively, without a gear. The electrical output of
the generator is controlled by electrical frequency
control.

Auxiliary diesel generating sets

Main engine driven generators
Steam driven turbogenerators
Emergency diesel generating sets.
The machinery installed should be selected based
on an economical evaluation of first cost, operating
costs, and the demand of man-hours for maintenance.

Within each PTO system, several designs are available, depending on the positioning of the gear:
BW I:
Gear with a vertical generator mounted onto the
fore end of the diesel engine, without any connections to the ship structure.

In the following, technical information is given regarding main engine driven generators (PTO) and
the auxiliary diesel generating sets produced by
MAN B&W.

BW II:
A free-standing gear mounted on the tank top
and connected to the fore end of the diesel engine, with a vertical or horizontal generator.

Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)
from the main engine, the electricity can be produced based on the main engines low SFOC and
use of heavy fuel oil. Several standardised PTO systems are available, see Fig. 4.01 and the designations on Fig. 4.02:

BW III:
A crankshaft gear mounted onto the fore end of
the diesel engine, with a side-mounted generator
without any connections to the ship structure.
BW IV:
A free-standing step-up gear connected to the
intermediate shaft, with a horizontal generator.

PTO/RCF
(Power Take Off/Renk Constant Frequency):
Generator giving constant frequency, based on
mechanical-hydraulical speed control.

The most popular of the gear based alternatives is

the type designated BW III/RCF for plants with a
fixed pitch propeller (FPP) and the BW IV/GCR for
plants with a controllable pitch propeller (CPP). The
BW III/RCF requires no separate seating in the ship
and only little attention from the shipyard with respect to alignment.

PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.

485 600 100

178 61 20

4.01

MAN B&W Diesel A/S

S42MC Project Guide

Design

Seating

Total
efficiency (%)

1a

1b

BW I/RCF

On engine
(vertical generator)

88-91

2a

2b

BW II/RCF

On tank top

88-91

3a

3b

BW III/RCF

On engine

88-91

4a

4b

BW IV/RCF

On tank top

88-91

5a

5b

DMG/CFE

On engine

84-88

6a

6b

SMG/CFE

On tank top

84-88

BW I/GCR

On engine
(vertical generator)

92

BW II/GCR

On tank top

92

BW III/GCR

On engine

92

10

BW IV/GCR

On tank top

92

PTO/GCR

PTO/CFE

PTO/RCF

Alternative types and layouts of shaft generators

178 19 66-3.1

Fig. 4.01: Types of PTO

485 600 100

178 61 20

4.02

MAN B&W Diesel A/S

Power take off:

BW III S42/RCF

S42MC Project Guide

700-60
50: 50 Hz
60: 60 Hz
kW on generator terminals
RCF: Renk constant frequncy unit
CFE: Electrically frequency controlled unit
GCR: Step-up gear with constant ratio
Engine type on which it is applied
Layout of PTO: See Fig. 4.01
Make: MAN B&W
178 06 49-5.0

Fig. 4.02: Designation of PTO

485 600 100

178 61 20

4.03

MAN B&W Diesel A/S

S42MC Project Guide

Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box
(called crankshaft gear) with three gear wheels is
bolted directly to the frame box of the main engine.
The bearings of the three gear wheels are mounted
in the gear box so that the weight of the wheels is not
carried by the crankshaft. In the frame box, between
the crankcase and the gear drive, space is available
for tuning wheel, counterweights, axial vibration
damper, etc.

PTO/RCF
Side mounted generator, BW III/RCF
(Fig. 4.01, Alternative 3)
The PTO/RCF generator systems have been developed in close cooperation with the German gear
manufacturer Renk. A complete package solution is
offered, comprising a flexible coupling, a step-up
gear, an epicyclic, variable-ratio gear with built-in
clutch, hydraulic pump and motor, and a standard
generator, see Fig. 4.03.

The first gear wheel is connected to the crankshaft

via a special flexible coupling made in one piece
with a tooth coupling driving the crankshaft gear,
thus isolating it against torsional and axial vibrations.

For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic
system can be dispensed with, i.e. a PTO/GCR design is normally used.

178 00 45-5.0

Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253

485 600 100

178 61 20

4.04

MAN B&W Diesel A/S

S42MC Project Guide

By means of a simple arrangement, the shaft in the

crankshaft gear carrying the first gear wheel and the
female part of the toothed coupling can be moved
forward, thus disconnecting the two parts of the
toothed coupling.

alarm is given depending upon the origin, severity

and the extent of deviation from the permissible values. The cause of a warning or an alarm is shown on
a digital display.

The power from the crankshaft gear is transferred,

via a multi-disc clutch, to an epicyclic variable-ratio
gear and the generator. These are mounted on a
common bedplate, bolted to brackets integrated
with the engine bedplate.

Extent of delivery for BW III/RCF units

The delivery comprises a complete unit ready to be
built-on to the main engine. Fig. 4.04 shows the required space and the standard electrical output
range on the generator terminals.

The BW III/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input
drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the
gearing ratio to keep the generator speed constant
throughout an engine speed variation of 30%. In the
standard layout, this is between 100% and 70% of
the engine speed at specified MCR, but it can be
placed in a lower range if required.

Standard sizes of the crankshaft gears and the

RCF units are designed for 700 and 1200 kW,
while the generator sizes of make A. van Kaick
are:
Type
DSG

The input power to the gear is divided into two paths

one mechanical and the other hydrostatic and
the epicyclic differential combines the power of the
two paths and transmits the combined power to the
output shaft, connected to the generator. The gear
is equipped with a hydrostatic motor driven by a
pump, and controlled by an electronic control unit.
This keeps the generator speed constant during single running as well as when running in parallel with
other generators.

62
62
62
74
74
74

M2-4
L1-4
L2-4
M1-4
M2-4
L1-4

440 V
1800
kVA

60 Hz
r/min
kW

380 V
1500
kVA

50 Hz
r/min
kW

707
855
1056
1271
1432
1651

566
684
845
1017
1146
1321

627
761
940
1137
1280
1468

501
609
752
909
1024
1174
178 34 32-9.0

In the case that a larger generator is required, please

contact MAN B&W Diesel A/S.

The multi-disc clutch, integrated into the gear input

shaft, permits the engaging and disengaging of the
epicyclic gear, and thus the generator, from the
main engine during operation.

If a main engine speed other than the nominal is required as a basis for the PTO operation, this must be
taken into consideration when determining the ratio
of the crankshaft gear. However, this has no influence on the space required for the gears and the
generator.

An electronic control system with a Renk controller

ensures that the control signals to the main electrical switchboard are identical to those for the normal
auxiliary generator sets. This applies to ships with
automatic synchronising and load sharing, as well
as to ships with manual switchboard operation.

The PTO/RCF can be operated as a motor (PTI) as

well as a generator by adding some minor modifications.

Internal control circuits and interlocking functions

between the epicyclic gear and the electronic control box provide automatic control of the functions
necessary for the satisfactory operation and protection of the BW III/RCF unit. If any monitored value
exceeds the normal operation limits, a warning or an

485 600 100

178 61 20

4.05

MAN B&W Diesel A/S

S42MC Project Guide

The necessary preparations to be made on the engine are specified in Figs. 4.05a and 4.05b.

Yard deliveries are:

1. Cooling water pipes to the built-on lubricating oil
cooling system, including the valves

Additional capacities required for BW III/RCF

2. Electrical power supply to the lubricating oil
stand-by pump built on to the RCF unit

The capacities stated in the List of capacities for

the main engine in question are to be increased by
the additional capacities for the crankshaft gear and
the RCF gear stated in Fig. 4.06.

3. Wiring between the generator and the operator

control panel in the switch-board.
4. An external permanent lubricating oil filling-up
connection can be established in connection
with the RCF unit. The system is shown in Fig.
4.07 Lubricating oil system for RCF gear. The
dosage tank and the pertaining piping are to be
delivered by the yard. The size of the dosage tank
is stated in the table for RCF gear in Necessary
capacities for PTO/RCF (Fig. 4.06).

485 600 100

178 61 20

4.06

MAN B&W Diesel A/S

S42MC Project Guide

178 11 99-4.0

kW Generator
6,7,8 S42MC
700-60

1200-60

2167

2167

785

785

2827

2827

3225

3225

1835

1955

1830

1830

2628

3130

570

640
System weight (kg) with generator:

20750

24500

System weight (kg) without generator:

18750

21850

The stated kW, which is at generator terminals, is available between 70% and 100%
of the engine speed at specified MCR.

178 40 47-7.0

Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll S42/RCF

485 600 100

178 61 20

4.07

MAN B&W Diesel A/S

S42MC Project Guide

178 40 42-8.0

Fig. 4.05a: Engine preparations for PTO

485 600 100

178 61 20

4.08

MAN B&W Diesel A/S

S42MC Project Guide

Pos.

Special face on bedplate and frame box

Pos.

Ribs and brackets for supporting the face and machined blocks for alignment of gear

Pos.

Machined washers placed on frame box part of face to ensure that it is flush with the face on the
bedplate

Pos.

Rubber gasket placed on frame box part of face

Pos.

Intermediate flange

Pos.

Studs and nuts for mounting the intermediate flange at the crankshaft flange

Pos.

Distance tubes and long bolts

Pos.

Flange of crankshaft, normally the standard execution is used

Pos.

Studs and nuts for crankshaft flange

Pos. 10

Free flange end at lubricating oil inlet pipe

Pos. 11

Oil outlet flange welded to bedplate

Pos. 12

Face for brackets

Pos. 13

Brackets

Pos. 14

Studs for mounting the brackets

Pos. 15

Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets

Pos. 16

Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit

Pos. 17

Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO

Pos. 18

Intermediate shaft between crankshaft and PTO

Pos. 19

Oil sealing for intermediate shaft

Pos. 20

Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box

Pos. 21

Plug box for electronic measuring instrument for check of condition of axial vibration damper

Pos. 22

Face on engine frame for supporting stays on engine frame

Pos. 23

Supporting stays

Pos. 24

Studs, nuts and shims for mounting the stays on engine frame

Pos. 25

Studs, nuts and shims for mounting the stays on the engine brackets

Engine preparations for PTO type:

Pos. no:

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

BW III/RCF

A A A A A A B A B A A A A A B B A

A A A A A

BW III/GCR, BWIII/CFE

A A A A A A B A B A A A A A B B A

A A A A A

BW II/RCF
BW II/GCR, BWII/CFE

A A

A A A A

A A

A A A A

BW I/RCF

A A A A A A B A B

BW I/GCR, BWI/CFE

A A A A A A B A B A A

A: Preparations to be carried out by engine builder

B: Parts supplied by PTO maker
178 40 44-1.0

Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

485 600 100

178 61 20

4.09

MAN B&W Diesel A/S

S42MC Project Guide

Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list:
Nominal output of generator

kW

700

1200

m3/h

4.1

4.1

kW

12.1

20.8

kW

700

1200

m3/h

14.1

22.1

Heat dissipation

kW

55

92

El. power for oil pump

kW

11.0

15.0

Dosage tank capacity

m3

0.40

0.51

Lubricating oil flow

Heat dissipation

RCF gear with separate lubricating oil system:

Nominal output of generator
Cooling water quantity

24V DC 10%, 8 amp

El. power for Renk-controller

From main engine:

Design lub. oil pressure: 2.25 bar
Lub. oil pressure at crankshaft gear: min. 1 bar
Lub. oil working temperature: 50 C
Lub. oil type: SAE 30
Cooling water inlet temperature: 36 C
Pressure drop across cooler: approximately 0.5 bar
Fill pipe for lub. oil system store tank (~32)
Drain pipe to lub. oil system drain tank (~40)
Electric cable between Renk terminal at gearbox and
operator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5

178 40 45-3.0

Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system

485 600 100

178 61 20

4.10

MAN B&W Diesel A/S

S42MC Project Guide

The letters refer to the List of flanges, which will be

extended by the engine builder, when PTO systems are
built on the main engine
178 07 69-3.0

Fig. 4.07: Lubricating oil system for RCF gear

485 600 100

178 61 20

4.11

MAN B&W Diesel A/S

S42MC Project Guide

for maintaining the constant frequency of the generated electric power.

PTO BW IV/GCR
Power Take Off/Gear Constant Ratio
The shaft generator system, type PTO BW IV/GCR,
installed in the shaft line (Fig. 4.01 alternative 10)
can generate power on board ships equipped with a
controllable pitch propeller running at constant
speed.

Tunnel gear with hollow flexible coupling

This PTO-system is normally installed on ships with
a minor electrical power take off load compared to
the propulsion power, up to approximately 25% of
the engine power.

The PTO-system can be delivered as a tunnel gear

with hollow flexible coupling or, alternatively, as a
generator step-up gear with flexible coupling integrated in the shaft line.

The hollow flexible coupling is only to be dimensioned

for the maximum electrical load of the power take off
system and this gives an economic advantage for minor power take off loads compared to the system with
an ordinary flexible coupling integrated in the shaft
line.

The main engine needs no special preparation for

mounting these types of PTO systems as they are
connected to the intermediate shaft.

The hollow flexible coupling consists of flexible segments and connecting pieces, which allow replacement of the coupling segments without dismounting
the shaft line, see Fig. 4.08.

The PTO-system installed in the shaft line can also

be installed on ships equipped with a fixed pitch
propeller or controllable pitch propeller running in
combinator mode. This will, however, also require
an additional Renk Constant Frequency gear (Fig.
4.01 alternative 4) or additional electrical equipment

178 18 25-0.0

Fig. 4.08: BW IV/GCR, tunnel gear

485 600 100

178 61 20

4.12

MAN B&W Diesel A/S

S42MC Project Guide

Generator step-up gear and flexible coupling

integrated in the shaft line

Power Take Off/Gear Constant Ratio,

PTO BW II/GCR

For higher power take off loads, a generator step-up

gear and flexible coupling integrated in the shaft line
may be chosen due to first costs of gear and coupling.

The system Fig. 4.01 alternative 8 can generate

electrical power on board ships equipped with a
controllable pitch propeller, running at constant
speed.

The flexible coupling integrated in the shaft line will

transfer the total engine load for both propulsion
and electricity and must be dimensioned accordingly.

The PTO unit is mounted on the tank top at the fore

end of the engine and, by virtue of its short and compact design, it requires a minimum of installation
space, see Fig. 4.09. The PTO generator is activated
at sea, taking over the electrical power production
on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board.

The flexible coupling cannot transfer the thrust from

the propeller and it is, therefore, necessary to make
the gear-box with an integrated thrust bearing.
This type of PTO-system is typically installed on
ships with large electrical power consumption, e.g.
shuttle tankers.

The BW II/GCR cannot, as standard, be mechanically disconnected from the main engine, but a hydraulically activated clutch, including hydraulic
pump, control valve and control panel, can be fitted
as an option.

178 18 22-5.0

Fig. 4.09: Power Take Off (PTO) BW II/GCR

485 600 100

178 61 20

4.13

MAN B&W Diesel A/S

S42MC Project Guide

L16/24 GenSet Data

Bore:

160 mm

Stroke: 240 mm
Power lay-out
60 Hz
1000 r/min
Gen. kW
Eng. kW
475
570
540
665
630
760
720
855
810

1200 r/min
Eng. kW
500
600
700
800
900

5L16/24
6L16/24
7L16/24
8L16/24
9L16/24

50 Hz
Gen. kW
515
600
680
770

Cyl. No

A
mm

B
mm

*C
mm

D
mm

E
mm

F
mm

G
mm

H
mm

***
** Dry mass
Engine/frame Alternator
t
t

5 (1200 r/min)

2745

1399

4145

1365

810

2175

1000

738

6.5

8.4

6 (1000/1200 r/min)

3020

1489

4509

1365

810

2175

1000

738

7.6

9.7

7 (1000/1200 r/min)

3295

1584

4880

1405

810

2215

1000

843

8.2

10.6

8 (1000/1200 r/min)

3570

1679

5250

1405

810

2215

1000

843

8.6

11.3

9 (1000 r/min)

3845

1679

5525

1405

810

2215

1000

843

9.4

12.1

9 (1200 r/min)

3845

1679

5525

1505

810

2315

1000

903

9.4

12.1
178 33 87-4.1

*
**
***

Depends on alternator make (the above is based on Leroy Somer alternator)

Engine and engine base frame
Mass incl. standard alternator (based on a Leroy Somer alternator)

All dimensions and masses are approximate, and subject to changes without prior notice.

Fig. 4.10a: Power and outline of L16/24

485 600 100

178 61 20

4.14

MAN B&W Diesel A/S

S42MC Project Guide

L16/24 GenSet Data

Max. continuous rating at

Cyl.

5 (1200 r/min)

1000/1200 r/min

kW

500

540/600

630/700

720/800

810/900

m3/h
m3/h
m3/h

13.1
17.3
25

12.7/15.2
18.9/20.7
23/27

14.5/17.4
22.0/24.2
24/29

16.3/19.5
25.1/27.7
26/31

18.1/21.6
28.3/31.1
28/33

m3/h
m3/h

0.15
0.45

0.16/0.18
0.49/0.54

0.19/0.21
0.57/0.63

0.22/0.24
0.65/0.72

0.24/0.27
0.73/0.81

Lubricating oil
Charge air LT
*Flow LT at 36C inlet and 44C outlet

kW
kW
m3/h

115
45
17.3

127/138
48/54
18.9/20.7

148/161
56/63
22.0/24.2

169/184
64/72
25.2/27.6

190/207
72/81
28.3/31.1

Jacket cooling
Charge air HT
*Flow HT at 36C inlet and 80C outlet

kW
kW
m3/h

109
104
4.2

113/130
116/125
4.5/5.0

132/152
135/146
5.2/5.8

151/174
154/167
6.0/6.7

170/195
174/188
6.7/7.5

kg/h
C
bar
kg/h

3358
345
0.025
3258

3627/4029
345
0.025
3519/3909

4232/4701
345
0.025
4106/4561

4837/5373
345
0.025
4693/5213

5441/6044
345
0.025
5279/5864

Nm3

0.18

0.21

0.25

0.28

0.32

24
27/28
31/33
35/38
(see separate data from the alternator maker)

40/42

ENGINE DRIVEN PUMPS

HT cooling water pump
LT cooling water pump
Lubricating oil

(2.0/3.2 bar) **
(1.7/3.0 bar) **
(3-4.5 bar)

EXTERNAL PUMPS
Fuel oil feed pump
Fuel booster pump

(4 bar)
(8 bar)

COOLING CAPACITIES

GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Alternator

kW
kW

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80C, and 44C for LT water. At different inlet temperatures the flow will change
accordingly.
Example: if the inlet temperature is 25C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flow
will change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36C, then the LT outlet will rise accordingly.
** See the curve for the pump in data sheet B 13 18 1.

Power lay-out
Speed
Mean piston speed
Mean effective pressure
Specific fuel oil consumption*

MCR version
r/min

1000

1200

m/sec.

9.6

bar

22.4

20.7

g/kWh

189

188

* According to ISO + 5%
tolerance without engine
driven pump.

178 33 88-6.0

Fig. 4.10b: List of capacities for L16/24

485 600 100

178 61 20

4.15

MAN B&W Diesel A/S

S42MC Project Guide

L23/30H GenSet Data

Bore:

225 mm

5L23/30H
6L23/30H
7L23/30H
8L23/30H
SFOC*

Stroke: 300 mm

720 r/min
60Hz
Eng. kW
Gen. kW
650
615
780
740
910
865
1040
990
191 g/kWh

Power lay-out
750 r/min
50Hz
Eng. kW
Gen. kW
675
645
810
770
945
900
1080
1025
192 g/kWh

900 r/min
Eng. kW

60Hz
Gen. kW

960
910
1120
1060
1280
1215
196 g/kWh

L1*

L2

L3

L4*

L5****

B1*

H1

mm

mm

mm

mm

mm

mm

3925

1070

3350

2155

2340

5 (900 r/min)

3885

1070

3350

2135

4505

1070

3720

6 (900 r/min)

4445

1070

4745

7 (900 r/min)

* According to
ISO 3046/conditions
without pumps.

mm

Dry
mass**
t

Dry mass
Genset***
t

1380

1583

12.2

16.8

2340

1380

1583

12.2

16.8

2385

2710

1380

1583

12.9

18.7

3720

2325

2710

1380

2015

12.9

18.7

1070

4090

2270

3080

1600

2015

14.3

19.2

4745

1070

4090

2270

3080

1600

2015

14.3

19.2

5225

1070

4460

2380

3450

1600

2015

15.8

23.7

8 (900 r/min)

5180

1070

4460

2355

3450

1600

2015

15.8

23.7

Cyl. no.

A
*
***

Free passage between the engines, width 600 mm and height 2000 mm.
Depending on alternator
Mass included a standard alternator, make A. van Kaick

**
****

178 34 53-3.1

Engine and engine base frame

Incl. flywheel

All dimensions and masses are approximately, and subject to change without notice.

Fig. 4.11: Power and outline of L23/30H

485 600 100

178 61 20

4.16

MAN B&W Diesel A/S

S42MC Project Guide

L23/30H GenSet Data

Max. continuous rating at
720/750 r/min
900 r/min
720/750 r/min
900 r/min

60/50 Hz
60 Hz

ENGINE-DRIVEN PUMPS

Cyl.

Engine kW
Engine kW
Gen. kW
Gen. kW

650/675

780/810
960
740/770
910

910/945
1120
865/900
1060

1040/1080
1280
990/1025
1215

615/645

720, 750/900 r/min

m3/h
m3/h
m3/h
m3/h

1.0/1.3
55/69
36/45
16/20

1.0/1.3
55/69
36/45
16/20

1.0/1.3
55/69
36/45
20/20

1.0/1.3
55/69
36/45
20/20

m3/h
m3/h
m3/h
m3/h

35/44
48/56
20/25
14/16

42/52
54/63
24/30
15/17

48/61
60/71
28/35
16/18

55/70
73/85
32/40
17/19

LUBRICATING OIL
Heat dissipation
LT cooling water quantity*
SW LT cooling water quantity**
Lub. oil temp. inlet cooler
LT cooling water temp. inlet cooler

kW
m3/h
m3/h
C
C

69/97
5.3/6.2
18
67
36

84/117
6.4/7.5
18
67
36

98/137
7.5/8.8
18
67
36

112/158
8.5/10.1
25
67
36

CHARGE AIR
Heat dissipation
LT cooling water quantity
LT cooling water inlet cooler

kW
m3/h
C

251/310
30/38
36

299/369
36/46
36

348/428
42/53
36

395/487
48/61
36

JACKET COOLING
Heat dissipation
HT cooling water quantity
HT cooling water temp. inlet cooler

kW
m3/h
C

182/198
20/25
77

219/239
24/30
77

257/281
28/35
77

294/323
32/40
77

kg/h
C
bar
kg/h

5510/6980
310/325
0.025
5364/6732

6620/8370
310/325
0.025
6444/8100

7720/9770
310/325
0.025
7524/9432

8820/11160
310/325
0.025
8604/10800

Nm3

0.30

0.35

0.40

0.45

kW
kW

21/26

Fuel oil feed pump

(5.5-7.5 bar)
LT cooling water pump
(1-2.5 bar)
HT cooling water pump
(1-2.5 bar)
Lub. oil main pump
(3-5/3.5-5 bar)
SEPARATE PUMPS
LT cooling water pump*
(1-2.5 bar)
LT cooling water pump**
(1-2.5 bar)
HT cooling water pump
(1-2.5 bar)
Lub. oil stand-by pump (3-5/3.5-5 bar)
COOLING CAPACITIES

GAS DATA
Exhaust gas flow
Exhaust gas temp.
Max. allowable back. press.
Air consumption
STARTING AIR SYSTEM
Air consumption per start
HEAT RADIATION
Engine
Generator

25/32
29/37
34/42
(See separate data from generator maker)

Please note that for the 750 r/min engine the heat dissipation, capacities of gas and engine-driven pumps are 4% higher than stated
at the 720 r/min engine.
If LT cooling is sea water, the LT inlet is 32 C instead of 36C.
These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.
*Only valid for engines equipped with internal basic cooling water system no 1 and 2.
**Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.

178 34 54-5.1

Fig. 4.12: List of capacities for L23/30H

485 600 100

178 61 20

4.17

MAN B&W Diesel A/S

S42MC-C Project Guide

Installation Aspects

Installation Aspects
Space requirement for the engine
Overhaul with double jib crane
Engine outline
Centre of gravity
Water and oil in engine
Gallery ouline
Engine pipe connections
List of counterflanges
Arrangement of holding down bolts
Profile of engine seating
Top bracing
Earthing device

400 000 050

178 50 15

MAN B&W Diesel A/S

S42MC Project Guide

5 Installation Aspects
The figures shown in this chapter are intended as an
aid at the project stage. The data is subject to
change without notice, and binding data is to be
given by the engine builder in the Installation Documentation mentioned in Chapter 10.

Space Requirements for the Engine

The space requirements stated in Fig. 5.01 are valid
for engines rated at nominal MCR (L1).
Additional space needed for engines equipped with
PTO is stated in Chapter 4.

room. A special crane beam for dismantling the

turbocharger shall be fitted. The lifting capacity of
the crane beam for dismantling the turbocharger is
stated in fig. 6.10.08
The overhaul tools for the engine are designed to be
used with a crane hook according to DIN 15400,
June 1990, material class M and load capacity 1Am
and dimensions of the single hook type according to
DIN 15401, part 1.

Engine Outline

If, during the project stage, the outer dimensions of

the turbocharger seem to cause problems, it is possible, for the same number of cylinders, to use
turbochargers with smaller dimensions by increasing the indicated number of turbochargers by one.

The total length of the engine at the crankshaft level

may vary depending on the equipment to be fitted
on the fore end of the engine, such as adjustable
counterweights, tuning wheel, moment compensators PTO, which are shown as alternatives in Figs.
5.04 and 5.05.

Overhaul of Engine

Transparent outline drawings in scale 1:50 and

1:100 are included in section 11.

The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift,
see note F in Fig. 5.01.
A lower overhaul height is, however, available by using the MAN B&W double-jib crane, built by Danish
Crane Building ApS, shown in Figs. 5.02 and 5.03.
Please note that the distance given by using a double-jib crane is from the centre of the crankshaft to
the lower edge of the deck beam, see note E in Fig.
5.01.
2 x 1.0 ton double jib crane can be used for this
engine as this crane has been individually designed
for the engine.

Engine Masses and Centre of Gravity

The partial and total engine masses appear from
Chapter 9, Dispatch Pattern, to which the masses
of water and oil in the engine, Fig. 5.06, are to be
added. The centre of gravity is shown in Fig. 5.05,
including the water and oil in the engine, but without
moment compensators or PTO.

Gallery Outline
Figs. 5.07 shows the gallery outline for engines rated
at nominal MCR (L1).

The capacity of a normal engine room crane has to

be minimum 1.25 tons.
The area covered by the engine room crane shall be
wide enough to reach any heavy spare part required
in the engine room, and the crane hook shall be able
to reach the lowermost floor level in the engine

430 100 030

178 61 21

5.01

MAN B&W Diesel A/S

Engine Pipe Connections
The position of the external pipe connections on the
engine are stated in Fig. 5.08, and the corresponding lists of counterflanges for pipes and
turbocharger in Figs. 5.09 and 5.10, respectively.
The flange connection on the turbocharger gas outlet is rectangular, but a transition piece to a circular
form can be supplied as an option: 4 60 601.

Engine Seating and Arrangement of

Holding Down Bolts
The dimensions of the seating stated in Figs. 5.12
and 5.13 are for guidance only.
The engine is basically mounted on epoxy chocks
4 82 102 in which case the underside of the
bed-plates lower flanges has no taper.
The epoxy types approved by MAN B&W Diesel A/S
are:
Chockfast Orange PR 610 TCF
from ITW Philadelphia Resins Corporation, USA,
and
Epocast 36"
from H.A. Springer Kiel, Germany

S42MC Project Guide

The moments may excite engine vibrations moving
the engine top athwartships and causing a rocking
(excited by H-moment) or twisting (excited by
X-moment) movement of the engine.
For engines with fewer than seven cylinders, this
guide force moment tends to rock the engine in
transverse direction, and for engines with seven cylinders or more, it tends to twist the engine. Both
forms are shown in the chapter dealing with vibrations. The guide force moments are harmless to the
engine, however, they may cause annoying vibrations in the superstructure and/or engine room, if
proper countermeasures are not taken.
As this system is difficult to calculate with adequate
accuracy, MAN B&W Diesel recommend that top
bracing is installed between the engines upper
platform brackets and the casing side.
The top bracing is designed as a stiff connection
which allows adjustment in accordance with the
loading conditions of the ship.
Without top bracing, the natural frequency of the
vibrating system comprising engine, ships bottom,
and ships side, is often so low that resonance with
the excitation source (the guide force moment) can
occur close to the normal speed range, resulting in
the risk of vibration.

The engine may alternatively, be mounted on cast

iron chocks (solid chocks 4 82 101), in which case
the underside of the bedplates lower flanges is with
taper 1:100.

With top bracing, such a resonance will occur above

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

Top Bracing

The top bracing is normally placed on the exhaust

side of the engine (4 83 110), but it can alternatively
be placed on the camshaft side, option: 4 83 111, see
Fig. 5.14.

The so-called guide force moments are caused by

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

The top bracing is to be made by the shipyard in

accordance with MAN B&W instructions.

430 100 030

178 61 21

5.02

MAN B&W Diesel A/S

S42MC Project Guide

Mechanical top bracing

The mechanical top bracing, option: 4 83 112 shown
in Fig. 5.14b comprises stiff connections (links) with
friction plates.
The forces and deflections for calculating the transverse top bracings connection to the hull structure
are:
Force per bracing . . . . . . . . . . . . . . . . . . . 45 kN
Minimum horizontal rigidity at the
links points of attachment to the hull . . 100 MN/m
Tightening torque at hull side. . . . . . . . . . . . 70 Nm
Tightening torque at engine side . . . . . . . . 330 Nm

Earthing Device
In some cases, it has been found that the difference
in the electrical potential between the hull and the
propeller shaft (due to the propeller being immersed
in seawater) has caused spark erosion on the main
bearings and journals of the engine.
A potential difference of less than 80 mV is harmless
to the main bearings so, in order to reduce the potential between the crankshaft and the engine structure (hull), and thus prevent spark erosion, we recommend the installation of a highly efficient earthing
device.
The sketch Fig. 5.15 shows the layout of such an
earthing device, i.e. a brush arrangement which is
able to keep the potential difference below 50 mV.
We also recommend the installation of a shaft-hull
mV-meter so that the potential, and thus the correct
functioning of the device, can be checked.

430 100 030

178 61 21

5.03

MAN B&W Diesel A/S

S42MC Project Guide

1) Space for aux. blowers with direct drive and frequency

converter: 2800 mm
2) Minium 7325 mm for turbocharger NA57/T9
3) Space for air cooler element overhaul: 2700 mm
4) K must be equal to or larger than the propeller shaft, if
the propeller shaft is to be drawn into the engine room

Normal/minimum centre line distance for twin engine installation: 4850/4350 mm (4350 mm for common gallery for starboard and port design engines)
The dimensions are given in mm and are for guidance only. If the dimensions cannot be fulfilled,
please contact MAN B&W Diesel A/S or our local
representative

178 43 35-3.0

Fig.5.01a: Space requirement for the engine, turbocharger located on aft end (4 59 121)

430 100 034

178 61 23

5.04

MAN B&W Diesel A/S

Cyl. No.

S42MC Project Guide

min. 4621 5369 6117 6865 7613 8361 Fore end: A min. shows basic engine
A max. shows engine with built on tuning wheel
max. 4713 5461 6209 6957 7705 8453 For PTO: See corresponding Space requirement

B
C

2400 1)

MAN B&W and ABB

turbochargers

2637 3012 3245 3382 3520 3787 MAN B&W turbocharger

2508 2927 3065 3333 3471 3608 ABB turbocharger

The required space to the engine room

casing includes top bracing
Dimensions according to
Turbocharger choice at nominal MCR

The dimension includes a cofferdam af 600 mm and must fulfil

minimum height to tanktop according to classification rules

2818 2863 2913 2948 2993 3038

7300 2)

The distance from crankshaft centreline to lower edge of deck beam, see
MAN B&W double jib crane

8050

Vertical lift of piston, piston rod passes between cylinder cover studs

F
G
H
I

7525
2600 3)

Tilted lift of piston, piston rod passes between cylinder cover studs
See Top bracing arrangement, if top bracing fitted on camshaft side

5608 5516 5608 5608 5608 5708 MAN B&W turbocharger

5492 5436 5436 5608 5608 5608 ABB turbocharger
1700 1719 1700 1700 1700 1800 MAN B&W turbocharger
1697 1817 1817 1946 1946 1946 ABB turbocharger

420

1612

1775

1375

1775

0,15, 30, 45, 60, 75, 90

Dimensions according to
Turbocharger choice at nominal MCR
Dimensions according to
Turbocharger choice at nominal MCR

Space for tightening control of holding down bolts

The dimensions cover required space and hook travelling width for
turbocharger NA57/T9

Max. 75 when MAN B&W Double jib crane is used

Max. 15 when engine room has min. headroom above turbocharger

178 43 35-3.0

Fig.5.01b: Space requirement for the engine, turbocharger located on aft end (4 59 121)

430 100 034

178 61 23

5.05

MAN B&W Diesel A/S

S42MC Project Guide

MAN B&W turbocharger related figures:
Type
Units
W

kg

HB mm

NA34

NA40

NA48

NA57

1000

1000

1000

2000

1200

1300

1700

1800

ABB turbocharger related figures:

Type
Units
W

kg

HB mm

VTR454

VTR564

1000

2000

1400

1700

Type
Units TPL61

TPL65

TPL69

TPL73

TPL77

kg

1000

1000

1000

1000

1000

HB

mm

500

600

700

800

900

MHI turbocharger related figures:

Type
178 32 20-8.0

Units
For the overhaul of a turbocharger, a crane beam with
trolleys is required at each end of the turbocharger.
Two trolleys are to be available at the compressor end
and one trolley is needed at the gas inlet end.

MET42SD MET53SD MET66SD MET83SD

MET42SE MET53SE MET66SE MET83SE

kg

1000

1500

2500

5000

HB

mm

1100

1200

1800

2200

The table indicates the position of the crane beam(s) in

the vertical level related to the centre of the
turbocharger(s).

