L27/38-VBS Project Guide Four-stroke Propulsion Engine compliant with IMO Tier II

Transcription

1 -VBS Project Guide Four-stroke Propulsion Engine compliant with IMO Tier II

2 Complete manual date

3 MAN Diesel Project guide Index L27-2Marine Text Index Drawing No. General information 1000 Introduction Engine programme IMO Tier II - Propulsion Project service propulsion package NOx emission Propeller equipment 2000 Main dimensions Project planning data Data sheet for propeller Propeller clearance Direction of rotation Propeller operation Fitting Stern Tube - Oil Lubricated Stern tube - Stern tube with epoxy resin Stern tube - standard liners Stern tube - Optional liners Stern tube - Sensors in stern tube Stern tube - Seals Stern tube - Net cutter and net pick-up Stern tube - Cover tubes for twin-screw vessels Oil systems - Servo oil system Oil systems - Stern tube lube oil system Oil systems - Oil tank for forward seal Oil specification for Alpha CPP-systems Oil systems - Lubricating oil system - VBS Propeller shaft and coupling - VBS Intermediate shaft Propeller nozzle - General information Propeller nozzle - Standard dimensions Reduction gear 3000 Design features Project planning data - AMG28EV Project planning data - AMG55EV Main dimensions Weight and centre of gravity Foundation PTO on gearbox Servo oil system Shaft brake Packing and preservation 9000 Dispatch condition of engine and reduction gear from MAN Diesel Storage of propeller equipment Storage of electronic equipment Engine 14000

4 MAN Diesel Index Project guide L27-2Marine Text Index Drawing No. Design features Main dimensions Foundation for engine Foundation for engine - rigid mounting Foundation for engine - resilient mounting List of capacities List of capacities List of symbols Exhaust gas components Space requirements Cooling water system Cooling water system cleaning Cooling water inspecting Engine cooling water specifications Engine ventilation Power, outputs, speed Main particulars Operation data & set points Spare parts for unrestricted service Spare parts for restricted service Standard tools - unrestricted service Standard tools - restricted service Additional tools Hand tools Weight and centre of gravity Weight and dimensions of principal parts Fuel oil system Recalculation of fuel consumption dependent on ambient conditions Fuel oil consumption for emissions standard Fuel oil system - MDO Fuel oil system - HFO Heavy fuel oil (HFO) specification Diesel oil (MDO) specification Gas oil / diesel oil (MGO) specification Bio fuel specification Explanation notes for biofuel Viscosity-temperature diagram (VT diagram) Lubricating oil system Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels Starting air system Specifications for intake air (combustion air) Turbocharger - make MAN Exhaust gas velocity Exhaust gas system - Position of gas outlet on turbocharger Exhaust gas system - Exhaust gas compensator System description - SaCoSone Modbus interface - SaCoSone PTO on engine front Weights of Main Components

5 General information 1000

6

7 Page 1 (2) Introduction Introduction General Our project guides provide customers and consultants with information and data when planning new plants incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the modifications associated with upgrading of our project guides, the contents of the specific edition hereof will remain valid for a limited time only. Every care is taken to ensure that all information in this project guide is present and correct. For actual projects you will receive the latest project guide editions in each case together with our quotation specification or together with the documents for order processing. All figures, values, measurements and/or other information about performance stated in the project guides are for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warranties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the information contained in the project guides. MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instructions when the contract documentation has been completed. The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of our supply. All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. If this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail. Original instructions Tier II

8 Introduction Page 2 (2) General Complete propulsion system, examples: Engine 6 L 27/38 6 cyl. 4 stroke turbocharged engine stroke: 38 cm bore: 27 cm engine built in-line number of cylinders Reduction gear AMG 28 gearbox series Alpha Module Gear Propeller equipment VBS 860 diameter of propeller hub CP-propeller with monoblock hub Propeller nozzle FD RD lenght/diameter ratio inside diameter in mm FD = Fixed nozzle RD = Steering nozzle Remote control system Alphatronic 2000: Electronic control system with optimized automatic load control and combined or separate pitch and rpm setting Tier II

9 Page 1 (1) Engine Programme IMO Tier II - Propulsion L21/31, L23/30A, L28/32A Four-stroke diesel engine programme for marine applications complies with IMO Tier II, Propulsion application. r/min Engine type L58/ L51/60DF V51/60DF L48/60CR V48/60CR L48/60B V48/60B L32/44CR V32/44CR L32/40 V32/ V28/33D* V28/33D STC* 775 L28/32A 800 (MGO) 900 L23/30A 1000 L21/31 0 5,000 10,000 15,000 20,000 25,000 kw * The engine complies with EPA Tier Tier II

10

11 Page 1 (1) Project Service Arrangement drawings Contract documentation General Prior to the final engineering stage we need confirmed documentation for the project in question and with the following drawings in our possession: Ship lines plan Engine room arrangement General arrangement Foundation (re-engining) Exhaust gas system Together with adequate information on the hull our Project Engineers are able to carry out arrangement drawings showing the most suitable location of the propulsion plant in the ship. The optimum layout of propeller shaftline and bearings, location of Power Take Off (PTO) and execution of exhaust pipe will be highly considered as well as securing sufficient space for daily maintenance and major overhauls. Moreover, to assist the naval consultant or the shipyard in accomplishing arrangement drawings, drawings of our complete propulsion package can be forwarded on CD-ROM or by E mail direct to you. The drawings will be forwarded in DXF or DWG format in latest version, which can be imported by most CAD systems. Our Project Service from sales to order implementation comprises fields such as: Plant Specific Installation Manual Once the contract documentation has been completed a Plant Specific Installation Manual will be available on the extranet. Instruction manual As part of our technical documentation, an instruction manual will be forwarded. The instruction manual is tailor made for each individual propulsion plant and includes: Descriptions and technical data Operation and maintenance guidelines Spare parts plates The manual can be supplied as a printed copy as well as an electronic book in English on CD ROM. Customer information MAN Diesel & Turbo SE Niels Juels Vej 15 DK-9900 Frederikshavn Denmark Phone Fax info-frh@mandieselturbo.com Selection of optimum propulsion plants Preparation of specific arrangement drawings, piping diagrams etc Lay-out of accessories Waste heat recovery Installation and alignment guidance 10.39

12

13 Page 1 (4) propulsion package The concept Many years of experience with the propulsion concept, together with customers requirements for reliability, economy and technical advancement has resulted in this attractive 800 rpm engine with a cylinder output of 340 kw. The engine can also be quoted with a higher cylinder output of 365 kw at 800 rpm. However, the elevated load is only possible for operation with gas oil according to MAN Diesel specification. Combined with MAN Diesel & Turbo gearboxes (AMG28EV), CP propellers and control systems, the is a fully integrated propulsion package for ferries, Ro Ro vessels, container feeder vessels, cargo ships, tugs, supply and fishing vessels requiring kw. Installation aspects The development target and the idea behind the design were to achieve the shortest possible propulsion system by optimizing the combination of engine, flexible coupling and gearbox. Low dismantling height for cylinder head, piston and cylinder liner is ensured thanks to the marine head connecting rod. The engine front-end box incorporates cooling water pumps, thermostatic valves, lub oil pump, lub oil cooler and the automatic lubricating oil filter. 100% PTO is possible from either end of the engine and in addition a small 50 kw PTO is optional on the front-end box for drive of a seawater pump or similar. Cylinder unit Lub oil cooler Charge air cooler Aut lub oil filter HT cooling water pump Thermostatic valves LT cooling water pump Optional 50 kw/2400 rpm PTO Lub oil pump Optional PTO, 100% engine power Fig 1 propulsion package Tier II

14 propulsion package Page 2 (4) The turbocharger is located on the engine s aft-end box utilising the space above the compact gearbox, resulting in a very low exhaust gas outlet flange position. The engine can be delivered for clockwise rotation (standard) or anticlockwise rotation, seen from the flywheel end. D 445 C Diameter 1693 (2689) (3071) B L M S W A Figures in brackets for reduction gear AMG55EV G (900) H Fig 2 Main dimensions Tier II

15 Page 3 (4) propulsion package Standard programme -VO Open free running propeller Engine type Reduction gear Propeller Dimensions in mm Output mcr Series Type Hub Speed Diam at 800 rpm type rpm mm A B C D G H L M W-min 6 AMG28EV 31VO20 VBS kw 39VO20 VBS bhp 45VO30 VBS VO28 VBS AMG55EV 60V055 VBS AMG28EV 31VO20 VBS kw 39VO20 VBS bhp 45VO30 VBS VO28 VBS AMG55EV 60V055 VBS AMG28EV 31VO20 VBS kw 39VO30 VBS bhp 45VO30 VBS VO30 VBS AMG55EV 60V055 VBS AMG28EV 31VO30 VBS kw 39VO30 VBS bhp 45VO30 VBS VO30 VBS AMG55EV 60V055 VBS The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn. the strength calculation is made at 100% MCR, 100% rpm and 14.5 kn. The propeller is calcualted according to DnV, No Ice Tier II

16 propulsion package Page 4 (4) MAN Diesel & Turbo standard propulsion program with AMG28E & VBS - Ducted Propeller Engine type Reduction gear Propeller Dimensions in mm Output mcr Series Type Hub Speed Diam at 800 rpm type rpm mm A B C D G H L M W-min 6 AMG28E 31VO20 VBS kw 39VO20 VBS bhp 45VO30 VBS VO28 VBS AMG55EV 60V055 VBS AMG28E 31VO20 VBS kw 39VO20 VBS bhp 45VO30 VBS VO28 VBS AMG55EV 60V055 VBS AMG28E 31VO20 VBS kw 39VO30 VBS bhp 45VO30 VBS VO30 VBS AMG55EV 60V055 VBS AMG28E 31VO30 VBS kw 39VO30 VBS bhp 45VO30 VBS VO30 VBS AMG55EV 60V055 VBS The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn. the strength calculation is made at 100% MCR, 100% rpm and 14.0 kn. The propeller is calcualted according to DnV, No Ice Tier II

17 NO x emission Page 1 (1) Maximum allowable emission value NO x IMO Tier II Rated output Rated speed 2) 3) NO x IMO Tier II cycle D2/E2/E3 kw/cyl. rpm 6L-9L : 340 kw/cyl L-9L : 365 kw/cyl. 800 g/kwh ) ) 1) Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from Ships, Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier II) as adopted by the International Maritime Organization (IMO) 2) Cycle values as per ISO : 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO) 3) Maximum allowed NO x emissions for marine diesel engines according to IMO Tier II: 130 n * n -0,23 g/kwh (n = rated engine speed in rpm) 4) Calculated as NO 2 : D2:Test cycle for Constant-speed auxiliary engine application E2: Test cycle for Constant-speed main propulsion application including diesel-electric drive and all controllablepitch propeller installations) E3: Test cycle for Propeller-law-operated main and propeller-law operated auxiliary engine application 5) Contingent to a charge air cooling water temperature of max. 32 C at 25 C sea water temperature. Note! The engine s certification for compliance with the NO x limits will be carried out during factory acceptance test, FAT as a single or a group certification Tier II

18

19 Propeller equipment 2000

20

21 Page 1 (1) Main dimensions W-minimum The dimension W-min is indicated to enable the engine and reduction gearbox to be located as far aft in the engine room as possible. S dimension The S dimension is the stern tube length tailor made to the vessel. These S and W-measurements are required, before we can proceed with production of the propeller equipment. Without these two dimensions it is impossible to prepare the drawings for the workshop. It is also very important to know, if the stern tube has to be rough or finished machined. Bulkhead Diameter A B E L M S W-min Engine type Gear type Hub type Prop Diam. A mm B mm E mm L mm M mm W-min mm 6 31VO20 39VO20 45VO30 56VO28 60VO55 VBS740 VBS740 VBS860 VBS860 VBS VO20 39VO20 45VO30 56VO28 60VO55 VBS740 VBS860 VBS860 VBS860 VBS VO20 39VO30 45VO30 50VO30 60VO55 VBS860 VBS860 VBS860 VBS860 VBS VO30 39VO30 45VO30 50VO30 60VO55 VBS860 VBS860 VBS860 VBS980 VBS Fig 1 Main dimensions 05.02

22

23 Page 1 (3) Project planning data Standard propeller plants A complete range of propulsion systems has been developed to enable the selection of an optimum solution. The range is particularly suitable for selecting the right combination of engine, gearbox and propeller equipment in the project stage. The condition chosen for optimisation is characterised by: Dim. Open Ducted propellers propellers Engine power % Engine revolutions % Ship speed knots 14 4 The dimensioning of the equipment is carried out at 100% MCR according to the rules of classification societies without ice class notation. In case the optimisation criteria deviate considerably from the table above or the vessel has an ice class notation, please do contact us for a detailed calculation. Optimising the propeller equipment We have the facilities and expertise to design and supply a propulsion package, optimized to a customer s specific requirements provided adequate data is available. The design of the propeller, giving regard to the main variables which include diameter, rpm, area ratio etc, is determined by the requirements for maximum efficiency and minimum vibrations and noise levels. The chosen diameter should be as large as the hull can accommodate, allowing the propeller revolutions to be selected according to optimum efficiency. The optimum propeller revolutions corresponding to the chosen diameter can be found from fig 1 for a given reference condition. For a specific plant please fill in the page Project layout data. Propeller diameter mm r/min Engine power kw Fig 1 Optimum propeller diameter open propeller 14 knots 04.48

24 Project planning data Page 2 (3) Four-Stroke standard propulsion programme open propeller Engine Gearbox Gearbox Propeller Hub Propeller Coupling type series type speed type diameter flange (rpm) (mm) type 6 AMG28EV 31VO VBS kw 39VO VBS VO VBS VO VBS AMG55EV 60VO VBS AMG28EV 31VO VBS kw 39VO VBS VO VBS VO VBS AMG55EV 60VO VBS L27/28 AMG28EV 31VO VBS kw 39VO VBS VO VBS VO VBS AMG55EV 60VO VBS AMG28EV 31VO VBS kw 39VO VBS VO VBS VO VBS AMG55EV 60VO VBS The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn. The strength calculation is made at 100% MCR, 100% rpm and 14.5 kn. The propeller is calculated according to DnV, No ice with high skew

25 Project planning data Page 3 (3) Four-Stroke standard propulsion programme ducted propeller Engine Gearbox Gearbox Propeller Hub Propeller Coupling Bollard type series type speed type diameter flange pull (rpm) (mm) type (tons) 6 AMG28EV 31VO VBS kw 39VO VSB VO VBS VO VBS AMG55EV 60VO VBS AMG28EV 31VO VBS kw 39VO VBS VO VBS VO VBS AMG55EV 60VO VBS AMG28EV 31VO VBS kw 39VO VBS VO VBS VO VBS AMG55EV 60VO VBS AMG28EV 31VO VBS kw 39VO VBS VO VBS VO VBS AMG55EV 60VO VBS The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn. The strength calculation is made at 100% MCR, 100% rpm and 14.0 kn. The propeller is calculated according to LRS, No Ice

26

27 Page 1 (2) Propeller Layout Data Project : L21/31 Type of vessel : D S W I For propeller layout please provide the following information: 1. S : mm W : mm I : mm (as shown above) D : mm 2. Stern tube and shafting arrangement layout 3. Stern tube mountings: Epoxy mounted or interference fitted 4. Propeller aperture drawing 5. Copies of complete set of reports from model tank test (resistance test, self-propulsion test and wake measurement). In case model test is not available section 10 must be filled in. 6. Drawing of lines plan 7. Classification society: Notation: Ice class notation : 8. Maximum rated power of shaft generator : kw 9. To obtain the highest propeller efficiency please identify the most common service condition for the vessel: Ship speed : kn. Engine service load : % Service/sea margin : % Shaft gen. service load : kw Draft : m 04.50

28 Propeller Layout Data Page 2 (2) L21/ Vessel Main Dimensions (Please fill-in if model test is not available) Symbol Unit Ballast Loaded Length between perpendiculars L PP m Length of load water line L WL m Breadth B m Draft at forward perpendicular T F m Draft at aft perpendicular T A m Displacement s m 3 Block coefficient (L PP ) C B - Midship coefficient C M - Waterplane area coefficient C WL - Wetted surface with appendages S m 2 Centre of buoyancy forward of L PP /2 LCB m Propeller centre height above baseline H m Bulb section area at forward perpendicular A B m Comments : Date: Signature: 04.50

29 Page 1 (1) Propeller clearance To reduce emitted pressure impulses and vibrations from the propeller to the hull, MAN B&W Alpha recommend a minimum tip clearance as shown in fig 1. In twin-screw ships the blade tip may protrude below the base line. For ships with slender aft body and favourable inflow conditions the lower values can be used whereas full after body and large variations in wake field cause the upper values to be used. D Y X 2 P04-AMG28E Z Baseline Hub Dismantling High skew Non-skew Baseline of cap propeller propeller clearance X mm Y mm Y mm Z mm VBS VBS VBS % of D 20-25% of D Mininum Fig 1 Recommende tip clearance 04.48

30

31 Page 1 (1) Direction of rotation Definitions The direction of rotation is defined seen from aft. The normal direction is anticlockwise for the propeller. Opposite rotating direction can also be supplied by changing direction of the engine. Twin-screw propulsion plants The direction of rotation of the propellers for twinscrew propulsion plants can be chosen in two ways, as shown in fig 1 and fig 2. Usually, we recommend the propellers to turn towards each other at the top. L21/31 This solution will normally give the propellers the highest efficiency, because the flow around the stern of most vessels will favour this direction of rotation. However, it is not possible to give an opinion concerning this, unless model tests are carried out for the specific vessel. The configuration in fig 2 is recommended for icebreakers, river craft or the like, which operate in areas prone to dunnage, trees, ice etc floating in the water. Outward turning propellers will tend to throw out foreign matter rather than wedging it in. PS port side SB starboard PS port side SB starboard Fig 1 Inward turning propellers Fig 2 Outward turning propellers 04.46

32

33 Page 1 (7) Propeller Operation General Operating range for controllable-pitch propeller Engine output [%] Torque, BMEP [%] Load limit 2 Recommended combinator curve 3 Zero thrust MCR Range II 1 2 Range I Engine speed [%] Fig 1 Operating range for controllable-pitch propeller Tier II

34 Propeller Operation Page 2 (7) General Rated output/operating range Acceleration/load increase Maximum continuous rating (MCR) Range I: Operating range for continuous operation. Range II: Operating range which is temporarily admissible e.g. during acceleration and manoeuvring. The combinator curve must keep a sufficient distance to the load limit curve. For overload protection, a load control has to be provided. Transmission losses (e.g. by gearboxes and shaft power) and additional power requirements (e.g. by PTO) must be taken into account. General requirements for propeller pitch control Pitch control of the propeller plant For mechanical speed governors As a load indication a 4 20 ma signal from the engines admission teletransmitter is supplied to the propeller control system. For electronic speed governors As a load indication a 4 20 ma signal from the engines electronic governor is supplied to the propeller control system. General A distinction between constant-speed operation and combinator-curve operation has to be ensured. Combinator-curve operation: The 4 20 ma signal has to be used for the assignment of the propeller pitch to the respective engine speed. The operation curve of engine speed and propeller pitch (for power range, see Fig 1, Operating range for controllable-pitch propeller) has to be observed also during acceleration/load increase and unloading. The engine speed has to be increased before increasing the propeller pitch (see Fig 2, Example to illustrate the change from one load step to another). Or if increasing both synchronic the speed has to be increased faster than the propeller pitch. The area above the combinator curve should not be reached. Deceleration/unloading the engine The engine speed has to be reduced later than the propeller pitch (see Fig 2, Example to illustrate the change from one load step to another). Or if decreasing both synchronic the propeller pitch has to be decreased faster than the speed. The area above the combinator curve should not be reached. Windmilling protection If a stopped engine (fuel admission at zero) is being turned by the propeller, this is called "windmilling". The permissible period for windmilling is short, because windmilling can cause, due to poor lubrication at low propeller speed, excessive wear of the engines bearings. Single-screw ship The propeller control has to ensure that the windmilling time is less than 40 sec. Multiple-screw ship The propeller control has to ensure that the windmilling time is less than 40 sec. In case of plants without shifting clutch, it has to be ensured that a stopped engine won't be turned by the propeller. (Regarding maintenance work a shaft interlock has to be provided for each propeller shaft.) Tier II

35 Page 3 (7) Propeller Operation General Engine output [%] 1 Load limit 2 Recommended combinator curve 3 Zero thrust MCR Detail: decreasing load 1st Pitch (load) 1 2nd Speed 2 Detail: increasing load 1st Speed 2nd Pitch (load) Load steps 3 Engine speed [%] Fig 2 Example to illustrate the change from one load step to another Tier II

36 Propeller Operation Page 4 (7) General Binary signals from engine control Acceleration times Overload contact The overload contact will be activated when the engines fuel admission reaches the maximum position. At this position, the control system has to stop the increase of the propeller pitch. If this signal remains longer than the predetermined time limit, the propeller pitch has to bo decreased. Operation close to the limit curves (only for electronic speed governors) This contact is activated when the engine is ope-rated close to a limit curve (torque limiter, charge air pressure limiter...). When the contact is activated, the propeller control system has to keep from increasing the propeller pitch. In case the signal remains longer than the predetermined time limit, the propeller pitch has to be decreased. Propeller pitch reduction contact This contact is activated when disturbances in engine operation occur, for example too high exhaust-gas mean-value deviation. When the contact is activated, the propeller control system has to reduce the propeller pitch to 60% of the rated engine output, without change in engine speed. Distinction between normal manoeuvre and emergency manoeuvre The propeller control system has to be able to distinguish between normal manoeuvre and emergency manoeuvre (i.e., two different acceleration curves are necessary). MAN Diesel & Turbo's guidelines concerning acceleration times and power range, see page 4 and page 1. Acceleration times for controllable pitch-propeller plants Notes on design For remote controlled propeller drives for ships with unmanned or centrally monitored engine room operation, a load programme has to be provided for the engines. Within the scope of the remote control system (for the pitch adjustment of the controllable pitch propeller or reversing and load application of the engine). This programme serves to protect the preheated engine(s) (lube oil temperature 40 o C and fresh water temperature 60 o C) against excessive thermal stresses, increased wear and exhaust gas turbidity, when the engines are loaded for the first time possibly up to the rated output. In case of a manned engine room, the engine room personnel is responsible for the soft loading sequence, before control is handed over to the bridge. The lower time limits for normal and emergency manoeuvres are given in our diagrams for application and shedding of load. We strongly recommend that the limits for normal manoeuvring will be observed during normal operation, to achieve trouble-free engine operation on a long-term basis. An automatic change-over to a shortened load programme is required for emergency manoeuvres. The final design of the programme should be jointly determined by all the involved parties, considering the demands for manoeuvring and the actual service capacity. Please note that the time constants for the dynamic behaviour of the prime mover and the vessel are in the ratio of about 1:100. It can be seen from this that an extremely short load application time generally don't lead to an improvement in ships manoeuvring behaviour (except tugs and small, fast vessels) Tier II

37 Page 5 (7) Propeller Operation General ASTERN AHEAD FULL ASTERN to STOP STOP to FULL ASTERN STOP to FULL AHEAD FULL AHEAD to STOP Emergency Manoeuvre Normal Manoeuvre Time in minutes Time in minutes Time [min] with preheated engine (lube oil temperature minimum 40 C, cooling water temperature minimum 60 C) Engine speed should generally rise more quickly than propeller pitch when loading and fall more slowly when unloading the enginẹ Engine rating [%] Fig 3 Control lever setting / propeller pitch Tier II

38 Propeller Operation Page 6 (7) General Operating range for fixed-pitch propeller Single shaft vessel Engine output [%] Torque, BMEP [%] Load limit Range II 2 Load limit Range I 3 Theoretical propeller curve 4 Design of propeller (FP) (FP) Range II Range I , Engine speed [%] 10 Fig 4 Operating range for fixed-pitch propeller Tier II

39 Page 7 (7) Propeller Operation General Maximum continuous rating (MCR), fuel stop power Range I Operating range for continuous service subject to a propeller light-running of 1.5 3%. It should be aimed at the lower value. Range II (torque limit) Operating range which is temporarily admissible e.g. during acceleration, manoeuvring. Theoretical propeller curve Applies to a fully loaded vesel after a fairly long operating time and to a possible works trial run with zero-thrust propeller. The propeller design depends on type and application of the vessel. Therefore the determination of the installed propulsive power in the ship is always the exclusive responsiblity of the yard. Determining the engine power: The energy demand or the energy losses from all at the engine additionally attached aggregates has to be considered (e.g. shaft alternators, gearboxes). That means, after deduction of their energy demand from the engine power the remaining engine power must be sufficient for the required propulsion power. Note! Type testing of the engines is carried out at 110% rated output and 103% rated engine speed. FP Design range for fixed-pitch propeller. A new propeller must be designed to operate in this range. Attention! Engine operation in a speed range between 103% and 106% is permissible for maximum 1 hour! Tier II

40

41 Installation The stern tube is designed to be installed from aft. It is of welded construction and machined. A 5 mm fitting allowance is left for final installation machining. The stern tube is delivered with stern tube liners fitted. Guard, alignment / welding ring, sealing flange, adapter ring, oilbox, gaskets, bolts, gravity tank and valves are also included in the supply. The stern tube must be fitted with a tight fit. The propeller boss is measured and the stern tube is finished with an interference of mm. If the bore in the boss is rough or out of round then the bore should be lighter. The contact face of the boss for the stern tube flange has to be flat and square to shaft line, so a leak-proof assembly is obtained. The bore is chamfered. The stern tube with gasket is pressed into position, the oil grooves of the stern tube bearings being in horizontal position. The alignment / welding ring and the sealing flange is fitted on the forward end of the stern tube. The adapter ring is mounted on the forward end of the stern tube, and the oilbox is mounted to. The installation length for the stern tube is checked - it should not deviate by more than S-dimension ± 5.0 mm Molykote GN is applied to the bolts before tightening in to the required torque. Bearing temperature sensors may be required by more of the classification societies, and fitted in the stern tube. Fitting stern tube - oil lubricated XXX Fig 1 Assembled stern tube - oil lubricated S Description Product Alpha Propeller type Mk.5 Doc-ID: (3)

42 Fitting stern tube - oil lubricated Pressing force for stern tube The following formula can be used for calculating of the approx. force required: F = (p E m) L(1 (d/d) 2 ) U 2 F = Pressing force in Newton E = 210,000 N/mm 2 m = 0.15 (steel/steel) d = Inside diameter at the stern tube (mm) D = Outside diameter at the stern tube (mm) L = Total length of the carrying outside diameter of the stern tube (mm) U = Interference fit between the inside diameter of the stern boss and the outside diameter of the stern tube Stern Boss A Stern tube 2. Gasket Oil groove 3. Alignment/Welding ring 4. Sealing ring Description Alpha Propeller Mk.5 Seen from A 5. Sealing flange 6. Gasket 7. Adapter ring 8. Gasket 9. Oilbox (3) Doc-ID:

