S70me-C10 5

MAN Energy Solutions
Technical Documentation
S70ME-C10.5
Project guide
Project guide .................................... S70ME-C10.5

Document No.................................... 7020-0244-13ppr October 2024
Revision............................................ 1.0
S70ME-C10.5

Teglholmsgade 41
DK-2450 Copenhagen SV
Phone +45 3385 1100
Fax +45 3385 1030
info-cph@man-es.com
https://marine.man-es.com
Copyright © MAN Energy Solutions
All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
Preface

MAN B&W S70ME-C10.5
Project guide
Electronically controlled
two-stroke engine
This project guide is intended to provide the information necessary for the lay-
out of a marine propulsion plant.
The information is preliminary, intended for the project stage only, and subject
to modification in the interest of technical progress. The project guide
provides the general technical data available at the date of issue.
It should be noted that all figures, values, measurements, or information about
performance stated in this project guide are for guidance only and should not
be used for detailed design purposes, or as a substitute for specific drawings
and instructions prepared for such purposes.
Data update
Data not finally calculated at the time of issue is marked ‘Available on re-
quest’. Such data may be made available at a later date, however, for a spe-
cific project the data can be requested. Page and table entries marked ‘Not
applicable’ represent an option, function, or selection which is not valid.
Download updated individual project guide sections (single sheets) and com-
plete books at: www.man-es.com
Edition 1.0
October 2024
Preface
7020-0244-13ppr October 2024 3 (674)

All data provided in this document is non-binding. This data serves informa-

tional purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data

may be subject to changes and will be assessed and determined individually
for each project. This will depend on the particular characteristics of each indi-
vidual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts

arise concerning the translation, the English text shall prevail.

Teglholmsgade 41
DK-2450 Copenhagen SV
Denmark
Telephone +45 33 85 11 00
Telefax +45 33 85 10 30
info-cph@man-es.com
www.marine.man-es.com
Copyright 2024 © MAN Energy Solutions, branch of MAN Energy Solutions SE, Ger-
many, registered with the Danish Commerce and Companies Agency under CVR Nr.:
31611792, (herein referred to as "MAN Energy Solutions").
This document is the product and property of MAN Energy Solutions and is protec-
ted by applicable copyright laws. Subject to modification in the interest of technical
progress. Reproduction permitted provided source is given.
7020-0244-13ppr October 2024
Preface
4 (674) 7020-0244-13ppr October 2024

Table of contents
Table of contents
01 Engine design
Engine optimisation .................................................................................................................... 1.01
Engine type designation ............................................................................................................. 1.02
Power, speed and fuel oil ........................................................................................................... 1.03
Engine power range and fuel oil consumption ............................................................................ 1.04
Performance curves ................................................................................................................... 1.05
ME Engine description ............................................................................................................... 1.06
Engine cross section - TII ........................................................................................................... 1.07
Engine cross section - TIII .......................................................................................................... 1.07
02 Engine layout and load diagrams, and matching of propellers

Propeller layout and engine matching with margins .................................................................... 2.01
Optimum propeller speed .......................................................................................................... 2.02
Engine layout and load diagram ................................................................................................. 2.03
Load diagram for an actual project ............................................................................................. 2.04
SFOC guarantee conditions ....................................................................................................... 2.05
Fuel consumption in an arbitrary operating point ........................................................................ 2.06
03 Turbocharger selection & exhaust gas bypass

Turbocharger selection .............................................................................................................. 3.01
Climate conditions and exhaust gas bypass .............................................................................. 3.02
Emission control ........................................................................................................................ 3.03
04 Electricity production
Electricity production and hybrid solutions ................................................................................. 4.01
Power take-off solutions supplied by RENK ............................................................................... 4.02
Steps for obtaining approval of a PTO solution .......................................................................... 4.03
Power take off/gear constant ratio ............................................................................................. 4.04
Waste Heat Recovery Systems (WHRS) ..................................................................................... 4.05
S70ME-C10.5
L21/31 Mk. 2 GenSet data ........................................................................................................ 4.06

L23/30 Mk. 2 GenSet data ........................................................................................................ 4.07
L23/30 Mk. 3 GenSet data ........................................................................................................ 4.08
L27/38 GenSet data .................................................................................................................. 4.09
5 (9)
L27/38 Mk. 2 GenSet data ........................................................................................................ 4.10

Table of contents
05 Installation aspects
Space requirements and overhaul .............................................................................................. 5.01
Space requirement .................................................................................................................... 5.02
Crane beam requirements - turbocharger and air cooler ............................................................ 5.03
Engine room crane - requirements and applications ................................................................... 5.04
Engine outline, galleries and pipe connections ........................................................................... 5.05
Engine and gallery outline - TII ................................................................................................... 5.06
Engine and gallery outline - TIII ................................................................................................... 5.06
Centre of gravity - TII ................................................................................................................. 5.07
Centre of gravity - TIII ................................................................................................................. 5.07
Water and oil calculation - TII ..................................................................................................... 5.08
Water and oil calculation - TIII .................................................................................................... 5.08
Engine pipe connections - TII ..................................................................................................... 5.09
Engine pipe connections - TIII .................................................................................................... 5.09
Counterflanges, Connections D and E ....................................................................................... 5.10
Engine seating and arrangement of holding down bolts ............................................................. 5.11
Epoxy chocks arrangement ....................................................................................................... 5.12
Engine top bracing ..................................................................................................................... 5.13
Mechanical top bracing - TII ....................................................................................................... 5.14
Mechanical top bracing - TIII ...................................................................................................... 5.14
Hydraulic top bracing arrangement - TII ..................................................................................... 5.15
Hydraulic top bracing arrangement - TIII .................................................................................... 5.15
Components for engine control system ...................................................................................... 5.16
Shaftline earthing device ............................................................................................................ 5.17
MAN Alpha CPP and Alphatronic propulsion control .................................................................. 5.18
06 List of capacities: pumps, coolers & exhaust gas