The crane beam can be omitted if the main engine room

crane also covers the turbocharger area.

The crane beam location in horizontal direction:

The crane beam is used for lifting the following components:

*) Engines with the turbocharger(s) located on the ex-

- Exhaust gas inlet casing

- Turbocharger silencer
- Compressor casing
- Turbine rotor with bearings

*) Engines with the turbocharger located on the aft

haust side.
The letter a indicates the distance between vertical
centrelines of the engine and the turbocharger(s).
end of engine.
The letter a indicates the distance between vertical
centrelines of the aft cylinder and the turbocharger.
The figures a are stated on the Engine Outline
drawing.

The sketch shows a turbocharger and a crane beam that

can lift the components mentioned.
The crane beam(s) is/are to be located in relation to the
turbocharger(s) so that the components around the gas
outlet casing can be removed in connection with overhaul of the turbocharger(s).

The crane beam can be bolted to brackets that are fastened to the ship structure or to columns that are located on the top platform of the engine.
The lifting capacity of the crane beam is indicated in the
table for the various turbocharger makes. The crane
beam shall be dimensioned for lifting the wieght W with
a deflection of some 5 mm only.

Fig. 5.01c: Crane beams for overhaul of turbocharger

430 100 034

178 61 23

5.06

MAN B&W Diesel A/S

Weight in kg
inclusive lifting tools

Cylinder Cylinder
linier with
cover
complete cooling
jacket
with
exhaust
valve

Piston
with
stuffing
box

S42MC Project Guide

Crane capacity
in tons

Height in mm
Building-in height in mm when using
when using
MAN B&W double-jib crane
normal crane
(vertical lift of
piston/tilted
lift of piston)

A
Normal MAN B&W
crane
double-jib Minimum
distance
crane
in mm

D
C
B1/B2
Additional height
Minimum
Minimum
height from height from which makes overhaul
of exhaust valve
centre line
centre line
feasible without
crankshaft to crankshaft
crane hook to underside removal of any studs
deck beam

The crane hook should at least be able to reach down to a

level corresponding to the centreline of the crankshaft.

The crane hook travelling area must cover at least the full
lenght of the engine and a width in accordance with dimension A given on the drawing.

For overhaul of the turbocharger(s) a trolley mounted

chain hoists must be installed on a separate crane beam
or, alternatively, in combination with the engine room
crane structure, see Fig. 5.01b with information about the
required lifting capacity for overhaul of turbocharger(s).

It is furthermore recommended that the engine room

crane can be used for transport of heavy spare parts from
the engine room hatch to the spare part stores and to the
engine. See example on this drawing.

178 34 30-5.0

Fig. 5.01d: Engine room crane

430 100 034

178 61 23

5.07

MAN B&W Diesel A/S

S42MC Project Guide

Deck beam
MAN B&W double
jib crane

The double-jib crane

can be delivered by:
Danish Crane Buiding ApS
sterlandsvej 2
DK-9240 Nibe, Denmark

Centre line crankshaft

178 06 25-5.3

Fig. 5.02: Overhaul with double-jib crane

488 701 050

178 61 24

5.08

MAN B&W Diesel A/S

S42MC Project Guide

This crane is adapted to the special tools for low overhaul

178 13 21-6.1

Fig. 5.03: MAN B&W double-jib crane 2 x 1,0 t, option: 4 88 701

s 488 701 010

178 61 25

5.09

MAN B&W Diesel A/S

S42MC Project Guide

On engines equipped with PTO, special measuring equipment is required.

178 41 54-3.0

Fig. 5.04a: Engine outline

483 100 084

178 61 26

5.10

MAN B&W Diesel A/S

Turbocharger type

MAN
B&W

S42MC Project Guide

Cyl. No.

LI

LII

NA34/S

1700 5608

425

2310

792

945 6413

2244 4621 4713

NA40/S

1719 5516

425

2354

991 1030 6406

2992 5369 5461

NA48/S

1700 5608

425

2512 1232 1154 6713

3740 6117 6209

NA57/T

1800 5708

425

2876 1798 1115 6933

4488 6865 6957

VTR354

1697 5492

415

2245

597

864

5236 7613 7705

VTR454

1689 5508

360

2376

848

954

5984 8361 8453

VTR454/E

1689 5608

356

2376

980

850

VTR564

1946 5608

400

2802 1184 1112

MET42SD

1610 5608

400

2170

730

MET53SD

1710 5608

390

2400

710 1250

MET66SD

1830 5608

500

2700 1200 1210

ABB

MHI

850

Please note:
The dimensions given are subject to revision without notice
For platforms dimensions are Gallery outline
178 41 54-3.0

Fig. 5.04b: Engine outline

483 100 084

178 61 26

5.11

MAN B&W Diesel A/S

S42MC Project Guide

No. of cylinders

Distance X mm

1855

2279

2676

3061

3482

3884

Distance Y mm

1859

1929

1949

1954

1995

2012

Distance Z mm

51

49

49

44

40

36

10*

11*

12*

For engine dry masses, see dispatch pattern in section 9

*The data for 10-12 cylinder engines with two turbochargers on exhaust side, are available on request
178 40 30-8.0

Fig. 5.05: Centre of gravity

430 100 046x

178 61 27

5.12

MAN B&W Diesel A/S

S42MC Project Guide

Mass of water and oil in engine in service

No. of
cylinders

Mass of water
Freshwater

Seawater

Mass of oil in
Total

Engine
system

Oil pan

Total

kg

kg

kg

kg

kg

kg

180

130

310

145

190

335

225

140

365

170

250

420

270

150

420

195

365

560

315

180

495

220

290

510

360

200

560

245

365

610

405

220

625

270

400

670

10

450

280

730

295

500

795

11

495

300

795

320

615

935

12

540

360

900

345

730

1075

* The stated values are valid for horizontally aligned engines with vertical oil outlets

178 40 26-2.0

Fig. 5.06: Water and oil in engine

430 100 059

178 61 28

5.13

MAN B&W Diesel A/S

S42MC Project Guide

178 41 58-0.0

Fig.5.07a: Gallery outline

483 100 080

178 61 29

5.14

MAN B&W Diesel A/S

S42MC Project Guide

178 41 58-0.0

Fig. 5.07b: Gallery outline

483 100 080

178 61 29

5.15

MAN B&W Diesel A/S

Turbocharger type

MAN
B&W

ABB

MHI

S42MC Project Guide

NA34/S

425

6000

1710

NA40/S

425

6086

1870

NA48/S

424

6294

1884

NA57/T

425

6495

2011

VTR354

415

5879

1802

VTR454

360

5924

1948

VTR454/E

280

6130

1780

VTR564

400

6222

2111

MET42SD

400

6050

1650

MET53SD

390

6170

1750

MET66SD

500

6300

1880
178 41 62-6.0

Fig. 5.08a: Engine pipe connections

483 100 082

178 61 30

5.16

MAN B&W Diesel A/S

S42MC Project Guide

Cyl . No.

2244

2244

2992

2992

3740

2992

4488

2992

4488

5236

2992

5236

5984

2992

5236

Fig. 5.08b: Engine pipe connections

483 100 082

178 61 30

5.17

MAN B&W Diesel A/S

S42MC Project Guide

Please note:

The dimensions given are subject to revision whitout notice

For engine dimensions see Engine outline and
Gallery outline

178 41 62-6.0

Fig. 5.08c: Engine pipe connections

483 100 082

178 61 30

5.18

MAN B&W Diesel A/S

S42MC Project Guide

Flange
Bolts
DN*
Description
Dia. PCD Thickn. Dia. No.
A
4-9
225 180
24
M20
8
90 Starting air inlet (neck flange for welding supplied)
B
4-9
Coupling for 16 mm pipe
Control air inlet
C
4-9
Coupling for 16 mm pipe
Safety air inlet
D
4-9
See figures page 5.20
Exhaust outlet
E
4-9
Nominal dia. 50 mm pipe
Venting of lube oil discharge pipe MAN B&W NA T/C
F
4-9
120
90
16
M16
4
25 Fuel oil outlet
K
4-9
200 160
18
M16
8
80 Cooling water inlet
L
4-9
200 160
18
M16
8
80 Cooling water outlet
M
4-9
Coupling for 30 mm pipe
Cooling water deaeration
4-6
210 170
18
M16
4
100
N
Cooling water inlet from scavenge air cooler
7-9
240 200
20
M16
8
125
4-6
240 170
18
M16
4
100
P
Cooling water outlet from scavenge air cooler
7-9
240 200
20
M16
8
125
R
4-9
220 180
20
M16
8
100 Lubricating oil inlet (system oil)
S
4-9
See special drawing
System oil outlet to bottom tank (vertical)
S1
4-9
490 445
26
M20
12
350 System oil outlet to bottom tank (horizontal)
4-6
210 170
18
M16
4
100
U
Lube oil inlet to piston cooling and camshaft
7-9
240 200
20
M16
8
125
X
4-9
185 145
22
M16
8
65 Fuel oil inlet (neck flange for welding supplied)
Y
4-9
120
90
16
M12
4
32 Lubricating oil inlet to exhaust valve actuator
AB1
165 125
18
M16
4
50 Lube oil outlet from MAN B&W T/C type: NA40/S
AB2
185 145
18
M16
4
65 Lube oil outlet from MAN B&W T/C type: NA48/S
AB3
185 145
18
M16
4
65 Lube oil outlet from MAN B&W T/C type: NA57/T
AC
4-9
Coupling for 16 mm pipe
Lubricating oil inlet to cylinder lubricators
AE
4-9
Coupling for 25 mm pipe
Fuel oil drain pipe from bedplate
AF
4-9
Coupling for 30 mm pipe
Fuel oil to drain outlet
AG
4-9
140 100
16
M16
4
32 Lube oil from stuff. box for piston rods to drain tank
AH
4-9
Coupling for 25 mm pipe
Cooling water drain
AK
4-9
Coupling for 30 mm pipe
Inlet cleaning air cooler
AL
4-9
Coupling for 25 mm pipe
Drain from cleaning AC/water mist catcher
AM
4-9
Coupling for 25 mm pipe
Outlet air cooler to chemical cleaning tank
AN
4-9
Coupling for 20 mm pipe
Water washing inlet turbocharger
AP
4-9
Coupling for 12 mm pipe
Air inlet for softblast cleaning of turbocharger
AR
4-9
150 110
16
M16
4
40 Oil vapour discharge
AS
4-9
Coupling for 20 mm pipe
Cooling water drain air cooler
AT
4-9
Coupling for 25 mm pipe
Fire extinguishing in scavenge air box
AV
4-9
185 145
18
M16
4
65 Drain from scavenge air chambers to closed drain tank
BB
4-9
Coupling for 10 mm pipe
Remote speed setting signal
BB1
4-9
Coupling for 10 mm pipe
Supply to remote speed setting
BD
4-9
Coupling for 10 mm pipe
Fresh water outlet for heating fuel oil drain pipe
BX
4-9
Coupling for 10 mm pipe
Steam inlet for heating fuel oil pipes
BF
4-9
Coupling for 10 mm pipe
Steam outlet for heating fuel oil pipes
BV
4-9
Coupling for 20 mm pipe
Steam inlet for cleaning drain scavenge air chambers
* DN indicates the nominal diameter of the piping on the engine.
For external pipes the diameters should be calculated according to the fluids velocities (see list of capacities) or the
recommended pipe sizes in diagrams should be used.
178 41 67-5.0
Reference

Cyl.
No.

Fig. 5.09: List of counterflanges, option: 4 30 202

430 200 152

178 61 31

5.19

VTR 354

VTR 454

VTR 454E

VTR 564

NA34/S

NA40/S

NA48/S

NA57/T9

MET63SD

ABB

MET42SD

MET53SD

S42MC Project Guide

MAN B&W

MHI

MAN B&W Diesel A/S

Thickness of flanges: 25 mm (for VTR454 and VTR454E thickness = 20 mm)

178 41 71-0.0

Fig. 5.10: List of counterflanges, turbocharger exhaust outlet (yards supply)

430 200 152

178 61 31

5.20

MAN B&W Diesel A/S

S42MC Project Guide

For details of chocks and bolts see special drawings

This drawing may, subject to the written consent of the
actual engine builder concerned, be used as a basis for
marking-off and drilling the holes for holding down bolts
in the top plates, provided that:
1)

2)

The shipyard drills the holes for holding down

bolts in the top plates while observing the
toleranced locations given on the present drawing

3)

The holding down bolts are made in accordance

with MAN B&W Diesel A/S drawings of these bolts

If measuring pins are required, we recommend that

they are installed at the positions marked by

The engine builder drills the holes for holding down

bolts in the bedplate while observing the toleranced
locations indicated on MAN B&W Diesel A/S drawings for machining the bedplate

All hot work on the tanktop must be finished before the

epoxy is cast
178 13 50-3.1

Fig. 5.11: Arrangement of epoxy chocks and holding down bolts

482 600 015

178 61 32

5.21

MAN B&W Diesel A/S

S42MC Project Guide

Section A-A

Holding down bolts, option: 4 82 602 includes:

1
2
3

Protecting cap
Spherical nut
Spherical washer

Fig. 5.12a: Profile of engine seating for engines with vertical oil outlets (4 40 101)

482 600 010

4
5
6

Distance pipe
Round nut
Holding down bolt
178 13 48-1.1

178 61 33

5.22

MAN B&W Diesel A/S

S42MC Project Guide

Side chock liners, option: 4 82 620 includes:

Section B-B of side chock liners

1
2

Liner for side chock

Hexagon socket set screw

Side chock brackets, option: 4 82 622 includes:

3

Side chock brackets

Viewed from X
of holding down bolts

Fig. 5.12b: Profile of engine seating, side chocks

End chock bolts,

option: 4 82 610 includes:
1
2
3
4
5
6

Stud for end chock bolt

Round nut
Round nut
Spherical washer
Spherical washer
Protecting cap

End chock liners,

option: 4 82 612 includes:
7

Liner for end chocks

End chock brackets,

option: 4 82 614 includes:
8

End chock brackets

178 13 49-3.1

Fig. 5.12c: Profile of engine seating, end chocks

482 600 010

178 61 33

5.23

MAN B&W Diesel A/S

S42MC Project Guide

Section A-A

Holding down bolts, option: 4 82 602 includes:

1
2
3

Protecting cap
Spherical nut
Spherical washer

Fig. 5.13a: Profile of engine seating for engines with horizontal oil outlets (4 40 102)

482 600 010

4
5
6

Distance pipe
Round nut
Holding down bolt
178 13 48-1.1

178 61 33

5.24

MAN B&W Diesel A/S

S42MC Project Guide

Side chock liners, option: 4 82 620 includes:

Section B-B of side chock liners

1
2

Liner for side chock

Hexagon socket set screw

Side chock brackets, option: 4 82 622 includes:

3

Side chock brackets

Viewed from X
of holding down bolts

Fig. 5.13b: Profile of engine seating, side chocks

End chock bolts,
option: 4 82 610 includes:
1
2
3
4
5
6

Stud for end chock bolt

Round nut
Round nut
Spherical washer
Spherical washer
Protecting cap

End chock liners,

option: 4 82 612 includes:
7

Liner for end chocks

End chock brackets, option: 4 82

614 includes:
8

End chock bracket

178 13 49-3.1

Fig. 5.13c: Profile of engine seating, end chocks for engines with horizontal oil outlet, option 4 40 102

482 600 010

178 61 33

5.25

MAN B&W Diesel A/S

S42MC Project Guide

Top bracing should only be installed on one side,

either the exhaust side (alternative 1), or the camshaft side (alternative 2).
T/C: Turbocharger

C: Chain drive

The dimensions are valid for NA57/T only. Layout for

other turbochargers are avaible on request.
Horizontal distance between top bracing fix point
and centre line of cylinder 1:
a = 374
b = 1122
c = 1870
d = 2618

e = 3366
f = 4114
g = 4862
h = 5610

178 13 51-5.1

Fig. 5.14a: Mechanical top bracing arrangement

483 110 007

178 61 35

5.26

MAN B&W Diesel A/S

S42MC Project Guide

178 09 63-3.2

Fig. 5.14b: Mechanical top bracing outline, option: 4 83 112

483 110 007

178 61 35

5.27

MAN B&W Diesel A/S

S42MC Project Guide

Cross section must not be smaller than 45 mm2 and

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

Silver metal
graphite brushes

Rudder
Propeller

Voltmeter for shafthull potential difference

Main bearing

Intermediate shaft
Earthing device

Propeller shaft
Current

178 32 07-8.1

Fig. 5.15: Earthing device, (yards supply)

420 600 010

178 61 37

5.28

MAN B&W Diesel A/S

S42MC Project Guide

6.01. List of Capacities

The Lists of Capacities contain data regarding the
necessary capacities of the auxiliary machinery for
the main engine only.
The heat dissipation figures include 10% extra margin
for overload running except for the scavenge air
cooler, which is an integrated part of the diesel engine.

Cooling Water Systems

The capacities given in the tables are based on tropical ambient reference conditions and refer to engines
with a high efficiency/conventional turbocharger running at nominal MCR (L1) for, respectively:
Seawater cooling system,
Figs. 6.01.01 and 6.01.03

A detailed specification of the various components

is given in the description of each system. If a freshwater generator is installed, the water production
can be calculated by using the formula stated later in
this chapter and the way of calculating the exhaust
gas data is also shown later in this chapter. The air
consumption is approximately 98% of the calculated exhaust gas amount.
The location of the flanges on the engine is shown in:
Engine pipe connections, and the flanges are
identified by reference letters stated in the List of
counter flanges; both can be found in Chapter 5.
The diagrams use the symbols shown in Fig. 6.01.19
Basic symbols for piping, whereas the symbols for
instrumentation accord to the Symbolic representation of instruments and the instrumentation list
found in Chapter 8.

Central cooling water system,

Figs. 6.01.02 and 6.01.04

Heat radiation
The capacities for the starting air receivers and the
compressors are stated in Fig. 6.01.05

The radiation and convection heat losses to the engine room is about 1.5% of the engine nominal
power (kW in L1).

178 11 26-4.1

Fig. 6.01.01: Diagram for seawater cooling

178 11 27-66.1

Fig. 6.01.02: Diagram for central cooling water system

430 200 025

178 61 38

6.01.01

MAN B&W Diesel A/S

S42MC Project Guide

Nominal MCR
at 136 r/min

Cyl.

10

11

12

kW

4320

5400

6480

7560

8640

9720

10800

11880

12960

Fuel oil circulating pump

m3/h

2.2

2.6

2.9

3.5

3.9

4.3

5.0

5.7

6.3

m /h

1.1

1.4

1.7

2.0

2.2

2.5

2.8

3.1

3.4

1) m3/h

41

51

61

71

86

92

100

110

120

2)

41

51

61

71

82

92

100

110

120

3)

43

53

64

74

85

97

105

115

125

Fuel oil supply pump

Pumps

Jacket cooling water pump

Seawater cooling pump*

Main lubricating oil pump*

4)

41

51

61

71

82

92

100

110

120

1) m3/h

135

170

205

235

275

305

340

375

410

2)

135

170

205

235

270

305

340

375

410

3)

135

170

200

235

270

305

340

370

405

4)

135

170

205

235

270

305

340

370

405

1) m3/h

100

125

150

175

195

225

250

270

295

2)

99

125

150

170

195

220

250

270

295

3)

95

120

145

165

190

215

240

260

285

4)

98

125

150

170

200

220

250

270

295

1.0

1.5

1.5

2.0

2.0

2.5

2.5

3.0

3.0

1580

1970

2370

2760

3160

3550

3950

4340

4730

84

105

126

147

168

189

210

231

252

1) kW

400

480

580

660

720

880

960

1050

1160

2)

395

495

580

660

770

860

990

1080

1160

3)

330

410

490

570

660

740

820

900

980

4)

360

465

550

630

730

810

930

1010

1090

1) m3/h

51

65

79

88

107

116

130

144

158

2)

51

65

79

88

102

116

130

139

158

3)

51

65

74

88

102

116

130

139

153

4)

51

65

79

88

102

116

130

139

153

1) kW

700

880

1060

1230

1470

1580

1760

1940

2110

2)

700

880

1060

1230

1410

1580

1760

1940

2110

3)

750

920

1100

1280

1470

1670

1850

2020

2200

4)

700

880

1060

1230

1410

1580

1760

1940

2110

150

165

m3/h

Booster pump for exhaust valves

Scavenge air cooler
Heat dissipation approx.

kW

Seawater quantity

m3/h

Lubricating oil cooler

Coolers

Heat dissipation approx.*

Lubricating oil quantity*

Seawater quantity

See Main lubricating oil pump above

Jacket water cooler

Heat dissipation approx.

Jacket cooling water quantity

See Jacket cooling water pump above

Seawater quantity*

See Seawater quantity above

Fuel oil heater

kW

58

68

76

92

100

115

130

Exhaust gas flow** at 260 C

kg/h

35400

44250

53100

61950

70800

79650

88500

Air consumption of engine

kg/s

9.6

12.0

14.4

16.8

19.2

21.6

24.1

97350 106200
26.5

28.9

For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper, the engines capacities must be increased by those stated for the actual system

**

The exhaust gas amount and temperature must be adjusted according to the actual plant specification

Turbocharger types: 1) MAN B&W 2) ABB, type TPL 3) ABB, type VTR 4) MHI
178 42 71-6.0

Fig. 6.01.03: List of capacities, S42MC with seawater cooling system, stated at the nominal MCR power (L 1)

430 200 025

178 61 38

6.01.02

MAN B&W Diesel A/S

Nominal MCR
at 136 r/min
Fuel oil circulating pump
Fuel oil supply pump
Jacket cooling water pump

Pumps

Central cooling water pump*

Seawater cooling pump*

Main lubricating oil pump*

Booster pump for exhaust valves

Scavenge air cooler
Heat dissipation approx.
Central cooling w. quantity
Lubricating oil cooler
Heat dissipation approx.*

Coolers

Lubricating oil quantity*

Central cooling water quantity*

Jacket water cooler

Heat dissipation approx

Jacket cooling water quantity

Central cooling water quantity*
Central cooler
Heat dissipation approx.*

Central cooling water quantity*

Seawater quantity*
Fuel oil heater
Exhaust gas flow** at 260 C
Air consumption of engine

S42MC Project Guide

Cyl.

10

11

12

kW
m3/h
m3/h
1) m3/h
2)
3)
4)
1) m3/h
2)
3)
4)
1) m3/h
2)
3)
4)
1) m3/h
2)
3)
4)
m3/h

4320
2.2
1.1
41
41
43
41
135
135
135
135
130
130
125
125
100
99
95
98
1.0

5400
2.6
1.4
51
51
53
51
170
170
170
170
160
160
155
160
125
125
120
125
1.5

6480
2.9
1.7
61
61
64
61
205
205
200
205
190
190
190
190
150
150
145
150
1.5

7560
3.5
2.0
71
71
74
71
235
235
235
235
220
220
220
220
175
170
165
170
2.0

8640
3.9
2.2
86
82
85
82
275
270
270
270
255
255
250
250
195
195
190
200
2.0

9720
4.3
2.5
92
92
97
92
305
305
305
305
285
285
285
285
225
220
215
220
2.5

10800
5.0
2.8
100
100
105
100
340
340
340
340
320
320
315
315
250
250
240
250
2.5

11880
5.7
3.1
110
110
115
110
375
375
370
370
350
350
345
345
270
270
260
270
3.0

12960
6.3
3.4
120
120
125
120
410
410
405
405
380
380
375
380
295
295
285
295
3.0

kW
m3/h

1570
84

1960
105

2370
126

2740
147

3130
168

3530
189

3920
210

4310
231

4700
252

1) kW
2)
3)
4)

400
395
330
360

480
495
410
465

1050
1080
900
1010

1160
1160
980
1090

1) m3/h
2)
3)
4)

51
51
51
51

65
65
65
65

580
660
720
880
960
580
660
770
860
990
490
570
660
740
820
550
630
730
810
930
See Main lubricating oil pump above
79
88
107
116
130
79
88
102
116
130
74
88
102
116
130
79
88
102
116
130

144
144
139
139

158
158
153
153

1) kW
2)
3)
4)

700
700
750
700

880
880
920
880

1060
1230
1470
1580
1760
1060
1230
1410
1580
1760
1100
1280
1470
1670
1850
1060
1230
1410
1580
1760
See Jacket cooling water pump above
See Central cooling water quantity above

1940
1940
2020
1940

2110
2110
2200
2110

1) kW
2)
3)
4)

2670
2670
2650
2630

3320
3340
3290
3310

7300
7330
7230
7260

7970
7970
7880
7900

58
35400
9.6

68
44250
12.0

3990
4630
5320
5990
6640
3990
4630
5310
5970
6670
3940
4590
5260
5940
6590
3960
4600
5270
5920
6610
See Central cooling water pump above
See Seawater cooling pump above
76
92
100
115
130
53100 61950 70800 79650 88500
14.4
16.8
19.2
21.6
24.1

kW
kg/h
kg/s

150
165
97350 106200
26.5
28.9

For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper, the engines capacities must be increased by those stated for the actual system
**
The exahust gas amount and temperature must be adjusted according to the actual plant specification
Turbocharger types: 1) MAN B&W 2) ABB, type TPL 3) ABB, type VTR 4) MHI
178 475-3.02

Fig. 6.01.04: List of capacities, S42MC with central cooling system, stated at the nominal MCR power (L 1)

430 200 025

178 61 38

6.01.03

MAN B&W Diesel A/S

S42MC Project Guide

Starting air system: 30 bar (gauge)

Cylinder No.

10

11

12

2 x 3.0

2 x 3.0

2 x 3.0

2 x 3.0

2 x 3.5

2 x 3.5

2 x 3.5

2 x 3.5

2 x 3.5

Nm /h

180

180

180

180

210

210

210

210

210

m3

2 x 2.0

2 x 2.0

2 x 2.0

2 x 2.0

2 x 2.5

2 x 2.5

2 x 2.5

2 x 2.5

2 x 2.5

120

120

120

120

150

150

150

150

150

Reversible engine
Receiver volume (12 starts)

m3

Compressor capacity, total

Non-reversible engine
Receiver volume (6 starts)
Compressor capacity, total

Nm /h

Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine S42MC

178 42 78-9.0

Auxiliary System Capacities for

Derated Engines
The dimensioning of heat exchangers (coolers) and
pumps for derated engines can be calculated on the
basis of the heat dissipation values found by using
the following description and diagrams. Those for
the nominal MCR (L 1 ), see Figs. 6.01.03 and
6.01.04, may also be used if wanted.

Cooler heat dissipations

For specified MCR (M) the diagrams in Figs.
6.01.06, 6.01.07 and 6.01.08 show reduction factors for the corresponding heat dissipations for the
coolers, relative to the values stated in the List of
Capacities valid for nominal MCR (L1).

178 10 86-70

Fig. 6.01.07: Jacket water cooler, heat dissipation

qjw% in % of L1 value

178 07 98-0.0

Fig. 6.01.06: Scavenge air cooler, heat dissipation

qair% in % of L1 value

178 06 57-8.1

Fig. 6.01.08: Lubricating oil cooler, heat dissipation

qlub% in % of L1 value

430 200 025

178 61 38

6.01.04

MAN B&W Diesel A/S

S42MC Project Guide

The percentage power (P%) and speed (n%) of L1

for specified MCR (M) of the derated engine is used
as input in the above-mentioned diagrams, giving
the % heat dissipation figures relative to those in the
List of Capacities, Figs. 6.01.03 and 6.01.04.

to avoid too low a water velocity in the scavenge air

cooler pipes.

Pump capacities

The derated seawater pump capacity is equal to the

above found derated seawater flow capacities
though the scavenge air and lube oil coolers, to
which is added the seawater flow capacity for the
camshaft lubeoil cooler, as these are connected in
parallel.

The pump capacities given in the List of Capacities refer to engines rated at nominal MCR (L1). For
lower rated engines, only a marginal saving in the
pump capacities is obtainable.
To ensure proper lubrication, the lubricating oil
pump and the exhaust valve lube oil pump must remain unchanged.
Also, the fuel oil circulating and supply pumps
should remain unchanged, and the same applies to
the fuel oil preheater.

As the jacket water cooler is connected in series

with the lube oil cooler, the seawater flow capacity
for the latter is used also for the jacket water cooler.

If a central cooler is used, the above still applies, but

the central cooling water capacities are used instead of the above seawater capacities. The seawater flow capacity for the central cooler can be reduced in proportion to the reduction of the total
cooler heat dissipation.
Pump pressures

In order to ensure a proper starting ability, the starting air compressors and the starting air receivers
must also remain unchanged.
Jacket water pump
The jacket water pump capacity can be reduced
proportionally to the jacket cooling water heat dissipation found in Fig. 6.01.07, however, not below
90% of the capacity stated for the nominal power
(L1).
Seawater pump
The seawater flow capacity for each of the scavenge
air, lube oil and jacket water coolers can be reduced
proportionally to the reduced heat dissipations
found in Figs. 6.01.06, 6.01.07 and 6.01.08, respectively.
However, regarding the scavenge air cooler(s), the
engine maker has to approve this reduction in order

Irrespective of the capacities selected as per the

above guidelines, the below-mentioned pump
heads at the mentioned maximum working temperatures for each system shall be kept:

Fuel oil supply pump

Pump
head
bar

Max.
working
temp. C

100

Fuel oil circulating pump

10

150

Lubricating oil pump

4.1

60

Booster pump for exhaust

valve lubrication

60

Seawater pump

2.5

50

Central cooling water pump

2.5

Jacket water pump

60
100

Flow velocities
For external pipe connections, we prescribe the following maximum velocities:
Marine diesel oil
Heavy fuel oil
Lubricating oil
Cooling water

430 200 025

1.0 m/s
0.6 m/s
1.8 m/s
3.0 m/s

178 61 38

6.01.05

MAN B&W Diesel A/S

S42MC Project Guide

Example 1:
6S42MC with a seawater cooling system and derated to:
Specified MCR (M) . . . . . . . . . . . 80% power of L1
90% power of L1
Optimised power (O) shall coincide with the specified MCR (M)
Nominal MCR, L1:
6480 kW = 8820 BHP
Specified MCR, M=O: 5184 kW = 7056 BHP
4147 kW = 5645 BHP
Service rating, PS:

(100.0%)
(80.0%)

136.0 r/min
122.4 r/min
117.2 r/min

(100.0%)
(90.0%)

i.e. service rating, PS%= 80% of M = O

Ambient reference conditions: 20 C air and 18 C cooling water

The method of calculating the reduced capacities

for point M based on tropical ambient conditions is
shown below.
The values valid for the nominal rated engine are
found in the List of Capacities Fig. 6.01.03, and
are listed together with the result in Fig. 6.01.08.
Heat dissipation of scavenge air cooler
Fig. 6.01.05 which is approximate indicates a 73%
heat dissipation:
2350 x 0.73 = 1716 kW
Heat dissipation of lube oil cooler
Fig. 6.01.07 indicates a 91% heat dissipation:
580 x 0.91 = 528 kW
Heat dissipation of jacket water cooler
Fig. 6.01.06 indicates a 84% heat dissipation:
1060 x 0.84 = 890 kW
Jacket water pump
According to Fig. 6.01.06, the factor 0.84 should be
applied. However, as this is lower than the stated
limit of 90%, the latter is to be used:
61 x 0.90 = 54.9 m3/h
Seawater pump
Scavenge air cooler: 126 x 0.73 = 92.0 m3/h
3
Lubricating oil cooler 79 x 0.91 = 71.9 m /h
163.9 m3/h
Total:

430 200 025

178 61 38

6.01.06

MAN B&W Diesel A/S

S42MC Project Guide

Nominal rated engine (L1)

6,480 BHP at 136 r/min

Example 1
Specified MCR (M)
5,184 BHP at 122.4 r/min

m3/h
m3/h
m3/h
m3/h
m3/h
m3/h

2.9
1.7
61
205
145
1.5

2.9
1.7
54.9
163.9
145
1.5

kW
m3/h

2,370
126

1716
92.0

kW
m3/h
m3/h

580
145
79

528
145
71.9

kW
m3/h
m3/h

1060
61
79

890
54.9
71.9

kW

76

76

kg/sec
kg/h
C

19.4
53,100
260

11.4
41,700
253

2 x 3.0
180

2 x 3.0
180

2 x 2.0
120

2 x 2.0
120

Shaft power at MCR

Pumps:
Fuel oil circulating pump
Fuel oil supply pump
Jacket cooling water pump
Seawater pump
Lubricating oil pump
Booster pump for exhaust valves
Coolers:
Scavenge air cooler
Heat dissipation
Seawater quantity
lube oil cooler
Heat dissipation
Lubricating oil quantity
Seawater quantity
Jacket cooler
Heat dissipation
Jacket cooling water quantity
Seawater quantity
Fuel oil preheater:
Preheater capacity
Expected air and exhaust gas data: *
Air consumption
Exhaust gas amount (total)
Exhaust gas temperature
Starting air system:

Reversible engine
Receiver volume (12 starts)
m3
Compressor capacity, total
m3/h
Non-reversible engine
Receiver volume (6 starts)
m3
Compressor capacity, total
m3/h
Exhaust gas tolerances: temperature -/+ 15 C and amount +/- 5%

The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient reference
conditions and the exhaust gas back pressure 300 mm WC
The exhaust gas temperatures refer to after turbocharger
Calculated in example 3, in this chapter
178 42 90-7.0

Fig. 6.01.09: Example 1 Capacities of derated 6S42MC with seawater cooling system and MAN B&W turbocharger

430 200 025

178 61 38

6.01.07

MAN B&W Diesel A/S

S42MC Project Guide

Freshwater Generator
If a freshwater generator is installed and is utilising
the heat in the jacket water cooling system, it should
be noted that the actual available heat in the jacket
cooling water system is lower than indicated by the
heat dissipation figures valid for nominal MCR (L1)
given in the List of Capacities. This is because the
latter figures are used for dimensioning the jacket
water cooler and hence incorporate a safety margin
which can be needed when the engine is operating
under conditions such as, e.g. overload. Normally,
this margin is 10% at nominal MCR.

