Project Guides Index

L16/24

Text Index Drawing No.

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.2

Key for engine designation I 00 05 0 1609526-0.5
Designation of cylinders I 00 15 0 1607568-0.1
Code identification for instruments I 00 20 0 1609522-3.9
Basic symbols for piping I 00 25 0 1631472-4.1

General information D 10

List of capacities D 10 05 0 1643495-5.8

List of capacities D 10 05 0 1643485-9.7
Engine performance D 10 10 0 1655244-3.3
Engine performance D 10 10 0 1671735-5.1
Heat balance D 10 20 0 1655259-9.3
Heat balance D 10 20 0 1671736-7.1
Description of sound measurements D 10 25 0 1609510-3.3
Sound measurements D 10 25 0 1655234-7.1
Exhaust gas emission D 10 28 0 1655210-7.1
Overhaul recommendations D 10 35 0 1643472-7.4

Basic Diesel Engine B 10

General description B 10 01 1 1643476-4.5

Cross section B 10 01 1 1643491-8.2
Main particulars B 10 01 1 1643484-7.5
Dimensions and weights B 10 01 1 1643486-0.7
Centre of gravity B 10 01 1 1643488-4.2
Material specification B 10 01 1 1655208-5.3
Overhaul areas B 10 01 1 1643487-2.6
Engine rotation clockwise B 10 11 1 1607566-7.1

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 1643477-6.5

Fuel oil diagram B 11 00 0 1655209-7.4
Fuel oil specification B 11 00 0 1609529-6.3
Fuel oil cleaning recommendations B 11 00 0 1655267-1.3
Specific fuel oil consumption SFOC B 11 01 0 1655260-9.0
HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.2

Lubrication Oil System B 12

Internal lubricating oil system B 12 00 0 1643478-8.5

Prelubricating pump B 12 07 0 1655289-8.5
Lubricating oil specification B 12 15 0 1609531-8.3
Treatment of lubricating oil B 12 15 0 1643494-3.3

Cooling Water System B 13

Freshwater system treatment B 13 00 0 1609571-3.4

Internal cooling water system B 13 00 0 1643496-7.5
Internal cooling water system B 13 00 1 1643481-1.7
Design data for external cooling water system B 13 00 0 1643497-9.5
External cooling water system B 13 00 0 1655290-8.1
One string central cooling water system B 13 00 0 1643498-0.6

Compressed Air System B 14

 Index Project Guides

L16/24

Text Index Drawing No.

Compressed air system B 14 00 0 1679706-4.1

Compressed air system B 14 00 0 1655207-3.2

Combustion Air System B 15

Combustion air system B 15 00 0 1643499-2.5

Water washing of turbocharger - compressor B 15 05 1 1655292-1.0
Lambda controller B 15 11 1 1655200-0.5

Exhaust Gas System B 16

Exhaust gas system B 16 00 0 1655213-2.1

Cleaning the turbocharger in service, dry cleaning B 16 01 1 1665763-5.2
Position of gas outlet on turbocharger B 16 02 0 1655203-6.6
Silencer without spark arrestor, damping 25 dB (A) E 16 04 2 1655239-6.2
Silencer without spark arrestor, damping 35 dB (A) E 16 04 3 1655240-6.3
Silencer with spark arrestor, damping 25 dB (A) E 16 04 5 1665786-3.2
Silencer with spark arrestor, damping 35 dB (A) E 16 04 6 1665785-1.2

Speed Control System B 17

Starting of engine B 17 00 0 1655204-8.4

Governor B 17 01 4 1679743-4.1

Safety and Control System B 19

Operating data & set points B 19 00 0 1679766-2.1

Safety, control and monitoring system B 19 00 0 1655212-0.7
Prelubricating oil pump starting box E 19 11 0 1631477-3.3

Foundation B 20

Recommendations concerning steel foundations for resilient mounted GenSets

B 20 01 0 1679736-3.0
Resilient mounting of generating sets B 20 01 3 1643489-6.3

Test running B 21

Test running of GenSet on DO B 21 01 1 1356501-5.5

Spare Parts E 23

Weight and dimensions of principal parts E 23 00 0 1655235-9.1

Recommended wearing parts E 23 04 0 1655211-9.3
Standard spare parts P 23 01 1 1655258-7.4

Tools P 24

Standard tools for normal maintenance P 24 01 1 1655255-1.4

Tools for reconditioning P 24 02 1 1655256-3.2

Alternator B 50

Alternator B 50 00 0 1665707-4.3

Preservation and Packing B 98

Preservation of diesel engine before dispatch B 98 01 0 1665758-8.0

 Project Guides Index

L16/24

Text Index Drawing No.

Preservation of spare parts and tools B 98 01 0 1665761-1.1

Removal of preservation before starting of a new engine B 98 01 0 1665762-3.0
Lifting instruction P 98 05 0 1679794-8.0
Introduction

I 00
 1643483-5.2
Page 1 (1) Introduction to Project Guide I 00 00 0

General

Introduction

With this Project Guide we hope that we have provided you with a "tool" covering all necessary information required
for project planning of the GenSet installation and making your daily work easier. Further, our Project Department
is available with advices on more specific questions concerning the projecting.

Our product range is constantly reviewed, developed and improved according to needs and conditions dectated.
Therefore, we reserve the right to make changes in the technical specification and data without prior notice.

Concerning the alternator, the specific data depend on the alternator type.

Project related drawings and installation instructions will be forwarded in a Project Specification Manual, when the
contract documentation has been completed.

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

Code numbers

MAN B&W Holeby Diesel Identification No. X XX XX X

Code letter

Function/system

Sub-function

Choice number

Code letter: The code letter indicates the contents of the documents:

B : Basic Diesel engine / built-on engine

D : Designation of plant
E : Extra parts per engine
G : Generator
I : Introduction
P : Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil
system, monitoring equipment, foundation, test running, etc.

Sub-function: This figure varies from 0-99.

Choice number: This figure varies from 0-9:

0 : General information 1 : Standard

2-8 : Standard optionals 9 : Optionals

99.33
 1609526-0.5
Page 1 (1) Key for Engine Designation I 00 05 0

General

Engine Type Identification

The engine types of the MAN B&W Holeby programme are identified by the following figures:

6 L 28/32 H MCR

No. of cylinders

5, 6, 7, 8, 9
12, 16, 18

Engine Type

L : In-line
V : V-built

Cyl. diam/stroke

16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400

Design Variant
08028-0D\H5250\94.08.12

Rating

MCR : Maximum continuous rating

ECR : Economy continuous rating

01.08
 1607568-0.1
Page 1 (1) Designation of Cylinders I 00 15 0

In-Line

98.19
 1609522-3.9
Page 1 (2)
Code Identification for Instruments I 00 20 0

General

Explanation of Symbols

TI Measuring device
40 Local reading

Temperature Indicator
No. 40 *

Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit

Pressure Indicator
No. 22 *

Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit

Temperature Alarm High

No. 12 *

Measureing device
PT Sensor mounted on engine/unit
22 Reading/identification in a panel on the engine/unit and reading/indication outside
the engine/unit

Pressure Temperature
No. 22 *

* Refer to standard location and text for instruments on the following pages.

Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
08028-0D\H5250\94.08.12

S Speed, System H High

T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Atuator

99.35
 1609522-3.9
I 00 20 0 Code Identification for Instruments Page 2 (2)

General
Standard Text for Instruments

Diesel Engine/Alternator

LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09

HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber

Lubricating Oil System

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler / inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter / inlet to engine 26 inlet rocker arms and roller guides
23 inlet to turbocharger 27 intermediate bearing / alternator bearing

Charging Air System

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter / inlet to TC compr. 37 charge air from mixer

Fuel Oil System

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47

Cooling Oil System

50 inlet to fuel valves 54 58
51 outlet from fuel valves 55 valve timing 59
52 56 injection timing
53 57

Exhaust Gas System

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 compustion chamber 67

Compressed Air System

70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
08028-0D\H5250\94.08.12

72 inlet to balance arm unit 76 inlet to turning gear

73 control air 77 waste gate pressure

Load Speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start

Miscellaneous
91 natural gas - inlet to engine 94 cylinder lubricating 97
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm

99.35
 1631472-4.1
Page 1 (3) Basic Symbols for Piping I 00 25 0

General

No. Symbol Symbol designation No. Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange

1.1 Pipe 2.15 Orifice

1.2 Pipe with indication of flow direction 2.16 Orifice

1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint

1.4 Appliances 2.18. Snap-coupling

1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere

1.6 High pressured pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS

1.7 Tracing 3.1 Valve, straight through

Enclosure for several components as-

1.8 sembled in one unit 3.2 Valve, angle

2. PIPES AND PIPE JOINTS 3.3 Valve, three-way

2.1 Crossing pipe, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipe, connected 3.5 Non-return valve (flap), angle

Non-return valve (flap),

2.3 Tee pipe 3.6 straight screw down

Non-return valve (flap),

2.4 Flexible pipe 3.7
angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Safety valve

2.6 Joint, screwed 3.9 Angle safety valve

2.7 Joint, flanged 3.10 Self-closing valve

2.8 Joint, sleeve 3.11 Quick-opening valve

08028-0D\H5250\94.08.12

2.9 Joint, quick-releasing 3.12 Quick-closing valve

2.10 Expansion joint with gland 3.13 Regulating valve

2.11 Expansion pipe 3.14 Ball valve (-cock)

2.12 Cap nut 3.15 Butterfly valve

2.13 Blank flange 3.16 Gate valve

93.44
 1631472-4.1
I 00 25 0 Basic Symbols for Piping Page 2 (3)

General

No. Symbol Symbol designation No. Symbol Symbol designation

3.17 Double-seated change over valve 4. CONTROL AND REGULATION PARTS

3.18 Suction valve chest 4.1 Han-operated

3.19 Suction valve chest with non-return valves 4.2 Remote control

3.20 Double-seated change over valve, straight 4.3 Spring

3.21 Double-seated change over valve, angle 4.4 Mass

3.22 Cock, straight through 4.5 Float

3.23 Cock, angle 4.6 Piston

3.24 Cock, three-way, L-port in plug 4.7 Membrane

3.25 Cock, three-way T-port in plug 4.8 Electric motor

3.26 Cock, four-way, straight through in plug 4.9 Electro-magnetic

3.27 Cock with bottom connect. 4.10 Manual (at pneumatic valves)

3.28 Cock, straight through, with bottom conn. 4.11 Push button

3.29 Cock, angle, with bottom connection 4.12 Spring

3.30 Cock, three-way with bottom connection 4.13 Solenoid

3.31 Thermostatic valve 4.14 Solenoid and pilot directional valve

3.32 Valve with test flange 4.15 By plunger or tracer

3.33 3-way valve with remote control (actuator) 5. APPLIANCES

3.34 Non-return valve (air) 5.1 Mudbox

08028-0D\H5250\94.08.12

3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer

3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter

3.37 3/2 spring return valve contr. by solenoid 5.4 Separator

3.38 Reducing valve (adjustable) 5.5 Steam trap

On/off valve controlled by solenoid and

3.39 5.6 Centrifugal pump
pilot directional valve with spring return

93.44
 1631472-4.1
Page 3 (3) Basic Symbols for Piping I 00 25 0

General

No. Symbol Symbol designation No. Symbol Symbol designation

5.7 Gear or screw pump 6. FITTINGS

5.8 Hand pump (bucket) 6.1 Funnel / waste tray

5.9 Ejector 6.2 Drain

5.10 Various accessories (text to be added) 6.3 Waste tray

5.11 Piston pump 6.4 Waste tray with plug

5.12 Heat exchanger 6.5 Turbocharger

5.13 Electric preheater 6.6 Fuel oil pump

5.14 Air filter 6.7 Bearing

5.15 Air filter with manual control 6.8 Water jacket

5.16 Air filter with automatic drain 6.9 Overspeed device

5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS

5.18 Air lubricator 7.1 Sight flow indicator

5.19 Silencer 7.2 Observation glass

Fixed capacity penumatic motor with

5.20 7.3 Level indicator
direction of flow

5.21 Single acting cylinder with spring returned 7.4 Distance level indicator

5.22 Double acting cylinder with spring returned 7.5 Recorder

5.23 Steam trap

08028-0D\H5250\94.08.12

93.44
General information

D 10
 1643495-5.8
Page 1 (1) List of Capacities D 10 05 0

L16/24

Max. continuous rating at Cyl. 5 6 7 8 9

1000 RPM kW 450 540 630 720 810

ENGINE DRIVEN PUMPS:

H.T. cooling water pump (2.0 bar)** m3/h 10.9 12.7 14.5 16.3 18.1
L.T. cooling water pump (1.7 bar)** m3/h 15.7 18.9 22.0 25.1 28.3
Lubricating oil (3-5.0 bar) m3/h 21 23 24 26 28

EXTERNAL PUMPS:

Max. delivery pressure bar 2.50 2.50 2.50 2.50 2.50

Fuel oil feed pump (4 bar) m3/h 0.14 0.16 0.19 0.22 0.24
Fuel booster pump (8 bar) m3/h 0.41 0.49 0.57 0.65 0.73

COOLING CAPACITIES:

Lubricating oil kW 79 95 110 126 142

Charge air L.T. kW 43 51 60 68 77
*Flow L.T. at 36°C inlet and 44°C outlet m3/h 13.1 15.7 18.4 21.0 23.6

Jacket cooling kW 107 129 150 171 193

Charge air H.T kW 107 129 150 171 193
*Flow H.T. at 36°C inlet and 80°C outlet m3/h 4.2 5.0 5.9 6.7 7.6

GAS DATA:

Exhaust gas flow kg/h 3321 3985 4649 5314 5978

Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 3231 3877 4523 5170 5816

STARTING AIR SYSTEM:

Air consumption per start Nm3 0.19 0.23 0.27 0.31 0.35

HEAT RADIATION:

Engine kW 11 13 15 17 19
Alternator kW (see separate data from the alternator maker)

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
08028-0D/H5250/94.08.12

* The outlet temperature of the H.T. water is fixed to

80°C, and 44°C for L.T. water. At different inlet
temperatures the flow will change accordingly.

Example: if the inlet temperature is 25°C, then the L.T.

flow will change to (44-36)/(44-25)*100 = 42% of the
original flow. The H.T. flow will change to (80-36)/(80-
25)*100 = 80% of the original flow. If the temperature
rises above 36°C, then the L.T. outlet will rise
accordingly.

** Max. permission inlet pressure 2.0 bar.

99.44
 1643485-9.7
Page 1 (1) List of Capacities D 10 05 0

L16/24

Max. continuous rating at Cyl. 5 6 7 8 9

1200 RPM kW 500 600 700 800 900

ENGINE DRIVEN PUMPS:

H.T. cooling water pump (3.2 bar)** m3/h 13.1 15.2 17.4 19.5 21.6
L.T. cooling water pump (3.0 bar)** m3/h 17.3 20.7 24.2 27.7 31.1
Lubricating oil (3-5.0 bar) m3/h 25 27 29 31 33

EXTERNAL PUMPS:

Max. delivery pressure bar 1.80 1.80 1.80 1.80 1.80

Fuel oil feed pump (4 bar) m3/h 0.15 0.18 0.21 0.24 0.27
Fuel booster pump (8 bar) m3/h 0.45 0.54 0.63 0.72 0.81

COOLING CAPACITIES:

Lubricating oil kW 85 102 119 136 153

Charge air L.T. kW 50 60 70 80 90
*Flow L.T. at 36°C inlet and 44°C outlet m3/h 14.6 17.5 20.4 23.3 26.2

Jacket cooling kW 125 150 175 200 225

Charge air H.T kW 114 137 160 182 205
*Flow H.T. at 36°C inlet and 80°C outlet m3/h 4.7 5.6 6.6 7.5 8.4

GAS DATA:

Exhaust gas flow kg/h 3675 4410 5145 5880 6615

Exhaust gas temp. °C 330 330 330 330 330
Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 3275 4290 5005 5720 6435

STARTING AIR SYSTEM:

Air consumption per start Nm3 0.19 0.23 0.27 0.31 0.35

HEAT RADIATION:

Engine kW 12 15 17 20 22
Alternator kW (see separate data from the alternator maker)

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.
08028-0D/H5250/94.08.12

* The outlet temperature of the H.T. water is fixed to

80°C, and 44°C for L.T. water. At different inlet
temperatures the flow will change accordingly.

Example: if the inlet temperature is 25°C, then the L.T.

flow will change to (44-36)/(44-25)*100 = 42% of the
original flow. The H.T. flow will change to (80-36)/(80-
25)*100 = 80% of the original flow. If the temperature
rises above 36°C, then the L.T. outlet will rise
accordingly.

** Max. permission inlet pressure 2.0 bar.

99.44
 1655244-3.3
Page 1 (1) Engine Performance D 10 10 0

L16/24
P = 100 kW/cyl. at 1200 rpm Pme = 20.7 bar

Ambient cond. 25.0 C - 1.00 bar - Cool W 36.0 C MDO calorific value 42700 kJ/kg
without engine driven pumps (Generator load, const.rpm)

spec. air cons. Exhaust temp.

14 kg/kWh 550 grC

12 500 texh. before TC

10 max. pressure 450

compr.pressure
8 180 bar 400 max. firing press.
spec. air cons.
6 160 350
texh. after TC
140 compr. press.
300

120 250
Ch. air press.
100 3.5 bar charge air press.

80 3.0
Ch. air temp.
200 grC 60 2.5
tair after compr.
180 40 2.0

160 1.5

140 1.0

120
Spec. fuel cons.
100 250 g/kWh*

80 240

60 230 Smoke-Bosch
(1 stroke) tair after cooler
40 220 1.2 RB

20 210 0.8

200 0.4
smoke
190 0.0
spec. fuel cons.*

180

170
25 50 75 100 % load
* tolerance +5% 25 50 75 100 kW/cyl.

99.44
 1671735-5.1
Page 1 (1) Engine Performance D 10 10 0

L16/24
P = 90 kW/cyl. at 1000 rpm Pme = 22.4 bar

Ambient cond. 25.0 C - 1.00 bar - Cool W 36.0 C MDO calorific value 42700 kJ/kg
without engine driven pumps (Generator load, const.rpm)

spec. air cons. Exhaust temp.

14 kg/kWh 550 grC

12 500 texh. before TC

10 max. pressure 450

compr.pressure
8 180 bar 400 max. firing press.
spec. air cons.
6 160 350
texh. after TC
140 compr. press.
300

120 250
Ch. air press.
100 3.5 bar charge air press.

80 3.0
Ch. air temp.
200 grC 60 2.5
tair after compr.
180 40 2.0

160 1.5

140 1.0

120
Spec. fuel cons.
100 250 g/kWh*

80 240

60 230 Smoke-Bosch
(1 stroke) tair after cooler
40 220 1.2 RB

20 210 0.8

200 0.4
smoke
190 0.0 spec. fuel cons.*

180

170
25 50 75 100 % load
* tolerance +5% 22.5 45.0 67.5 90.0 kW/cyl.

99.44
 1655259-9.3
Page 1 (1) Heat Balance D 10 20 0

L16/24
P = 100 kW/cyl. at 1200 RPM. Pme = 20.7 bar

Ambient cond. 25.0 C - 1.00 bar - Cool W 36.0 C (Generator load, const. RPM)

Ch. air/Jacket cooling

Exhaust gas
Lub. oil/Radiation
kW/cyl.
110 55

100 50

90 45

80 40

70 35

Exhaust gas*

60 30 Charge air

50 25
Jacket cooling

40 20

Lub. oil
30 15

20 10

10 5

Radiation

0 0
25 50 75 100 % load
* tolerance ±10%
25 50 75 100 kW/cyl.

99.44
 1671736-7.1
Page 1 (1) Heat Balance D 10 20 0

L16/24
P = 90 kW/cyl. at 1000 RPM. Pme = 22.4 bar

Ambient cond. 25.0 C - 1.00 bar - Cool W 36.0 C (Generator load, const. RPM)

Ch. air/Jacket cooling

Exhaust gas
Lub. oil/Radiation
kW/cyl.
110 55

100 50

90 45

80 40

70 35

60 30 Exhaust gas*

Charge air
50 25

40 20 Jacket cooling

30 15
Lub. oil

20 10

10 5

Radiation
0 0
25 50 75 100 % load
* tolerance ±10%
22.5 45.0 67.5 90.0 kW/cyl.