Calculation of List of Capacities ................................................................................................. 6.01
S70ME-C10.5
List of capacities for cooling water systems ............................................................................... 6.02

List of capacities ........................................................................................................................ 6.03
Auxiliary machinery capacities derated engines .......................................................................... 6.04
07 Fuel
Fuel oil system ........................................................................................................................... 7.01
6 (9)
Fuel Oils ..................................................................................................................................... 7.02
Table of contents
Fuel Oil Pipes and Drain Pipes ................................................................................................... 7.03
Insulation and heat tracing of fuel oil piping ................................................................................ 7.04
Components for Fuel Oil System ................................................................................................ 7.05
08 Lubricating oil
Lubricating and cooling oil system ............................................................................................. 8.01
Hydraulic power supply unit ....................................................................................................... 8.02
Lubricating oil pipes for turbochargers ....................................................................................... 8.03
System oil list, consumption and cleaning .................................................................................. 8.04
Components and installation ...................................................................................................... 8.05
Lubricating oil tank ..................................................................................................................... 8.06
Venting and drain pipes ............................................................................................................. 8.07
Turbocharger lubricating oil system ............................................................................................ 8.08
Hydraulic control oil system ....................................................................................................... 8.09
09 Cylinder lubrication
Cylinder oil specification and system description ........................................................................ 9.01
Alpha ACC cylinder lubrication system ....................................................................................... 9.02
10 Piston rod stuffing box drain oil

Stuffing Box Drain Oil System .................................................................................................. 10.01
11 Low-temperature cooling water

Low-temperature Cooling Water System ................................................................................. 11.01
Central cooling water system ................................................................................................... 11.02
Components for central cooling water system ......................................................................... 11.03
Seawater Cooling System ........................................................................................................ 11.04
Components for Seawater Cooling System .............................................................................. 11.05
Combined Cooling Water System ............................................................................................ 11.06
Components for Combined Cooling Water System .................................................................. 11.07
Cooling Water Pipes for Scavenge Air Cooler ........................................................................... 11.08
S70ME-C10.5
12 High-temperature cooling water

High-temperature cooling water system ................................................................................... 12.01
Components ............................................................................................................................ 12.02
Jacket Cooling Water Pipes ..................................................................................................... 12.03
7 (9)
13 Starting and control air

Table of contents
Starting and control air systems ............................................................................................... 13.01

Components for starting air system ......................................................................................... 13.02
Piping ...................................................................................................................................... 13.03
Electric motor for turning gear .................................................................................................. 13.04
14 Scavenge air
Scavenge Air System ............................................................................................................... 14.01
Auxiliary blowers ...................................................................................................................... 14.02
Scavenge air pipes .................................................................................................................. 14.03
Electric motor for auxiliary blower ............................................................................................. 14.04
Scavenge air cooler cleaning system ....................................................................................... 14.05
Scavenge air box drain system ................................................................................................ 14.06
Fire extinguishing systems for scavenge air space ................................................................... 14.07
15 Exhaust gas
Exhaust gas system ................................................................................................................. 15.01
Piping and cleaning systems .................................................................................................... 15.02
Exhaust Gas System for Main Engine ....................................................................................... 15.03
System components ................................................................................................................ 15.04
Calculation of exhaust gas back-pressure ................................................................................ 15.05
Forces and moments at turbocharger ...................................................................................... 15.06
Diameter of exhaust gas pipes ................................................................................................. 15.07
16 Engine control system

Control system layout, control units and interfaces .................................................................. 16.01
17 Vibration aspects
Vibration aspects ..................................................................................................................... 17.01
First and second order moments ............................................................................................. 17.02
Electrically Driven Moment Compensator ................................................................................. 17.03
Power related unbalance ......................................................................................................... 17.04
S70ME-C10.5
Guide force moments .............................................................................................................. 17.05

Axial and torsional vibrations .................................................................................................... 17.06
External forces and moments, S70ME-C10.5/-GI layout point L1 ............................................. 17.07
18 Monitoring systems and instrumentation
8 (9)
Monitoring systems and instrumentation .................................................................................. 18.01
Table of contents
Engine Management Services .................................................................................................. 18.02
Condition Monitoring System CoCoS-EDS .............................................................................. 18.03
Slow down and shut down ...................................................................................................... 18.04
Local instruments .................................................................................................................... 18.05
Engine protection systems and alarms ..................................................................................... 18.06
Identification of instruments ..................................................................................................... 18.07
19 Dispatch pattern, testing, spares and tools

Dispatch pattern, testing, spares and tools .............................................................................. 19.01
Specification for painting of main engine .................................................................................. 19.02
Dispatch Pattern ...................................................................................................................... 19.03
Dispatch Pattern, List of Masses and Dimensions .................................................................... 19.04
Shop test ................................................................................................................................. 19.05
List of spare parts, unrestricted service .................................................................................... 19.06
Additional spares ..................................................................................................................... 19.07
Wearing Parts .......................................................................................................................... 19.08
Large spare parts, dimensions and masses ............................................................................. 19.09
List of standard tools for maintenance ..................................................................................... 19.10
Tool panels .............................................................................................................................. 19.11
Optional tools .......................................................................................................................... 19.12
20 Project support and documentation

Project support and documentation ......................................................................................... 20.01
CEAS application ..................................................................................................................... 20.02
Extent of delivery ..................................................................................................................... 20.03
Installation documentation ....................................................................................................... 20.04
21 Appendix
Symbols for piping ................................................................................................................... 21.00
List of abbreviations ................................................................................................................. 21.01
S70ME-C10.5
Chemical nomenclature ........................................................................................................... 21.02

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9 (9)
Table of contents
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S70ME-C10.5
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas
01 Engine design