With reference to the above, the heat actually available for a derated diesel engine may then be found
as follows:
1. Engine power equal to specified MCR.
For specified MCR (M) the diagram Fig. 6.01.07
is to be used, i.e. giving the percentage correction factor qjw% and hence
q jw%
Qjw = QL1 x
x 0.9
(0.87)
[1]
100
2. Engine power lower than specified MCR.

For a derated diesel engine, i.e. an engine having a

specified MCR (M) different from L1, the relative
jacket water heat dissipation for point M may be
found, as previously described, by means of Fig.
6.01.07.
At part load operation, lower than optimised power,
the actual jacket water heat dissipation will be reduced according to the curves for fixed pitch propeller (FPP) or for constant speed, controllable pitch
propeller (CPP), respectively, in Fig. 6.01.10.

For powers lower than the specified MCR, the

value Qjw,M found for point M by means of the
above equation [1] is to be multiplied by the correction factor kp found in Fig. 6.01.10 and
hence
Qjw = Qjw,M x kp

[2]

where
Qjw
QL1

jacket water heat dissipation

jacket water heat dissipation at nominal
MCR (L1)
percentage correction factor from
Fig. 6.01.07
= correction factor from Fig. 6.01.10
= factor for overload margin, tropical
ambient conditions

=
=
=
qjw% =
kp
0.9

The heat dissipation is assumed to be more or less

independent of the ambient temperature conditions, yet the overload factor of about 0.87 instead
of 0.90 will be more accurate for ambient conditions
corresponding to ISO temperatures or lower.

178 06 64-3.0

If necessary, all the actually available jacket cooling

water heat may be used provided that a special temperature control system ensures that the jacket
cooling water temperature at the outlet from the engine does not fall below a certain level. Such a temperature control system may consist, e.g., of a special by-pass pipe installed in the jacket cooling
water system, see Fig. 6.01.11, or a special built-in
temperature control in the freshwater generator,

Fig. 6.01.10 Correction factor kp for jacket cooling

water heat dissipation at part load, relative to heat
dissipation at optimised power
430 200 025

178 61 38

6.01.08

MAN B&W Diesel A/S

S42MC Project Guide

Freshwater generator system

Jacket cooling water system

Valve A: ensures that Tjw < 80 C

Valve B: ensures that Tjw >80 5 C = 75 C
Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an
automatic start/stop function for too low jacket cooling water temperature
If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control
system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level
178 15 33-7.2

Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram

e.g., an automatic start/stop function, or similar. If

such a special temperature control is not applied,
we recommend limiting the heat utilised to maximum 50% of the heat actually available at specified
MCR, and only using the freshwater generator at engine loads above 50%.

ter production may, for guidance, be estimated as

0.03 t/24h per 1 kW heat, i.e.:
Mfw = 0.03 x Qjw

t/24h

[3]

where
When using a normal freshwater generator of the
single-effect vacuum evaporator type, the freshwa-

Mfw is the freshwater production in tons per 24 hours

and
Qjw is to be stated in kW

430 200 025

178 61 38

6.01.09

MAN B&W Diesel A/S

S42MC Project Guide

Example 2:
Freshwater production from a derated 6S42MC with MAN B&W tubocharger.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected available jacket cooling water heat removed from the diesel engine, together with the
corresponding freshwater production from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine.
6S42MC derated with fixed pitch propeller
6480 kW = 8820 BHP (100.0%)
136.0 r/min
Nominal MCR, L1:
Specified MCR, M=O: 5184 kW = 7056 BHP
(80.0%)
122.4 r/min
Service rating, PS:
4147 kW = 5645 BHP
117.2 r/min

(100.0%)
(90.0%)

Ambient reference condition: 20C air and 18C cooling water

The expected available jacket cooling water heat at service rating is found as follows:

QL1

Calculation of Exhaust Gas Amount and

Temperature

= 1060 kW from List of Capacities"

qjw% = 80.0% using 74.8% power and 88.0%

speed for the optimising point O in
Fig. 6.01.07

Influencing factors

By means of equation [1], and using factor 0.87 for

actual ambient condition the heat dissipation in the
optimising point (O) is found:
Qjw,O = QL1 x

q jw%
100

x 0.87

The exhaust gas data to be expected in practice depends, primarily, on the following three factors:
a) The optimising point of the engine (point O)
which for this engine coincides with the power
PM of the specified MCR (M), i.e. PM = PO:
b) The ambient conditions, and exhaust gas
back-pressure:

80.0
x 0.87 = 738 kW
= 1060 x
100

Tair:
pbar:
TCW
pO:

By means of equation [2], the heat dissipation in the

service point (S) is found:
Qjw
kp

= Qjw,O x kp = 738 x 0.85 = 627 kW

actual ambient air temperature, in C

actual barometric pressure, in mbar actual
scavenge air coolant temperature, in C
exhaust gas back-pressure in mm WC at
optimising point: O = M

c) The continuous service rating of the engine

(point S), valid for fixed pitch propeller or controllable pitch propeller (constant engine speed

= 0.85 using Ps% = 80% in Fig. 6.01.10

For the service point the corresponding expected

obtainable freshwater production from a freshwater
generator of the single-effect vacuum evaporator
type is then found from equation [3]:

PS: continuous service rating of engine,

in kW (BHP)

M fw= 0.03 x Qjw = 0.03 x 627 = 18.8 t/24h

430 200 025

178 61 38

6.01.10

MAN B&W Diesel A/S

S42MC Project Guide

Calculation method
To enable the project engineer to estimate the actual exhaust gas data at an arbitrary service rating,
the following method of calculation may be used.
M e x h :exhaust gas amount in kg/h, to be found
Texh: exhaust gas temperature in C, to be found

Mexh = ML1 x

The partial calculations based on the above influencing factors have been summarised in equations
[4] and [5], see Fig. 6.01.12.
The partial calculations based on the influencing
factors are described in the following:

PO m O%
Mamb%
m s%
PS%
x
x (1 +
) x (1 +
) x
PL1 100
100
100
100

Texh = TL1 + TO + Tamb + TS

kg/h

[4]
[5]

where, according to List of capacities, i.e. referring to ISO ambient conditions and 300 mm WC
back-pressure and optimised in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperatures after turbocharger in C at nominal MCR (L1)
178 30 58-0.0

Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures

a) Correction for choice of specified MCR: M = O

When choosing an M = O other than the nominal
MCR point L1, the resulting changes in specific
exhaust gas amount and temperature are found by
using as input in diagrams 6.01.13 and 6.01.14 the
corresponding percentage values (of L1) for optimised power PO% and speed nO%.

mO%: specific exhaust gas amount, in % of specific

gas amount at nominal MCR (L1), see Fig.
6.01.13.
TO: change in exhaust gas temperature after
tur-bocharger relative to the L1 value, in C,
see Fig. 6.01.14.

178 10 79-6.1

178 10 78-4.1

Fig. 6.01.13: Specific exhaust gas amount, mO% in %

of L1 value

Fig. 6.01.14: Change of exhaust gas temperature, TO in C

after turbocharger relative to L1 value

430 200 025

178 61 38

6.01.11

MAN B&W Diesel A/S

S42MC Project Guide

b) Correction for actual ambient conditions and

back-pressure
For ambient conditions other than ISO 3046/1-1986,
and back-pressure other than 300 mm WC at M =
O, the correction factors stated in the table in Fig.
6.01.15 may be used as a guide, and the corresponding relative change in the exhaust gas data
may be found from equations [6] and [7], shown in
Fig. 6.01.16.
Parameter

Change

Change of exhaust
gas temperature

Change of exhaust gas

amount

Blower inlet temperature

+ 10 C

+ 16.0 C

4.1%

Blower inlet pressure (barometric

pressure)

+ 10 mbar

+ 0.1 C

0.3%

Charge air coolant temperature

(seawater temperature)

+ 10 C

+ 1.0 C

+ 1.9%

Exhaust gas back pressure at

the optimising point

+ 100 mm WC

+ 5.0 C

1.1%
178 30 59-2.0

Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure

DMamb%

= -0.41 x (Tair 25) - 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) - 0.011 x (DpO 300)

[6]

Damb

= 1.6 x (Tair 25) + 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (DpO 300)

[7]

where the following nomenclature is used:

DMamb% change in exhaust gas amount, in % of amount at ISO conditions
:
DTamb: change in exhaust gas temperature, in C
The back-pressure at the optimising point can, as an approximation, be calculated by:
DpO
= DpM x (PO/PM)2

[8]]
8]

where,
PM:

power in kW (BHP) at specified MCR

DpM:

exhaust gas back-pressure prescribed at specified MCR, in mm WC

178 30 60-2.0

Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure

430 200 025

178 61 38

6.01.12

MAN B&W Diesel A/S

S42MC Project Guide

Fixed pitch propeller (FPP):

Fixed pitch propeller (FPP):

DmS% = 0.0055 x PS%

DTS = 0.0055 x PS%2 - 0.72 x PS% + 22

- 1.15 x PS% + 60

Constant engine speed (CPP):

Constant engine speed (CPP):

DmS% = 0.0055 x PS%

DTS% = 0.0043 x PS%2 - 0.63 x PS% + 20

- 1.22 x PS% + 67
178 06 74-5.0

Fig. 6.01.17: Change of specific exhaust gas amount,

Dms% in % at part load

178 06 73-3.0

Fig. 6.01.18: Change of exhaust gas temperature,

DTs in C at part load

c) Correction for engine load

Figs. 6.01.17 and 6.01.18 may be used, as guidance, to determine the relative changes in the specific exhaust gas data when running at part load,
compared to the values in the optimising point, i.e.
using as input PS% = (PS/PO) x 100%:

DmS%:
DTS:

change in specific exhaust gas amount, in

% of specific amount at optimising point,
see Fig. 6.01.17.
change in exhaust gas temperature, in C,
see Fig. 6.01.18.

430 200 025

178 61 38

6.01.13

MAN B&W Diesel A/S

S42MC Project Guide

Example 3:
Expected exhaust gas data for a derated 6S42MC
6S42MC derated with fixed pitch propeller
Nominal MCR, L1:

6480 kW = 8820 BHP

(100.0%)

136.0 r/min

(100.0%)

Specified MCR, M=O: 5184 kW = 7056 BHP

(80.0%)

122.4 r/min

(90.0%)

Service rating, PS:

4147 kW = 5645 BHP

117.2 r/min

i.e. service rating, PS%= 80% of M = O

Reference conditions:
Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 C
Scavenge air coolant temperature TCW . . . . . 18 C
Barometric pressure pbar . . . . . . . . . . . . 1013 mbar
Exhaust gas back-pressure at specified MCR
DpM . . . . . . . . . . . . . . . . . . . . . . . . . . 262 mm WC
a) Correction for choice of M = O:
PO%
nO%

=
=

5184
x 100 = 80.0%
6480

DTO

= - 7.1 C

DTamb

b) Correction for ambient conditions and

back-pressure:

c) Correction for engine load:

By means of Figs. 6.01.17 and 6.01.18:

= + 3.2%
= - 3.6 C

ML1

= 53,100 kg/h

Mexh

= 53,100 x

By means of equations [6] and [7]:

DMamb%= - 0.41 x (20-25) 0.03 x (1013-1000)

= - 10.5 C

By means of equations [4] and [5], the final result

is found taking the exhaust gas flow ML1 and temperature TL1 from the List of Capacities:

By means of Figs. 6.01.13 and 6.01.14:

= 98.2 %

+ 0.1 x (18-25) + 0.05 x (262-300) C

DmS%
D TS

136
x 100 = 90.0%
122.4

mO%

DMamb%= + 0.75%
DTamb = 1.6 x (20- 25) + 0.01 x (1013-1000)

(1 +

+ 0.19 x (18-25) 0.011 x (262-300) %

Mexh

5184 98.2
0.75
x
x (1 +
)x
6480 100
100

3.2
80
)x
= 34,698 kg/h
100 100

= 34,690 kg/h +/- 5%

The exhaust gas temperature:

TL1

= 260 C

Texh

= 260 7.1 10.5 3.6 = 238.8 C

Texh

= 238 C -/+15 C

430 200 025

178 61 38

6.01.14

MAN B&W Diesel A/S

S42MC Project Guide

Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may be considered as a service point where:
PS%

PM
5184
x 100% =
x 100% = 100.0%
PO
5184

and for ISO ambient reference conditions, the corresponding calculations will be as follows:
Mexh,M = 53,100 x
(1 +

5184 98.2
0.00
x
x (1 +
)x
6480 100
100

0.0 100
)x
= 41,715 kg/h
100 100

Mexh,M = 41,700 kg/h

Texh,M

= 260 7.1 0.0 + 0.0 = 252.9 C

Texh,M

= 253 C

The air consumption will be:

41,700 x 0.98 kg/h

= 11.4 kg/sec

430 200 025

178 61 38

6.01.15

MAN B&W Diesel A/S

S42MC Project Guide

No.

Symbol Symbol designation

No.

Symbol

Symbol designation

General conventional symbols

2.17

Pipe going upwards

1.1

Pipe

2.18

Pipe going downwards

1.2

Pipe with indication of direction of flow

2.19

Orifice

1.3

Valves, gate valves, cocks and flaps

1.4

Appliances

3.1

Valve, straight through

1.5

Indicating and measuring instruments

3.2

Valves, angle

3.3

Valves, three way

Pipes and pipe joints

Valves, gate valves, cocks and flaps

2.1

Crossing pipes, not connected

3.4

Non-return valve (flap), straight

2.2

Crossing pipes, connected

3.5

Non-return valve (flap), angle

2.3

Tee pipe

3.6

Non-return valve (flap), straight, screw down

2.4

Flexible pipe

3.7

Non-return valve (flap), angle, screw down

2.5

Expansion pipe (corrugated) general

3.8

Flap, straight through

2.6

Joint, screwed

3.9

Flap, angle

2.7

Joint, flanged

3.10

Reduction valve

2.8

Joint, sleeve

3.11

Safety valve

2.9

Joint, quick-releasing

3.12

Angle safety valve

2.10

Expansion joint with gland

3.13

Self-closing valve

2.11

Expansion pipe

3.14

Quick-opening valve

2.12

Cap nut

3.15

Quick-closing valve

2.13

Blank flange

3.16

Regulating valve

2.14

Spectacle flange

3.17

Kingston valve

2.15

Bulkhead fitting water tight, flange

3.18

Ballvalve (cock)

2.16

Bulkhead crossing, non-watertight

178 30 61-4.0

Fig. 6.01.19a: Basic symbols for piping

430 200 025

178 61 38

6.01.16

MAN B&W Diesel A/S

No.

Symbol designation

No.

3.19

Butterfly valve

4.6

Piston

3.20

Gate valve

4.7

Membrane

3.21

Double-seated changeover valve

4.8

Electric motor

3.22

Suction valve chest

4.9

Electro-magnetic

3.23

Suction valve chest with non-return valves 5

3.24

Double-seated changeover valve, straight

5.1

Mudbox

3.25

Double-seated changeover valve, angle

5.2

Filter or strainer

3.26

Cock, straight through

5.3

Magnetic filter

3.27

Cock, angle

5.4

Separator

2.28

Cock, three-way, L-port in plug

5.5

Steam trap

3.29

Cock, three-way, T-port in plug

5.6

Centrifugal pump

3.30

Cock, four-way, straight through in plug

5.7

Gear or screw pump

3.31

Cock with bottom connection

5.8

Hand pump (bucket)

3.32

Cock, straight through, with bottom conn.

5.9

Ejector

3.33

Cock, angle, with bottom connection

5.10

Various accessories (text to be added)

3.34

Cock, three-way, with bottom connection 5.11

Symbol

S42MC Project Guide

Control and regulation parts

Symbol

Symbol designation

Appliances

Piston pump
Fittings

4.1

Hand-operated

6.1

Funnel

4.2

Remote control

6.2

Bell-mounted pipe end

4.3

Spring

6.3

Air pipe

4.4

Mass

6.4

Air pipe with net

4.5

Float

6.5

Air pipe with cover

178 30 61-4.0

Fig. 6.01.19b: Basic symbols for piping

430 200 025

178 61 38

6.01.17

MAN B&W Diesel A/S

No.

S42MC Project Guide

Symbol Symbol designation

No.

Symbol Symbol designation

6.6

Air pipe with cover and net

6.7

Air pipe with pressure vacuum valve

7.1

6.8

Air pipe with pressure vacuum valve with net 7.2

Observation glass

6.9

Deck fittings for sounding or filling pipe

Level indicator

6.10

Short sounding pipe with selfclosing cock 7.4

Distance level indicator

6.11

Stop for sounding rod

7.5

Counter (indicate function)

7.6

Recorder

7.3

Sight flow indicator

The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19
178 30 61-4.0

Fig. 6.01.19c: Basic symbols for piping

430 200 025

178 61 38

6.01.18

MAN B&W Diesel A/S

S42MC Project Guide

6.02 Fuel Oil System

Diesel oil

Heavy fuel oil

Heated pipe with insulation

a)
b)

Tracing fuel oil lines of max. 150 C

Tracing drain lines: by jacket cooling water max. 90 C, min. 50 C

The letters refer to the List of flanges

D shall have min. 50% larger area than d.
178 16 08-2.0

Fig. 6.02.01: Fuel oil system

Pressurised Fuel Oil System

The system is so arranged that both diesel oil and
heavy fuel oil can be used, see Fig. 6.02.01.
From the service tank the fuel is led to an electrically
driven supply pump (4 35 660) by means of which a
pressure of approximately 4 bar can be maintained
in the low pressure part of the fuel circulating system, thus avoiding gasification of the fuel in the
venting box (4 35 690) in the temperature ranges applied.
The venting box is connected to the service tank via
an automatic deaerating valve (4 35 691), which will
release any gases present, but will retain liquids.

From the low pressure part of the fuel system the

fuel oil is led to an electrically-driven circulating
pump (4 35 670), which pumps the fuel oil through a
heater (4 35 677) and a full flow filter (4 35 685) situated immediately before the inlet to the engine.
To ensure ample filling of the fuel pumps, the capacity of the electrically-driven circulating pump is
higher than the amount of fuel consumed by the diesel engine. Surplus fuel oil is recirculated from the
engine through the venting box.
To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring loaded
overflow valve is inserted in the fuel oil system on
the engine, as shown on Fuel oil pipes,
Fig.6.02.02.

435 600 025

178 61 39

6.02.01

MAN B&W Diesel A/S

S42MC Project Guide

The piping is delivered with and fitted onto the engine

The letters refer to the List of flanges
The pos. numbers refer to list of standard instruments
178 42 35-8.0

Fig. 6.02.02: Fuel oil pipes and drain pipes

The fuel oil pressure measured on the engine (at fuel

pump level) should be 7-8 bar, equivalent to a circulating pump pressure of 10 bar.
When the engine is stopped, the circulating pump
will continue to circulate heated heavy fuel through
the fuel oil system on the engine, thereby keeping
the fuel pumps heated and the fuel valves
deae-rated. This automatic circulation of preheated
fuel during engine standstill is the background for
our recommendation:
constant operation on heavy fuel
In addition, if this recommendation was not followed, there would be a latent risk of diesel oil and
heavy fuels of marginal quality forming incompatible
blends during fuel change over. Therefore, we
strongly advise against the use of diesel oil for operation of the engine this applies to all loads.

In special circumstances a change-over to diesel oil

may become necessary and this can be performed
at any time, even when the engine is not running.
Such a change-over may become necessary if, for
instance, the vessel is expected to be inactive for a
prolonged period with cold engine e.g. due to:
docking
stop for more than five days
major repairs of the fuel system, etc.
environmental requirements
The built-on overflow valves, if any, at the supply
pumps are to be adjusted to 5 bar, whereas the external bypass valve is adjusted to 4 bar. The pipes
between the tanks and the supply pumps shall have
minimum 50% larger passage area than the pipe
between the supply pump and the circulating pump.

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The remote controlled quick-closing valve at inlet

X to the engine (Fig. 6.02.01) is required by MAN
B&W in order to be able to stop the engine immediately, especially during quay and sea trials, in the
event that the other shut-down systems should fail.
This valve is yards supply and is to be situated as
close as possible to the engine. If the fuel oil pipe X
at inlet to engine is made as a straight line immediately at the end of the engine, it will be neces- sary to
mount an expansion joint. If the connection is
made as indicated, with a bend immediately at the
end of the engine, no expansion joint is required.
The introduction of the pump sealing arrangement,
the so-called umbrella type, has made it possible
to omit the separate camshaft lubricating oil system.
The umbrella type fuel oil pump has an additional
external leakage rate of clean fuel oil.
The flow rate is approx. 0.2 l/cyl. h.

The main purpose of the drain AF is to collect pure

fuel oil from the umbrella sealing system of the fuel
pumps as well as the unintentionall leakage from the
high pressure pipes. The drain oil is lead to a tank
and can be pumped to the Heavy Fuel Oil service
tank or to the settling tank.
The AF drain can be provided with a box for giving
alarm in case of leakage in a high pressure pipes,
option 4 35 105.
Owing to the relatively high viscosity of the heavy
fuel oil, it is recommended that the drain pipe and
the tank are heated to min. 50 C.
The drain pipe between engine and tank can be
heated by the jacket water, as shown in Fig. 6.02.01.
The size of the sludge tank is determined on the basis of the draining intervals, the classification society rules, and on whether it may be vented directly
to the engine room.
This drained clean oil will, of course, influence the
measured SFOC, but the oil is thus not wasted, and
the quantity is well within the measuring accuracy of
the flowmeters normally used.

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The drain arrangement from the fuel oil system is

shown in Fig. 6.02.02 Fuel oil drain pipes. As
shown in Fig. 6.02.03 Fuel oil pipes heat tracing
the drain pipes are heated by the jacket cooling water outlet from the main engine, whereas the HFO
pipes as basic are heated by steam.

For arrangement common for main engine and auxiliary engines from MAN B&W Holeby, please refer
to our puplication:
P.240 Operation on Heavy Residual Fuels MAN
B&W Diesel Two-stroke Engines and MAN
B&W Diesel Four-stroke Holeby GenSets.

For external pipe connections, we prescribe the following maximum flow velocities:
Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

The piping is delivered with and fitted onto the engine

The letters refer to List of flanges

178 38 34-4.1

Fig. 6.02.03: Fuel oil pipes heat tracing: 4 35 110

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Fuel oil pipe insulation, option: 4 35 121

Fuel oil pipes and heating pipes together

Insulation of fuel oil pipes and fuel oil drain pipes

should not be carried out until the piping systems
have been subjected to the pressure tests specified
and approved by the respective classification society and/or authorities, Fig. 6.02.05.

Two or more pipes can be insulated with 30 mm

wired mats of mineral wool of minimum 150 kg/m3
covered with glass cloth of minimum 400 g/m2.

The directions mentioned below include insulation

of hot pipes, flanges and valves with view to ensuring a surface temperature of the complete insulation
of maximum 55 C at a room temperature of maximum 38 C. As for the choice of material and, if required, approval for the specific purpose, reference
is made to the respective classification society.

Fuel oil pipes

The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with glass
cloth of minimum 400 g/m2.

Flanges and valves

The flanges and valves are to be insulated by means
of removable pads. Flange and valve pads are made
of glass cloth, minimum 400 g/m2, containing mineral wool stuffed to minimum 150 kg/m3.
Thickness of the mats to be:
Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm
Fuel oil pipes and heating pipes together. . 30 mm
The pads are to be fitted so that they overlap the
pipe insulating material by the pad thickness. At
flanged joints, insulating material on pipes should
not be fitted closer than corresponding to the minimum bolt length.

Mounting
Mounting of the insulation is to be carried out in accordance with the suppliers instructions.

178 42 40-5.0

Fig. 6.02.04: Fuel oil pipes heat, insulation, option: 4 35 121

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Fuel oils

Guiding heavy fuel oil specification

Marine diesel oil:

Based on our general service experience we have,

as a supplement to the above-mentioned standards, drawn up the guiding HFO specification
shown below.

Marine diesel oil ISO 8217, Class DMB

British Standard 6843, Class DMB
Similar oils may also be used
Heavy fuel oil (HFO)
Most commercially available HFO with a viscosity
below 700 cSt at 50 C (7000 sec. Redwood I at
100 F) can be used.
For guidance on purchase, reference is made to ISO
8217, British Standard 6843 and to CIMAC recommendations regarding requirements for heavy fuel
for diesel engines, third edition 1990, in which the
maximum acceptable grades are RMH 55 and K55.
The above-mentioned ISO and BS standards supersede BSMA 100 in which the limit was M9.

Heavy fuel oils limited by this specification have, to

the extent of the commercial availability, been used
with satisfactory results on MAN B&W two-stroke
slow speed diesel engines.
The data refers to the fuel as supplied i.e. before any
on board cleaning.
Property

Units
3

Value

Density at 15C

kg/m

< 991*

Kinematic viscosity
at 100 C
at 50 C

cSt
cSt

> 55
> 700

Flash point

>

60

Pour point

>

30

Carbon residue

% mass

> 22

In order to ensure effective and sufficient cleaning of

the HFO i.e. removal of water and solid contaminants the fuel oil specific gravity at 15 C (60 F)
should be below 0.991.

Ash

% mass

>
0.15

Total sediment after ageing

% mass

>
0.10

Water

% volume

> 1.0

Higher densities can be allowed if special treatment

systems are installed.

Sulphur

% mass

> 5.0

Vanadium

mg/kg

> 600

Current analysis information is not sufficient for estimating the combustion properties of the oil. This
means that service results depend on oil properties
which cannot be known beforehand. This especially
applies to the tendency of the oil to form deposits in
combustion chambers, gas passages and turbines.
It may, therefore, be necessary to rule out some oils
that cause difficulties.

Aluminum + Silicon

mg/kg

>

The data in the above HFO standards and specifications refer to fuel as delivered to the ship, i.e. before
on board cleaning.

80

*) May be increased to 1.010 provided adequate

cleaning equipment is installed, i.e. modern type of
centrifuges.

If heavy fuel oils with analysis data exceeding the

above figures are to be used, especially with regard to viscosity and specific gravity, the engine
builder should be contacted for advice regarding
possible fuel oil system changes.

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Fuel oil centrifuges

A centrifuge for Marine Diesel Oil (MDO) is not a

must, but if it is decided to install one on board, the
capacity should be based on the above recommendation, or it should be a centrifuge of the same size
as that for lubricating oil.

The manual cleaning type of centrifuges are not to

be recommended, neither for attended machinery
spaces (AMS) nor for unattended machinery spaces
(UMS). Centrifuges must be self-cleaning, either
with total discharge or with partial discharge.

The Nominal MCR is used to determine the total installed capacity. Any derating can be taken into
consideration in border-line cases where the centrifuge that is one step smaller is able to cover Specified MCR.

Components for fuel oil system

(See Fig. 6.02.01)

Distinction must be made between installations for:

Fuel oil supply pump (4 35 660)
Specific gravities < 0.991 (corresponding to ISO
8217 and British Standard 6843 from RMA to
RMH, and CIMAC from A to H-grades
Specific gravities > 0.991 and (corresponding to
CIMAC K-grades).
For the latter specific gravities, the manufacturers
have developed special types of centrifuges, e.g.:
Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap
Westfalia . . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol
Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II
The centrifuge should be able to treat approximately
the following quantity of oil:

This is to be of the screw wheel or gear wheel type.

Fuel oil viscosity, specified up to 700 cSt at 50 C
Fuel oil viscosity maximum . . . . . . . . . . . 1000 cSt
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
Delivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 bar
Working temperature. . . . . . . . . . . . . . . . . 100 C
The capacity is to be fulfilled with a tolerance of:
-0% +15% and shall also be able to cover the back
flushing, see Fuel oil filter.

Fuel oil circulating pump (4 35 670)

This is to be of the screw or gear wheel type.

0.27 l/kWh = 0.20 l/BHPh

This figure includes a margin for:
Water content in fuel oil
Possible sludge, ash and other impurities in the
fuel oil
Increased fuel oil consumption, in connection with
other conditions than ISO. standard condition

Fuel oil viscosity, specified up to 700 cSt at 50 C

Fuel oil viscosity normal. . . . . . . . . . . . . . . . 20 cSt
Fuel oil viscosity maximum . . . . . . . . . . . 1000 cSt
Fuel oil flow . . . . . . . . . . . . see List of capacities
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
Working temperature. . . . . . . . . . . . . . . . . . 150 C
The capacity is to be fulfilled with a tolerance of:
- 0% + 15% and shall also be able to cover the
back-flushing see Fuel oil filter.

Purifier service for cleaning and maintenance.

The size of the centrifuge has to be chosen according to the suppliers table valid for the selected viscosity of the Heavy Fuel Oil. Normally, two centrifuges are installed for Heavy Fuel Oil (HFO), each
with adequate capacity to comply with the above
recommendation.

Pump head is based on a total pressure drop in filter

and preheater of maximum 1.5 bar.

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178 06 28-0.1

Fig. 6.02.05: Fuel oil heating chart

Fuel oil heater (4 35 677)

The heater is to be of the tube or plate heat exchanger type.
The required heating temperature for different oil
viscosities will appear from the Fuel oil heating
chart. The chart is based on information from oil
suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the heater is the controlled
parameter, the heating temperature may vary, depending on the viscosity and viscosity index of the
fuel.

Fuel oil viscosity specified . up to 700 cST at 50C

Fuel oil flow . . . . . . . . . . . . . . . . . . see capacity of
fuel oil circulating pump
Heat dissipation . . . . . . . . see List of capacities
Pressure drop on fuel oil side . . . . maximum 1 bar
Working pressure . . . . . . . . . . . . . . . . . . . . . 10 bar
Fuel oil inlet temperature, . . . . . . . approx. 100 C
Fuel oil outlet temperature . . . . . . . . . . . . . 150 C
Steam supply, saturated . . . . . . . . . . . . 7 bar abs.
To maintain a correct and constant viscosity of the
fuel oil at the inlet to the main engine, the steam supply shall be automatically controlled, usually based
on a pneumatic or an electrically controlled system.

Recommended viscosity meter setting is 10-15 cSt.

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Fuel oil filter (4 35 685)

The filter can be of the manually cleaned duplex
type or an automatic filter with a manually cleaned
by-pass filter.
If a double filter (duplex) is installed, it should have
sufficient capacity to allow the specified full amount
of oil to flow through each side of the filter at a given
working temperature with a max. 0.3 bar pressure
drop across the filter (clean filter).
If a filter with back-flushing arrangement is installed, the following should be noted. The required
oil flow specified in the List of capacities, i.e. the
delivery rate of the fuel oil supply pump and the fuel
oil circulating pump should be increased by the
amount of oil used for the back-flushing, so that the
fuel oil pressure at the inlet to the main engine can
be maintained during cleaning.
In those cases where an automatically cleaned filter is installed, it should be noted that in order to activate the cleaning process, certain makers of filters
require a greater oil pressure at the inlet to the filter
than the pump pressure specified. Therefore, the
pump capacity should be adequate for this purpose, too.
The fuel oil filter should be based on heavy fuel oil of:
130 cSt at 80 C = 700 cSt at 50 C = 7000 sec Redwood I/100 F.

178 38 38-1.0

4-10 cyl.
11-12 cyl.

D1
200mm
400mm

D2
50mm
100mm

Fig. 6.02.06: Fuel oil venting box

H1
600mm
1200mm
178 42 42-9.0

Fuel oil flow . . . . . . . . . . . . see List of capacities

Working pressure . . . . . . . . . . . . . . . . . . . . 10 bar
Test pressure . . . . . . . . . . . according to class rule
Absolute fineness . . . . . . . . . . . . . . . . . . . . . 50m
Working temperature . . . . . . . . . maximum 150 C
Oil viscosity at working temperature . . . . . 15 cSt
Pressure drop at clean filter . . . . maximum 0.3 bar
Filter to be cleaned
at a pressure drop at . . . . . . . . . maximum 0.5 bar

Flushing of the fuel oil system

Note:
Absolute fineness corresponds to a nominal fineness of approximately 30 m at a retaining rate of
90%.

The design is shown on Fuel oil venting box, see

Fig. 6.02.05.

The filter housing shall be fitted with a steam jacket

for heat tracing.

Before starting the engine for the first time, the system on board has to be cleaned in accordance with
MAN B&Ws recommendations Flushing of Fuel Oil
System which is available on request.

Fuel oil venting box (4 35 690)

The systems fitted onto the main engine are shown on:
Fuel oil pipes"
Fuel oil drain pipes"
Fuel oil pipes, steam and jacket water tracing and
Fuel oil pipes, insulation

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The unit is available in the following sizes:

Modular units
The pressurised fuel oil system is preferable when
operating the diesel engine on high viscosity fuels.
When using high viscosity fuel requiring a heating
temperature above 100 C, there is a risk of boiling
and foaming if an open return pipe is used, especially if moisture is present in the fuel.

Units
Engine type
4S42MC
5S42MC
6S42MC
7S42MC
8S42MC
9S42MC
10S42MC
11S42MC
12S42MC

The pressurised system can be delivered as a

mo-dular unit including wiring, piping, valves and instruments, see Fig. 6.02.07 below.
The fuel oil supply unit is tested and ready for service supply connections.

60 Hz
3 x 440V
F - 2.7 - 2.2 - 6
F - 2.7 - 2.2 - 6
F - 3.8 - 2.9 - 6
F - 3.8 - 2.9 - 6
F - 5.5 - 4.0 - 6
F - 5.5 - 4.0 - 6
F - 5.5 - 4.0 - 6
F - 6.4 - 5.2 - 6
F - 6.4 - 5.2 - 6

50 Hz
3 x 380V
F - 2.2 - 1.8 - 5
F - 3.1 - 2.4 - 5
F - 3.1 - 2.4 - 5
F - 4.0 - 3.3 - 5
F - 4.0 - 3.3 - 5
F - 6.4 - 4.8 - 5
F - 6.4 - 4.8 - 5
F - 6.4 - 4.8 - 5
F - 6.4 - 4.8 - 5

F 7.9 5.2 6
5 = 50 Hz, 3 x 380V
6 = 60 Hz, 3 x 440V
Capacity of fuel oil supply pump
in m3/h
Capacity of fuel oil circulating
pump in m3/h
Fuel oil supply unit

Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610

435 600 025

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6.03 Uni-lubricating Oil System

The letters refer to List of flanges

Venting for MAN B&W or Mitsubishi turbochargers only
178 16 66-7.1

Fig. 6.03.01: Lubricating and cooling oil system

Since mid 1995 we have introduced as standard, the

so called umbrella type of fuel pump for which reason a seperate camshaft lube oil system is no longer
necessary.
As a consequence the uni-lubricating. oil system is
fitted, with two small booster pumps for exhaust
valve actuators lube oil supply Y, see Fig. 6.03.01.
The system supplies lubricating oil to the engine
bearings through inlet R, lubricating oil to the camshaft and cooling oil to the pistons etc. through inlet

U, and as mentioned lubricating oil to the exhaust

valve actuators trough Y. A butterfly valve at lubricating oil inlet R is supplied with the engine, see
Fig. 6.03.02.
The engine crankcase is vented through AR by a
pipe which extends directly to the deck. This pipe has
a drain arrangement so that oil condensed in the pipe
can be led to a drain tank, see details in Fig. 6.03.07.
Drains from the engine bedplate AE are fitted on
both sides, see Fig. 6.03.08 Bedplate drain pipes.