99.44
 1609510-3.3
Page 1 (2) Description of Sound Measurements D 10 25 0

General

Purpose It should be noted that no deduction can be made

due to background noise, and that the sound level,
This should be seen as an easily comprehensible measured in sound pressure, is approx. 3 dB(A)
sound analysis of MAN B&W Holeby GenSets. The- higher than if measuring had been made in an
se measurements can be used as tools in the project anechoic chamber.
phase as a reasonable basis for decisions concern-
ing damping and isolation in buildings, engine rooms Measuring of exhaust sound is done in the test hall,
and around exhaust systems. directly after turbocharger, and with the exhaust pipe
dismantled.

Measuring Equipment
Sound Measuring "on-site"
All measurements have been made with Precision
Sound Level Meter according to standard IEC Pub- The Sound Power Level can be directly applied to
lication 651, type 1 - with 1/1 or 1/3 octave filter on-site conditions. It does not, however, necessarily
according to standard IEC Publication 225. result in the same sound Pressure level as in the test
hall.

Definitions Normally the sound pressure is 3 dB(A) higher on-

site but it depends on the shape of the engine room.
P
Sound Pressure Level: LP = 20 x log dB
p0
Small rooms with hard non-absorbing walls with no
absorption give even higher values, while large
where p is the RMS value of sound pressure in rooms with good absorption only result in minor
pascals, and p0 is 20 mPa for measurement in air. deviations.

The sound pressure level also depends on the

P
Sound Power Level : LW =10 x log dB number of sound sources, and how close these are
p0
placed.

where P is RMS value of sound power in watts, and The sound pressure level will e.g. increase by 3 dB
p0 is 1 pW. between two running engines if these are placed at
a distance of 2 metres from eachother, while the
sound pressure will increase by less than 1 dB if they
Measuring Conditions are placed at a distance of 5 meters.

All measurements (where nothing else is mention-

ed) are made in MAN B&W Holeby's test hall with the Points of Measurement for GenSet
GenSet placed in an isolated position.
The distribution of points of measurement will, if
Room Volume V = 8000 m3 possible, be made according to the following stand-
08028-0D\H5250\94.08.12

ards:
Correction Factor K = 3 dB
a. CIMAC's Recommendation of measure-
Background Noise 65 - 70 dB(A) ment for the overall noise of reciprocating
engines. 1970
During GenSet sound measurement, the exhaust
gas is led outside the test hall and through a silencer. b. DS/ISO 3744 Annex D 1982
The GenSet is (if nothing else is stated) placed on a
resilient bed with generator and engine on a com-
mon base frame.

97.17
 1609510-3.3
D 10 25 0 Description of Sound Measurements Page 2 (2)

General

c. DIN 45 635 part 11 1987

Points of Measurement for Exhaust Sound b. DIN 45635 part 11 1987

Points of measurement will be according to one of c. Measured inside the exhaust pipe with a
the following standards: measuring probe.

a. DS/ISO 2923 1975 where DS/ISO has been the most common sofar, but
where DIN 45 635 part 11 must be regarded as the
best when measuring the sound pressure level.

08028-0D\H5250\94.08.12

97.17
 1655234-7.1
Page 1 (1) Sound Measurements D 10 25 0

L16/24

Engine and Exhaust Sound

Number of cylinders 5 6 7 8 9

RPM 1000 1200 1000 1200 1000 1200 1000 1200 1000 1200

Engine sound: *

Mean sound pressure dB (A) - 99.1 96.7 99.5 100.3 - - 98.8 - -

approx. anechoic chamber

Exhaust sound: **

Level dB (A) - 133.2 - - 148.3 - - - - -

* The engine sound measurement is according to Cimac's Recommendation of measurement for overall
noise of reciprocating engines, the test conditions is according to "Description of sound measurements"
D 10 25 0.

** Measured in exhaust pipe with probe.

The stated values are calculated and actual measurements on specified plant may be different.
08028-0D/H5250/94.08.12

99.49
 1655210-7.1
Page 1 (1) Exhaust Gas Emission D 10 28 0

General

The composition of the exhaust gases emitted by our The ash and SO2 content of the exhaust gas is solely
medium-speed four-stroke diesel engines during full determined by the composition of the fuel and not by
load operation, and depending on the air/fuel ratio, is the combustion in the engine.
as follows:
SO2 can be determined by the empirical relation-
% Volume ship: SO2 * = (21.9 x S) - 2.1 (kg/tonne fuel). Where
S is the sulphur content of fuel in % of the weight.
Nitrogen N2 approx. 76
Oxygen O2 approx. 13 The soot emission, though it does play a role, causes
Carbon dioxide CO2 approx. 4 no problem in case of super-charged engines due to
Water (vapour) H2O approx. 6 the large amount of excess air compared with naturally
Argon Ar approx. 1 aspirated engines.
Ash, soot, NOx, CO, HC, etc. the remaining
As the NOx emission is also considerably influenced
However, as regards the environmental impact by the site and operating conditions of the engine
attributable to diesel exhaust gases, only the (e.g. charge air temperature), the MAN B&W Diesel
components listed under "the remaining" are of A/S, Holeby works should be consulted and advised
interest. Among the above the various proportion of of any existing local ordinances before any statements
carbon monoxide, CO, nitrogen oxides, NOx, sulphur regarding emissions are made in case of concrete
dioxide SO2 and of hydrocarbons, HC, are known as projects.
noxious materials on account of their toxicity.
* Reference: Lloyds Register Marine Exhaust
Emissions Research.
08028-0D\H5250\94.08.12

97.11 - NG
 1643472-7.4
Page 1 (1) Overhaul Recommendations D 10 35 0

L16/24

Hours
Component Overhaul Recommendations for 1000/1200 RPM Between
Overhauls
Turbocharger Dry cleaning of turbine side ............................................................ every week
Water washing of compressor side ................................................ 25-75

Air filter cleaning : Based on observations.

with new or
Inspection: Check all mounting screws, casing screws and pipe overhauled
line connections for tight fit by tapping, retighten if necessary ....... turbocharger
once aft 1000
Compressor cleaning in dismantled condition: compressor
inner components, final diffusor, compressor wheel ...................... 6,000

Silencer cleaning in dismantled condition: silencer felt linings . 6,000

Major overhaul: Dismantling, cleaning, inspection, checking and

cleaning cartridge, checking bearing clearances, checking gaps
and clearances on reassembly ....................................................... 12,000

Regulating system Function check of overspeed and shutdown devices.

Check that the control rod of each individual fuel pump can easily
go to "stop" position ........................................................................ monthly

Compressed air system Check of compressed air system ................................................... 12,000

Main bearings Inspection according to classification survey, normally after 24.000

running hours or 4 years of service ................................................ 24,000
Retightening of main bearing cap. 200 hours after new or overhaul
and every ........................................................................................ 6,000
Retightening of screws for counterweights. 200 hours after new or
overhaul and every ......................................................................... 6,000

Flexible mountings Check anti-vibration mountings ..................................................... 6,000

Fuel pump Fuel pump barrel/plunger assembly. Overhaul based on operational

observations ...................................................................................

Lub. oil filter cartr. Replacement based on observations of pressure drop ..................

Cylinder unit:
Cylinder head Checking and adjustment of valve clearance ................................. 2,000

- Fuel injection valve Checking, cleaning and adjustment of opening pressure ............... 2,000
Exhaust valve Overhaul and regrinding of spindle and valve seat ........................ 12,000
Function check of rotorcap ............................................................. monthly

- Air inlet valve Overhaul in connection with exhaust valve overhaul ..................... 12,000
Valve guide Measuring of inside diameter in connection with valve overhaul ... 12,000

- Cylinder head nuts Retightening 200 hours after new or overhaul

Big-end bearing Retightening; 200 hours after new or overhaul and every ............ 6,000
Inspection:In connection with unit overhaul ................................... 12,000

Piston Overhaul, replacement of compression rings, scraper rings and

measuring of ring grooves:In connection witn unit overhaul .......... 12,000

Cylinder liner Inspection, measuring and reconditioning of running surface

condition; In connection with unit overhaul ..................................... 12,000

99.35
Basic Diesel Engine

B 10
 1643476-4.5
Page 1 (8) General Description B 10 01 1

L16/24

General

The engine is a turbocharged, single-acting four- Two camshafts are located in the engine frame. The
stroke diesel engine of the trunk type with a cylinder valve camshaft is located on the exhaust side in a
bore of 160 mm and a stroke of 240 mm. The very high position and the injection camshaft is
crankshaft speed is 1000 or 1200 rpm. located on the service side of the engine.

The engine can be delivered as an in-line engine with The main bearings for the underslung crankshaft are
5 to 9 cylinders. carried in heavy supports by tierods from the inter-
mediate frame floor, and are secured with the bear-
For easy maintenance the cylinder unit consists of: ing caps. These are provided with side guides and
the cylinder head, water jacket, cylinder liner, piston held in place by means of studs with hydraulically
and connecting rod which can be removed as com- tightened nuts. The main bearing is equipped with
plete assemblies with possibility for maintenance by replaceable shells which are fitted without scraping.
recycling. This allows shoreside reconditioning work
which normally yields a longer time between major On the sides of the frame there are covers for access
overhauls. to the camshafts and crankcase. Some covers are
fitted with relief valves which will operate if oil va-
The engine is designed for an unrestricted load pours in the crankcase are ignited (for instance in the
profile on HFO, low emission, high reliability and case of a hot bearing).
simple installation.

Base Frame
Engine Frame
The engine and alternator are mounted on a rigid
The monobloc cast iron engine frame is designed to base frame. The alternator is considered as an
be very rigid. All the components of the engine frame integral part during engine design. The base frame,
are held under compression stress. The frame is which is flexibly mounted, acts as a lubricating oil
designed for an ideal flow of forces from the cylinder reservoir for the engine.
head down to the crankshaft and gives the outer
shell low surface vibrations.
08028-0D\H5250\94.08.12

Fig 1 Engine frame.

99.38
 1643476-4.5
B 10 01 1 General Description Page 2 (8)

L16/24

Cylinder Liner

The cylinder liner is made of special centrifugal cast

iron and fitted in a bore in the engine frame. The liner
is clamped by the cylinder head and rests by its
flange on the water jacket.

The liner can thus expand freely downwards when

heated during the running of the engine. The liner is
of the flange type and the height of the flange is
identical with the water cooled area which gives a
uniform temperature pattern over the entire liner
surface. The lower part of the liner is uncooled to
secure a sufficient margin for cold corrosion in the
bottom end. There is no water in the crankcase area.

The gas sealing between liner and cylinder head

consists of an iron ring.

To reduce bore polishing and lube oil consumption a

slip-fit-type flame ring is arranged on the top side of
the liner.

Fig 2 Cylinder liner.

08028-0D\H5250\94.08.12

Fig 3 Cylinder head.

99.38
 1643476-4.5
Page 3 (8) General Description B 10 01 1

L16/24

Cylinder Head The valve actuating gear is pressure-feed lubricated

from the centralized lubricating system, through the
The cylinder head is of cast iron with an integrated water chamber part and from there into the rocker
charge air receiver, made in one piece. It has a bore- arm shaft to the rocker bearing.
cooled thick walled bottom. It has a central bore for
the fuel injection valve and 4 valve cross flow design,
with high flow coefficient. Intensive water cooling of Fuel Injection System
the nozzle tip area made it possible to omit direct
nozzle cooling. The valve pattern is turned about 20° The engine is provided with one fuel injection pump
to the axis and achieves a certain intake swirl. unit, an injection valve, and a high pressure pipe for
each cylinder.
The cylinder head is tightened by means of 4 nuts
and 4 studs which are screwed into the engine The injection pump unit is mounted on the engine
frame. The nuts are tightened by means of hydraulic frame. The pump unit consists of a pump housing
jacks. embracing a roller guide, a centrally placed pump
barrel and a plunger. The pump is activated by the
The cylinder head has a screwed-on top cover. It has fuel cam, and the volume injected is controlled by
two basic functions: oil sealing of the rocker chamber turning the plunger.
and covering of the complete head top face.
The fuel injection valve is located in a valve sleeve in
the centre of the cylinder head. The opening of the
Air Inlet and Exhaust Valves valve is controlled by the fuel oil pressure, and the
valve is closed by a spring.
The valve spindles are made of heat-resistant ma-
terial and the spindle seats are armoured with welded- The high pressure pipe which is led through a bore
on hard metal. in the cylinder head is surrounded by a shielding
tube.
All valve spindles are fitted with valve rotators which
turn the spindles each time the valves are activated. The shielding tube also acts as a drain channel in
The turning of the spindles ensures even tem-perature order to ensure any leakage from the fuel valve and
levels on the valve discs and prevents deposits on the high pressure pipe will be drained off.
the seating surfaces.
The complete injection equipment including injection
The cylinder head is equipped with replaceable pumps and high pressure pipes is well enclosed
valve seat rings. The exhaust valve seat rings are behind removable covers.
water cooled in order to assure low valve tempera-
tures.
Piston

Valve Actuating Gear The piston, which is oil-cooled and of the composite
08028-0D\H5250\94.08.12

type, has a body made of nodular cast iron and a

The rocker arms are actuated through rollers, roller crown made of forged deformation resistant steel. It
guides and push rods. The roller guides for inlet and is fitted with 2 compression rings and 1 oil scraper
exhaust valves are mounted in the water jacket part. ring in hardened ring grooves.

Each rocker arm activates two spindles through a By the use of compression rings with different barrel-
valve bridge with thrust screws and adjusting screws shaped profiles and chrome-plated running sur-
for valve clearance. faces, the piston ring pack is optimized for maximum
sealing effect and minimum wear rate.

99.38
 1643476-4.5
B 10 01 1 General Description Page 4 (8)

L16/24

The piston has a cooling oil space close to the piston The bearing shells are of the precision type and are
crown and the piston ring zone. The heat transfer, therefore to be fitted without scraping or any other
and thus the cooling effect, is based on the shaker kind of adaption.
effect arising during the piston movement. The cool-
ing medium is oil from the engine's lubricating oil
system.

Fig 4 Piston. Fig 5 Connecting rod.

Oil is supplied to the cooling oil space through a bore The small-end bearing is of the trimetal type and is
in the connecting rod. Oil is drained from the cooling pressed into the connecting rod. The bush is equip-
oil space through ducts situated diametrically to the ped with an inner circumferential groove, and a
inlet channels. pocket for distribution of oil in the bush itself and for
the supply of oil to the pin bosses.
The piston pin is fully floating and kept in position in
the axial direction by two circlips.
Crankshaft and Main Bearings

Connecting Rod The crankshaft, which is a one-piece forging, is

suspended in underslung bearings. The main bea-
The connecting rod is die-forged. The big-end has a rings are of the trimetal type, which are coated with
horizontal split. The connecting rod and piston are a running layer. To attain a suitable bearing pressure
disassembled together with the cylinder liner, thus and vibration level the crankshaft is provided with
ensuring a large bearing diameter and a low bearing counterweights, which are attached to the crank-
08028-0D\H5250\94.08.12

pressure. shaft by means of two hydraulic screws.

The connecting rod has bored channels for supply- At the flywheel end the crankshaft is fitted with a gear
ing of oil from the big-end to the small-end. wheel which, through two intermediate wheels, drives
the camshafts.
The big-end bearing is of the trimetal type coated
with a running layer. Also fitted here is a flexible disc for the connection of
an alternator. At the opposite end (front end) there is
a gear wheel connection for lube oil and water
pumps.

99.38
 1643476-4.5
Page 5 (8) General Description B 10 01 1

L16/24

Lubricating oil for the main bearings is supplied The two camshafts and the governor are driven by
through holes drilled in the engine frame. From the the main gear train which is located at the flywheel
main bearings the oil passes through bores in the end of the engine. They rotate with a speed which is
crankshaft to the big-end bearings and thence through half that of the crankshaft.
channels in the connecting rods to lubricate the
piston pins and cool the pistons. The camshafts are located in bearing bushes which
are fitted in bores in the engine frame; each bearing
is replaceable.

Front-End Box

The front-end box is fastened to the front end of the

engine. It contains all pipes for cooling water and
lubricating oil systems and also components such as
pumps, filters, coolers and valves.

The components can be exchanged by means of the

clip on/clip off concept without removing any pipes.
This also means that all connections for the engine,
such as cooling water and fuel oil, are to be con-
nected at the front end of the engine to ensure simple
installation.

Fig 6 Twin camshafts.

Camshaft and Camshaft Drive

The inlet and exhaust valves as well as the fuel

pumps of the engine are actuated by two camshafts.

Due to the two-camshaft design an optimal adjust-

ment of the gas exchange is possible without inter-
rupting the fuel injection timing. It is also possible to
adjust the fuel injection without interrupting the gas
exchange.

The two camshafts are located in the engine frame.

08028-0D\H5250\94.08.12

On the exhaust side, in a very high position, the valve

Fig 7 Front-end box.
camshaft is located to allow a short and stiff valve
train and to reduce moving masses.

The injection camshaft is located at the service side Governor

of the engine.
The engine speed is controlled by a hydraulic or
Both camshafts are designed as cylinder sections electronic governor with hydraulic actuators.
and bearing sections in such a way that disassembly
of single cylinder sections is possible through the
side openings in the crankcase.

99.38
 1643476-4.5
B 10 01 1 General Description Page 6 (8)

L16/24

Fig 8 Monitoring and safety system.

Monitoring and Control System The engine has as standard shut-down functions for
low lubricating oil pressure and high cooling water
All media systems are equipped with temperature temperature, and for overspeed and emergency
sensors and pressure sensors for local and remote stop. The system is arranged for compatibility with
reading. Connecting to the alarm system in control the CoCos (Computer Controlled Surveillance) sys-
room is made by modbus communication tem for remote controlled engine diagnosis.

On the local monitoring module, the pressure, tem-

perature and rpm are illustrated by means of a bar Turbocharger System
graph. On the display will be indicated whether it is
the working hours, load in per cent, pressure, tem- The turbocharger system of the engine, which is a
perature or rpm which is measured. constant pressure system, consists of an exhaust
gas receiver, a turbocharger, a charge air cooler and
08028-0D\H5250\94.08.12

To ensure precise monitoring, the static indications a charge air receiver.

will appear by means of a lighting diode placed in the
middle of the bar graph and dynamic indications will The turbine wheel of the turbocharger is driven by
appear by means of a normal bar graph on the the engine exhaust gas, and the turbine wheel drives
display. the turbocharger compressor, which is mounted on
the common shaft. The compressor draws air from
The number and type of parameters to have indica- the engine room through the air filters.
tions and alarm functions are chosen in accordance
with - but not limited to the requirements of the The turbocharger forces the air through the charge
classification societies. air cooler to the charge air receiver. From the charge
air receiver the air flows to each cylinder through the
inlet valves.

99.38
 1643476-4.5
Page 7 (8) General Description B 10 01 1

L16/24

The charge air cooler is a compact two-stage tube- The compressed air system comprises a dirt strainer,
type cooler with a large cooling surface. The high main starting valve and a pilot valve which also acts
temperature water is passed through the first stage as an emergency valve, making it possible to start
of the charging air cooler and the low temperature the engine in case of a power failure.
water is passed through the second stage. At each
stage of the cooler the water is passed two times
through the cooler, the end covers being designed Fuel Oil System
with partitions which cause the cooling water to turn.
The built-on fuel oil system consists of inlet pipes for
From the exhaust valves, the exhaust gas is led fuel oil, mechanical fuel pump units, high-pressure
through to the exhaust gas receiver where the pipes as well as return pipes for fuel oil.
pulsatory pressure from the individual cylinders is
equalized and passed on to the turbocharger as a Fuel oil leakages are led to a leakage alarm which is
constant pressure, and further to the exhaust outlet heated by means of the inlet fuel oil.
and silencer arrangement.