21 Appendix
61145908235
1 (1)

01 Engine design
MAN Energy Solutions 199 15 41-9.0
Engine optimisation
The ever valid requirement of ship operators is to obtain the lowest total oper-
ational costs, and especially the lowest possible specific fuel oil consumption
at any load, and under the prevailing operating conditions.
However, low-speed two-stroke main engines of the MC-C type, with a chain
driven camshaft, have limited flexibility with regard to fuel injection and ex-
haust valve activation, which are the two most important factors in adjusting
the engine to match the prevailing operating conditions.
A system with electronically controlled hydraulic activation provides the re-
quired flexibility, and such systems form the core of the ME Engine Control
System, described later in detail in Chapter 16.
Concept of the ME Engine

The ME engine concept consists of a hydraulic mechanical system for activa-
tion of the fuel injection and the exhaust valves. The actuators are electronic-
ally controlled by a number of control units forming the complete engine con-
trol system.
MAN Energy Solutions has specifically developed both the hardware and the
software in-house, in order to obtain an integrated solution for the engine con-
trol system.
The fuel pressure booster consists of a simple plunger powered by a hydraulic
piston activated by oil pressure. The oil pressure is controlled by an electron-
ically controlled proportional valve.
The exhaust valve is opened hydraulically by means of a two-stroke exhaust
valve actuator activated by the control oil from an electronically controlled pro-
portional valve. The exhaust valves are closed by the ‘air spring’.
In the hydraulic system, the normal lube oil is used as the medium. It is filtered
and pressurised by a hydraulic power supply unit mounted on the engine or
placed in the engine room.
The starting valves are opened pneumatically by electronically controlled ‘On/
Off’ valves, which make it possible to dispense with the mechanically activ-
ated starting air distributor.
By electronic control of the fuel injection and exhaust valves according to the
measured instantaneous crankshaft position, the Engine Control System fully
controls the combustion process.
System flexibility is obtained by means of different ‘Engine running modes’,
1.01 Engine optimisation
which are selected either automatically, depending on the operating condi-

tions, or manually by the operator to meet specific goals. The basic running
2022-02-11 - en
mode is ‘Fuel economy mode’ to comply with IMO NOx emission limitation.
Engine Design and IMO Regulation Compliance

The ME-C engine is the shorter, more compact version of the ME engine. It is
well suited wherever a small engine room is requested, for instance in con-
tainer vessels.
For MAN B&W ME/ME-C-TII designated engines, the design and performance
parameters comply with the International Maritime Organisation (IMO) Tier II
emission regulations.
95-35ME-C 1 (2)
199 15 41-9.0 MAN Energy Solutions
For engines built to comply with IMO Tier I emission regulations, please refer
to the Marine Engine IMO Tier I Project Guide.
Tier II Fuel Optimisation

NOx regulations place a limit on the SFOC on two-stroke engines. In general,
NOx emissions will increase if SFOC is decreased and vice versa. In the stand-
ard configuration, MAN B&W engines are optimised close to the IMO NOx limit
and, therefore, NOx emissions cannot be further increased.
The IMO NOx limit is given as a weighted average of the NOx emission at 25,
50, 75 and 100% load. This relationship can be utilised to tilt the SFOC profile
over the load range. This means that SFOC can be reduced at part load or
low load at the expense of a higher SFOC in the high-load range without ex-
ceeding the IMO NOx limit.
Optimisation of SFOC in the part-load (50-85%) or low-load (25-70%) range
requires selection of a tuning method:
• EGB: Exhaust Gas Bypass

• HPT: High Pressure Tuning (on request and only for ME-C).
Each tuning method makes it possible to optimise the fuel consumption when
normally operating at low loads, while maintaining the possibility of operating
at high load when needed.
The tuning methods are available for all SMCR in the specific engine layout
diagram but they cannot be combined. The specific SFOC reduction poten-
tials of the EGB tuning method in part- and low-load are shown in Section
1.03.
For engine types 40 and smaller, as well as for larger types with conventional
turbochargers, only high-load optimisation is applicable.
In general, data in this project guide is based on high-load optimisation unless
explicitly noted. For part- and low-load optimisation, calculations can be made
in the CEAS application described in Section 20.02.
18014451078143115
1.01 Engine optimisation
2022-02-11 - en
2 (2) 95-35ME-C
Engine type designation
1.02 Engine type designation

2022-11-16 - en
9007238558655371
All Engines 1 (1)

9007238558655371
1.02 Engine type designation
2022-11-16 - en
All Engines
Power, speed and fuel oil
1.03 Power, speed and fuel oil

2024-04-18 - en
Fig. 1.03.01: Power, speed and fuel oil

SFOC for derated engines can be calculated in the CEAS application
at www.man-es.com
27021652738294027
S70ME-C10.5 1 (1)
27021652738294027
1.03 Power, speed and fuel oil
2024-04-18 - en
S70ME-C10.5
Engine power range and fuel oil consumption
Engine Power
The following tables contain data regarding the power, speed and specific fuel
oil consumption of the engine.
Engine power is specified in kW for each cylinder number and layout points
L1, L2, L3 and L4.
Discrepancies between kW and metric horsepower (1 BHP = 75 kpm/s =
0.7355 kW) are a consequence of the rounding off of the BHP values.
L1 designates nominal maximum continuous rating (nominal MCR), at 100%
engine power and 100% engine speed.
L2, L3 and L4 designate layout points at the other three corners of the layout
area, chosen for easy reference.
1.04 Engine power range and fuel oil consumption

Fig. 1.04.01: Layout diagram for engine power and speed
Overload corresponds to 110% of the power at MCR, and may be permitted

for a limited period of one hour every 12 hours.
The engine power figures given in the tables remain valid up to tropical condi-
tions at sea level as stated in IACS M28 (1978), i.e.:
Blower inlet temperature ................................ 45°C
Blower inlet pressure ............................1,000 mbar
Seawater temperature .................................... 32°C
Relative humidity ..............................................60%
2022-11-16 - en
Specific Fuel Oil Consumption (SFOC)

The figures given in this folder represent the values obtained when the engine
and turbocharger are matched with a view to obtaining the lowest possible
SFOC values while also fulfilling the IMO NOX Tier II emission limitations.
Stricter emission limits can be met on request, using proven technologies.
The SFOC figures are given in g/kWh with a tolerance of 5% (at 100% SMCR)
and are based on the use of fuel with a lower calorific value of 42,700 kJ/kg
(~10,200 kcal/kg) at ISO conditions:
MC/MC-C, ME/ME-C/ME-B 1 (2)