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The letters refer to List of flanges

The pos. numbers refer to List of instruments
The piping is delivered with and fitted onto the engine
178 41 89-1.0

Fig. 6.03.02: Lubricating and cooling oil pipes

178 38 44-0.0

178 38 43-9.0

Fig. 6.03.03a: Lub. oil pipes for MAN B&W turbocharger

type NA/S

Fig. 6.03.03b: Lub. oil pipes for MAN B&W turbocharger

type NA/T

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Lubricating oil centrifuges
Manual cleaning centrifuges can only be used for
attended machinery spaces (AMS). For unattended
machinery spaces (UMS), automatic centrifuges
with total discharge or partial discharge are to be
used.
The nominal capacity of the centrifuge is to be according to the suppliers recommendation for lubricating oil, based on the figures:
0.136 l/kWh = 0.1 l/BHPh
The Nominal MCR is used as the total installed effect.
178 38 67-9.0

List of lubricating oils

Fig. 6.03.03c: Lub. oil pipes fra Mitsubishi

turbocharger type MET

Lubricating oil is pumped from a bottom tank, by

means of the main lubricating oil pump (4 40 601), to
the lubricating oil cooler (4 40 605), a thermostatic
valve (4 40 610) and, through a full-flow filter (4 40
615), to the engine, where it is distributed to pistons
and bearings.
The major part of the oil is divided between piston
cooling and crosshead lubrication.

The circulating oil (Lubricating and cooling oil) must

be a rust and oxidation inhibited engine oil, of SAE
30 viscosity grade.
In order to keep the crankcase and piston cooling
space clean of deposits, the oils should have adequate dispersion and detergent properties.
Alkaline circulating oils are generally superior in this
respect.

The booster pumps (4 40 624) are introduced in order to mantain the required oil pressure at inlet Y
for the exhaust valve actuators.
From the engine, the oil collects in the oil pan, from
where it is drained off to the bottom tank, see Fig.
6.03.06 Lubricating oil tank, without cofferdam.
For external pipe connections, we prescribe a maximum oil velocity of 1.8 m/s.
Turbochargers with slide bearings are lubricated
from the main engine system, see Fig. 6.03.03a,b
and c Turbocharger lubricating oil pipes which are
shown with sensors for UMS, AB is the lubricating
oil outlet from the turbocharger to the lubricating oil
bottom tank and it is vented through E directly to
the deck.

Company

Circulating oil
SAE 30/TBN 5-10

Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco

Atlanta Marine D3005

Energol OE-HT-30
Marine CDX-30
Veritas 800 Marine
Exxmar XA
Alcano 308
Mobilgard 300
Melina 30/30S
Doro AR 30

The oils listed have all given satisfactory service in

MAN B&W engine installations:
Also other brands have been used with satisfactory results.

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Lubricating oil pump (4 40 601)

Exhaust valve booster pump (4 40 624)

The lubricating oil pump can be of the screw wheel,

or the centrifugal type:

The corresponding data for the booster pump for

camshaft system are:
Design pump head . . . . . . . . . . . . . . . . . . . 3.0 bar
Working temperature . . . . . . . . . . . . . . . . . . . 60 C

Lubricating oil viscosity, specified 75 cSt at 50 C

Lubricating oil viscosity, . . . . . maximum 400 cSt *
Lubricating oil flow . . . . . . . see List of capacities
Design pump head . . . . . . . . . . . . . . . . . . . 4.0 bar
Delivery pressure . . . . . . . . . . . . . . . . . . . . . 4.0 bar
Max. working temperature. . . . . . . . . . . . . . . 50 C
400 cSt is specified, as it is normal practice when
starting on cold oil, to partly open the bypass
valves of the lubricating oil pumps, so as to reduce
the electric power requirements for the pumps.
The flow capacity is to be within a tolerance of:
0 +12%.
The pump head is based on a total pressure drop
across cooler and filter of maximum 1 bar.
The by-pass valve, shown between the main lubricating oil pumps, may be omitted in cases where the
pumps have a built-in by-pass or if centrifugal
pumps are used.
If centrifugal pumps are used, it is recommended to
install a throttle valve at position 005, its function
being to prevent an excessive oil level in the oil pan,
if the centrifugal pump is supplying too much oil to
the engine.
During trials, the valve should be adjusted by means
of a device which permits the valve to be closed only
to the extent that the minimum flow area through the
valve gives the specified lubricating oil pressure at
the inlet to the engine at full normal load conditions.
It should be possible to fully open the valve, e.g.
when starting the engine with cold oil.
It is recommended to install a 25 mm valve (pos.
006) with a hose connection after the main lubricating oil pumps, for checking the cleanliness of the lubricating oil system during the flushing procedure.
The valve is to be located on the underside of a horizontal pipe just after the discharge from the lubricating oil pumps.

Lubricating oil cooler (4 40 605)

The lubricating oil cooler is to be of the shell and
tube type made of seawater resistant material, or a
plate type heat exchanger with plate material of titanium, unless freshwater is used in a central cooling
system.
Lubricating oil viscosity,
specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C
Lubricating oil flow . . . . . . . see List of capacities
Heat dissipation . . . . . . . . . see List of capacities
Lubricating oil temperature,
outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C
Working pressure on oil side . . . . . . . . . . . . 4.0 bar
Pressure drop on oil side . . . . . . maximum 0.5 bar
Cooling water flow . . . . . . . see List of capacities
Cooling water temperature at inlet,
seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C
freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C
Pressure drop on water side. . . . maximum 0.2 bar
The lubricating oil flow capacity is to be within a tolerance of: 0 to + 12%.
The cooling water flow capacity is to be within a tolerance of: 0% +10%.
To ensure the correct functioning of the lubricating
oil cooler, we recommend that the seawater temperature is regulated so that it will not be lower than
10 C.
The pressure drop may be larger, depending on the
actual cooler design.

Lubricating oil temperature control valve

(4 40 610)
The temperature control system can, by means of a
three-way valve unit, by-pass the cooler totally or
partly.

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Lubricating oil viscosity,

specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 C
Lubricating oil flow . . . . . . . see List of capacities
Temperature range, inlet to engine . . . . . 40-50 C

Lubricating oil full flow filter (4 40 615)

Lubricating oil flow . . . . . . . see List of capacities
Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar
Test pressure . . . . . . . . . . according to class rules
Absolute fineness. . . . . . . . . . . . . . . . . . . . 40 mm
Working temperature . . . . . . . approximately 45 C
Oil viscosity at working temperature. . . 90-100 cSt
Pressure drop with clean filter . . maximum 0.2 bar
Filter to be cleaned
at a pressure drop. . . . . . . . . . . . maximum 0.5 bar
The absolute fineness corresponds to a nominal
fineness of approximately 25 mm at a retaining
rate of 90%

Lubricating oil booster pump for

exhaust valve actuators (4 40 624)
The lubricating oil boster pump can be of the screw
wheel, the gear wheel, or the centrifugal type:
Lubricating oil viscosity, specified 75 cSt at 50 C
Lubricating oil viscosity, . . . . . . maximum 400 cSt
Lubricating oil flow . . . . . . . see List of capacities
Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 bar
Working temperature . . . . . . . . . . . . . . . . . . . 60 C
The flow capacity is to be within a tolerance of:
0 to+12%.

Flushing of lube oil system

Before starting the engine for the first time, the lubricating oil system on board has to be cleaned in accordance with MAN B&Ws recommendations:
Flushing of Main Lubricating Oil System, which is
available on request.

The flow capacity is to be within a tolerance of:

0 to 12%.
The full-flow filter is to be located as close as possible to the main engine. If a double filter (duplex) is installed, it should have sufficient capacity to allow the
specified full amount of oil to flow through each side
of the filter at a given working temperature, with a
pressure drop across the filter of maximum 0.2 bar
(clean filter).
If a filter with back-flushing arrangement is installed,
the following should be noted:
The required oil flow, specified in the List of capacities should be increased by the amount of oil
used for the back-flushing, so that the lubricating
oil pressure at the inlet to the main engine can be
maintained during cleaning.
In those cases where an automatically-cleaned
filter is installed, it should be noted that in order to
activate the cleaning process, certain makes of filter require a greater oil pressure at the inlet to the
filter than the pump pressure specified. Therefore,
the pump capacity should be adequate for this
purpose, too.

440 600 025

178 61 40

6.03.05

MAN B&W Diesel A/S

S42MC Project Guide

Booster unit for exhaust valve
actuator lubrication (4 40 625)
The units consisting of the two booster pumps and
the control system can be delivered as a module,
Booster module, MAN B&W/C.C. Jensen.

Engine type

Units
60Hz
3 x 440 V

50Hz
3 x 380 V

4S42MC

B - 1.3 - 6

B - 1.1 - 5

5-8S42MC

B - 2.0 - 6

9-10S42MC

B - 2.7 - 6

11-12S42MC

B - 4.3 - 6

5-6S42MC

B - 1.6 - 5

7-8S42MC

B - 2.1 - 5

9-12S42MC

B - 3.5 - 5

A: Inlet from main lube oil pipe

B: Outlet to exhaust valve actuator
C: Waste oil drain
178 14 87-0.0

178 13 27-7.1

Fig. 6.03.05: Lubricating oil outlet

440 600 025

178 61 40

6.03.06

MAN B&W Diesel A/S

S42MC Project Guide

178 42 18-0.0

Note:
When calculating the tank heights, allowance has not been
made for the possibility that part of the oil quantity from the
system outside the engine may, when the pumps are
stopped, be returned to the bottom tank.
Provided that the system outside the engine is so executed,
that a part of the oil quantity is drained back to the tank when
the pumps are stopped, the height of the bottom tank indicated on the drawing is to be increased to this quantity.
*

Based on 40 mm thickness of supporting chocks

The lubricating oil bottom tank complies with the rules of

the classification socities by operation under the following
conditions and the angles of inclination in degrees are:
Athwartships
Static
Dynamic
15
22.5

Fore and aft

Static
Dynamic
5
7.5

Minimum lubricating oil bottom tank volume is:

4
5
6
7
8
9
cylinder cylinder cylinder cylinder cylinder cylinder
5.5 m3 6.4 m3 7.3 m3 8.2 m3 9.1 m3 10.3 m3

If space is limited other proposals are possible.

Cylinder
No.
4
5
6
7
8
9

Drain at
cylinder No.
2-4
2-5
2-5
2-5-7
2-5-8
2-5-8

D0

D1

D3

H0

H1

H2

OL

Qm3

150
150
175
175
175
200

325
325
375
375
375
425

100
100
125
125
125
150

740
785
835
870
915
960

325
325
375
375
375
425

65
65
75
75
75
85

4500
5250
6000
6750
7500
8250

660
705
755
795
840
885

5.9
7.4
9.1
10.7
12.5
14.5

For 10, 11, 12 cylinder engine data contact MAN B&W Diesel

178 42 23-8.0

Fig. 6.03.06a: Lubricating oil tank, without cofferdame. Engine with vertical outlets prepared for emergency running

440 600 025

178 61 40

6.03.07

MAN B&W Diesel A/S

S42MC Project Guide

178 42 20-2.0

Note:
When calculating the tank heights, allowance has not
been made for the possibility that part of the oil quantity
from the system outside the engine may, when the pumps
are stopped, be returned to the bottom tank.

The lubricating oil bottom tank complies with the rules of

the classification socities by operation under the following conditions and the angles of inclination in degrees are:
Athwartships
Static
Dynamic
15
22.5

Provided that the system outside the engine is so executed,

that a part of the oil quantity is drained back to the tank when
the pumps are stopped, the height of the bottom tank indicated on the drawing is to be increased to this quantity.
*

Fore and aft

Static
Dynamic
5
7.5

Minimum lubricating oil bottom tank volume is:

4
5
6
7
8
9
cylinder cylinder cylinder cylinder cylinder cylinder
5.5 m3 6.4 m3 7.3 m3 8.2 m3 9.1 m3 10.3 m3

Based on 40 mm thickness of supporting chocks.

If space is limited other proposals are possible.

Cylinder
No.
4
5
6
7
8
9

D0

D1

H0

H1

H2

OL

Qm3

150
150
175
175
175
200

325
325
375
375
375
425

785
825
875
910
950
995

325
325
375
375
375
425

65
65
75
75
75
85

6750
7500
8250
9000
9750
10500

705
750
800
830
875
920

9.5
11.0
13.0
15.0
17.0
19.0

For 10, 11, 12 cylinder engine data contact MAN B&W Diesel
Fig. 6.03.06b: Lubricating oil tank, without cofferdame. Engine with horizontal outlets

440 600 025

178 61 40

6.03.08

MAN B&W Diesel A/S

S42MC Project Guide

The letters refer to List of flanges

178 07 50-0.0

Fig.6.03.07: Crankcase venting

178 41 98-8.0

Fig. 6.03.08: Bedplate drain pipes

440 600 025

178 61 40

6.03.09

MAN B&W Diesel A/S

S42MC Project Guide

6.04 Cylinder Lubricating Oil System

tion with all fuel types within our guiding specification regardless of the sulphur content.
Consequently, TBN 70 cylinder oil should also be
used on testbed and at seatrial. However, cylinder
oils with higher alkalinity, such as TBN 80, may be
beneficial, especially in combination with high sulphur fuels.
The cylinder oils listed below have all given satisfactory service during heavy fuel operation in MAN
B&W engine installations:

The letters refer to List of flanges

178 07 46-5.0

Fig. 6.04.01: Cylinder lubricating oil pipes

The cylinder lubricators are supplied with oil from a

gravity-feed cylinder oil service tank, and they are
equipped with built-in floats, which keep the oil level
constant in the lubricators, Fig. 6.04.01.

Company

Cylinder oil
SAE 50/TBN 70

Elf-Lub.
BP
Castrol
Chevron
Exxon
Fina
Mobil
Shell
Texaco

Talusia HR 70
CLO 50-M
S/DZ70 cyl.
Delo Cyloil Special
Exxmar X 70
Vegano 570
Mobilgard 570
Alexia 50
Taro Special

Also other brands have been used with satisfactory

results.

Cylinder Lubrication
The size of the cylinder oil service tank depends on
the owners and yards requirements, and it is normally dimensioned for minimum two days consumption.

Cylinder Oils

Each cylinder liner has a number of lubricating orifices (quills), through which the cylinder oil is introduced into the cylinders, see Fig. 6.04.02. The oil is
delivered into the cylinder via non-return valves,
when the piston rings pass the lubricating orifices,
during the upward stroke.

Cylinder oils should, preferably, be of the SAE 50

viscosity grade.
Modern high rated two-stroke engines have a relatively great demand for the detergency in the cylinder oil. Due to the traditional link between high
detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder roil in combina-

442 600 025

178 61 41

6.04.01

MAN B&W Diesel A/S

S42MC Project Guide

The letters refer to List of flanges

The piping is delivered with and fitted onto the engine

One lubricator for 4S42MC

Two lubricators for 5, 6, 7, 8 and 9S42MC
178 38 05-7.0

Fig. 6.04.02: Cylinder lubricating oil pipes

Cylinder Lubricators

system which controls the dosage in proportion to

the mean effective pressure (mep), option: 4 42 113.

The cylinder lubricator(s) are mounted on the fore

end of the engine. The lubricator(s) have a built-in
capability for adjustment of the oil quantity. They are
of the Sight Feed Lubricator type and are provided
with a sight glass for each lubricating point.
The lubricators are fitted with:
Electrical heating coils

The speed can be dependent as well as the mep

dependent lubricator can be equipped with a
Load Change Dependent system option: 4 42
120, such that the cylinder feed oil rate is automatically increased during starting, manoeuvring and,
preferably, during sudden load changes, see Fig.
6.04.04.

Low flow and low level alarms.

The signal for the load change dependent system

comes from:

The lubricator will, in the basic Speed Dependent

design (4 42 111), pump a fixed amount of oil to the
cylinders for each engine revolution.

Alternative 1
a special control box, item: 4 42 620 normally used
on plants with mechanical-hydraulic governor

Mainly for plants with controllable pitch propeller,

the lubricators can, alternatively, be fitted with a

Alternative 2
the electronic governor, if applied.

442 600 025

178 61 41

6.04.02

MAN B&W Diesel A/S

S42MC Project Guide

Type: 10F001
For alarm for low level and no flow

Low level switch A opens at low level

Low flow switch B closes at zero flow in one ball control glass.
178 10 83-1.1

Fig 6.04.03a: Electrical diagram , cylinder lubricator

Type: 10F001
For alarm for low level and alarm and slow down for no flow
Required by: ABS, GL, RINA, RS and recommended by IACS

Both diagrams show the system

in the following condition:
Electrical power ON
Stopped engine: no flow
Oil level high

Low level switch A opens at low level

Low flow switch B closes at zero flow
in one ball control glass.
Electrical C :
4S42MC: 1 lubricator, 24 glasses of
5S42MC: 2 lubricators, 15 glasses of
6S42MC: 2 lubricators, 18 glasses of
7S42MC: 2 lubricators, 21 glasses of
8S42MC: 2 lubricators, 24 glasses of
9S42MC: 2 lubricators, 27 glasses of
10S42MC: 4 lubricators, 15 glasses of
11S42MC: 2 lubricators, 15 glasses of
+2 lurbicators, 18 glasses of
12S42MC: 4 lubricators, 18 glasses of

125 watt
2 x 75 watt
2 x 100 watt
2 x 125 watt
2 x 125 watt
2 x 125 watt
4 x 75 watt
2 x 75 watt
2 x 100 watt
4 x 100 watt

All cables and cable connections to be yards supply.

Power supply according to ships monophase 110 V or
220 V.
Heater ensures oil temperature of approximately
40-50 oC.

178 36 47-5.0

Fig 6.04.03b: El. diagram, cylinder lubricator

442 600 025

178 61 41

6.04.03

MAN B&W Diesel A/S

S42MC Project Guide

178 06 31-4.1

Fig. 6.04.04: Load change dependent lubricator

Cylinder Oil Feed Rate (Dosage)

The nominal cylinder oil feed rate at nominal MCR is:

The following guideline for cylinder oil feed rate is

based on service experience from other MC engine
types, as well as todays fuel qualities and operating
conditions.
The recommendations are valid for all plants,
whether controllable pitch or fixed pitch propellers
are used.

1.11.6 g/kWh
0.8-1.2 g/BHPh
During the first operational period of about 1500
hours, it is recommended to use the upper feed rate.
The feed rate at part load is proportional to the
np
second power of the speed: Q p = Q x
n

442 600 025

178 61 41

6.04.04

MAN B&W Diesel A/S

6.05

S42MC Project Guide

Stuffing Box Drain Oil System

For engines running on heavy fuel, it is important

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

We therefore consider the piston rod stuffing box

drain oil cleaning system as an option, and recommend that this relatively small amount of drain oil is
used for other purposes or is burnt in the incinerator.

The performance of the piston rod stuffing box on

the MC engines has proved to be very efficient, primarily because the hardened piston rod allows a
higher scraper ring pressure.

If the drain oil is to be re-used as lubricating oil, it will

be necessary to install the stuffing box drain oil
cleaning system described below.

The amount of drain oil from the stuffing boxes is

about 5 - 10 liters/24 hours per cylinder during normal service. In the running-in period, it can be
higher.

As an alternative to the tank arrangement shown,

the drain tank (001) can, if required, be designed as
a bottom tank, and the circulating tank (002) can be
installed at a suitable place in the engine room.

178 15 00-2.1

The letters refer to List of flanges

Fig. 6.05.01: Optional stuffing box drain oil system

443 600 003

178 61 42

6.05.01

MAN B&W Diesel A/S

S42MC Project Guide

Minimum capacity of tanks
Tank 001
m3

Tank 002
m3

Capacity of pump
option 4 43 640
at 2 bar
m3/h

1 x HDU 427/54

0.6

0.7

0.2

79

1 x HDU 427/54

0.9

1.0

0.3

10 12

1 x HDU 427/81
or
1 x HDU 327/108

1.2

1.3

0.6

No. of cylinders

C.J.C. Filter
004

4-6

178 34 70-0.0

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

Piston rod lub oil pump and filter unit

The filter unit consisting of a pump and a finefilter
(option: 4 43 640) could be of make C.C. Jensen
A/S, Denmark. The fine filter cartridge is made of
cellulose fibres and will retain small carbon particles
etc. with relatively low density, which are not removed by centrifuging.

No. of
cylinders

3 x 440 volts
60 Hz

3 x 380 volts
50 Hz

4-6

PR 0.2 6

PR 0.2 5

7 9

PR 0.3 6

PR 0.3 5

10 12

PR 0.6 6

PR 0.6 5

178 34 72-4.0

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02

Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar
Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 m
Working temperature . . . . . . . . . . . . . . . . . . . 50 C
Oil viscosity at working temperature . . . . . . 75 cSt
Pressure drop at clean filter . . . . maximum 0.6 bar
Filter cartridge . . . maximum pressure drop 1.8 bar

Fig. 6.05.03: Types of piston rod units

The letters refer to List of flanges

The piping is delivered with and fitted onto the engine

178 30 86-6.0

Fig. 6.05.04: Stuffing box, drain pipes

443 600 003

178 61 42

6.05.02

MAN B&W Diesel A/S

Designation of piston rod units
PR 0.2 6
5 = 50 Hz, 3 x 380 Volts
6 = 60 Hz, 3 x 440 Volts
Pump capacity in m3/h
Piston rod unit

S42MC Project Guide

A modular unit is available for this system, option:
4 43 610. See Fig. 6.05.05 Piston rod unit, MAN
B&W/C.C. Jensen.
The modular unit consists of a drain tank, a circulating tank with a heating coil, a pump and a fine filter,
and also includes wiring, piping, valves and instruments.
The piston rod unit is tested and ready to be connected to the supply connections on board.

178 30 87-8.0

Fig. 6.05.05.: Piston rod drain oil unit, MAN B&WDiesel/C. C. Jensen, option: 4 43 610

443 600 003

178 61 42

6.05.03

MAN B&W Diesel A/S

6.06

S42MC Project Guide

Cooling Water Systems

The water cooling can be arranged in several configurations, the most common system choice being:
A low temperature seawater cooling system Fig.
6.06.01, and a freshwater cooling system only for
jacket cooling Fig. 6.06.03
A central cooling water system, with three circuits:
a seawater system, a low temperature freshwater
system for central cooling Fig. 6.07.01, and a high
temperature freshwater system for jacket water.
The advantages of the seawater cooling system are
mainly related to first cost, viz:

The advantages of the central cooling system are:

Only one heat exchanger cooled by seawater, and
thus, only one exchanger to be overhauled
All other heat exchangers are freshwater cooled
and can, therefore, be made of a less expensive
material
Few non-corrosive pipes to be installed
Reduced maintenance of coolers and components
Increased heat utilisation.
whereas the disadvantages are:

Only two sets of cooling water pumps

(seawater and jacket water)
Simple installation with few piping systems.

Three sets of cooling water pumps (seawater,

freshwater low temperature, and jacket water high
temperature)

Whereas the disadvantages are:

Higher first cost.

Seawater to all coolers and thereby higher maintenance cost

An arrangement common for the main engine and

MAN B&W Holeby auxiliary engines is available on
request.

Expensive seawater piping of non-corrosive materials such as galvanised steel pipes or Cu-Ni
pipes.

For further information about common cooling water

system for main engines and auxiliary engines please
refer to our publication:
P. 281 Uni-concept Auxiliary Systems for Two-stroke
Main Engine and Four-stroke Auxiliary Engines.

445 600 025

178 61 43

6.06.01

MAN B&W Diesel A/S

S42MC Project Guide

The letters refer to List of flanges

178 15 01-4.1

Fig. 6.06.01: Seawater cooling system

The inter-related positioning of the coolers in the

system serves to achieve:

Seawater Cooling System

The seawater cooling system is used for cooling,
the main engine lubricating oil cooler (4 40 605), the
jacket water cooler (4 46 620) and the scavenge air
cooler (4 54 150).
The lubricating oil cooler for a PTO step-up gear
should be connected in parallel with the other coolers.The capacity of the SW pump (4 45 601) is based
on the outlet temperature of the SW being maximum
50 C after passing through the coolers with an inlet
temperature of maximum 32 C (tropical conditions),
i.e. a maximum temperature increase of 18 C.
The valves located in the system fitted to adjust the
distribution of cooling water flow are to be provided
with graduated scales.

The lowest possible cooling water inlet temperature to the lubricating oil cooler in order to obtain
the cheapest cooler. On the other hand, in order to
prevent the lubricating oil from stiffening in cold
services, the inlet cooling water temperature should
not be lower than 10 C
The lowest possible cooling water inlet temperature to the scavenge air cooler, in order to keep the
fuel oil consumption as low as possible.
The piping delivered with and fitted onto the engine is, for your guidance shown on Fig. 6.06.02.

445 600 025

178 61 43

6.06.02

MAN B&W Diesel A/S

S42MC Project Guide

The letters refer to List of flanges

The pos. numbers refer to List of instruments
The piping is delivered with and fitted onto the engine

178 36 04-4.0

Fig. 6.06.02: Cooling water pipes, air cooler, one turbocharger

The heat dissipation and the SW flow are based on an

MCR output at tropical conditions, i.e. SW temperature of 32 C and an ambient air temperature of 45 C.

Components for seawater system

Seawater cooling pump (4 45 601)
The pumps are to be of the centrifugal type.

Scavenge air cooler (4 54 150)

Seawater flow . . . . . . . . . . see List of capacities

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
Test pressure . . . . . . . . . . . according to class rule
Working temperature . . . . . . . . . . maximum 50 C

The scavenge air cooler is an integrated part of the

main engine.

The capacity must be fulfilled with a tolerance of between 0% to +10% and covers the cooling of the
main engine only.

Heat dissipation . . . . . . . . . see List of capacities

Seawater flow . . . . . . . . . . see List of capacities
Seawater temperature,
for SW cooling inlet, max.. . . . . . . . . . . . . . . 32 C
Pressure drop on
cooling water side. . . . . . between 0.1 and 0.5 bar

See chapter 6.03 Uni-Lubricating oil system.

The heat dissipation and the SW flow are based on an

MCR output at tropical conditions, i.e. SW temperature of 32 C and an ambient air temperature of 45 C.

Jacket water cooler (4 46 620)

Seawater thermostatic valve (4 45 610)

The cooler is to be of the shell and tube or plate heat

exchanger type, made of seawater resistant material.

The temperature control valve is a three-way valve

which can recirculate all or part of the SW to the
pumps suction side. The sensor is to be located at
the seawater inlet to the lubricating oil cooler, and
the temperature level must be a minimum of +10 C.

Lub. oil cooler (4 40 605)

Heat dissipation . . . . . . . . see List of capacities

Jacket water flow . . . . . . . see List of capacities
Jacket water temperature, inlet . . . . . . . . . . . 80 C
Pressure drop
on jacket water side . . . . . . . . . . maximum 0.2 bar
Seawater flow . . . . . . . . . . see List of capacities
Seawater temperature, inlet . . . . . . . . . . . . . 38 C
Pressure drop on SW side . . . . . maximum 0.2 bar

Seawater flow . . . . . . . . . . see List of capacities

Temperature range,
adjustable within . . . . . . . . . . . . . . . . +5 to +32 C

445 600 025

178 61 43

6.06.03

MAN B&W Diesel A/S

S42MC Project Guide

178 17 66-2.0

Fig. 6.06.03: Jacket cooling water system

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.
6.06.03, is used for cooling the cylinder liners, cylinder covers and exhaust valves of the main engine and
heating of the fuel oil drain pipes.
The jacket water pump (4 46 601) draws water from
the jacket water cooler outlet and delivers it to the
engine.
At the inlet to the jacket water cooler there is a thermostatically controlled regulating valve (4 46 610),
with a sensor at the engine cooling water outlet,
which keeps the main engine cooling water outlet at
a temperature of 80 C.
The engine jacket water must be carefully treated,
maintained and monitored so as to avoid corrosion,
corrosion fatigue, cavitation and scale formation. It
is recommended to install a preheater if preheating
is not available from the auxiliary engines jacket
cooling water system.

The venting pipe in the expansion tank should end

just below the lowest water level, and the expansion
tank must be located at least 5 m above the engine
cooling water outlet pipe.
MAN B&Ws recommendations about the freshwater system de-greasing, descaling and treatment
by inhibitors are available on request.
The freshwater generator, if installed, may be connected to the seawater system if the generator does
not have a separate cooling water pump. The generator must be coupled in and out slowly over a period of at least 3 minutes.
For external pipe connections, we prescribe the following maximum water velocities:
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

445 600 025

178 61 43

6.06.04

MAN B&W Diesel A/S

S42MC Project Guide

178 38 21-2.0

Fig. 6.06.04a: Jacket water cooling pipes for uncooled turbochargers

The letters refer to List of flanges

The pos. numbers refer to List of instruments
The piping is delivered with and fitted onto the engine
178 38 22-4.0

Fig. 6.06.04b: Jacket water cooling pipes for water cooled turbochargers

445 600 025

178 61 43

6.06.05

MAN B&W Diesel A/S

S42MC Project Guide

The sensor is to be located at the outlet from the
main engine, and the temperature level must be
adjustable in the range of 70-90 C.

Components for jacket water system

Jacket water cooling pump (4 46 601)
The pumps are to be of the centrifugal type.

Jacket water preheater (4 46 630)

Jacket water flow . . . . . . . . see List of capacities

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 bar
Delivery pressure . . . . . . . . . . depends on position
of expansion tank
Test pressure . . . . . . . . . . . according to class rule
Working temperature, . normal 80 C, max. 100 C

When a preheater see Fig. 6.06.03 is installed in the

jacket cooling water system, its water flow, and
thus the preheater pump capacity (4 46 625),
should be about 10% of the jacket water main pump
capacity. Based on experience, it is recommended
that the pressure drop across the preheater should
be approx. 0.2 bar. The preheater pump and main
pump should be electrically interlocked to avoid the
risk of simultaneous operation.

The capacity must be met at a tolerance of 0% to

+10%.
The stated capacities cover the main engine only.
The pump head of the pumps is to be determined
based on the total actual pressure drop across the
cooling water system.

The preheater capacity depends on the required

preheating time and the required temperature increase of the engine jacket water. The temperature
and time relationships are shown in Fig. 6.06.05.
In general, a temperature increase of about 35 C
(from 15 C to 50 C) is required, and a preheating
time of 12 hours requires a preheater capacity of
about 1% of the enignes nominal MCR power.

Freshwater generator (4 46 660)

If a generator is installed in the ship for production
of freshwater by utilising the heat in the jacket water
cooling system it should be noted that the actual
available heat in the jacket water system is lower
than indicated by the heat dissipation figures given
in the List of capacities. This is because the latter
figures are used for dimensioning the jacket water
cooler and hence incorporate a safety margin which
can be needed when the engine is operating under
conditions such as, e.g. overload. Normally, this
margin is 10% at nominal MCR.

Deaerating tank (4 46 640)

Design and dimensions are shown on Fig. 6.06.06
Deaerating tank and the corresponding alarm device (4 46 645) is shown on Fig. 6.06.07 Deaerating
tank, alarm device.

Expansion tank (4 46 648)

The calculation of the heat actually available at

specified MCR for a derated diesel engine is stated
in chapter 6.01 List of capacities.

The total expansion tank volume has to be approximate 10% of the total jacket cooling water amount
in the system.

Jacket water thermostatic valve (4 46 610)

As a guideline, the volume of the expansion tanks

for main engine output are:

The temperature control system can be equipped

with a three-way valve mounted as a diverting
valve, which by-pass all or part of the jacket water
around the jacket water cooler.

Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3

445 600 025

178 61 43

6.06.06

MAN B&W Diesel A/S

S42MC Project Guide

Fresh water treatment

The MAN B&W Diesel recommendations for treatment of the jacket water/freshwater are available on
request.

Temperature at start of engine

In order to protect the engine, some minimum
temperture restrictions have to be considered before starting the engine and, in order to avoid corrosive attacks on the cylinder liners during starting.
Normal start of engine
Normally, a minimum engine jacket water temperature of 50 C is recommended before the engine is
started and run up gradually to 90% of specified
MCR speed.
For running between 90% and 100% of specified
MCR speed, it is recommended that the load be increased slowly i.e. over a period of 30 minutes.
178 16 63-1.0

Start of cold engine

Fig. 6.06.05: Jacket water preheater

In exceptional circumstances where it is not possible to comply with the abovementioned recommendation, a minimum of 20 C can be accepted before
the engine is started and run up slowly to 90% of
specified MCR speed.
However, before exceeding 90% specified MCR
speed, a minimum engine temperature of 50 C
should be obtained and, increased slowly i.e. over
a period of least 30 minutes.
The time period required for increasing the jacket
water temperature from 20 C to 50 C will depend
on the amount of water in the jacket cooling water
system, and the engine load.
Note:
The above considerations are based on the assumption that the engine has already been well
run-in.

Preheating of diesel engine

Preheating during standstill periods
During short stays in port (i.e. less than 4-5 days), it
is recommended that the engine is kept preheated,
the purpose being to prevent temperature variation
in the engine structure and corresponding variation
in thermal expansions and possible leakages.
The jacket cooling water outlet temperature should
be kept as high as possible and should before
starting-up be increased to at least 50 C, either
by means of cooling water from the auxiliary engines, or by means of a built-in preheater in the
jacket cooling water system, or a combination.