43 Epoxy chocks Maintenance Stern tube and oil box may be located in epoxy resin but precautions to provide adequate cooling of the stern tube may be necessary. The use of epoxy resin has to be acceptable to the owner and MAN Diesel & Turbo, whilst the installation and design have to be approved by the classification society involved. The stern tube requires no maintenance, but care should be taken that the lubricating oil is not contaminated by water or impurities. With good lubrication the life of the white-metal bearings can be 100,000 hours or more. The max permissible wear is 1.5 mm. The clearance of a new stern tube bearing is indicated in the table below where A = shaft diameter and D = inside diameter of stern tube bearing. A = mm D = A Fitting stern tube - oil lubricated XXX A = mm D = A A = mm D = A A = mm D = A A = mm D = A Stern tube liners delivered separately When supplying loose stern tube liners they have to be fitted with the following press fit: Outside diameter liner Interference to to Description Product Alpha Propeller type Mk.5 Doc-ID: (3)

44

45 Stern tube with epoxy resin The stern tube can be installed with epoxy resin. See fig 1. Precautions have to be taken in order to provide sufficient cooling of the stern tube bearings. The forward end of the stern tube is supported by an alignment ring which is to be welded to the forward end of the propeller boss. It is not necessary to secure the oil box with epoxy resin, while it is supplied with a combined welding/alignment ring. The area and the surface pressure on the resin must be calculated from case to case. The casting must be in accordance with the recommendations of the epoxy supplier. Epoxy mounted stern tube Fig 1 Stern tube Boss - Yard supply Oil box Alignment ring Stern tube with epoxy resin Description Alpha Propeller Mk.5 Doc-ID: (1)

46

47 Page 1 (1) Stern tube Standard liners The stern tube is provided with forward and aft whitemetal liners, fig 1. A thermometer for the forward bearing is standard delivery. Sensors for bearing temperature can be mounted, if required. Lead-based white metal A B E D C Cast iron F 2 P18 Stern tube bush - AFT Stern tube bush - FORE AFT diameter of tailshaft A mm B mm C mm FORE diameter of tailshaft D mm E mm F mm Fig 1 Stern tube white-metal liners 05.18

48

49 Page 1 (1) Stern tube Optional liners We have several years of experience in installing other types of stern tube arrangements. L21/31 These are used mostly when the stern tube is water lubricated. Some types can also be used for oil lubricated stern tubes. Where required, the propeller plant can be equipped with rubber liners for sea water lubricated stern tube, see fig 1. Cooling water 2 P10-AMG28E Fig 1 Water lubricated stern tube example 03.30

50

51 Page 1 (1) Stern tube Sensors in stern tube The propulsion plant is equipped with a number of sensors which via the alarm plant warn against abnormal operating conditions which may lead to breakdown. The sensors can be either of the on/off type or analog, depending on the alarm plant. L21/31 The sensors are designed for replacement without redrawing of shaft. On/off sensors are usually connected in such a way that in case of alarm the switch will break, ie they are prepared for connection to a closed circuit alarm plant. View B-B Cable pipe Support pipe for cable pipe, located between fore and aft bearing A A Cable pipe Pt 100 sensor-te3952 (option) Aft stern tube bearing Terminal box B View A-A TI3951- Thermometer 2 P17 B Pt 100 sensor- TE3951 (option) Fig 1 Sensors in stern tube example 05.46

52

53 Page 1 (1) Stern tube Seals L21/31 As standard, the stern tube is provided with forward and aft stern tube seals of the lip ring type with three lip rings in the aft seal and two lip rings in the forward seal, fig Optionally split seals, face seals and pollution free seals can be supplied on request Aft stern tube seal Fore stern tube seal Fig 2.11 Stern tube seals 03.30

54

55 Page 1 (1) Stern tube Net cutter and net pick up L21/31 To avoid fishing lines and nets being wound up by the rotating propeller and causing damage to the stern tube seal, two precautions can be taken. By installing net cutters, a first barrier which will try to cut the net and line into smaller pieces is established. The net cutters consist of 4 knives (fig 1 and 3) which are welded to the non-rotating boss tube of the stern and overlap the rotating part of the propeller. 2 P14 Depending on the direction of rotation the knives should be installed angled o to the shaft axis and positioned 90 o apart. A second barrier may be applied by installing a net pick-up (fig 2) which will wind up the net before it reaches the stern tube seal, in case the lines are able to pass the net cutters. The pick-up is placed under the protection cover at the fore-end of the propeller hub. Installation Fig 2 Net pick up Installation of propeller equipment into the ship s hull shows many different solutions depending on installation requirements from the ship yard and the ship owners operational demands. We have the expertise and knowledge of all the different possible stern tube installations to meet specific wishes and requirements. 2 P Fig 1 Net cutter knives anti clockwise propeller rotation Fig 3 Net cutter knives clockwise propeller rotation 03.30

56

57 Page 1 (1) Stern tube Cover tubes for twin-screw vessels L21/31 Different combinations of cover tube designs can be supplied on request. See example fig 1. Propeller side Gearbox side See detail A-bracket 2 P15 Guide for covertube Sterntube Fig 1 Cover tube design 03.30

58

59 Page 1 (2) Oil systems Servo oil system P2 4 PT 3253 PT 2230 PT PT 2221 PSH LSL 2206 CLUTCH OUT CLUTCH IN SERVO FORWARD ALPHA REDUCTION GEAR SERVO ASTERN SERVO RETURN TE TE 2244 TE 2240 TE 2241 TO LUBRICATING TE 2242 TE 2243 TE 2246 P1 ** E4 PSL 2231 PT 2231A TE 2231 E5 6 PT 2231B Fig 1 Oil diagram 09.27

60 Oil systems Page 2 (2) Connections: See install. arr. E4 E5 P1 P2 Cooling water to cooler Cooling water from cooler Stand-by pump - suction Stand-by pump - pressure * = Not built on ** = Only for EMG55EV Item Description 1 Prefilter for pump 2 Oil pump 3 Non-return valve 4 Non-return valve 5 Valve unit 6 Oil cooler 7 High pressure filter 8 Prefilter for stand-by pump 9 Oil stand-by pump* 10 Low pressure filter 09.27

61 Page 1 (1) Oil systems Stern tube lub oil system In order to prevent sea water penetration, the system is kept under static pressure by the gravity tank placed above normal load water line in accordance with the stern tube seal manufacturer s recommendations. The gravity tank in fig 1 is equipped with level glass, L21/31 piping connections, and a flange where a level alarm (LSL3954) can be mounted. Level alarm low Gravity tank for stern tube, capacity : 75 l H tank Load water line Venting Pressure control system for outboard seal. "Optional" Simplex SC and larger. Pressure control oil to chamber II IN THE AFT SEAL. Oil tank for outboard seal, capacity: 30 l Max Min BWL To be closed in dry-dock Overflow H TANK H BWL Sectional view of oil box C.L. prop. shaft Connections for temperature sensor for aft bearing Drain Oil in See formula in the manual for the stern tube seal for calculation of HTANK Lubricating oil system for stern tube Fig 1 Lub oil diagram 05.17

62

63 Page 1 (1) Oil systems Oil tank for forward seal L21/31 The oil tank fig 1 is equipped with level glass and piping connections. Max. level Min. level Oil tank for inboard seal, capacity: 15 l Oil system for inboard stern tube seal Fig 1 Sectional view of inboard stern tube seal 05.17

64

65 Page 1 (1) Oil specification for Alpha CPP-systems General information For both the servo oil system (only VBS-types) as well as the stern tube/shaft seal system, only single grade mineral oil is accepted. Viscosity limits The kinematic 40 C of the oil used must be in the range cst according to ISO. ISO & SAE classification ISO Viscosity Grade 100 & 150 ( cst) as well as SAE 30 & 40 (approx cst) is accepted. A mix of these two viscosity grades is also accepted. Notes Note I: The oil for the stern tube/shaft seal system must be chosen also in accordance with the approved oil list from the shaft seal manufacturer/supplier. L21/31 Note II: In case of continuous operation in cold waters, it is recommended to use ISO VG100/SAE30 oil for the system. Note III: For the servo oil system, permitted contamination class is 10 (NAS1638), 21/19/16 (ISO4406:1999), 11 (SAE AS4059:D) and recommended filtration rating is10-20 µm. For both systems the maximum water content is 5%. Note IV: Normally it will be possible to choose an oil,which fulfils the demands for both the CPP system, the engine and/or the gearbox. IMPORTANT In the contractual warranty period for the CPP equipment, the oil used must fulfil the above specifications. Any deviation will only be allowed provided a written acceptance is given by MAN Diesel. Further we undertake no responsibility for difficulties that might be caused by the oil itself

66

67 Page 1 (1) Oil systems Lubricating oil system The stern tube and hub lubrication is a common system. The stern tube is therefore kept under static oil pressure by a stern tube oil tank placed above sea level, see fig 1. L21/31 All our propellers with seals of the lip ring type operate on lub oil type SAE 30 or SAE 40 usually the same type of lubricating oil as used in the main engine and reduction gear. In case of operating in cold waters it is recommended to use SAE 30 lub oil. Stern tube oil tank Oil tank forward seal Lip ring seals 2 P16-AMG28E Fig 1 VBS Lub oil system 03.31

68

69 Page 1 (2) Propeller shaft and coupling Propeller shaft and coupling The propeller hub and shaft are supplied assembled, with the aft seal fitted, fig 1. The propeller blades can be supplied fitted depending on propeller size and transport facilities. The tailshaft can only be installed from the aft end. Standard tailshafts can be supplied up to a length of 14 m, longer on request. In plants with long shaftlines, the max distance between the intermediate journal bearings can be estimated by means of the following formula provided the propeller speed is below 350 r/min. L = 450 shaft diameter (mm) L : maximum bearing distance L21/31 For twin screw ships with open shaft line arrangement supported by struts the distance between the aft and second aft bearing should not exeed 20 times the shaft diameter. For easy alignment of the propeller shaftline, alignment calculations are made and a drawing with instructions is supplied for all propulsion plants. Wear-ring O-ring Fig 1 Propeller hub/shaft mounting 04.50

70 Propeller shaft and coupling Page 2 (2) L21/31 Hydraulic coupling flange The flange diameter of the coupling matches the counter part of the gearbox flange. This type of coupling uses a special shrink fitted mounting. High pressure oil of more than 2,000 bar is injected between the muff and the coupling flange by means of the injectors. By increasing the pressure in the annular space C, with the hydraulic pump, the muff is gradually pushed up the cone. Longitudinal placing of the coupling flange as well as final push up of the muff is marked on the shaft and muff. For assembling or dismantling we recommend to use SAE30 oil. To facititate mounting at low temperatures, the coupling can be heated to approx 20 o C. Special shaft arrangements We have several years of experience in special shaft arrangements: Pendulum ferries Supply and anchor handling vessels Sailing ships Ferries Injectors Venting screw Muff 100 mm A... Mark on shaft A... Hydr. pump Distance for push-up stamped on coupling muff Fig 2 Fitting hydraulic coupling flange - Type ODG 04.50

71 Page 1 (1) Intermediate shaft Journal bearing Bulkhead seal VBS propeller Hydraulic coupling Detail A Detail B Intermediate shaft with servo oil pipe for VBS propeller. To be specified by the customer Servo pipe 2 P21-AMG28E Detail A Detail B Fig 1 Intermediate shaft example 04.04

72

73 Page 1 (2) Propeller nozzle General information Fixed nozzle L21/31 Nozzles offer many advantages for tugs and trawlers or whenever high thrust at low speed is required. We have supplied hundreds of nozzles, both fixed and steering nozzles. A special propeller blade design is supplied with the nozzle. A correctly mounted nozzle will have a favourable influence on propeller induced vibrations, as the nozzle has an equalizing effect on the wake field round the propeller. Furthermore ducted propellers are lower loaded than open propellers contributing to a lower vibration level. Design and classification approval of the nozzle support structure is the responsibility of the yard, but some general recommendations are given in the following. The nozzle and struts must be orientated relative to the general water flow behind the hull in order to reduce drag and optimize propulsion. Furthermore the struts must be fitted to allow free flow around the whole surface of the nozzle. Behind a V shaped afterbody, the nozzle should be tilted 2 3 o relative to the baseline with the forward end downward to suit the flow to the nozzle, fig 1. As the propeller shaft very often has an aft inclination in proportion to the baseline, the relative tilting between the nozzle and the propeller shaftline is increased. This has no negative influence on the propulsion performance providing the angle does not exceed 5 7 o. Pivot point Engine inclination Max 5-7 2P05 -AMG28E 2-3 Fig 1 Fixed nozzle - uncovered struts 03.31

74 Propeller nozzle Page 2 (2) L21/31 With the propeller blade in a vertical downward position, and set at zero pitch, it is possible for the blade tip to be outside the stainless steel belt within the nozzle. This is acceptable because the tip moves astern into the stainless steel zone, when Ahead pitch is applied. Cavitation in the lower part of the nozzle can normally be disregarded, due to the improved water flow and pressure head available in this area. The position of the nozzle should have sufficient space for dismantling of the propeller blades and shaft. The nozzle is prepared for mounting with struts. Structurally, the side struts are cut through the shell plating and connected to the hull framing. The shell plating should be strengthened locally. The upper nozzle support might be constructed as a closed streamlined box as shown on fig 2 or with sidestruts in V form. During construction of the nozzle attachment, it is important to realize that not only strength and reliability purposes have to be observed, but the hydrodynamic performance as well. Providing ample clearance between hull and nozzle reduces the thrust deduction and improves the propulsion. Width of nozzle Struts Pivot point Space for dismantling C Propeller shaft L C Nozzle L 2P06 -AMG28E Max 6-7 Fig 2 Fixed nozzle - struts in streamlined box 03.31

75 D min D max MAN Diesel & Turbo Page 1 (1) Propeller nozzle Standard dimensions The fixed nozzle can be supplied in two standard lengths, either 0.4 or 0.5 propeller diameter, according to application. Standard fixed nozzles are normally 0.4 propeller diameter as propellers for geared propulsion systems are relatively low loaded. For higher loaded propellers and fluctuations in wake field it may be recommendable to use nozzle 0.5 propeller diameter. Fixed nozzle L/D = 0.4 Nozzle Prop. D D L Weight Weighttype diam. min max approx. less FD buoyancy mm mm mm mm Kg Kg Fixed nozzle L/D = 0.5 FD Nozzle Prop. D D L Weight Weighttype diam. min max approx. less FD buoyancy mm mm mm mm Kg Kg L Fig 1 Fixed nozzle

76

77 Reduction gear 3000

78

79 Page 1 (1) Design features General information MAN Diesel launched the development of reduction gearboxes in the late sixties and today more than 1500 gearboxes have been produced. The gearboxes AMG28EV and AMG55EV are specially designed for the 27/38 propulsion engine and covers a power range from 2040 kw to approx 3285 kw depending on the gearbox ratio. Standard reduction ratios are in the range from 2.8 to 6.0. All reduction gearboxes are designed, manufactured, and approved in accordance with the rules of the major Classification Societies. The gearboxes are capable of managing very high ice-class notations. Reduction gearbox The AMG28EV and AMG55EV reduction gearboxes incorporates the following main functions: 5. As an option, the gearbox can be equipped with a built-on power take-off (PTO). The standard power take-off is of the primary type. This makes it possible to use the PTO while the propeller is disengaged, an advantage as the shaft alternator can be used as main power source during stay in port. AMG28EV Series designation AMG Alpha Module Gear 28 Gearbox series E Electro/hydraulic pitch control V For VBS-propeller 45VO30 Type designation 45 Gear ratio 10 VO Vertical offset 30 Gear box size 1. Clutch for engaging and disengaging the propeller from the engine. The friction clutch is hydraulically actuated and is of the multiple disc type with sintered plates. As option the gearbox can be supplied without clutch. 2. Built-on servo system for controlling the VBS propeller. Servo oil inlet to the propeller goes through the gear output shaft. 3. Gear wheels for reduction of engine revolutions to required propeller revolutions. The gear wheels are single helical, made of special alloy steel, case hardened and ground, giving a high strength with low noise levels. All bearings in the gearbox are pressure lubricated slide bearings. 4. Thrust bearings for absorbing the propeller thrust are integrated. Thrust bearings are with tilting pads to ensure full surface contact. Fig 1 Sectional view of gearbox 08.09

80

81 Page 1 (1) Project Planning Data - AMG General Design Data - AMG28EV L21/31, Built on servo oil pump, flow Min./ max. oil level, gear housing Stand-by pump, pressure Stand by pump, capacity Nom. temperature range for thrust bearing Nom. temperature range for journal bearing Nom. temperature range for lub oil (outlet from cooler) Alarm limit, thrust bearing temperature Alarm limit, journal bearing temperature Alarm limit, lub oil pump temperature Alarm limit, lub oil pressure Alarm limit, clutch oil pressure Max. propeller thrust Thrust shaft flange diameter Thrust bearing type Center distance, gear wheels Servo piston, stroke (Not for EV-version) Servo piston, diameter (Not for EV-version) Soft clutch-in: - Pressure in oil accumulator - Time for built-up pressure at clutch-in REQUIREMENTS FOR INSTALLATION / ø575 TILTING-PAD 700/ ø L/min litre Bar l/min C C C C C C Bar Bar kn mm mm mm mm Bar Sec. Foundation bolts Adjusting foundation screws Chocks thickness Suction pipe, stand-by pump Pressure pipe, stand-by pump Oil content at alarm Oil cooler type - Water connection - Water flow - Water temperature inlet (maximum) Weight approx (dry) 12xø24/M24 4xM mm DN65 DN litre PF-20-1P L=800 DN80 30 m 3 / h 42 C 8500 kg OPERATING DATA Nom. lub oil pressure Min./max. lub oil pressure Nom. servo oil pressure (without pressure increase) Max. servo oil pressure Clutch oil pressure min./max. (optional) 6L21/31: Bar 7L21/31: Bar 8L21/31: Bar 9L21/31: Bar 3 Bar Bar 30 Bar 60 Bar 6: Bar 7: Bar 8: Bar 9: Bar 11.49

82

83 Page 1 (1) Project Planning Data - AMG General Design Data - AMG55EV Built on servo oil pump, flow Min./ max. oil level, gear housing Stand-by pump, pressure Stand by pump, capacity Nom. temperature of thrust bearing Nom. temperature of journal bearing Min./max. lub oil temperature (outlet from cooler) Alarm limit, thrust bearing temperature Alarm limit, journal bearing temperature Alarm limit, lub oil pressure Alarm limit, clutch oil pressure Max. propeller thrust (nominal / bollard pull) Thrust shaft flange diameter Thrust bearing type Centre distance, gear wheels Max. total pitch stroke [VBS740 VBS1280] Soft clutch-in: - Pressure in oil accumulator - Time for built-up pressure at clutch-in REQUIREMENTS FOR INSTALLATION / / bar below min. 310/495 ø575/ø775 TILTING-PAD l/min litre Bar l/min C C C C C Bar kn mm mm mm Bar Sec. Foundation bolts Adjusting foundation screws Chocks thickness Suction pipe, stand-by pump Pressure pipe, stand-by pump Oil content at alarm Oil cooler type - Water connection - Water flow - Water temperature inlet (maximum) Weight approx (dry) 12xø24/M24 4xM mm DN100 DN litre PF L=631 DN80 62 m 3 / h 39 C kg OPERATING DATA Nom. lub oil pressure Min./max. lub oil pressure Nom. servo oil pressure (without pressure increase) Max. servo oil pressure Clutch oil pressure min./max. 2.5 Bar Bar 30 Bar 70 Bar 6: Bar 7: Bar 8: Bar 9: Bar 11.49

84

85 Page 1 (3) Main dimensions 633 Max.ø t PTO shaft Fig 1 AMG28EV gearbox PTO - Starboard 05.31

86 Main dimensions Page 2 (3) 874 Max.ø t6 PTO shaft Fig 2 AMG28EV gearbox PTO - Center 05.31

87 Page 3 (3) Main dimensions Max ø 130 ø ø 180 t R900 PTO Fig 3 AMG55EV Gearbox - main dimensions 05.31

88

89 Page 1 (2) Weight and centre of gravity Weight and centre of gravity of gearbox The gearbox is delivered with a flexible coupling. Type of coupling depends on engine power. The approximately weight without coupling and without oil is 8500 kg Lifting gearbox The gearbox is lifted by three wire straps connected to the four lugs. One strap is to be connected to lugs aft and the other two straps to the two forward lugs. Fig 1 Reduction gearbox AMG28EV weight and centre of gravity 04.51

90 MAN Diesel & Turbo Weight and centre of gravity Page 2 (2) Weight and centre of gravity of gearbox The gearbox is delivered with a flexible coupling. Type of coupling depends on engine power. The approximately weight without coupling and without oil is kg Lifting gearbox The gearbox is lifted by three wire straps connected to the four lugs. One strap is to be connected to lugs aft and the other two straps to the two forward lugs. Fig 1 Reduction gearbox AMG55EV weight and centre of gravity 04.51

91 Page 1 (2) Foundation Installation of gearbox The foundation must be as stiff as possible in all directions to absorb the dynamic forces caused by the engine and the propeller thrust. The propeller thrust is transferred to the foundation through fitted holding down bolts when the gearbox is seated on steel chocks. When using epoxy chocks, side and end chocks are to be fitted at both forward and aft end, fitted bolts can then be omitted. Noise and vibration levels Noise and vibrations from the gearbox are minimised by using cast iron. Precision ground helical gear wheels with optimum correction and forced lubricated slide bearings, also reduce the noise and vibration levels. 0 Detail C Flywheel G07-AMG28E Gear flange 1280 See detail C Flywheel Aft-end box Cyl x6xø26 Holding down bolts 2x2xM24 Adjusting screws Fig 1 Gearbox foundation top view 04.04

92 Foundation Page 2 (2) Input shaft Output shaft See detail B * * 40 * * 1 * Guidance only Detail B, GEAR S 10 H2 X 40 * 3 G08-AMG28E Spotfacing ø60 To check for possible creep in the epoxy material, measuring pins are to be welded on the top plate at each side of the engine/reduction gear at both ends and midlenght before casting the epoxy chocks. X: Height of chocks between 25 and 50 mm. S: Min 1 mm. Fig 2 Gearbox foundation aft view 04.04

93 Page 1 (2) PTO on gearbox Whenever the gearbox is supplied with a PTO, (fig 1) the arrangements must be planned in co-operation with us and all necessary information made available to enable us to calculate the complete propulsion system torsional vibration characteristic. The most frequent requirements for PTO s are to drive alternators, hydraulic pumps, etc. Generally, a flexible coupling between the PTO and the generator will be necessary and this coupling must be selected to transmit the power and give suitable torsional vibration characteristics. A toothed coupling will normally not be acceptable. When the generator is not in use, we recommend that it should be free wheeling as vibrations during standstill might damage the ball bearings in the generator. PTO s are installed on the aft end of the gearbox and can provide 1500/1800 rpm as standard for synchronous drives. The PTO s are supplied as an integrated part of the gearbox. Output power is max 1500 kw. D CkWel 1008 B A 394 Fig 1 PTO on reduction gearbox 09.28

94 PTO on gearbox Page 2 (2) PTO data sheet 1500 rpm alternator PTO data sheet 1800 rpm alternator Generator A B C D kw el mm mm mm mm Generator A B C D kw el mm mm mm mm PTO placement

95 Page 1 (3) Servo oil system Servo oil system Propeller ZT Pressure control low control PSL PT PT A B Clutch engaged indication PSH Cluth out 44 Multiple disc clutch Clutch in Servopiston Ahead Astern 3725B S I S I ZT 3725A Pitch Indication ZI 3725B Input shaft main bearings temperature TE 2240 TE 27 Hydraulic outlet for shaft break ZC 2711A 18 ZC 2711B 11 TE Engine PT 2221 Y b ZC Y1 7 ZC ZC Gearbox lubrication B 3721A 4720 Pitch command 8a 14 9 TE 2231 Lube oil temperature control Valve block TE 2244 Thrust bearing temperature TE 2243 TE 2242 Output shaft main bearings temperature 15 E7 Water E6 49 PT 3252 Safety block PT LSL 29 Oil filling Level dip stick Air vent M P Oil drain 25 P1 Oil sump Fig 1 Oil diagram 12.06

96 Servo oil system Page 2 (3) Item Description 7 Proportional valve 8 Servo valve 8a Control pressure max setting 8b Control pressure min setting 9 Clutch oil valve 10 Max system pressure 11 Non-return valve 12 HP double filter 13 Non-return valve 14 Lub oil back pressure valve 15 Cooler 17 4/2 way valve clutch 18 Accumulator 19 Difference pressure safety valve 20 El-motor 21 HP oil pump 22 HP flange pump 24 Excess flow check valve 25 Magnetic prefilter 26 Flow reduction valve 27 Hydraulic outlet for shaft brake 29 For oil filling 35 By-pass 44 Measuring connection 48 Isolating valve 49 Testing connection The oil system (see fig 1) consists of three systems integrated in one: clutch, servo for pitch control and lub oil system. The oil system is protected by a double full flow filter, which cartridge can be exchanged while the gear is in service. The propeller pitch is adjusted by an electrically controlled proportional valve. The exact position of the propeller pitch is detected by a non-contacting magnetostrictive sensor which gives a precise and safe feed-back signal and will allow no unintended movement of the propeller pitch once the chosen pitch has been set. Oil for pitch control is supplied to the propeller through an oil distributor ring placed in the forward end of the lower shaft. Pressure controlled non-return valves built on to the side of the oil sleeve ensure that the actual pitch setting will be kept also in case of failure in power supply. The hydraulic system is designed for a max pressure of 60 bar during manoeuvres, but the actual pressure required is normally considerably lower. The oil pressure is automatically reduced by approx 50% to maintain pitch once the desired setting has been attained. Prefilter, item 25 PSL 2231 PT 2221 During the engaging process of the multi disc clutch the following controlling devices have to be delayed for 15 sec. Clutch pressure low, stand by pump start Clutch pressure low, alarm To protect the gear oil stand by pump (item 21), a prefilter (item 29) has to be installed before the pump. Design data: Capacity: See gear oil stand by pump, item 21 Mesh size: mm PSH 2222 Clutch engaged indication Parts and piping to be supplied and mounted by yard All pipes installed by the yard must be free of all foreign parts and forging scales. Connections: E6 Cooling water inlet E7 Cooling water outlet P1 Stand-by pump inlet P2 Stand-by pump outlet Gear oil stand-by pump, item 21 To ensure good suction conditions for the gear oil stand-by pump (item 21), the pump should be placed as low as possible. The suction pipe should be as short and with as few bends as possible in order to prevent cavitation of the pump

97 Page 3 (3) Servo oil system The gear pump also acts as a priming pump for the gearbox prior to start. Design data: Capacity: See planning data Pressure: Max 60 bar Start-up 30 bar Temperature: Max 70 C Viscosity: Normal cst Start-up 1000 cst Non-return valves, item 13 To facilitate automatic start-up of stand-by pumps, a non-return valve after the built-on pump and after the stand-by pump is standard. Pressure control valves, items 8, 8a, 8b, 9 and 14 oil (item 9), a pressure control valve for lubricating oil (item 14) and a special pressure control valve (item 8) for servo oil. Gear oil cooler, item 15 The gearbox is supplied with a built-on oil cooler. The cooler has only one element made of extruded material. This results in a very compact cooler. By use of correct cooling liquid no cleaning or maintenance is needed. Oil quality Lubricating oil SAE30 with FZG class of minimum 12 can be used. A valve block is mounted on the gearbox. The valve block consists of a pressure control valve for clutch 12.06