Ambient air pressure .............................1,000 mbar

Ambient air temperature ................................ 25°C
Cooling water temperature ............................ 25°C
Although the engine will develop the power specified up to tropical ambient
conditions, specific fuel oil consumption varies with ambient conditions and
fuel oil lower calorific value. For calculation of these changes, see Chapter 2.
Lubricating Oil Data

The cylinder oil consumption figures stated in the tables are valid under nor-
mal conditions.
During running-in periods and under special conditions, feed rates of up to
1.5 times the stated values should be used.
9007250724623115
1.04 Engine power range and fuel oil consumption
2022-11-16 - en
2 (2) MC/MC-C, ME/ME-C/ME-B

Performance curves
Updated engine and capacities data is available from the CEAS program on
www.marine.man-es.com --> ’Two-Stroke’ --> ’CEAS Engine Calculations’.
9007250728817291
1.05 Performance curves

2022-11-16 - en
MC/MC-C, ME/ME-C/ME-B/-GI/-GA 1 (1)

9007250728817291
1.05 Performance curves
2022-11-16 - en
MC/MC-C, ME/ME-C/ME-B/-GI/-GA
ME Engine description
General
Engines built by MAN Energy Solutions' licensees are in accordance with our
drawings and standards. In certain cases, local standards may be applied but
all spare parts are interchangeable with parts designed by MAN Energy Solu-
tions.
Some components may differ from MAN Energy Solutions’ design because of
local production facilities, or the application of local standard components.
Bedplate and main bearing

The bedplate consists of high welded longitudinal girders and welded cross
girders with cast steel bearing supports. Long elastic holding-down bolts and
hydraulic tightening tools are used to fit the bedplate to the engine seating in
the ship. The bedplate is made with the thrust bearing in the aft end.
For engines mounted on epoxy chocks, the bedplate is made without taper.
An oil pan made of steel plate is welded to the bedplate. The oil pan, collects
return oil from the forced lubricating and cooling oil system. Oil outlets from
the oil pan are vertical as standard and provided with gratings.
The main bearings consist of thin-walled steel shells lined with white metal.
The main bearing bottom shell can be rotated out and in with special tools
and hydraulic tools for lifting the crankshaft. A bearing cap keeps the shells in
position.
Frame box
The frame box is welded. On the exhaust side of the frame box, a relief valve
is mounted for each cylinder. On the manoeuvring side, each cylinder has a
large hinged door. Crosshead guides are welded onto the frame box. The
frame box is bolted to the bedplate. Stay bolts tighten together bedplate,
frame box, and cylinder frame.
The framebox is of the well-proven triangular guide-plane design with twin
staybolts giving excellent support for the guide shoe forces.
Cylinder frame and stuffing box

1.06 ME Engine description
For the cylinder frame, two possibilities are available:

2024-05-02 - en
▪ Nodular cast iron

▪ Welded design with integrated scavenge air receiver.
The cylinder frame has access covers for cleaning the scavenge air space, if
required, and for inspection of scavenge ports and piston rings from the man-
oeuvring side. The cylinder frame and cylinder liner forms the scavenge air
space.
The cylinder frame is fitted with pipes for the piston cooling oil inlet. The scav-
enge air receiver, turbocharger, air cooler box, and gallery brackets are placed
on the cylinder frame. The bottom of the cylinder frame contains the piston
rod stuffing box with sealing rings for scavenge air, and oil scraper rings pre-
venting crankcase oil from entering the scavenge air space.
G95, G/S80-60ME-C10.7/.5 1 (8)

Scavenge air space and piston rod stuffing box drains are located in the bot-
tom of the cylinder frame.
Cylinder liner
The cylinder liner is made of alloyed cast iron and is suspended in the cylinder
frame with a low-situated flange. The top of the cylinder liner is fitted with a
cooling jacket. The cylinder liner has scavenge ports and drilled holes for cyl-
inder lubrication.
On engines type 95-80, the basic design includes cylinder liners prepared for
installation of temperature sensors. On all other engines, this type of liner is
available as an option.
Cylinder cover
The cylinder cover of forged steel is made in one piece with bores for cooling
water. It has a central bore for the exhaust valve, bores for fuel valves, a start-
ing valve and an indicator valve.
The cylinder cover is attached to the cylinder frame with studs and nuts
tightened with hydraulic jacks.
Crankshaft
The crankshaft is of the semi-built type made from forged or cast steel
throws. Depending on the number of cylinders, the crankshaft may be sup-
plied in two parts.
At the aft end, the crankshaft is provided with:
▪ a collar for the thrust bearing
▪ a flange for fitting the gear wheel for the step-up gear to the hydraulic
power supply unit
▪ a flange for the turning wheel and for the coupling bolts to an intermediate
shaft.
At the front end, the crankshaft is fitted with a collar for the axial vibration
damper and a flange for fitting a tuning wheel. The flange can also be used for
power take off.
Coupling bolts and nuts for joining the crankshaft together with the intermedi-
ate shaft are not normally supplied.
Thrust bearing
2024-05-02 - en
The propeller thrust is transferred through thrust collar, segments, and bed-
plate to end chocks and engine seating, and to the ship’s hull.
A thrust bearing of the B&W-Michell type is located in the aft end of the en-
gine. It consists primarily of a thrust collar on the crankshaft, bearing support,
and segments of steel lined with white metal.
Engines with nine cylinders or more are specified with a 360-degree type
thrust bearing, while a 240-degree type is used for all other engines. The flex-
ible thrust cam design of MAN Energy Solutions' is used for the thrust collar
on a range of engine types.
The thrust shaft is an integrated part of the crankshaft, and it is lubricated by
the engine’s lubricating oil system.
2 (8) G95, G/S80-60ME-C10.7/.5