445 600 025

178 61 43

6.06.07

MAN B&W Diesel A/S

S42MC Project Guide

Dimensions in mm
Tank size

0.05 m3

Maximum J.W. capacity

120 m3/h

Maximum nominal bore

125

150

300

F78

910

300

320

ND 50

ND 32

ND: Nominal diameter

Working pressure is according to actual
piping arrangement.
In order not to impede the rotation of water,
the pipe connection must end flush with the
tank, so that no internal edges are protruding.
178 06 27-9.0

Fig. 6.06.06: Deaerating tank, option: 4 46 640

Fig. 6.06.08: Deaerating tank, alarm device, option: 4 46 645

445 600 025

178 07 37-0.1

178 61 43

6.06.08

MAN B&W Diesel A/S

S42MC Project Guide

6.07 Central Cooling Water System

Letters refer to List of flanges

178 15 02-6.2

Fig. 6.07.01: Central cooling system

The central cooling water system is characterised

by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket
water cooler, being cooled by the freshwater low
temperature (FW-LT) system.
In order to prevent too high a scavenge air temperature, the cooling water design temperature in the
FW-LT system is normally 36 C, corresponding to a
maximum seawater temperature of 32 C.
Our recommendation of keeping the cooling water
inlet temperature to the main engine scavenge air
cooler as low as possible also applies to the central
cooling system. This means that the temperature
control valve in the FW-LT circuit is to be set to minimum 10 C, whereby the temperature follows the

outboard seawater temperature when this exceeds

10 C.
For further information about common cooling water system for main engines and MAN B&W Holeby
auxiliary engines please refer to our publication:
P.281

Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines.

For external pipe connections, we prescribe the following maximum water velocities:
Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s
Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s
Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

445 550 002

178 61 44

6.07.01

MAN B&W Diesel A/S

S42MC Project Guide

Components for seawater system

Central cooling water pumps,

low temperature (4 45 651)

Seawater cooling pumps (4 45 601)

The pumps are to be of the centrifugal type.

The pumps are to be of the centrifugal type.

Freshwater flow . . . . . . . . see List of capacities

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
Delivery pressure. . . . . . . . depends on location of
expansion tank
Test pressure . . . . . . . . . . according to class rules
Working temperature,
normal . . . . . . . . . . . . . . . . . . approximately 80 C
maximum 90 C

Seawater flow . . . . . . . . . . see List of capacities

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar
Test pressure . . . . . . . . . . according to class rules
Working temperature,
normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 C
Working temperature . . . . . . . . . . maximum 50 C
The capacity is to be within a tolerance of 0% +10%.
The differential pressure of the pumps is to be determined on the basis of the total actual pressure drop
across the cooling water system.

The flow capacity is to be within a tolerance of 0%

+10%.
The list of capacities covers the main engine only.
The differential pressure provided by the pumps is
to be determined on the basis of the total actual
pressure drop across the cooling water system.

Central cooler (4 45 670)

The cooler is to be of the shell and tube or plate heat
exchanger type, made of seawater resistant material.
Heat dissipation . . . . . . . . see List of capacities
Central cooling water flow see List of capacities
Central cooling water temperature,
outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C
Pressure drop on central cooling
side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar
Seawater flow . . . . . . . . . . see List of capacities
Seawater temperature,
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 C
Pressure drop on SW side . . . . . maximum 0.2 bar
The pressure drop may be larger, depending on the
actual cooler design.

Central cooling water thermostatic valve

(4 45 660)
The low temperature cooling system is to be equipped with a three-way valve, mounted as a mixing
valve, which by-passes all or part of the fresh water
around the central cooler.
The sensor is to be located at the outlet pipe from
the thermostatic valve and is set so as to keep a
temperature level of minimum 10 C.

Lubricating oil cooler (4 40 605)

See Lubricating oil system.

The heat dissipation and the SW flow figures are

based on MCR output at tropical conditions, i.e. a
SW temperature of 32 C and an ambient air temperature of 45 C.
Overload running at tropical conditions will slightly
increase the temperature level in the cooling system, and will also slightly influence the engine performance.

445 550 002

178 61 44

6.07.02

MAN B&W Diesel A/S

S42MC Project Guide

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heat
exchanger type.
Heat dissipation . . . . . . . . see List of capacities
Jacket water flow . . . . . . . see List of capacities
Jacket water temperature,
inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 C
Pressure drop on jacket water side . max. 0.2 bar
FW-LT flow . . . . . . . . . . . . see List of capacities
FW-LT temperature, inlet . . . . . . . . . approx. 42 C
Pressure drop on FW-LT side . . . . . . max. 0.2 bar
The heat dissipation and the FW-LT flow figures are
based on an MCR output at tropical conditions, i.e.
a maximum SW temperature of 32 C and an ambient air temperature of 45 C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of the
main engine.
Heat dissipation . . . . . . . . see List of capacities
FW-LT water flow . . . . . . . see List of capacities
FW-LT water temperature, inlet . . . . . . . . . . 36 C
Pressure drop on FW-LT
water side . . . . . . . . . . . . . . . . . . . approx. 0.5 bar

445 550 002

178 61 44

6.07.03

MAN B&W Diesel A/S

S42MC Project Guide

6.08 Starting and Control Air Systems

A: Valve A is supplied with the engine

AP: Air inlet for dry cleaning of turbocharger
The letters refer to List of flanges
Fig. 6.08.01: Starting and control air systems

178 39 66-2.0

The starting air of 30 bar is supplied by the starting

air compressors (4 50 602) in Fig. 6.08.01 to the
starting air receivers (4 50 615) and from these to the
main engine inlet A.

Through a reducing valve (4 50 675) is supplied

compressed air at 10 bar to AP for turbocharger
cleaning (soft blast) , and a minor volume used for
the fuel valve testing unit.

Through a reducing station (4 50 665), compressed

air at 7 bar is supplied to the engine as:

The air consumption for control air, safety air,

turbocharger cleaning, sealing air for exhaust valve
and for fuel valve testing unit and starting of auxiliary
engines is covered by the capacities stated for the
air receivers and compressors in the List of Capacities.

Control air for manoeuvring system, and for

exhaust valve air springs, through B
Safety air for emergency stop through C

450 600 025

178 61 45

6.08.01

MAN B&W Diesel A/S

S42MC Project Guide

I = Pneumatic component box

The letters refer to List of flanges
The position numbers refer to List of instruments
The piping is delivered with and fitted onto the engine
178 39 68-8.0

Fig. 6.08.02: Starting air pipes

An arrangement common for main engine and MAN

B&W Holeby auxiliary engines is available on request.

The starting air distributor regulates the supply of

control air to the starting valves in accordance with
the correct firing sequence.

The starting air pipes, Fig. 6.08.02, contains a main

starting valve (a ball valve with actuator), a
non-return valve, a starting air distributor and starting valves. The main starting valve is combined with
the manoeuvring system, which controls the start of
the engine. Slow turning before start of engine is an
option: 4 50 140 and is recommended by MAN B&W
Diesel, see chapter 6.11.

For further information about common starting air

system for main engines and auxiliary engines
please refer to our publication:
P. 281 Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines

450 600 025

178 61 45

6.08.02

MAN B&W Diesel A/S

S42MC Project Guide

The pos. numbers refer to List of instruments

The piping is delivered with and fitted onto the engine
178 38 48-8.0

Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves

The exhaust valve is opened hydraulically, and the

closing force is provided by a pneumatic spring
which leaves the valve spindle free to rotate. The
compressed air is taken from the manoeuvring air
system.

The sealing air for the exhaust valve spindle comes from the manoeuvring system, and is activated by the control air pressure, see Fig. 6.08.03.

450 600 025

178 61 45

6.08.03

MAN B&W Diesel A/S

S42MC Project Guide

Components for starting air system

Reducing valve (4 50 675)

Starting air compressors (4 50 602)

The starting air compressors are to be of the water-cooled, two-stage type with intercooling.
More than two compressors may be installed to
supply the capacity stated.
Air intake quantity:
Reversible engine,
for 12 starts: . . . . . . . . . . see List of capacities
Non-reversible engine,
for 6 starts: . . . . . . . . . . . see List of capacities
Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar

Starting air receivers (4 50 615)

The starting air receivers shall be provided with man
holes and flanges for pipe connections.
The volume of the two receivers is:
Reversible engine,
for 12 starts: . . . . . . . . . . see List of capacities *
Non-reversible engine,
for 6 starts: . . . . . . . . . . . see List of capacities
Working pressure . . . . . . . . . . . . . . . . . . . . 30 bar
Test pressure . . . . . . . . . . according to class rule

Reduction from . . . . . . . . . . . . . . . 30 bar to 7 bar

(Tolerance -10% +10%)
Capacity:
2600 Normal litres/min of free air . . . . . 0.043 m3/s
The piping delivered with and fitted onto the main
engine is, for your guidance, shown on:
Starting air pipes
Air spring pipes, exhaust valves

Turning gear
The turning wheel has cylindrical teeth and is fitted
to the thrust shaft. The turning wheel is driven by a
pinion on the terminal shaft of the turning gear,
which is mounted on the bedplate. Engagement and
disengagement of the turning gear is effected by axial movement of the pinion.
The turning gear is driven by an electric motor
with a built-in gear and brake. The size of the
electric motor is stated in Fig. 6.08.04. The turning
gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged.

The volume stated is at 25 C and 1,000 m bar

Reducing station (4 50 665)

Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar
(Tolerance -10% +10%)
Capacity:
1400 Normal litres/min of free air . . . . . 0.023 m3/s
Filter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 m

450 600 025

178 61 45

6.08.04

MAN B&W Diesel A/S

S42MC Project Guide

Electric motor
3 x 440 V 60 Hz
Brake power supply 220 V 60 Hz

Electric motor
3 x 380 V 50 Hz
Brake power supply 220 V 50 Hz

Current

Current

No. of
cylinders

Power
kW

Start
Amp.

Normal
Amp.

No. of
cylinders

Power
kW

Start
Amp.

Normal
Amp.

4-9

1.1

4.8

2.5

4-9

1.1

5.1

2.9

Data for 10 - 12 cylinder engines are available on request

178 39 70-8.0

178 31 30-9.0

Fig. 6.08.05: Electric motor for turning gear

450 600 025

178 61 45

6.08.05

MAN B&W Diesel A/S

S42MC Project Guide

6.09 Scavenge Air System

178 43 42-4.0

Fig. 6.09.01a: Scavenge air system, running on turbocharger

The engine is supplied with scavenge air from one

turbocharger located on the aft end, for 4-9 cylinder engines or from two turbochargers located on
the exhaust side for 10-12 cylinder engines.
The compressor of the turbocharger sucks air from
the engine room, through an air filter, and the compressed air is cooled by the scavenge air cooler,
one per turbocharger. The scavenge air cooler is
provided with a water mist catcher, which prevents
condensated water from being carried with the air

into the scavenge air receiver and to the combustion chamber.

The scavenge air system, (see Figs. 6.09.01 and
6.09.02) is an integrated part of the main engine.
The heat dissipation and cooling water quantities
are based on MCR at tropical conditions, i.e. a SW
temperature of 32 C, or a FW temperature of 36 C,
and an ambient air inlet temperature of 45 C.

455 600 025

178 61 47

6.09.01

MAN B&W Diesel A/S

S42MC Project Guide

Auxiliary Blowers

necessary. This is achieved by automatically working non-return valves.

The engine is provided with two electrically driven

auxiliary blowers. Between the scavenge air cooler
and the scavenge air receiver, non-return valves are
fitted which close automatically when the auxiliary
blowers start supplying the scavenge air.
Both auxiliary blowers start operating consecutively before the engine is started and will ensure
complete scavenging of the cylinders in the starting
phase, thus providing the best conditions for a safe
start.
During operation of the engine, the auxiliary blowers will start automatically whenever the engine
load is reduced to about 30-40%, see fig. 6.09.01b
and will continue operating until the load again exceeds approximately 40-50%.

Electrical panel for two auxiliary blowers

The auxiliary blowers are, as standard, fitted onto
the main engine, and the control system for the auxiliary blowers can be delivered separately as an option: 4 55 650.
The layout of the control system for the auxiliary
blowers is shown in Figs. 6.09.03a and 6.09.03b
Electrical panel for two auxiliary blowers, and
the data for the electric motors fitted onto the
main engine is found in Fig. 6.09.04 Electric motor
for auxiliary blower.
The data for the scavenge air cooler is specified in
the description of the cooling water system chosen.
For further information please refer to our publication:

Emergency running
If one of the auxiliary blowers is out of action, the
other auxiliary blower will function in the system,
without any manual readjustment of the valves being

P.311

Influence of Ambient Temperature Conditions on Main Engine Operation

178 43 41-2.0

Fig. 6.09.01b: Scavenge air system, running on auxiliary blower

455 600 025

178 61 47

6.09.02

MAN B&W Diesel A/S

S42MC Project Guide

178 39 76-9.0

Fig. 6.09.02: Scavenge air pipes, for engine with one turbocharger on aft end

Dimensions of control panel for

Dimensions of electric panel

Electric motor size

two auxiliary blowers
3 x 440 V
60 Hz

3 x 380 V
50 Hz

Maximum stand-by
heating element

W
mm

H
mm

D
mm

W
mm

H
mm

D
mm

18 - 80 A
18 - 80 A
11 - 45 kW 9 - 40 kW

300

460

150

400

600

300

100 W

63 - 250 A
80 - 250 A
67 - 155 kW 40 - 132 kW

300

460

150

600

600

350

250 W

178 31 47-8.0

Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650

455 600 025

178 61 47

6.09.03

MAN B&W Diesel A/S

S42MC Project Guide

PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar
PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar
G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418
K1: Switch in telegraph system. Closed at finished with engine
K2: Switch in safety system. Closed at shut down
K3: Lamp test
178 31 44-2.0

Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650

455 600 025

178 61 47

6.09.04

MAN B&W Diesel A/S

Number of
cylinders

Make: ABB, or similar

3 x 440V-60Hz-2p
Type

S42MC Project Guide

Current

Power
kW

Start Amp.

Nominal Amp.

Mass
kg

2 x MBT-160M

2 x 20

1 x 210

2 x 32

2 x 85

2 x MBT-160L

2 x 23

1 x 250

2 x 37

2 x 95

2 x M2AA-200MLA

2 x 35

1 x 370

2 x 56

2 x 170

2 x M2AA-200MLA

2 x 35

1 x 370

2 x 56

2 x 170

2 x M2AA-200MLA

2 x 35

1 x 370

2 x 56

2 x 170

2 x M2AA-200MLA

2 x 35

1 x 370

2 x 56

2 x 170

10

2 x M2AA-200MLB

2 x 43

1 x 442

2 x 68

2 x 200

11

2 x M2AA-200MLB

2 x 43

1 x 442

2 x 68

2 x 200

12

2 x M2AA-225SMB

2 x 54

1 x 550

2 x 86

2 x 235

Number of
cylinders

Make: ABB, or similar

3 x 380V-50Hz-2p
Type

Power
kW

Start Amp.

Nominal Amp.

Mass
kg

Current

2 x MBT-160L

2 x 20

1 x 250

2 x 37

2 x 95

2 x MBT-180M

2 x 22.5

1 x 280

2 x 42

2 x 120

2 x M2AA-200MLA

2 x 30

1 x 370

2 x 55

2 x 170

2 x M2AA-200MLA

2 x 30

1 x 370

2 x 55

2 x 170

2 x M2AA-200MLB

2 x 37

1 x 520

2 x 68

2 x 195

2 x M2AA-200MLB

2 x 37

1 x 520

2 x 68

2 x 195

10

2 x M2AA-225SMB

2 x 47

1 x 550

2 x 86

2 x 235

11

2 x M2AA-225SMB

2 x 47

1 x 550

2 x 86

2 x 235

12

2 x M2AA-225SMB

2 x 47

1 x 550

2 x 86

2 x 235

Enclosure IP44
Insulation class: minimum B
Speed of fan: about 2940 and 3540 r/min for 50Hz and 60Hz respectively
The electric motors are delivered with and fitted onto the engine
178 39 78-2.0

Fig. 6.09.04: Electric motor for auxiliary blower

455 600 025

178 61 47

6.09.05

MAN B&W Diesel A/S

S42MC Project Guide

Air cooler cleaning

The air side of the scavenge air cooler can be
cleaned by injecting a grease dissolvent through
AK (see Figs. 6.09.05 and 6.09.06) to a spray pipe
arrangement fitted to the air chamber above the air
cooler element.
Sludge is drained through AL to the bilge tank,
and the polluted grease dissolvent returns from
AM, through a filter, to the chemical cleaning
tank. The cleaning must be carried out while the engine is at standstill.

Drain from water mist catcher

The drain line for the air cooler system is, during
running, used as a permanent drain from the air
cooler water mist catcher. The water is led though
an orifice to prevent major losses of scavenge air.
The system is equipped with a drain box, where a
level switch LSA 434 is mounted, indicating any excessive water level, see Fig. 6.09.05.
The letters refer to List of flanges
The piping is delivered with and fitted onto the engine
178 38 57-2.0

Fig. 6.09.05: Air cooler cleaning pipes

* To suit the chemical requirement

Number of cylinders

4-9

10-12

Chemical tank capacity

0.3 m3

0.6 m3

Circulating pump capacity at 3 bar

1 m3/h

2 m3/h

d: Nominal diameter

25 mm

32 mm

The letters refer to List of flanges

178 10 65-1.2

178 89 84-1.0

Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655

455 600 025

178 61 47

6.09.06

MAN B&W Diesel A/S

S42MC Project Guide

No. of cylinders
4-6
7-9
10-12

Capacity of drain tank

0.4 m3
0.7 m3
1.0 m3

The letters refer to List of flanges

178 06 16-0.0

Fig. 6.09.07: Scavenge box drain system

178 06 16-0.0

The letters refer to List of flanges

The piping is delivered with and fitted onto the engine

Fig. 6.09.08: Scavenge air space, drain pipes

455 600 025

178 61 47

6.09.07

MAN B&W Diesel A/S

S42MC Project Guide

Fire Extinguishing System for Scavenge

Air Space
Fire in the scavenge air space can be extinguished
by steam, being the standard version, or, optionally, by water mist or CO2.
The alternative external systems are shown in Fig.
6.09.10:
Fire extinguishing system for scavenge air space
standard: 4 55 140 Steam
or option: 4 55 142 Water mist
or option: 4 55 143 CO2
The corresponding internal systems fitted on the
engine are shown in Figs. 6.09.11a and 6.09.11b:
Fire extinguishing in scavenge air space (steam)
Fire extinguishing in scavenge air space (water mist)
Fire extinguishing in scavenge air space (CO2)

The letters refer to List of flanges

Fig. 6.09.09 Fire extinguishing system for scavenge air space

Steam pressure: 3-10 bar

Steam approx.: 1.5 kg/cyl.

CO2 test pressure: 150 bar

CO2 approx.:
3.0 kg/cyl.

178 06 17-2.0

Freshwater pressure: min. 3.5 bar

Freshwater approx.:
1.2 kg/cyl.

The letters refer to List of flanges

The piping is delivered with and fitted onto the engine
178 35 21-6.0

178 38 65-5.0

Fig. 6.09.10a: Fire extinguishing pipes in scavenge air

space steam: 4 55 140, water mist, option: 4 55 142

Fig. 6.09.10b: Fire extinguishing pipes in scavenge air

space CO2, option: 4 55 143

455 600 025

178 61 47

6.09.08

MAN B&W Diesel A/S

S42MC Project Guide

6.10 Exhaust Gas System

178 07 27-4.1

Fig. 6.10.01: Exhaust gas system on engine

The exhaust gas receiver and the exhaust pipes are

provided with insulation, covered by steel plating.

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the exhaust gas receiver where the fluctuating pres-sures
from the cylinders are equalised and from where the
gas is led further on to the turbocharger at a constant pressure, see Fig.6.10.01.
Compensators are fitted between the exhaust
valves and the exhaust gas receiver and between
the receiver and the turbocharger. A protective grating is placed between the exhaust gas receiver and
the turbocharger. The turbocharger is fitted with a
pick-up for remote indication of the turbocharger
speed.

Turbocharger arrangement and

cleaning systems
The turbocharger is, for 4-9 cylinder engines, arranged on the aft end of the engine (4 59 121), and
for the 10-12 cylinder engines (4 59 126) on the exhaust side of the engine. See Figs: 6.10.02a and
6.10.02b.

460 600 025

178 61 48

6.10.01

MAN B&W Diesel A/S

S42MC Project Guide

The letters refer to List of flanges

The position numbers refer to List of instruments
The piping is delivered with and fitted onto the engine

178 41 53-1.0

Fig. 6.10.02a: Exhaust gas pipes, with turbocharger located on aft end of engine (4 59 121)

178 38 70-2.0

Fig. 6.10.02b: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 126)

4460 600 025

178 61 48

6.10.02

MAN B&W Diesel A/S

S42MC Project Guide

The engine is designed for the installation of either

MAN B&W turbocharger type NA/TO (4 59 101),
ABB turbocharger type VTR or TPL (4 59 102 or 4 59
102a), or MHI turbolager type MET (4 59 103).

1.

All makes of turbochargers are fitted with an arrangement for water washing of the compressor
side, and soft blast cleaning of the turbine side, see
Fig. 6.10.03. Washing of the turbine side is only applicable on MAN B&W and ABB turbochargers , see
Figs. 6.10.04a and 6.10.04b.

Container for water

The letters refer to List of flanges

The piping is delivered with and fitted onto the engine
178 41 75-8.0

Fig. 6.10.03: Turbocharger water washing

460 600 025

178 61 48

6.10.03

MAN B&W Diesel A/S

S42MC Project Guide

the 4th power. It has by now become normal practice in order to avoid too much pressure loss in the
pipings, to have an exhaust gas velocity of about 35
m/sec at specified MCR. This means that the pipe
diameters often used may be bigger than the diameter stated in Fig. 6.10.08.
As long as the total back-pressure of the exhaust
gas system incorporating all resistance losses
from pipes and components complies with the
above-mentioned requirements, the pressure
losses across each component may be chosen independently, see proposed measuring points in Fig.
6.10.07. The general design guidelines for each
component, described below, can be used for guidance purposes at the initial project stage.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gas
from the outlet of the turbocharger(s) to the atmosphere.

1. Tray for solid granules

2. Container for granules
The letters refer to List of flanges
The position numbers refer to List of instruments

The exhaust piping is shown schematically on Fig.

6.10.05.
178 41 77-1.0

Fig. 6.10.04: Soft blast cleaning of turbine side

The exhaust piping system for the main engine comprises:

Exhaust Gas System for main engine

Exhaust gas pipes

Exhaust gas boiler

Silencer

Spark arrester

Expansion joints

Pipe bracings.

At specified MCR (M), the total back-pressure in the

exhaust gas system after the turbocharger indicated by the static pressure measured in the piping
after the turbocharger must not exceed 350 mm
WC (0.035 bar).
In order to have a back-pressure margin for the final
system, it is recommended at the design stage to
initially use about 300 mm WC (0.030 bar).
For dimensioning of the external exhaust gas
pipings, the recommended maximum exhaust gas
velocity is 50 m/s at specified MCR (M). For
dimensioning of the external exhaust pipe connections, see Fig. 6.10.07.
The actual back-pressure in the exhaust gas system
at MCR depends on the gas velocity, i.e. it is proportional to the square of the exhaust gas velocity, and
hence inversely proportional to the pipe diameter to

In connection with dimensioning the exhaust gas

piping system, the following parameters must be
observed:

Exhaust gas flow rate

Exhaust gas temperature at turbocharger outlet

Maximum pressure drop through exhaust gas

system

Maximum noise level at gas outlet to atmosphere

Maximum force from exhaust piping on

turbocharger(s)

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Diameter of exhaust gas pipes
The exhaust gas pipe diameters shown on Fig.
6.10.08 for the specified MCR should be considered
an initial choice only.
As previously mentioned a lower gas velocity than
50 m/s can be relevant with a view to reduce the
pressure drop across pipes, bends and components in the entire exhaust piping system.

Exhaust gas compensator after turbocharger

When dimensioning the compensator, option: 4 60
610 for the expansion joint on the turbocharger gas
outlet transition pipe, option: 4 60 601, the exhaust
gas pipe and components, are to be so arranged
that the thermal expansions are absorbed by expansion joints. The heat expansion of the pipes and
the components is to be calculated based on a temperature increase from 20 C to 250 C. The vertical
and horizontal heat expansion of the engine measured at the top of the exhaust gas transition piece
of the turbocharger outlet are indicated in Fig.
6.10.08 as DA and DR.

178 42 78-3.0

Fig. 6.10.05: Exhaust gas system

Utilisation of the heat energy of the exhaust

gas.

Items that are to be calculated or read from tables

are:

Exhaust gas mass flow rate, temperature and

maximum back pressure at turbocharger gas
outlet

Diameter of exhaust gas pipes

Utilising the exhaust gas energy

Attenuation of noise from the exhaust pipe

outlet

Pressure drop across the exhaust gas system

Expansion joints.

The movements stated are related to the engine

seating. The figures indicate the axial and the lateral
movements related to the orientation of the expansion joints.
The expansion joints are to be chosen with an elasticity that limit the forces and the moments of the exhaust gas outlet flange of the turbocharger as stated
for each of the turbocharger makers on Fig. 6.10.08
where are shown the orientation of the maximum allowable forces and moments on the gas outlet
flange of the turbocharger.

Exhaust gas boiler

Engine plants are usually designed for utilisation of
the heat energy of the exhaust gas for steam production or for heating the oil system.
The exhaust gas passes an exhaust gas boiler
which is usually placed near the engine top or in the
funnel.

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It should be noted that the exhaust gas temperature

and flow rate are influenced by the ambient conditions, for which reason this should be considered
when the exhaust gas boiler is planned.
At specified MCR, the maximum recommended
pressure loss across the exhaust gas boiler is normally 150 mm WC.
This pressure loss depends on the pressure losses
in the rest of the system as mentioned above. Therefore, if an exhaust gas silencer/spark arrester is not
installed, the acceptable pressure loss across the
boiler may be somewhat higher than the max. of 150
mm WC, whereas, if an exhaust gas silencer/spark
arrester is installed, it may be necessary to reduce
the maximum pressure loss.
The above-mentioned pressure loss across the silencer and/or spark arrester shall include the pressure losses from the inlet and outlet transition
pieces.

Exhaust gas silencer

The typical octave band sound pressure levels from
the diesel engines exhaust gas system related to
the distance of one meter from the top of the exhaust gas uptake are shown in Fig. 6.10.06.
The need for an exhaust gas silencer can be decided based on the requirement of a maximum
noise level at a certain place.
The exhaust gas noise data is valid for an exhaust
gas system without boiler and silencer, etc.
The noise level refers to nominal MCR at a distance
of one metre from the exhaust gas pipe outlet edge
at an angle of 30 to the gas flow direction.
For each doubling of the distance, the noise level
will be reduced by about 6 dB (far-field law).

178 41 79-5.0

Fig. 6.10.06: ISOs NR curves and typical sound pressure levels from diesel engines exhaust gas system
The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening
at an angle of 30 degrees to the gas flow and valid for an exhaust gas system without boiler and silencer, etc.
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When the noise level at the exhaust gas outlet to the

atmosphere needs to be silenced, a silencer can be
placed in the exhaust gas piping system after the
exhaust gas boiler.
The exhaust gas silencer is usually of the absorption
type and is dimensioned for a gas velocity of approximately 35 m/s through the central tube of the
silencer.
An exhaust gas silencer can be designed based on
the required damping of noise from the exhaust gas
given on the graph.
In the event that an exhaust gas silencer is required
this depends on the actual noise level requirements on the bridge wing, which is normally maximum 60-70 dB(A) a simple flow silencer of the absorption type is recommended. Depending on the
manufacturer, this type of silencer normally has a
pressure loss of around 20 mm WC at specified
MCR.

Spark arrester
To prevent sparks from the exhaust gas from being
spread over deck houses, a spark arrester can be
fitted as the last component in the exhaust gas system.
It should be noted that a spark arrester contributes
with a considerable pressure drop, which is often a
disadvantage.
It is recommended that the combined pressure loss
across the silencer and/or spark arrester should not
be allowed to exceed 100 mm WC at specified MCR
depending, of course, on the pressure loss in the
remaining part of the system, thus if no exhaust gas
boiler is installed, 200mm WC could be possible.

Calculation of Exhaust Gas

Back-Pressure
The exhaust gas back pressure after the turbocharger(s) depends on the total pressure drop in the
exhaust gas piping system.
The components exhaust gas boiler, silencer, and
spark arrester, if fitted, usually contribute with a major part of the dynamic pressure drop through the
entire exhaust gas piping system.
The components mentioned are to be specified so
that the sum of the dynamic pressure drop through
the different components should if possible approach 200 mm WC at an exhaust gas flow volume
corresponding to the specified MCR at tropical ambient conditions. Then there will be a pressure drop
of 100 mm WC for distribution among the remaining
piping system.
Fig. 6.10.07 shows some guidelines regarding resistance coefficients and back-pressure loss calculations which can be used, if the makers data for
back-pressure is not available at the early project
stage.
The pressure loss calculations have to be based on
the actual exhaust gas amount and temperature
valid for specified MCR. Some general formulas and
definitions are given in the following.

Exhaust gas data

M exhaust gas amount at specified MCR in kg/sec.
T exhaust gas temperature at specified MCR in C
Please note that the actual exhaust gas temperature
is different before and after the boiler. The exhaust
gas data valid after the turbocharger may be found
in Section 6.01.

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Total back-pressure ( pm)

Mass density of exhaust gas ( )

1.293 x

273
x 1.015 in kg/m3
273 + T

The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015 bar) in the exhaust gas
system.

The total back-pressure, measured/stated as the

static pressure in the pipe after the turbocharger, is
then:
pM = p
where p incorporates all pipe elements and components etc. as described:

Exhaust gas velocity (v)

pM has to be lower than 350 mm WC.

In a pipe with diameter D the exhaust gas velocity is:

M
4
v=
x
x D2

in m/sec

Pressure losses in pipes ( p)

Measuring of Back Pressure

For a pipe element, like a bend etc., with the resistance coefficient , the corresponding pressure loss
is:
= x v 2 x

(At design stage it is recommended to use max.

300 mm WC in order to have some margin for
fouling).

1
in mm WC
9 .81

where the expression after is the dynamic pressure of the flow in the pipe.
The friction losses in the straight pipes may, as a
guidance, be estimated as :
1 mm WC per 1 x diameter length
whereas the positive influence of the up-draught in
the vertical pipe is normally negligible.

Pressure losses across components ( p)

The pressure loss p across silencer, exhaust gas
boiler, spark arrester, rain water trap, etc., to be
measured/ stated as shown in Fig. 6.11.07 (at specified MCR) is normally given by the relevant manufacturer.

At any given position in the exhaust gas system, the

total pressure of the flow can be divided into dynamic pressure (referring to the gas velocity) and
static pressure (referring to the wall pressure, where
the gas velocity is zero).
At a given total pressure of the gas flow, the combination of dynamic and static pressure may change,
depending on the actual gas velocity. The measurements, in principle, give an indication of the wall
pressure, i.e., the static pressure of the gas flow.
It is, therefore, very important that the back pressure
measuring points are located on a straight part of
the exhaust gas pipe, and at some distance from an
obstruction, i.e. at a point where the gas flow, and
thereby also the static pressure, is stable. The taking of measurements, for example, in a transition
piece, may lead to an unreliable measurement of the
static pressure.
In consideration of the above, therefore, the total
back pressure of the system has to be measured after the turbocharger in the circular pipe and not in
the transition piece. The same considerations apply
to the measuring points before and after the exhaust
gas boiler, etc.

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Change-over valves
Change-over valve of
type with constant
cross section
a = 0.6 to 1.2
b = 1.0 to 1.5
c = 1.5 to 2.0
Change-over valve of
type with volume
a = b = about 2.0

Pipe bends etc.

R=D
R = 1.5D
R = 2D

= 0.28
= 0.20
= 0.17

R=D
R = 1.5D
R = 2D

= 0.16
= 0.12
= 0.11

= 0.05

R=D
R = 1.5D
R = 2D

= 0.45
= 0.35
= 0.30

= 0.14

Outlet from
top of exhaust
gas uptake
Inlet
(from
turbocharger)

= 1.00

= 1.00

178 06 85-3.0

Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes

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The minimum diameter of the exhaust pipe for a

standard installation is based on an exhaust gas velocity of 50 m/s:

Maximum forces and moments permissible at the

turbochargers gas outlet flange are as follows:
MAN B&W turbocharger related figures:

Engine
specified
MCR in kW
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8000
8500
9000
9500
10000
11000
12000
13000

Exhaust pipe dia.

D0 and H1 in mm
500
550
600
650
650
700
750
750
800
850
850
900
900
950
950
1000
1050
1100
1100

Type

NA34

NA40

NA48

NA57

M1 Nm

2600

3000

3600

4300

M3 Nm

1700

2000

2400

3000

F1 N

4300

5000

6000

7000

F2

4300

5000

6000

7000

F3 N

1700

2000

2400

3000

1000

1000

1000

2000

ABB turbocharger related figures:

Type VTR304 VTR354 VTR454 VTR564 TPL73
M1 Nm 2400

2600

3500

5000

2200

M3 Nm 1600

1700

2300

3300

1100

3600

4000

5500

6700

1000

F2 N

1800

2000

2700

3800

2200

F3 N

1400

1500

1900

2800

1500

1000

1000

1000

2000

F1

Movement at expansion joint based on the thermal

expansion of the engine from ambient temperature
to service:
Cylinder No. 4 5 6 7 8 9 10 11 12
DA mm 5.7 6.2 6.4 7.0 7.1 7.3 6.2 6.3 6.4
DR mm 2.0 2.3 2.5 2.9 3.1 3.2 2.3 2.4 2.5
DA = axial movement at compensator
DR = lateral movement at compensator
The crane beams shall be long enough for the crane
to be able to lift at both sides of the turbocharger.
The lifting capacity of the crane is W stated in the
table

kg

MHI turbolader related figures:

Type MET33SD MET42SD MET53SD MET66SD
M1 Nm 2700
3400
4900
6800
M3 Nm 1400
1700
2500
3400
F1 N
4900
5800
7300
9300
F2 N
1700
2000
2600
3200
F3 N
1600
1800
2300
3000
W kg
850
1400
2600
4700

D0

F1
M1

kg

D0

M3
DA
F3

Expansion joint

option: 4 60 610

DR

Transition piece
option: 4 60 601

Centreline turbocharger
178 34 24-6.0

H1

F2

Fixed point

178 31 59-6.0

Fig 6.10.08b: Exhaust pipe system, with turbocharger located on exhaust side of engine, option: 4 59 123

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6.11 Manoeuvring System

Engine with local manual reversing
Option 4 30 109:
In this case the fuel pump roller guides are of the
reversible type and are supplied with permanent
air pressure for Ahead position, during the start
procedure.