98

99 Page 1 (1) Shaft brake As an option, the gearbox can be supplied with a shaft brake. The shaft brake is mainly used in connection with fishing vessels to prevent the propeller from causing damage to the fishing-tackle and consequently avoid rope or wire to be caught by the propeller. No specific requirements in design of the propeller shafting are necessary when installing shaft brakes. When a shaft brake is required, the disc can be accommodated between any convenient inboard coupling flange in the propeller shafting and the gear thrust shaft. Fig 1 shows the shaft brake arrangement. Brake linings are non-asbestos environmentally safe with longer service life. Oil pressure from the clutch-out side of the oil distributor box is led to the shaft brake, which means that the brake is activated as soon as the propeller shaft is clutched out. The static brake power is about 5-10% of the nominal torque. The brake power can be increased by using several pairs of callipers. Shaft brake Disc for brakes 3 G03-AMG28E Thrust shaft Seen from above Fig 1 Shaft brake arrangement 04.04

100

101 Packing and preservation 9000

102

103 Page 1 (1) Dispatch condition of engine and reduction gear from MAN Diesel General The engine and reduction gear are situated on wooden foundation, covered with tarpaulins and equipped with lifting tools. External components which are not varnished are protected with preservative (VCI-product) and internal unvarnished components are sprayed with same. This protective oil is totally soluble with lubricating oils and should not be removed when putting the engine and reduction gear into service. Storage of engine and reduction gear at customers Engine and gearbox should always be stored indoor in a dry environment and at a minimum, covered with tarpaulins. Engine and gearbox should be stored indoors at a minimum of 5 C above outside temperatures to avoid condensation, or in a humidity controlled environment at a relative humidity of 45-55%. Maintenance intervals Protection maintenance must be carried out at the following intervals: Storage conditions (dry and indoor at 5 C above outside temperature or relative Humidity of 45-55% every 4 months If the above conditions are not met every 1 month Exhaust must be covered until installation, and Indicator valves closed. Turning of engine and reduction gear Where storage is for 8 months or more, lubricating oil must be applied to each cylinder every six months, during the monthly turning. For lubrication, lub oil or preservation (VCI-product) (max 1/4 litres per cylinder) can be introduced through the indicator valve. When storing the engine longer than 24 months, bearing and piston inspection must be carried out before starting up the engine, and MAN Diesel must in all cases, be informed. During storage the reduction gear should be turned monthly and when storage exceeds 24 months, inspection of the bearings, gearwheels, servomotor, and clutch must be carried out. MAN Diesel must in all cases be informed. Protection maintenance - Remove the crankcase, camshaft and rocker arm covers. - Check the surfaces and maintain the preservation by painting thoroughly with preservative (VCI-product). - Check the top of the cylinder heads and paintwith preservation. - Replace covers. - Check the external surfaces and restore preservation, if necessary with preservative. - Check the paint work and repair, as necessary. - Remove the outlet pipe from the turbocharger exhaust and turn the rotor of the turbocharger. - Replace the pipe. - Restore the original packing as far as possible and cover with tarpaulins. When storage of engines is for more than 60 days following dispatch from the factory, then engine must be turned 3 1/2 revolutions each month, and the rest position of the crank must be at a different position. Indicator valves should be opened prior to turning and then closed again on completion of turning

104

105 91200 Dispatch conditions of propeller equipment from MAN Diesel & Turbo The propeller equipment is treated by MAN Diesel & Turbo with conservation grease. Furthermore the propeller equipment is covered with foil, shock absorbing material and a wooden layer. The propeller hub is furthermore sealed by a tarpaulin. Storage of propeller equipment at customer Upon arrival of equipment it is yard responsibility to visually inspect that there are no damages to the protection cover. Minimum protection during storage must be by covering with tarpaulins to keep dry. The propeller equipment should be keept in the wooden foundation as delivered. MAN Diesel & Turbo do however recommend indoor storage and maintaining min 5 C above outdoor temperature to avoid condensation and sweating. Packing and preservation Maintenance intervals Protection maintenance must be carried out at the following intervals prior to installation: Good storage conditions (dry and indoor)... every 12 months Poor storage conditions (outdoor)... every 3 months Immediately after installation in the ship, the propeller shaft must be treated with preservation oil/grease in order to avoid corrosion and damages to the shaft. Please note: Propeller parts with build-on electronics are to be stored and handled as electronic equipment Description Alpha Propeller Mk.5 Doc-ID: (1)

106

107 Dispatch conditions of electronic equipment from MAN Diesel & Turbo Panels and control unit are packed in well-sealed boxes and to protect the components from corrosion they are supplied with a Cor-trol VCI Vapour Corrosion Inhibitor giving an invisible protective ionic layer. Small electronic components are packed in poly bags supplied with Cortrol VCI tablets. Storage of electronic equipment at customers The equipment should always be stored in a dry environment. Under normal warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condition that prevents any air circulation within. Packing and preservation Protection maintenance Provided the sealing has been properly maintained no additional measures are needed for the entire period of protection. The electronic equipment can be put into operation without degreasing, coating removal or cleaning. Installation works During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and fire. It is not allowed to do any welding works near the cabinets. The cabinets have to be fixed to the floor or to the walls by means of screws. If it is necessary to do welding works near the cabinet the cabinets and panels have to be protected against heat, electric current and electromagnetic influences. For protection against current, all cabling has to be disconnected from affected components. Installation of additional components inside the cabinets is allowed upon approval by the responsible project manager of MAN Diesel & Turbo only Description Alpha Propeller Mk.5 Doc-ID: (1)

108

109 Engine 14000

110

111 Page 1 (2) Design features Design criteria for Decisive parameters for a propulsion engine are the requirements for a compact engine design and long term reliability in operation. In order to reduce the engine length, external pipe connections are arranged on the sides of the frontend box The small optional PTO is located on the forward side. However, other requirements as mentioned below, have been given high priority: Long time between overhauls (TBO) No unscheduled maintenance and repair work Unrestricted heavy fuel oil operation Low fuel and lub oil consumption rates, fulfilling legal emission limit values High maintenance and operation friendliness Good part load behaviour Easy installation, rigidly or resiliently seated Engine frame and crankshaft The monobloc nodular cast iron engine frame forms the most vital part of the engine. Through-going main bearing tie rods and the deeply positioned cylinder head tie rods maintain a static preloading of the casting, thereby absorbing dynamic loads attained from gas and mass forces, with a high safety margin. All tie rods are tightened hydraulically. Well supported main bearings carry the crankshaft with generously dimensioned journals. The com bi nation of a stiff box design and the carefully balanced crankshaft ensure that the engine is running smoothly and free of vibrations. Front-end box A unique feature is the introduction of the front-end box, arranged at the free end of the engine. It contains connecting ducts for cooling water and lubricating oil systems as well as pumps (plug-in units), thermostatic valve elements, lub oil cooler and the automatic back-flushing lub oil filter. Fig 1 Sectional view of engine 10.40

112 Design features Page 2 (2) Cylinder unit Lubricating oil system The cylinder unit incorporating cylinder head, water jacket, piston and connecting rod can either be withdrawn/installed as a complete unit or as individual components, depending on the available space conditions. The cylinder liner features a flame ring in the top. The purpose is to scrape away coke deposits on the piston top land and thereby avoid bore polishing of the cylinder liner. This will ensure optimal ring performance and low lub oil consumption. The piston is a composite piston with steel crown and a nodular cast iron body. A wear resistant chrome layer on the piston rings ensures long TBOs. The robust connecting rod is of the marine head type with the joint above the marine head and fitted with hy draulically tightened units. During piston withdrawal, the marine head remains on the journal, saving dismantling space and at the same time protecting the journal. The cross-flow cylinder head in nodular cast iron ha s 2 inlet and 2 exhaust valves all rotating to minimize wear and equalize temperatures. Together with the direct cooled exhaust valve seat rings, a reliable operation is ensured. The engine features an entirely closed lub oil system which ensures easy installation on board and no risk of dirt entering the lub oil circuit. The helical gear type lub oil pump is mounted in the front-end box and draws the oil from the wet sump. Via a pressure regulator, the oil flows through the lub oil plate cooler and the full-flow automatic back-flushing lub oil filter. This solution eliminates exchange of filter cartridges as well as the waste disposal problem. The back-flush oil is drained to the sump. A purifier is to be connected to maintain proper condition of the lub oil. An integrated thermostatic valve ensures a constant lub oil temperature to the engine. Cooling water system The cooling water system is based on separate low and high temperature systems. Both circuits are cooled by fresh water. Turbocharging, charge air cooler The turbocharging system is based on the constant pressure principle, using the newly developed radialflow type MAN Diesel & Turbo turbochargers. Starting air system The engine is started by means of a built-on air starter, controlled from the instrument panel on the engine or from the remote control system. In case of electric power failure, an emergency starting facility can be activated. A cranking device is fitted on the engine. HT system The water is circulated by the HT pump through the first stage of the charge air cooler, the jacket water collar, cylinder heads and thermostatic valve, through the high temperature cooler, back to the HT pump. Nearly 100% of the heat removed from the high temperature system can be utilized for heat recovery. LT system The water is circulated by the LT pump through the second stage of the charge air cooler, the lub oil coolers for engine and gearbox, the high temperature cooler, through the central cooler and back to the LT pump

113 Page 1 (2) Main dimensions Fig 1 Engine type Fig 2 Engine type Tier II

114 Main dimensions Page 2 (2) Fig 3 Engine type Fig 4 Engine type Tier II

115 Page 1 (1) Foundation for engine The details given in this chapter are important for dimensioning the engine foundation and the aft structure of the vessel. The forces and torques, arising due to weight, and operation of the engine must be taken into consideration when designing the engine foundation. For information on forces and torques, see fig 1. We recommend the clearance between the tanktop and oil pan of the engine to be min 15 mm, when the engine/reduction gear is placed on the top plates without chocks Order moment, vertical 2. Order moment, vertical AFT 1. Order moment, horizontal 2. Order moment, horizontal Fig 1 Guide pressure moment, horizontal External forces and moments 1 order moment 2 order moment Free forces Guide pressure Engine Horisontal Vertical Horisontal Vertical Horisontal Vertical moment Type rpm knm knm knm knm kn kn knm Hz

116

117 Page 1 (5) Foundation for Engine - Rigid Mounting DETAIL C FLYWHEEL Scale 1: Flywheel cyl Flywheel Aft-end box Detail C Cyl.6 Cyl.5 Cyl.4 Cyl.3 2x13x26 Holding down Bolts 2x2xM30 Adjusting screws 5 2 Cyl.2 Cyl.1 Front Foundation Bolt Front-end box The wedges are to be lightly driven into place, re-checked and tack-welded at service temperature Engine seating - 6 DETAIL C FLYWHEEL Scale 1: cyl Aft-end box Detail C CYL Cyl Cyl x15x26 Holding down Bolts 2x3xM30x2 Adjusting screws 2315 Cyl Cyl.3 The wedges are to be lightly driven into place, re-checked and tack-welded at service temperature Cyl Cyl Front Foundation Bolt 3783 Front-end box Engine seating

118 Foundation for Engine - Rigid Mounting Page 2 (5) DETAIL C FLYWHEEL Scale 1: cyl Flywheel 11 Aft-end box Detail C Cyl Cyl Cyl x17x26 Holding down Bolts 2x3xM30 Adjusting screws 2315 Cyl.5 Cyl.4 The wedges are to be lightly driven into place, re-checked and tack-welded at service temperature Cyl Cyl Cyl Front Foundation Bolt 4228 Front-end box Engine seating Detail C Flywheel Scale 1: cyl 0 0 Flywheel Aft-end box Detail C Cyl Cyl Cyl x19x26 Holding down Bolts 2x3xM30 Adjusting screws Cyl Cyl Cyl.4 Cyl.3 Cyl Cyl Front Foundation Bolt 4639 Front-end box The wedges item 8 are to be lightly driven into place, re-checked and tack-welded at service temperature. Engine seating

119 Page 3 (5) Foundation for Engine - Rigid Mounting CL Crankshaft SEE DETAIL A * ø * * 15 R * * GUIDANCE ONLY 1 DETAIL A, ENGINE Scale 1:2.5 To check for possible creep in the epoxy material, measuring pins are to be welded on the top plate at each side of the engine at both ends and midlenght before casting the epoxy chocks. 2 3 S Y 40 * H1 4 Spotfacing ø

120 Foundation for Engine - Rigid Mounting Page 4 (5) Ra 3.2 M Ra 1.6 ø24 M24 3x45 3x45 L=H1+85 Ra 3.2 HOLDING-DOWN BOLT, ITEM SIDE CHOCKS, ITEM WEDGE, ITEM 8 MATERIAL SPECIFICATION: - Holding-down bolts item 2, nuts item 1 and 4 and endchock bolts item 12: Tensile strenght min 700 N/mm. Yield point min 640 N/mm. ISO property class 8.8 or similar. EPOXY CHOCKS: - Epoxy plan, see guiding "Calculation for epoxy chocks" - Height of chocks "Y" for engine: mm 30 TIGHTENING TORQUE FOR HOLDING-DOWN BOLT ITEM 2: Tightening torque according to epoxy chock calculation Tightening torque for end chock bolts, item 12: 830 Nm 10.47

121 Page 5 (5) Foundation for Engine - Rigid Mounting The supporting plates of the end chock, item 10, must be adapted to the foundation top plate, and full welded both inside and outside Ra 3.2 ** Height of epoxy chock "Y" + 50 mm Tightening torque for endchock bolts,item 12: 830 Nm R 25 ** Ra 1.6 Ra 3.2 3x45 ø Bolt for end chock Item 12 3x45 Ra 3.2 Scale 2:1 R 41.8x Spherical washer for end shock, Item Min height 40mm Adjustable spherical washer Item 11 Max height 50mm ITEM DESCRIPTION 1 M24 nut M24 holding-down bolt Plain washer. Min hardness 200HB M24 nut with locking device 5 Adjusting screw (MAN Diesel & Turbo supply) 7 Side chocks 8 Wedge 10 Engine end chocks 11 Adjustabel spherical washer M30 bolt for engine end chocks Spherical washer M30 nut with locking device 10.47

122

123 MAN Diesel 6 Turbo Page 1 (3) Foundation for Engine - Resilient Mounting A (The engine shown is 8) 16 A View A-A C L - Crankshaft Hexagon screw Washer Hexagon screw Support plate for bracket Bracket for resilient mounting Resilient mounting element Hexagon screw Shim Cylindrical distance piece Fastening plate Alignment screw Hexagon screw Guide Mounting template Hexagon screw Distance ring 1 2 Section B Section C 3 Section D ø Bricks for adjusting screws Yard supply. The engine is supplied without brackets and rubber mountings. The engine is to be landed on the adjusting screws (item 11), and aligned in proportion to the gearbox according to the alignment instructions. Brackets (item 5) and rubber mountings (item 6) etc are supplied as loose parts and have to be installed according to the description "Installation of rubber mountings". Mounting template (item 14) is to be used for installation of the cylindrical distance pieces (item 9) and the fastening plates (item 10)

124 Foundation for Engine - Resilient Mounting Page 2 (3) 6 twin-bracket single-bracket Position of rubber mountings Position of adjusting screws

125 MAN Diesel 6 Turbo Page 3 (3) Foundation for Engine - Resilient Mounting The rubber mountings should now be attached to the brackets. Before attaching, the rubber mounting is to be pre-adjusted as follows: Attach the mountings to the brackets by means of fixing the central buffer (item 22), washer (item 27) and nut (item 28), handtight. Remove nut (item 28) and washer (item 27) from the mounting Base casting Central buffer Synthetic bush Rubber element Top casting Adjusting nut Washer Nut Tapped hole M12 for jacking bolts Protecting cap Twin bracket Single bracket Twin bracket for starboard side as shown - mirror imaged for port side. Location of the rubber mountings changes with no of cylinders

126

127 Page 1 (2) List of Capacities : 365 kw/cyl., 800 rpm, MGO Reference Condition : Tropic Air temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity Temperature basis Setpoint HT cooling water engine outlet 1) Setpoint LT cooling water engine outlet 2) Setpoint Lube oil inlet engine C C bar % C C C C nominal (Range of mechanical thermostatic element 79 C to 85 C) 35 C nominal (Range of mechanical thermostatic element 29 C to 41 C) 66 C nominal (Range of mechanical thermostatic element 63 C to 72 C) Number of Cylinders Engine output Speed Heat to be dissipated 3) Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine Flow rates 4) Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lube oil External (from engine to system) HT water flow (at 40 C inlet) LT water flow (at 38 C inlet) Air data Temperature of charge air at charge air cooler outlet Air flow rate Charge air pressure Air required to dissipate heat radiation (engine) (t 2 -t 1 = 10 C) kw rpm kw kw kw kw kw m 3 /h m 3 /h m 3 /h m 3 /h m 3 /h C m 3 /h 5) kg/kwh bar m 3 /h Exhaust gas data 6) Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190 C) Permissible exhaust back pressure m 3 /h 7) t/h C kw mbar < 30 1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat. 2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat. 3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. 4) Basic values for layout of the coolers. 5) Under above mentioned reference conditions. 6) Tolerance: quantity +/- 5%, temperature +/- 20 C. 7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions Tier II

128 List of Capacities Page 2 (2) Number of Cylinders Pumps External pumps 8) For MGO/MDO-operation Diesel oil pump (3.5 bar at fuel oil inlet B3) m 3 /h For HFO-operation Fuel oil supply pump (4 bar discharge pressure) m 3 /h Fuel oil circulating pump (8 bar at fuel oil inlet B3) m 3 /h Lube oil pump (4.5 bar) m 3 /h LT cooling water pump (2.5 bar) m 3 /h HT cooling water pump (2.5 bar) m 3 /h Starting air data Air consumption per start, incl. air for jet assist (IR/TDI) Nm ) Tolerance of the pumps delivery capacities must be considered by the manufactures Tier II

129 Page 1 (2) List of Capacities : 340 kw/cyl., 800 rpm Reference Condition : Tropic Air temperature LT-water temperature inlet engine (from system) Air pressure Relative humidity Temperature basis Setpoint HT cooling water engine outlet 1) Setpoint LT cooling water engine outlet 2) Setpoint Lube oil inlet engine C C bar % C C C C nominal (Range of mechanical thermostatic element 77 C to 85 C) 35 C nominal (Range of mechanical thermostatic element 29 C to 41 C) 66 C nominal (Range of mechanical thermostatic element 63 C to 72 C) Number of Cylinders Engine output Speed Heat to be dissipated 3) Cooling water (C.W.) Cylinder Charge air cooler; cooling water HT Charge air cooler; cooling water LT Lube oil (L.O.) cooler Heat radiation engine Flow rates 4) Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage) LT circuit (lube oil + charge air cooler LT stage) Lube oil External (from engine to system) HT water flow (at 40 C inlet) LT water flow (at 38 C inlet) Air data Temperature of charge air at charge air cooler outlet Air flow rate Charge air pressure Air required to dissipate heat radiation (engine) (t 2 -t 1 = 10 C) kw rpm kw kw kw kw kw m 3 /h m 3 /h m 3 /h m 3 /h m 3 /h C m 3 /h 5) kg/kwh bar m 3 /h Exhaust gas data 6) Volume flow (temperature turbocharger outlet) Mass flow Temperature at turbine outlet Heat content (190 C) Permissible exhaust back pressure m 3 /h 7) t/h C kw mbar < 30 1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat. 2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechanical thermostat. 3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. 4) Basic values for layout of the coolers. 5) Under above mentioned reference conditions. 6) Tolerance: quantity +/- 5%, temperature +/- 20 C. 7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions Tier II

130 List of Capacities Page 2 (2) Number of Cylinders Pumps External pumps 8) For MGO/MDO-operation Diesel oil pump (3.5 bar at fuel oil inlet B3) m 3 /h For HFO-operation Fuel oil supply pump (4 bar discharge pressure) m 3 /h Fuel oil circulating pump (8 bar at fuel oil inlet B3) m 3 /h Lube oil pump (4.5 bar) m 3 /h LT cooling water pump (2.5 bar) m 3 /h HT cooling water pump (2.5 bar) m 3 /h Starting air data Air consumption per start, incl. air for jet assist (IR/TDI) Nm ) Tolerance of the pumps delivery capacities must be considered by the manufactures Tier II

131 Page 1 (4) List of Symbols Pipe dimensions and piping signature L21/31 Pipe dimenesions A : Welded or seamless steel pipes. Normal Outside Wall Diameter Diameter Thickness DN mm mm In accordance with classification or other rules B : Seamless precision steel pipes or Cupipes. Piping Stated: Outside diameter and wall thickness i.e. 18 x 2 : Built-on engine/gearbox : Yard supply / Items connected by thick lines are built-on engine/ gearbox

132 List of Symbols Page 2 (4) L21/31 Pump, general DIN 2481 Ballcock Centrifugal pump DIN 2481 Cock, three-way, L-port Centrifugal pump with electric motor DIN 2481 Double-non-return valve DIN Gear pump DIN 2481 Spectacle flange DIN 2481 Screw pump DIN 2481 Spectacle flange, open DIN 2481 Screw pump with electric motor DIN 2481 Spectacle flange, closed DIN 2481 Compressor ISO 1219 Orifice Heat exchanger DIN 2481 Flexible pipe Electric pre-heater DIN 2481 Centrifuge DIN Heating coil DIN 8972 Suction bell Non-return valve Air vent Butterfly valve Sight glass DIN Gate valve Mudbox Relief valve Filter Quick-closing valve Filter with water trap ISO 1219 Self-closing valve Typhon DIN Back pressure valve Shut off valve Thermostatic valve Pressure reducing valve (air) Oil trap Accumulator ISO 1219 DIN / Pneumatic operated valve Pressure reducing valve with pressure gauge 04.27

133 Page 3 (4) List of Symbols PI 1.2 Measuring device Local reading Pressure Indication no 1.2 (refer to list of instruments) Shut off cock with test flange L21/31 PT 2231 Measuring device Remote reading Pressure Transmitter ID-no 2231 (refer to list of alarms) Before unit - pressure high Measuring pressure difference After unit - pressure low Plugged connection for additional device Specification of letter code for measuring devices 1st letter Following letters / D : Density E : Electric F : Flow L : Level M ; Moisture P : Pressure S : Speed T : Temperature V : Viscosity Z : Position (ISO 3511/I-1977(E)) A : Alarm D : Difference E : Transducer H : High I : Indicating L : Low N : Closed O : Open S : Switching, shut down T : Transmitter X : Failure C : Controlling Z : Emergency/safety acting The presence of a measuring device on a schematic diagram does not necessarily indicate that the device is included in our scope of supply. For each plant. The total extent of our supply will be stated formally

134 List of Symbols Page 4 (4) L21/31 Specification of ID-no code for measuring signals/devices 1st digit Refers to the main system to which the signal is related. 2nd digit Refers to the auxillary system to which the signal is related. 1xxx : Engine x0xx : LT cooling water 2xxx : Gearbox x1xx : HT cooling water 3xxx : 4xxx : 5xxx : Propeller equipment Automation equipment Other equipment, not related to the propulsion plant x2xx : x3xx : x4xx : Oil systems (lub. oil, cooling oil, clutch oil, servo oil) Air systems (starting air, control air, charging air) Fuel systems (fuel injection, fuel oil) x5xx : x6xx : Exhaust gas system x7xx : Power control systems (start, stop, clutch, speed, pitch) x8xx : Sea water x9xx : Miscellaneous (shaft, stern tube, sealing) The last two digits are numeric ID for devices referring to the same main and aux. system. Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter, the ID specification is followed by a letter (A, B,...etc.), in order to be able to separate the signals from each other /

135 Page 1 (2) Exhaust gas components General Exhaust gas components of medium speed four-stroke diesel engines The exhaust gas is composed of numerous constituents which are formed either from the combustion air, the fuel and lube oil used or which are chemical reaction products formed during the combustion process. Only some of these are to be considered as harmful substances. For the typical exhaust gas composition of a MAN Diesel & Turbo four-stroke engine without any exhaust gas treatment devices, please see tab. 1. All engines produced currently fulfil IMO Tier II. Main exhaust gas constituents approx. [% by volume] approx. [g/kwh] Nitrogen N ,020 5,160 Oxygen O ,030 Carbon dioxide CO Steam H 2 O Inert gases Ar, Ne, He Total > ,000 Additional gaseous exhaust gas constituents considered as pollutants approx. [% by volume] approx. [g/kwh] Sulphur oxides SO x 1) Nitrogen oxides NO x 2) Carbon monoxide CO 3) Hydrocarbons HC 4) Total < Additionally suspended exhaust gas constituents, PM 5) approx. [mg/nm 3 ] approx. [g/kwh] operating on operating on MGO 6) HFO 7) MGO 6) HFO 7) Soot (elemental carbon) 8) Fuel ash Lube oil ash Note! At rated power and without exhaust gas treatment. Tab. 1. Exhaust gas constituents (only for guidance) 1) SO x according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight. 2) NO x according to ISO-8178 or US EPA method 7E, total NO x emission calculated as NO 2. 3) CO according to ISO-8178 or US EPA method 10. 4) HC according to ISO-8178 or US EPA method 25A. 5) PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration. 6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%. 7) Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%. 8) Pure soot, without ash or any other particle-borne constituents

136 Exhaust Gas Components Page 2 (2) General Carbon dioxide CO 2 Carbon dioxide (CO 2 ) is a product of combustion of all fossil fuels. Among all internal combustion engines the diesel engine has the lowest specific CO 2 emission based on the same fuel quality, due to its superior efficiency. Carbon monoxide CO Carbon monoxide (CO) is formed during incomplete combustion. In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture formation and turbocharging process successfully reduces the CO content of the exhaust gas to a very low level. Sulphur oxides SO x Sulphur oxides (SO x ) are formed by the combustion of the sulphur contained in the fuel. Among all propulsion systems the diesel process results in the lowest specific SO x emission based on the same fuel quality, due to its superior efficiency. Nitrogen oxides NO x (NO + NO 2 ) The high temperatures prevailing in the combustion chamber of an internal combustion engine causes the chemical reaction of nitrogen (contained in the combustion air as well as in some fuel grades) and oxygen (contained in the combustion air) to nitrogen oxides (NO x ). Hydrocarbons HC The hydrocarbons (HC) contained in the exhaust gas are composed of a multitude of various organic compounds as a result of incomplete combustion. Due to the efficient combustion process, the HC content of exhaust gas of MAN Diesel & Turbo fourstroke diesel engines is at a very low level. Particulate Matter PM Particulate matter (PM) consists of soot (elemental carbon) and ash