Step-up gear
For a mechanically engine-driven hydraulic power supply, the crankshaft
drives the main hydraulic oil pumps via a step-up gear. The main engine lub-
ricating oil system lubricates the step-up gear.
Turning gear and turning wheel

The turning wheel is fitted to the thrust shaft, and it is driven by a pinion on the
terminal shaft of the turning gear arrangement mounted on the bedplate. The
turning gear is driven by an electric motor with a built-in brake.
A blocking device prevents the main engine from starting when the turning
gear is engaged. Engagement and disengagement of the turning gear is done
manually by moving the pinion.
The basic design includes a control device for the turning gear, consisting of
starter and manual control box.
Axial vibration damper

The engine is fitted with an axial vibration damper mounted on the fore-end of
the crankshaft. The damper consists of a piston and a split-type housing loc-
ated forward of the foremost main bearing.
The piston is made as an integrated collar on the main crank journal, and the
housing is fixed to the main bearing support.
The vibration damper has a mechanical guide to enable a functional check, an
optionally electronic vibration monitor can be supplied.
Engines Mk. 9 and higher require an axial vibration monitor, which indicates
condition checks of the axial vibration damper, and terminals for alarm and
slowdown.
Tuning wheel / torsional vibration damper

Depending on the final torsional vibration calculations, it may be necessary to
order a tuning wheel or a torsional vibration damper, separately.
Connecting rod
The connecting rod is made of forged or cast steel and provided with bearing
caps for the crosshead and crank pin bearings.
2024-05-02 - en
The crosshead and crank pin bearing caps are secured to the connecting rod
with studs and nuts tightened with hydraulic jacks.
The crosshead bearing consists of a set of thin-walled steel shells, lined with
bearing metal. The crosshead bearing cap is in one piece, with an angular cut
out for the piston rod.
The crank pin bearing is provided with thin-walled steel shells, lined with bear-
ing metal. Lubricating oil is supplied through ducts in the crosshead and con-
necting rod.
G95, G/S80-60ME-C10.7/.5 3 (8)

Piston
The piston consists of a piston crown and a piston skirt. The piston crown is
made of heat-resistant steel. A piston cleaning ring located in the very top of
the cylinder liner scrapes off excessive ash and carbon formations on the pis-
ton topland.
The piston has three or four ring grooves which are hard-chrome plated on
both the upper and lower surfaces of the grooves. Three or four piston rings
are fitted depending on the engine type.
The uppermost piston ring is always a controlled pressure relief (CPR) ring
type, whereas the other two or three piston rings are either of the CPR type,
or have an oblique cut. Depending on the engine type, the uppermost piston
ring is higher than the others. All rings are alu-coated on the outer surface for
running-in.
The piston skirt is made of cast iron with a bronze band or molybdenum coat-
ing.
Piston rod
The piston rod is of forged steel and the running surface for the stuffing box is
surface hardened. The piston rod is connected to the crosshead with four
bolts. The piston rod has a central bore which, together with the cooling oil
pipe, forms the cooling oil inlet and outlet.
Crosshead
A crosshead of forged steel is provided with cast steel guide shoes with white
metal on the running surface. The guide shoe is of the low-friction type, and
the crosshead bearings are of the wide pad design. The telescopic pipe for oil
inlet and the pipe for oil outlet are mounted on the guide shoes.
Scavenge air system

The turbocharger draws air directly from the engine room through the tur-
bocharger intake silencer. From the turbocharger, the air is led via the char-
ging air pipe, air cooler, and scavenge air receiver to the scavenge ports of
the cylinder liners, see Chapter 14. The scavenge air receiver has a D-shape
design.
Scavenge air cooler

2024-05-02 - en
Each turbocharger has a scavenge air cooler of the mono-block type.

The scavenge air cooler is most commonly cooled by freshwater from a cent-
ral cooling system. Alternatively, it can be cooled by seawater from a seawater
cooling system, or from a combined cooling system with separate seawater
and freshwater pumps. The working pressure is up to 4.5 bar.
The scavenge air cooler is designed to keep the temperature difference
between the scavenge air and the water inlet at about 12°C, at specified
MCR.
4 (8) G95, G/S80-60ME-C10.7/.5

Auxiliary blower
The engine is provided with electrically-driven scavenge air blowers integrated
in the scavenge air cooler. The suction side of the blowers is connected to the
scavenge air space after the air cooler.
Between the air cooler and the scavenge air receiver, non-return valves are fit-
ted which automatically close when the auxiliary blowers supply the air.
To obtain a safe start, the auxiliary blowers start consecutively before the en-
gine is started to ensure sufficient scavenge air pressure.
Find more information in Chapter 14.
Exhaust gas system

From the exhaust valves, exhaust gas is led to the exhaust gas receiver where
the fluctuating pressure from the individual cylinders is equalised, and the total
volume of gas is led to the turbocharger(s). After the turbocharger(s), the gas
is led to the external exhaust pipe system.
Compensators are fitted between the exhaust valves and the receiver, and
between the receiver and the turbocharger(s).
The exhaust gas receiver and exhaust pipes are insulated and covered by gal-
vanised steel plating.
A protective grating is installed between the exhaust gas receiver and the tur-
bocharger.
Reversing
The engine is reversed electronically by the engine control system which
changes the timing of fuel injection, exhaust valve activation, and starting air
valves.
2nd order moment compensators

In general, 2nd order moment compensators are relevant only for 5- and 6-
cylinder engines of 50 and 45 bore sizes.. When needed, an external electric-
ally driven moment compensator type RotComp or similar can be installed in
the steering room.
Section 17.02 describes 2nd order moment compensators as well as the basic
design and options.
2024-05-02 - en
The hydraulic power supply

The hydraulic power supply (HPS) filters and pressurises the lube oil for the
hydraulic system. The HPS consists of either mechanically driven (by the en-
gine) main pumps with electrically driven start-up pumps or electrically driven
combined main and start-up pumps. The hydraulic pressure is 300 bar.
The engine driven HPS is mounted aft on the engine, for engines with the
chain drive placed aft (8 cylinders or less). For engines with the chain drive
located in the middle (9 cylinders or more), the HPS is placed in the middle.
Usually, the electrically driven HPS is mounted aft on the engine.
G95, G/S80-60ME-C10.7/.5 5 (8)