Lubricating Oil System

All moving parts of the engine are lubricated with oil

circulating under pressure.

The lubricating oil pump is of the helical gear type. A

pressure control valve is built into the system. The
pressure control valve reduces the pressure before
the filter with a signal taken after the filter to ensure
constant oil pressure with dirty filters.

The pump draws the oil from the sump in the base
frame, and on the pressure side the oil passes
through the lubricating oil cooler and the full-flow
depth filter with a nominel fineness of 15 microns.
Fig 9 Constant pressure turbocharger system. Both the oil pump, oil cooler and the oil filter are
placed in the front end box. The system can also be
equipped with a centrifugal filter.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other by Cooling is carried out by the low temperature cooling
means of compensators to prevent excessive stress water system and temperature regulation effected
in the pipes due to heat expansion. by a thermostatic 3-way valve on the oil side.

To avoid excessive thermal loss and to ensure a The engine is as standard equipped with an electri-
08028-0D\H5250\94.08.12

reasonably low surface temperature the exhaust gas cally-driven prelubricating pump.
receiver is insulated.
Cooling Water System
Compressed Air System
The cooling water system consists of a low tempe-
The engine is started by means of a built-on air rature system and a high temperature system.
driven starter.
Both the low and the high temperature systems are
cooled by fresh water.

99.38
 1643476-4.5
B 10 01 1 General Description Page 8 (8)

L16/24

Only a one string cooling water system to the engine The water in the low temperature system passes
is required. through the low temperature circulating pump which
drives the water through the second stage of the
charge air cooler and then through the lubricating oil
cooler before it leaves the engine together with the
high temperature water.

The high temperature cooling water system

passes through the high temperature circulating
pump and then through the first stage of the charge
air cooler before it enters the cooling water jacket
and the cylinder head. Then the water leaves the
engine with the low temperature water.

Both the low and high temperature water leaves the

engine through separate three-way thermostatic
valves which control the water temperature.

The low temperature system (LT) is bleeded to high

temperature system (HT) and the HT system is
automatically bleeded to expansion tank.

It should be noted that there is no water in the engine

frame.

Tools

The engine can be delivered with all necessary tools

for the overhaul of each specific plant. Most of the
tools can be arranged on steel plate panels.
Fig 10 Internal cooling water system.

Turning

The engine is equipped with a manual turning de-

vice.
08028-0D\H5250\94.08.12

99.38
 1643491-8.2
Page 1 (1) Cross Section B 10 01 1

L16/24

99.40
 1643484-7.5
Page 1 (1) Main Particulars B 10 01 1

L16/24
Cycle : 4-stroke

Configuration : In-line

Cyl. Nos. available : 5-6-7-8-9

Power range : 450-900 kW (610-1220 BHP)

Speed : 1000/1200 rpm

Bore : 160 mm

Stroke : 240 mm

Stroke/bore ratio : 1.5:1

Piston area per cyl. : 201 cm2

Swept volume per cyl. : 4.8 ltr.

Compression ratio : 15.2:1

Max. combustion pressure : 170 bar

Turbocharging principle : Constant pressure system and intercooling

Fuel quality acceptance : HFO up to 700 cSt/50° C (BSMA 100-M9)

Power lay-out MCR version

Speed rpm 1000 1200

Mean piston speed m/sec. 8 9.6

Mean effective pressure bar 22.4 20.7

Max. combustion pressure bar 170 170

Power per cylinder kW/cyl. 90 100

BHP/cyl. 122 136

Overload rating (up to 10%) allowable in 1 hour for every 12 hours

Power per cylinder kW/cyl. 99 110

BHP/cyl. 134 150

99.43
 1643486-0.7
Page 1 (1) Dimensions and Weights B 10 01 1

L16/24

Cyl. no A (mm) * B (mm) * C (mm) H (mm) **Dry weight

GenSet (t)

5 (1000 rpm) 2751 1400 4151 2226 9.5

5 (1200 rpm) 2751 1400 4151 2226 9.5

6 (1000 rpm) 3026 1490 4516 2226 10.5

6 (1200 rpm) 3026 1490 4516 2226 10.5

7 (1000 rpm) 3301 1585 4886 2226 11.4

7 (1200 rpm) 3301 1585 4886 2266 11.4

8 (1000 rpm) 3576 1680 5256 2266 12.4

8 (1200 rpm) 3576 1680 5256 2266 12.4

9 (1000 rpm) 3851 1680 5531 2266 13.1

9 (1200 rpm) 3851 1680 5531 2266 13.1
08028-0D/H5250/94.08.12

P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 1800 mm.

* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)

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

99.37
 1643488-4.2
Page 1 (1) Centre of Gravity B 10 01 1

L16/24

Engine Type X - mm Y - mm Z - mm

5L16/24 923 755 0

The values are based on alternator, make Leroy
6L16/24 1128 755 0 Somer. If an other alternator is chosen, the values
will change.
7L16/24 1315 750 0

8L16/24 1470 750 0

9L16/24 1595 755 0

08028-0D/H5250/94.08.12

00.33
 1655208-5.3
Page 1 (1) Material Specification B 10 01 1

L16/24

Components Material

Frame Grey cast iron

Front end box Grey cast iron

Crankshaft Forged, hardened and tempered chronium-mo-

lybdenum steel

Connecting rod Forged, hardened and tempered chronium-molyb-

denum steel

Piston Composite piston:

Skirt : spheroid graphite cast iron
Crown : forged, hardned and tempered
chronium molydenum steel

Cylinder head Spheroidal graphite cast iron

Cylinder liner Centrifugally cast iron copper-vanadium alloyed

Exhaust and inlet valves Hardened and tempered chronium steel

Coating chrome nickel

Fuel injection equipment L'Orange / Woodward

Turbocharger MAN B&W

Governor Woodward / Regulateurs Europa

Charge air cooler

Tubes Arsenical aluminium bras

Tubeplates Leaded Muntz Metal

Box Grey cast iron / Front end box

Covers Grey cast iron

Lubricating oil cooler

Plates Stainless steel

Thrust plates Steel, coated

99.38
 1643487-2.6
Page 1 (2) Overhaul Areas B 10 01 1

L16/24

Fig 1 Dismantling height.

Engine Type H1 (mm) H2 (mm)

Cylinder Unit, complete: 2850 3180

Unit dismantled:
Cylinder liner, water jacket,
connecting rod and piston: 2530 2860

Dismantling Height

H1 : For dismantling at the service side.

H2 : For dismantling passing the alternator.

(Remaining cover not removed).

99.38
 1643487-2.6
B 10 01 1 Overhaul Areas Page 2 (2)

L16/24
Dismantling Space

It must be considered that there is sufficient space

for pulling the charge air cooler element, lubricating
oil cooler, lubricating oil filter cartridge, lubricating
pump and water pumps.

Fig 2 Overhaul areas for charge air cooler element, lub. oil cooler and lub. oil filter cartridge.

99.38
 1607566-7.1
Page 1 (1) Engine Rotation Clockwise B 10 11 1

General

98.18
Fuel Oil System

B 11
 1643477-6.5
Page 1 (2) Internal Fuel Oil System B 11 00 0

L16/24

Fig 1 Diagram for fuel oil system.

Running-in Filter
Pipe description
The running-in filter has a fineness of 50 mm and is
A1 Fuel oil inlet DN 15 placed in the fuel inlet pipe. Its function is to remove
A2 Fuel oil outlet DN 15 impurities in the fuel pipe between safety filter and
A3 Waste oil outlet to drain tank DN 15 the engine in the running-in period.

Flange connections are standard according to DIN 2501 Note: The filter must be removed before ship delivery
or before handling over to the customer.

It is adviced to install the filter every time the extern

General fuel pipe system has been dismantled, but it is
08028-0D\H5250\94.08.12

important to remove the filter again when the

The internal built-on fuel oil system as shown in fig. extern fuel oil system is considered to be clean for
1 consists of the following parts: any impurities.

– the running-in filter

– the high-pressure injection equipment Fuel Injection Equipment
– the waste oil system
Each cylinder unit has its own set of injection
equipment comprising injection pump unit, high-
pressure pipe and injection valve.

99.38
 1643477-6.5
B 11 00 0 Internal Fuel Oil System Page 2 (2)

L16/24

The injection equipment and the distribution supply Waste Oil System
pipes are housed in a fully enclosed compartment
thus minimizing heat losses from the preheated fuel. Waste and leak oil from the compartments, fuel
This arrangement reduces external surface tempe- valves and fuel pumps is led to a fuel leakage alarm
ratures and the risk of fire caused by fuel leakage. unit.

The injection pump unit are with integrated roller The alarm unit consists of a box with a float switch for
guide directly above the camshaft. level monitoring. In case of a larger than normal
leakage, the float switch will initiate an alarm. The
The fuel quantity injected into each cylinder unit is supply fuel oil to the engine is led through the unit in
adjusted by means of the governor, which maintains order to keep this heated up, thereby ensuring free
the engine speed at the preset value by a continuous drainage passage even for high-viscous waste/leak
positioning of the fuel pump racks, via a common oil.
regulating shaft and spring-loaded linkages for each
pump.
Data
The injection valve is for "deep" building-in to the
centre of the cylinder head. For pump capacities, see D 10 05 0 "List of Capa-
cities".
The injection oil is supplied from the injection pump
to the injection valve via a double-walled pressure Specific fuel oil consumption is stated in B 10 01 1.
pipe installed in a bore in the cylinder head.
Set points and operating levels for temperature and
This bore has an external connection to lead the leak pressure are stated in B 19 00 0 "Operating Data and
oil from the injection valve and high-pressure pipe to Set Points".
the waste oil system, through the double walled
pressure pipe.

A bore in the cylinder head vents the space below the

bottom rubber sealing ring on the injection valve,
thus preventing any pressure build-up due to gas
leakage, but also unveiling any malfunction of the
bottom rubber sealing ring due to leak oil.
08028-0D\H5250\94.08.12

99.38
 1655209-7.4
Page 1 (3) Fuel Oil Diagram B 11 00 0

General
08028-0D\H5250\94.08.12

Fig 1 Fuel oil diagram.

99.33 - NG
 1655209-7.4
B 11 00 0 Fuel Oil Diagram Page 2 (3)

General
Uni-Fuel The venting tank is connected to the service tank via
an automatic de-aerating valve, which will release
The fuel system on page 1 is designed as a uni-fuel any gases present.
system, which means that the propulsion engines
and the GenSets are running on the same fuel oil and To ensure ample filling of the fuel pumps, the capacity
are feed from common fuel feed system. The uni-fuel of the electrically driven circulating pumps is higher
concept is a unique foundation for substantial savings than the amount of fuel consumed by the diesel
in operating costs and it is also the simplest fuel engine. Surplus fuel oil is re-circulated from the
system, resulting in lower maintenance and easier engine through the venting tank.
operation.
To ensure a constant fuel pressure to the fuel injection
The diagram on page 1 is a guidance. It has to be pumps during all engine loads, a spring-loaded
adapted in each case to actual engine and pipe lay- overflow is inserted in the fuel system.
out.
The circulating pump pressure should be about 10
bar, this provides a pressure margin against
Fuel Feed System gasification and cavitation in the fuel system even at
a temperature of 150°C.
The common fuel feed system is a pressurized
system, consisting of HFO supply pumps, HFO The circulating pumps will always be running, even
circulating pumps, preheater and equipment for if the propulsion engine and one or several of the
controlling the viscosity, (e.g. a viscorator as shown). GenSets are stopped. This is in order to circulate
heated heavy fuel oil through the fuel system on the
From the service tank, the oil is led to one of the engine(s), thereby keeping them ready to start with
electrically driven supply pumps, which deliver the preheated fuel injection pumps and the fuel valves
oil with a pressure of approximately 4 bar to the low de-aerated.
pressure side of the fuel oil system, thus avoiding
boiling of the fuel in the venting tank in the temperature
range applied. MDO Operation

From the low pressure part of the fuel system, the The MDO to the GenSets are delivered from a
fuel oil is led to an electrically driven circulating separate pipeline from the service tank by means of
pump, which pumps the fuel through a preheater to a booster pump.
the engines. For the propulsion engine please see
the specific plant specifications. The internal fuel The system is designed in such a way that the fuel
system for the GenSets is shown in B 11 00 0 type for the GenSets can be changed independent of
"Internal Fuel Oil System". the fuel supply to the propulsion engine.

It is recommended to place a safety duplex filter with As an optional, the GenSet plant can be delivered
a fineness of max. 50 mm as close as possible to with the fuel changing system, consisting of a set of
08028-0D\H5250\94.08.12

each engine as shown at the fuel oil diagram. It is remotely controlled, pneumatically actuated 3-way
possible, however not our standard/recommen- fuel changing valves for each GenSet and a fuel
dations, to place a common fuel oil safety duplex changing valve control box common for all GenSets.
filter and a common MDO filter for the entire GenSet A separate fuel changing system for each GenSet
installation. In this case it must be ensured that the gives the advantage of individually choosing MDO or
fuel oil system fullfil the classification rules and HFO mode.
protect the engines from impurities.

Note: a filter surface load of 1 l/cm2. hour must not be

exceeded.

99.33 - NG
 1655209-7.4
Page 3 (3) Fuel Oil Diagram B 11 00 0

General

Such a change-over may become necessary, for If a black-out occurs, starting up the auxiliary engines
instance, if the engine(s) has to be: on MDO can be seen in two ways:

– stopped for a prolonged period. – The MDO is supplied from the MDO booster
– stopped for major repairs of the fuel system, pump which can be driven pneumatically or
etc. electrically. If the pump is driven electrically it
must be connected to the emergency
If the fuel type for the propulsion engines has to be switchboard.
changed from HFO to MDO, then the 3-way valves
immediately after the service tanks have to be – A gravity tank (100 - 200 l) may be arranged
changed. above the engine.

If no pumps are available, it is possible to start up the

Emergency Start engine if a tank - as mentioned above - is placed
minimum 8 m above the engine.
Further, the MDO must be available as a fuel in
emergency situations.
08028-0D\H5250\94.08.12

99.33 - NG
 1609529-6.3
Page 1 (3) Fuel Oil Specification B 11 00 0

General

Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50° C corresponding to 55 cSt at 100° C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.

For guidance on purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Density at 15°C kg/m3 £ 991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at100°C cSt £ 55
at 50 °C cSt £ 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point °C > 60
engines.
Pour point °C £ 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon redisue % (m/m) £ 22
ship, i.e. before on-board cleaning.
Ash % (m/m) £ 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15° C (60° F) should be after ageing % (m/m) £ 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) £ 1.0

Current analysis information is not sufficient for Sulphur % (m/m) £ 5.0

estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg £ 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Silicon mg/kg £ 80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume

Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
08028-0D\H5250\94.08.12

as a supplement to the above-mentioned standards,

drawn up the guiding HFO-specification shown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil system.

99.33
 1609529-6.3
B 11 00 0 Fuel Oil Specification Page 2 (3)

General

Fuel Oil Condition, when Entering the Engine

As practically all fuel oil specifications including the For fuels above 180 cSt/50° C a pressurerized fuel
above standards refer to the same fuel type as oil system is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150° C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.

Property Units Max. value

Water % by volume max. 0.2

Solid
particles ppm (mg/kg) max. 20

Particle size Micron max. 5

Viscosity cSt Range 12-18

08028-0D\H5250\94.08.12

99.33
 1609529-6.3
Page 3 (3)
Fuel Oil Specification B 11 00 0

General

Fuel oil - preheating chart

Approx. viscosity
after preheater

Temperature sec.
cSt
after preheater °C Rw.

7 43

170

160 10 52

Normal preheating limit 12 59

150
15 69
140

20 87
130

120
30 125

110

100

90

80

70

60
Approx. pumping limit
50

40

30
Log scales 10 15 25 35 45 55 cSt/100° C

30 60 100 180 380 700 cSt/50° C

200 400 800 1500 3500 7000 sec. Rw/100° F
08028-0D\H5250\94.08.12

Viscosity of fuel

This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.

99.33
 1655267-1.3
Page 1 (1) Fuel Oil Cleaning Recommendations B 11 00 0

General

Centrifuging

Fuel oils should always be considered as contami- Automatic centrifuges must be used. Fuel types
nated upon delivery and should therefore be RMK35 to RMK55 require centrifuges capable to
thoroughly cleaned to remove solids as well as liquid handle up to 1010 kg/m3 density.
contaminants before use.
To obtain optimum cleaning it is of the utmost impor-
The solid contaminants in the fuel oil are mainly rust, tance that the centrifuge is operated with a fuel oil
sand, dust and refinery catalysts. Liquid contami- viscosity as low as possible, i.e. that the highest
nants are mainly water, i.e. either fresh water or salt possible temperature is maintained in the centrifuge
water. oil preheater.

Impurities in the fuel can cause damage to fuel

pumps and fuel valves, and can lead to increased Supplementary Equipment
cylinder liner wear and deterioration of the exhaust
valve seats. Also increased fouling of gas ways and Experience proves that if the centrifugal installation
turbocharger blades may result from the use of is dimensioned and installed correctly – and oper-
inadequately cleaned fuel oil. Effective cleaning can ated correctly according to the supplier's instructions
only be ensured by using a centrifuge. – this is a sufficient way of cleaning the fuel.

We recommend that the capacity of the installed All supplementary equipment, such as the 10 mm
centrifuge should, at least, be according to the nominal filter, will have a positive effect and may
centrifuge maker's instructions. contribute to longer intervals between overhauls.
Also, supplementary equipment will reduce the op-
Cleaning of distillate fuel such as ISO 8217 classes eration costs.
DMX to DMB is generally not necessary. But han-
dling of a liquid fuel on board ships gives a risk of This equipment can give difficulties if incorrectly
contamination with sea water. Therefore it is a good installed, However if correctly installed and operated
idea to centrifuge all fuel on board ships. can with some fuels give benefits in lower wear and
sludge formation.
Fuel classes DMC to RMH55 require a treatment
with centrifuge in all cases.
08028-0D\H5250\94.08.12

99.33
 1655260-9.0
Page 1 (1) Specific Fuel Oil Consumption SFOC B 11 01 0

L16/24

Constant Speed Engines

L16/24
Engine type MCR

Speed r/min 1000 1200

kW/cyl. 90 100

Load SFOC (g/kWh)

25 % 232 230

50 % 201 199

75 % 189 188

85 % 188 187

100 % 189 188

110 % 190 189

All values based on ISO 3046/1 conditions.

Ambient air temperature 25° C

Ambient air pressure 1000 mbar
Cooling water for air cooler 25° C

Marine diesel oil (MDO). Lower calorific value: 42,700 kJ/kg

Tolerance: +5%

With built-on pumps, the SFOC will be increased by:

110
Lub. oil main pump 0.5 x %
load % + 10
110
L.T. Cooling water pump 0.7 x %
load % + 10
110
H.T. Cooling water pump 0.7 x %
load % + 10
For other reference conditions, the SFOC is to be corrected by:

Ambient air temperature rise 10° C 0.6 %

Ambient air pressure rise 10 mbar - 0.07%
Cooling water to air cooler rise 10° C 0.7 %
Lower calorific value rise 427 kJ/kg - 1.0 %

96.36
 1624467-7.2
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) E 11 10 1

General

Description To maintain recirculation in the HFO flow line when

the GenSet is operated on MDO a by-pass valve
The fuel changing system consist for GenSet of two must be installed between the inlet changing valve
three-way valves (V1 and V2) with a electric/ (V1) and the outlet valve (V2) at each GenSet as
pneumatically operated actuator of the simplex type shown in fig. 1.
with spring return and a common valve control box
for the total GenSet plant.
Valve Control Box
The system facilitates a flexible selection of MDO
and HFO-operating at any load condition. This sy- Electrical power supply to the valve control box is
stem gives the advantage of individually choosing 380 Volt - 50 Hz, or 440 Volt - 60 Hz, depending on
MDO or HFO mode of operation of the GenSets. the plant specification, and is established in form of
a single cable connection from the switchboard.