137 Page 1 (3) Space Requirements Dismantling Space Sufficient space for pulling the pistons, cylinder liners, cylinder heads, and charging air cooler must be available. C Crankshaft L C Crankshaft L E08 Fig 4.20 Lifting height for pistons Fig 4.21 Lifting height for cylinder heads C Crankshaft L E08 Fig 4.22 Lifting height for cylinder liners 04.46

138 Space Requirements Page 2 (3) C Crankshaft L C L of cyliner no 1 Front foundation bolt Fig 4.23 Dismantling lub oil filter Fig 4.24 Dismantling lub oil pump C Crankshaft L C Crankshaft L (without studs) 3482 (with studs) 1757 Fig 4.25 Dismantling charging air cooler Fig 4.26 Dismantling complete cylinder unit 04.46

139 Page 3 (3) Space Requirements E02-AMG28E Min 2500 Fig 1 Centre distance for twin engine installation 04.46

140

141 M M MAN Diesel & Turbo Page 1 (9) Cooling Water System C 34 B A DN 100 DN DN 32 DN 100 F12 F10 F5 33 F6 F4 F1 DN 100 DN M M DN 100 DN F7 TE 1104A TE 1104B TE PSL 1102 PT 1102A PT 1102B 36 A B C F13 37 Gearbox E7 15 E6 E7 E6 14 E8 DN 32 TE 1103 TE DN TE 1002 TE 1004 PT 1002 PSL 1002 E3 16 TE M 11 E2 17 A C B DN 100 E1 18 DN Item Description Seachest low Seachest high Sea water filter Sea water pump Overboard discharge valve LT pump LT stand-by pump Regulating valve (optional) Charging air cooler, LT section Orifice for cooling water to gearbox Gear oil cooler Engine lubricating oil cooler LT thermostatic valve Central cooler LT expansion tank HT pump HT stand-by pump Charging air cooler HT section Adjustment valve for heat recovery Thermostatic valve for heat recovery Heat recovery HT thermostatic valve HT fresh water cooler Circulating pump for preheater Preheater HT expansion tank Connections: E1 LT cooling water - inlet E2 LT cooling water - outlet E3 LT cooling water stand-by pump - pressure E6 LT cooling water to gear cooler (on gear/engine) E7 LT cooling water from gear cooler (on gear/engine) F1 HT cooling water - inlet F4 HT cooling water stand-by pump - pressure F5 HT cooling water to heat recovery system F6 HT cooling water from heat recovery system F7 HT cooling water to expansion tank (venting) F10 Engine preheating - inlet F12 Engine preheating - outlet F13 HT cooling water - outlet (to cooler) Sea water filters (item 3): We recommend a filter with max 3 mm meshsize to prevent clogging of the central cooler. Thermostatic valves (items 17, 34 and 36): A, B and C refer to port position (diverting mode) Expansion tank (items 29 and 49): The lowest water level in the expansion tanks should be min 6 meters above centerline of crankshaft. Inlet to expansion tank to be beneeth the lowest water level. Fig 6.4 Cooling water diagram 11.07

142 Cooling Water System MAN Diesel & Turbo Page 2 (9) C 34 B A DN100 DN32 M 39 DN32 DN100 DN F12 F10 F5 33 F6 F4 F8 F1 DN100 M DN100 F7 TE 1104A TE 1104B PSL 1102 PT 1102A A B C F13 TE PT 1102B DN100 9 Gearbox 15 E7 E6 E7 E6 DN32 14 E8 TE DN100 TE 1002 PT PSL E M 11 TE 1005 E2 E1 37 A 17 DN100 C B 18 DN100 M 4 M Item Description Seachest low Seachest high Sea water filter Sea water pump Overboard discharge valve LT pump LT stand-by pump Regulating valve (optional) Charging air cooler, LT section Orifice for cooling water to gearbox Gear oil cooler Engine lubricating oil cooler LT thermostatic valve Central cooler LT expansion tank HT pump HT stand-by pump Charging air cooler HT section Adjustment valve for heat recovery Thermostatic valve for heat recovery Heat recovery HT thermostatic valve HT fresh water cooler Circulating pump for preheater Preheater HT expansion tank Connections: E1 LT cooling water - inlet E2 LT cooling water - outlet E3 LT cooling water stand-by pump - pressure E6 LT cooling water to gear cooler (on gear/engine) E7 LT cooling water from gear cooler (on gear/engine) E8 LT cooling water to expansion tank (venting) F1 HT cooling water - inlet F4 HT cooling water stand-by pump - pressure F5 HT cooling water to heat recovery system F6 HT cooling water from heat recovery system F7 HT cooling water to expansion tank (venting) F8 HT cooling water from expansion tank (venting) F10 Engine preheating - inlet F12 Engine preheating - outlet F13 HT cooling water - outlet (to cooler) Sea water filters (item 3): We recommend a filter with max 3 mm meshsize to prevent clogging of the central cooler. Thermostatic valves (items 17, 34 and 36): A, B and C refer to port position (diverting mode) Expansion tank (items 29 and 49): The lowest water level in the expansion tanks should be min 6 meters above centerline of crankshaft. Inlet to expansion tank to be beneeth the lowest water level. Fig 6.4a Cooling water diagram 11.07

143 Cooling Water System Page 3 (9) Cooling Water System The engine is designed for freshwater cooling only. Therefore the cooling water system has to be arranged as a centralised or closed cooling water system. All recommendable types are described in the following. The engine design is almost pipeless, i.e. the water flows through internal cavities inside the front-end box and the cylinder units. The front-end box contains all large pipe connections. On the aft-end, the water to the gear oil cooler has to be connected by the yard. The engine is equipped with built-on freshwater pumps for both the high and low temperature cooling water systems. To facilitate automatic start-up of stand-by pumps, non-return valves are standard. Thermostatic valve elements, which control the high and low temperature cooling water system, are also integrated parts of the front-end box. In case the HT cooler as alternative is a part of the LT cooling water system the LT thermostatic valves are to be replaced by dummies inside the front-end box and an external thermostatic valve housing is required to be placed in the LT circuit just after the HT freshwater cooler. The engine is equipped with a two stage charge air cooler. The first stage is placed in the high temperature cooling water system. The charging air temperature after the turbocharger is at its maximum, making a higher degree of heat recovery possible, when the heat is dissipated to the high temperature cooling water. The second stage of the charge air cooler is placed in the low temperature system. It will cool the charging air further down before entering the combustion chamber. For special applications i.e. sailing in arctic waters with low air temperatures and direct air intake from deck, a regulating system can be applied to control the water flow to the second stage of the charge air cooler in order to increase the charging air temperature, at low load. Water Quality The fresh water used as coolant, should be as clean as possible. The ph value should be between 6.5 and 8 at 20 C. The total hardness of the water must be max 10 dh (German hardness degrees). If the hardness is higher, the water should be diluted with some soft water. The contents of chlorine, chloride, silicate and sulphate must be as low as possible and must not exceed the following values: Chlorine: 10 PPM Chloride: 50 PPM Silicate: 150PPM Sulphate: 100PPM The fresh water must be treated with additives in order to reduce the risk of corrosion in the engine. Anti corrosive agents are not included in our usual scope of supply. The freshwater cooling system should be treated prior to carrying out sea trials. There are two basic types of chemical additives: Chromate base Nitrite base or similar Additives of chromate base are often considered to be more effective, but we advise against using them due to their extreme poisonousness and they are not permitted if a freshwater generator is incorporated in the plant. For information on additives recommended by us, please refer to Cooling water inhibitors, which can be forwarded on request. New engines, supplied by us are cleaned and nitrated. Providing the freshwater inhibiting is correctly maintained then future cleaning of the system should hardly be necessary. However if it should be required, we would be pleased to assist with recommendations for degreasing, de-scaling with acid and inhibiting

144 Cooling Water System Page 4 (9) Velocity recommendations for freshwater and sea water pipes: Freshwater: Suction pipe: m/s Delivery pipe: m/s Sea water: Suction pipe: m/s Delivery pipe: m/s Central Cooling Water System Sea Water Filter, Item 3 Design data: Capacity: See sea water pump Pressure drop across clean filter: Max 0.05 bar Pressure drop across dirty filter: Max 0.1 bar Mesh size: ##-5 mm Free filter hole area: Min two times the normal pipe area. Sea Water Pumps, Item 4 The pumps should always be installed below sea water level when the ship is unloaded. H (m) Layout point 1 ~305C SW pump System resistance curve 75% 100% Lay-out point 2 ~325C SW pump Single pump operation Two pumps in parallel operation V (m3/h) The pumps in parallel, layout point 2 see fig 6.5, are as standard designed to fulfil: Capacity: Determined by the cooler manufacturer. Approx % of fresh water flow in the cooler, depending on the central cooler. Pressure: bar Sea water temperature: Max 32 C The volume of sea water required to circulate through a known sized cooler to remove a known amount of heat, is very sensitive and dependent on the sea water temperature. The relation between sea water temperature and the necessary water flow in the central cooler is shown in fig Flow % Fig 6.6 Necessary water flow C Sea water temperature Fig 6.5 Pump characteristic Depending on the actual characteristic of the system resistance curve and the pump characteristic curve, the sea water flow with only one pump in service will be approx 75%. This means that the cooling capacity can be obtained with only one pump until reaching a sea water temperature of approx 30 C

145 Page 5 (9) Cooling Water System The back pressure in single pump operation must be observed as a low back pressure may lead to unfavourable operation and cavitation of impeller. We are pleased to advise on more specific questions concerning the layout of pumps and location of orifices, etc. Central Cooler(s), Item 18 If we are to supply the central cooler(s), it will be a plate cooler with titanium plates. Design data: Heat transfer: See planning data Pressure drop LT: Max 0.5 bar Pressure drop SW: Max 0.5 bar standard Max 1.0 bar if HT cooler is in LT system Two Central Coolers in Parallel For an extra investment of 20-25% for the central cooler a much greater safety margin can be achieved by installing two central coolers each of 50% required capacity, operating in parallel instead of one cooler at 100% capacity. With such flexibility it is possible to carry out repair and maintenance during a voyage especially in temperate climates where the sea water temperature is below the design temperature. LT Freshwater Pump, Item 10 The built-on low temperature pump is of the centrifugal type. The maximum back pressure in the low temperature section with clean cooler must not exceed 2.5 bar. For multi engine installations with a common centralised cooling water system the built-on pumps should be replaced with common electrically driven pumps for full flow. Design data: See planning data LT Stand-by Pump, Item 11 The stand-by pumps should be of the centrifugal type. Design data: Capacity: Pressure: See planning data, for the built-on freshwater pump See planning data, for the built-on freshwater pump HT Sea Water Cooler, Item 37 The HT sea water cooler will be a plate cooler in titanium as standard. Design data: Heat transfer: See planning data Pressure drop HT: Max 0.5 bar Pressure drop SW: Max 0.5 bar HT Fresh Water Cooler (Option) The HT cooler can as an alternative be installed as a part of the LT cooling water system. This will require a separate thermostatic valve for the LT cooling water system. The HT freshwater cooler will be a plate cooler in stainless steel. Design data: Heat transfer: See planning data Pressure drop HT: Max 0.5 bar Pressure drop LT: Max 0.5 bar LT Thermostatic Valve, Item 17 The temperature of the LT cooling water to the charge air cooler is normally controlled by thermostatic valve elements of the expanding agent type. The function of the thermostatic valve is to maintain the outlet temperature of the low temperature water within 29 C to 41 C depending on operating conditions, by re-circulating the water to the suction of the pump or let it in through the central cooler (item 18)

146 Cooling Water System Page 6 (9) The re-circulated water is led directly to the suction side of the built-on pumps. Expansion Tanks, Items 29 and 49 Separate expansion tanks for the LT and HT system should be installed to accommodate for changes of volume due to varying temperatures and possible leakage in the LT and HT systems. The separated HT and LT systems facilitates trouble shooting. The minimum water level in the expansion tank should be no less than 6 m above the centre line of the crankshaft. This will ensure sufficient suction head to the freshwater pump and reduce the possibility of cavitation, as well as local hot spots in the engine. The expansion tank should be equipped with a vent pipe and flange for filling the tank with water and inhibitors. The vent pipe should be installed below the minimum water level to reduce oxidation of the cooling water due to splashing from the vent pipe. Volume: HT Stand-by Pump, Item 31 Min 10% of water volume, however, min 100 litres. The stand-by pumps should be of the centrifugal type. Design data: Capacity: See planning data, for the built-on freshwater pump Pressure: See planning data, for the built-on freshwater pump Temperature: Max 95 C Circulating Pump for Preheater, Item 38 For preheating the engine a pump should be installed to circulate high temperature cooling water trough the preheater. Design data: Capacity: m = m 3 /h Q: Heat radiation from engine in kw, see below C p : Specific heat for water kj/kg C t: The desired temperature drop across engine = 5 C Pressure: Max 2 bar Temperature: Max 85 C Preheater, Item 39 The engine must be fitted with preheating facilities. Preheating is required to avoid producing unnecessary shock loads that may arise as a result of temperature differences if the engine is started from cold. Design data: Preheating temperature MDO engine: Min 40 C Preheating temperature HFO engine: C The heating power required for electrical preheating is stated below: Engine type Heating power 6 9 kw kw 8 12 kw kw The figures are based on raising the engine temperature to 40 C (20-60 C) for a period of 10 hours including the cooling water contained within the engine. We will be pleased to make calculations for other conditions on request

147 Page 7 (9) Cooling Water System The preheater can be of the electrical type. If sufficient central heating capacity is available, a plate type heat exchanger can be installed. It is important that the inhibited fresh water, used in the main engine cooling system, is not mixed with water from the central heating system. Thermostatic Valve for Heat Recovery, Item 34 If the heat recovery is below 25% of the heat rejection from engine jacket water the heat recovery equipment (item 35) can be connected in series with the HT freshwater cooler. By utilisation of more than 25% of the heat in the HT cooling water section, an additional thermostatic valve, item 34, should be installed for bypassing of the HT fresh water cooler thus avoiding unnecessary cooling after the heat recovery equipment (item 35). Connection of Heat Recovery or Freshwater Generator By layout of the freshwater generator we recommend that no more than 90% of the heat available at MCR is utilised due to safety margins, part load operation and deviations in ambient conditions. The expected obtainable freshwater production using a normal generator of the single vacuum evaporator type can be estimated. Design data: Capacity: m= 0.03 x Q m 3 /24h Q: Utilised heat in kw Pressure: Max 2.5 bar Pressure drop: Max 0.5 bar Temperature: 80 C Different Arrangements of Central Cooling Systems There are many variations of centralised cooling systems and we are available to discuss various changes to suit an owner s or builder s specific wishes. For each plant, special consideration should be given to the following design criteria: Sea water temperatures, pressure loss in coolers, valves and pipes, pump capacities etc, for which reason these components have not been specified in this guide. Closed Cooling Systems Several systems have been developed to avoid sea water. The benefits are: Minimising the use of expensive corrosion resistant pipes, valves and pumps Sea water pumps at reasonable costs No cleaning of plate type central heat exchangers Such systems are advantageous in the following conditions: Sailing in shallow waters Sailing in very cold waters Sailing in corrosive waters (e.g. some harbours) Sailing in water with high contents of solids (dredging and some rivers) A disadvantage of most closed cooling water systems is the poor heat transfer coefficient. LT coolers with very small temperature differences between the cooling water and the sea or raw water, require a relatively large heat exchanger to enable sufficient heat transfer. The 27/38 engine is a high efficient main engine calling for high efficient coolers. Therefore some designs cannot be recommended. We are available to offer advice for specific cooler types, but the final responsibility for design, pressure losses, strength and system maintenance remains with the yard and the ship owner. We reserve the right not to accept proposed coolers, which seems to be insufficient for its purpose. Also when using other types of closed cooling water systems the HT and LT cooling water systems have to be separated

148 Cooling Water System Page 8 (9) Box Cooler The box cooling system has through many years proven to be a reliable closed cooling water system. The box cooler is a pre-manufactured tube bundle for mounting in a sea chest. The movement of the sea water across the heat exchanger is initiated by the movement of the heated sea water upwards because of the lower density compared with that of the surrounding water. This means that the heat transfer is less dependant on the ship s speed, compared to coolers mounted on the shell of the vessel. However the speed of the vessel does have some influence on the cooling area. For vessels sailing at below 3 knots at MCR, i.e. tugs, dredgers etc, the speed has to be considered when designing the cooler. The temperature of the sea water has influence on the heat exchanger efficiency as well. We recommend that a temperature of 25 C or 32 C is used, depending on the vessel s operating area. The tube bundle is normally of corrosion resistant material with a non-metallic coating. The coating protects the vessel from galvanic corrosion between the sea chest and the box cooler. Uncoated coolers may be used, but special consideration has to be given to the galvanic separation of the box cooler and the hull. In waters with mussels and shell fish these might want to live on the tube bundle, which the different box cooler manufacturers have different solutions to avoid. Y Y th3=805c Gear oil cooler Main engine Heatrecovery option Preheater Charg.air cooler stage 2 tl1=385c Engine lub oil cooler Charg.air cooler stage 1 HT cooler Fig 6.7 Box cooling diagram 11.07

149 Page 9 (9) Cooling Water System If the box cooler is supplied by us, it consists of a steel frame for welding to the hull, a tube bundle and a topbox, delivered complete with counter flanges, gaskets and bolts. Design data: Heat transfer: See planning data Pressure drop through all coolers: Max 0.5 bar Min vessel speed at MCR: Normally more than 3 knots Other cooler types Some traditional, low efficient coolers fitted to the hull and often referred to as keel cooling, skin cooling or tank cooling is not recommended for the engine. The layout of such coolers is difficult and changes due to lack of efficiency is very complicated and expensive. The low temperature difference between the sea water and the LT cooling water results in a very big cooling water surface. Depending on the design of the cooler, the waterflow around the hull and to the propeller will be disturbed, causing increased hull resistance and lower speed for the same power

150

151 de Cooling water system Cleaning Summary Cleaning Oil sludge Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability. Cooling water systems containing deposits or contamination prevent effective cooling of parts. Contamination and deposits must be regularly eliminated. This comprises the following: Cleaning the system and, if required, removal of limescale deposits, flushing the system. The cooling water system must be checked for contamination at regular intervals. Cleaning is required if the degree of contamination is high. This work should ideally be carried out by a specialist who can provide the right cleaning agents for the type of deposits and materials in the cooling circuit. The cleaning should only be carried out by the engine operator if this cannot be done by a specialist. Oil sludge from lubricating oil that has entered the cooling system or a high concentration of anticorrosive agents can be removed by flushing the system with fresh water to which some cleaning agent has been added. Suitable cleaning agents are listed alphabetically in the table entitled "Cleaning agents for removing oil sludge". Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use must be strictly observed. Manufacturer Product Concentration Duration of cleaning procedure/temperature Drew HDE % 4 h at C Nalfleet MaxiClean 2 2-5% 4 h at 60 C Unitor Aquabreak % 4 h at ambient temperature Vecom Ultrasonic Multi Cleaner Table 1: Cleaning agents for removing oil sludge Lime and rust deposits 4% 12 h at C Lime and rust deposits can form if the water is especially hard or if the concentration of the anticorrosive agent is too low. A thin lime scale layer can be left on the surface as experience has shown that this protects against corrosion. However, limescale deposits with a thickness of more than 0.5 mm obstruct the transfer of heat and cause thermal overloading of the components being cooled. Rust that has been flushed out may have an abrasive effect on other parts of the system, such as the sealing elements of the water pumps. Together with the elements that are responsible for water hardness, this forms what is known as ferrous sludge which tends to gather in areas where the flow velocity is low. Products that remove limescale deposits are generally suitable for removing rust. Suitable cleaning agents are listed alphabetically in the table entitled "Cleaning agents for removing lime scale and rust deposits". Products by Cooling water system General EN 1 (3)

152 MAN Diesel & Turbo Cooling water system General other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use must be strictly observed. Prior to cleaning, check whether the cleaning agent is suitable for the materials to be cleaned. The products listed in the table entitled "Cleaning agents for removing lime scale and rust deposits" are also suitable for stainless steel. Manufacturer Product Concentration Duration of cleaning procedure/temperature Drew SAF-Acid Descale-IT Ferroclean 5-10% 5-10% 10% 4 h at C 4 h at C 4-24 h at C Nalfleet Nalfleet % 4 h at Unitor Descalex 5-10% 4-6 h at approx. 60 C Vecom Descalant F 3 10% Approx. 4 h at C Table 2: Cleaning agents for removing limescale and rust deposits In emergencies only Following cleaning Hydrochloric acid diluted in water or aminosulphonic acid may only be used in exceptional cases if a special cleaning agent that removes limescale deposits without causing problems is not available. Observe the following during application: Stainless steel heat exchangers must never be treated using diluted hydrochloric acid. Cooling systems containing non-ferrous metals (aluminium, red bronze, brass, etc.) must be treated with deactivated aminosulphonic acid. This acid should be added to water in a concentration of 3-5 %. The temperature of the solution should be C. Diluted hydrochloric acid may only be used to clean steel pipes. If hydrochloric acid is used as the cleaning agent, there is always a danger that acid will remain in the system, even when the system has been neutralised and flushed. This residual acid promotes pitting. We therefore recommend you have the cleaning carried out by a specialist. The carbon dioxide bubbles that form when limescale deposits are dissolved can prevent the cleaning agent from reaching boiler scale. It is therefore absolutely necessary to circulate the water with the cleaning agent to flush away the gas bubbles and allow them to escape. The length of the cleaning process depends on the thickness and composition of the deposits. Values are provided for orientation in the table entitled "Detergents for removing lime scale and rust deposits. The cooling system must be flushed several times once it has been cleaned using cleaning agents. Replace the water during this process. If acids are used to carry out the cleaning, neutralise the cooling system afterwards with suitable chemicals then flush. The system can then be refilled with water that has been prepared accordingly. Only carry out the cleaning operation once the engine has cooled down Start the cleaning operation only when the engine has cooled down. Hot engine components must not come into contact with cold water. Open the venting pipes before refilling the cooling water system. Blocked venting pipes prevent air from escaping which can lead to thermal overloading of the engine de 2 (3) EN

153 de Cleaning products can cause damage The products to be used can endanger health and may be harmful to the environment. Follow the manufacturer's handling instructions without fail. The applicable regulations governing the disposal of cleaning agents or acids must be observed. Cooling water system General EN 3 (3)

154

155 de Cooling water inspecting Summary Tools/equipment required Equipment for checking the fresh water quality Equipment for testing the concentration of additives Testing the typical values of water Short specification Typical value/property Acquire and check typical values of the operating media to prevent or limit damage. The fresh water used to fill the cooling water circuits must satisfy the specifications. The cooling water in the system must be checked regularly in accordance with the maintenance schedule. The following work/steps is/are necessary: Acquisition of typical values for the operating fluid, evaluation of the operating fluid and checking the concentration of the anticorrosive agent. The following equipment can be used: The MAN Diesel & Turbo water testing kit, or similar testing kit, with all necessary instruments and chemicals that determine the water hardness, ph value and chloride content (obtainable from MAN Diesel & Turbo or Mar-Tec Marine, Hamburg) When using chemical additives: Testing equipment in accordance with the supplier's recommendations. Testing kits from the supplier also include equipment that can be used to determine the fresh water quality. Water for filling and refilling (without additive) Circulating water (with additive) Water type Fresh water, free of foreign matter Treated cooling water Total hardness 10 dgh 1) 10 dgh 1) ph value at 20 C 7.5 at 20 C Chloride ion content 50 mg/l 50 mg/l 2) Table 1: Quality specifications for cooling water (abbreviated version) 1) dgh German hardness 1 dgh 2) 1mg/l = 1 ppm = 10 mg/l CaO = 17.9 mg/l CaCO 3 = mmol/l Cooling water General EN 1 (2)

156 MAN Diesel & Turbo Cooling water General Testing the concentration of anticorrosive agents Short specification Anticorrosive agent Chemical additives Anti-freeze agents Concentration Table 2: Concentration of the cooling water additive Testing the concentration of chemical additives Testing the concentration of anti-freeze agents Regular water samplings Testing according to the quality specification in Volume Engine - Operating Instructions, Chapter 3, Sheet according to the quality specification in Volume Engine - Operating Instructions, Chapter 3, Sheet The concentration should be tested every week, and/or according to the maintenance schedule, using the testing instruments, reagents and instructions of the relevant supplier. Chemical slushing oils can only provide effective protection if the right concentration is precisely maintained. This is why the concentrations recommended by MAN Diesel & Turbo (quality specifications in Volume Engine Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in all cases. These recommended concentrations may be other than those specified by the manufacturer. The concentration must be checked in accordance with the manufacturer's instructions or the test can be outsourced to a suitable laboratory. If in doubt, consult MAN Diesel & Turbo. Small quantities of lubricating oil in cooling water can be found by visual check during regular water sampling from the expansion tank. We test cooling water for customers in our laboratory. To carry out the test, we will need a representative sample of abt. 0.5 l de 2 (2) EN

157 de Engine cooling water specifications Preliminary remarks Requirements Limit values Testing equipment Additional information Distillate As is also the case with the fuel and lubricating oil, the engine cooling water must be carefully selected, handled and checked. If this is not the case, corrosion, erosion and cavitation may occur at the walls of the cooling system in contact with water and deposits may form. Deposits obstruct the transfer of heat and can cause thermal overloading of the cooled parts. The system must be treated with an anticorrosive agent before bringing it into operation for the first time. The concentrations prescribed by the engine manufacturer must always be observed during subsequent operation. The above especially applies if a chemical additive is added. The properties of untreated cooling water must correspond to the following limit values: Properties/Characteristic Properties Unit Water type Distillate or fresh water, free of foreign matter. The following are prohibited: Seawater, brackish water, river water, brines, industrial waste water and rainwater. Total hardness max. 10 dh* ph value Chloride ion content Max. 50 mg/l** Table 1: Cooling water - properties to be observed *) 1 dh (German hardness) **) 1 mg/l 1 ppm 10 mg CaO in 1 litre of water 17.9 mg CaCO 3 /l mval/l mmol/l The MAN Diesel water testing equipment incorporates devices that determine the water properties referred to above in a straightforward manner. The manufacturers of anticorrosive agents also supply user-friendly testing equipment. For information on monitoring cooling water, refer to Work Card If distilled water (from a fresh water generator, for example) or fully desalinated water (from ion exchange or reverse osmosis) is available, this should ideally be used as the engine cooling water. These waters are free of lime and salts which means that deposits that could interfere with the transfer of heat to the cooling water, and therefore also reduce the cooling effect, cannot form. However, these waters are more corrosive than normal hard water as the thin film of lime scale that would otherwise provide temporary corrosion protection does not form on the walls. This is why distilled water must be handled particularly carefully and the concentration of the additive must be regularly checked. - Engine cooling water specifications General EN 1 (8)