A combined HPS is available as an option, it is mechanically driven with elec-

trically driven start-up/back-up pumps with backup capacity.
Hydraulic cylinder unit

The hydraulic cylinder unit (HCU), one per cylinder, consists of a distributor
block mounted on a base plate. The distributor block has one or more accu-
mulators to ensure the necessary peak flow of hydraulic oil during the elec-
tronically controlled fuel injection.
The distributor block serves as mechanical support for the hydraulically activ-
ated fuel pressure booster and the hydraulically activated exhaust valve actu-
ator.
Fuel oil pressure booster and fuel oil high pressure pipes
The engine is provided with one hydraulically activated fuel oil pressure
booster for each cylinder.
Fuel injection is activated by a multi-way valve (ELFI or FIVA), which is elec-
tronically controlled by the Cylinder Control Unit (CCU) of the engine control
system.
The fuel oil high-pressure pipes are of the double-wall type with built-in con-
ical support. The pipes are insulated but not heated. A ‘fuel oil leakage’ sys-
tem for each cylinder detects fuel oil leakages and immediately stops the in-
jection on the actual cylinder.
Further information is given in Section 7.01.
Fuel valves and Starting Valves

The cylinder cover is equipped with two or three fuel valves, starting air valve,
and indicator cock.
The opening of the fuel valves is controlled by the high pressure fuel oil cre-
ated by the fuel oil pressure booster, and the valves are closed by a spring.
An automatic vent slide allows circulation of fuel oil through the valve and high
pressure pipes when the engine is stopped. The vent slide also prevents the
compression chamber from being filled up with fuel oil in the event that the
valve spindle sticks. Oil from the vent slide and other drains is led away in a
closed system.
Supply of starting air is provided by one solenoid valve per cylinder, controlled
by the CCUs of the engine control system.
The starting valve is opened by control air, timed by the engine control sys-
2024-05-02 - en
tem, and is closed by a spring.

Slow turning before starting is a program incorporated in the basic engine
control system.
The starting air system is described in detail in Section 13.01.
6 (8) G95, G/S80-60ME-C10.7/.5

Exhaust valve
The exhaust valve consists of the valve housing and the valve spindle. The
valve housing is made of cast iron and is arranged for water cooling. The
housing is provided with a water cooled bottom piece of steel with a flame
hardened seat of the Wide-seat design.
The exhaust valve spindle is a DuraSpindle, a spindle made of Nimonic is
available as an option. The housing is provided with a spindle guide.
The exhaust valve is tightened to the cylinder cover with studs and nuts. The
exhaust valve is opened hydraulically by the electronic valve activation system
and closed by an air spring.
The exhaust valve is of the low-force design. Operation of the exhaust valve is
controlled by a multi-way valve (ELVA or FIVA). In operation, the valve spindle
rotates slowly, driven by the exhaust gas acting on a vane wheel fixed to the
spindle.
Sealing of the exhaust valve spindle guide is obtained with an oil bath, or con-
trolled oil level (COL), in the bottom of the air cylinder above the sealing ring.
This oil bath lubricates the exhaust valve spindle guide and sealing ring.
MAN B&W alpha cylinder lubrication

The electronically controlled MAN B&W Alpha cylinder lubrication system is
applied to the ME engines, and controlled by the ME Engine Control System.
The main advantages of the MAN B&W Alpha cylinder lubrication system,
compared with the conventional mechanical lubricator, are:
• Improved injection timing
• Increased dosage flexibility
• Constant injection pressure
• Improved oil distribution in the cylinder liner
• Possibility for prelubrication before starting.
More details about the cylinder lubrication system can be found in Chapter 9.
Gallery arrangement
The engine is provided with gallery brackets, stanchions, railings, and plat-
forms (exclusive of ladders). The positions of the brackets are carefully chosen
to provide the best possible overhauling and inspection conditions.
Some of the main pipes for the engine are suspended from the gallery brack-
ets, and the topmost gallery platform on the manoeuvring side has holes for
2024-05-02 - en
overhauling pistons.
The engine is prepared for installation of top bracings on the exhaust side, or
on the manoeuvring side.
Piping arrangement
The engine is delivered with piping arrangements for:
• Fuel oil
• Heating of fuel oil
• Lubricating oil, piston cooling oil, hydraulic oil
• Cylinder lubricating oil
G95, G/S80-60ME-C10.7/.5 7 (8)

• Cooling water to scavenge air cooler

• Jacket and turbocharger cooling water
• Cleaning of turbocharger
• Fire extinguishing in scavenge air space
• Starting air
• Control air
• Various drain pipes.
All piping arrangements are made of steel piping, except the control air and
steam heating of fuel pipes, which are made of copper.
The pipes are provided with sockets for local instruments, alarm and safety
equipment and, furthermore, with a number of sockets for supplementary sig-
nal equipment. Chapter 18 deals with the instrumentation.
72057636339547659
2024-05-02 - en
8 (8) G95, G/S80-60ME-C10.7/.5

MAN Energy Solutions 1991311-9.0
Engine cross section - TII
General
1.07 Engine cross section - TII

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18014444781245067
1 (1)
1991311-9.0 MAN Energy Solutions
18014444781245067
1.07 Engine cross section - TII
2023-10-25 - en
Engine cross section - TIII
General
1.07 Engine cross section - TIII

2023-10-26 - en
Fig. 1.07.01: 6S70ME-C10.5-EGRBP, Example of Engine cross section, tur-

bocharger(s) mounted on the exhaust side
27021649807412107
S70ME-C10.5 T-III 1 (1)

27021649807412107
1.07 Engine cross section - TIII
2023-10-26 - en
S70ME-C10.5 T-III
01 Engine design
07 Fuel
08 Lubricating oil
02 Engine layout and load diagrams, and matching of pro-