Filter PI

Air pressure: 6 bar

Water trap Reduction Air consumption

valve per stroke : 1.1 litre

ø6 ø6

Valve con-
trol box
*
MDO MDO

* *
Valve V1 Valve V2

HFO HFO

A1 A2
Inlet engine Outlet engine
08028-0D\H5250\94.08.12

* MAN B&W Supply

Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.

The three-way valves should be placed as near as Due to a built-in transformer, the power supply
possible to the engines. The control box can be voltage will be converted to a 24 Volt DC pilot voltage
placed in the engine room or in the engine control for serving the relays, contactors, and indication
room. lamps.

98.33
 1624467-7.2
E 11 10 1 HFO/MDO Changing Valves (V1 and V2) Page 2 (2)

General

Furthermore the 24 V DC pilot voltage is used for In case of black-out and other situations resulting in
operating the fuel changing valves with a pneumati- dead voltage potential, the fuel changing valves will
cally and electrically operated actuator of the sim- be de-energized and automatically take MDO-posi-
plex type with return springs. tion due to the built-in return spring.

The mode of valve operation is:

HFO-position: Energized
MDO-position: De-energized

08028-0D\H5250\94.08.12

98.33
Lubrication Oil System

B 12
 1643478-8.5
Page 1 (3) Internal Lubricating Oil System B 12 00 0

L16/24

Fig. 1 Diagram for internal lubricating oil system

Pipe description
The standard engine is equipped with built-on:
C3 Lubricating oil from separator DN 25
– Engine driven lubricating oil pump.
C4 Lubricating oil to separator DN 25 – Lubricating oil cooler.
C13 Oil vapour discharge DN 50 – Lubricating oil thermostatic valve.
C15 Lubricating oil overflow DN 25 – Duplex lubricating oil filter.
– Prelubricating oil pump.
Flange connections are standard according to DIN 2501

Oil Quantities
General
The approximate quantities of oil necessary for a
As standard the lubricating oil system is based on new engine, before starting up are given in the table/
wet sump lubrication. below.
08028-0D/H5250/94.08.12

Quantities in litres for engine,

All moving parts of the engine are lubricated with oil Engine type
incl. cooler, filters and pipes on engine
circulating under pressure in a closed built-on sy-
stem. 5 410
6 470
The lubricating oil is also used for the purpose of 7 530
cooling the pistons and turbocharger. 8 590
9 650

Table 1 Quantities for starting-up the engine incl. cooler, filters and
pipes on engine

99.39
 1643478-8.5
B 12 00 0 Internal Lubricating Oil System Page 2 (3)

L16/24
Lubricating Oil Consumption ad 1) For priming and during operation the turbo-
charger is connected to the lub. oil circuit of the
The lubricating oil consumption is: engine. The oil serves for bearing lubrication and
also for dissipation of heat.

Consumption ad 2) Lubricating oil for the main bearings is sup-

Engine type
g/hours plied through holes in the engine frame. From the
1000 rpm 1200 rpm main bearings it passes through bores in the cranks-
haft to the connecting rod big-end bearings.
5 315 350
6 378 420 The connecting rods have bored channels for supply
7 441 490 of oil from the big-end bearings to the small-end
8 504 560 bearings, which has an inner circumferential groove,
9 567 630 and a bore for distribution of oil to the piston.

Table 2 Lubricating oil consumption for L16/24, tolerance ±25% From the front main bearings channels are bored in
the crankshaft for lubricating of the damper.
It should, however, be observed that during the
ad 4) The lubricating oil to the rocker arms is led
running-in period the lubricating oil consumption
through bores in the engine frame to each cylinder
may exceed the values stated.
head. The oil continues through bores in the cylinder
head and rocker arm to the movable parts to be
lubricated at the rocker arm and valve bridge.
Quality of Oil
ad 5) Through a bore in the frame lub oil is led to
Only HD lubricating oil (Delegent Lubricating Oil)
camshafts bearings.
should be used, characteristics are stated in "Lub. oil
spec. B 12 15 0".
Lubricating Oil Pump
System Flow
The lubricating oil pump, which is of the helical gear
type, is mounted on the front end box of the engine
The lubricating oil pump draws oil from the oil sump
and is driven by the crankshaft.
and presses the oil through the cooler and filter to the
main lubricating oil bore, from where the oil is distri-
buted to the various lubricating points. From the
Lubricating Oil Cooler
lubricating points the oil returns by gravity to the oil
sump.The oil pressure is controlled by an adjustable
As standard the lubricating oil cooler is of the plate
spring-loaded relief valve built in the system.
type. The cooler is mounted on the front end box.
The main groups of components to be lubricated are:
08028-0D/H5250/94.08.12

Thermostatic Valve
1 – Turbocharger.
2 – Main bearings, big-end bearing etc. The thermostatic valve is a fully automatic 3-way
3 – Camshaft drive. valve with thermostatic elements set at fixed tem-
4 – Governor drive. perature.
5 – Rocker arms.
6 – Camshaft.

99.39
 1643478-8.5
Page 3 (3) Internal Lubricating Oil System B 12 00 0

L16/24

Built-on Full-flow Depth Filter Optionals

The lubricating oil filter is of the duplex paper car- Centrifugal by-pass filter can be built-on.
tridge type. It is a depth filter with a nominel fineness
of 10-15 microns, and a safety filter with a fineness Console for centrifugal by-pass filter is standard.
of 60 microns.

Oil Level Switches

Pre-lubricating
The oil level is automatically monitored by level
As standard the engine is equipped with an electric- switches giving alarm if the level is out of range.
driven prelub pump mounted parallel to the main
pump. The pump is arranged for automatic opera-
tion, ensuring stand-still of the prelubricating pump Data
when the engine is running, and running during
engine stand-still in stand-by position by the engine For heat dissipation and pump capacities, see D 10
control system. 05 0 "List of Capacities".

Operation levels for temperature and pressure are

Draining of the Oil Sump stated in B 19 00 0 "Operating Data and Set Points".

It is recommended to use the separator suction pipe

for draining of the lubricating oil sump.
08028-0D/H5250/94.08.12

99.39
 1655289-8.5
Page 1 (1) Prelubricating Pump B 12 07 0

General

The engine is as standard equipped with an electric The engine must always be prelubricated 2 minutes
driven pump for prelubricating before starting. prior to start if the automatic continuous prelubricat-
ing has been switched off.
The pump, which is of the screw pump type, is self-
priming. The automatic control of prelubricating must be
made by the customer or can be ordered from MAN
B&W, Holeby.

Electric motor 3x380 V, 50 Hz

Engine No of Pump
m3/h rpm Start Full-load
type cyl. type kW current current
Amp. Amp.

Make: IMO
L16/24 5-6-7-8-9 Type: 2.2 2820 0.55 6.8 1.5
ACD025N6 IRBP

Make: WP
L27/38 5-6-7-8-9 Type: 13.6 1425 5.5 81.0 11.7
R45/160 FL-Z-DB-SO

Electric motor 3x440 V, 60 Hz

Engine No of Pump
m3/h rpm Start Full-load
type cyl. type kW current current
Amp. Amp.

Make: IMO
L16/24 5-6-7-8-9 Type: 2.6 3360 0.75 7.2 1.6
ACD025N6 IRBP

Make: WP
L27/38 5-6-7-8-9 Type: 16.3 1725 6.4 81.0 11.6
R45/160 FL-Z-DB-SO
08028-0D\H5250\94.08.12

01.01 - NG
 1609531-8.3
Page 1 (1) Lubricating Oil Specification B 12 15 0

General

Requirement Guiding Values

This document is valid for the following engine types: Based on typical load profile for marine GenSet (50-
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 60% of rated power)
32H.
Oil type TBN TBN TBN
For the engines, a HD-lub. oil (heavy duty) corre- (initial) (equilibrium) (min. level)
sponding to at least type CD Comercial Class D after
API service system (meets MIL-L-2104 C and D) has Gas oil 8-12 6-8 6
to be used.
Marine diesel 10-15 8-10 8

The oil should be rust and oxidation inhibited. Heavy fuel (S<1.5) 10-15 8-10 8

When selecting a lubricating oil, attention must be Heavy fuel (1.5<S<2.5) 15-20 10-14 8
paid to the fuel oil sulphur content.
Heavy fuel (2.5<S<3.5) 20-25 10-14 8

Due to generating running mode for HOLEBY's Heavy fuel (3.5<S<4.5) 20-25 10-14 8
engines, where the lub. oil consumption depends on
running time and the fuel oil consumption and follow-
ing the sulphur input to the lub. oil depends on the Based on typical load profile for stationary GenSets
load, a lower TBN-value (Total Base Number) than (50-100% of rated power)
normal for main engines is needed.
Oil type TBN TBN TBN
(initial) (equilibrium) (min. level)
Viscosity
Gas oil 8-12 6-8 6
Engine SAE class
Marine diesel 10-15 8-10 8
L23/30H, L+V28/32H
30* 105 mm2/sec at 40° C Heavy fuel (S<1.5) 15-20 8-10 8
L16/24, L21/31, L27/38
40 145 mm2/sec at 40° C Heavy fuel (1.5<S<2.5) 20-25 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

* At cooling water temperatures above 32° C SAE 40
oil can be used. In this case, please contact MAN Heavy fuel (3.5<S<4.5) 20-30 10-14 8
B&W, Holeby.

If load profile is different, this should be taken in Based on typical load profile for variable speed
consideration. engine, pumps (10-100% of rated power)

In the long run though, the operation results are the Oil type TBN TBN TBN
08028-0D/H5250/94.08.12

criteria that prove which TBN is the most economical (initial) (equilibrium) (min. level)
one for efficient engine operation.
Gas oil 10-14 6-8 6

Marine diesel 12-16 8-10 8

Heavy fuel (S<1.5) 15-20 8-10 8

Heavy fuel (1.5<S<2.5) 20-30 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

Heavy fuel (3.5<S<4.5) 25-30 10-14 8

01.02
 1643494-3.3
Page 1 (2) Treatment of Lubricating Oil B 12 15 0

General

Operation on Marine Diesel Oil (MDO) Example: for 1000 kW engine operating on HFO,
self-cleaning separator with a daily effective sepa-
The built-on full-flow depth filter cleans the oil thor- rating period of 23 hours:
oughly. For operation on MDO we recommend to
install a built-on centrifugal by-pass filter too. Q = 1000 x 1.36 x 5 = 295 l/h
23 (0.30 l/h kW)

Operation on Heavy Fuel Oil (HFO)

The Rated Capacity for the Separator
For engines operating on HFO a lub. oil centrifugal
unit is required. The following formula is used to find the rated
capacity for the separator:
Continuous lub. oil centrifugation plus a built-on full-
flow depth filter clean the oil in a sufficient and safe Q = l/h
way. Any other filter system is not necessary, but not 0.2
wasted.
Example:

Separator Capacity 295 = 1478 l/h

0.2
Normally, it is recommended to use a self-cleaning
separator in order to optimize the cleaning period 0.2 is the recommended separator throughput factor
and thus also optimize the size of the separator. and shall be in accordance with the separator
maker's recommendations. This factor can be found
Separators for manual cleaning can be used when in the manual delivered from the separator maker.
the reduced effective cleaning time is taken into con-
sideration by dimensioning the separator capacity.
Separator Installation

The required Flow It is recommended to separate the oil on the engine

while operating. In this way, the dirt can be removed
As a guidance, the following formula should form the immediately when it is supplied to the engine. At the
basis for choosing the required flow for the separator same time energy is saved because it is not neces-
capacity: sary to warm up the oil that much.

Q = P x 1.36 x n With multi-engine plants the best installation would

t be to have one separator per engine, but this is not
always realistic seen from an economical point of
Q = required flow (l/h) view.
P = engine output (kW).
08028-0D/H5250/94.08.12

t = actual operating time per day (hour) Therefore, a common separator can be installed,
n = number of turnovers per day of the possibly with one in reserve for operation of all
theoretical oil volume corresponding to engines through a pipe system, which can be carried
1.36 l/kW or 1 l/HP. out in various ways. Fig. 1 and 2 show a principle lay-
out for a single plant and a multi-plant.
The following values for "n" are recommended:

n = 5 for HFO operating (residual)

n = 4 for MDO operating
n = 3 for distillate fuel

98.33
 1643494-3.3
B 12 15 0 Treatment of Lubricating Oil Page 2 (2)

General

Venting
hole

Engine To/from separator Oil level in

base frame

Separator
unit
Overflow
Fig. 1 Principle lay-out for direct separating on a single plant. tank

Eng. No 1
Fig. 3 Principle lay-out for overflow system.

With only one engine in operation there are no

problems with separating, but if several engines are
in operation for some time it is recommended to split
up the time so that there is separation on all engines,
which are operating in turns.
Eng. No 2

The capacity of the separator has to correspond with

the separating of oil on the single engine n times
during the available time, every 24 hours. (see page
To/from lub. 1)
oil separator

Eng. No 3 Overflow System

As an alternative to the direct separating an overflow

Fig. 2 Principle lay-out for direct separating on a multi plant. system can be used (see fig. 3).

By-pass Centrifugal Filter

The aim is to ensure that the separator is only
connected with one engine at a time. This to ensure The Holeby GenSets can be delivered with built-on
08028-0D/H5250/94.08.12

that there is no suction and discharging from one by-pass centrifugal filters.
engine to another.

To provide the above-mentioned it is recommended By-pass Depth Filter

that inlet and outlet valves are connected, so that
they can be changed-over simultaneously. When dimensioning the by-pass depth filter the
supplier’s recommendations are to be followed.

98.33
Cooling Water System

B 13
 1609571-3.4
Page 1 (5) Freshwater System Treatment B 13 00 0

General
Protection against Corrosion in Freshwater Cleaning agents emulsified in water as well as
Cooling System slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
The engine fresh water must be carefully treated, agents which involve the risk of fire must obviously
maintained and monitored so as to avoid corrosion not be used. For descaling with acid, especially
or the formation of deposits which can result in products based on amino-sulphonic acid, citric acid,
insufficient heat transfer, it is necessary to treat the and tartaric acid are recommendable, as these acids
cooling water. MAN B&W recommend that this treat- are usually obtainable as solid substances, easily
ment is carried out according to the following proce- soluble in water, and do not emit poisonous vapours.
dure:
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
– Clean the cooling water system. the cooling water system.

– Fill up with deionized or distilled cooling water Normally, cleaning can be executed without any
(for example from the freshwater generator) dismantling of the engine. We point out that the water
with corrosion inhibitor added. should be circulated in the engine to achieve the best
possible result.
– Carry out regular checks of the cooling water
system and the condition of the cooling water. As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
Observance of these precautions, and correct ven- process. The acid content of the system oil should
ting of the system, will reduce service difficulties also be checked immediately after cleaning, and 24
caused by the cooling water to a minimum. hours afterwards.

Cleaning of the Cooling Water System Cooling Water - Inhibitors

Before starting the inhibition process, any existing The filling-up with cooling water and the admixture of
deposits of lime or rust, or any oil sludge, should be the inhibitor is to be carried out directly after the
removed in order to improve the heat transfer and to cleaning in order to prevent formation of rust on the
ensure uniform protection of the surface by means of cleaned surfaces.
the inhibitor.
Raw Water
The cleaning should comprise degreasing to remove
oil sludge, and descaling with acid afterwards to The formation of lime stone on cylinder liners and in
remove rust and lime deposits. cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
Ready-mixed cleaning agents, specially made for material.
08028-0D\H5250\94.08.12

cleaning the cooling water system, can be obtained

from companies specializing in cooling water treat- Therefore, it is recommended that deionized or
ment. These companies offer assistance and control distilled water (for example from the freshwater
of the treatment in all major ports. A number of these generator) is used as cooling water. However, on
companies are mentioned on the enclosed list. We account of its lack of hardness, this water will be
point out that the directions given by them should be relatively corrosive, and a corrosion inhibitor should
closely followed. It is of particular importance to flush therefore always be added.
the system completely after cleaning.

00.11
 1609571-3.4
B 13 00 0 Freshwater System Treatment Page 2 (5)

General

If deionized or distilled water cannot be obtained, Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Sooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9° dH (German hardness degrees). The If the cooling water is contaminated during service,
chloride, chlorine, sulphate, and silicate contents are sludge or deposits may form. The condition of the
also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
Chloride 50 ppm (50 mg/litre) these spaces or, if necessary, the entire system
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating
in the freshwater cooling system is often very sus-
There should be no sulphide and ammonia content. ceptible to corrosion, which results in heavy for-
Rain water must not be used, as it may be heavily mation of sludge, even if the cooling water is cor-
contaminated. rectly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Gen-
It should be noted that softening of water does not erally, therefore, we advise against the use of galva-
reduce its sulphate and chloride contents. nized piping in the freshwater cooling system.

Corrosion Inhibitors The quality of the cooling water is to be checked

regularly, if possible once a week. Basically the
To protect freshwater cooling systems in marine inhibitor concentration, the pH value and the chloride
diesel engines against corrosion, various types of concentration should be in accordance with limits
inhibitors are available. stated by inhibitor manufacturer. For this purpose
the inhibitor manifactures normally supply simple
Generally, only nitrite-borate based inhibitors test kits.
are recommended.
As a general guidance values the pH value should be
A number of the products marketed by major compa- 7-10 measured at 20° C and the chloride concentra-
nies are specified on the enclosed list, together with tion should not exceed 50 ppm (50 mg/litre).
the necessary dosages and admixing procedures.
We recommend that these directions are strictly The water sample for these tests is to be taken from
observed. the circulating system, and not from the expansion
tank or the pipe leading to it.
Treatment of the cooling water with inhibting oils is
not recommended, as such treatment involves the The concentration of inhibitor must under no
risk of oil adhering to the heat transmitting surfaces. circumstances be allowed to fall below that re-
commended by the producer, as this would in-
Chromate inhibitors must not be used in plants crease the risk of corrosion.
08028-0D\H5250\94.08.12

connected to a freshwater generator.

A clear record of all measuring results should be
Evaporated cooling water is to be replaced with kept, so that the actual condition and trend of the
noninhibited water, whereas a loss of water through system may be currently ascertained and evaluated.
leakage must be replaced with inhibited water.
A sudden or gradual increase in the chloride content
When overhauling individual cylinders, a new dos- of the cooling water may be indicative of salt water
age of inhibitor must, if necessary, be added im- leakages. Such leakages are to be traced and repai-
mediately after completing the job. red at the first opportunity.

00.11
 1609571-3.4
Page 3 (5) Freshwater System Treatment B 13 00 0

General

A chloride content in the cooling water higher than The cooling water system must not be kept
the 50 ppm specified might, in exceptional cases be under pressure.
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not Check, and repair any leaks.
be exceed.
Drain the system and fill up completely with clean tap
A clear record of all measuring results should be water, in order to flush out any oil or grease from the
kept, so that the actual condition and trend of the tank.
system may be currently ascertained and evaluated.
Circulate the water for 2 hours, and drain again.
A sudden or gradual degrease in pH value, or an
increase of the sulphate content, may indicate ex-
haust gas leakage. The pH value can be increased Descaling with Acid Solution
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced. Fill up with clean tap water and heat to 70-75° C.

Every third month a cooling water sample should be Dissolve the necessary dosage of acid compound in
sent ashore for laboratory analysis, in particular to a clean iron drum with hot water.
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water. Fill the drum half up with water and slowly add the
acid compound, while stirring vigorously. Then fill
the drum up completely with hot water while conti-
Cleaning and Inhibiting Procedure nuing to stir (e.g. using a steam hose).

The engine must not be running during the cleaning Be careful - use protective spectacles and gloves.
procedure, as this may involve the risk of overhea-
ting when draining. For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.
Degreasing
For untreated engines, a higher concentration -
Use clean tap water for filling-up. The cooling water depending on the condition of the cooling system -
in the system can be used, if it does not contain will normally be necessary.
inhibitors.
Drain some water from the system and add the acid
Heat the water to 60° C and circulate the water solution via the expansion tank.
continuously.
The cooling water system must not be put under
Drain to lowest water level in expansion tank. pressure.
08028-0D\H5250\94.08.12

Add the amount of degreasing chemical specified by Keep the temperature of the water between 70° C
the supplier, preferably from the suction side of the and 75° C, and circulate it constantly. The duration
freshwater pump. of the treatment will depend on the degree of fouling.
Normally, the shortest time recommended by the
Drain to lowest water level in the expansion tank supplier will be sufficient for engines which are
directly afterwards. treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
Circulate the cleaning chemical for the period speci- hour, for example with pH-paper, that the acid in the
fied by the supplier. solution has not been used up.