158 3.3.7 MAN Diesel & Turbo Engine cooling water specifications General Hardness Damage to the cooling water system Corrosion Flow cavitation Erosion Stress corrosion cracking Processing of engine cooling water Formation of a protective film Treatment prior to initial commissioning of engine The total hardness of the water is the combined effect of the temporary and permanent hardness. The proportion of calcium and magnesium salts is of overriding importance. The temporary hardness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness is determined by the amount of remaining calcium and magnesium salts (sulphates). The temporary (carbonate) hardness is the critical factor that determines the extent of limescale deposit in the cooling system. Water with a total hardness of > 10 dgh must be mixed with distilled water or softened. Subsequent hardening of extremely soft water is only necessary to prevent foaming if emulsifiable slushing oils are used. Corrosion is an electrochemical process that can widely be avoided by selecting the correct water quality and by carefully handling the water in the engine cooling system. Flow cavitation can occur in areas in which high flow velocities and high turbulence is present. If the steam pressure is reached, steam bubbles form and subsequently collapse in high pressure zones which causes the destruction of materials in constricted areas. Erosion is a mechanical process accompanied by material abrasion and the destruction of protective films by solids that have been drawn in, particularly in areas with high flow velocities or strong turbulence. Stress corrosion cracking is a failure mechanism that occurs as a result of simultaneous dynamic and corrosive stress. This may lead to cracking and rapid crack propagation in water-cooled, mechanically-loaded components if the cooling water has not been treated correctly. The purpose of treating the engine cooling water using anticorrosive agents is to produce a continuous protective film on the walls of cooling surfaces and therefore prevent the damage referred to above. In order for an anticorrosive agent to be 100 % effective, it is extremely important that untreated water satisfies the requirements in the Section Requirements. Protective films can be formed by treating the cooling water with an anticorrosive chemical or an emulsifiable slushing oil. Emulsifiable slushing oils are used less and less frequently as their use has been considerably restricted by environmental protection regulations, and because they are rarely available from suppliers for this and other reasons. Treatment with an anticorrosive agent should be carried out before the engine is brought into operation for the first time to prevent irreparable initial damage. Treatment of the cooling water The engine must not be brought into operation without treating the cooling water first de 2 (8) EN

159 de Additives for cooling water Required approval Only in closed circuits Only the additives approved by MAN Diesel and listed in the tables under the section entitled "Approved cooling water additives may be used. A cooling water additive may only be permitted for use if tested and approved as per the latest directives of the ICE Research Association (FVV) "Suitability test of internal combustion engine cooling fluid additives. The test report must be obtainable on request. The relevant tests can be carried out on request in Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials Research and Testing), Abteilung Oberflächentechnik (Surface Technology Division), Grafenstraße 2 in D Darmstadt. Once the cooling water additive has been tested by the FVV, the engine must be tested in the second step before the final approval is granted. Additives may only be used in closed circuits where no significant consumption occurs, apart from leaks or evaporation losses. Chemical additives Sodium nitrite and sodium borate based additives etc. have a proven track record. Galvanised iron pipes or zinc sacrificial anodes must not be used in cooling systems. This corrosion protection is not required due to the prescribed cooling water treatment and electrochemical potential reversal can occur due to the cooling water temperatures which are normally present in engines nowadays. If necessary, the pipes must be deplated. Slushing oil This additive is an emulsifiable mineral oil with added slushing ingredients. A thin film of oil forms on the walls of the cooling system. This prevents corrosion without interfering with the transfer of heat and also prevents limescale deposits on the walls of the cooling system. The significance of emulsifiable corrosion-slushing oils is fading. Oil-based emulsions are rarely used nowadays for environmental protection reasons and also because stability problems are known to occur in emulsions. Anti-freeze agents If temperatures below the freezing point of water in the engine cannot be excluded, an anti-freeze solution that also prevents corrosion must be added to the cooling system or corresponding parts. Otherwise, the entire system must be heated. (Military specification: Sy-7025). Sufficient corrosion protection can be provided by adding the products listed in the table entitled "Anti-freeze solutions with slushing properties" while observing the prescribed concentration. This concentration prevents freezing at temperatures down to -22 C. However, the quantity of anti-freeze solution actually required always depends on the lowest temperatures that are to be expected at the place of use. Anti- freezes are generally based on ethylene glycol. A suitable chemical anticorrosive agent must be added if the concentration of the anti-freeze solution prescribed by the user for a specific application does not provide an appropriate level of corrosion protection, or if the concentration of anti-freeze solution used is lower due to less stringent frost protection requirements and does not provide an appropriate level of corrosion protection. For information on the compatibility of the anti-freeze solution with the anticorrosive agent Engine cooling water specifications General EN 3 (8)

160 3.3.7 MAN Diesel & Turbo Engine cooling water specifications General and the required concentrations, contact the manufacturer. As regards the chemical additives indicated in the table Nitrite-Containing Chemical Additives, their compatibility with ethylene glycol-based antifreezes has been proved. Anti-freeze solutions may only be mixed with one another with the consent of the manufacturer, even if these solutions have the same composition. Before an anti-freeze solution is used, the cooling system must be thoroughly cleaned. If the cooling water contains an emulsifiable slushing oil, anti-freeze solution must not be added as otherwise the emulsion would break up and oil sludge would form in the cooling system. Observe the applicable environmental protection regulations when disposing of cooling water containing additives. For more information, consult the additive supplier. Biocides If you cannot avoid using a biocide because the cooling water has been contaminated by bacteria, observe the following steps: Prerequisite for effective use of an anticorrosive agent You must ensure that the biocide to be used is suitable for the specific application. The biocide must be compatible with the sealing materials used in the cooling water system and must not react with these. The biocide and its decomposition products must not contain corrosionpromoting components. Biocides whose decomposition products contain chloride or sulphate ions are not permitted. Biocides that cause foaming of cooling water are not permitted. Clean cooling system As contamination significantly reduces the effectiveness of the additive, the tanks, pipes, coolers and other parts outside the engine must be free of rust and other deposits before the engine is started up for the first time and after repairs are carried out on the pipe system. The entire system must therefore be cleaned with the engine switched off using a suitable cleaning agent (see Work Cards and by MAN Diesel). Loose solid matter in particular must be removed by flushing the system thoroughly as otherwise erosion may occur in locations where the flow velocity is high. The cleaning agents must not corrode the seals and materials of the cooling system. In most cases, the supplier of the cooling water additive will be able to carry out this work and, if this is not possible, will at least be able to provide suitable products to do this. If this work is carried out by the engine operator, he should use the services of a specialist supplier of cleaning agents. The cooling system must be flushed thoroughly following cleaning. Once this has been done, the engine cooling water must be treated immediately with anticorrosive agent. Once the engine has been brought back into operation, the cleaned system must be checked for leaks de 4 (8) EN

161 de Regular checks of the cooling water condition and cooling water system Treated cooling water may become contaminated when the engine is in operation, which causes the additive to loose some of its effectiveness. It is therefore advisable to regularly check the cooling system and the cooling water condition. To determine leakages in the lube oil system, it is advisable to carry out regular checks of water in the compensating tank. Indications of oil content in water are, e.g. discoloration or a visible oil film on the surface of the water sample. The additive concentration must be checked at least once a week using the test kits specified by the manufacturer. The results must be documented. Concentrations of chemical additives The chemical additive concentrations shall not be less than the minimum concentrations indicated in the table Nitrite-containing chemical additives. Excessively low concentrations can promote corrosion and must be avoided. If the concentration is slightly above the recommended concentration this will not result in damage. Concentrations that are more than twice the recommended concentration should be avoided. Every 2 to 6 months send a cooling water sample to an independent laboratory or to the engine manufacturer for integrated analysis. Emulsifiable anticorrosive agents must generally be replaced after abt. 12 months according to the supplier's instructions. When carrying this out, the entire cooling system must be flushed and, if necessary, cleaned. Once filled into the system, fresh water must be treated immediately. If chemical additives or anti-freeze solutions are used, cooling water should be replaced after 3 years at the latest. If there is a high concentration of solids (rust) in the system, the water must be completely replaced and entire system carefully cleaned. Deposits in the cooling system may be caused by fluids that enter the cooling water, or the break up of emulsion, corrosion in the system and limescale deposits if the water is very hard. If the concentration of chloride ions has increased, this generally indicates that seawater has entered the system. The maximum specified concentration of 50 mg chloride ions per kg must not be exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters the cooling water, this may lead to a sudden drop in the ph value or to an increase in the sulphate content. Water losses must be compensated for by filling with untreated water that meets the quality requirements specified in the section Requirements. The concentration of the anticorrosive agent must subsequently be checked and adjusted if necessary. Subsequent checks of cooling water are especially required if the cooling water had to be drained off in order to carry out repairs or maintenance. Engine cooling water specifications General EN 5 (8)

162 3.3.7 MAN Diesel & Turbo Engine cooling water specifications General Protective measures Auxiliary engines Analysis Permissible cooling water additives Anticorrosive agents contain chemical compounds that can pose a risk to health or the environment if incorrectly used. Comply with the directions in the manufacturer's material safety data sheets. Avoid prolonged direct contact with the skin. Wash hands thoroughly after use. If larger quantities spray and/or soak into clothing, remove and wash clothing before wearing it again. If chemicals come into contact with your eyes, rinse them immediately with plenty of water and seek medical advice. Anticorrosive agents are generally harmful to the water cycle. Observe the relevant statutory requirements for disposal. If the same cooling water system used in a MAN Diesel & Turbo two-stroke main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H, the cooling water recommendations for the main engine must be observed. We analyse cooling water for our customers in our chemical laboratory. A 0.5 l sample is required for the test. Nitrite-containing chemical additives Manufacturer Product designation Initial dosing for 1,000 litres Drew Marine One Drew Plaza Boonton New Jersey USA Wilhelmsen (Unitor) KJEMI-Service A.S. P.O.Box 49/Norway 3140 Borgheim Nalfleet Marine Chemicals P.O.Box 11 Northwich Cheshire CW8DX, U.K. Liquidewt Maxigard Rocor NB Liquid Dieselguard Nalfleet EWT Liq (9-108) Nalfleet EWT Nalcool 2000 Nalco Nalcool 2000 Maritech AB P.O.Box 143 S Kristianstad TRAC l 40 l 21.5 l 4.8 kg 3 l 10 l 30 l 30 l 30 l Product 15,000 40,000 21,500 4,800 3,000 10,000 30,000 30,000 30,000 Minimum concentration ppm Nitrite (NO 2 ) 700 1,330 2,400 2,400 1,000 1,000 1,000 1,000 1,000 Na-Nitrite (NaNO 2 ) 1,050 2,000 3,600 3,600 1,500 1,500 1,500 1,500 1,500 Marisol CW 12 l 12,000 2,000 3, de 6 (8) EN

163 de Manufacturer Product designation Initial dosing for 1,000 litres Uniservice Via al Santuario di N.S. della Guardia 58/A Genova, Italy Marichem Marigases 64 Sfaktirias Street Piraeus, Griechenland Marine Care 3144 NA Maasluis The Netherlands Vecom Schlenzigstraße Hamburg Deutschland N.C.L.T. Colorcooling D.C.W.T. - Non-Chromate Table 2: Nitrite-containing chemical additives 12 l 24 l Product 12,000 24,000 Minimum concentration ppm Nitrite (NO 2 ) 2,000 2,000 Na-Nitrite (NaNO 2 ) 3,000 3, l 48,000 2,400 - Caretreat 2 16 l 16,000 4,000 6,000 Cool Treat NCLT 16 l 16,000 4,000 6,000 Nitrite-free additives (chemical additives) Manufacturer Product designation Initial dosing for litres Arteco Technologiepark Zwijnaarde 2 B-9052 Gent, Belgium Total Lubricants Paris, France Q8 Oils Table 3: Chemical additives - nitrite free Minimum concentration Havoline XLI 75 l 7.5 % WT Supra 75 l 7.5 % Q8 Corrosion Inhibitor Long-Life Emulsifiable slushing oils Manufacturer BP Marine, Breakspear Way, Hemel Hempstead, Herts HP2 4UL 75 l 7.5 % Product (designation) Diatsol M Fedaro M Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3 Deutsche Shell AG, Überseering 35, Hamburg, Germany Table 4: Emulsifiable slushing oils Oil 9156 Engine cooling water specifications General EN 7 (8)

164 3.3.7 MAN Diesel & Turbo Engine cooling water specifications General Anti-freeze solutions with slushing properties Manufacturer Product designation Minimum concentration BASF Carl-Bosch-Str Ludwigshafen, Rhein Deutschland Castrol Int. Pipers Way Swindon SN3 1RE, UK BP, Britannic Tower Moor Lane, London EC2Y 9B, UK Deutsche Shell AG Überseering Hamburg Deutschland Mobil Oil AG Steinstraße Hamburg Deutschalnd Arteco, Technologiepark Zwijnaarde 2 B-9052 Gent, Belgium Total Lubricants Paris, France Glysantin G 48 Glysantin 9313 Glysantin G 05 Antifreeze NF, SF Anti-frost X2270A Glycoshell Frostschutz 500 Havoline XLC Glacelf Auto Supra Total Organifreeze Table 5: Anti-freeze solutions with slushing properties 35% de 8 (8) EN

165 Page 1 (1) Engine ventilation The air intake to the engine room should be dimensioned in such a way that a sufficient quantity of air is available not only for the main engine, auxiliaries, boilers etc, but also to ensure adequate ventilation and fresh air when work and service are in progress. We recommend the ventilation capacity should be min 50% more than required air consumption (in tropical conditions more than 100% should be considered) for main engine, auxiliaries, boilers etc. It is important that the air is free of oil and sea water to prevent fouling of the ventilators and filters. The air consumption of the main engine appears from the planning data. L21/31 Approx 50% of the ventilating air should be blown in at the level of the top of the main engine close to the air inlet of the turbocharger. Air should not be blown directly onto heat emitting components or directly onto electric or other water sensitive apparature. A small airflow should be evenly distributed around the engine and reduction gear in order to dissipate radiated heat. With closed engine room and all air consuming equipment operating, there should always be positive air pressure in the engine room. Surplus air should be led up through the casing via special exhaust openings. Alternatively extraction fans should be installed. Fire arresting facilities must be installed within the casings of the fans and ventilation trunkings to retard the propagation of fire

166

167 Page 1 (3) Power, Outputs, Speed Engine Ratings Engine type No of cylinders 800 rpm 800 rpm 800 rpm (MGO) Available turning direction 800 rpm Available turning direction kw CW 1) / CCW 2) kw CW 1) / CCW 2) Yes / Yes 2190 Yes / Yes Yes / Yes 2555 Yes / Yes Yes / Yes 2920 Yes / Yes Yes / Yes 3285 Yes / Yes 1) CW clockwise 2) CCW counter clockwise Table 1 Engine ratings for emission standard - IMO Tier II. Definition of Engine Rating General definition of diesel engine rating (acccording to ISO 15550: 2002; ISO : 2002) Reference conditions: ISO : 2002; ISO 15550: 2002 Air temperature T r K/ C 298/25 Air pressure p r kpa 100 Relative humidity Φr % 30 Cooling water temperature upstream charge air cooler T cr K/ C 298/25 Table 2 Standard reference conditions Tier II

168 Power, Outputs, Speed Page 2 (3) Available Outputs P Application Available output in percentage from ISO-Standard-Output Fuel Stop power (Blocking) Max. allowed Speed reduction at maximum torque 1) Tropic conditions (t r / t cr / p r = 100 kpa Remarks Kind of Application (%) (%) (%) ( C) - Electricity generation Marine main engines (with mechanical or diesel electric drive) Main drive with controllable pitch propeller /38 2) Main drive with fixed-pitch propeller /38 2) 1) Maximum torque given by available output and nominal speed. 2) According to DIN ISO MAN Diesel & Turbo has specified a maximum continuous rating for marine engines listed in the column P Application t r Air temperature at compressor inlet of turbocharger. t cr Cooling water temperature before charge air cooler p r Barometric pressure. Engine Fuel: according to ISO 8217 DMA/DMB/DMC-grade fuel or RM-grade fuel, fulfilling the stated quality requirements Table 3 Available outputs / related reference conditions. P Operating : Available output under local conditions and dependent on application. Dependend on local conditions or special application demands a further load reduction of P Application, ISO might be needed. 1. No de-rating due to ambient conditions is needed as long as following conditions are not exceeded: D/H5250/ Tier II

169 Power, Outputs, Speed Page 3 (3) No de-rating up to stated reference conditions (Tropic) Special calculation needed if following values are exceeded Air temperature before turbocharger T x 318 K (45 C) 333 K (60 C) Ambient pressure 100 kpa (1 bar) 90 kpa Cooling water temperature inlet charge air cooler (LT-stage) 311 K (38 C) 316 K (43 C) Intake pressure before compressor -20 mbar 1) -40 mbar 1) Exhaust gas back pressure after turbocharger 30 mbar 1) 60 mbar 1) 1) Overpressure Table 4 De-rating - Limits of ambient conditions. 2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust gas back pressure after turbocharger T cx Cooling water temperature inlet charge air cooler (LT-stage) [K] being considered (T cx = t cx ) a = [( T x + U + O ) x ( ) x ] a T x U with a 1 T cx P Operating = P Application, ISO x a Correction factor for ambient conditions Air temperature before turbocharger [K] being considered (T x = t x ) Increased negative intake pressure before compressor leeds to an de-rating, calculated as increased air temperature before turbocharger U = (-20mbar p Air before compressor [mbar]) x 0.25K/mbar with U 0 T t Temperature in Kelvin [K] Temperature in degree Celsius [ C] 3. De-rating due to special conditions or demands. Please contact MAN Diesel & Turbo, if: limits of ambient conditions mentioned in "Table 4 De-rating - Limits of ambient conditions are exceeded higher requirements for the emission level exist special requirements of the plant for heat recovery exist special requirements on media temperatures of the engine exist any requirements of MAN Diesel & Turbo mentioned in the Project Guide can not be kept O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature before turbocharger: O = (P Exhaust after Turbine [mbar] 30mbar) x 0.25K/mbar with O Tier II

170

171 Main Particulars Page 1 (1) Cycle : 4-stroke Configuration : In-line Cyl. nos available : Power range : kw (HFO/MDO) kw (MGO) Speed : 800 rpm Bore : 270 mm Stroke : 380 mm Stroke/bore ratio : 1.4:1 Piston area per cyl. : cm 2 Swept volume per cyl. : 21.8 ltr. Compression ratio : 15.9:1 Turbocharging principle : Constant pressure system and inter cool ing Fuel quality acceptance : HFO (up to 700 cst/50 C, RMK700) MDO (DMB) - MGO (DMA, DMZ) according ISO Power lay-out MCR version Speed Mean piston speed Mean effective pressure: 6, 7, 8, 9 cylinder engine (HFO/MDO) 6, 7, 8, 9 cyl engine (MGO) Max. combustion pressure: 6, 7, 8, 9 cylinder engine (HFO/MDO) 6, 7, 8, 9 cyl engine (MGO) Power per cylinder: 6, 7, 8, 9 cylinder engine (HFO/MDO) 6, 7, 8, 9 cyl engine (MGO) rpm m/sec. bar bar bar bar kw/cyl. kw/cyl Tier II - Propulsion

172

173 Operating Data and Set Points Page 1 (1) Normal value at full load at ISO conditions Alarm set points Low High Reduced load of engine Lubricating oil system Temp. after cooler (inlet engine) C 70 C 85 C Pressure after filter (inlet engine) bar < 600 rpm > 600 rpm 2.0 bar 2.8 bar 1.9 bar 2.6 bar Pressure before filter bar Pressure drop across filter bar 1.0 bar 1.3 bar Pressure inlet turbocharger bar 1.1 bar Lub oil level low level Temperature main bearing C 103 C 105 C Fuel oil system Pressure after filter - MDO bar 1 bar Pressure after filter - HFO 4-10 bar 3 bar Leaking oil high leakage level Temperature inlet engine - MDO C 50 C Temperature inlet engine - HFO C Fuel oil viscosity - HFO cst 10 cst 14 cst Cooling water system Press. LT system, inlet engine bar 1.3 bar Press. HT system, inlet engine < 600 rpm > 600 rpm bar 1.9 bar 2.6 bar 1.3 bar 1.5 bar Shutdown of engine 1.8 bar 2.5 bar 1.2 bar 1.5 bar Temp. HT system, outlet engine C 95 C 97 C 98 C Temp. HT system, inlet engine C Temp. LT system, inlet engine C Temp. LT system, outlet engine C Exhaust gas and charge air Exh. gas temp. inlet TC C 570 C 590 C 510 C 530 C Exh. gas temp. outlet cyl C average -50 C average +50 C average ±70 C Exh. gas temp. outlet TC C 500 C Ch. air press. after cooler bar Ch. air temp. after cooler C 35 C 65 C 70 C Starting air system Press. inlet engine 30 bar 15 bar Speed control system Engine speed 800 rpm 880 rpm 920 rpm Safety control air pressure 8 bar 6 bar Tier II

174

175 Page 1 (3) Spare Parts for Unrestricted Service Spare parts for unrestricted service, according to the classification societies requirements/recommendations. For multi-engine installations spares are only necessary for one engine. Description Plate Item Qty. Cylinder Head Cylinder head with valves Valve, inlet Valve rotation device Valve cone O-ring Valve spindle, exhaust Pressure spring O-ring A3 1 Gasket A5 1 O-ring A6 1 O-ring A7 1 Valve seat ring, exhaust F9 4 O-ring F10 4 Valve seat ring, inlet F11 2 Indicator valve Connecting socket Union nut Threaded socket Molykote Insulation glove Safety valve A1 1 Gasket A2 1 Pipe, safety valve A3 1 Piston and piston rings Ring Package Piston Cylinder liner Cylinder liner Flame ring Sealing ring O-ring Sealing ring Connecting rod Connecting rod stem Cylinder head, top cover O-ring Tier II

176 Spare Parts for Unrestricted Service Page 2 (3) Description Plate Item Qty. Cylinder head, top cover O-ring Frame with main bearings O-ring Tie rod Nut Nut Tie rod, cylinder head O-ring Ring Nut Protection cap A 2 Main bearing shell, 2/ A1 1 Thrust bearing ring A2 2 Connecting rod accessories Piston pin bush Connecting rod bearing, 2/ Connecting rod bolt Nut Connecting rod bolt Nut Cylindrical pin Charging air reciever O-ring Fuel injecting pump Fuel injecting pump, complete Fuel injection valve Fuel injection valve, complete /cyl O-ring /cyl O-ring /cyl Fuel injection pipe Connection pipe O-ring O-ring O-ring Fuel injection pipe, complete , Tier II

177 Page 3 (3) Spare Parts for Unrestricted Service Description Plate Item Qty. Cooling water connections Intermediate pipe Intermediate pipe O-ring Plate No. and Item No. refer to the spare parts plates in the instruction book , Tier II

178

179 Page 1 (1) Spare Parts for Restricted Service Spare parts for restricted service, according to the classification societies requirements/recommendations. Description Plate Item Qty. Cylinder head accessories Valve, inlet Valve rotation device Valve spindle, exhaust Pressure spring Valve seat ring, exhaust F9 2 Valve seat ring, inlet F11 2 Valves on cylinder head Safety valve A1 1 Packing ring A2 1 Fuel injection valve Fuel injection valve, complete O-ring O-ring Gasket kit for cylinder unit Gasket kit for cylinder unit Plate No. and Item No. refer to the spare parts plates in the instruction book , Tier II

180

181 MAN Diesel & turbo Page 1 (9) Standard Tools (Unrestricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Valve spring tightening device Lifting tool for cylinder unit Removing device for flame ring Guide bush for piston Tier II

182 Standard Tools (Unrestricted service) MAN Diesel & Turbo Page 2 (9) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs) Lifting device for cylinder liner Lifting device for piston and connecting rod Piston ring opener Tier II

183 MAN Diesel & turbo Page 3 (9) Standard Tools (Unrestricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Supporting device for connecting rod and piston in the cylinder liner, incl fork ø Feeler gauge Socket wrench Socket wrench and torque spanner Dismantling tool for main bearing upper shell Tier II

184 Standard Tools (Unrestricted service) MAN Diesel & Turbo Page 4 (9) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Tool for fixing of marine head for counterweight Eye screw for lifting Container complete for water washing of compressor side Blowgun for dry cleaning of turbocharger Tier II

185 MAN Diesel & turbo Page 5 (9) Standard Tools (Unrestricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Broad chissel Cleaning tool for fuel injector Pressure testing tool Clamping bracket for fuel injector Clamping bracket for fuel injection pump Fuel pipe Fuel pipe Grinding device for nozzle seat Grinding paper Plier Loctite Loctite Tier II

186 Standard Tools (Unrestricted service) MAN Diesel & Turbo Page 6 (9) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Extractor device for injector valve Eye screw for lifting Combination spanner, 36 mm Crow foot, 36 mm Pressure pump, complete Tier II

187 MAN Diesel & turbo Page 7 (9) Standard Tools (Unrestricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Hydraulic tools complete consisting of the following 3 boxes: Hydraulic tools box 1+2 consisting of: Pressure part, long M39 x 2 Pressure part, short M39 x 2 Tension screw M39 x 2 Hydraulic tightening cylinder M39 x Tier II

188 Standard Tools (Unrestricted service) MAN Diesel & Turbo Page 8 (9) Supply per Ship Name Sketch Working Spare Plate Item no Remarks ) Hydraulic tools box /202 consisting of: Pressure part M24/27 x 2 Tension screw M24/27 x 2 Distribution piece, cylinder head Distribution piece, main bearing Hose with unions for cylinder head Hose with unions for connecting of oil pump and distributing block Spare parts for hydraulic tool M39 x 2 Spare parts for hydraulic tool M36 x 2 Spare parts for hydraulic tool M30 x 2 Spare parts for hydraulic tool M24 x 2 Hydraulic tightening cylinder M24/27 x 2 Hydraulic tightening cylinder M36 x 2 Hydraulic tightening cylinder M30 x Tier II

189 MAN Diesel & turbo Page 9 (9) Standard Tools (Unrestricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Angle piece Tommy bar Tommy bar Pressure part M36 x 2 Pressure part M30 x Tier II

190

191 MAN Diesel & turbo Page 1 (7) Standard Tools (Restricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Valve spring tightening device Lifting tool for cylinder unit Removing device for flame ring Guide bush for piston Tier II

192 Standard Tools (Restricted service) MAN Diesel & Turbo Page 2 (7) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Feeler gauge Socket wrench Socket wrench and torque spanner Eye screw for lifting Container complete for water washing of compressor side Tier II

193 MAN Diesel & turbo Page 3 (7) Standard Tools (Restricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Blowgun for dry cleaning of turbocharger Broad chissel Cleaning tool for fuel injector Pressure testing tool Clamping bracket for fuel injector Clamping bracket for fuel injection pump Fuel pipe Fuel pipe Tier II

194 Standard Tools (Restricted service) MAN Diesel & Turbo Page 4 (7) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Grinding device for nozzle seat Grinding paper Plier Loctite Loctite Extractor device for injector valve Eye screw for lifting Combination spanner, 36 mm Crow foot, 36 mm Tier II