14 Scavenge air
15 Exhaust gas
21 Appendix
61146966539
pellers
1 (1)
02 Engine layout and load diagrams, and matching of pro-
pellers

Propeller layout and engine matching with margins

The combination of speed and power obtained for the design condition of the
ship may be called the propeller design point (PD). PD is placed on the light
running propeller curve, in Fig. 2.01.01.
Some shipyards, and/or propeller manufacturers occasionally use an alternat-
ive propeller design point (PD’) for the propeller design. To reflect average
conditions at sea, PD’ incorporates all or part of the so-called sea margin de-
scribed later.
2.01 Propeller layout and engine matching with margins

Fig. 2.01.01: Light propeller curve with margins added to establish the spe-
cified MCR for propulsion (MP) within a layout area for a specific engine
The service propulsion point (SP) on the engine layout curve is obtained by
adding the sea margin, and the light running margin to the propeller design
2023-01-18 - en
point (PD).
The specified MCR for propulsion, attained by including all margins described
in the following sections, must be placed within the layout area. See the later
section "Engine layout limitations" for further information.
All engines 1 (4)

Sea margin
As the sea is rarely completely calm and a wind often blows, the ship will ex-
perience increased resistance from wind and waves in average conditions.
When determining the necessary engine power it is normal practice to add a
power margin, the so-called sea margin. The sea margin ensures that the ship
can maintain the design speed in average conditions at sea.
Traditionally, the sea margin has been approximately 15% of the power re-
quired to achieve the design speed with a clean hull in calm weather (PD). As
ship design speeds reduce, it can be necessary to increase the sea margin
since the resistance experienced by the ship is not reduced. If allowed by the
EEDI regulation, it can be sensible to use a larger margin for ships often oper-
ating in heavy weather.
Engine margin
Often an engine owner will not permit 100% utilisation of engine power for
normal operation due to the increase of the fuel consumption and the reduc-
tion of the power reserve. Therefore an engine margin of 10 to 15% is in-
cluded to operate the engine at 90 or 85% load at the service propulsion
point. Higher margins have been experienced for specific trades or reasons. If
allowed by the EEDI regulation, a high engine margin is typically preferred for
ships in scheduled traffic to make it possible to catch up with delays.
The engine margin can be increased for ships with a shaft generator, see the
later section 2.03.
Light running margin

When the ship has sailed for some time, the hull and propeller becomes
fouled. This will increase the hull resistance, and reduce the ship speed unless
the engine delivers more power to the propeller to maintain the speed. As a
result, the propeller will require more torque and the engine will be heavier
loaded and heavy running (HR), which requires an increased torque from the
engine.
When determining the necessary engine layout speed, the influence of a
heavy running propeller and operation with increased vessel resistance must
be considered. Therefore it is recommended to use a heavier propeller curve
for the layout of the engine. The propeller curve for clean hull, and calm
weather may then represent a "light running" (LR) propeller, whereas the en-
gine layout curve represents a propeller curve in heavy weather, or with heavy
fouling.
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MAN Energy Solutions recommends using a light running margin (LRM) of

normally 4.0–7.0%, however, for special cases up to 10%. It means that for a
given engine power, the light running propeller rpm is 4.0–10.0% higher than
the rpm given on the engine layout curve. Or, conversely, the engine is spe-
cified to a speed 4.0–7.0% lower than given on the design light propeller
curve.
The point attained in the engine layout diagram, after shifting the propeller
curve (containing the sea and engine margins) by the light running margin, is
termed the “specified MCR for propulsion” point (MP).
2 (4) All engines

The high end of the range (7–10%) is primarily intended for vessels often op-
erating in adverse conditions with a heavy running propeller. Low-powered
EEDI ships such as tankers, and bulkers with blunt bows may also experience
an operational benefit from a relatively high light-running margin.
Vessels with shaft generators, or vessels with high ice classes can also benefit
from a light running margin in the high range, or in special cases even beyond
10%. It makes it possible to keep the shaft generator and power take-off
(PTO) in operation for longer periods at sea. See the later guidance on PTO
layout limits.
The SMCR values of engine power (SMCRpower) and speed (SMCRspeed )
when including the margins can be calculated using equations 2.01.01 and
2.01.02.
Eg. 2.01.01
Eg. 2.01.02

The recommendation towards LRM is applicable to all draughts at which the
ship is intended to operate, whether ballast, design or scantling draught. The
recommendation is applicable to engine loads from 50 through 100%. If an
average of the measured values between 50% and 100% load is used for
verification of the attained light running margin, this will smoothen out the ef-
fect of measurement uncertainty and other variations.
Note on LRM
Light and heavy running, fouling, and sea margin are partially overlapping
terms. Light and heavy running of the propeller refers to hull and propeller de-
terioration, as well as heavy weather and the resulting shift of the propeller
curve towards the left in the load diagram. See for example Fig. 2.01.01. This
shift stems from the increased torque required by the propeller during en-
counters of added resistance on the hull, that is, a lower rpm output at the
same power.
2023-01-18 - en
The light running margin gives a margin towards engine limitations, see sec-
tion 2.03. This margin ensures that the ship can deliver maximum power in
conditions not as ideal as sea trial conditions. If the light running margin was
not included, this might not be the case.
The sea margin gives the power margin necessary to maintain the service
speed during average sea conditions with added wave and wind resistance.
The light running margin ensures that the necessary power is available.
All engines 3 (4)

Within the recommendations for the light running margin, the degree of light
running must be decided based on experience from the actual trade, and the
hull design of the vessel. In general, slender designs with sharp bows require
smaller margins than full-body ships with blunt bows. The latter design results
in an increase of the added resistance in adverse weather.
For further information on the effects of engine heavy running, see the later
section: "Engine power and speed limits".
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4 (4) All engines