The basic design of the engine is provided with a

pneumatic/electronic manoeuvring system for
transmitting the orders from the Engine Control
Room (ECR) or the Bridge Control (BC) console to
the mechanical-hydraulic Woodward governor on
the engine.

Manual reversing from the engine side control

console is effected with a separate handle, as the
manoeuvring handle has no reversing solenoid
valves.

Fixed Pitch Propeller (FPP)

See the manoeuvring diagram in Fig. 6.11.01 for a
reversible engine with fixed pitch propeller (FPP),
prepared for remote control.

Control System for Plants with CPP

From the manoeuvring consoles it is possible to
start and stop the engine by activating the solenoid
valves EV684, EV682, and to control the engine
speed.
Reversing of the engine from the ECR console is initiated by setting the manoeuvring handle (optional)
to the appropriate position (Ahead or Astern),
whereby EV683 or EV685 is activated. Control air
then reverses the starting air distributor and, via air
cylinders, the angular displaceable rollers of the fuel
pump roller guides.

Where a controllable pitch propeller is installed the

control system is to be designed in such a way that
the operational requirements for the whole plant are
fulfilled.
Special attention should be paid to the actual operation mode, e.g. combinator curve with/without
constant frequency shaft generator or constant engine speed with a power take off.
The following requirements have to be fulfilled:
The control system is to be equipped with a load
control function limiting the maximum torque (fuel
pump index) in relation to the engine speed, in order to prevent the engine from being loaded beyond the limits of the load diagram

The engine is provided with an engine side control

console for local manual control and an instrument
panel.

Controllable Pitch Propeller (CPP)

The control system must ensure that the engine
load does not increase at a quicker rate than permitted by the scavenge air pressure

For plants with CPP, two alternatives are available:

Non-reversible engine
Option: 4 30 104
If a controllable pitch propeller is coupled to the
engine, a manoeuvring system according to Fig.
6.11.02 is to be used. The solenoid valve EV662
shown in the centre permits the engine to start
only when the propeller pitch is zero. The fuel
pump roller guides are provided with nondisplaceable rollers.

Load changes have to take place in such a way

that the governor can keep the engine speed
within the required range.
Please contact the engine builder for specific data.

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Governors

The electronic governor consists of the following elements:

When selecting the governor, the complexity of the

installation has to be considered. We normally distinguish between conventional and advanced
marine installations.

Actuator
Revolution transmitter (pick-ups)
Electronic governor panel

Conventional plants
Power supply unit
As standard, the engine is equipped with a conventional mechanical-hydraulic Woodward governor
item 4 65 170.
Examples of conventional marine installations are:
An engine directly coupled to a fixed pitch propeller
An engine directly coupled to a controllable pitch
propeller, without clutch and without extreme demands on the propeller pitch change

Pressure transmitter for scavenge air.

The actuator, revolution transmitter and the pressure transmitter are mounted on the engine.
With a view to such installations, the engine can be
equipped with an electronic governor approved by
MAN B&W, e.g.:
4 65 172

Lyngs Marine electronic governor system, type EGS 2000

4 65 174

Kongsberg Norcontrol Automation digital governor system, type DGS 8800e

4 65 175

NABCO Ltd. electronic governor, type

MG-800

Advanced plants

4 65 177

Siemens digital governor system, type

SIMOS SPC 55

For more advanced plants, an electronic governor

has to be applied, and the specific layout of the system has to be agreed upon in co-operation with the
customer, the governor supplier and the engine
builder.

The electronic governors have to be tailor-made,

and the specific layout of the system has to be mutually agreed upon by the customer, the governor
supplier and the engine builder.

Plants with controllable pitch propeller with a

shaft generator of less than 15% of the engines
MCR output.

The advanced marine installation viz:

Plants with flexible coupling in the shafting system

It should be noted that the shut down system, the

governor and the remote control system must be
compatible if an integrated solution is to be obtained.

Geared installations
Plants with disengageable clutch for disconnecting the propeller
Engine directly coupled to a controllable pitch
propeller with a demand for fast pitch change
Plants with shaft generator with high demands on
frequency accuracy.

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Slow Turning
The standard manoeuvring system does not feature
slow turning before starting, but for unattended machinery spaces (UMS) we strongly recommend the
slow turning device, option 4 50 140 in Fig. 6.11.03.
The slow turning valve allows the starting air to partially by-pass the main starting valve. During slow
turning the engine will rotate so slowly that, in the
event that liquids have accumulated on the piston
top, the engine will stop before any harm occurs.

The engine control room console supplied by the

yard normally includes, as a minimum, the instrumentation shown in Fig. 6.11.06.

Components for Bridge Control

If a remote control system is to be applied, the manoeuvring system is prepared for it by the solenoid
valves in Figs. 6.11.01 and 6.11.02.

Sequence Diagram for Plants with

Bridge Control
Shut Down System
The engine is stopped by activating the puncture
valve located in the fuel pump. For normal stopping
or shut-down, this system will relieve the high pressure by activating solenoid valve EV658.

MAN B&W Diesels requirements to the remote control system makers are indicated graphically in Fig.
6.11.07 Sequence diagram for fixed pitch propeller.
The diagram shows the functions as well as the delays which must be considered in respect to starting
Ahead and starting Astern, as well as for the activation of the slow down and shut down functions.

Engine Side Control Console

The layout of the engine side control console includes the components indicated in the manoeuvring diagram, shown in Fig. 6.11.04.
The console is located on the camshaft side of the
engine.

Please note that we specify a load control program

with an approximate delay of 30 minutes when
passing from 90% to 100% r/min (70% to 100%
power).
On the right of the diagram, a situation is shown
where the order Astern is over-ridden by an Ahead
order the engine immediately starts Ahead if the
engine speed is above the specified starting level.

Components for Engine Control Room

Console
The basic scope of supply includes the manoeuvring handle, see Fig. 6.11.05, (4 65 625) for start,
stop, reversing and speed setting.

The corresponding sequence diagram for a nonreversible plant with power take-off (Gear Constant
Ratio) is shown in Fig. 6.11.08 where no load control
program is specified.

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The drawing shows the system in the following conditions:

Stop and ahead position
Pneumatic pressure on
Electric power on
Main starting valve locking device in service position.

MAN B&W Diesel A/S

A, B, C refer to List of flanges.

178 39 96-1.0

Fig. 6.11.01: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governor
prepared for remote control
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The drawing shows the system in the following conditions:

Stop position
Pneumatic pressure on
Electric power on
Main starting valve locking device in service position.

MAN B&W Diesel A/S

A, B, C refer to List of flanges.

178 39 99-7.0

Fig. 6.11.02: Manoeuvring system, non-reversible engine, with mechanical-hydraulic governor prepared for
remote start and stop
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Pos.

Qty.

28

3/4-way solenoid valve

78

Switch, yards supply

Description

178 39 49-5.1

Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140
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178 15 96-0.0

Fig. 6.11.04a: Engine side control console

178 39 61-3.0

Fig. 6.11.04b: Diagram of engine side control console

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178 40 01-0.0

Fig. 6.11.05a: Manoeuvring handle for Engine Control Room console for reversible engine (FPP)

178 40 02-2.0

Fig. 6.11.05b: Manoeuvring handle for Engine Control Room console for non-reversible engine (CPP)

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1 Free space for mounting of safety panel

Engine builders supply

8 Switch and lamp for cancelling of limiters for governor

2 Tachometer(s) for turbocharger(s)

9 Engine control handle: 4 65 625 from engine maker

3 Indication lamps for:

10 Pressure gauges for:

Ahead

Scavenge air

Astern

Lubricating oil main engine

Manual control

Cooling oil main engine

Control room control

Jacket cooling water

Wrong way alarm

Sea cooling water

Turning gear engaged

Lubricating oil camshaft

Main starting valve in service

Fuel oil before filter

Main starting valve in blocked

Fuel oil after filter

Remote control

Starting air

Shut down

Control air supply

Lamp test
4 Tachometer for main engine

10 Thermometer:

5 Revolution counter

Jacket cooling water

6 Switch and lamps for auxiliary blowers

Lubricating oil water

These instruments have to be ordered as option:

Note: If an axial vibration monitor is ordered (option
4 31 116 ) the manoeuvring console has to be extended by 4 75 645 and the corresponding analogue sensors on the engine
as option: 4 75 128,see Figs. 8.02a and 8.02b.
a remote alarm/slow down indication lamp.
Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yards supply

402 100 010

178 30 45-9.0

178 61 49

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402 100 010

6.11.10
Revised diagram including restart from bridge is available on request.

Max. Astern speed: 90% specified MCR r/min (to be evaluated in case of ice-class)
When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure

MAN B&W Diesel A/S

S42MC Project Guide

178 13 34-8.0

Fig. 6.11.07: Sequence diagram for fixed pitch propeller

178 61 49

402 100 010

6.11.11
Revised diagram including restart from bridge is available on request.

When the shaft generator is disconnected, the slow down will be effectuated after a prewarning of 6-8 sec.
Demand for quick passage of barred speed range will have an influence on the slow down procedure

MAN B&W Diesel A/S

S42MC Project Guide

178 13 36-1.0

Fig. 6.11.08: Sequence diagram for controllable pitch propeller, with shaft generator type GCR

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7 Vibration Aspects
The natural frequency of the hull depends on the
hulls rigidity and distribution of masses, whereas
the vibration level at resonance depends mainly
on the magnitude of the external moment and the
engines position in relation to the vibration nodes
of the ship.
C
C

The vibration characteristics of the two-stroke low

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

External unbalanced moments

These can be classified as unbalanced 1st and
2nd order external moments, which need to be
considered only for certain cylinder numbers

Guide force moments

Axial vibrations in the shaft system
Torsional vibrations in the shaft system.

The external unbalanced moments and guide force

moments are illustrated in Fig. 7.01.
In the following, a brief description is given of their
origin and of the proper countermeasures needed to
render them harmless.

A
B
C
D

Combustion pressure
Guide force
Staybolt force
Main bearing force

1st

order moment
vertical 1 cycle/rev
order moment
Vertical 2 cycle/rev

External unbalanced moments

2nd
The inertia forces originating from the unbalanced
rotating and reciprocating masses of the engine
create unbalanced external moments although the
external forces are zero.

1st

Of these moments, only the 1st order (one cycle per

revolution) and the 2nd order (two cycles per revolution) need to be considered, and then only for engines with a low number of cylinders. The inertia
forces on engines with more than 6 cylinders tend,
more or less, to neutralise themselves.

order moment,
horizontal 1 cycle/rev.

Guide force moment,

H transverse Z cycles/rev.
Z is 1 or 2 times number of
cylinder

Countermeasures have to be taken if hull resonance

occurs in the operating speed range, and if the vibration level leads to higher accelerations and/or
velocities than the guidance values given by international standards or recommendations (for instance related to special agreement between shipowner and shipyard).

Guide force moment,

X transverse Z cycles/rev.
Z = 1,2 ...12

178 06 82-8.0

Fig. 7.01: External unbalanced moments and guide force

moments

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Adjustable
counterweights

1st order moments on 4-cylinder engines

1st order moments act in both vertical and horizontal direction. For our two-stroke engines with standard balancing these are of the same magnitudes.

Aft

For engines with five cylinders or more, the 1st order

moment is rarely of any significance to the ship. It
can, however, be of a disturbing magnitude in
four-cylinder engines.

Fore
Fixed
counterweights

Resonance with a 1st order moment may occur for

hull vibrations with 2 and/or 3 nodes, see Fig. 7.02.
This resonance can be calculated with reasonable
accuracy, and the calculation will show whether a
compensator is necessary or not on four-cylinder
engines.
A resonance with the vertical moment for the 2 node
hull vibration can often be critical, whereas the resonance with the horizontal moment occurs at a higher
speed than the nominal because of the higher natural frequency of horizontal hull vibrations.

Adjustable
counterweights

Fixed
counterweights

As standard, four-cylinder engines are fitted with

adjustable counterweights, as illustrated in Fig.
7.03. These can reduce the vertical moment to an insignificant value (although, increasing correspondingly the horizontal moment), so this resonance is
easily dealt with. A solution with zero horizontal moment is also available.

178 16 78-7.0

Fig. 7.03: Adjustable counterweights: 4 31 151

178 06 84-1.0

Fig. 7.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines

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178 06 76-9.0

178 06 92-4.0

Fig. 7.04: 1st order moment compensator

Fig. 7.05: Statistics of vertical hull vibrations in tankers

and bulk carriers

In rare cases, where the 1st order moment will cause

resonance with both the vertical and the horizontal
hull vibration mode in the normal speed range of
the engine, a 1st order compensator, as shown in
Fig. 7.04, can be introduced (as an option: 4 31 156),
in the chain tightener wheel, reducing the 1st order
moment to a harmless value. The compensator
comprises two counter-rotating masses running at
the same speed as the crankshaft.

2nd order moments

The 2nd order moment acts only in the vertical direction. Precautions need only to be considered for
four, five and six cylinder engines.
Resonance with the 2nd order moment may occur
at hull vibrations with more than three nodes. Contrary to the calculation of natural frequency with 2
and 3 nodes, the calculation of the 4 and 5 node natural frequencies for the hull is a rather comprehensive procedure and, despite advanced calculation
methods, is often not very accurate.

With a 1st order moment compensator fitted aft, the

horizontal moment will decrease to between 0 and
30% of the value stated in the last table of this chapter, depending on the position of the node. The 1st
order vertical moment will decrease to about 30% of
the value stated in the table.
Since resonance with both the vertical and the horizontal hull vibration mode is rare, the standard engine is not prepared for the fitting of such compensators.

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178 06 81-6.0

Fig. 7.06: H-type and X-type guide force moments

Experience with our 2-stroke slow speed engines

has shown that propulsion plants with the small
bore engines (S/L42MC, S/L35MC and S26MC) are
less sensitive regarding hull vibration excited by 2nd
order moments than the larger bore engines. Therefore, this engine does not have engine driven 2nd order moment compensators.

The electrically driven compensator will not give rise

to distorting stresses in the hull. More than 70 electrically driven compensators are in service and have
given good results.
In the table, Fig. 7.07 the external moments (M1) are
stated at the speed (n1) and MCR rating in point L1 of
the layout diagram. For other speeds (nA), the corresponding external moments (MA) are calculated by
means of the formula:

For those very few plants where a 2nd order moment compensator is requested, either because hull
vibration calculations indicate the necessity or because it is wanted as a precautionary measure, an
electrically driven compensator option: 4 31 601,
synchronised to the correct phase relative to the external force or moment can neutralise the excitation.
This type of compensator needs an extra seating fitted, preferably, in the steering gear room where deflections are largest and the effect of the compensator will therefore be greatest.

nA
MA = M1 x
n1

kNm

(The tolerance on the calculated values is 2.5%).

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As this system is very difficult to calculate with the
necessary accuracy MAN B&W Diesel strongly recommend, as standard, that top bracing is installed
between the engine`s upper platform brackets and
the casing side.

Guide Force Moments

The so-called guide force moments are caused by
the transverse reaction forces acting on the
crossheads due to the connecting rod/crankshaft
mechanism. These moments may excite engine vibrations, moving the engine top athwartships and
causing a rocking (excited by H-moment) or twisting
(excited by X-moment) movement of the engine as
illustrated in Fig. 7.06.

The mechanical top bracing, option: 4 83 112 comprises stiff connections (links) with friction plates
and alternatively a hydraulic top bracing, option: 4
83 122 which allow adjustment to the loading conditions of the ship. With both types of top bracing
above-mentioned natural frequency will increase
to a level where resonance will occur above the normal engine speed. Details of the top bracings are
shown in chapter 5.

The guide force moments corresponding to the

MCR rating (L1) are stated in the last table.

Top bracing
The guide force moments are harmless except
when resonance vibrations occur in the engine/double bottom system.

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The torsional vibration conditions may, for certain
installations require a torsional vibration damper,
option: 4 31 105.

Axial Vibrations
When the crank throw is loaded by the gas pressure
through the connecting rod mechanism, the arms of
the crank throw deflect in the axial direction of the
crankshaft, exciting axial vibrations. Through the
thrust bearing, the system is connected to the ship`s
hull.

Based on our statistics, this need may arise for the

following types of installation:
Plants with controllable pitch propeller

Generally, only zero-node axial vibrations are of interest. Thus the effect of the additional bending
stresses in the crankshaft and possible vibrations of
the ship`s structure due to the reaction force in the
thrust bearing are to be considered.

Plants with unusual shafting layout and for special

owner/yard requirements
Plants with 8, 11 or 12-cylinder engines.
The so-called QPT (Quick Passage of a barred
speed range Technique), option: 4 65 189, is an alternative to a torsional vibration damper, on a plant
equipped with a controllable pitch propeller. The
QPT could be implemented in the governor in order
to limit the vibratory stresses during the passage of
the barred speed range.

An axial damper is fitted as standard: 4 31 111 to all

MC engines minimising the effects of the axial vibrations.
The five and six-cylinder engines are equipped with
an axial vibration monitor, option: 4 31 116.

The application of the QPT has to be decided by the

engine maker and MAN B&W Diesel A/S based on final torsional vibration calculations.

Torsional Vibrations
The reciprocating and rotating masses of the engine
including the crankshaft, the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller are for calculation purposes considered as a system of rotating masses (inertias) interconnected by
torsional springs. The gas pressure of the engine
acts through the connecting rod mechanism with a
varying torque on each crank throw, exciting torsional vibration in the system with different frequencies.

Four, five and six-cylinder engines, require special

attention. On account of the heavy excitation, the
natural frequency of the system with one-node vibration should be situated away from the normal operating speed range, to avoid its effect. This can be
achieved by changing the masses and/or the stiffness of the system so as to give a much higher, or
much lower, natural frequency, called undercritical
or overcritical running, respectively.

In general, only torsional vibrations with one and

two nodes need to be considered. The main critical
order, causing the largest extra stresses in the shaft
line, is normally the vibration with order equal to the
number of cylinders, i.e., five cycles per revolution
on a five cylinder engine. This resonance is positioned at the engine speed corresponding to the
natural torsional frequency divided by the number of
cylinders.

Owing to the very large variety of possible shafting

arrangements that may be used in combination with
a specific engine, only detailed torsional vibration
calculations of the specific plant can determine
whether or not a torsional vibration damper is necessary.

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Undercritical running

Overcritical running

The natural frequency of the one-node vibration is

so adjusted that resonance with the main critical order occurs about 35-45% above the engine speed
at specified MCR.

The natural frequency of the one-node vibration is

so adjusted that resonance with the main critical order occurs about 30-70% below the engine speed
at specified MCR. Such overcritical conditions can
be realised by choosing an elastic shaft system,
leading to a relatively low natural frequency.

Such undercritical conditions can be realised by

choosing a rigid shaft system, leading to a relatively
high natural frequency.

The characteristics of overcritical conditions are:

The characteristics of an undercritical system are

normally:

Tuning wheel may be necessary on crankshaft

fore end

Relatively short shafting system

Turning wheel with relatively high inertia

Probably no tuning wheel

Shafts with relatively small diameters, requiring

shafting material with a relatively high ultimate
tensile strength

Turning wheel with relatively low inertia

With barred speed range (4 07 015) of about 10%

with respect to the critical engine speed.

Large diameters of shafting, enabling the use of

shafting material with a moderate ultimate tensile
strength, but requiring careful shaft alignment,
(due to relatively high bending stiffness)

Torsional vibrations in overcritical conditions may,

in special cases, have to be eliminated by the use of
a torsional vibration damper, option: 4 31 105.

Without barred speed range, option: 4 07 016.

Overcritical layout is normally applied for engines

with more than four cylinders.

When running undercritical, significant varying

torque at MCR conditions of about 100-150% of the
mean torque is to be expected.

Please note:
We do not include any tuning wheel, option: 4 31
101 or torsional vibration damper, option: 4 31 105
in the standard scope of supply, as the proper countermeasure has to be found after torsional vibration
calculations for the specific plant, and after the decision has been taken if and where a barred speed
range might be acceptable.

This torque (propeller torsional amplitude) induces a

significant varying propeller thrust which, under adverse conditions, might excite annoying longitudinal
vibrations on engine/double bottom and/or deck
house.
The yard should be aware of this and ensure that the
complete aft body structure of the ship, including
the double bottom in the engine room, is designed
to be able to cope with the described phenomena.

For further information about vibration aspects

please refer to our publications:
P.222 An introduction to Vibration Aspects of
Two-stroke Diesel Engines in Ships
P.268 Vibration Characteristics of Two-stroke
Low Speed Diesel Engines

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No. of cyl.
Firing order

S42MC Project Guide

10

11

12

1-3-2-4

1-4-3-25

1-5-34-2-6

1-7-2-54-3-6

1-8-3-47-2-5-6

1-6-7-35-8-2-49

Uneven

Uneven

1-8-12-4
2-9-10-5
3-7-11-6

0
340

29
99

96
0

99
111

13
1

9
11

0
0

0
0
0
0
0
0
219
0
0
0
0
0

0
0
0
0
0
0
0
150
0
0
0
0

0
0
211
171
53
16
115
29
17
22
10
4

0
0
122
155
72
74
106
78
7
11
25
8

0
0
0
0
0
0
0
0
0
0
0
39

External forces in kN
0

External moments in kNm

Order
1st a
151b
48
2nd
392
488
Guide force H-moments in kNm
Order:
1st
0
0
2nd
0
0
3rd
0
0
4th
408
0
5th
0
384
6th
0
0
7th
0
0
8th
75
0
9th
0
0
10th
0
30
11th
0
0
12th
14
0
Guide force X-moments in kNm
Order:
1st
119
38
2nd
122
152
3rd
41
145
4th
0
17
5th
40
0
6th
70
8
7th
16
58
8th
0
35
9th
5
2
10th
9
0
11th
2
1
12th
0
7

0
0
0
0
0
286
0
0
0
0
0
21

0
106
262
131
0
0
0
24
32
8
0
0

23
31
287
371
29
5
0
2
4
24
16
1

76
0
368
151
358
0
10
0
3
0
21
5

0
0
0
0
0
0
0
0
87
0
0
0

78
35
455
188
141
274
13
6
0
2
2
20

10
0
572
266
57
206
244
26
11
25
21
10

8
4
913
379
289
25
26
146
18
14
23
10

0
0
1141
291
0
0
0
49
108
0
0
0

a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers
b) By means of the adjustable counterweights on 4-cylinder engines, option: 4 31 151, 70% of the 1st order moment
can be removed from horizontal to vertical direction or vice versa, if required
178 41 24-4.0

Fig. 7.07: External forces and moments in layout point L1

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8 Instrumentation
The instrumentation on the diesel engine can be
roughly divided into:

Sensors for
Remote Indication Instruments

Local instruments, i.e. thermometers, pressure

gauges and tachometers

Analog sensors for remote indication can be ordered as options 4 75 127, 4 75 128 or for CoCoS as
4 75 129, see Fig. 8.03. These sensors can also be
used for Alarm or Slow Down simultaneously.

Control devices, i.e. position switches and solenoid valves

Analog sensors for Alarm, Slow Down and remote
indication of temperatures and pressures

Alarm, Slow Down and

Shut Down Sensors

Binary sensors, i.e. thermo switches and pressure

switches for Shut Down etc.

It is required that the system for shut down is electrically separated from the other systems.

All instruments are identified by a combination of

symbols as shown in Fig. 8.01 and a position number which appears from the instrumentation lists in
this chapter.

This can be accomplished by using independent

sensors, or sensors with galvanically separated
electrical circuits, i.e. one sensor with two sets of
electrically independent terminals.
The International Association of Classification Societies (IACS) have agreed that a common sensor can
be used for Alarm, Slow Down and remote indication. References are stated in the lists if a common
sensor can be used.

Local Instruments
The basic local instrumentation on the engine comprises thermometers and pressure gauges located
on the piping or mounted on panels on the engine,
and an engine tachometer located at the engine side
control panel.

A general outline of the electrical system is shown in

Fig. 8.07.
The extent of sensors for a specific plant is the sum
of requirements of the classification society, the
yard, the owner and MAN B&Ws minimum requirements.

These are listed in Fig. 8.02 and their location on the

engine is shown in Fig. 8.04.
Additional local instruments, if required, can be ordered as option: 4 70 129.

Figs. 8.08, 8.09 and 8.10 show the classification societies requirements for UMS and MAN B&Ws minimum requirements for Alarm, Slow Down and Shut
Down as well as IACS`s reccomendations,
respectively. Only MAN B&Ws minimum requirements for Alarm and Shut Down are included in the
basic scope of supply (4 75 124).

Control Devices
The control devices mainly include the position
switches, called ZS, incorporated in the manoeuvring system, and the solenoid valves (EV), which are
listed in Fig. 8.05 and positioned as shown in Fig.
8.04.

For the event that further signal equipment is required, the piping on the engine has additional sockets.

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The location of the pressure gauges and pressure
switches in the piping system on the engine is
shown schematically in Fig. 8.06.

Fuel oil leakage detection

Oil leaking oil from the high pressure fuel oil pipes is
collected in a drain box (Fig. 8.11a), which is equipped
with a level alarm, LSA 301, option 4 35 105.

For practical reasons, the sensors to be applied are

normally delivered from the engine supplier, so that
they can be wired to terminal boxes on the engine.
The number and position of the terminal boxes depends on the degree of dismantling specified for the
forwarding of the engine, see Dispatch Pattern in
Chapter 9.

Slow down system

The slow down functions are designed to safeguard
the engine components against overloading during
normal service conditions and, at the same time, to
keep the ship manoeuvrable, in the event that fault
conditions occur.

Oil Mist Detector and Bearing

Monitoring Systems

The slow down sequence has to be adapted to the

plant (FPP/CPP, with/without shaft generator, etc.)
and the required operating mode.

Based on our experience, the basic scope of supply for all plants for attended as well as for unattended machinery spaces (AMS and UMS) includes an oil mist detector, Fig. 8.12.

For further information please contact the engine

supplier.

Make: Kidde Fire Protection, Graviner

Type: MK 5. . . . . . . . . . . . . . . . . . . . . . . . 4 75 161
or
Make: Schaller
Type: Visatron VN 215 . . . . . . . . . . . . . . 4 75 163

Attended Machinery Spaces (AMS)

The basic alarm and safety system for an MAN B&W
engine is designed for Attended Machinery Spaces
and comprises the temperature switches (thermostats) and pressure switches (pressurestats) that
are specified in the MAN B&W column for alarm
and for shut down in Figs. 8.08 and 8.10, respectively. The sensors for shut down are included in the
basic scope of supply (4 75 124), see Fig. 8.10.

The combination of an oil mist detector and a bearing temperature monitoring system with deviation
from average alarm (option 4 75 133, 4 75 134 or
4 75 135) will in any case provide the optimum
safety.

Additional digital sensors can be ordered as option:

4 75 128.

Electrical Wiring on Engine to Terminal

Boxes, option: 4 78 115

Unattended Machinery Spaces (UMS)

If the electrical wiring is ordered, the engine will be

fitted with terminal boxes whose location will depend on the dismantling to be done for the dispatch
pattern in question.

The Standard Extent of Delivery for MAN B&W Diesel A/S engines includes the temperature switches,
pressure switches and analog sensors stated in the
MAN B&W column for alarm, slow down and shut
down in Figs. 8.08, 8.09 and 8.10.

Fig. 8.13 shows an example of the positioning of the

terminal box No. 2 with its corresopnding wiring diagram indicating the reference symbols of the sensors. Similar wiring diagrams will be forwarded for
the other electrical equipment mounted on the engine such as the auxiliary blower, part of the wiring
diagram is shown on Fig. 8.14.

The shut down and slow down panel can be ordered as option: 4 75 610, 4 75 611 or 4 75 613,
whereas the alarm panel is a yards supply, as it has
to include several other alarms than those of the
main engine.

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CoCoS comprises four individual software application products:

PMI Calculating Systems

The PMI systems permit the measuring and monitoring of the engines main parameters, such as cylinder pressure, fuel oil injection pressure, scavenge
air pressure, engine speed, etc., which enable the
en-gineer to run the diesel engine at its optimum
performance.

CoCoS-EDS:
Engine Diagnostics System, option: 4 09 660.
CoCoS-EDS assists in the engine performence
evalu- ation through diagnostics.
Key features are: on-line data logging, monitoring,
diagnostics and trends.

The designation of the different types are:

CoCoS-MPS:
Maintenance Planning System, option: 4 09 661.
CoCoS-MPS assists in the planning and initiating of
preventive maintenance.
Key features are: scheduling of inspections and
overhaul, forecasting and budgeting of spare part
requirements, estimating of the amount of work
hours needed, work procedures, and logging of
maintenance history.

Main engine:
PT:

Portable transducer for cylinder

pressure

S:

Stationary junction and converter

boxes on engine

P:

Portable optical pick-up to detect

the crankshaft position at a zebra
band on the intermadiate shaft

CoCoS-SPC:
Spare Part Catalogue, option: 4 09 662.
CoCoS-SPC assists in the identification of spare
part.
Key features are: multilevel part lists, spare part information, and graphics.

PT/S

The following alternative types can be applied:

CoCoS-SPO:
Stock Handling and Spare Part Ordering,
option: 4 09 663.
CoCoS-SPO assists in managing the procurement
and control of the spare part stock.
Key features are: available stock, store location,
planned receipts and issues, minimum stock, safety
stock, suppliers, prices and statistics.

MAN B&W Diesel, PMI system type PT/S

option:4 75 208
The cylinder pressure monitoring system is based
on a Portable Transducer, Stationary junction and
converter boxes.
Power supply: 24 V DC
MAN B&W Diesel, PMI system, type PT/P
option:4 75 207

CoCoS Suite:
Is the package including the four above-mentioned
sytems: 4 09 660+661+662+663.

The cylinder pressure monitoring system is based

on a Portable Transducer, and Portable pick-up.

CoCoS MPS, SPC, and SPO can communicate with

one another, or they can be used as separate
stand-alone system. These three applications can
also handle non-MAN B&W Diesel technical equipment; for instance pumps and separators.

Power supply: 24 V DC

CoCoS

Fig. 8.03 shows the maximum extent of additional

sensors recommended to enable on-line diagnostics if CoCoS-EDS is ordered.

The Computer Controlled Surveillance system is the

family name of the software application products
from the MAN B&W Diesel group.