195 MAN Diesel & turbo Page 5 (7) Standard Tools (Restricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Pressure pump, complete Hydraulic tools complete consisting of the following 3 boxes: Hydraulic tools box 1+2 consisting of: Pressure part, long M39 x 2 Pressure part, short M39 x 2 Tension screw M39 x 2 Hydraulic tightening cylinder M39 x Tier II

196 Standard Tools (Restricted service) MAN Diesel & Turbo Page 6 (7) Supply per Ship Name Sketch Working Spare Plate Item no Remarks ) Hydraulic tools box /202 consisting of: Pressure part M24/27 x 2 Tension screw M24/27 x 2 Distribution piece, cylinder head Distribution piece, main bearing Hose with unions for cylinder head Hose with unions for connecting of oil pump and distributing block Spare parts for hydraulic tool M39 x 2 Spare parts for hydraulic tool M36 x 2 Spare parts for hydraulic tool M30 x 2 Spare parts for hydraulic tool M24 x 2 Hydraulic tightening cylinder M24/27 x 2 Hydraulic tightening cylinder M36 x 2 Hydraulic tightening cylinder M30 x Tier II

197 MAN Diesel & turbo Page 7 (7) Standard Tools (Restricted service) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Angle piece Tommy bar Tommy bar Pressure part M36 x 2 Pressure part M30 x Tier II

198

199 Page 1 (10) Additional tools Supply per Ship Name Sketch Working Spare Plate Item no Remarks Fit and removal device for conn. rod bearing, incl. eye screws (2 pcs) Lifting device for cylinder liner Lifting device for piston and connecting rod Plier for piston pin lock ring Tier II

200 Additional tools MAN Diesel & Turbo Page 2 (10) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Piston ring opener ø316 Supporting device for connecting rod and piston in the cylinder liner, incl. fork Dismantling tool for main bearing upper shell Tool for fixing of marine head for counterweight Eye screw for lifting of charge air cooler Tier II

201 Page 3 (10) Additional tools Supply per Ship Name Sketch Working Spare Plate Item no Remarks Eye screw for lifting lubricating oil cooler Grinding tool for cylinder head/liner Max. pressure indicator Handle for indicator valve appr appr. 230 Testing mandrel for piston ring grooves, 6.43 mm Testing mandrel for piston ring grooves, 8.43 mm Tier II

202 Additional tools MAN Diesel & Turbo Page 4 (10) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Crankshaft alignment, gauge (autolog) Mandrel for lubricating oil cooler Fitting device for lubricating oil cooler Resetting device for hydraulic cylinder Tier II

203 Page 5 (10) Additional tools Supply per Ship Name Sketch Working Spare Plate Item no Remarks Measuring device Lifting straps for main bearing cap Lifting handle for main bearing cap Fit and removing device for connecting rod bearing Tier II

204 Additional tools MAN Diesel & Turbo Page 6 (10) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Support for connecting rod Turning device for cylinder unit Grinding machine for valve seat rings Mandrel Cutting tool Wooden box L x B x H = 450 x 380 x 190 mm Tier II

205 Page 7 (10) Additional tools Supply per Ship Name Sketch Working Spare Plate Item no Remarks Grinding machine for valve seat rings Stone Guide Fit and removing device for valve guides Touching bow for inlet valve Touching bow for exhaust valve Tier II

206 Additional tools MAN Diesel & Turbo Page 8 (10) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Fitting device for valve seat rings Plate (used with item 329) Extractor for valve seat rings Fit and removing device for fuel injection pump Tier II

207 Page 9 (10) Additional tools Supply per Ship Name Sketch Working Spare Plate Item no Remarks Setting device for fuel injection pump Cleaning needles for fuel injector (5 pcs) Fit and removing device for cooler insert Micrometer screw Closing cover (TCR20) (standard with only one propulsion engine) Tier II

208 Additional tools MAN Diesel & Turbo Page 10 (10) Supply per Ship Name Sketch Working Spare Plate Item no Remarks Closing cover (TCR18) (standard with only one propulsion engine) Lifting tool for cylinder unit (low dismantling height) Assembly device for sealing ring, complete Assembly cone Expanding sleeve Assembly cone Sizing sleeve Tier II

209 Page 1 (2) Hand Tools L21/31 Item Size [mm] Hexagon key Socket spanner set Designation Size [mm] Rachet Extension 125 Extension 250 Universal Socket - double hexagon 10 Socket - double hexagon 13 Socket - double hexagon 17 Socket - double hexagon 19 Socket - double hexagon 22 Socket for internal hexagon 5 Socket for internal hexagon 6 Socket for internal hexagon 7 Socket for internal hexagon 8 Socket for internal hexagon 10 Socket for internal hexagon 12 Socket - screwdriver 1.6 x 10 Socket - cross head screw 2 Socket - cross head screw 3 Socket - cross head screw 4 Combination spanner Item Size [mm] mm 30 mm 36 mm 8 mm 10 mm 12 mm 11.01

210 L21/31 Hand Tools Page 2 (2) Item no Qty Designation Benævnelse Item no Qty Designation Benævnelse /E 1/E 1/E 1/E 1/E Set of tools Combination spanner, 10 mm Combination spanner, 12 mm Combination spanner, 13 mm Combination spanner, 14 mm Topnøglesæt Ring-gaffelnøgle, 10 mm Ring-gaffelnøgle, 12 mm Ring-gaffelnøgle, 13 mm Ring-gaffelnøgle, 14 mm /E 1/E 1/E 1/E 1/E Bit, hexagon socket screw, square drive Torque spanner, Nm - 1/2" Torque spanner, Nm - 1/2" Torque spanner, Nm - 1/2" Hexagon key 7 mm Unbrakotop, str 12 Momentnøgle, Nm - 1/2" Momentnøgle, Nm - 1/2" Momentnøgle, Nm - 1/2" Unbrakonøgle 7 mm /E 1/E Combination spanner, 17 mm Combination spanner, 19 mm Ring-gaffelnøgle, 17 mm Ring-gaffelnøgle, 19 mm /E 1/E 1/E Hexagon key 8 mm Hexagon key 10 mm Hexagon key 12 mm Unbrakonøgle 8 mm Unbrakonøgle 10 mm Unbrakonøgle 12 mm /E 1/E Combination spanner, 22 mm Combination spanner, 24 mm Ring-gaffelnøgle, 22 mm Ring-gaffelnøgle, 24 mm /E 1/E 1/E Hexagon key 14 mm Hexagon key 17 mm Hexagon key 19 mm Unbrakonøgle 14 mm Unbrakonøgle 17 mm Unbrakonøgle 19 mm /E Combination spanner, 30 mm Ring-gaffelnøgle, 30 mm 139 1/E Tee handle 1/2" square drive T-greb 1/2" 140 1/E Ratchet, 20 mm Skralde, 20 mm 152 1/E Extension bar Forlænger 164 1/E Socket spanner, square drive, size 24 Top, str /E Socket spanner, square drive, size 30 Top, str /E Socket spanner, square drive, size 36 Top str /E Combination spanner, 16 mm Ring-gaffelnøgle, 16 mm 235 1/E Combination spanner, 18 mm Ring-gaffelnøgle, 18 mm 247 1/E Bit, hexagon socket screw, square drive Unbrakotop, str /E Bit, hexagon socket screw, square drive Unbrakotop, str 10 When ordering spare parts, see also page * = Only available as part of a spare parts kit / not avail separately Qty/C = Qty/Cylinder Ved bestilling af reservedele, se også side * = Kun tilgængelig som en del af et reservedelssæt / ikke tilgængelig alene Qty/C = Qty/Cylinder 11.01

211 Page 1 (2) Weight and centre of gravity Weight and centre of gravity of engine C L Aft - Crankshaft C L Fore * 645** 1103 A 20 B Seen from aft 4 E05 Engine A approx. B approx. Engine weight Engine weight type mm mm tons* tons** * Incl. lubricating oil and water ** Excl. lubricating oil and water 10.02

212 Weight and centre of gravity Page 2 (2) Lifting engine on board Before taking an engine on board, it must be ensured that the vessel s deck casing or hatchway provides adequate space for this purpose. The engine should be lifted by the special tools mounted by the factory. The lifting tool has to be removed after the installation, and the protective caps should be fitted. The lifting tool is to be returned to us after finishing lifting. The complete lifting tool consists of the following parts: 1 lifting tool 8 extension studs 8 nuts for same B 4 E A Lifting tool for engine kg C Engine A approx. B approx. C Max engine width Dry weight type mm mm mm mm tons

213 Page 1 (6) Weight and Dimensions of Principal Parts Cylinder head incl. rocker arms approx. 400 kg Piston approx. 66 kg Charge air cooler approx. 490 kg Cylinder liner approx. 140 kg Please note: 5 cyl. only for GenSet Tier II, WB II

214 2045 MAN Diesel & Turbo Weight and Dimensions of Principal Parts Page 2 (6) Ø262 Cylinder unit approx. 700 kg Connecting rod with marine head approx. 120 kg 860 Front end box for GenSet approx kg Front end box for Propulsion approx kg Please note: 5 cyl. only for GenSet Tier II, WB II

215 Page 3 (6) Weight and Dimensions of Principal Parts L Base Frame for GenSet Length (L)* mm * Depending on Alternator type One bearing Weight, kg Two bearing Weight, kg 5 cyl cyl cyl cyl cyl L Oil Pan for Propulsion Length (L), mm Weight, kg 6 cyl cyl cyl cyl Please note: 5 cyl. only for GenSet Tier II, WB II

216 Weight and Dimensions of Principal Parts Page 4 (6) L Valve Camshaft Length (L), mm Weight, kg 5 cyl cyl cyl cyl cyl L Injection Camshaft Length (L), mm 5 cyl cyl cyl cyl cyl Please note: 5 cyl. only for GenSet Tier II, WB IIp

217 Page 5 (6) Weight and Dimensions of Principal Parts L 1630 H L, mm H, mm Weight, kg 1370 L TCR TCR Frame Length (L), mm Weight, kg 5 cyl cyl cyl cyl cyl ø1480 Ø1232 Flywheel with gear rim For GenSet Small 1451 kg Medium Large 1927 kg 2671 kg Please note: 5 cyl. only for GenSet Flywheel with gear rim for Propulsion 1196 kg Tier II, WB II

218 Weight and Dimensions of Principal Parts Page 6 (6) L Crankshaft with Counter Weights Length (L), mm 5 cyl cyl cyl cyl cyl Please note: 5 cyl. only for GenSet Tier II, WB IIp

219 Page 1 (1) Fuel oil system General The engine can be equipped with different equipment depending on fuel oil quality. The standard engine, for operation on MDO (Marine Diesel Oil), is equipped with built-on: Fuel oil primary pump Double filter with paper inserts Lubrication of fuel oil pumps Fuel oil pumps with leak oil seal Uncooled fuel injection valves The MDO built-on equipment is designed for single engine installation. For multi engine installations it is recommended to have either two separate fuel supplies or the built-on pumps have to be replaced by electrical pumps. The standard engine, for operation on HFO (Heavy Fuel Oil), is equipped with built-on: Fuel oil duplex filter Fuel oil back pressure valve Lubrication of fuel oil pumps Fuel oil pumps without leak oil seal Uncooled fuel injection valves Equipment for cleaning of turbocharger turbine side during operation The built-on equipment is designed for use of fuel oil modules, normally referred to as booster modules. For multi engine installations a common fuel oil feed system should cover all engines. Fuel oil quality We recommend to use heavy fuel up to 380 cst/50 o C, even though the engine is designed for operation on HFO up to 700 cst/50 o C, depending on the actual fuel quality. For fuel oil quality, see Quality Requirements The maximum injection viscosity is cst. Velocity recommendations for fuel oil pipes: L21/31 Marine Diesel Oil: Suction pipe: m/s Delivery pipe: m/s Heavy Fuel Oil: Suction pipe: m/s Delivery pipe: m/s 08.45

220

221 Page 1 (1) Recalculation of fuel consumption dependent on ambient conditions General In accordance to ISO-Standard ISO :2002 Reciprocating internal combustion engines Performance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods Additional requirements for engines for general use MAN Diesel & Turbo specifies the method for recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged engines as follows: ß = x (t x t r ) x (t bax t bar ) x (p r p x ) The formula is valid within the following limits: + Ambient air temperature 5 C 55 C + Charge air temperature before cylinder 25 C 75 C + Ambient air pressure bar bar b x = b r x ß b r = b x ß ß t bar Fuel consumption factor Engine type specific reference charge air temperature before cylinder see»reference conditions«in»fuel oil consumption for emissions standard«. Legend Reference At test run or at site Specific fuel consumption [g/kwh] b r b x Ambient air temperature [ C] t r t x Charge air temperature before cylinder [ C] t bar t bax Ambient air pressure [bar] p r p x Example Reference values: b r = 200 g/kwh, t r = 25 C, t bar = 40 C, p r = 1.0 bar At Site: t x = 45 C, t bax = 50 C, p x = 0.9 bar ß = (45 25) (50 40) ( ) = b x = ß x b r = x 200 = g/kwh All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions

222

223 Page 1 (2) Fuel Oil Consumption for Emissions Standard : 340 kw/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP) % Load ) Spec. fuel consumption (g/kwh) with HFO/MDO ) without attached pumps 2) 3) 1) Warranted fuel consumption at 85% MCR 2) Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account. 3) Based on reference conditions, see "Reference conditions" Table 1 Fuel oil consumption 6-9: 365 kw/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP) % Load ) Spec. fuel consumption (g/kwh) with MDO/MGO 4) ) without attached pumps 2) 3) 1) Warranted fuel consumption at 85% MCR 2) Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account. 3) Based on reference conditions, see "Reference conditions" 4) MDO viscosity must not exceed 6 mm 2 /s = 40 C. Table 2 Fuel oil consumption No of cylinders Fuel oil consumption at idle running (kg/h) 6L 7L 8L 9L Speed / 800 rpm Table 3 Fuel oil consumption at idle running IMO Tier II requirements: IMO: International Maritime Organization MARPOL 73/78; Revised Annex VI-2008, Regulation 13. Tier II: NO x technical code on control of emission of nitrogen oxides from diesel engines. Note! Operating pressure data without further specification are given below/above atmospheric pressure. For calculation of fuel consumption, see " Recalculation of fuel oil consumption dependent on ambient conditions" All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions Tier II

224 Fuel Oil Consumption for Emissions Standard MAN Diesel & Turbo Page 2 (2) For operation with MGO SFOC will be increased by 2 g/kwh With built-on pumps, the SFOC will be increased in [%] by: Lubricating oil main pump 1.5 x 110 load % + 10 % LT Cooling water pump 0.7 x 110 load % + 10 % HT Cooling water pump 0.7 x 110 load % + 10 % 110 Fuel oil feed pump* 0.1 x load % + 10 *only for MDO/MGO operation % For different net calorific value, the SFOC will be corrected in [%] by: Net calorific value NCV rise 427 kj/kg % Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger: U = ( -20 [mbar] p Air before compressor [mbar] ) x 0.25 [K/mbar] with U 0 Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger: O = ( p Exhaust after turbine [mbar] 30 [mbar] ) x 0.25 [K/mbar] with O 0 Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil consumption: For every increase of the exhaust gas temperature by 1 C, due to activation of charge air blow-off device, an addition of 0.05 g/kwh to be considered. Reference conditions (according to ISO : 2002; ISO 1550: 2002) Air temperature before turbocharger t r C 25 Ambient pressure p r bar 1 Relative humidity Φr % 30 Engine type specific reference charge air temperature before cylinder t bar 1) C 40 Net calorific value NCV kj/kg 42,700 1) Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25 C LT cooling water temperature before charge air cooler (according to ISO) Table 4 Reference conditions All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions Tier II

225 Page 1 (3) Fuel oil system MDO Fuel oil system for operation on gas/diesel oil 5 LAL 4 28 x 2 20 x 2 DN 32 6 To sludge 3 B1 28 x 2 28 x 2 To sludge M 2 B7A LSH x 2 8 x 1 B3 From bunker/ settling tank 1 Return to bunker/settling tank To fuel oil drain tank B4 28 x 2 PT PT Item Description Shut-off valve at B4 is to be placed as close to the connections as possible Prefilter for purifier Transfer pump Purifier MDO service tank Sightglass for MDO overflow Duplex filter (magnetic insert) Primary stand-by pump Primary pump Duplex filter (paper insert) Connections: B1 Fuel oil primary pump - suction B3 Fuel oil primary stand-by pump - pressure B4 Fuel oil circulation to service tank B7A Leak oil to drain tank Service tank (item 4): Min capacity in m# for 8 hours operation: CYL WITH PURIFIER OR SETTLING TANK The lowest oil level of the service tank must be min 500 mm above centerline of crankshaft. Fig 6.1 Fuel oil system MDO 09.35

226 Fuel oil system MDO Page 2 (3) Fuel oil storage Purifier, item 3 The storage and handling system comprises of bunker tanks, pipe systems and transfer systems. Cleaning systems The cleaning system normally comprises of a settling tank, pipe system and equipment for cleaning of the MDO prior to use in the engine. The settling tank should be designed to provide the most efficient sludge and water separation. The tank should be provided with baffles to reduce mixing of sludge with the fuel. The bottom of the tank should have a slope toward the sludge drain valve(s), and the pump suction must not be in the vicinity of the sludge space. We recommend that the capacity of a single settling tank is sufficient to ensure minimum 24 hours operation. Prefilter, item 1 To protect the purifier pump (item 2), a prefilter should be inserted before the pump. Design data: Capacity: See oil pump, item 2 Mesh size: mm Oil pump to purifier, item 2 The pump can be driven directly by the purifier or by an independent motor. Design data: Capacity: According to purifier Pressure: Max 2.5 bar Temperature: Max 40 C For engines operating on MDO we recommend cleaning of the oil by a purifier to remove water. For the blended fuel oil (M3 in accordance to BS MA100 fuel oil specification) which can be expected in some bunker places, the purifier is also an important cleaning device. We recommend the automatic self-cleaning type. As a guideline for the selection of purifier, the following formula can be used: Design data: Capacity: V = C (24/T) V: The nominal capacity of the purifier in litres/ hour C: Consumption at MCR in litres/hour T: Daily separating time, depending on purifier (20-22 hours) Guidance given by the manufacturer of the purifier must be observed. If aux engines are fed from the same fuel oil system, the fuel oil consumption has to include all engines. Pre-heating is normally not necessary, but a purifying temperature of approx 40 C is recommended for better separation. Some Marine Diesel Oils have a high content of paraffin which clogs up filters and can cause unintended engine stopping. To avoid this, preheating can be necessary. A heat exchanger and a thermostatic valve using the main engine HT cooling water as heating media can be installed, if necessary. Service tank, item 4 The service tank shall be dimensioned to contain purified MDO for operating minimum 4 hours at MCR

227 Page 3 (3) Fuel oil system MDO Attention must be paid that the fuel oil inlet pipe is connected to the side of the tank in a position to avoid sludge and water contamination of the MDO. A vent pipe from the tank should be led up to the deck level minimum 500 mm above the tank. Precaution should be taken that water does not enter the tank through the vent pipe. To ensure satisfactory suction when starting up the main engine, the lowest oil level in the service tank should be at least 500 mm above the suction to the primary pump (item 8 in fig 6.1) and the stand-by primary pump. These values include an addition for engine driven pumps plus 3% tolerance in accordance with ISO requirements. Cooler requirements Fuel oil temperatures before engine / fuel oil injection pumps (MDO/MGO): If the fuel oil temperature before engine / fuel injection pumps exceeds 40 C or the viscosity is below 2.2 cst a cooler must be built-in, in order to ensure the lub ricating properties for the injection pumps. Duplex suction filter, item 6 A duplex suction filter with magnetic inserts should be installed in the suction line of the fuel oil primary pump to protect the pump. The filter should be designed for the capacity of the built-on primary pump with a mesh size of mm. Stand-by primary pump, item 7 Design data: Notes We recommend that the total pressure drop in the piping system is calculated in order to ensure that the pump capacity is sufficient and the flow velocity is as recommended by us. We should be pleased to review your piping diagrams and give our comments and recommendations. The shipyard is responsible for the choice of method, design and execution. Capacity: 4 MCR consumption Pressure: 2.5 bar Fuel oil consumption For calculating the necessary tank size, purifier, stand-by pumps, etc, the consumption stated in the planning data, based on engine MCR, should be used

228

229 Page 1 (6) Fuel oil system HFO Fuel oil system for operation on heavy fuel oil 20 x 2 DN x 2 DN x 2 28 x 2 To sludge 22 x 2 8 x 1 12 x 1.5 DN 32 B1 DN M Heavy fuel oil 7 LAL LAL Marine diesel oil x 2 20 x 2 To sludge To sludge DN To sludge From bunker tank (HFO) Return to bunker tank (HFO) To sludge 1 DN 32 M16A DPAH 11 FI 8A A 16 DN 32 To sludge 8 9 PSL x 2 To sludge 4A 3A M 2A 14 PSL 28 x M 2 To fuel oil drain tank To sludge To fuel oil drain tank 13 B7A LSH B2 B4 PSL PSL 17 PT VAL/H TAH 18 TAL PT 1423 TE 1424 TI Return to bunker tank (MDO) From bunker tank (MDO) 28 x 2 20 x 2 32 M 31 DN 32 DN 32 Fig 1 Fuel oil diagram HFO 06.18

230 Fuel oil system HFO Page 2 (6) Item Description 1 HFO settling tank 2 Prefilter for purifier/clarifier 3 Transfer pump for purifier/clarifier 4 Preheater for purifier/clarifier 5 HFO purifier 6 HFO clarifier 7 HFO day tank 8 Prefilter for HFO supply pump 9 Fuel oil supply pump 10 Automatic filter 11 Flow indicator 12 Mixing tank 13 Automatic deaeration valve 14 Supply pressure control valve 15 Duplex filter (magnetic insert) 16 Fuel oil booster pump 17 Final preheater 18 Viscosity control equipment 19 Duplex silt filter 20 Booster pressure regulating valve 30 Sight galss, HFO day tank overflow 31 Prefilter for MDO transfer pump 32 MDO transfer pump 33 MDO purifier 34 MDO purifier 35 Sight glass, MDO day tank overflow Connections: B1 Fuel oil inlet engine B2 Drain oil from fuel valves B4 Fuel oil circulation to service tank B7A Leak oil to drain tank (with alarm) Note: All tanks and pipes for heated oil must be insulated. Shut-off valve at B4 is to be placed as close to the connection as possible Final preheater (item 17): Standard: Steam heated final preheater Optional: Electrical, Thermal oil heated final preheater MDO-tank (item 34): Min oil level in MDO-tank is to be approx 500 mm above inlet pipe (item 10). Pressure regulating valve (item 20): The pressure regulating valve is to be adjusted to a pressure of 4 bar. The relief valve for booster pumps (items 16 and 16A) are adjusted to a pressure somewhat higher. Fuel oil storage The storage and handling system consists of bunker tanks, pipe systems and transfer systems. Cleaning systems The cleaning system normally comprises of a settling tank, pipe system and equipment for cleaning of the HFO prior to use in the engine. Settling tank, item 1 The settling tanks should be designed to provide the most efficient sludge and water separation. Each tank should be provided with baffles to reduce mixing of sludge with the fuel. The bottom of the tank should be with a slope toward the sludge drain valve(s), and the pump suction must not be in the vicinity of the sludge space. We recommend that the capacity of each settling tank should be sufficient to ensure minimum 24 hours operation. The temperature of the oil settling tanks should be as high as possible to help the dirt to settle. The temperature should be below 5 C in order to avoid the formation of asphaltenes, and min 7 C above the pour point of the oil to ensure pumpability. Prefilter, items 2 and 2A To protect the separator pumps, items 3 and 3A, a prefilter should be inserted before the pumps. Design data: Capacity: See oil pump, items 3 and 3A Mesh size: mm Oil pump to purifier and clarifier, items 3 and 3A The pumps can be driven directly by the purifier or by an independent motor

231 Page 3 (6) Fuel oil system HFO Design data: Capacity: According to separator Pressure: Max 2.5 bar Temperature: Max 70 C Preheater before purifier and clarifier, items 4 and 4A The preheater must be able to raise the temperature of the oil from approx 60 C to approx 98 C, which is the temperature of the oil for purifying. Design data: Capacity: P = v t/1710 P: Capacity of the preheater in kw v: Flow through preheater in litres/hour t: Temperature difference approx 40 C (engine operating) Max pressure: Max pressure loss: 4 bar 0.5 bar The specific load on heating surface for an electric preheater is recommended not to exceed 1.2 W/cm 2. Purifier/clarifier, items 5 and 6 For engines operating on HFO we recommend cleaning of the fuel oil by a purifier and a clarifier to remove water and solids. For applications with separators acting as a clarifier and purifier at the same time, we recommend to have one separator as stand-by. We recommend the automatic self-cleaning type. As a guideline for the selection of separators, the following formula can be used: Design data: Capacity: V = C (24/T) V: The nominal capacity of the separators in litres/hour C: Consumption at MCR in litres/hour T: Daily separating time, depending on purifier (20-22 hours) Guidance given by the manufacturer of the seperators must be observed. If aux engines are supplied from the same fuel oil system, the fuel oil consumption has to include all engines. HFO service tank, item 7 The service tank should be dimensioned to contain purified HFO for operating for at least 12 hours. The tank must be insulated and the oil temperature in the tank should be kept at minimum 60 C. Depending on separating temperature and tank insulation the temperature may rise to above 90 C. Attention must be paid that the fuel oil inlet pipe is connected to the side of the tank in a position to avoid sludge and water contamination of the HFO. The feed from the service tank to the mixing pipe is to be connected in a suitable distance above the bottom of the service tank to avoid sludge and water contamination in the pipe. A vent pipe from the tank should be led up to the deck level minimum 500 mm above the tank. Precaution should be taken that water does not enter the tank through the vent pipe. Prefilters, items 8 and 8A The pressure pumps (items 9 and 9A) must be protected by prefilters. Design data: Capacity: See capacity for pressure pump Temperature: Max 90 C Mesh size: mm Pressure pumps, items 9 and 9A The HFO system must be pressurised to avoid gas separation in the fuel oil piping. Pressurising is maintained by the pumps installed between the HFO service tank and the automatic filter