00.11
 1609571-3.4
B 13 00 0 Freshwater System Treatment Page 4 (5)

General
A number of descaling preparations contain colour Adding of Inhibitors
indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the lowest water level in the expansion
mended concentration should be used. tank.

The solubility of acids in water is often limited. Weight out the quantity of inhibitors specified by the
Therefore if, in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally the supplier will specify the maximum Add the solution via the expansion tank to the
solubility. system. Then fill up to normal water level with water
from the evaporator.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized Allow the engine to run for not less than 24 hours to
with clean tap water containing 10 kg soda per ton of ensure that a stable protection of the cooling surfa-
water. Circulate the mixture for 30 minutes, then ces is formed.
drain and flush the system.
Subsequently, test the cooling water with a test kit
The cooling water system must not be put under (available from the inhibitor supplier) to ensure that
pressure. an adequate inhibitor concentration has been obtai-
ned.
Continue to flush until water used is neutral (pH
approx. 7). This should be checked every week.

The acid content of the system oil is to be checked

directly after the descaling with acid, and again 24
hours afterwards.

08028-0D\H5250\94.08.12

00.11
 1609571-3.4
Page 5 (5) Freshwater System Treatment B 13 00 0

General

Nitrite-borate corrosion inhibitors

for cooling water treatment

Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*

Castrol Limited Castrol Powder 3 kg/1000 l

Swindon Solvex WT4
Wiltshire, England Castrol Liquid 20 l/1000 l
Solvex WT2

Drew Ameriod DEWT-NC Powder 3.2 kg/1000 l

Marine Liquidewt Liquid 8 l/1000 l
Boonton, N.J./U.S.A Maxiguard Liquid 16 l/1000 l

Houseman Scandinavia Cooltreat 651 Liquid 5 l/1000 l

3660 Stenløse
Denmark Cooltreat 652 Liquid 5 l/1000 l

Nalfleet Marine Chemicals Nalfleet EWT Liq

Northwich, (9-108) Liquid 3 l/1000 l
Cheshire CW8DX, England Nalfleet EWT 9-131C Liquid 10 l/1000 l
Nalfleet EWT 9-111 Liquid 10 l/1000 l
Nalcool 2000 Liquid 10 l/1000 l

Rohm & Haas RD11 DIA PROSIM Powder 3 kg/1000 l

(ex Duolite) RD25 DIA PROSIM Liquid 50 l/1000 l
Paris, France

Unitor Rochem Dieselguard NB Powder 3 kg/1000 l

Marine Chemicals Rocor NB Liquid Liquid 10 l/1000 l
Oslo, Norway

* Initial dosage may be larger

The list is for guidance only and must not be The suppliers are listed in alpabetical order.
08028-0D\H5250\94.08.12

considered complete. We undertake no responsi-

bility for difficulties that might be caused by these or Suitable cleaners can normally be supplied by
other water inhibitos/chemicals. these firms.

00.11
 1643496-7.5
Page 1 (1) Internal Cooling Water System B 13 00 0

General

Internal Cooling Water System Temperature regulation in the HT and LT systems

takes place in the internal system where also the
The engine's cooling water system comprises a low pumps are situated. This means that it is only
temperature (LT) circuit and a high temperature (HT) nessesary with two main pipes for cooling of the
circuit. The systems are designed only for treated engine. The only demand is that the FW inlet
fresh water. temperature is between 10 and 40° C

To be able to match every kind of external systems,

Low Temperature Cooling Water System the internal system can as optional be arranged with
a FW cooler for an external SW system.
The LT cooling water system includes charge air
cooling and lubricating oil cooling.
HT-circulating and LT-circulating Pumps

High Temperature Cooling Water System The circulating pumps which are of the centrifugal
type are mounted in the front-end box of the engine
The high temperature cooling water is used for the and are driven by the crankshaft through gear trans-
cooling of cylinder liners and cylinder heads. missions.

The engine outlet temperature ensures an optimal Technical data: See "list of capacities" D 10 05 0
combustion in the entire load area when running on
Heavy Fuel Oil (HFO), i.e. this temperature limits the
thermal loads in the high-load area, and hot corro- Thermostatic Valves
sion in the combustion area is avoided.
The thermostatic valves are fully automatic three-
In the low-load area the temperature is sufficiently way valves with thermostatic elements set at fixed
high to secure a perfect combustion and at the same temperatures.
time cold corrosion is avoided; the latter is also the
reason why the engine, in stand-by position and
when starting on HFO, should be preheated with a Preheating Arrangement
cooling water temperature of at least 60°C - either by
means of cooling water from running engines or by In connection with plants where all engines are
means of a separate preheating system. stopped for a certain period of time it is possible to
install an electric heat exchanger in the external
system.
System Layout
In connection with plants with more than one engine
MAN B&W Holeby's standard for the internal cooling the stand-by engines can be automatically preheated
water system is shown on our Basic Diagram. by the operating engines by means of the pipe
connections leading to the expansion system and
the HT-circulation pumps.
08028-0D\H5250\94.08.12

99.39 - NG
 1643481-1.7
Page 1 (2) Internal Cooling Water System B 13 00 1

L16/24

Fig. 1 Diagram for internal cooling water system.

Thus, the engine on the cooling water side only

Pipe description
requires fresh water between 10 and 40° C and so
the engine can be integrated in the ship's cooling
F3 Venting to expansion tank
water system as a stand-alone unit. This is a simple
F4 HT fresh water from preheater DN 20 solution with low installation costs, which also can
G1 LT fresh water inlet DN 65 be interesting in case of repowering, where the
G2 LT fresh water outlet DN 65 engine power is increased, and the distance to the
other engines is larger.
Flange connections are standard according to DIN 2501

Low Temperature Circuit

Description The components for circulation and temperature
regulation are placed in the internal system.
The system is designed as a single circuit with only
two flange connections to the external centralized The charge air cooler and the lubricating oil cooler
cooling water system. are situated in serial order. After the LT water has
passed the lubricating oil cooler, it is let to the
The engine is equipped with a self-controlling tem- thermostatic valves and depending on the water
perature water circuit. temperature, the water will either be re-circulated or
led to the external system.

00.11
 1643481-1.7
B 13 00 1 Internal Cooling Water System Page 2 (2)

L16/24

High Temperature Circuit Data

The built-on engine-driven HT-circulating pump of For heat dissipation and pump capacities,
the centrifugal type pumps water through the first See D 10 05 0, "List of Capacities".
stage of the charge air cooler and then through the
distributing bore to the bottom of the cooling water Set points and operating levels for temperature and
jacket. The water is led out through bores at the top pressure are stated in B 19 00 0, "Operating Data and
of the cooling water jacket to the bore in the cylinder Set Points".
head for cooling of this, the exhaust valve seats and
the injector valve. Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
From the cylinder heads the water is led through to
the thermostatic valve, and depending on the engine
load, a smaller or larger amount of the water will be
led to the external system or will be re-circulated.

00.11
 1643497-9.5
Page 1 (1) Design Data for the External Cooling Water System B 13 00 0

L16/24
General Expansion Tank

This data sheet contains data regarding the necessary To provide against volume changes in the closed
information for dimensioning of auxiliary machinery jacket water cooling system, caused by changes in
in the external cooling water system for the L16/24 temperature or leakage, an expansion tank must be
type engine(s).The stated data are for one engine installed.
only and are specified at MCR.
As the expansion tank also provides a certain suction
The cooling water inlet pipe line has the function as head for the fresh water pump to prevent cavitation,
preheating line during standstill. the lowest water level in the tank should be minimum
5 m above the center line of the crankshaft.
Note: make sure that this pipe line always is open for
this function. Minimum recommended tank volume: 0.1 m³.
For multi plants the tank volume should be min.:
For heat dissipation and pump capacities see D 10
05 0 "List of Capacities". Set points and operating V = 0.1 + ( exp. vol. per extra eng.) [m³]
levels for temperature and pressure are stated in B
19 00 0 "Operating Data and Set points". As the LT system is vented to the HT system, both
systems must be connected to the same expansion
tank.
External Pipe Velocities

For external pipe connections we prescribe the Data for External Preheating System
following maximum water velocities:
The capacity of the external preheater should be 1.0-
Fresh water : 3.0 m/s 1.3 kW/cyl. The flow through the engine should for
each cylinder be approx. 1.2 l/min with flow from top
and downwards and 8 l/min with flow from bottom
Pressure Drop across Engine and upwards. See also table 1 below.

The engines have an attached pump for both LT and

HT cooling water. Therefore the internal pressure
drops are negligible for the external cooling system.

Cyl. No 5 6 7 8 9

Quantity of water in eng:

HT and LT system (litre) 75 81 87 94 100

Expansion vol. (litre) 4 5 5 5 6

Preheating data:

Radiation area (m²) 9.3 10.3 11.3 12.3 14.3

Thermal coeff. (KJ/°C) 1627 1915 2205 2460 2783

Table 1 Showing cooling water data which are depending on the number
of cylinders.

99.39
 1655290-8.1
Page 1 (1) External Cooling Water System B 13 00 0

General

Design of External Cooling Water System Ad 3)

If the engines are preheated with reverse cooling
It is not difficult to make a system fulfil the require- water direction, i.e. from the top and downwards, an
ments, but to make the system both simple and optimal heat distribution is reached in the engine.
cheap and still fulfil the requirements of both the This method is at the same time more economic
engine builder and other parties involved can be very since the need for heating is less and the water flow
difficult. A simple version cannot be made without is reduced.
involving the engine builder.
Ad 4)
The diagrams are principal diagrams, and are MAN The systems have been designed in such a way that
B&W's recommendation for the design of external the change-over from sea operation to harbour op-
cooling water systems. eration/stand-by with preheating can be made with a
minimum of manual or automatic interference.
The systems are designed on the basis of the
following criteria:
Fresh Water Treatment
1. Simplicity.
The engine cooling water is, like fuel oil and lubricat-
2. Preheating with surplus heat. ing oil, a medium which must be carefully selected,
treated, maintained and monitored.
3. Preheating in engine top, downwards.
Otherwise, corrosion, corrosion fatigue and cavita-
4. As few change-over valves as possible. tion may occur on the surfaces of the cooling system
which are in contact with the water, and deposits
Ad 1) may form.
Cooling water systems have a tendency to be un-
necessarily complicated and thus uneconomic in Corrosion and cavitation may reduce the life time
installation and operation. Therfore, we have attach- and safety factors of parts concerned, and deposits
ed great importance to simple diagram design with will impair the heat transfer and may result in thermal
optimal cooling of the engines and at the same time overload of the components to be cooled.
installation- and operation- friendly systems result-
ing in economic advantages. The treatment process of the cooling water has to be
effected before the first commission of the plant, i.e.
Ad 2) immediately after installation at the shipyard or at the
It has been stressed on the diagrams that the alter- power plant.
nator engines in stand-by position as well as the
propulsion engine in stop position are preheated,
optimally and simply, with surplus heat from the
running engines.
08028-0D\H5250\94.08.12

01.02 - NG
 1643498-0.6
Page 1 (2) One String Central Cooling Water System B 13 00 0

General
08028-0D\H5250\94.08.12

Fig 1 Central cooling system.

99.41 - NG
 1643498-0.6
B 13 00 0 One String Central Cooling Water System Page 2 (2)

General

System Design When working out the external cooling water system
it must be ensured, that no cold cooling water is
The system is a central cooling water system of pressed through the engine and thus spoiling the
simple design with only one central cooler. In order preheating during stand-by. The diesel engine has
to minimize the power consumption the FW pump no built-in shut-off valve in the cooling water system.
installation consists of 3 pumps, two for sea operation Therefore the designer of the external cooling water
and a smaller one for harbour operation. system must make sure that the preheating of the
GenSets is not disturbed.
The GenSets are connected as a one-string plant,
with only one inlet- and one outlet cooling water Preheating of Stand-by GenSets during Sea
connection and with internal HT and LT-circuit, see Operation
also B 13 00 0 “Internal Cooling Water System 1”,
describing this system. GenSets in stand-by position are preheated auto-
matically via the venting pipe with water from the
The propulsion engines HT-circuit temperature is running engines. This is possible due to the inter-
adjusted with LT-water mixing by means of the connection of the GenSet's HT-pumps which force
thermostatic valve. the water downwards in the stand-by engines.

It is to be stated that the interconnection between the

Preheating GenSet L.T. inlets is not to be disturbed. If an on/off
valve is built in, a bypass has to be installed. It is then
Engines starting on HFO and engines in stand-by possible to preheat the GenSet automatically in
position must be preheated. It is also recommended standby position with the running GenSets.
to preheat engines operating on MDO due to the
prolonged life time of the engines' wearing parts. Preheating of Stand-by GenSets and Propulsion
Therefore it is recommended that the preheating is Engines during Harbour Operation
arranged for automatic operation, so that the
preheating is disconnected when the engine is running During harbour stay the propulsion and GenSets are
and connected when the engine is in stand-by also preheated in stand-by position by the running
position. The preheating is adjusted so that the GenSets. Valve (B) is open and valve (A) is closed.
temperature is 60 ± 5°C at the top cover (see Thus, the propulsion engine is heated from top and
thermometer TI11), and approximately 25 to 45°C at downwards, which is the most economical solution.
outlet of the cylinders (see thermometer TI10). 08028-0D\H5250\94.08.12

Fig 2 Preheating.

99.41 - NG
Compressed Air System

B 14
 1679706-4.1
Page 1 (2) Compressed Air System B 14 00 0

L16/24

Fig. 1 Diagram for compressed air system.

To avoid dirt particles in the internal system, a strainer

Pipe description
is mounted in the inlet line to the engine.
K1 Compressed air inlet DN 25

Starting System
Flange connections are standard according to DIN 2501

The engine is started by means of a built-on air

starter, which is a turbine motor with safety clutch
General and drive shaft with pinion. Further, there is a main
starting valve.
The compressed air system on the engine consists
of a starting system, starting control system and
safety system. Further, the system supplies air to Control System
the jet system.
The air starter is activated electrically with a pneu-
The compressed air is supplied from the starting air matic 3/2-way solenoid valve. The valve can be
receivers (16-30 bar) through a reduction station, from activated manually from the starting box on the
where compressed air is supplied to the engine. engine, and it can be arranged for remote control,
manual or automatic.

00.14
 1679706-4.1
B 14 00 0 Compressed Air System Page 2 (2)

L16/24

For remote activation the starting coil is connected so Pneumatic Start Sequence
that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the basemodule mounted on the engine. to the drive shaft housing of the air starter.

Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on the
air starter manually in case of power failure. engine flywheel.

When the pinion is fully engaged, the pilot air will flow
Safety System to, and open the main starting valve, whereby air will
be led to the air starter, which will start to turn the
As standard the engine is equipped with a pneuma- engine.
tically/mechanically stop cylinder, which starts to
operate if the safety system is activated. The sy- When the rpm exceeds approx. 158, at which firing
stem is activated electrically. has taken place, the starting valve is closed whereby
the air starter is disengaged.
Air supply must not be interrupted when the engine
is running.
Optionals

Besides the standard components, the following

standard optional can be built-on:

– Main valve, inlet engine.

00.14
 1655207-3.2
Page 1 (1) Compressed Air System B 14 00 0

General

Fig 1. Diagram for Compressed Air System

Design of External System Installation

The external compressed air system should be In order to protect the engine's starting and control
common for both propulsion engines and GenSet equipment against condensation water, the follow-
engines. ing should be observed:

Separate tanks shall only be installed in turbine - The air receiver(s) should always be installed
vessels, or if GenSets in engined vessels are with good drainage facilities. Receiver(s) ar-
installed far away from the propulsion plant. ranged in horizontal position must be installed
with a slope downwards of min. 3° - 5° deg.
The design of the air system for the plant in question
should be according to the rules of the relevant - Pipes and components should always be
classification society. treated with rust inhibitors.

As regards the engine's internal compressed air - The starting air pipes should be mounted with
system, please see B 14 00 0 "Internal Compressed a slope towards the receivers, preventing
Air System". possible condensed water from running into
the compressors.
An oil and water separator should be mounted
between the compressor and the air receivers, and - Drain valves should be mounted at the lowest
the separator should be equipped with automatic position on the starting air pipes.
drain facilities.

Each engine needs only one connection for com-

08028-0D\H5250\94.08.12

pressed air, please see diagram for the compressed

air system.

98.35 - NG
Combustion Air System

B 15
 1643499-2.5
Page 1 (2) Combustion Air System B 15 00 0

L16/24

Fig 1 Diagram for combustion air system.

From the turbocharger the air is led via the charge air
Pipe Description
cooler and charge air receiver to the inlet valves of
each cylinder.
M1 Charge air inlet

The charge air cooler is a compact two-stage tube-

P2 Exhaust gas outlet:
5 (1200 rpm), 6 cyl. engines DN 250 type cooler with a large cooling surface.
7 (1000 rpm) cyl. engine DN 250
7 (1200 rpm), 8, 9 cyl. engines DN 400
The charge air receiver is mounted in the engine's
P6 Drain from turbocharger - outlet front end box.

P9 Working air, dry cleaning turbine It is recommended to blow ventilation air in the level
side with quick coupling - inlet
of the top of the engine(s) close to the air inlet of the
turbocharger, but not so close that sea water or
Flange connections are standard according to DIN 2501
vapour may be drawn-in. It is further recommended
that there always should be a positive air pressure in
the engine room.
General

The air intake to the turbochargers takes place Turbocharger

directly from the engine room through the intake
silencer on the turbocharger. The engine is as standard equipped with a high-
effecienct MAN B&W, NR/RS and NR/R turbocharger
of the radial type, which is located on the top of the
front end box.

99.46
 1643499-2.5
B 15 00 0 Combustion Air System Page 2 (2)

L16/24

Cleaning of Turbocharger – Less fouling of the engine's exhaust gas ways.

The turbocharger is fitted with an arrangement for – Limitation of fuel oil index during starting pro-
dry cleaning of the turbine side, and water washing cedure.
of the compressor side.
– Emergency stop of engine.

Lambda Controller The above states that the working conditions are
improved under difficult circumstances and that the
The purpose of the lambda controller is to prevent maintenance costs for an engine, working with many
injection of more fuel in the combustion chamber and major load changes, will be reduced.
than can be burned during a momentary load in-
crease. This is carried out by controlling the relation
between the fuel index and the charge air pressure. Data

The lambda controller has the following advantages: For charge air heat dissipation and exhaust gas
data, see D 10 05 0 "List of Capacities".
– Reduction of visible smoke in case of sudden
momentary load increases. Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data and
– Improved load ability. Set Points".

99.46
 1655292-1.0
Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1

L16/24

During operation the compressor will gradually be

fouled due to the presence of oil mist and dust in the
inlet air.

The fouling reduces the efficiency of the turbochar-

ger which will result in reduced engine performance.

Therefore manual cleaning of the compressor com-

ponents is necessary in connection with overhauls.
This situation requires dismantling of the turbochar-
ger.

However, regular cleaning by injecting water into the

compressor during normal operation of the engine
has proved to reduce the fouling rate to such an
extent that good performance can be maintained in
the period between major overhauls of the turbochar-
ger.
1 Screw plug
The cleaning effect of injecting pure fresh water is 2 Seal ring
mainly based upon the mechanical effect arising, 3 Screw plug
when the water droplets impinge the deposit layer on 4 Seal ring
the compressor components. 5 Syringe

The water is injected in a measured amount and

Fig 1 Water washing equipment
within a measured period of time by means of the
water washing equipment.