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Identification of instruments

PS - SLD
PSA
PSC
PE
PEA
PEI

Pressure switch for slow down

Pressure switch for alarm
Pressure switch for control
Pressure sensor (analog)
Pressure sensor for alarm (analog)
Pressure sensor for remote
indication (analog)
PE - SLD Pressure sensor for
slow down (analog)
SE
Speed sensor (analog)
SEA
Speed sensor for alarm (analog)
SSA
Speed switch for alarm
SS - SHD Speed switch for shut down
TI
TSA
Temperature indicator
Temperature switch for alarm

The measuring instruments are identified by a combination of letters and a position number:
LSA 372 high
Level:

high/low
in which medium
Where: (lub. oil, cooling water...)
location (inlet/outlet engine)
Output signal:
A: alarm
I : indicator (thermometer,
SHD: manometer...)
SLD: shut down (stop)
slow down
How: by means of
E: analog sensor (element)
S: switch
(pressurestat, thermostat)
What is measured:
D: density
F: flow
L: level
P: pressure
PD: pressure difference
S: speed
T: temperature
V: viscosity
W: vibration
Z: position

TSC
TS - SHD
TS - SLD
TE
TEA

Temperature switch for control

Temperature switch for shut down
Temperature switch for slow down
Temperature sensor (analog)
Temperature sensor for
alarm (analog)
TEI
Temperature sensor for
remote indication (analog)
TE - SLD Temperature sensor for
slow down (analog)
VE
Viscosity sensor (analog)
VEI
Viscosity sensor for remote
indication (analog)
VI
Viscosity indicator
ZE
Position sensor
ZS
Position switch
WEA
Vibration signal for alarm (analog)
WI
Vibration indicator
WS - SLD Vibration switch for slow down

Functions
DSA
Density switch for alarm (oil mist)
DS - SLD Density switch for slow down
E
Electric devices
EV
Solenoid valve
ESA
Electrical switch for alarm
FSA
Flow switch for alarm
FS - SLD Flow switch for slow down
LSA
Level switch for alarm
PDEI
Pressure difference sensor for remote
indication (analog)
PDI
Pressure difference indicator
PDSA
Pressure difference switch for alarm
PDE
Pressure difference sensor (analog)
PI
Pressure indicator
PS
Pressure switch
PS - SHD Pressure switch for shut down

The symbols are shown in a circle indicating

Instrument locally mounted
Instrument mounted in panel on engine
Control panel mounted instrument
178 30 04-4.1

Fig. 8.01: Identification of instruments

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Thermometer
stem type

Use sensor for

remote indication

Description

TI 302

TE 302

TI 311

TE 311

TI 317
TI 349
TI 369

TE 317
TE 349
TE 369

Point of location

Fuel oil
Fuel oil, inlet engine
Lubricating oil
Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper,
piston cooling oil, camshaft lub. oil, exhaust valve actuators and turbochargers
Piston cooling oil outlet/cylinder
Thrust bearing segment
Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
Low temperature cooling water:
seawater or freshwater for central cooling
Cooling water inlet, air cooler
Cooling water outlet, air cooler/air cooler

TE 375
TE 379

TI 385
TI 387A
TI 393

High temperature jacket cooling water

TE 385 Jacket cooling water inlet
TE 387A Jacket cooling water outlet, cylinder cover/cylinder
Jacket cooling water outlet/turbocharger

TI 411
TI 412
TI 413

TE 411
TE 412
TE 413

Scavenge air
Scavenge air before air cooler/air cooler
Scavenge air after air cooler/air cooler
Scavenge air receiver

TE 425
TE 426

Exhaust gas
Exhaust gas inlet turbocharger/turbocharger
Exhaust gas after exhaust valves/cylinder

Thermometers
dial type

TI 375
TI 379

TI 425
TI 426

178 41 29-3.0

Fig. 8.02a: Local standard thermometers on engine (4 75 124) and option: 4 75 127 remote indication sensors sensors

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Use sensor for

remote indication

S42MC Project Guide

Pressure gauges
(manometers)

MAN B&W Diesel A/S

PI 305

PE 305

Fuel oil
Fuel oil , inlet engine

PI 326

PE 326

Lubricating oil
Piston cooling and camshaft oil inlet

PI 330
PI 357
PI 371

PE 330
PE 357
PE 371

Lubricating oil inlet to main bearings thrust bearing and axial vibration damper
Lubricating oil inlet to exhaust valve actuators
Lubricating oil inlet to turbochager with slide bearings/turbocharger

PI 382

PE 382

Low temperature cooling water:

Cooling water inlet, air cooler

PI 386

PE 386

High temperature jacket cooling water

Jacket cooling water inlet

PI 401
PI 403
PI 405

PE 401
PE 403

PI 417

PE 417

Point of location

Starting and control air

Starting air inlet main starting valve
Control air inlet
Safety air inlet
Scavenge air
Scavenge air receiver
Exhaust gas
Exhaust gas receiver
Air inlet for dry cleaning of turbocharger
Water inlet for cleaning of turbocharger

PI 424
PI 435A
PI 435B

Differential pressure gauges

Pressure drop across air cooler/air cooler
Pressure drop across blower filter of turbocharger
(For ABB turbochargers only)

Tachometers

PDI 420
PDI 422

SI 438
SI 439

SE 438

Engine speed
Turbocharger speed/turbocharger
178 41 29-3.0

Fig. 8.02b: Local standard manometers and tachometers on engine (4 75 124) and option: 4 75 127 remote indication

470 100 025

178 61 51

8.06

Use sensor

MAN B&W Diesel A/S

S42MC Project Guide

Point of location

Fuel oil system

TE 302

Fuel oil, inlet fuel pumps

VE 303

Fuel oil viscosity, inlet engine (yards supply)

PE 305

Fuel oil, inlet engine

PDE 308

Pressure drop across fuel oil filter (yards supply)

Lubricating oil system

TE 311

Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil,
camshaft lub. oil, exhaust valve actuators and turbochargers

TE 317

Piston cooling oil outlet/cylinder

PE 326

Piston cooling and camshaft oil inlet

PE 330

Lubricating oil inlet to main bearings and thrust bearing and axial vibration damper

TE 349

Thrust bearing segment

TE 355

Lubricating oil inlet to camshaft and exhaust valve actuators

PE 357

Lubricating oil inlet to exhaust valve actuators

TE 369

Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)

PE 371

Lubricating oil inlet to turbocharger with slide bearing/turbocharger

178 41 31-5.0

Fig 8.03a: List of sensors for CoCoS, option: 4 75 129

470 100 025

178 61 51

8.07

Use sensor

MAN B&W Diesel A/S

S42MC Project Guide

Point of location

Cooling water system

TE 375

Cooling water inlet air cooler/air cooler

PE 382

Cooling water inlet air cooler

TE 379

Cooling water outlet air cooler/air cooler

TE 385

Jacket cooling water inlet

PE 386

Jacket cooling water inlet

TE 387A

Jacket cooling water outlet/cylinder

PDSA 391

Jacket cooling water across engine

TE 393

Jacket cooling water outlet turbocharger/turbocharger (Depending on turbocharger design)

PDE 398

Pressure drop of cooling water across air cooler/air cooler

Scavenge air system

TE 336

Engine room air inlet turbocharger/turbocharger

PE 337

Compressor spiral housing pressure at outer diameter/turbocharger

(Depending on turbocharger design)

PDE 338

Differential pressure across compressor spiral housing/turbocharger

(Depending on turbocharger design)

TE 411

Scavenge air before air cooler/air cooler

TE 412

Scavenge air after air cooler/air cooler

TE 412A

Scavenge air inlet cylinder/cylinder

TE 413

Scavenge air reciever

PE 417

Scavenge air reciever

PDE 420

Pressure drop of air across air cooler/air cooler

PDE 422

Pressure drop air across blower filter of compressor/turbocharger

ZS 669

Auxiliary blower on/off signal from control panel (yards supply)

178 41 31-5.0

Fig. 8.03b: List of sensors for CoCoS, option: 4 75 129

470 100 025

178 61 51

8.08

Use sensor

MAN B&W Diesel A/S

S42MC Project Guide

Point of location

Exhaust gas system

TE 363

Exhaust gas receiver

ZE 364

Exhaust gas blow-off, on/off or valve angle position/turbocharger

PE 424

Exhaust gas receiver

TE 425A

Exhaust gas inlet turbocharger/turbocharger

TE 426

Exhaust gas after exhaust valve/cylinder

TE 432

Exhaust gas outlet turbocharger/turbocharger

PE 433A

Exhaust gas outlet turbocharger/turbocharger

(Back pressure at transition piece related to ambient)

SE 439

Turbocharger speed/turbocharger

PDE 441

Pressure drop across exhaust gas boiler (yards supply)

General data

Time and data

Counter of running hours

PE 325

Ambient pressure (Engine room)

SE 438

Engine speed

Pmax set point

ZE 477

Fuel pump index/cylinder

ZE 479

Governor index

E 480

Engine torque

Mean indicated pressure (mep)

Maximum pressure (Pmax)

Compression pressure (Pcomp)

N Numerical input
1) Originated by alarm/monitoring system
2) Manual input can alternatively be used
178 41 31-5.0

3) Yards supply
Fig. 8.03c: List of sensors for CoCoS, option: 4 75 129

470 100 025

178 61 51

8.09

MAN B&W Diesel A/S

S42MC Project Guide

178 41 33-9.0

Fig. 8.04a: Location of basic measuring points on engine for Attended Machinery Space (AMS)

470 100 025

178 61 51

8.10

MAN B&W Diesel A/S

S42MC Project Guide

178 41 33-9.0

Fig. 8.04b: Location of basic measuring points on engine for Attended Machinery Space (AMS)

470 100 025

178 61 51

8.11

MAN B&W Diesel A/S

S42MC Project Guide

178 41 33-9.0

Fig. 8.04c: Location of basic measuring points on engine for Attended Machinery Space (AMS)

470 100 025

178 61 51

8.12

MAN B&W Diesel A/S

S42MC Project Guide

Description

Symbol/Position

Scavenge air system

Scavenge air receiver auxiliary blower control

PSC

418

438

Reversing Astern/cylinder

ZS

650

Reversing Ahead/cylinder

ZS

651

Resets shut down function during engine side control

ZS

652

Gives signal when change-over mechanism is in Remote Control mode

ZS

653

PSC

654

Solenoid valve for stop and shut down

EV

658

Turning gear engaged indication

ZS

659

660

Main starting valve Blocked

ZS

663

Main starting valve In Service

ZS

664

Air supply starting air distributor, Open Closed

ZS

666/667

Electric motor, Auxiliary blower

670

Electric motor, turning gear

671

Actuator for electronic governor, if applicable

672

Gives signal to manoeuvring system when remote control ON

PSC

674

Cancel of tacho alarm from safety system, when Stop is ordered

PSC

675

Gives signal Bridge Control active

PSC

680

Solenoid valve for Stop

EV

682

Solenoid valve for Ahead

EV

683

Solenoid valve for Start

EV

684

Solenoid valve for Astern

EV

685

Manoeuvring system
Engine speed detector

Gives signal to manoeuvring system when on engine side control

Fuel rack transmitter, if required, option: 4 70 150

178 30 08-9.1

Fig. 8.05: Control devices on engine

470 100 025

178 61 51

8.13

MAN B&W Diesel A/S

S42MC Project Guide

The panels shown are mounted on the engine

The pos. numbers refer to List of instruments

178 41 37-6.0

Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches

470 100 025

178 61 51

8.14

MAN B&W Diesel A/S

S42MC Project Guide

General outline of the electrical system:

The figure shows the concept approved by all classification societies
The shut down panel and slow down panel can be combined for some makers
The classification societies permit to have common sensors for slow down, alarm and remote indication
One common power supply might be used, instead of the three indicated, if the systems are equipped with separate
fuses

178 30 10-0.0

Fig. 8.07: Panels and sensors for alarm and safety systems

470 100 025

178 61 51

8.15

MAN B&W Diesel A/S

S42MC Project Guide

Use sensor

MAN B&W

IACS

RS

RINa

NKK

LR

GL

DnVC

BV

ABS

Class requirements for UMS

Function

Point of location
Fuel oil system

1* LSA 301 high

A* PEA 306 low

Leakage from high pressure pipes

PE 305 Fuel oil, inlet engine
Lubricating oil system

A* TEA 312 high

TEA 313 low

1
1

A* TEA 318 high

1* FSA 320 low

A* PEA 327 low

PE 326 Piston cooling, crosshead and camshaft lube

oil inlet

A* PEA 331 low

PE 330 Lubricating oil inlet to main bearings, thrust

bearing, axial vibration damper

A* TEA 350 high

TE 349

Thrust bearing segment

A* TEA 356 high

TE 311

Lubricating oil inlet to exhaust valve actuators

A* PEA 358 low

PE 357 Lubricating oil inlet to exhaust valve actuators

1* LSA 365 low

Cylinder lubricators (built-in switches)

1* FSA 366 low

Cylinder lubricators (built-in switches)

A* PEA 372 low

TEA 373 high

1

a)

Turbocharger lubricating oil outlet from

turbocharger/turbocharger
PE 371 Lubricating oil inlet to turbocharger/turboch.

a)

TE 311

a)

1* DSA 436 high

WEA 472 high

Piston cooling oil outlet/cylinder

Piston cooling oil outlet/cylinder

TSA 370 high

1
1

and axial vibration damper

TE 317

Lubricating oil inlet to main bearings, thrust bearing

TE 311

TE 311

Lubricating oil inlet to turbocharger/turboch.

Oil mist in crankcase/cylinder and chain drive

WE 471 Axial vibration monitor

Required for 5+6 cylinder engines and for
engines with PTO on fore end.

a) For turbochargers with slide bearings

For Bureau Veritas, at least two per lubricator, or minimum one per cylinder, whichever is the greater number
Or alarm for overheating of main, crank, cross- head and chain drive bearings, option: 4 75 134

178 41 42-3.0

Fig. 8.08a: List of sensors for alarm

470 100 025

178 61 51

8.16

MAN B&W Diesel A/S

S42MC Project Guide

Use sensor

MAN B&W

IACS

RS

RINa

NKK

LR

GL

DnVC

BV

ABS

Class requirements for UMS

Function

Point of location
Cooling water system

TEA 376 high

TE 375

Cooling water inlet air cooler/air cooler

(for central cooling only)

A* PEA 378 low

PE 382 Cooling water inlet air cooler

A* PEA 383 low

PE 386 Jacket cooling water inlet

A* TEA 385A low

TE 385

Jacket cooling water inlet

A* TEA 388 high

TE 387

Jacket cooling water outlet/cylinder

1* PDSA 391 low

Jacket cooling water across engine

Air system

A* PEA 402 low

PE 401 Starting air inlet

A* PEA 404 low

PE 403 Control air inlet

1* PSA 406 low

Safety air inlet

1* PSA 408 low

Air inlet to air cylinder for exhaust valve

1* PSA 409 high

Control air inlet, finished with engine

1* PSA 410 high

Safety air inlet, finished with engine

Scavenge air system

1
1

1
1

1
1

TEA 414 high

1

1
1

TE 413

Scavenge air reciever

A* TEA 415 high

Scavenge air fire /cylinder

1* PSA 419 low

Scavenge air, auxiliary blower, failure

1* LSA 434 high

Scavenge air water level

178 41 42-3.0

Fig. 8.08b: List of sensors for alarm

470 100 025

178 61 51

8.17

MAN B&W Diesel A/S

S42MC Project Guide

Use sensor

MAN B&W

IACS

RS

RINa

NKK

LR

GL

DnVC

BV

ABS

Class requirements for UMS

Function

Point of location
Exhaust gas system

1
1

1
1

1
1

TEA 425A high

A* TEA 427 high

TE 425A Exhaust gas inlet turbocharger/turbocharger

TEA 429/30 high TE 426

TE 426

Exhaust gas after cylinder, deviation from

average

TEA 433 high

Exhaust gas outlet turbocharger/turbocharger

TE 432

Exhaust gas after cylinder/cylinder

Manoeuvring system
1

1* ESA low

Safety system, power failure, low voltage

1* ESA low

Tacho system, power failure, low voltage

1* ESA

Safety system, cable failure

1
1

1
1

1
1

1
1

1
1

1
1

1
1

1
1

1* ESA

Safety system, group alarm, shut down

1* ESA

Wrong way (for reversible engine only)

A*

SE 438 Engine speed

SEA 439

SE 439 Turbocharger speed

IACS: International Association of Classification Societies

The members of IACS have agreed that the stated
sensors are their common recommendation, apart
from each class requirements
The members of IACS are:
ABS America Bureau of Shipping
BV
Bureau Veritas
CCS Chinese Register of Shipping
DnVC Det norske Veritas Classification
GL
Germanischer Lloyd
KRS Korean Register of Shipping
LR
Lloyds Register of Shipping
NKK Nippon Kaiji Kyokai
RINa Registro Italiano Navale
RS
Russian Maritime Register of Shipping

Indicates that a binary (on-off) sensor/signal

is required

Indicates that an analogue sensor is required for

alarm, slow down and remote indication

1*, A* These alarm sensors are MAN B&W Diesels

minimum requirements for Unattended Machinery
Space (UMS), option: 4 75 127

For disengageable engine or with CPP

Select one of the alternatives

and the assosiated members are:

KRS Kroatian Register of Shipping
IRS Indian Register of Shipping
PRS Polski Rejestr Statkow

Or alarm for overheating of main, crank, crosshead

and chain drive bearings, option: 4 75 134

178 41 42-3.0

Fig. 8.08c: List of sensors for alarm

470 100 025

178 61 51

8.18

MAN B&W Diesel A/S

S42MC Project Guide

1
1

Use sensor

MAN B&W

IACS

RS

GL

RINa

DnVC

NKK

BV

1
1

LR

ABS

Class requirements for slow down

Function

Point of Location

TE SLD 314 high TE 311

Lubricating oil inlet, system oil

TE SLD 319 high TE 317

Piston cooling oil outlet/cylinder

1* FS SLD 321 low

FS 320

Piston cooling oil outlet/cylinder

PE SLD 328 low

PE 326

Piston cooling, crosshead and camshaft

lube oil inlet

A* PE SLD 334 low

PE 330

Lubricating oil to main and thrust bearing

A* TE SLD 351 high TE 349

PE SLD 384 low

TE SLD 389 high TE 387A

Jacket cooling water outlet/cylinder

TE SLD 414A high TE 413

Scavenge air receiver

1* PS SLD 368 low

1

1
1

1
1

1
1

1
1

1
1

1
1

Thrust bearing segment

FS SLD 366A low

Cylinder lubricators (built-in switches)

PS 368d) Lubricating oil inlet turbocharger main pipe
PE 386

1* TS SLD 416 high TS 415

Jacket cooling water inlet

Scavenge air fire/cylinder

LS SLD 434 high LS 434

Scavenge air receiver water level

TE SLD 425B high TE 425A

Exhaust gas inlet turbocharger/turbocharger

TE SLD 428 high TE 426

Exhaust gas outlet after cylinder/cylinder

TE SLD 431

Exhaust gas after cylinder, deviation from

average

TE 426

1* DS SLD 437 high

Oil mist in crankcase/cylinder

1* WS SLD 473 high WE 471

Axial vibration monitor

Required for 5+6 cylinder engines and for
engines with PTO on fore end

Indicates that a binary sensor (on-off) is required

Select one of the alternatives

Indicates that a common analogue sensor can be used

for alarm/slow down/remote indication

Or alarm for low flow

1*, A* These analogue sensors are MAN B&W Diesels minimum requirements for Unattended Machinery Spaces
(UMS), option: 4 75 127
d)

PE 371 can be used if only one turbocharger is applied

Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134
The tables are liable to change without notice,
and are subject to latest class requirements.

178 41 45-9.0

Fig. 8.09: Slow down functions for UMS, option: 4 75 127

470 100 025

178 61 51

8.19

MAN B&W Diesel A/S

S42MC Project Guide

1
1

Function

Point of location

PS SHD

329 low

1*

PS SHD

335 low

335 Lubricating oil to main bearings and thrust

bearing

1*

TS SHD

352 high

352 Thrust bearing segment

1*

PS SHD

359 low

359 Lubricating oil inlet to exhaust valve actuator

1*

PS SHD

374 low

PS SHD

384B low

SE SHD

438 high

1
1

Use sensor

MAN B&W

NKK

LR
1

IACS

RS

RINa

GL

DnVC

BV

ABS

Class requirements for shut down

1*

Piston cooling oil, crosshead and

camshaft lube oil inlet

Lubricating oil inlet to turbocharger main

pipe
Jacket cooling water inlet
438 Engine overspeed

Indicates that a binary sensor (on-off) is required

1* These binary sensors for shut down are included in

the basic scope of supply (4 75 124)

The tables are liable to change without notice,

and are subject to latest class requirements.

178 41 48-4.0

Fig. 8.10: Shut down functions for AMS and UMS

470 100 025

178 61 51

8.20

MAN B&W Diesel A/S

S42MC Project Guide

178 34 34-2.0

Fig. 8.11: Drain box with fuel oil leakage, alarm, option: 4 35 105

Fig. 8.12a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, type MK 5 (4 75 161)

178 30 18-5.0

Fig. 8.12b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)

178 30 19-7.0

470 100 025

178 61 51

8.21

MAN B&W Diesel A/S

S42MC Project Guide

178 10 80-6.0

Fig. 8.13: Example of terminal box

470 100 025

178 61 51

8.22

MAN B&W Diesel A/S

S42MC Project Guide

178 10 81-8.0

Fig. 8.14: Example of wiring diagram

470 100 025

178 61 51

8.23

MAN B&W Diesel A/S

S42MC Project Guide

Dispatch Pattern, Testing, Spares and Tools

Painting of Main Engine

Furthermore, the dispatch patterns are divided into

several degrees of dismantling in which 1 comprises the complete or almost complete engine.
Other degrees of dismantling can be agreed upon in
each case.

The painting specification (Fig. 9.01) indicates the

minimum requirements regarding the quality and
the dry film thickness of the coats of, as well as the
standard colours applied on MAN B&W engines built
in accordance with the Copenhagen standard.

When determining the degree of dismantling, consideration should be given to the lifting capacities
and number of crane hooks available at the engine
maker and, in particular, at the yard (purchaser).

Paints according to builders standard may be used

provided they at least fulfil the requirements stated
in Fig. 9.01.

The approximate masses of the sections appear

from Fig. 9.03. The masses can vary up to 10% depending on the design and options chosen.

Dispatch Pattern
The dispatch patterns are divided into two classes,
see Figs. 9.02 and 9.03:

Lifting tools and lifting instructions are required for all

levels of dispatch pattern. The lifting tools (4 12 110 or
4 12 111), are to be specified when ordering and it
should be agreed whether the tools are to be returned
to the engine maker (4 12 120) or not (4 12 121).

A: Short distance transportation and short term

storage
B: Overseas or long distance transportation or
long term storage.

Furthermore, it must be considered whether a drying machine, option 4 12 601, is to be installed during the transportation and/or storage period.

Short distance transportation (A) is limited by a duration of a few days from delivery ex works until installation, or a distance of approximately 1,000 km
and short term storage.

Shop trials/Delivery Test

Before leaving the engine makers works, the engine
is to be carefully tested on diesel oil in the presence
of representatives of the yard, the shipowner and
the classification society.

The duration from engine delivery until installation

must not exceed 8 weeks.
Dismantling of the engine is limited as much as possible.
Overseas or long distance transportation or long
term storage require a class B dispatch pattern.

The shop trial test is to be carried out in accordance

with the requirements of the relevant classification
society, however a minimum as stated in Fig. 9.04.

The duration from engine delivery until installation is

assumed to be between 8 weeks and maximum 6
months.

MAN B&W Diesels recommendations for trials are

available on request.
An additional test may be required for measuring the
NOx emmissions, if required, option: 4 14 003.

Dismantling is effected to a certain degree with the

aim of reducing the transportation volume of the individual units to a suitable extent.
Note:
Long term preservation and seaworthy packing are
always to be used.

480 100 100

178 61 52

9.01

MAN B&W Diesel A/S

S42MC Project Guide

The wearing parts supposed to be required, based on
our service experience, are divided into 14 groups,
see Table A in Fig. 9.07, each group including the
compo-nents stated in Tables B.

Spare Parts
List of spares, unrestricted service
The tendency today is for the classification societies
to change their rules such that required spare parts
are changed into recommended spare parts.

Large spare parts, dimensions and masses

The approximate dimensions and masses of the
larger spare parts are indicated in Fig. 9.08. A complete list will be delivered by the engine maker.

MAN B&W Diesel, however, has decided to keep a set

of spare parts included in the basic extent of delivery
(4 87 601) covering the requirements and recommendations of the major classification societies, see Fig.
9.05.

Tools
This amount is to be considered as minimum safety
stock for emergency situations.

List of standard tools

The engine is delivered with the necessary special
tools for overhauling purposes. The extent of the
main tools is stated in Fig. 9.09. A complete list will
be delivered by the engine maker.

Additional spare parts recommended by

MAN B&W Diesel
The above-mentioned set of spare parts can be extended with the Additional Spare Parts
Recom-mended by MAN B&W (option: 4 87 603),
which facilitates maintenance because, in that case,
all the components such as gaskets, sealings, etc.
re-quired for an overhaul will be readily available,
see Fig. 9.06.

The dimensions and masses of the main tools appear from Figs. 9.10.
Most of the tools can be arranged on steel plate
panels, which can be delivered as an option: 4 88
660, see Fig. 9.11 Tool Panels.
If such panels are delivered, it is recommended to
place them close to the location where the overhaul
is to be carried out.

Wearing parts
The consumable spare parts for a certain period are
not included in the above mentioned sets, but can
be ordered for the first 1, 2, up to 10 years service of
a new engine (option 4 87 629), a service year being
assumed to be 6,000 running hours.

480 100 100

178 61 52

9.02

MAN B&W Diesel A/S

Components to be painted
before shipment from workshop

Component/surfaces, inside engine, exposed to oil and air

1. Unmachined surfaces all over. However cast
type crankthrows, main bearing cap, crosshead
bearing cap, crankpin bearing cap, pipes inside
crankcase and chainwheel need not to be
painted but the cast surface must be cleaned of
sand and scales and kept free of rust
Components, outside engine
2. Engine body, pipes, gallery, brackets etc.

Heat affected components:

3. Supports for exhaust receiver
Scavenge air-pipe inside
Components affected by water and cleaning
agents
4. Scavenge air cooler box inside

5. Gallery plates topside

S42MC Project Guide

Type of paint

No. of
coats/
Total dry
film
thickness
m

Colour:
RAL 840HR
DIN 6164
MUNSELL

Engine alkyd primer, weather

resistant

2/80

Free

Oil and acid resistant alkyd paint.

Temperature resistant to minimum 80 C

1/30

White:
RAL 9010
DIN N:0:0.5
MUNSELL N-9.5

Engine alkyd primer, weather resistant

2/80

Free

Final alkyd paint resistant to salt

water and oil, option: 4 81 103

1/30

Light green:
RAL 6019
DIN 23:2:2
MUNSELL10GY
8/4

Paint, heat resistant to minimum

200 C

2/60

Alu:
RAL 9006
DIN N:0:2
MUNSELL N-7.5

Complete coating for long term

protection of exposed to moderately to severely corsive environment and abrasion

2/75

Free

Engine alkyd primer, weather resistant

2/80

Free

Oil resistant paint

2/60

Orange red:
RAL 2004
DIN 6:7:2
MUNSELL
N-7.5r 6/12

Oil resistant paint

2/60

Light grey:
RAL 7038
DIN:24:1:2
MUNSELL N-7.5

6. Purchased equipment and instruments

painted in makers colour are acceptable
unless otherwise stated in the contract
Tools
Unmachined surfaces all over on handtools and
lifting tools
Purchased equipment painted in makers colour
is acceptable, unless otherwise stated in the
contract
Tool panels

Note:
All paints are to be of good quality. Paints according to builders standard may be used provided they at least fulfil the
above demands.
Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.
178 30 20-7.1

Fig. 9.01: Specification for painting of main engine: 4 81 101

480 100 100

178 61 53

9.03

MAN B&W Diesel A/S

S42MC Project Guide

Class A + B: Comprises the

following basic variants:

A1 + B1

Dismounting must be limited as much as possible.

The classes comprise the following basic variants:

A1 Option: 4 12 021, or B1, option: 4 12 031

Engine
Spare parts and tools

Engine complete
A2 + B2

A2 Option: 4 12 022, or B2 option: 4 12 032

Top section inclusive cylinder frame complete cylinder covers complete, scavenge air receiver inclusive cooler box and cooler, turbocharger(s)
camshaft, piston rods complete and galleries with
pipes
Bottom section inclusive bedplate complete
frame box complete, connecting rods, turning
gear, crankshaft with wheels and galleries
Spares, tools, stay bolts

Top section

Chains, etc.
A2 + B2

Remaining parts

Bottom section
178 16 70-2.0

Fig. 9.02a: Dispatch pattern

412 000 002

178 61 54

9.04

MAN B&W Diesel A/S

S42MC Project Guide

A3 + B3

Remaining parts
A3 Option: 4 12 023, or B3 option: 4 12 033

Top section inclusive cylinder frame complete

cylinder covers complete, scavenge air receiver inclusive cooler box and cooler insert,
turbocharger(s), camshaft, piston rods complete and galleries with pipes

Frame box section inclusive chain drive, connecting rods and galleries

Bedplate/cranckshaft section, turning gear and

cranckshaft with wheels

Remaining parts: spare parts, tools, stay bolts,

chains, ect.
Top section

A4 Option: 4 12 024, or B4 option: 4 12 034

Frame box section

Top section
Frame box section
Bedplate and crankshaft section
Exhaust gas receiver
Turbocharger(s)
Scavenge air cooler box(es)
Remaining parts
Note:
The engine supplier is responsible for the necessary
lifting tools and lifting instruction for transportation
purpose to the yard. The delivery extent of the lifting
tools, ownership and lend/lease conditions is to be
stated in the contract. (Options: 4 12 120 or 4 12 121)

Bedplate/crankshaft
section

Furthermore, it must be stated whether a drying machine is to be installed during the transportation
and/or storage period. (Option: 4 12 601)
178 40 89-6.0

Fig. 9.02b: Dispatch pattern

412 000 002

178 61 54

9.05

MAN B&W Diesel A/S

S42MC Project Guide

4 cylinders

Pattern

Section

6 cylinders

7 cylinders

8 cylinders

Mass.

Length

Mass.

Length

Mass.

Length

Mass.

Length

Mass.

Length

in t

in m

in t

in m

in t

in m

in t

in m

in t

in m

109.0

7.2

125.0

7.9

143.0

8.7

160.0

9.4

176.0

10.2

45.2

7.2

52.4

7.9

61.0

8.7

68.6

9.4

75.4

10.2

Bottom section

60.8

5.5

69.8

6.3

78.7

7.0

87.8

7.8

96.6

8.5

Remaining parts

2.5

A1+B1 Engine complete

A2+B2 Top section

A3+B3 Top section

2.9

3.3

3.6

4.0

45.7

7.2

52.4

7.9

61.0

8.7

68.6

9.4

75.4

10.2

Frame box section

24.8

5.2

28.6

6.0

32.4

6.7

36.2

7.5

40.0

8.2

Bedplate/Crankshaft

36.0

4.6

41.1

5.4

46.3

6.1

51.6

6.9

56.6

7.6

Remaining parts

Patern

5 cylinders

Section

A1+B1 Engine complete

A2+B2 Top section
Bottom section
Remaining parts
A3+B3 Top section

2.5

2.9

9 cylinders

3.3

10 cylinders

3.6

11 cylinders

4.0

12 cylinders

Mass.

Length

Mass.

Length

Mass.

Length

Mass.

Length

Heigh

Width

in t

in m

in t

in m

in t

in m

in t

in m

in m

in m

195.0

10.9

232.0

12.4

249.0

13.2

269.0

13.9

8.1

4.6

84.9

10.9

108.0

12.4

116.0

13.2

126.0

13.9

4.5

4.6

105.7

9.3

119.0

10.8

128.0

11.5

137.0

12.3

4.6

3.8

4.4

5.0

5.0

6.0

84.9

10.9

108.0

12.4

116.0

13.2

126.0

13.9

4.5

4.6

Frame box section

43.8

9.0

49.0

10.5

53.0

11.2

57.0

12.0

2.5

3.8

Bedplate/Crankshaft

61.9

8.4

70.0

9.9

75.0

10.6

80.0

11.4

2.7

2.7

Remaining parts

4.4

5.0

5.0

6.0

The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides in frame
box and MAN B&W turbocharger.
All masses and dimensions are approximate and without packing and lifting tools. The masses of turning wheel,
turbocharger specified in dispatch pattern outline can vary, and should be checked.
Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is isupposed to be of
3.0 ton.
Note:
The masses can vary up to 10% depending on the design and the options chosen.

178 40 88-4.0

Fig. 9.03a: Dispatch pattern

412 000 002

178 61 54

9.06

MAN B&W Diesel A/S

S42MC Project Guide

Before leaving the factory, the engine is to be carefully tested on diesel oil in the presence of representatives of Yard, Shipowner, Classification Society,
and MAN B&W Diesel.

At each load change, all temperature and pressure

levels etc. should stabilise before taking new engine
load readings.

Minimum delivery test:

Governor tests, etc:

Starting and manoeuvring test at no load

Governor test

Load test
Engine to be started and run up to 50%
of Specified MCR (M) in 1 hour.

Minimum speed test

Overspeed test
Shut down test

Followed by:
Starting and reversing test
0.50 hour running at 50% of specified MCR
Turning gear blocking device test
0.50 hour running at 75% of specified MCR
Start, stop and reversing from engine side
manoeuvring console.

1.00 hour running at 100% of specified MCR

0.50 hour running at 110% of specified MCR.

Fuel oil analysis to be presented. All tests must be

carried out on diesel or gas oil.

Only for Germanischer Lloyd:

An additional test may be required for measuring the

NOx emissions, option: 4 14 003.

0.75 hour running at 110% of specified MCR.