232 Fuel oil system HFO Page 4 (6) Design data: Type: Screw or gear pump with relief valve Capacity: MCR consumption + flushing oil Pressure: Max 4 bar Temperature: Max 90 C Viscosity at normal operation: Max 140 cst (corresponding to 70 C) Viscosity for dimensioning of el motor: 1000 cst Pressure regulating valve, item 14 The pressure regulating valve is to be adjusted to a pressure of approx 4 bar and the relief valve setting for supply pumps, items 9 and 9A, is adjusted to a higher pressure. If the capacity of the pressure pumps (items 9 and 9A) exceeds the fuel oil consumption too much, or if the plant often operates at low load, the surplus oil by-passed by the pressure regulating valve has to be cooled down by a by-pass oil radiator, to avoid unintended heating of the fuel supply. Automatic filter, item 10 An automatic filter should be installed between the supply pumps and the mixing pipe. As the flow is limited to the consumption of the engine, a filter with 10 µm mesh size should be used in order to achieve optimal filtration. In case of malfunction of the filter, a manually cleaned by-pass filter has to be installed in parallel to the automatic filter. Design data: Capacity : MCR consumption Pressure : Normally 4 bar Max 8 bar Temperature : Max 90 C Mesh size : 10 µm absolute (main supply) 35 µm absolute (by-pass supply) Fuel oil consumption measuring, item 11 For engines with pressurised HFO system a fuel consumption meter can be fitted between the automatic filter (item 10) and the mixing tank (item 12). A spring loaded valve has to be installed in parallel. In case of the measuring device, the valve will open and ensure fuel supply to the engine. Mixing pipe, item 12 The main purpose of the mixing pipe is to ensure good ventilation of gas from the hot fuel oil. Furthermore, the mixing pipe ensures a gradual temperature balance by mixing the hot returned oil from the engine with the oil from the daily service tank thereby reducing the heat requirements from the final preheater. The mixing pipe should be dimensioned to contain fuel oil for minutes operation at MCR load, and in any case not less than 50 litres. Minimum diameter of mixing pipe: 200 mm. Because the capacity of the fuel oil primary pump is higher than the consumption of the engine, the surplus oil from engine flange connection B4 must be returned to the mixing pipe and must be adequately insulated. The flange connection B2 must be connected to a drain tank and not to the mixing pipe. Prefilter, item 15 To protect the fuel oil circulation pumps a duplex prefilter is recommended between the mixing pipe (item 12) and the circulating pumps (items 16 and 16A)

233 Page 5 (6) Fuel oil system HFO Design data (depending on fuel type): Capacity: See the planning data Operating temperature: Max 150 C Pressure: Max 10 bar Pressure drop by clean filter: Max 0.05 bar Pressure drop by dirty filter: Max 0.1 bar Mesh size: mm HFO circulating pump, items 16 and 16A The pressurised HFO system has a high degree of recirculation. Design data (depending on fuel type): Capacity: 4 MCR consumption Pressure: Max 8 bar Operating temperature: Max 150 C Viscosity at normal operation: 25 cst (corresponding to 110 C) Viscosity for dimensioning of el-motor: 250 cst (corresponding to 60 C) Preheater, item 17 In order to heat the HFO to the proper viscosity before the injection valves (12±2 cst), the oil is led through a preheater. The temperature of the HFO is regulated by an automatic viscosity control unit to C (depending on the viscosity). The specific load on heating surface for an electric preheater is recommended not to exceed 1.2 W/cm 2. The above capacities include a safety margin of 15% but the necessary capacity depends on the actual fuel and condition. We will be pleased to carry out calculations for a specific condition on request. Fuel type IF 80 IF 180 IF 380 final temp t= 110 C t=131 C t=147 C kw kw kw Viscosity control equipment, item 18 This equipment is required for all types of fuel to ensure the optimum viscosity of approx 12±2 cst at the inlet to the fuel injection pump. The viscosimeter should be of a design which is not affected by pressure peaks produced by the injection pumps. For efficient operation, the pipe length between the HFO preheater and the viscosity control equipment should be as short as possible (or in accordance with the manufacturer s instruction). The viscosity control equipment should be able to switch over to thermostatic control in case of malfunctioning. General piping Settling tank, service tank, and mixing pipe must be insulated. All pipes for heated oil must be insulated as well. Based on the minimum temperature of the oil from the HFO service tank to be 60 C and because the fuel must be heated to temperatures indicated in the table below (corresponding to a viscosity of 12±2 cst plus an addition of 5 C to compensate for heat loss before injection) the capacity of the preheater in kw should be minimum: 06.18

234 Fuel oil system HFO Page 6 (6) The fuel oil pipe system must be made of seamless precision steel tubes which can be assembled by means of either cutting ring or clamp ring fittings. Fuel oil consumption For calculating the necessary size of tank, separators, stand-by pumps, etc, the consumption stated in the planning data, based on engine MCR, should be used. The consumption includes an addition for engine driven pumps plus 5% tolerance in accordance with ISO requirements. The MDO treatment and feed system The engine is designed for pier to pier operation on HFO. However, change-over to MDO might become necessary. For instance during: Repair of engine and fuel oil system Docking More than 5 days stop Environmental legislation requiring use of low-sulphur fuels The layout of MDO treatment and feed system should be in accordance with the recommendations for MDO. The conversion from kg/hour to litres/hour is based on a fuel with density of 950 kg/m 3 for IF 80 and 980 kg/m 3 for IF 380. The low calorific heat value of the heavy fuel oil corresponds to 40,225 kj/kg

235 de Heavy fuel oil (HFO) specification Prerequisites Heavy fuel oil (HFO) Origin/Refinery process Specifications Important Blends MAN four-stroke diesel engines can be operated with any heavy fuel oil obtained from crude oil that also satisfies the requirements in Table 1, providing the engine and fuel processing system have been designed accordingly. To ensure that the relationship between the fuel, spare parts and repair / maintenance costs remains favorable at all times, the following points should be observed. The quality of the heavy fuel oil largely depends on the quality of crude oil and on the refining process used. This is why the properties of heavy fuel oils with the same viscosity may vary considerably depending on the bunker positions. Heavy fuel oil is normally a mixture of residual oil and distillates. The components of the mixture are normally obtained from modern refinery processes, such as Catcracker or Visbreaker. These processes can adversely affect the stability of the fuel as well as its ignition and combustion properties. The processing of the heavy fuel oil and the operating result of the engine also depend heavily on these factors. Bunker positions with standardised heavy fuel oil qualities should preferably be used. If oils need to be purchased from independent dealers, also ensure that these also comply with the international specifications. The engine operator is responsible for ensuring that suitable heavy fuel oils are chosen. Fuels intended for use in an engine must satisfy the specifications to ensure sufficient quality. The limit values for heavy fuel oils are specified in Table 1. The entries in the last column of Table 1 provide important background information and must therefore be observed. Different international specifications exist for heavy fuel oils. The most important specifications are ISO and CIMAC-2003, which are more or less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in these specifications up to K700 can be used, providing the fuel preparation system has been designed accordingly. To use any fuels, which do not comply with these specifications (e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m 3 may only be used if up-to-date separators are installed. Even though the fuel properties specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" satisfy the above requirements, they probably do not adequately define the ignition and combustion properties and the stability of the fuel. This means that the operating behaviour of the engine can depend on properties that are not defined in the specification. This particularly applies to the oil property that causes formation of deposits in the combustion chamber, injection system, gas ducts and exhaust gas system. A number of fuels have a tendency towards incompatibility with lubricating oil which leads to deposits being formed in the fuel delivery pump that can block the pumps. It may therefore be necessary to exclude specific fuels that could cause problems. The addition of engine oils (old lubricating oil, ULO used lubricating oil) and additives that are not manufactured from mineral oils, (coal-tar oil, for example), and residual products of chemical or other processes such as solvents Heavy fuel oil (HFO) specification General EN 1 (12)

236 3.3.3 MAN Diesel & Turbo Heavy fuel oil (HFO) specification General Leak oil collector (polymers or chemical waste) is not permitted. Some of the reasons for this are as follows: abrasive and corrosive effects, unfavourable combustion characteristics, poor compatibility with mineral oils and, last but not least, adverse effects on the environment. The order for the fuel must expressly state what is not permitted as the fuel specifications that generally apply do not include this limitation. If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel, this poses a particular danger as the additives in the lubricating oil act as emulsifiers that cause dirt, water and catfines to be transported as fine suspension. They therefore prevent the necessary cleaning of the fuel. In our experience (and this has also been the experience of other manufacturers), this can severely damage the engine and turbocharger components. The addition of chemical waste products (solvents, for example) to the fuel is prohibited for environmental protection reasons according to the resolution of the IMO Marine Environment Protection Committee passed on 1st January Leak oil collectors that act as receptacles for leak oil, and also return and overflow pipes in the lube oil system, must not be connected to the fuel tank. Leak oil lines should be emptied into sludge tanks. Viscosity (at 50 ) mm 2 /s (cst) max. 700 Viscosity/injection viscosity Viscosity (at 100 ) max. 55 Viscosity/injection viscosity Density (at 15 C) g/ml max Heavy fuel oil processing Flash point C min. 60 Flash point (ASTM D 93) Pour point (summer) max. 30 Low-temperature behaviour (ASTM D 97) Pour point (winter) max. 30 Low-temperature behaviour (ASTM D 97) Coke residue (Conradson) Sulphur content Weight % max. 20 Combustion properties 5 or legal requirements Sulphuric acid corrosion Ash content 0.15 Heavy fuel oil processing Vanadium content mg/kg 450 Heavy fuel oil processing Water content Vol. % 0.5 Heavy fuel oil processing Sediment (potential) Weight % 0.1 Aluminium and silicium content (total) mg/kg max. 60 Heavy fuel oil processing Acid number mg KOH/g 2.5 Hydrogen sulphide mg/kg 2 Used lubricating oil (ULO) mg/kg The fuel must be free of lubricating oil (ULO = used lubricating oil, old oil). Fuel is considered as contaminated with lubricating oil when the following concentrations occur: Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm de 2 (12) EN

237 de Asphaltene content Weight % 2/3 of coke residue (according to Conradson) Sodium content mg/kg Sodium < 1/3 Vanadium, Sodium<100 Combustion properties Heavy fuel oil processing The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers. Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil Heavy fuel oil (HFO) specification General EN 3 (12)

238 3.3.3 MAN Diesel & Turbo Heavy fuel oil (HFO) specification General Figure 1: ISO specification for heavy fuel oil de 4 (12) EN

239 de Figure 2: ISO specification for heavy fuel oil (continued) Heavy fuel oil (HFO) specification General EN 5 (12)

240 3.3.3 MAN Diesel & Turbo Heavy fuel oil (HFO) specification General Additional information Selection of heavy fuel oil Viscosity/injection viscosity Heavy fuel oil processing Settling tank Separators The purpose of the following information is to show the relationship between the quality of heavy fuel oil, heavy fuel oil processing, the engine operation and operating results more clearly. Economic operation with heavy fuel oil within the limit values specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" is possible under normal operating conditions, provided the system is working properly and regular maintenance is carried out. If these requirements are not satisfied, shorter maintenance intervals, higher wear and a greater need for spare parts is to be expected. The required maintenance intervals and operating results determine, which quality of heavy fuel oil should be used. It is an established fact that the price advantage decreases as viscosity increases. It is therefore not always economical to use the fuel with the highest viscosity as in many cases the quality of this fuel will not be the best. Heavy fuel oils with a high viscosity may be of an inferior quality. The maximum permissible viscosity depends on the preheating system installed and the capacity (flow rate) of the separator. The prescribed injection viscosity of mm 2 /s (for GenSets, 23/30H and 28/32H: cst) and corresponding fuel temperature upstream of the engine must be observed. This is the only way to ensure efficient atomisation and mixture formation and therefore low-residue combustion. This also prevents mechanical overloading of the injection system. For the prescribed injection viscosity and/or the required fuel oil temperature upstream of the engine, refer to the viscosity temperature diagram. Whether or not problems occur with the engine in operation depends on how carefully the heavy fuel oil has been processed. Particular care should be taken to ensure that highly-abrasive inorganic foreign matter (catalyst particles, rust, sand) are effectively removed. It has been shown in practice that wear as a result of abrasion in the engine increases considerably if the aluminum and silicium content is higher than 15 mg/kg. Viscosity and density influence the cleaning effect. This must be taken into account when designing and making adjustments to the cleaning system. Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in the tank and the lower the viscosity of heavy fuel oil is, the more effective the precleaning process will be (maximum preheating temperature of 75 C to prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient for heavy fuel oils with a viscosity of less than /s at 50 C. If the heavy fuel oil has a high concentration of foreign matter, or if fuels in accordance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will be required one of which must be sized for 24-hour operation. Before the content is moved to the service tank, water and sludge must be drained from the settling tank. A separator is particularly suitable for separating material with a higher specific density water, foreign matter and sludge, for example. The separators must be self-cleaning (i.e. the cleaning intervals must be triggered automatically). Only new generation separators should be used. They are extremely effective throughout a wide density range with no changeover required, and can separate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 C de 6 (12) EN

241 de Water Table "Achievable proportion of foreign matter and water (following separation)" shows the prerequisites that must be met by the separator. These limit values are used by manufacturers as the basis for dimensioning the separator and ensure compliance. The manufacturer's specifications must be complied with to maximize the cleaning effect. Application in ships and stationary use: parallel installation 1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow rate Figure 3: Location of heavy fuel oil cleaning equipment and/or separator The separators must be arranged according to the manufacturers' current recommendations (Alpha Laval and Westfalia). The density and viscosity of the heavy fuel oil in particular must be taken into account. If separators by other manufacturers are used, MAN Diesel should be consulted. If processing is carried out in accordance with the MAN Diesel specifications and the correct separators are chosen, it may be assumed that the results stated in the table entitled "Achievable proportion of foreign matter and water" for inorganic foreign matter and water in the heavy fuel oil will be achieved at the engine inlet. Results obtained during operation in practiсe show that the wear occurs as a result of abrasion in the injection system and the engine will remain within acceptable limits if these values are complied with. In addition, an optimum lubricating oil treatment process must be ensured. Definition Particle size Quantity Inorganic foreign matter including catalyst particles < 5 µm < 20 mg/kg Al+Si content -- < 15 mg/kg Water content -- < 0.2 % by vol. % Table 2: Achievable proportion of foreign matter and water (after separation) It is particularly important to ensure that the water separation process is as thorough as possible as the water takes the form of large droplets, and not a finely distributed emulsion. In this form, water also promotes corrosion and sludge formation in the fuel system and therefore impairs the supply, atomisation and combustion of the heavy fuel oil. If the water absorbed in the fuel is seawater, harmful sodium chloride and other salts dissolved in this water will enter the engine. Heavy fuel oil (HFO) specification General EN 7 (12)

242 3.3.3 MAN Diesel & Turbo Heavy fuel oil (HFO) specification General Vanadium/Sodium Ash Homogeniser Flash point (ASTM D 93) Low-temperature behaviour (ASTM D 97) Pump characteristics Combustion properties Water-containing sludge must be removed from the settling tank before the separation process starts, and must also be removed from the service tank at regular intervals. The tank's ventilation system must be designed in such a way that condensate cannot flow back into the tank. If the vanadium/sodium ratio is unfavorable, the melting point of the heavy fuel oil ash may fall in the operating area of the exhaust-gas valve which can lead to high-temperature corrosion. Most of the water and water-soluble sodium compounds it contains can be removed by pretreating the heavy fuel oil in the settling tank and in the separators. The risk of high-temperature corrosion is low if the sodium content is one third of the vanadium content or less. It must also be ensured that sodium does not enter the engine in the form of seawater in the intake air. If the sodium content is higher than 100 mg/kg, this is likely to result in a higher quantity of salt deposits in the combustion chamber and exhaust-gas system. This will impair the function of the engine (including the suction function of the turbocharger). Under certain conditions, high-temperature corrosion can be prevented by using a fuel additive that increases the melting point of the heavy fuel oil ash (also see "Additives for heavy fuel oils ). Fuel ash consists for the greater part of vanadium oxide and nickel sulphate (see above chapter for more information). Heavy fuel oils containing a high proportion of ash in the form of foreign matter, e.g. sand, corrosion compounds and catalyst particles, accelerate the mechanical wear in the engine. Catalyst particles produced as a result of the catalytic cracking process may be present in the heavy fuel oils. In most cases, these are aluminium silicate particles that cause a high degree of wear in the injection system and the engine. The aluminium content determined, multiplied by a factor of between 5 and 8 (depending on the catalytic bond), is roughly the same as the proportion of catalyst remnants in the heavy fuel oil. If a homogeniser is used, it must never be installed between the settling tank and separator as otherwise it will not be possible to ensure satisfactory separation of harmful contaminants, particularly seawater. National and international transportation and storage regulations governing the use of fuels must be complied with in relation to the flash point. In general, a flash point of above 60 C is prescribed for diesel engine fuels. The pour point is the temperature at which the fuel is no longer flowable (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher than 0 C, the bunker facility must be preheated, unless fuel in accordance with RMA or RMB is used. The entire bunker facility must be designed in such a way that the heavy fuel oil can be preheated to around 10 C above the pour point. If the viscosity of the fuel is higher than 1000 mm 2 /s (cst), or the temperature is not at least 10 C above the pour point, pump problems will occur. For more information, also refer to Low-temperature behaviour (ASTM D 97). If the proportion of asphalt is more than two thirds of the coke residue (Conradson), combustion may be delayed which in turn may increase the formation of combustion residues, leading to such as deposits on and in the injection nozzles, large amounts of smoke, low output, increased fuel consumption and a rapid rise in ignition pressure as well as combustion close to the cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt to coke residues reaches the limit 0.66, and if the asphalt content exceeds 8%, the risk of deposits forming in the combustion chamber and injection de 8 (12) EN

243 de Ignition quality system is higher. These problems can also occur when using unstable heavy fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an increased deposition of asphalt (see "Compatibility ). Nowadays, to achieve the prescribed reference viscosity, cracking-process products are used as the low viscosity ingredients of heavy fuel oils although the ignition characteristics of these oils may also be poor. The cetane number of these compounds should be < 35. If the proportion of aromatic hydrocarbons is high (more than 35 %), this also adversely affects the ignition quality. The ignition delay in heavy fuel oils with poor ignition characteristics is longer; the combustion is also delayed which can lead to thermal overloading of the oil film at the cylinder liner and also high cylinder pressures. The ignition delay and accompanying increase in pressure in the cylinder are also influenced by the end temperature and compression pressure, i.e. by the compression ratio, the charge-air pressure and charge-air temperature. The disadvantages of using fuels with poor ignition characteristics can be limited by preheating the charge air in partial load operation and reducing the output for a limited period. However, a more effective solution is a high compression ratio and operational adjustment of the injection system to the ignition characteristics of the fuel used, as is the case with MAN Diesel piston engines. The ignition quality is one of the most important properties of the fuel. This value does not appear in the international specifications because a standardised testing method has only recently become available and not enough experience has been gathered at this point in order to determine limit values. The parameters, such as the calculated carbon aromaticity index (CCAI), are therefore aids that are derived from quantifiable fuel properties. We have established that this method is suitable for determining the approximate ignition quality of the heavy fuel oil used. A testing instrument has been developed based on the constant volume combustion method (fuel combustion analyser FCA) and is currently being tested by a series of testing laboratories. The instrument measures the ignition delay to determine the ignition quality of a fuel and this measurement is converted into a an instrument-specific cetane number (FIA-CN or EC). It has been established that in some cases, heavy fuel oils with a low FIA cetane number or ECN number can cause operating problems. As the liquid components of the heavy fuel oil decisively influence the ignition quality, flow properties and combustion quality, the bunker operator is responsible for ensuring that the quality of heavy fuel oil delivered is suitable for the diesel engine. (Also see illustration entitled "Nomogram for determining the CCAI assigning the CCAI ranges to engine types"). Heavy fuel oil (HFO) specification General EN 9 (12)

244 3.3.3 MAN Diesel & Turbo Heavy fuel oil (HFO) specification General Sulphuric acid corrosion V Viscosity in mm 2 /s (cst) at 50 C D Density [in kg/m 3 ] at 15 C CCAI Calculated Carbon Aromaticity Index A Normal operating conditions B The ignition characteristics can be poor and require adapting the engine or the operating conditions. C Problems identified may lead to engine damage, even after a short period of operation. 1 Engine type 2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils. Figure 4: Nomogram for determining the CCAI assigning the CCAI ranges to engine types The CCAI can be calculated using the following formula: CCAI = D log log (V+0.85) - 81 The engine should be operated at the cooling water temperatures prescribed in the operating handbook for the relevant load. If the temperature of the components that are exposed to acidic combustion products is below the acid dew point, acid corrosion can no longer be effectively prevented, even if alkaline lubricating oil is used. The BN values specified in Section are sufficient, providing the quality of lubricating oil and the engine's cooling system satisfy the requirements de 10 (12) EN

245 de Compatibility Blending the heavy fuel oil Additives for heavy fuel oils Heavy fuel oils with low sulphur content The supplier must guarantee that the heavy fuel oil is homogeneous and remains stable, even after the standard storage period. If different bunker oils are mixed, this can lead to separation and the associated sludge formation in the fuel system during which large quantities of sludge accumulate in the separator that block filters, prevent atomisation and a large amount of residue as a result of combustion. This is due to incompatibility or instability of the oils. Therefore heavy fuel oil as much as possible should be removed in the storage tank before bunkering again to prevent incompatibility. If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain the required quality or viscosity of heavy fuel oil, it is extremely important that the components are compatible (see "Compatibility"). MAN Diesel & Turbo SE engines can be operated economically without additives. It is up to the customer to decide whether or not the use of additives is beneficial. The supplier of the additive must guarantee that the engine operation will not be impaired by using the product. The use of heavy fuel oil additives during the warranty period must be avoided as a basic principle. Additives that are currently used for diesel engines, as well as their probable effects on the engine's operation, are summarised in the table below "Additives for heavy fuel oils classification/effects". Precombustion additives Dispersing agents/stabilisers Emulsion breakers Biocides Combustion additives Combustion catalysts (fuel savings, emissions) Post-combustion additives Ash modifiers (hot corrosion) Table 3: Additives for heavy fuel oils Classification/effects Soot removers (exhaustgas system) From the point of view of an engine manufacturer, a lower limit for the sulphur content of heavy fuel oils does not exist. We have not identified any problems with the low-sulphur heavy fuel oils currently available on the market that can be traced back to their sulphur content. This situation may change in future if new methods are used for the production of low-sulphur heavy fuel oil (desulphurisation, new blending components). MAN Diesel & Turbo will monitor developments and inform its customers if required. If the engine is not always operated with low-sulphur heavy fuel oil, corresponding lubricating oil for the fuel with the highest sulphur content must be selected. Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed. Heavy fuel oil (HFO) specification General EN 11 (12)

246 3.3.3 MAN Diesel & Turbo Heavy fuel oil (HFO) specification General Tests Sampling Analysis of samples To check whether the specification provided and/or the necessary delivery conditions are complied with, we recommend you retain at least one sample of every bunker oil (at least for the duration of the engine's warranty period). To ensure that the samples taken are representative of the bunker oil, a sample should be taken from the transfer line when starting up, halfway through the operating period and at the end of the bunker period. Sample Tec" by Mar-Tec in Hamburg is a suitable testing instrument which can be used to take samples on a regular basis during bunkering. Our department for fuels and lubricating oils (Augsburg factory, department EQC) will be pleased to provide further information on request. We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test de 12 (12) EN

247 3.3.2 Diesel oil (MDO) specification de Marine diesel oil Other designations Origin Specification Marine diesel oil, marine diesel fuel. Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F- DMB) exclusively for marine applications. MDO is manufactured from crude oil and must be free of organic acids and non-mineral oil products. The suitability of fuel depends on the design of the engine and the available cleaning options, as well as compliance with the properties in the following table that refer to the as-delivered condition of the fuel. The properties are essentially defined using the ISO standard as the basis. The properties have been specified using the stated test procedures. Properties Unit Testing method Designation ISO-F specification DMB Density at 15 C kg/m 3 ISO Kinematic viscosity at 40 C mm 2 /s cst ISO 3104 > 2,0 < 11 * Pour point (winter quality) C ISO 3016 < 0 Pour point (summer quality) C < 6 Flash point (Pensky Martens) C ISO 2719 > 60 Total sediment content % by weight ISO CD Water content % by vol. ISO 3733 < 0.3 Sulphur content % by weight ISO 8754 < 2.0 Ash content % by weight ISO 6245 < 0.01 Carbon residue (MCR) % by weight ISO CD < 0.30 Cetane number or cetane index - ISO 5165 > 35 Hydrogen sulphide mg/kg IP 570 < 2 Acid value mg KOH/g ASTM D664 < 0.5 Oxidation resistance g/m 3 ISO < 25 Lubricity (wear scar diameter) μm ISO < 520 Copper strip test - ISO 2160 < 1 Other specifications: British Standard BS MA Class M2 ASTM D 975 2D ASTM D 396 Nr. 2 Table 1: Marine diesel oil (MDO) characteristic values to be adhered to * For engines 27/38 with 350 resp. 365 kw/cyl the viscosity must not exceed 6 mm 2 40 C, as this would reduce the lifetime of the injection system. Diesel oil (MDO) specification General EN 1 (2)

248 3.3.2 MAN Diesel & Turbo Diesel oil (MDO) specification General Additional information Lubricity Analyses During transshipment and transfer, MDO is handled in the same manner as residual oil. This means that it is possible for the oil to be mixed with highviscosity fuel or heavy fuel oil with the remnants of these types of fuels in the bunker ship, for example that could significantly impair the properties of the oil. Normally, the lubricating ability of diesel oil is sufficient to operate the fuel injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may no longer be sufficient. Before using diesel fuels with low sulphur content, you should therefore ensure that their lubricity is sufficient. This is the case if the lubricity as specified in ISO does not exceed 520 μm. The fuel must be free of lubricating oil (ULO used lubricating oil, old oil). Fuel is considered as contaminated with lubricating oil when the following concentrations occur: Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm. The pour point specifies the temperature at which the oil no longer flows. The lowest temperature of the fuel in the system should be roughly 10 C above the pour point to ensure that the required pumping characteristics are maintained. A minimum viscosity must be observed to ensure sufficient lubrication in the fuel injection pumps. The temperature of the fuel must therefore not exceed 45 C. Seawater causes the fuel system to corrode and also leads to hot corrosion of the exhaust valves and turbocharger. Seawater also causes insufficient atomisation and therefore poor mixture formation accompanied by a high proportion of combustion residues. Solid foreign matter increase mechanical wear and formation of ash in the cylinder space. We recommend the installation of a separator upstream of the fuel filter. Separation temperature: C. Most solid particles (sand, rust and catalyst particles) and water can be removed, and the cleaning intervals of the filter elements can be extended considerably. Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed. We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test de 2 (2) EN

249 de Gas oil / diesel oil (MGO) specification Diesel oil Other designations Military specification Specification Density at 15 C Kinematic viscosity at 40 C Filterability* in summer and in winter Gas oil, marine gas oil (MGO), diesel oil Gas oil is a crude oil medium distillate and therefore must not contain any residual materials. Diesel oils that satisfy specification F-75 or F-76 may be used. The suitability of fuel depends on whether it has the properties defined in this specification (based on its composition in the as-delivered state). The DIN EN 590 and ISO (Class DMA or Class DMZ) standards have been extensively used as the basis when defining these properties. The properties correspond to the test procedures stated. Properties Unit Test procedure Typical value kg/m 3 ISO 3675 mm 2 /s (cst) ISO 3104 C C DIN EN 116 DIN EN Flash point in closed cup C ISO Sediment content (extraction method) weight % ISO Water content Vol. % ISO Sulphur content ISO Ash weight % ISO Coke residue (MCR) ISO CD Hydrogen sulphide mg/kg IP 570 < 2 Acid number mg KOH/g ASTM D664 < 0.5 Oxidation stability g/m 3 ISO < 25 Lubricity (wear scar diameter) μm ISO < 520 Cetane number or cetane index - ISO Copper strip test - ISO Other specifications: British Standard BS MA M1 ASTM D 975 1D/2D Table 1: Diesel fuel (MGO) properties that must be complied with. Gas oil / diesel oil (MGO) specification General EN 1 (2)