6. Make comparative measurements of the opera-

Sequence of operation ting data (engine power and charge-air pressure).
These measurements will indicate the success or
1. Run the engine with as high a load as possible not of the washing procedure. If necessary, carry out
(80 - 100%). the washing again.

2. Unscrew the screw plug (1) together with seal 7. Screw in the screw plug (1) together with the
ring (2) from silencer, or unscrew the screw plug (3) seal ring (2) at the silencer, or screw the screw plug
together with seal ring (4) from the air-intake casing. (3) together with the seal ring (4) into the air-intake
casing.
3. Fill the syringe (5) with clean, fresh water, and
insert it through the screw-plug opening. The washing procedure is executed with the engine
running at normal operating temperature and with
4. Inject the complete content of the syringe the engine load as high as possible, i.e. at a high
within a period of 4 - 10 seconds. compressor speed.

5. Run the engine for another 10 minutes at the The frequency of water washing should be matched
same load. to the degree of fouling in each individual plant.

96.44
 1655200-0.5
Page 1 (2) Lambda Controller B 15 11 1

L16/24

Purpose At 50% load change the system will be activated for

about 3-8 seconds.
The purpose of the lambda controller is to prevent
injection of more fuel in the combustion chamber If the system is activated for more than 10 seconds
than can be burned during a momentary load in- the air supply will be shutoff and a "Jet system
crease. This is carried out by controlling the relation failure" signal will be generated.
between the fuel index and the charge air pressure.

The controller also have a stop function in case of Shutdown Function

shutdown.
The controller also have a stop function. In case of a
shutdown situation (e.g. overspeed, low lubricating
Advantages oil pressure or high temperature for H.T. water), the
safety system will activate the shutdown valve (6)
The lambda controller has the following advantages: and thereby compressed air will press the piston in
the Lambda controller downwards and force the
- Reduction of visible smoke in case of sudden index at the fuel pumps to zero.
momentary load increases.
The shutdown stop is independent of the governor
- Improved load ability. due to the spring loaded pull rod connection.

- Less fouling of the engine's exhaust gas ways.

Fuel Oil Limitation during Start Procedure
- Limitation of fuel oil index during starting
procedure. During the start procedure the controller is activated
as an index limiter.
The above states that the working conditions are
improved under difficult circumstances and that the Hereby, heavy smoke formation is avoided during
maintenance costs for an engine, working with many start, and the regulating device cannot overreact.
and major load changes, will be reduced. The fuel limiter function stops when the engine
reaches the nominal RPM.

Principles of Functioning The jet system is released at 50 RPM during the

starting procedure.
Fig. 1. illustrates the controller's operation mode. In
case of a momentary load increase, the regulating
device will increase the index on the injection pumps Air Consumption
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3), whereby the electrical Jet air consumption at sudden step loads:
circuit will be closed.
(step load % - 25) x N
Thus the solenoid valve (4) opens. The jet system is Air cons. = 179 (Nm³)
activated, the turbocharger accelerates and increases
the charge air pressure, thereby pressing the piston N = Number of cylinders.
(3) backwards in the lambda cylinder (5). When the (50 % - 25) x 8
lambda ratio is satisfactory the jet system will be de- example: 179 = 1,14 (Nm³)
activated.

00.05
 1655200-0.5
B 15 11 1 Lambda Controller Page 2 (2)

L16/24

Fig. 1 Lambda Controller

00.05
Exhaust Gas System

B 16
 1655213-2.1
Page 1 (2) Exhaust Gas System B 16 00 0

General

Internal Exhaust Gas System

From the exhaust valves, the gas is led to the exhaust The insulation should be shielded by a thin plating,
gas receiver where the fluctuating pressure from the and should comply with the requirements of the
individual cylinders is equalized and the total volume classification society and/or the local authorities.
of gas led further on to the turbocharger, at a constant
pressure. After the turbocharger, the gas is led to the
exhaust pipe system. Exhaust Pipe Dimensions

The exhaust gas receiver is cast sections, one for It should be noted that concerning the maximum
each cylinder, connected to each other, by means of exhaust gas velocity the pipe dimension after the
compensators, to prevent excessive stress due to expansion bellow should be increased for some of the
heat expansion. engines.

After each cylinder thermosensor for reading the The wall thickness of the external exhaust pipe
exhaust gas temperature is fitted. The value is should be min. 3 mm.
indicated by means of the MEG-module (Monitor
exhaust Gas Temperature).
Exhaust Pipe Mounting
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust gas When the exhaust piping is mounted, the radiation of
receiver is insulated. noise and heat must be taken into consideration.

Because of thermal fluctuations in the exhaust pipe,

External Exhaust Gas System it is necessary to use flexible as well as rigid suspen-
sion points.
The exhaust back-pressure should be kept as low as
possible. In order to compensate for thermal expansion in the
longitudinal direction, expansion bellows must be
It is therefore of the utmost importance that the inserted. The expansion bellows should preferably be
exhaust piping is made as short as possible and with placed at the rigid suspension points.
few and soft bends.
Note: The exhaust pipe must not exert any force
Long, curved, and narrow exhaust pipes result in against the gas outlet on the engine.
higher back-pressure which will affect the engine
combustion. Exhaust back-pressure is a loss of One sturdy fixed-point support must be provided for
energy and will cause higher fuel consumption. the expansion bellows on the turbocharger. It should
be positioned, immediately above the expansion
The exhaust back-pressure should not exceed 250 bellow in order to prevent the transmission of forces,
mmWC at MCR. An exhaust gas velocity through the resulting from the weight, thermal expansion or lateral
pipe of maximum 35 m/sec is often suitable, but displacement of the exhaust piping, to the
08028-0D\H5250\94.08.12

depends on the actual piping. turbocharger.

Holeby will be pleased to assist in making a calcula- The exhaust piping should be mounted with a slope
tion of the exhaust back-pressure. towards the gas outlet on the engine. It is recommend-
ed to have drain facilities in order to be able to remove
The gas outlet of turbocharger, the expansion bel- condensate or rainwater.
lows, the exhaust pipe, and silencer, (in case of
silencer with spark arrestor care must be taken that
the cleaning parts are accessible), must be insulated
with a suitable material.

97.11 - NG
 1655213-2.1
B 16 00 0 Exhaust Gas System Page 2 (2)

General

Position of Gas Outlet on Turbocharger

B 16 02 0 shows turning alternatives positions of the The exhaust gas boilers should be installed with by-
exhaust gas outlet. Before dispatch of the engine pass entering in function at low load operation.
from Holeby exhaust gas outlet will be turned to the
wanted position. The back-pressure over the boiler must be included in
the back-pressure calculation.
The turbocharger is, as standard, mounted in the front
end.
Expansion Bellow

Exhaust Gas Boiler The expansion bellow, which is supplied separately,

must be mounted directly on the exhaust gas outlet,
To utilize the thermal energy from the exhaust, an see also E 16 01 1-2.
exhaust gas boiler producing steam or hot water can
be installed.
Exhaust Silencer
Each engine should have a separate exhaust gas
boiler or, alternatively, a common boiler with separate The position of the silencer in the exhaust gas piping
gas ducts. Concerning exhaust gas quantities and is not decisive for the silencing effect. It would be
temperature, see list of capacities D 10 05 0, and useful, however, to fit the silencer as high as possible
engine performance D 10 10 0. to reduce fouling. The necessary silencing depends
on the loudness of the exhaust sound and the dis-
The discharge temperature from the exhaust gas charge from the gas outlet to the bridge wing.
boiler should not be lower than 180° C (in order to avoid
sulphuric acid formation in the funnel). The exhaust silencer, see E 16 04 2-3-5-6 is supplied
loose with counterflange, gaskets and bolts.

08028-0D\H5250\94.08.12

97.11 - NG
 1665763-5.2 Cleaning the Turbocharger in Service
Page 1 (3)
Dry Cleaning - Turbine B 16 01 1

General

Description Cleaning System

The tendency to fouling on the gas side of turbochar- The cleaning system consists of a cleaning agent
gers depends on the combustion conditions, which container (2) with a capacity of approx. 0.5 liters and
are a result of the load and the maintenance condition a removable cover. Furthermore the system consists
of the engine as well as the quality of the fuel oil used. of an air valve (3), a closing valve (1) and two snap on
connectors.
Fouling of the gas ways will cause higher exhaust gas
temperatures and higher wall temperatures of the The position numbers (2) and (3) indicate the sy-
combustion chamber components and will also lead stem's "blow-gun". Only one "blow-gun" is used for
to a higher fuel consumption rate. each engine plant. The blow-gun is working according
to the ejector principle with pressure air (working air)
Tests and practical experience have shown that at 5-7 bar as driven medium. Injection time approx. 2
radial-flow turbines can be successfully cleaned by min. Air consumption approx. 5 Nm3/2 min.
the dry cleaning method.

This cleaning method employs cleaning agents con-

sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.

The injection of granules is done by means of working

air with a pressure of 5-7 bar.

On account of their hardness, particularly suited

blasting agents such as nut-shells, broken or artifici-
ally shaped activated charcoal with a grain size of 1.0
mm to max. 1.5 mm should be used as cleaning
agents.

The solid bodies have a mechanical cleaning effect 1 Closing valve 2 Container
which removes any deposits on nozzle vanes and 3 Air valve 4 working air inlet
turbine blades. 5 Exhaust pipe 6 Snap coupling

Dry cleaning can be executed at full engine load and Fig 1 Arrangement of dry cleaning of turbocharger - Turbine.
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.

Experience has shown that regular cleaning intervals

08028-0D\H5250\94.08.12

are essential to successful cleaning, as ex-cessive

fouling is thus avoided. For cleaning intervals see the
instruction book.

The cleaning intervals can be shorter or longer based

on operational experience.

00.11 - NG
 Cleaning the Turbocharger in Service 1665763-5.2
B 16 01 1 Dry Cleaning - Turbine Page 2 (3)

General

Dry cleaning of turbochargers

Suppliers of cleaning agents:

1. "Solf Blast Grit, Grade 14/25"

TURCO Products B.V.

Verl. Blokkenweg 12, 617 AD EDE - Holland
Tel.:08380 - 31380, Fax.: 08380 - 37069

2. Designation unknown

Neptunes Vinke B.V.

Schuttevaerweg 24, 3044 BB Rotterdam
Potbus 11032, 3004 E.A. Rotterdam, Holland
Tel.: 010 - 4373166 Fax.: 4623466

3. "Grade 16/10"

FA. Poul Auer GmbH

Strahltechnik
D-6800 Mainheim 31, Germany

4. "Granulated Nut Shells"

Eisenwerke Würth GmbH + Co.

4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01

5. "Soft Blasting Grade 12/3a"

H.S. Hansen Eftf. Kattegatvej 2

2100 Copenhagen Ø, Denmark
Tel.:(31) 29 97 00 Telex: 19038
08028-0D\H5250\94.08.12

6. "Crushed Nutshells"

Brigantine, Hong Kong

7. "Turbine Wash"

Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91

00.11 - NG
 1665763-5.2 Cleaning the Turbocharger in Service
Page 3 (3)
Dry Cleaning - Turbine B 16 01 1

General

8. "A-C Cleaner" (Activated Coal)

Mitsui Kozan Co. Ltd. (Fuel Dept.)

Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan

9. "OMT-701"

Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J

10. "OMT-701"

OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J

11. "Marine Grid No. 14" (Walnut)

Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56

12. "Marine Grid No. 14"

Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81

13. Granulate
08028-0D\H5250\94.08.12

MAN B&W Diesel A/S

Teglholmsgade 41 2450 København SV, Danmark
Tel.: +45 33 851100 Fax.: +45 33 851030

The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other
products.

00.11 - NG
 1655203-6.6
Page 1 (1) Position of Gas outlet on Turbocharger B 16 02 0

L16/24

Exhaust flange D. mating dimensions

A B C DN OD T PCD Hole size No of

Engine type (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) holes

5L16/24 (1200 rpm) 617 551 1416 250 375 18 335 18 12

6L16/24 (1000 rpm) 617 551 1416 250 375 18 335 18 12

6L16/24 (1200 rpm) 617 551 1416 250 375 18 335 18 12

7L16/24 (1000 rpm) 617 551 1416 250 375 18 335 18 12

7L16/24 (1200 rpm) 617 585 1415 400 540 18 495 22 16

8L16/24 (1000 rpm) 618 585 1415 400 540 18 495 22 16

8L16/24 (1200 rpm) 618 585 1415 400 540 18 495 22 16

9L16/24 (1000 rpm) 618 585 1415 400 540 18 495 22 16

9L16/24 (1200 rpm) 618 585 1415 400 540 18 495 22 16

Flange T

1234
1234
1234
123
123
123
123
OD 123
123
PCD
CL
DN

99.36
 1655239-6.2
Page 1 (1) Silencer without Spark Arrestor, Damping 25 dB (A) E 16 04 2

L16/24

Design Installation

The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizontally
tion system. The Gasflow passes straight-through a or in any position close to the end of the piping.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent 100
attenuation over a wide frequency range. 80
60
The silencer is delivered without insulation and
fastening fittings. 40

Pressure loss (mm w ~ 10 Pa) at T300° C.

30
Pressure Loss
20
The pressure loss will not be more then in a straight 15
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity. 10
8
6
5
4
3

10 15 20 30 40 60 80100
Gas velocity (m/s)
Silencer type (A)

Silencer type Cyl. no Weight

NW A B C D E F G H I Nxd
dB (A) (rpm) kg

5 (1200)
25 6 (1000/1200) 250 708 375 335 276 1850 688 1650 100 16 12x ø18 250
7 (1000)

7 (1200)
25 8 (1000/1200) 400 958 540 495 410 2930 938 2710 110 16 16x ø22 600
9 (1000/1200)

Silencer type (B)

Silencer type Cyl. no Weight

NW A B C D E F G H I Nxd
dB (A) (rpm) kg

5 (1200)
25 6 (1000/1200) 250 600 375 335 276 2335 570 2135 100 16 12x ø18 205
7 (1000)

7 (1200)
25 8 (1000/1200) 400 780 540 495 410 3400 750 3100 150 16 16x ø22 432
9 (1000/1200)

Dimension for flanges for exhaust pipes is according to DIN 86044

99.02
 1655240-6.3
Page 1 (1) Silencer without Spark Arrestor, Damping 35 dB (A) E 16 04 3

L16/24

Design Installation

The operating of the silencer is based on the absorp- The silencer may be installed, vertically, horizontally
tion system. The Gasflow passes straight-through a or in any position close to the end of the piping.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent 100
attenuation over a wide frequency range. 80
60
The silencer is delivered without insulation and
fastening fittings. 40

Pressure loss (mm w ~ 10 Pa) at T300° C.

30
Pressure Loss
20
The pressure loss will not be more then in a straight 15
tube having the same lenght and bore as the silencer.
Graphic shows pressure loss in relation to velocity. 10
8
6
5
4
3

10 15 20 30 40 60 80100
Gas velocity (m/s)
Silencer type (A)

Silencer type Cyl. no Weight

NW A B C D E F G H I Nxd
dB (A) (rpm) kg

5 (1200)
35 6 (1000/1200) 250 708 375 335 276 2600 688 2400 100 16 12 x ø18 350
7 (1000)

7 (1200)
35 8 (1000/1200) 400 958 540 495 410 3930 938 3710 110 16 16x ø 22 750
9 (1000/1200)

Silencer type (B)

Silencer type Cyl. no Weight

NW A B C D E F G H I Nxd
dB (A) (rpm) kg

5 (1200)
35 6 (1000/1200) 250 730 375 335 276 2800 700 2600 100 16 12 x ø18 330
7 (1000)

7 (1200)
35 8 (1000/1200) 400 980 540 495 410 4000 950 3700 150 16 16x ø 22 730
9 (1000/1200)

Dimension for flanges for exhaust pipes is according to DIN 86044

99.02
 1665786-3.2
Page 1 (1) Silencer with Spark Arrestor, Damping 25 dB (A) E 16 04 5

L16/24

Design Installation

The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenu- 1000
ation over a wide frequency range. 800
600
The operation of the spark arrestor is based on the

Pressure loss (mm w ~ 10 Pa) at T300° C.

centrifugal system. The gases are forced into a 400
rotary movement by means of a number of fixed 300
blades. The solid particles in the gases are thrown
against the wall of the spark arrestor and collected 200
in the soot box. (Pressure loss, see graphic) 150

The silencer is delivered without insulation and 100

fastening fittings. 80
60
50
40
30

20

10

10 15 20 30 40 60 80100
Gas velocity (m/s)

Silencer type (A)

Silencer Weight
Cyl. no
type NW A B C D E F G H I J K L Nxd
(rpm) kg
dB (A)

5 (1200)
25 6 (1000/1200) 250 708 375 335 276 2070 688 1870 100 16 350 50 220 12xø18 300
7 (1000)
7 (1200)
25 8 (1000/1200) 400 958 540 495 410 3185 938 2965 110 16 750 100 290 16xø22 700
9 (1000/1200)

Silencer type (B)

Silencer Weight
Cyl. no
type NW A B C D E F G H I J K L Nxd
(rpm) kg
dB (A)

5 (1200)
25 6 (1000/1200) 250 600 375 335 276 2335 570 2135 100 16 450 50 200 12xø18 223
7 (1000)

7 (1200)
25 8 (1000/1200) 400 780 540 495 410 3400 750 3100 150 16 700 100 300 16xø22 470
9 (1000/1200)

Dimension for flanges for exhaust pipes is according to DIN 86044

99.02
 1665785-1.2
Page 1 (1) Silencer with Spark Arrestor, Damping 35 dB (A) E 16 04 6

L16/24

Design Installation

The operating of the silencer is based on the absorp- The silencer/spark arrestor has to be installed as
tion system. The Gasflow passes straight-through a close to the end of the exhaust pipe as possible.
perforated tube, surrounded by highly effecient sound
absorbing material, thus giving an excellent attenu- 1000
ation over a wide frequency range. 800
600

Pressure loss (mm w ~ 10 Pa) at T300° C.

The operation of the spark arrestor is based on the
centrifugal system. The gases are forced into a 400
rotary movement by means of a number of fixed 300
blades. The solid particles in the gases are thrown
against the wall of the spark arrestor and collected 200
in the soot box. (Pressure loss, see graphic) 150

The silencer is delivered without insulation and 100

fastening fittings. 80
60
50
40
30

20

10

10 15 20 30 40 60 80100
Gas velocity (m/s)

Silencer type (A)

Silencer Weight
Cyl. no
type NW A B C D E F G H I J K L Nxd
(rpm) kg
dB (A)

5 (1200)
35 6 (1000/1200) 250 708 375 335 276 2820 688 2620 100 16 350 50 220 12xø18 400
7 (1000)
7 (1200)
35 8 (1000/1200) 400 958 540 495 410 4185 938 3965 110 16 750 100 290 16xø22 850
9 (1000/1200)

Silencer type (B)

Silencer Weight
Cyl. no
type NW A B C D E F G H I J K L Nxd
(rpm) kg
dB (A)

5 (1200)
35 6 (1000/1200) 250 730 375 335 276 3050 700 2850 100 16 450 50 200 12xø18 375
7 (1000)

7 (1200)
35 8 (1000/1200) 400 980 540 495 410 4400 950 4100 150 16 700 100 300 16xø22 885
9 (1000/1200)

Dimension for flanges for exhaust pipes is according to DIN 86044

99.02
Speed Control System

B 17
 1655204-8.4
Page 1 (1) Starting of Engine B 17 00 0

General

Load %
100
C B

50
A

0 1 2 3 12 minutes

The engine can be started and loaded according to If the engine normally runs on HFO, preheated fuel
the following procedure: must be circulated through the engine while prehea-
ting, although the engine has run or has been flushed
A) Normal start without preheated cooling water. on MDO for a short period.
Only on MDO. Continuous lubricating.
Starting on MDO
B) Normal start with preheated cooling water.
On MDO or HFO. Continuous lubricating. For starting on MDO there are no restrictions except
for the lub. oil viscosity which may not be higher than
C) Stand-by engine. Emergency start, with pre- 1500 cSt (10° C SAE 40).
08028-0D\H5250\94.08.12

heated cooling water, continuous prelubri-

cating. On MDO or HFO. Initial ignition may be difficult if the engine and the
ambient temperature are lower than 0° C and the
Starting on HFO cooling water temperature is lower than 15° C.