178 36 00-7.1

Fig. 9.03: Shop trial running/delivery test: 4 14 001

486 001 010

178 61 55

9.07

MAN B&W Diesel A/S

S42MC Project Guide

Delivery extent of spares

Class requirements

Class recommendations

CCS:
GL:
KR:
NKK:
RINa:
RS

ABS:
BV:
DNVC:
LR:

China Classification Society

Germanischer Lloyd
Korean Register of Shipping
Nippon Kaiji Kyokai
Registro Italiano Navale
Russian Maritime Register of Shipping

Cylinder cover, section 901 and others

1
Cylinder cover complete with fuel, exhaust,
starting and safety valves, indicator valve and
sealing rings (disassembled)

American Bureau of Shipping

Bureau Veritas
Det Norske Veritas Classification
Lloyds Register of Shipping

Exhaust valve, section 908

2
Exhaust valves complete
1
Pressure pipe for exhaust valve pipe
Fuel pump, section 909
1
Fuel pump barrel, complete with plunger
1
High-pressure pipe, each type
1
Suction and puncture valve, complete

Piston, section 902

1
Piston complete (with cooling pipe), piston
rod, piston rings and stuffing box,
studs and nuts
1 set
Piston rings for 1 cylinder

Fuel valve, section 909

1 set
Fuel valves for half the number of cylinders
on the engine for ABS
1 set
Fuel valves for all cylinders on one engine
for BV, CCS, DNVC, GL, KR, NKK, RINa, RS
and IACS

Cylinder liner, section 903

1
Cylinder liner with sealing rings and gaskets
1/2 set Studs for 1 cylinder cover
Cylinder lubricator, section 903
1
Cylinder lubricator, of largest size, complete

Turbocharger, section 910

1
Set of makers standard spare parts
1 a)
Spare rotor for one turbocharger, including:
compressor wheel, rotor shaft with turbine
blades and partition wall, if any

Connecting rod, and crosshead bearing, section 904

1
Telescopic pipe with bushing for 1 cylinder
1
Crankpin bearing shells in 2/2 with studs
and nuts
1
Crosshead bearing shell lower part with
studs and nuts
2
Thrust piece
Main bearing and thrust block, section 905
1 set
Thrust pads for one face of ech size, if different
for "ahead" and "astern"
Chain drive, section 906
1
Of each type of bearings for:
Camshaft at chain drive, chain tightener and intermediate shaft
6
Camshaft chain links (only for ABS, DNVC, LR,
NKK and RS)
1
Cylinder lubricator drive: 6 chain links or gear
wheels
1
Guide ring 2/2 for camshaft bearing
Starting valve, section 907
1
Starting valve, complete

Scavenge air blower, section 910

1 set a) Rotor, rotor shaft, gear wheel or equivalent
working parts
1 set
Bearings for electric motor
1 set
Bearings for blower wheel
1
Belt, if applied
1 set
Packing for blower wheel
Safety valve, section 911
1
Safety valve, complete
Bedplate, section 912
1
Main bearing shell in 2/2 of each size
1 set
Studs and nuts for 1 main bearing
a) Only required for DNVC and RS.
To be ordered separately as option: 4 87 660 for
other classiftication societies
The section figures refer to the instruction books.
Subject to change without notice.
178 39 43-4.2

Fig. 9.05: List of spares, unrestricted service: 4 87 601

487 601 005

178 61 56

9.08

MAN B&W Diesel A/S

S42MC Project Guide

For easier maintenance and increased security in operation

Beyond class requirements
Cylinder cover, plate 90101
Studs for exhaust valve
4
Nuts for exhaust valve
4
O-rings for cooling jacket
50 %
Coling jacket
1
Sealing betw. cyl.cover and liner
50 %
Spring housings for fuel valve
4
Colling water pipes between liner and
100 %
cover for one cylinder

Lubricator drive, plate 90305

1
Coupling
3
Discs
Connecting rod and crosshead, plate 90401
1
Telescopic pipe
2
Thrust piece
Chain drive and guide bars, plate 90601
4
Guide bar
1 set Locking plates and lock washers

Piston and piston rod, plate 90201

1 box Locking wire, L=63 m
Piston rings of each kind
5
D-rings for piston skirt
2
D-rings for piston rod
2

Chain tightener, plate 90603

2
Locking plates for tightener

Piston rod stuffing box, plate 90205

Self locking nuts
15
O-rings
5
Top scraper rings
5
Pack sealing rings
15
Cover sealing rings
10
Lamellas for scraper rings
120
Springs for top scaper and sealing rings
30
Springs for scraper rings
20

Camshaft, plate 90611

1
Exhaust cam
1
Fuel cam
Camshaft bearing and roller guide housing,
plate 90613
1
Packing
Indicator drive, plate 90612
100 %
Gaskets for indicator valves
3
Indicator valve/cock complete

Cylinder frame, plate 90301

Studs for cylinder cover (1cyl.)
50 %
Bushing
1
Nuts for cyl.cover studs (1cyl.)
50 %

Regulating shaft, plate 90618

3
Resilient arm, complete

Cylinder liner and cooling jacket, plate 90302

Cooling jacket of each kind
1
Non return valves
4
O-rings for one cylinder liner
100 %
Gaskets for cooling water connection
50 %
O-rings for cooling water pipes
50 %

Arrangement of engine side console, plate 90621

2
Pull rods
Main starting valve, plate 90702
Repair kit for main actuator
1
Repair kit for main ball valve
1
*) Repair kit for actuator, slow turning
1
*) Repair kit for ball valve, slow turning
1

% Refer to one cylinder

*) if fitted

178 39 44-6.2

Fig. 9.06a: Additional spare part recommended by MAN B&W, option: 4 87 603

487 603 020

178 61 57

9.09

MAN B&W Diesel A/S

S42MC Project Guide

Fuel pump, plate 90901
Top cover
1
Plunger/barrel, complete
1
Suctions valves
3
Puncture valves
3
Sealings, O-rings, gaskets and lock washers
50 %
I
Fuel pump gear, plate 90902
Fuel pump roller guide, complete
1
Shaft pin for roller
2
Bushings for roller
2
Internal springs
2
External springs
2
Sealings
100 %
Roller
2

Starting valve, plate 90704

Piston
2
Spring
2
Bushing
2
O-ring
100 %
Valve spindle
1
Exhaust valve, plate 90801
Exhaust valve spindle
1
Exhaust valve seat
1
O-ring exhaust valve/cylinder cover
50 %
Piston rings
4
Guide rings
50 %
Sealing rings
50 %
Safety valves
50 %
Gaskets and O-rings for safety valve
100 %
Piston complete
1
Damper piston
1
O-rings and sealings between air piston
100 %
and exhaust valve housing/spindle
Liner for spindle guide
1
Gaskets and O-rings for cool.w.conn.
100 %
Conical ring in 2/2
1
O-rings for spindle/air piston
100 %
Non-return valve
100 %

Fuel pump gear, details, plate 90903

50 %
O-rings for lifting tool
Fuel pump gear, details, plate 90904
Shock absorber, complete
1
Internal spring
1
External spring
1
Sealing and wearing rings
100 %
Felt rings
4

Valve gear, plate 90802

3
Filter, complete
5
O-rings of each kind

Fuel pump gear, reversing mechanism, plate 90905

1
Reversing mechanism, complete
2
Spare parts set for air cylinder
Fuel valve, plate 90910
Fuel nozzles
100 %
O-rings for fuel valve
100 %
Spindle guides, complete
3
Springs
50 %
Discs, +30 bar
50 %
Thrust spindles
3
Non return valve (if mounted)
3

Valve gear, plate 90805

Roller guide complete
1
Shaft pin for roller
2
Bushing for roller
2
Discs
4
Non return valve
2
Piston rings
4
Discs for spring
4
Springs
2
Roller
2
Valve gear, details, plate 90806
1
High pressure pipe, complete
100 %
O-rings for high pressure pipes
4
Sealing discs

Fuel oil high pressure pipes, plate 90913

1
High pressure pipe, complete of each kind
100 %
O-rings for high pressure pipes
Overflow valve, plate 90915
1
Overflow valve, complete
1
O-rings of each kind

Cooling water outlet, plate 90810

Ball valve
2
Butterfly valve
1
Compensator
1
1 set Gaskets for butterfly valve and compensator

* % Refer to one engine

178 39 44-6.2

Fig. 9.06b: Additional spare part recommended by MAN B&W, option: 4 87 603

487 603 020

178 61 57

9.10

MAN B&W Diesel A/S

S42MC Project Guide

Turbocharger, plate 91000

1
Spare rotor, complete with bearings
1
Spare part set for turbocharger
Scavenge air receiver, plate 91001
2
Non-return valves complete
1
Compensator
Exhaust pipes and receiver, plate 91003
1
Compensator between TC and receiver
2
Compensator between exhaust valve and
receiver
1 set Gaskets for each compensator
Air cooler, plate 91005
16
Iron blocks (Corrosion blocks)
Safety valve, plate 91101
100 %
Gasket for safety valve
2
Safety valve, complete
Arrangement of safety cap, plate 91104
100 %
Bursting disc

The plate figures refer to the instruction book

Liable to change without notice
Where nothing else is stated, the percentage will refer to one engine

178 39 44-6.2

Fig. 9.06c: Additional spare parts recommended by MAN B&W, option: 4 87 603

487 603 020

178 61 57

9.11

MAN B&W Diesel A/S

S42MC Project Guide

Table A
Group No.

Section

Qty.

Descriptions

90201

1 set

Piston rings for 1 cylinder

1 set

O-rings for 1 cylinder

1 set

Lamella rings 3/3 for 1 cylinder

90205

90205

90302

1 set

O-rings for 1 cylinder

1 set

Top scraper rings 4/4 for 1 cylinder

1 set
1

Sealing rings 4/4 for 1 cylinder

Cylinder liner

1 set

Outer O-rings for 1 cylinder

1 set

O-rings for cooling water connections for 1 cylinder

1 set

Gaskets for cooling water connections for 1 cylinder

1 set

Sealing rings for 1 cylinder

90801

1
1 set

Piston rings for exhaust valve air piston and oil piston for 1 cylinder

90801

1 set

O-rings for water connections for 1 cylinder

1 set

Gasket for cooling for water connections for 1 cylinder

1 set
7

90801

90801

90805

10

90901

Spindle guide

Air sealing ring

O-rings for bottom piece for 1 cylinder

Bushing for roller guides for 1 cylinder
Washer for 1 cylinder

Plunger and barrel for fuel pump

Suction valve complete

O-rings for 1 cylinder

Fuel valve nozzle

Spindle guide complete

1 set
12

Exhaust valve bottom piece

1 set

1 set
90910

Guide sealing rings for 1 cylinder

1 set
1 set

11

O-rings for oil connections for 1 cylinder

1
1 set

Exhaust valve spindle

O-rings for 1 cylinder

Slide bearing for turbocharger for 1 engine

Guide bearing for turbocharger for 1 engine

13

1 set

14

Guide bars for 1 engine

Set bearings for auxiliary blowers for 1 engine

The wearing parts are divided into 14 groups, each including the components stated in table A.
The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years service of a new engine, a
service year being assumed to be of 6000 hours.
In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours service, the extent stated for
each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and service
hours in question.
178 33 98-2.2

Fig. 9.07a: Wearing parts, option: 4 87 629

487 611 010

178 61 59

9.12

MAN B&W Diesel A/S

S42MC Project Guide

Table B
Service hours
Group
No

0-6000

0-12000
Number of cylinders

Description

10 11 12

10 11 12

Set of piston rings

10 11 12

Set of piston rod stuffing box,

lamella rings

10 11 12

Set of piston rod stuffing box,

sealing rings

Cylinder liners

Exhaust valve spindles

O-rings for exhaust valve

10 11 12

10 12 14 16 18 20 22 24

Exhaust valve guide bushings

Exhaust seat bottom pieces

Bushings for roller guides for fuel

pump and exhaust valve

10

Fuel pump plungers

11

Fuel valve guides and atomizers

12

Set slide bearings per TC

13

Set guide bars for chain drive

14

Set bearings for auxiliary blower

Table B
Service hours
Group
No.

0-18000

0-24000
Number of cylinders

Description

10 11 12

10 11 12

Set of piston rings

10 11 12

10 12 14 16 18 20 22 24

Set of piston rod stuffing box,

lamella rings

10 11 12

10 12 14 16 18 20 22 24

Set of piston rod stuffing box,

sealing rings

10 11 12

Cylinder liners

Exhaust valve spindles

O-rings for exhaust valve

12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48

Exhaust valve guide bushings

10 11 12

10 11 12

Exhaust seat bottom pieces

Bushings for roller guides for fuel

pump and exhaust valve

10

Fuel pump plungers

11

Fuel valve guides and atomizers

10 12 14 16 18 20 22 24

10 12 14 16 18 20 22 24

12

Set slide bearings per TC

13

Set guide bars for chain drive

14

Set bearings for auxiliary blower

178 30 98-2.2

Fig.9.07b: Wearing parts, option: 4 87 629

487 611 010

178 61 59

9.13

MAN B&W Diesel A/S

S42MC Project Guide

Table B
Service hours
Group
No.

0-30000

0-36000
Number of cylinders

Description

Set of piston rings

10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36

Set of piston rod stuffing box,

lamella rings

10 12 14 16 18 20 22 24 12 15 18 21 24 27 30 33 36

Set of piston rod stuffing box,

sealing rings

10 11 12

Cylinder liners

Exhaust valve spindles

10 11 12

O-rings for exhaust valve

20 25 30 35 40 45 50 55 60 24 30 36 42 48 54 60 66 72

Exhaust valve guide bushings

10 12 14 16 18 20 22 24

10 12 14 16 18 20 22 24

Exhaust seat bottom pieces

10 11 12

Bushings for roller guides for fuel

pump and exhaust valve

10 11 12

Fuel pump plungers

10 11 12

10

10 11 12

10 11 12

10 11 12
0

11

Fuel valve guides and atomizers

10 12 14 16 18 20 22 24 16 20 24 28 32 36 40 44 48

12

Set slide bearings per TC

13

Set guide bars for chain drive

14

Set bearings for auxiliary blower

Table B
Service hours
Group
No.

0-42000

0-48000
Number of cylinders

Description

Set of piston rings

12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48

10 11 12

Set of piston rod stuffing box,

lamella rings

12 15 18 21 24 27 30 33 36 16 20 24 28 32 36 40 44 48

Set of piston rod stuffing box,

sealing rings

10 12 14 16 18 20 22 24

10 12 14 16 18 20 22 24

Cylinder liners

Exhaust valve spindles

10 11 12

10 11 12

O-rings for exhaust valve

28 35 42 49 56 63 70 77 84 32 40 48 56 64 72 80 88 96

Exhaust valve guide bushings

12 15 18 21 24 27 30 33 36 12 15 18 21 24 27 30 33 36

Exhaust seat bottom pieces

10 11 12

10 11 12

Bushings for roller guides for fuel

pump and exhaust valve

10 11 12

10 11 12

10 11 12

10 11 12

10 11 12

10

Fuel pump plungers

11

Fuel valve guides and atomizers

16 20 24 28 32 36 40 44 48 24 30 36 42 48 54 60 66 72

12

Set slide bearings per TC

13

Set guide bars for chain drive

14

Set bearings for auxiliary blower

178 30 98-2.2

Fig. 9.07c: Wearing parts, option: 4 87 629

487 611 010

178 61 59

9.14

MAN B&W Diesel A/S

S42MC Project Guide

Table B
Service hours
Group
No.

0-54000

0-60000
Number of cylinders

Description

10 11 12

10

11

12

Set of piston rings

16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50

55

60

Set of piston rod stuffing box,

lamella rings

16 20 24 28 32 36 40 44 48 20 25 30 35 40 45 50

55

60

Set of piston rod stuffing box,

sealing rings

10 12 14 16 18 20 22 24 12 15 18 21 24 27 30

33

36

Cylinder liners

Exhaust valve spindles

10 11 12

10

11

12

O-rings for exhaust valve

36 45 54 63 72 81 90 99 10 40 50 60 70 80 90 10
8
0

11
0

12
0

Exhaust valve guide bushings

16 20 24 28 32 36 40 44 48 16 20 24 28 32 36 40

44

48

Exhaust seat bottom pieces

10 11 12

10

11

12

Bushings for roller guides for

fuel pump and exhaust valve

10 11 12

10

11

12

10

Fuel pump plungers

10 11 12

10

11

12

11

Fuel valve guides and atomizers 24 30 36 42 48 54 60 66 72 24 30 36 42 48 54 60

66

72

12

Set slide bearings per TC

13

Set guide bars for chain drive

14

Set bearings for auxiliary blower

178 33 98-2.2

Fig. 9.07d: Wearing parts, option: 4 87 629

487 611 010

178 61 59

9.15

MAN B&W Diesel A/S

Cylinder liner inclusive

cooling jacket
1225 kg

S42MC Project Guide

Exhaust valve
370 kg

Cylinder cover 510 kg

Cylinder cover inclusive
starting and fuel
valves 560 kg

Piston complete
with piston rod
507 kg

Rotor for turbocharger

Type NA48
100 kg

Rotor for turbocharger

Type VTR454
252 kg

Rotor for turbocharger

Type VTR564
487 kg

All dimensions are given in mm

178 43 43-6.0

Fig. 9.08: Large spare parts, dimensions and masses

487 601 007

178 61 60

9.16

MAN B&W Diesel A/S

S42MC Project Guide

Mass of the complete set of tools

approximate: 1100 kg

Crankshaft and main bearing, section 905

1
Lifting tool for crankshaft
1 set Hydraulic jack for main bearing stud
1 set Mounting/dismantling tools for main bearing
1
Tools for turning out segments
1
Crankcase relief valve tool
1
Measuring tool for main bearing clearance
1
Lifting tool for AVD

The engine is delivered with all necessary special

tools for overhaul. The extent of the tools is stated
below. Most of the tools can be arranged on steel
plate panels which can be delivered as option: 4 88
660, at extra cost. Where such panels are delivered,
it is recommended to place them close to the location where the overhaul is to be carried out.
Cylinder cover, section 901
1
Lifting chains for cylinder cover
1
Cylinder cover and liner surface grinding
machinery, (option: 4 88 610)
1 set Milling and grinding tool for valve seats
1 set Starting valve overhaul tool
1 set Fuel valve extractor
1 set Hydraulic jacks for cylinder cover studs
(hydraulic tightening)
1 set Safety valve pressure testing tool

Camshaft and chain drive, section 906

1 set Camshaft adjusting tool
1
Pin gauge for camshaft top dead centre
1
Pin gauge for crankshaft top dead centre
1 set Chain assembling tool
1 set Chain disassembling tool
Exhaust valve and valve gear, section 908
1 set Hydraulic jack for exhaust valve stud
1
Lifting tool for exhaust valve spindle
1
Exhaust valve spindle and seat pneumatic
support grinding machine (option 4 88 615)
1 set Exhaust valve spindle and seat checking
template
1
Guide ring for pneumatic piston
1 set Lifting device for roller guides and hydraulic actuator
1 set Roller guide dismantling tool
1 set Bridge gauge for exhaust valve
1
Tool for hydraulic piston
1
Grinding ring for exhaust valve bottom
piece
1
Grinding machine

Piston with rod and stuffing box, section 902

1
Crossbar for cylinder liner and piston
1 set Lifting and tilting gear for piston
1
Lifting tool for piston
1
Guide ring for piston
1
Support iron for piston
1 set Piston overhaul tool
1 set Stuffing box overhaul tool
1
Measuring tool for cylinder liner
1
Cylinder liner lifting and tilting gear
Crosshead and connecting rod, section 904
1
Cover for crosshead
1 set Hydraulic jack for crosshead and crankpin
bearing bolt
1
Lifting tool for crosshead
1 set Connecting rod lifting tool
1 set Support of crosshead
1
Chain for suspending piston
1
Lifting attachment for connecting rod
1
Wire guide

Fuel valve and fuel pump, section 909

1
Test fixture for fuel valve
1 set Fuel valve overhaul tool
1
Fuel pump lead measuring tool
1 set Lifting tool for fuel pump
1 set Fuel pump overhaul tool
1 set Fuel oil high pressure pipe and connection
overhaul tool

Fig. 9.09a: Standard tools: 4 88 601

178 42 01-1.0

488 601 004

178 61 61

9.17

MAN B&W Diesel A/S

S42MC Project Guide

Turbocharger and air cooler system, section 910

1 set Turbocharger overhaul tool
1 set Air cooler tool
Main part assembling, section 912
1 set Staybolt hydraulic jack
General tools, section 913
913.1 Accessories
1
Hydraulic pump, pneumatically operated
1 set High pressure hose, connections and distributor blocks

1
1
1
1
1
1
1
1

1
1
1
1
1
1
1

set
set
set
set
set
set
set
set

set
set
set
set
set

913.2 Ordinary hand tools

Torque wrench
Socket wrench
Hexagon key
Combination wrench
Open ring wrench
Ring impact wrench
Open-ended impact wrench
Pliers for circlip
913.3 Miscellaneous
Pull-lift and chain tackle
Shackles
Eye-bolts
Foot grating
Feeler blade
Crankshaft alignment indicator
Wire rope

178 42 01-1.0

Fig. 9.09b: Standard tools: 4 88 601

488 601 004

178 61 61

9.18

MAN B&W Diesel A/S

S42MC Project Guide

Pos.

Sec

Description

Mass in kg

902

Crossbar for cylinder liner and piston

28

902

Lifting and tilting gear for piston

20

902

Liffting tool for piston

13

902

Guide ring for piston

19

903

Support for piston

48
178 42 05-9.0

Fig. 9.10a: Dimensions and masses of tools

488 601 004

178 61 61

9.19

MAN B&W Diesel A/S

S42MC Project Guide

Pos.

Sec

Description

Mass in kg

6*

904

Crossbar for lift of segment stops

16

7*

905

Cover for crosshead

14

8*

904

Lifting tool for crankshaft, journal bearing dismantling tool

9*

906

Pin gauge for crankshaft top dead centre

10 *

906

Pin gauge for camshaft

11 *

908

Lifting tool for roller guide

* Preliminary sketch
178 42 06-0.0

Fig. 9.10b: Dimensions and masses of tools

488 601 004

178 61 61

9.20

MAN B&W Diesel A/S

S42MC Project Guide

Sec.

Description

Mass in kg

909

Fuel valve test rig

Same pump as used for hydraulic jacks

15

178 43 46-1.0

Fig. 9.10c: Dimensions and masses of tools

488 601 004

178 61 61

9.21

MAN B&W Diesel A/S

S42MC Project Guide

178 13 70-2.0

Pneumatic support grinding machine for exhaust valve spindles and bottom pieces
Dimensions in wooden box 440 x 380 x 185 mm, mass 25 kg.

Pneumatic or electric grinding machine for cylinder cover/cylinder liner, (option: 4 88 610)
Mass 60 kg.

178 34 36-6.0

Fig. 9.10d: Dimensions and masses of tools

488 601 004

178 61 61

9.22

MAN B&W Diesel A/S

S42MC Project Guide

Sec.

Description

Mass in kg

913

Pump for hydraulic jacks and fuel valve test rig

20

178 43 48-5.0

Fig. 9.10e: Dimensions and masses of large tools

488 601 004

178 61 61

9.23

MAN B&W Diesel A/S

S42MC Project Guide

Pos.

No.

Description

Mass of tools in kg

901
907
911

Cylinder cover
Starting air system
Safety equipment

65

902
903

Piston, piston rod and stuffing box

Cylinder liner and cylinder frame

90

908

Exhaust valve and valve gear

55

909

Fuel valve and fuel pump

45

906

Camshaft, chain drive

55

904

Crosshead and connecting rod

110

905

Crankshaft and main bearing

45

Mass of panels without tools, about 225 kg

Fig. 9.11: Tool panels, option: 4 88 660

178 42 10-6.0

488 601 004

178 61 61

9.24

MAN B&W Diesel A/S

10

S42MC Project Guide

Documentation

MAN B&W Diesel is capable of providing a wide variety of support for the shipping and shipbuilding industries all over the world.
The knowledge accumulated over many decades
by MAN B&W Diesel covering such fields as the selection of the best propulsion machinery, optimisation of the engine installation, choice and suitability
of a Power Take Off for a specific project, vibration
aspects, environmental control etc., is available to
shipowners, shipbuilders and ship designers alike.
Part of this knowledge is presented in the book entitled Engine Selection Guide, other details can be
found in more specific literature issued by MAN
B&W Diesel, such as Project Guides similar to the
present, and in technical papers on specific subjects, while supplementary information is available
on request. An Order Form for such printed matter listing the publications currently in print, is available from our agents, overseas offices or directly
from MAN B&W Diesel A/S, Copenhagen.
The selection of the ideal propulsion plant for a specific newbuilding is a comprehensive task. However, as this selection is a key factor for the
profitability of the ship, it is of the utmost importance for the end-user that the right choice is made.

Engine Selection Guide

The Engine Selection Guide is intended as a tool
to provide assistance at the very initial stage of the
project work. The Guide gives a general view of the
MAN B&W two-stroke MC Programme and includes information on the following subjects:

MC-engine packages, including

controllable pitch propellers,
auxiliary units,
remote control system
Vibration aspects.
After selecting the engine type on the basis of this
general information, and after making sure that the
engine fits into the ships design, then a detailed
project can be carried out based on the Project
Guide for the specific engine type selected.

Project Guides
For each engine type a Project Guide has been
prepared, describing the general technical features
of that specific engine type, and also including
some optional features and equipment.
The information is general, and some deviations
may appear in a final engine contract, depending on
the individual licensee supplying the engine. The
Project Guides comprise an extension of the general information in the Engine Selection Guide, as
well as specific information on such subjects as:

Turbocharger choice
Instrumentation
Dispatch pattern
Testing
Dispatch pattern
Testing
Spares and
Tools.

Engine data
Layout and load diagrams
specific fuel oil consumption
Turbocharger choice
Electricity production, including
power take off
Installation aspects
Auxiliary systems

400 000 500

178 61 62

10.01

MAN B&W Diesel A/S

S42MC Project Guide

Project Support

Content of Extent of Delivery

Further customised documentation can be obtained from MAN B&W Diesel A/S, and for this purpose we have developed a Computerised Engine
Application System, by means of which specific
calculations can be made during the project stage,
such as:

The Extent of Delivery includes a list of the basic

items and the options of the main engine and auxiliary equipment and, it is divided into the systems
and volumes stated below:

Estimation of ships dimensions

Propeller calculation and power prediction
Selection of main engine
Main engines comparison
Layout/load diagrams of engine
Maintenance and spare parts costs of the engine
Total economy comparison of engine rooms
Steam and electrical power ships requirement
Auxiliary machinery capacities for derated engine
Fuel consumption exhaust gas data
Heat dissipation of engine
Utilisation of exhaust gas heat
Water condensation separation in air coolers
Noise engine room, exhaust gas, structure borne
Preheating of diesel engine
Utilisation of jacket cooling water heat, FW
production
Starting air system.

Extent of Delivery
The Extent of Delivery (EOD) sheets have been
compiled in order to facilitate communication between owner, consultants, yard and engine maker
during the project stage, regarding the scope of
supply and the alternatives (options) available for
MAN B&W two-stroke MC engines.

General information
4 00 xxx
General information
4 02 xxx
Rating
4 03 xxx
Direction of rotation
4 06 xxx
Rules and regulations
4 07 xxx
Calculation of torsional and
axial vibrations
4 09 xxx
Documentation
4 11 xxx
Electrical power available
4 12 xxx
Dismantling and packing of engine
4 14 xxx
Testing of diesel engine
4 17 xxx
Supervisors and advisory work
Diesel engine
4 30 xxx
Diesel engine
4 31 xxx
Torsional and axial vibrations
4 35 xxx
Fuel oil system
4 40 xxx
Lubricating oil system
4 42 xxx
Cylinder lubricating oil system
4 43 xxx
Piston rod stuffing box drain system
4 45 xxx
Low temperature cooling water system
4 46 xxx
Jacket cooling water system
4 50 xxx
Starting and control air systems
4 54 xxx
Scavenge air cooler
4 55 xxx
Scavenge air system
4 59 xxx
Turbocharger
4 60 xxx
Exhaust gas system
4 65 xxx
Manoeuvring system
4 70 xxx
Instrumentation
4 75 xxx
Safety, alarm and remote indi. system
4 78 xxx
Electrical wiring on engine

There are two versions of the EOD:

Extent of Delivery for 98 - 50 type engines, and
Extent of Delivery for 46 - 26 type engines.

Miscellaneous
4 80 xxx
Miscellaneous
4 81 xxx
Painting
4 82 xxx
Engine seating
4 83 xxx
Galleries
4 85 xxx
Power Take Off
4 87 xxx
Spare parts
4 88 xxx
Tools
Remote control system
4 95 xxx
Bridge control system

400 000 500

178 61 62

10.02

MAN B&W Diesel A/S

S42MC Project Guide

Description of the Extent of Delivery

Installation Documentation

The Extent of Delivery (EOD) is the basis for specifying the scope of supply for a specific order.

When a final contract is signed, a complete set of

documentation, in the following called Installation Documentation, will be supplied to the buyer.

The list consists of some basic items and some

optional items.
The Basic items defines the simplest engine, designed for attended machinery space (AMS), without taking into consideration any specific requirements from the classification society, the yard or
the owner.
The options are extra items that can be alternatives to the basic or additional items available to
fulfil the requirements/functions for a specific project.
We base our first quotations on a scope of supply
mostly required, which is the so called Copenhagen Standard EOD, which are marked with an asterisk *.
This includes:
Items for Unattended Machinery Space
Minimum of alarm sensors recommended by the
classification societies and MAN B&W
Moment compensator for certain numbers of cylinders
MAN B&W turbochargers
Slow turning before starting
Spare parts either required or recommended by
the classification societies and MAN B&W
Tools required or recommended by the classification societies and MAN B&W.
The EOD is often used as an integral part of the final contract.

The Installation Documentation is divided into the

A and B volumes mentioned in the Extent of
Delivery under items:
4 09 602 Volume A:
Mainly comprises general guiding system drawings
for the engine room
4 09 603 Volume B:
Mainly comprises drawings for the main engine itself
Most of the documentation in volume A are similar
to those contained in the respective Project Guides,
but the Installation Documentation will only cover
the order-relevant designs. These will be forwarded
within 4 weeks from order.
The engine layout drawings in volume B will, in
each case, be customised according to the yards
requirements and the engine manufacturers production facilities. The documentation will be forwarded, as soon as it is ready, normally within 3-6
months from order.
As MAN B&W Diesel A/S and most of our licensees
are using computerised drawings (Cadam), the
documentation forwarded will normally be in size
A4 or A3. The maximum size available is A1.
The drawings of volume A are available on disc.
The following list is intended to show an example of
such a set of Installation Documentation, but the
extent may vary from order to order.

400 000 500

178 61 62

10.03

MAN B&W Diesel A/S

Engine-relevant documentation
901 Engine data
External forces and moments
Guide force moments
Water and oil in engine
Centre of gravity
Basic symbols for piping
Instrument symbols for piping
Balancing
915 Engine connections
Scaled engine outline
Engine outline
List of flanges
Engine pipe connections
Gallery outline
921 Engine instrumentation
List of instruments
Connections for electric components
Guidance values for automation
923 Manoeuvring system
Speed correlation to telegraph
Slow down requirements
List of components
Engine control system, description
El. box, emergency control
Sequence diagram
Manoeuvring system
Diagram of manoeuvring console
924 Oil mist detector
Oil mist detector
925 Control equipment for auxiliary blower
El. panel for auxiliary blower
Control panel
El. diagram
Auxiliary blower
Starter for el. motors

S42MC Project Guide

932 Shaft line
Crankshaft driving end
Fitted bolts
934 Turning gear
Turning gear arrangement
Turning gear, control system
Turning gear, with motor
936 Spare parts
List of spare parts
939 Engine paint
Specification of paint
940 Gaskets, sealings, O-rings
Instructions
Packings
Gaskets, sealings, O-rings
950 Engine pipe diagrams
Engine pipe diagrams
Bedplate drain pipes
Instrument symbols for piping
Basic symbols for piping
Lube and cooling oil pipes
Cylinder lube oil pipes
Stuffing box drain pipes
Cooling water pipes, air cooler
Jacket water cooling pipes
Fuel oil drain pipes
Fuel oil pipes
Fuel oil pipes, tracing
Fuel oil pipes, insulation
Air spring pipe, exh. valve
Control and safety air pipes
Starting air pipes
Turbocharger cleaning pipe
Scavenge air space, drain pipes
Scavenge air pipes
Air cooler cleaning pipes
Exhaust gas pipes
Steam extinguishing, in scav.box
Oil mist detector pipes
Pressure gauge pipes

400 000 500

178 61 62

10.04

MAN B&W Diesel A/S

Engine room-relevant documentation
901 Engine data
List of capacities
Basic symbols for piping
Instrument symbols for piping
902 Lube and cooling oil
Lube oil bottom tank
Lubricating oil filter
Crankcase venting
Lubricating oil system
Lube oil outlet
904 Cylinder lubrication
Cylinder lube oil system
905 Piston rod stuffing box
Stuffing box drain oil cleaning system
906 Seawater cooling
Seawater cooling system
907 Jacket water cooling
Jacket water cooling system
Deaerating tank
Deaerating tank, alarm device
909 Central cooling system
Central cooling water system
Deaerating tank
Deaerating tank, alarm device
910 Fuel oil system
Fuel oil heating chart
Fuel oil system
Fuel oil venting box
Fuel oil filter
911 Compressed air
Starting air system
912 Scavenge air
Scavenge air drain system

S42MC Project Guide

913 Air cooler cleaning
Air cooler cleaning system
914 Exhaust gas
Exhaust pipes, bracing
Exhaust pipe system, dimensions
917 Engine room crane
Engine room crane capacity
918 Torsiograph arrangement
Torsiograph arrangement
919 Shaft earthing device
Earthing device
920 Fire extinguishing in scavenge air space
Fire extinguishing in scavenge air space
921 Instrumentation
Axial vibration monitor
926 Engine seating
Profile of engine seating
Epoxy chocks
Alignment screws
927 Holding-down bolts
Holding-down bolt
Round nut
Distance pipe
Spherical washer
Spherical nut
Assembly of holding-down bolt
Protecting cap
Arrangement of holding-down bolts
928 Supporting chocks
Supporting chocks
Securing of supporting chocks
929 Side chocks
Side chocks
Liner for side chocks, starboard
Liner for side chocks, port side

400 000 500

178 61 62

10.05

MAN B&W Diesel A/S

930 End chocks
Stud for end chock bolt
End chock
Round nut
Spherical washer, concave
Spherical washer, convex
Assembly of end chock bolt
Liner for end chock
Protecting cap
931 Top bracing of engine
Top bracing outline
Top bracing arrangement
Friction-materials
Top bracing instructions
Top bracing forces
Top bracing tension data
932 Shaft line
Static thrust shaft load
Fitted bolt
933 Power Take-Off
List of capacities
PTO/RCF arrangement

S42MC Project Guide

936 Spare parts dimensions
Connecting rod studs
Cooling jacket
Crankpin bearing shell
Crosshead bearing
Cylinder cover stud
Cylinder cover
Cylinder liner
Exhaust valve
Exhaust valve bottom piece
Exhaust valve spindle
Exhaust valve studs
Fuel pump barrel with plunger
Fuel valve
Main bearing shell
Main bearing studs
Piston complete
Starting valve
Telescope pipe
Thrust block segment
Turbocharger rotor
940 Gaskets, sealings, O-rings
Gaskets, sealings, O-rings
949 Material sheets
MAN B&W Standard Sheets Nos:
S19R
S45R
S25Cr1
S34Cr1R
C4

400 000 500

178 61 62

10.06

MAN B&W Diesel A/S

Engine production and
installation-relevant documentation
935 Main engine production records,
engine installation drawings
Installation of engine on board
Dispatch pattern 1, or
Dispatch pattern 2
Check of alignment and bearing clearances
Optical instrument or laser
Alignment of bedplate
Crankshaft alignment reading
Bearing clearances
Check of reciprocating parts
Reference sag line for piano wire
Check of reciprocating parts
Piano wire measurement of bedplate
Check of twist of bedplate
Production schedule
Inspection after shop trials
Dispatch pattern, outline
Preservation instructions

S42MC Project Guide

Tools
926 Engine seating
Hydraulic jack for holding down bolts
Hydraulic jack for end chock bolts
937 Engine tools
List of tools
Outline dimensions, main tools
938 Tool panel
Tool panels
Auxiliary equipment
980 Fuel oil unit
990 Exhaust silencer
995 Other auxiliary equipment

941 Shop trials

Shop trials, delivery test
Shop trial report
942 Quay trial and sea trial
Stuffing box drain cleaning
Fuel oil preheating chart
Flushing of lub. oil system
Freshwater system treatment
Freshwater system preheating
Quay trial and sea trial
Adjustment of control air system
Adjustment of fuel pump
Heavy fuel operation
Guidance values automation
945 Flushing procedures MC
Lubricating oil system cleaning instruction

400 000 500

178 61 62

10.07

MAN B&W Diesel A/S

S42MC Project Guide

178 40 94-3.0

Fig. 11.01a: Scaled outline 4-9L42MC,with turbocharger aft, scaled 1:50

430 100 074

178 61 63

11.01

MAN B&W Diesel A/S

S42MC Project Guide

178 40 94-3.0

Fig. 11.01b: Scaled outline 4-9L42MC,with turbocharger aft, scaled 1:50

430 100 074

178 61 63

11.02

MAN B&W Diesel A/S

S42MC Project Guide

178 40 94-3.0

Fig. 11.01c: Scaled outline 4-9L42MC,with turbocharger aft, scaled 1:50

430 100 074

178 61 63

11.03

MAN B&W Diesel A/S

S42MC Project Guide

178 43 49-7.0

Fig. 11.02: Scaled outline 4-9L42MC,with turbocharger aft, scaled 1:100

430 100 074

178 61 63

11.04