250 3.3.1 MAN Diesel & Turbo Gas oil / diesel oil (MGO) specification General * The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point in accordance with ISO 3015 Additional information Use of diesel oil Viscosity Lubricity Analyses If distillate intended for use as heating oil is used with stationary engines instead of diesel oil (EL heating oil according to DIN or Fuel No. 1 or no. 2 according to ASTM D 396), the ignition behaviour, stability and behaviour at low temperatures must be ensured; in other words the requirements for the filterability and cetane number must be satisfied. To ensure sufficient lubrication, a minimum viscosity must be ensured at the fuel pump. The maximum temperature required to ensure that a viscosity of more than 1.9 mm 2 /s is maintained upstream of the fuel pump, depends on the fuel viscosity. In any case, the fuel temperature upstream of the injection pump must not exceed 45 C. Normally, the lubricating ability of diesel oil is sufficient to operate the fuel injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may no longer be sufficient. Before using diesel fuels with low sulphur content, you should therefore ensure that their lubricity is sufficient. This is the case if the lubricity as specified in ISO does not exceed 520 μm. You can ensure that these conditions will be met by using motor vehicle diesel fuel in accordance with EN 590 as this characteristic value is an integral part of the specification. Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed. We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test de 2 (2) EN

251 3.3.1 Bio fuel specification de Biofuel Other designations Origin Provision Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat Biofuel is derived from oil plants or old cooking oil. Transesterified and non-transesterified vegetable oils can be used. Transesterified biofuels (biodiesel, FAME) must comply with the standard EN Non-transesterified biofuels must comply with the specifications listed in Table 1. These specifications are based on experience to d/ate. As this experience is limited, these must be regarded as recommended specifications that can be adapted if necessary. If future experience shows that these specifications are too strict, or not strict enough, they can be modified accordingly to ensure safe and reliable operation. When operating with bio-fuels, lubricating oil that would also be suitable for operation with diesel oil (see Sheet 3.3.5) must be used. Properties/Characteristics Unit Test method Density at 15 C kg/m 3 DIN EN ISO 3675, EN ISO Flash point > 60 C DIN EN lower calorific value Viscosity/50 C > 35 MJ/kg (typical: 37 MJ/kg) < 40 cst (corresponds to a viscosity/40 C of < 60 cst) DIN DIN EN ISO 3104 Cetane number > 40 FIA Coke residue < 0.4% DIN EN ISO Sediment content < 200 ppm DIN EN Oxidation stability (110 C) > 5 h ISO 6886 Phosphorous content < 15 ppm ASTM D3231 Na and K content < 15 ppm DIN Ash content < 0.01% DIN EN ISO 6245 Water content < 0.5% EN ISO Iodine number < 125g/100g DIN EN TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660 Filterability Table 1: Non-transesterified bio-fuel - Specifications < 10 C below the lowest temperature in the fuel system EN 116 Bio fuel specification General EN 1 (2)

252 3.3.1 MAN Diesel & Turbo Bio fuel specification General Analyses Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed. We can analyse fuel for customers at our laboratory. A 0.5 l sample is required for the test de 2 (2) EN

253 Page 1 (2) Explanatory notes for biofuel Operation with biofuel Please contact MAN Diesel & Turbo at an early stage of project. Requirements on plant side Biofuel has to be divided into 3 categories. Categori 1 - transesterified biofuel For example: Biodiesel (FAME) Esterified biofuel is comparable to MDO (ISO-F-DMB/ ISO-F-DMC), therefore standard layout of fuel oil system for MDO-operation to be used. Categori 2 - not transesterified biofuel and pour point below 20 C For example: Vegetable oil Rape-seed oil Not transesterified biofuel with pour point below 20 C is comparable to HFO (ISO-F-RM), therefore standard layout of fuel oil system for HFO-operation to be used. Categori 3 - not transesterified biofuel and pour point above 20 C For example: L21/31 Caution: Not transesterified biofuel with a pour point above 20 C carries a risk of flocculation and may clog up pipes and filters unless special precautions are taken. Therefore the standard layout of fuel oil system for HFO-operation has to be modified concerning following aspects: In general no part of the fuel oil system must be cooled down below pour pont of the used biofuel. Fuel cooler for circulation fuel oil feeding part => to be modified. In this circuit a temperature above pour point of the biofuel is needed without overheating of the supply pumps. Sensor pipes to be isolated or heated and located near to main pipes. To prevent injection nozzles from clogging indicator filter size mm has to be used instead of mm. Additionally: Fuel oil module to be located inside plant (to be protected against rain and cold wind). A second fuel type has to be provided of category 1 or 2. Due to the risk of clogging it is needed before each stop of the engine, to change over to a second fuel type of category 1 or 2 and to operate the engine until the danger of clogging of the fuel oil system no longer exists. Palm oil Stearin Animal fat Frying fat 11.01

254 L21/31 Requirements on engine Explanatory notes for biofuel Please be aware Page 2 (2) Injection pumps with special coating and with sealing oil system. Fuel pipes and leak fuel pipes must be equipped with heattracing (not to be applied for biofuel category 1). Heattracing to be applied for biofuel category 2 outside covers of injection pump area and for biofuel category 3 also inside injection pump area. Inlet valve lubrication (L32/40) Nozzle cooling to be appied for biofuel category 2 and 3. (L32/40) Charge air temperature before cylinder 55 C to minimize ignition delay. Depending on the quality of the biofuel, it may be necessary to carry out one oil change per year (this is not taken into account in the details concerning lubricating oil consumption). An addition to the fuel oil consumption is necessary: 2 g/kwh addition to fuel oil consumption (see chapter fuel oil consumption) Engine operation with fuels of low calorific value like biofuel, requires an output reduction: LCV 38 MJ/kg Power reduction 0% LCV 36 MJ/kg Power reduction 5% LCV 35 MJ/kg Power reduction 10% 11.01

255 de Viscosity-temperature diagram (VT diagram) Explanations of viscosity-temperature diagram Figure 1: Viscosity-temperature diagram (VT diagram) In the diagram, the fuel temperatures are shown on the horizontal axis and the viscosity is shown on the vertical axis. The diagonal lines correspond to viscosity-temperature curves of fuels with different reference viscosities. The vertical viscosity axis in mm 2 /s (cst) applies for 40, 50 or 100 C. Determining the viscosity-temperature curve and the required preheating temperature Example: Heavy fuel oil with 180 mm²/s at 50 C Prescribed injection viscosity in mm²/s Required temperature of heavy fuel oil at engine inlet* in C (line c) (line d) Table 1: Determining the viscosity-temperature curve and the required preheating temperature Viscosity-temperature diagram (VT diagram) Viscosity-temperature diagram (VT diagram) General EN 1 (2)

256 3.3.4 MAN Diesel & Turbo Viscosity-temperature diagram (VT diagram) Viscosity-temperature diagram (VT diagram) General * With these figures, the temperature drop between the last preheating device and the fuel injection pump is not taken into account. A heavy fuel oil with a viscosity of 180 mm 2 /s at 50 C can reach a viscosity of 1000 mm 2 /s at 24 C (line e) this is the maximum permissible viscosity of fuel that the pump can deliver. A heavy fuel oil discharge temperature of 152 C is reached when using a recent state-of-the-art preheating device with 8 bar saturated steam. At higher temperatures there is a risk of residues forming in the preheating system this leads to a reduction in heating output and thermal overloading of the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration. The heavy fuel oil lines between the outlet of the last preheating system and the injection valve must be suitably insulated to limit the maximum drop in temperature to 4 C. This is the only way to achieve the necessary injection viscosity of 14 mm 2 /s for heavy fuel oils with a reference viscosity of 700 mm 2 /s at 50 C (the maximum viscosity as defined in the international specifications such as ISO CIMAC or British Standard). If heavy fuel oil with a low reference viscosity is used, the injection viscosity should ideally be 12 mm 2 /s in order to achieve more effective atomisation to reduce the combustion residue. The delivery pump must be designed for heavy fuel oil with a viscosity of up to mm 2 /s. The pour point also determines whether the pump is capable of transporting the heavy fuel oil. The bunker facility must be designed so as to allow the heavy fuel oil to be heated to roughly 10 C above the pour point. Viscosity The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the engine must be at least 1.9 mm 2 /s. If the viscosity is too low, this may cause seizing of the pump plunger or nozzle needle valves as a result of insufficient lubrication. This can be avoided by monitoring the temperature of the fuel. Although the maximum permissible temperature depends on the viscosity of the fuel, it must never exceed the following values: 45 C at the most with MGO (DMA) and MDO (DMB) and 60 C at the most with MDO (DMC). A fuel cooler must therefore be installed. If the viscosity of the fuel is < 2 cst at 40 C, consult the technical service of MAN Diesel & Turbo SE in Augsburg de 2 (2) EN

257 Page 1 (4) Lubricating Oil System General The engine features an entirely closed wet sump lub oil system, ensuring easy installation and no risk of dirt entering the lub oil circuit. The helical gear type lub oil pump is installed in the front-end box and draws the oil from the sump. Via a double check valve with connection for stand-by pump, the oil flows to the pressure regulator, through the built-on lub oil plate cooler and the integrated automatic lub oil filter to the engine. The back-flush oil from the filter is drained to the sump. A purifier must be connected to maintain proper condition of the lub oil. Integrated thermostatic elements ensure a constant lub oil temperature to the engine. Lub Oil Consumption The lub oil consumption is g/kwh (always referring to MCR). It should, however, be observed that during the running-in period the lub oil consumption may exceed the values stated: Engine type Lub oil consumption [litres/hour] Lub Oil Requirements Only lub oils meeting the requirements in the List of Lubricating Oils may be used. Within the guarantee period, only lub oils approved by us should be used, unless a written statement has been given

258 Lubricating oil system Page 2 (4) Lub oil system The lub oil system is the same for both MDO and HFO operation. Filling from lub. oil storage tank DN ** PT 1225 H TE 1224 LSH DN 32 7 D12 A D8 B 4 C D7 PSL D4 DN x 1 2 D5 DN xx PT 1224A1224B PT TE TE DN 32 DN 32 Flushing outlet Cent. water outlet Pipe dimension for DN** 6 cyl. 7 cyl. 8 cyl. 9 cyl. DN65 DN65 DN80 DN80 Item Description 1 Lub oil pump, attached 2 Lub oil pump, stand-by 3 Lub oil cooler 4 Thermostatic valve 5 Automatic backflush filter 6 Lub oil presure control valve 7 Strainer (magnetic insert) 20 Prefilter for lub. oil purifier 21 Lub oil purifier pump 22 Preheater for lub. oil purifier 23 Lub oil purifier Fig 1 Lub oil diagram Connections: D4 Lub oil stand-by pump, suction D5 Lub oil stand-by pump, pressure D7 Lub oil to purifier D8 Lub oil filler D12 Filling of lub oil H Venting of crankcase Automatic backflush filter (item 5): Filter outlet Flushing outlet to sump 5C 5A 5B Filter inlet 5A Backflush filter unit, 25 µm 5B Pressure controlled by-pass valve 5C Back-up filter in line, 50 µm 09.28

259 Page 3 (4) Lubricating Oil System Lub oil stand by pump, item 2 To ensure good suction conditions for the lub oil pump, the pump should be placed as low as possible. The suction pipe should be as short and with as few bends as possible in order to prevent cavitation of the pump. The lub oil stand-by pump also acts as a priming pump for the engine prior to start. Design data: Capacity: See planning data Pressure: Min 5 bar Temperature: Max 85 C Viscosity at normal operation: 40 cst (corresponding to 70 C) Max viscosity for dimensioning of el-motor: 1000 cst (corresponding to 12 C for SAE 40 oil) The turbocharger is connected into the same piping system and must not be primed for more than 5 minutes. The motor starter for the stand-by pump must be fitted with time and auxiliary relays limiting the stand-by pump to run for 5 minutes only. When we are to supply the motor starter, the function described is built-in. When the motor starter is not included in our scope of supply, a drawing showing the components and connections required will be forwarded. Lub oil thermostatic valve, item 4 The integrated thermostatic valve has 4 elements and controls the inlet temperature to the engine. The nominal set-point is 66 C. Manual override is featured when required by the classification society concerned. Automatic lub oil, back-flushing filter, item 5 The built-on automatic lub oil filter has 2 filtering stages: The primary filter contains several filter candles with a filter mesh of 25 µm corresponding to a nominal filtration degree of 20 µm. The back-flushing facility operates continuously by means of the oil pressure. The back flushing oil is led to the oil sump. The pressure drop across the filter candles is approx 0.2 bar with clean filter. In case the pressure drop exceeds 2 bar, by-pass valves in the filter will open. The filtered oil is always passing the secondary filter with a filter mesh of 50 µm. This filter also acts as a safety filter in case the bypass valves are open. Lub oil cooler, item 3 The lub oil cooler with stainless steel plates is builton to the engine. All connections are integrated in cooler/front-end box. The heat dissipation appears from the planning data. Lub oil pressure control valve, item 6 The control valve ensures a correct lub oil pressure also in case of operation with the lub oil stand-by pump. Strainer with magnetic insert, item 7 The strainer is part of the suction pipe in the oil sump

260 Lubricating oil system Page 4 (4) Prefilter, item 20 Lub oil preheating To protect the purifier pump, item 21, a prefilter should be inserted before the pump. Design data: Capacity: See oil pump, item 21 Mesh size: mm Lub oil pump to purifier, item 21 The pump can be driven directly by the purifier or by an independent motor. Design data: Capacity: V = F x P V: Pump capacity in litres/hour F: MDO HFO P: Power of the engine in kw at MCR Pressure: Max 2.5 bar Temperature: Max 95 C Preheater before lub oil purifier, item 22 The preheater must be able to raise the temperature of the oil from approx 65 C to approx 95 C, which is the temperature of the oil for purifying. Capacity: C = V x t/1800 C: Capacity of the preheater in kw V: Flow through preheater in litres/hour - defined from the capacity of the purifier. t: Temperature difference 35 C (engine operating) Max pressure 4 bar Max pressure loss 0.5 bar In case engine stopped for a larger period it can be required to install a preheater which can maintain at least 40 C in case engine has a longer stand still period. Preheating the lub oil to 40 C is effected by the preheater of the seperator via the free-standing pump. The preheater must be enlarged in size if necessary, so that it can heat the content of the service tank to 40 C within 4 hours. Lub oil purifier, item 23 The circulating oil will gradually be contaminated by products of combustion, water and/or acid. In some instances cat_fines may also be present. In order to prolong the interval between the exchange of oil it is necessary to install an automatic self_cleaning lub oil purifier dimensioned to handle a flow of approx l/kwh. As a guideline for the selection of purifier, the following formula can be used: V = F x P x (24/T) V: The nominal capacity of the purifier in litres/ hour F: MDO HFO P: Power of the engine in kw at MCR T: Daily separating time, depending on purifier (22_24 hours) Guidance given by the manufacturer of the purifier must be observed. Specific load on heating surface for an electric preheater must not exceed 0.8 W/cm

261 3.3.6 Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General Specifications Base oil The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Medium alkalinity lubricating oils have a proven track record as lubricants for the moving parts and turbocharger cylinder and for cooling the pistons. Lubricating oils of medium alkalinity contain additives that, in addition to other properties, ensure a higher neutralisation reserve than with fully compounded engine oils (HD oils). International specifications do not exist for medium alkalinity lubricating oils. A test operation is therefore necessary for a corresponding long period in accordance with the manufacturer's instructions. Only lubricating oils that have been approved by MAN Diesel & Turbo may be used. These are listed in the table entitled "Lubricating oils approved for use in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines". The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability. The base oil must comply with the limit values in the table below, particularly in terms of its resistance to ageing: Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) de Properties/Characteristics Unit Test method Limit value Make-up - - Ideally paraffin based Low-temperature behaviour, still flowable C ASTM D Flash point (Cleveland) C ASTM D 92 > 200 Ash content (oxidised ash) Weight % ASTM D 482 < 0.02 Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50 Ageing tendency following 100 hours of heating up to 135 C - MAN ageing oven * - Insoluble n-heptane Weight % ASTM D 4055 or DIN Evaporation loss Weight % - < 2 Spot test (filter paper) - MAN Diesel test Precipitation of resins or asphalt-like ageing products must not be identifiable. Table 1: Base oils - target values * Works' own method Medium alkalinity lubricating oil < 0.2 The prepared oil (base oil with additives) must have the following properties: Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General EN 1 (5)

262 3.3.6 MAN Diesel & Turbo Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Additives Washing ability Dispersion capability Neutralisation capability Evaporation tendency Additional requirements The additives must be dissolved in the oil and their composition must ensure that after combustion as little ash as possible is left over, even if the engine is provisionally operated with distillate oil. The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate, at which the filter elements in the active or used condition are blocked. The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion. The lubricating oil must not absorb the deposits produced by the fuel. The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability. The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber. For tips on selecting the base number, refer to the table entitled Base number to be used for various operating conditions". The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected. The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants. Lubricating oil selection Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General Neutralisation properties (BN) Approx. BN of fresh oil (mg KOH/g oil) Engine 16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 51/60DF Table 2: Viscosity (SAE class) of lubricating oils SAE class Lubricating oils with medium alkalinity and a range of neutralisation capabilities (BN) are available on the market. According to current knowledge, a relationship can be established between the anticipated operating conditions and the BN number as shown in the table entitled "Base number to be used for various operating conditions". However, the operating results are still the overriding factor in determining which BN number produces the most efficient engine operation. Engines/Operating conditions 20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur content of less than 0.5 % 30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for exclusively HFO operation only with a sulphur content < 1.5 % de 2 (5) EN

263 de Approx. BN of fresh oil (mg KOH/g oil) Engines/Operating conditions 40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corresponding requirements for the oil service life and washing ability exist. In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 % /40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption). Table 3: Base number to be used for various operating conditions Operation with low-sulphur fuel Cylinder lubricating oil Speed governor Lubricating oil additives Selection of lubricating oils/ warranty Oil during operation To comply with the emissions regulations, the sulphur content of fuels used nowadays varies. Fuels with a low-sulphur content must be used in environmentally-sensitive areas (SECA). Fuels with a higher sulphur content may be used outside SECA zones. In this case, the BN number of the lubricating oil selected must satisfy the requirements for operation using fuel with a highsulphur content. A lubricating oil with low BN number may only be selected if fuel with a low-sulphur content is used exclusively during operation. However, the results obtained in practiсe that demonstrate the most efficient engine operation are the factor that ultimately determines, which additive fraction is permitted. In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump. The quantity of lubricating oil is set at the factory according to the quality of the fuel to be used and the anticipated operating conditions. Use a lubricating oil for the cylinder and lubricating circuit as specified above. Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether synthetic or mineral-based oils are used. The military specification for these oils is O-236. Experience with the drive engine has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator for UG723+ can reach temperatures higher than 93 C. In these cases, we recommend using synthetic oil such as Castrol Alphasyn HG150. Engines supplied after March 2005 are already filled with this oil. The use of other additives with the lubricating oil, or the mixing of different brands (oils by different manufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil. Most of the mineral oil companies are in close regular contact with engine manufacturers, and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of their products. If you have any questions, we will be happy to provide you with further information. There are no prescribed oil change intervals for MAN Diesel & Turbo medium speed engines. The oil properties must be regularly analysed. The oil can be used for as long as the oil properties remain within the defined limit values (see table entitled "Limit values for used lubricating oil ). An oil sample must Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General EN 3 (5)

264 3.3.6 MAN Diesel & Turbo Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General Temporary operation with gas oil be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be maintained if it is cleaned using suitable equipment (e.g. a separator or filter). Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these regions instead. If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating oil which is suitable for HFO operation (BN mg KOH/g) can be used during this period. If the engine is operated provisionally with low-sulphur diesel fuel for more than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the same manufacturer as the lubricating oil is used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubricating oil. If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to lubricating oil with a higher BN (30 55). If the lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation. Limit value Procedure Viscosity at mm²/s ISO 3104 or ASTM D 445 Base number (BN) at least 50 % of fresh oil ISO 3771 Flash point (PM) At least 185 ISO 2719 Water content max. 0.2 % (max. 0.5 % for brief periods) ISO 3733 or ASTM D 1744 n-heptane insoluble max. 1.5 % DIN or IP 316 Metal content Guide value only Fe Cr Cu Pb Sn Al Table 4: Limit values for used lubricating oil Tests Manufacturer depends on engine type and operating conditions. max. 50 ppm max. 10 ppm max. 15 ppm max. 20 ppm max. 10 ppm max. 20 ppm We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample is required for the test. Base Number (mgkoh/g) AEGEAN Alfamar 430 Alfamar 440 Alfamar 450 AGIP Cladium 300 Cladium de 4 (5) EN

265 3.3.6 Manufacturer Base Number (mgkoh/g) BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504 CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504 CEPSA Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus CHEVRON (Texaco, Caltex) Taro 20DP40 Taro 20DP40X EXXON MOBIL Taro 30DP40 Taro 30DP40X Mobilgard M430 Exxmar 30 TP 40 Taro 40XL40 Taro 40XL40X Mobilgard M440 Exxmar 40 TP 40 Taro 50XL40 Taro 50XL40X Mobilgard M50 LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40 Navigo TPEO 55/40 PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40 Argina XX 40 TOTAL LUBMAR- INE Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055 Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines. No liability assumed if these oils are used MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils de Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) General Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) EN 5 (5)

266

267 de Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General Specifications Base oil The specific output achieved by modern diesel engines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully selected. Doped lubricating oils (HD oils) have a proven track record as lubricants for the drive, cylinder, turbocharger and also for cooling the piston. Doped lubricating oils contain additives that, amongst other things, ensure dirt absorption capability, cleaning of the engine and the neutralisation of acidic combustion products. Only lubricating oils that have been approved by MAN Diesel & Turbo may be used. These are listed in the tables below. The base oil (doped lubricating oil = base oil + additives) must have a narrow distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability. The base oil must comply with the following limit values, particularly in terms of its resistance to ageing. Properties/Characteristics Unit Test method Limit value Make-up - - Ideally paraffin based Low-temperature behaviour, still flowable C ASTM D Flash point (Cleveland) C ASTM D 92 > 200 Ash content (oxidised ash) Weight % ASTM D 482 < 0.02 Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50 Ageing tendency following 100 hours of heating up to 135 C - MAN ageing oven * - Insoluble n-heptane Weight % ASTM D 4055 or DIN Evaporation loss Weight % - < 2 Spot test (filter paper) - MAN Diesel test Precipitation of resins or asphalt-like ageing products must not be identifiable. Table 1: Base oils - target values * Works' own method Compounded lubricating oils (HD oils) Additives < 0.2 The base oil to which the additives have been added (doped lubricating oil) must have the following properties: The additives must be dissolved in the oil, and their composition must ensure that as little ash as possible remains after combustion. Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General EN 1 (5)

268 3.3.5 MAN Diesel & Turbo Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General Washing ability Dispersion capability Neutralisation capability Evaporation tendency Additional requirements Lubricating oil selection Doped oil quality Cylinder lubricating oil Speed governor The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners. Additives must not increase the rate, at which the filter elements in the active or used condition are blocked. The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion. The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering properties and separability. The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber. The evaporation tendency must be as low as possible as otherwise the oil consumption will be adversely affected. The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants. Engine 16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 51/60DF Table 2: Viscosity (SAE class) of lubricating oils SAE class We recommend doped lubricating oils (HD oils) according to international specifications MIL-L 2104 or API-CD with a base number of BN mg KOH/g. Military specification O-278 lubricating oils may be used. The operating conditions of the engine and the quality of the fuel determine the additive fractions the lubricating oil should contain. If marine diesel oil is used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base number of appr. 20 should be selected. However, the operating results that ensure the most efficient engine operation ultimately determine the additive content. In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump. The quantity of lubricating oil is set at the factory according to the quality of the fuel to be used and the anticipated operating conditions. Use a lubricating oil for the cylinder and lubricating circuit as specified above. Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether synthetic or mineral-based oils are used. The military specification for these oils is O-236. Experience with the drive engine has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator for UG723+ can reach temperatures higher than 93 C. In these cases, we recommend using synthetic oil such as Castrol Alphasyn HG150. Engines supplied after March 2005 are already filled with this oil de 2 (5) EN

269 de Lubricating oil additives Selection of lubricating oils/ warranty Oil during operation Temporary operation with gas oil Tests The use of other additives with the lubricating oil, or the mixing of different brands (oils by different manufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil. Most of the mineral oil companies are in close regular contact with engine manufacturers, and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of their products. If you have any questions, we will be happy to provide you with further information. There are no prescribed oil change intervals for MAN Diesel & Turbo medium speed engines. The oil properties must be regularly analysed. The oil can be used for as long as the oil properties remain within the defined limit values (see table entitled "Limit values for used lubricating oil ). An oil sample must be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be maintained if it is cleaned using suitable equipment (e.g. a separator or filter). Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these regions instead. If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating oil which is suitable for HFO operation (BN mg KOH/g) can be used during this period. If the engine is operated provisionally with low-sulphur diesel fuel for more than 1000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the same manufacturer as the lubricating oil is used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubricating oil. If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to lubricating oil with a higher BN (30 55). If the lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation. We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample is required for the test. Improper handling of operating fluids If operating fluids are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the supplier of operating fluids must be observed. Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General EN 3 (5)

270 3.3.5 MAN Diesel & Turbo Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels General Manufacturer Approved lubricating oils SAE 40 Base number ) (mgkoh/g) AGIP Cladium SAE 40 Sigma S SAE 40 2) BP Energol DS CASTROL Castrol MLC 40 CHEVRON Texaco (Texaco, Caltex) Castrol MHP 154 Seamax Extra 40 Taro 12 XD 40 Delo 1000 Marine SAE 40 Delo SHP40 EXXON MOBIL Exxmar 12 TP 40 PETROBRAS Q8 Mobilgard 412/MG 1SHC Mobilgard ADL 40 Delvac 1640 Marbrax CCD-410 Mozart DP40 REPSOL Neptuno NT 1540 SHELL Gadinia 40 Gadinia AL40 Sirius X40 2) Rimula R3+40 2) STATOIL MarWay 1540 TOTAL LUBMARINE MarWay ) Disola M4015 Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and diesel fuel 1) If marine diesel oil is used, which has a very high sulphur content of 1.5 up to 2.0 weight %, a base number of appr. 20 should be selected. 2) With a sulphur content of less than 1 % No liability assumed if these oils are used MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils. Limit value Procedure Viscosity at mm²/s ISO 3104 or ASTM D445 Base number (BN) at least 50 % of fresh oil ISO 3771 Flash point (PM) At least 185 ISO 2719 Water content max. 0.2 % (max. 0.5 % for brief periods) ISO 3733 or ASTM D 1744 n-heptane insoluble max. 1.5 % DIN or IP de 4 (5) EN