During shorter stops or if the engine is in a stand-by Prelubricating

position on HFO, the engine must be preheated.
Continuous prelubricating is standard. Intermittent
prelubricating is not allowed for stand-by engines.

99.35 - NG
 1679743-4.1
Page 1 (1) Governor B 17 01 4

General

Governor Type Droop

As standard, the engines are equipped with a Adjustable by dial type lockable control from 0-10%
governor, make Regulateurs Europa. droop.

Speed Adjustment Load Distribution

Manual and electric. By the droop.

Manual operated : speed setting controlled by

handwheel. Shutdown/Stop

Electric motor : series wound: 24V AC/DC for Solenoid energised to "stop".
raise and lower the speed.
Manually operated shut-down knob fitted on solenoid
energised to "stop" only.
Speed Adjustment Range
Solenoid voltages: 24V DC.
Between -5% and +10% of the nominal speed at idle
running.
08028-0D\H5250\94.08.12

Fig 1 Alstrom governor.

00.50 - NG
Safety and Control System

B 19
 1679766-2.1
Page 1 (2) Operation Data & Set Points B 19 00 0

L16/24

Normal value at full load Alarm set point Autostop of engine

Lubricating Oil System

Temp. after cooler
(inlet filter) SAE 40 TI 21 73-78° C TAH 21 82° C
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar PAL 22 3.5 bar PSL 22 3.0 bar
(PSL 22) (D) (2.5 bar)
Pressure drop across filter PDAH 21-22 0.1-1 bar PDAH 21-22 1.5 bar
Prelubricating pressure (PI 22) 0.3-1.5 bar PAL 25 0.1 bar

Pressure inlet turbocharger

5 and 6 cyl. engine PI 23 1.1-1.4 bar (C) PAL 23 0.25 bar
7, 8 and 9 cyl. engine 1.3-1.6 bar
Lub. oil level in base frame LAL 28/LAH 28 low/high level

Pressure before filter PI 21 4.5-5.5 bar

Fuel Oil System

Pressure after filter MDO PI 40 3-6 bar PAL 40 2 bar
HFO PI 40 6-16 bar (A) PAL 40 4 bar
Leaking oil LAH 42 High leakage
level
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-140°C
Cooling Water System

Press. LT system, inlet engine PI 01 1.5-4.5 bar PAL 01 0.4 + (B) bar
Press. HT system, inlet engine PI 10 1.5-4.0 bar PAL 10 0.4 + (B) bar
Temp. HT system, outlet engine TI 12 76-80°C TAH 12 90° C TSH 12 95° C
(TSH 12) (D) (100° C)
Temp. LT system, inlet engine TI 01 10-45°C

Exhaust Gas and Charge Air

Exh. gas temp. before TC TI 62 500-530° C TAH 62 600° C
Exh. gas temp. outlet cyl. TI 60 425-475° C TDAH 60 average ± 50° C

Exh. gas temp. after TC TI 61 325-375° C TAH 61 450° C

Ch. air press. after cooler PI 31 2-2.5 bar
Ch. air temp. after cooler TI 31 35-55° C

Compressed Air System

Press. inlet engine (start) PI 70 16-30 bar PAL 70 15 bar (E)

(stop) PI 71 7-10 bar PAL 71 6.5 bar (E)
(start/stop) PI 70 7-10 bar PAL 70 6.5 bar (F)

Speed Control System

Engine speed elec. SI 90 1200 rpm SAH 81 1380 rpm SSH 81 1356 rpm
(SSH 81) (D) (1380 rpm)
SI 90 1000 rpm SAH 81 1150 rpm SSH 81 1130 rpm
(SSH 81) (D) (1150 rpm)
Turbocharger speed SI 89 53000-69000
rpm
Alternator
Winding temperature TI 98 100° C TAH 98 130° C

00.51
 1679766-2.1
B 19 00 0 Operation Data & Set Points Page 2 (2)

L16/24

Normal value at full load Alarm set point Autostop of engine

Miscellaneous

Jet system failure SX32 switch

Tacho-and power failure 24 VDC± 15% UX95 Switch
Turning engaged ZS75 Engaged
(start interlock)
Local indication ZS 96 switch

Remote indication ZS 97 switch

Common alarm SA 99 switch
Common shutdown SS 86 switch
(start interlock)
Cable failure SX 86 switch

Start failure SX 83 switch

(start interlock)

Stop failure SX 84 switch

Ready to start SS 87 switch

Remarks to Individual Parameters C. Lub. Oil Pressure, Offset Adjustment

At charge air pressure below 0.8 bar the lub. oil

A. Fuel Oil Pressure, HFO-operation pressure to turbocharger is normal at 0.5 ±0.1 bar.

When operating on HFO, the system pressure must The read outs of lub. oil pressure has an offset
be sufficient to depress any tendency to gasification adjustment because of the transmitter placement.
of the hot fuel. This has to be taken into account in case of test and
calibration of the transmitter.
The system pressure has to be adjusted according
to the fuel oil preheating temperature. D. Software Created Signal

B. Cooling Water Pressure, Alarm Set Points Software created signal from PI 22, TI 12, SI 90.

As the system pressure in case of pump failure will E. Pressure Inlet Engine PI 70/71
depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to Available for Gali starter.
0.4 bar plus the static pressure.
F. Pressure Inlet Engine PI 70

Available for Ingersoll Rand starter.

00.51
 1655212-0.7
Page 1 (7) Safety, Control and Monitoring System B 19 00 0

L16/24

General Description The engine is equipped with the following main

safety, control and monitoring components:
Monitoring and instrumentation on the engine repre-
sents a tailor-made system. The system is designed l Safety system
to fulfil the following requirements: l Governor
l Monitoring modules
l Continuous analogue monitoring – base module
l Independent safety system – operation box (OB)
l Easy installation – monitoring of temperatures/pressures
l Simple operation panel (MTP)
l Instrumentation complete – monitoring of exhaust gas temperature
l No maintenance panel (MEG)
l Prepared for CoCoS l Instrumentation (sensors, wiring, junction
boxes)
l Manometers and thermometers
In order to fulfil all classificatoin society requirements l Output module, option
the engine is equipped with monitoring sensors for l Alarm panel, option
all medias as standard. If just one classification
society require one specific measuring point it is
standard on the engine. Also a built-on safety sys-
tem is standard.
08028-0D/H5250/94.08.12

Fig 1 Monitoring and safety system.

01.01
 1655212-0.7
B 19 00 0 Safety, Control and Monitoring System Page 2 (7)

L16/24

Safety System

The safety system is an independent system for The safety system is based on a programme logic
monitoring and controlling the GenSet’s shutdown controller (PLC) which automatically controls the
functions. following:

Alarm Set point Delay Cut-off Remarks

at standstill

Overspeed SSH 81 - 1000 rpm 1130 rpm 0 sec No

Overspeed SSH 81 - 1200 rpm 1356 rpm 0 sec No
Low lub. oil pressure PSL 22 3 bar **0 sec Yes
High HT water temp. TSH 12 95° C *0 sec Yes
Emergency stop ON/OFF 0 sec No

* The TSH 12 shutdown is blocked one minut after start.

** The PSL 22 shutdown is blocked 5 sec. after "Engine run" at start.

Connection to and from the power management Each fuel injection pump is connected to the com-
system is hard wire connection. mon, longitudinal regulating shaft by means of a
spring-loaded arm.
Indication of each shutdown can be found on the
operation box and directly on the PLC module. Should a fuel plunger seize in its barrel, thus blocking
the regulating guide, governing of the remaining fuel
injection pumps may continue unaffected owing to
Governor the spring-loaded linkage between the blocked pump
and the regulating shaft.
The engine speed is controlled by a hydraulic gover-
nor or electronic controller with hydraulic actuator.
Monitoring System
Information about the design, function and operation
of the governor is found in the special governor All media systems are equipped with temperature
instruction book. sensors and pressure sensors for local and remote
reading.
The governor is mounted on the flywheel end of the
engine and is driven from the camshaft via a cylindri- The sensors for monitoring and alarming are con-
cal gear wheel and a set of bevel gears. nected to the base module.
08028-0D/H5250/94.08.12

Regulating Shaft Base Module

The governor's movements are transmitted through The base module is the centre of the monitoring
a spring-loaded pull rod to the fuel injection pump system.
regulating shaft which is fitted along the engine.
The base module, the OB-module, the MTP-module
The spring-loaded pull rod permits the governor to and the MEG-module are designed by MBD-H spe-
give full deflection even if the stop cylinder of the cifically for this engine type.
manoeuvering system keeps the fuel injection pump
at "no fuel" position.

01.01
 1655212-0.7
Page 3 (7) Safety, Control and Monitoring System B 19 00 0

L16/24

Apart from the electrical main connection to the In situations where the vessel’s system cannot oper-
alternator the ship yard only has to perform the ate a MODBUS communication unit, MBD-H offers
following electrical connection: an output module (OM) to be installed in the vessel’s
control room. By means of the OM it is possible to
– 24 VDC supply to the safety system. connect all digital and analogue signals to the
– Cable connection to/from power manage- vessel’s monitoring system in a conventional man-
ment system. ner.
– 24 VDC supply to the base module.
– Modbus communication or interlink to output Communication between the base module (BM) and
module. the output module (OM) takes place via a 3-wire
interlink bus (RS485).
The vessel’s alarm and monitoring system in the
main switch board can be connected to the base In the base module the following alarms are gener-
module by means of a 3-wire MODBUS communica- ated:
tion link. For further information, please see the
description "Communication from the GenSet".

Alarm Set point Delay Cut-off Remarks

at standstill

High oil level in base frame LAH 28 ON/OFF 30 sec No

Low prelub. oil level PAL 25 0.1 bar 3 sec No (based on PT 22)
Low oil level in base frame LAL 28 ON/OFF 30 sec No
High fuel leakage level LAH 42 ON/OFF 5 sec No
Low starting air pressure PAL 70 15.0 / 6.5 bar 15 sec No Gali starter / I-R starter
LT water low press. PAL 01 *X + 0.4 bar 3 sec Yes
Stop air pressure PAL 71 6.5 bar 15 sec No Not actual for I-R starter
HT water low press. PAL 10 *X + 0.4 bar 3 sec Yes
Lub. oil low press. PAL 22 3.5 bar 3 sec Yes
Lub. oil low press. stop PSL 22 2.5 bar 0 sec Yes
TC lub. oil low press. PAL 23 0.25 bar 3 sec Yes
Low fuel oil press. (MDO) PAL 40 2.0 bar 5 sec No (MDO = TI 40 < 80° C)
Low fuel oil press. (HFO) PAL 40 4.0 bar 5 sec No (HFO = TI 40 > 80° C)
High diff. press. lub. oil filter PDAH 21-22 1.5 bar 3 sec No (based on PT 21/22)
High exh. gas deviation TDAH 60 ± 50° C **60 sec Yes 50<act. temp.<50 from aver. temp.
High HT water temp. TAH 12 90° C 3 sec No
High HT water temp. stop TSH 12 100° C 0 sec No
08028-0D/H5250/94.08.12

High lub. oil temp. TAH 21 82° C 3 sec No

High exh. gas temp. after TC TAH 61 450° C 3 sec No
High exh. gas temp. before TC TAH 62 600° C 3 sec No
Jet-assist alarm SX 32 ON/OFF 10 sec Yes
Start failure SX 83 ON/OFF ***10 sec No

01.01
 1655212-0.7
B 19 00 0 Safety, Control and Monitoring System Page 4 (7)

L16/24

Alarm Set point Delay Cut-off Remarks

at standstill

Stop failure SX 84 ON/OFF 30 sec Yes

Cable failure UX 95 ON/OFF 3 sec No (incl. several additional signals)
Cable failure on safety system SX 86 ON/OFF 3 sec No (activates UX 95)
Common shutdown SS 86 ON/OFF 0 sec Yes
Overspeed SSH 81 - 1000 rpm 1150 rpm 0 sec Yes
Overspeed SSH 81 - 1200 rpm 1380 rpm 0 sec Yes
High alternator winding temp. TAH 98 130° C 3 sec No
Cable failure on BM ON/OFF 3 sec No (activated UX 95)
Power sensor failure on BM ON/OFF 0 sec No (activates UX 95)
Turning gear engaged ZS 75 ON/OFF 0 sec No

* X = Static pressure adjustable on SW 3.

** TAD 60 will first be active after 5 min. from start.
*** If remote start is activated and the engine is in blocking or local mode or ZS 75 is activated.
Start failure = 2 sec.
*** SX 83 will be activated when rpm < 50, 2 sec after start or rpm < 210, 10 sec after start.
*** SX 83 will automatically be released after 30 sec of activation.
The signal names are similar to the ones, which can be read in the Alpha 14 program.
Cut-off means that the alarms are blocked during standstill.
The grey marked alarms are the redundant shutdowns to the safety system.

The set points for above redundant safety stop are

adjusted to a higher/lower point as the safety sys-
tem. This will secure that the safety system will
normally stop the engine in a critical situation. Only
in case that the safety system is out of order the
redundant safety stop will be needed.

Operating Box Module (OB)

This module includes the following possibilities:

l Operation of:
08028-0D/H5250/94.08.12

– engine start
– engine stop
– remote mode
– local mode
– blocking/reset mode
– lamp test
– arrow up - shift upwards through measure-
ments for display Fig 2 Operation box module (OB).
– arrow down - shift downwards through
measurements for display

01.01
 1655212-0.7
Page 5 (7) Safety, Control and Monitoring System B 19 00 0

L16/24

l Indication of:
– Engine rpm
– TC rpm
– Starting air pressure
– Display for digital read out

l Shutdowns indication:
– overspeed
– low lub. oil pressure
– high fresh water temp.
– emergency stop

Please note that the local stop push button must be

activated at least 3 sec. before the engine will stop.

The start button must be activated until ignition,

takes place. If the engine have been without Fig 3 Monitoring of temperature/pressure module (MTP).
prelubrication in more than 20 minutes the engine
can not be electrical started.
If there is a deviation, the bargraph in question will
The push buttons REMOTE - LOCAL - BLOCKING start to illuminate the segments upwards or down-
is only related to the start function. In case of wards, depending on rising or falling measurements,
BLOCKING the engine can not be started from local see fig 4.
or from remote (switchboard).
It must be mentioned that the latter does not apply to
The stop function is not depended of the REMOTE the charge air temperature and charge air pressure,
- LOCAL - BLOCKING position. because they will vary with the engine load.

On the local operating box module the pressure,

temperature and rpm are illustrated by means of a
display: an LED indicates whether it is the working
hours, alternator, pressure, temperature or rpm which
is measured.

The display of the operation box module is used to

read each individual measurement chosen by using
"arrow up" or "arrow down" incl. MTP and MEG
measurements. All rpm, pressures and tempera-
tures are indicated in full values. The value displayed
is indicated by flashing of the last segment of the
08028-0D/H5250/94.08.12

bargraph on the OB, MTP or MEG module.

Monitoring of Temp./Pressure Panel (MTP)

All temperatures and pressures shown on the MTP

module's bargraph are indicated with illuminated
segments. When the temperatures and pressures
are within the stated limits, two segments are illumi-
nated in the middle forming a straight line. This Fig 4 Monitor temp./press. (MTP)
means that it is easy to check the engines' systems,
even at distance.

01.01
 1655212-0.7
B 19 00 0 Safety, Control and Monitoring System Page 6 (7)

L16/24

Monitoring of Exhaust Gas Temperature and thermometers for:

Panel (MEG)
– Cooling water temp.
– Fuel oil temp.

Output Module (option)

For alarm systems which cannot be communicated

through the MODBUS protocol, an output module
has been designed. This module includes conven-
tional output signals (4-20 mA) for all analogue
Fig 5 Monitoring of exhaust gas temperature module (MEG). measuring values, signals for limit values, and infor-
mation signals from the safety system. The output
module have the dimensions (H/L/W): 355 x 334 x 50
mm. It can be delivered in a separate box (IP56) or
The temperature shown on the MEG module is be delivered for installation in the switchboard.
indicated with segments illuminated from the left to
the right. The number of segments illuminated de-
pends on the actual temperature of the exhaust gas. Alarm Panel (option)

An alarm panel with 24 alarm points can be con-

nected to the system. The alarm panel can be
installed on the engine or in the engine control room,
see fig 7. The dimensions for the panel are (H/L/W):
144 x 96 x 35 mm.

08028-0D/H5250/94.08.12

Fig 6 Monitor exh. gas temperature (MEG).

For emergency operation in case of totally black-out

on the 24 V DC supply the engine is equipped with
manometers for:
Fig 7 Alarm panel.
– Lub. oil pressure
– Cooling water pressure
– Fuel oil pressure

01.01
 1655212-0.7
Page 7 (7) Safety, Control and Monitoring System B 19 00 0

L16/24

Instrumentation The pressure sensors are placed centrally at the

front of the engine, facilitating easy access for main-
Pressure measurements are generated from the tenance and overhauls, and minimizing wire con-
pressure transmitters. nections.

The exhaust gas temperatures are generated by The temperature sensors are placed at the measur-
NiCr/Ni thermo sensors. ing point.

Temperatures are generated by PT100 sensors.

Data
The above transmitters and sensors are specially
designed for installation on diesel engines. Power supply : 24 VDC
Power consumption : < 2 amp
Ambient temp. : -20oC to 70oC
External
communication links : MODBUS ASCII or inter-
link (RS422 / RS485)
08028-0D/H5250/94.08.12

01.01
 1631477-3.3
Page 1 (2) Prelubricating Oil Pump Starting Box E 19 11 0

General

Description The pump can be arranged for continuous or inter-

mittent running. (For L16/24, L21/31 & L27/38 only
The prelubricating oil pump box is for controlling the continuous running is accepted).
prelubricating oil pump built onto the engine.
Depending on the number of engines in the plant, the
The control box consists of a cabinet with starter, control box can be for one or several engines.
overload protection and control system. On the front
of the cabinet there is a lamp for "pump on", a The prelubricating oil pump starting box can be
change-over switch for manual start and automatic combined with the high temperature preheater con-
start of the pump, furthermore there is a main switch. trol box.

See also B 12 07 0, Prelubricating Pump.

Ø10.2

Pre.lub. oil pump Pre.lub. oil pump Pre.lub. oil pump

Engine 1 Engine 2 Engine 3

Pump Man Auto Pump Man Auto Pump Man Auto

ON OFF ON OFF ON OFF
560

630 220
08028-0D\H5250\94.08.12

Fig 1 Dimensions.

01.10
 1631477-3.3
E 19 11 0 Prelubricating Oil Pump Starting Box Page 2 (2)

General

08028-0D\H5250\94.08.12

Fig 2 Wiring diagram.

01.10
Foundation

B 20
 1679736-3.0 Recommendations Concerning Steel Foundations B 20 01 0
Page 1 (1) for Resilient Mounted GenSets

L16/24

Foundation Recommendations

When the generating sets are installed on a trans-

verse stiffened deck structure, it is generally re-
commended to strengthen the deck by a longitudinal
stiffener inline with the resilient supports, see fig 2.

For longitudinal stiffened decks it is recommended to

add transverse stiffening below the resilient sup-
ports.

It is a general recommendation that the steel foun-

dations is in line with both the supporting transverse
and longitudinal deck structure , fig 1, in order to
obtain sufficient stiffness in the support of the resi-
lient mounted generating sets.

The strength and the stiffness of the deck structure

has to be based on the actual deck load, i.e. weight
of machinery, tanks etc. and furthermore, resonance Fig 1 Transverse stiff deck structure.
with the free forces and moments from especially the
propulsion system have to be avoided.
08028-0D/H5250/94.08.12

Fig 2 Resilient supports.

00.08
 1643489-6.3
Page 1 (2) Resilient Mounting of Generating Sets B 20 01 3

L16/24

Resilient Mounting of Generating Sets 1) The support between the bottom flange of the
conical mounting and the foundation is made
On resiliently mounted generating sets, the diesel with a loose steel shim. This steel shim is
engine and the alternator are placed on a common adjusted to an exact measurement (min. 75
rigid base frame mounted on the ship's/machine mm) for each conical mounting.
house's foundation by means of resilient supports,
Conical type. 2) The support can also be made by means of two
steel shims, at the top a loose steel shim of at
All connections from the generating set to the exter- least 75 mm and below a steel shim of at least
nal systems should be equipped with flexible con- 10 mm which are adjusted for each conical
nections and pipes. Gangway etc. must not be mounting and then welded to the foundation.
welded to the external part of the installation.

Resilient Support

A resilient mounting of the generating set is made

with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
the top flange of the base frame (see fig 1).

The setting from unloaded to loaded condition is

normally between 5-11 mm for the conical mounting.

The support of the individual conical mounting can

be made in one of the following three ways:
08028-0D/H5250/94.08.12

Fig 1 Resilient mounting of generating sets.

Fig 2 Support of conicals.

99.44
 1643489-6.3
B 20 01 3 Resilient Mounting of Generating Sets Page 2 (2)

L16/24

3) Finally, the support can be made by means of Adjustment of Engine and Alternator on
chockfast. It is necessary to use two steel Base Frame
shims, the top steel shim should be loose and
have a minimum thickness of 75 mm and the The resiliently mounted generating set is normally
bottom steel shim should be cast in chockfast delivered from the factory with engine and alternator
with a thickness of at least 10 mm. mounted on the common base frame. Eventhough
the engine and alternator have been adjusted by the
Irrespective of the method of support, the 75 mm factory with the alternator rotor placed correctly in
steel shim is necessary to facilitate a possible future the stator and the crankshaft bend of the engine is
replacement of the conical mountings, which are within the prescribed tolerances.
always replaced in pairs.

08028-0D/H5250/94.08.12

99.44
Test running

B 21
 1356501-5.5
Page 1 (1) Test Running of GenSets on DO B 21 01 1

General

1) Warming up of GenSets.

2) Load test in hours: (at 750 / 1000 rpm for 50 Hz or 720 / 1200 rpm for 60 Hz)

Load (%) 25 50 75 100 110

American Bureau of Shipping 1 1 1 1 1

Bureau Veritas 1 1 1 1 1

Chinese Corp. Register of Shipping 1 1 1 1 1

Det Norske Veritas 1 1 1 1 1

Germanischer Lloyd 1 1 1 1 1

Lloyd's Register of Shipping 1 1 1 1 1

Registro Italiano Navale 1 1 1 1 1

USSR Register of Shipping 3/4 3/4 3/4 4 3/4

Register of Shipping of
Peoples Republic of China 1 3/4 3/4 2 3/4

Nippon Kaiji Kyokai 3/4 3/4 3/4 2 3/4

3) Governor test: Measurement of momentaneous speed variation

Measurement of permanent speed variation,

from 100 % load to 0% load

– 0% – – 50% –
– 50 % – – 100% –

4) Overspeed test.
08028-0D\H5250\94.08.12

5) Parallel running of GenSets.

6) Test of remote start/stop and emergency functions.

7) Test of alarm functions according to the actual list for the specific plant.

8) Crankshaft deflection with warm engine (not 16/24 and 27/38)

9) General inspection.

10) Inspection of lub. oil filter cartridges of each engine.

00.09
Spare Parts

E 23
 1655235-9.1
Page 1 (2) Weight and Dimensions of Principal Parts E 23 00 0

L16/24

160
272

249
343

58
4

Cylinder head incl. rocker arms approx. 85 kg Piston approx. 8 kg

42

210
82
690
478

138

53

Cylinder liner approx. 45 kg Connecting rod approx. 20 kg

99.36
 1655235-9.1
E 23 00 0 Weight and Dimensions of Principal Parts Page 2 (2)

L16/24

Cylinder unit approx. 300 kg

99.36
99.35
L16/24
Consumption for one engine
Page 1 (1)
1655211-9.3
excl. cylinder unit 0-4000 hours 0-8000 hours 0-12000 hours 0-16000 hours 0-20000 hour 0-24000 hour 0-28000 hour 0-32000 hour

Number of cylinder 56789 56789 56789 56789 56789 56789 56789 56789

Inlet and exhaust valves, inc. valve guide and

valve seats. cyl. sets none none none none none 56789 56789 56789

O-ring, sleeve for fuel injection valve cyl. sets none none 56789 56789 56789 10 12 14 16 18 10 12 14 16 18 10 12 14 16 18

O-rings for mounting of cyl.units. cyl. sets none none 56789 56789 56789 10 12 14 16 18 10 12 14 16 18 10 12 14 16 18

O-rings for injection valve mounting. cyl. sets 10 12 14 16 18 20 24 28 32 36 30 36 42 48 54 40 48 56 64 72 50 60 70 80 90 60 72 84 96 108 70 84 96 112 126 80 96 112 128 144

Injection nozzle cyl. sets none 56789 56789 10 12 14 16 18 10 12 14 16 18 15 18 21 24 27 15 18 21 24 27 20 24 28 32 36

O-rings for air cooler sets none none 11111 11111 11111 22222 22222 22222

O-ring for camshaft gear wheel

inspection. sets none none 11111 11111 11111 22222 22222 22222

Lub.oil filter cartridges. sets 22222 44444 66666 88888 10 10 10 10 10 12 12 12 12 12 14 14 14 14 14 16 16 16 16 16

O-rings for lub. oil filter cartridge sets none none 11111 11111 11111 22222 22222 22222

O-ring for cyl.head top shield. cyl.sets 22333 44566 6 7 8 10 10 8 10 11 13 14 10 12 14 16 18 12 14 17 19 21 14 17 20 22 24 16 19 22 26 30

O-ring for relief valve, crankcase doors. sets none none 22222 22222 22222 44444 44444 44444

Plunger/barrel for injection pump sets none none none none none none none 56789

Turbine nozzle ring for TC none none 11111 11111 11111 22222 22222 22222

Kits for water pumps L.T. + H.T. sets none none 22222 22222 22222 44444 44444 44444
Recommended Wearing Parts

Kits for lubricating oil pump sets none none 11111 11111 11111 22222 22222 22222

Kits for prelubricating oil pump sets none none 11111 11111 11111 22222 22222 22222

Kits for turbine and main starting valve sets observation observation observation observation observation observation observation observation

Consumption for cylinder unit 0-4000 hours 0-8000 hours 0-12000 hours 0-16000 hours 0-20000 hours 0-24000 hours 0-28000 hours 0-32000 hours

Number of cylinder 56789 56789 56789 56789 56789 56789 56789 56789

O-rings for cylinder head mountingcyl. sets none none 56789 56789 56789 10 12 14 16 18 10 12 14 16 18 10 12 14 16 18

Piston, scraper rings, flame rings

and sealing rings cyl. sets none none 56789 56789 56789 10 12 14 16 18 10 12 14 16 18 10 12 14 16 18

Big-end bearings sets none none none none none 56789 56789 56789
L16/24
E 23 04 0
 1655258-7.4
Page 1 (2) Standard Spare Parts P 23 01 1

L16/24
Extent according to the requirements of:
For guidance Demands
American Bureau of Shipping. Germanischer Lloyd.
Bureau Veritas. USSR Register of Shipping.
Lloyd's Register of Shipping. Chinese Register.
Det Norske Veritas. Nippon Kaiji Kyokai
Korean Register of Shipping
Registro Italiano Navale

Description Qty. Plate Item

Cylinder Head
Valve spindle, inlet 2 50502 274
Valve spindle, exhaust 4 50502 262
Outer spring 6 50502 201
Valve seat ring, inlet 2 50501 123
Valve seat ring, exhaust 4 50501 184
Valve rotators 6 50502 191
Kit for cylinder unit consisting of following items 1 50500 021
O-ring 50501 040
O-ring 50501 064
O-ring 50501 076
O-ring 50501 111
O-ring 50501 135
O-ring 50501 172
O-ring 50501 196
O-ring 50501 231
O-ring 50501 243
Circlip 50502 095
Conical ring 2/2 50502 178
O-ring 50502 237
O-ring 50502 250
Piston ring 50601 093
Piston ring 50601 103
Oil scraper ring 50601 127
Sealing ring 50610 031
O-ring 50610 043
O-ring 50610 055
O-ring 51402 033
O-ring 51402 104

00.13
 1655258-7.4
P 23 01 1 Standard Spare Parts Page 2 (2)

L16/24

Description Qty. Plate Item

Piston and Connecting Rod, Cylinder Liner

Connecting rod bearing 1 50601 139
Screw for connecting rod 2 50601 152
Bush for connecting rod 1 50601 056
Piston pin 1 50601 019
Retaining ring 2 50601 032

Engine Frame and Base Frame

Main bearing shells 1 51101 241
Stud 2 51101 216
Nut 2 51101 228

Turbocharger System
Gasket 1 51202 024
Gasket for NR12/RS 1 51203 079
Gasket for NR15/R 1 51203 209

Fuel Oil System and Injection Equipment

Fuel injection valve * 51402 116
Fuel oil injection pump 1 51401 565
Fuel oil high-pressure pipe 1 51404 034
Fuel oil high-pressure pipe in cylinder head 1 51404 010

* No of spare parts = C (add up to equal number)

2
C = Number of cylinders for engine with max. cyl. no in plant.

ex. A plant consists of 2x5L28/32H and 2x7L28/32H.

7
Then the number of spare parts must be 2 = 3.5
~ add up to equal number = 4.

Plate No. and Item No. refer to the spare parts plates in the instruction book.

00.13
Tools

P 24
 1655255-1.4
Page 1 (2) Standard Tools for Normal Maintenance P 24 01 1

L16/24

Description Qty. Plate Item

Cylinder head
Valve spring tightening device 1 52005 014
Lifting tool for cylinder unit 1 52005 038
Grinding tool for cylinder head/liner 1 52005 087

Piston, connecting rod and cylinder liner

Removing device for flame ring 1 52006 021
Guide bush for piston 1 52006 045
Fit and removal device for connecting rod bearing 1 52006 069
Lifting device for cylinder liner 1 52006 082
Lifting device for piston and connecting rod 1 52006 104
Testing mandrel for piston ring grooves 1 52006 153
Plier for piston pin lock ring 1 52006 177
Piston ring opener 1 52006 190
Supporting device for connecting rod and piston in
the cylinder liner (2 pieces) 2 52006 212
Honing brush 1 52006 224

Operating gear for inlet and exhaust valves

Feeler gauge (exhaust valve) 1 52008 010
Feeler gauge (inlet valve) 1 52008 034

Crankshaft and main bearing

Dismantling tool for main- and guide bearing upper shell 1 52010 035

Charge air cooler

Eye screw for lifting 2 52012 036

Fuel oil and injection equipment

Cleaning tool for fuel injector 1 52014 013
Extractor device for injector valve 1 52014 407
Grinding device for nozzle seat 1 52014 074
Pressure testing tool 1 52014 050
Bow 1 52014 098

Lubricating oil cooler

Mandrel for oil cooler 1 52015 012
08028-0D/H5250/94.08.12

99.45
 1655255-1.4
P 24 01 1 Standard Tools for Normal Maintenance Page 2 (2)

L16/24

Description Qty. Plate Item

Hydraulic tools
Pressure pump, complete 1 52021 011
Pressure part, long M 22 x 2 4 52021 059
Pressure part, short M 22 x 2 2 52021 072
Pressure part M 18 x 2 2 52021 096
Assembly tension screw 4 52021 118
Distribution piece (cylinder head) 1 52021 143
Distribution piece (main and guide bearing) 1 52021 167
Hose with unions for cylinder head 4 52021 180
Hose with unions for connecting of oil pump and
distributing block 1 52021 202
Spare parts for hydraulic tool M22 x 2 1 52021 226
Spare parts for hydraulic tool M18 x 2 1 52021 251
Hydraulic tightening cylinder (2 pieces) 2 52021 275
Hydraulic tightening cylinder (2 pieces) 2 52021 287
Hydraulic tool for bracing screws and connecting rod
bearings, complete 2 52021 299
Tool for changing of sealing in angle connection 1 52021 309
Spanner 1 52021 310
Spare parts kit for angle connection 1 52021 322
Tommy bar 2 52021 334

08028-0D/H5250/94.08.12

99.45
 1655256-3.2
Page 1 (1) Tools for Reconditioning P 24 02 1

L16/24

Description Qty. Plate Item

Cylinderhead
Grinding machine for valve seat ring (complete) 1 52005 051
Grinding machine for valve spindle (complete) 1 52005 063
Grinding stone 1 52005 075
Mandrel for dismounting/mounting of valve guide 1 52005 099
Turning table for cylinder unit 1 52005 109
Extraction tool for valve seat rings 1 52005 110
Mandrel 1 52005 122

Piston, connecting rod and cylinder liner

Micrometer screw for connecting rod 1 52006 236
Micrometer screw for cylinder liner 1 52006 248

Camshaft and camshaft drive

Adjusting tool for injection timing 1 52007 015

Crankshaft and main bearing

Removal device for main bearing cap 1 52010 011

Charge air cooler

Lifting tool for charge air cooler 1 52012 024

Fuel oil and injection equipment

Tool for dismantling of roller tappet 1 52014 108
Measuring pin 1 52014 121
Measuring sleeve 1 52014 133

Hydraulic tools
Spare parts kit for hydraulic tool M22 x 2 1 52021 226
Spare parts kit for hydraulic tool M18 x 2 1 52021 251
Spare parts kit for angle connection 1 52021 322
08028-0D/H5250/94.08.12

99.45
Alternator

B 50
 1665707-4.3
Page 1 (2) Alternator B 50 00 0

L16/24

Description For remote voltage adjustment a potentiometer, for

installation in the main switch board, is incl. in the
For these GenSet the alternator is specially designed scope of supply.
in close cooperation between engine maker and
alternator manufacturer, see fig. 1. The stator windings are supplied with 2 sets of 3-PT
100 sensors as protection against overtemperature.

Mechanical design The Insulation Class of the windings is H/H. This

means a max. winding temperature to 180°C
The machine is a single bearing alternator with ball (Class H) and a max. operation temperature to
bearings and the shaft disk bolted directly to the 180°C (Class H). For GenSets classified to
diesel fly wheel. Germanishe Lloyd, the alternator must only be utilised
to a max operation temperature of 155°C (Class F).
Enclosure class for the machine is IP 23, air cooled
with own ventilator mounted on the alternator shaft The alternator AVR is designed for parallel running
and without air intake filter. with other machines in island operation.

The alternator is equipped with anticondensation

Electrical design standstill heater for 230 V, max 350 W.

The alternator is a AC synchronous brushless mac- The windings are protected against tropical condit-
hine, equipped with an Automatic Voltage Regula- ions and high humidity.
tor. The AVR is mounted in the terminal box at the
alternator. The whole construction fullfill the requirements about
electromagnetic compability protection (EMC).

Cover for fan

wheel and disc
coupling
Top cover

End cover
08028-0D/H5250/94.08.12

Side cover

Fig 1 Cover on alternator. Variation of cover can be expected depending of alternator manufacturer.

00.12
 1665707-4.3
B 50 00 0 Alternator Page 2 (2)

L16/24
Installation aspects Inside the alternator there are posibilities to fastening
the main cables to trapez profile by steel cable strips.
Main cable entrance is from bottom through hole in
engine base frame. Cable entrance is possible from right and left side.

Bars for cable caonnection

(4 x 3 holes ø13)

Terminal strip for cables

to AVR and aux. equipment

Fig 2 Electrical design and data

08028-0D/H5250/94.08.12

00.12
Preservation and Packing

B 98
 1665758-8.0
Page 1 (1) Preservation of Diesel Engine before Dispatch B 98 01 0

General

Preservation of Diesel Engine

1) Lubricating oil system 3) Bright components internal or external on the

diesel engine such as crankshaft, camshaft
Lub. oil is drained from base frame, lub. oil filter and and gear wheels are covered with Mobilplex
cooler. 44 or similar.

After cleaning of the engine and the base frame, a

rust-preventing lubricating oil is added, and the 4) Bags with a hygroscopic product are sus-
entire lub. oil system is primed. pended inside the diesel engine in the crank-
case. The bags are equipped with a humidity
The oil is just covering the bottom of the base frame. indicator.

The following types of oils are suitable: SilicaGel or a similar product can be used in a
quantity of 3000 grams/m3.
Esso Rustban 335
The bags must not touch any surfaces, and if ne-
Chevron EP Industrial Oil 68 cessary the surface is covered with a plastic sheet.

Shells Ensis Oil SAE 30 / SAE 10 W 5) All external surfaces are sprayed with a protec-
tive layer of Mobilarma 247 or similar.
Mobilarma 524

BP Protective Oil 30/40 6) All openings and flange connections are care-
fully closed.

2) Fuel oil system

7) Electric boxes are protected inside by volatile
The fuel oil is drained. The fuel valves are cleaned corrosion inhibitor tape.
and pressure tested with Mobil White-Terex 309 or
similar, and the entire fuel oil system is filled with this
type of oil.
08028-0D\H5250\94.08.12

98.42 - NG
 1665761-1.1
Page 1 (1)
Preservation of Spare Parts and Tools B 98 01 0

General

Spare parts and tools

Preservation of supplied spare parts and tools are Smaller boxes containing special tools such as:
made as follows:
grinding machine for valve seats
overall machined parts are dipped in Mobil-
arma 633 indicator

partly machined parts are sprayed with Mo- test equipment for fuel valves
bilarma 245
measuring equipment
special tools in boxes are protected by a vola-
tile corrosion inhibitor tape etc.

must be removed from the shipment, inspected for

Storage conditions corrosion and stored in a dry place.

The boxes must always be stored under roof, pro- After inspection the boxes with the spare parts must
tected from direct rain, sea-fog and dust. The boxes be closed and covered with tarpaulin.
must be covered with tarpaulin.

Cleaning of parts can be made with petroleum,

Maintenance of preservation turpentine or similar solvents.

Immediately upon arrival the boxes are to be opened

and the parts examined for damage to the preser- Notice: Special preservation can be made on re-
vation, and if necessary repaired. quest.

This procedure must be repeated every 2-4 months

depending on the storage conditions.
08028-0D\H5250\94.08.12

99.35 - NG
 1665762-3.0 Removal of Preservation before Starting of
Page 1 (1) a New Engine B 98 01 0

General

Starting of a New Engine

1) Clean the outside of the engine with petro- The rust-preventing oil does not need draining, it is
leum, turpentine or similar. fully mixable with the lub. oil.

2) Remove the hygroscopic bags from the inte- 4) The fuel oil system does not need draining as
rior of the engine. the engine can be started on diesel oil, mixed
with the preservation oil.
The bags are placed in the crankcase.
5) The internal and external protection with grease
3) Fill the lub. oil system with oil according to our Mobilplex 44 does not need cleaning before
specification. starting.
08028-0D\H5250\94.08.12

98.42 - NG
 1679794-8.0
Page 1 (1) Lifting Instruction P 98 05 0

L16/24
Lifting of Complete Generating Sets.

The generating sets should only be lifted in the two

wire straps. Normally, the lifting tools and the wire
straps are mounted by the factory. If not, it must be
observed that the fixing points for the lifting tools are
placed differently depending on the number of
cylinders.

The lifting tools are to be removed after the installation,

and the protective caps should be fitted.

Wire

Shackle Beam
Nut
Tools

If necessary, placement of wire

and shackles to be adjusted
after test lift.

Fig. 1. Lifting tools

Engine Type 2x4 bolt to be mounted

over cover of Cyl. no.

5L16/24 3 cyl. 5 cyl.

6L16/24 4 cyl. 6 cyl.

7L16/24 5 cyl. 7 cyl.

8L16/24 5 cyl. 7 cyl.

9L16/24 6 cyl. 8 cyl.

Note: Based on MBD-H

standard generator

Fig. 2. Lifting tools' and wires placing on engine.

00.32