Optimum propeller speed
Propeller diameter and pitch

In general, the following applies: the larger the propeller diameter, D, the lower
the optimum propeller speed and the power required for a certain design
draught and ship speed, see curve D in Fig. 2.02.01.
Fig. 2.02.01: Influence of propeller diameter (D) and pitch on propeller design
The maximum propeller diameter depends on the design draught of the ship
and the clearance needed between the propeller, the aft body hull, and the
keel.
Fig. 2.02.01 shows an example with an 80,000-dwt crude oil tanker with a
design draught of 12.2 m and a design speed of 14.5 knots.
When the propeller diameter is increased from 6.6 m to 7.2 m, the power de-
mand is reduced from approximately 9,290 kW to 8,820 kW. The optimum
2.02 Optimum propeller speed
propeller speed is reduced from 120 rpm to 100 rpm. This corresponds to the
constant ship speed coefficient α = 0.28. See the definition of α in the later
section “Definition of constant ship speed lines”.
Once a propeller diameter of maximum 7.2 m has been chosen, the corres-
2023-01-18 - en
ponding optimum pitch in this point for the design speed of 14.5 knots is P/D
= 0.70.
However, if the optimum propeller speed of 100 r/min does not match the
preferred or selected main engine speed, a change of pitch away from the op-
timum will only cause a relatively small extra power demand. It will then be
possible to keep the same maximum propeller diameter:
▪ To increase engine revolutions from 100 rpm to 110 rpm (P/D = 0.62) re-
quires 8,900 kW, that is, an extra power demand of 80 kW
▪ To decrease engine revolutions from 100 rpm to 91 rpm (P/D = 0.81) re-
quires 8,900 kW, that is, an extra power demand of 80 kW.
All Engines 1 (3)

In both cases, the extra power demand is only 0.9%, and the corresponding
"equal speed curves" are α = +0.1, and α = -0.1, respectively. So there is a
certain interval of propeller speeds where the "power penalty" is limited. An in-
terval that can be utilised to accommodate the most fuel-efficient engine.
18014450035666187
Definition of constant ship speed lines

Fig. 2.02.02 shows the constant ship speed lines, α. These lines indicate the
power required at various propeller speeds to keep the same ship speed,
when an optimum pitch/diameter ratio is used.
Fig. 2.02.02: Layout diagram, and constant ship speed lines
Normally, if propellers with an optimum pitch are used, the following relation
between the necessary power, P, and the propeller speed, n, can be as-
sumed:
P2 = P1 × (n2 /n1)α
18014450035666187
2023-01-18 - en
where:
P is the propulsion power
n is the propeller speed
α is the constant ship speed coefficient.
18014450035666187
For any combination of power and speed, points on lines which are parallel to
the ship speed lines give the same ship speed. If a constant ship speed line is
drawn into the layout area through the specified propulsion MCR point, MP1,
then another specified propulsion MCR point, MP2, on this line will give the
same ship speed.
2 (3) All Engines

Fig. 2.02.02 shows an example of the required power-speed point MP1

through which a constant ship speed curve α = 0.25 is drawn. Thereby, point
MP2 is obtained with a lower engine power, and a lower engine speed but
with the same ship speed.
Provided the optimum pitch is used for a given propeller diameter, the follow-
ing data applies when changing the propeller diameter:
▪ For general cargo, bulk carriers, and tankers: α = 0.20–0.30

▪ For container vessels, and roll-on/roll-off cargo: α = 0.15–0.25.
When changing the propeller speed by changing the pitch, the α-constant will
be different.
18014450035666187

2023-01-18 - en
All Engines 3 (3)

18014450035666187
2023-01-18 - en
All Engines
Engine layout and load diagram
Engine layout limitations

As Fig. 2.03.01 shows, an engine's layout diagram is limited by:
1. Constant mean effective pressure (MEP) lines (L1– L3 and L2– L4)
2. Constant engine speed lines (L1– L2 and L3– L4).
Fig. 2.03.01: Engine layout diagram with limits
Within the layout area, there is complete freedom to select the engine’s spe-
cified maximum continuous rating (SMCR), point MP, which suits the ship’s
demand for power and speed.
The nominal maximum continuous rating (NMCR) of an engine design is equi-
valent to L1 in the layout area.
2.03 Engine layout and load diagram
The effective power, P, of a combustion engine is proportional to the mean ef-
fective pressure, pe, and engine speed, n. The expression for P, where c is a
constant, is:
P= c × pe × n
2024-09-25 - en
For constant mean effective pressure (MEP), the power is proportional to the
speed:
P= c × n1 (for constant MEP)
When running with a fixed pitch propeller (FPP), the power can be expressed
according to the propeller law as:
P= c ∝ n3 (propeller law)
Although the proportionality, P ∝ k × V3. between the required power and the
cubic, i.e. ni = 3, of the speed is often referred to as a law, it is an assumption
valid only for frictional resistance. If the ship has sufficient engine power for
All engines 1 (33)

operating at elevated speeds, the wave making resistance must be con-

sidered. At elevated ship speeds, V, the exponent can be higher, for example,
P ∝ k × V4.
Normally, estimates of the necessary propeller power and speed, n, are
based on theoretical calculations for the design condition of the ship, and of-
ten also on computer simulations along with experimental tank tests. Calcula-
tions and simulations are based on optimum operating conditions, that is, a
clean hull, good weather and calm seas.
Specified maximum continuous rating within the layout area

Based on the propulsion and engine running points, the layout diagram of the
relevant main engine can be drawn in a power-speed diagram like in Fig.
2.03.01. The SMCR, point MP, must be placed inside the limitation lines of
the layout diagram. Otherwise, the propeller speed has to be changed, or an-
other main engine type must be chosen. The selected SMCR influences the
mechanical design of the engine, for example, turbocharger, piston shims,
liners, and fuel valve nozzles.
Once the specified SMCR has been chosen, the engine design, and the capa-
cities of the auxiliary equipment will be adapted to the SMCR, as reflected in
CEAS reports.
If the SMCR is changed later on, it may involve a change of:
▪ shafting system
▪ vibrational characteristics
▪ pump and cooler capacities
▪ fuel valve nozzles
▪ piston shims
▪ cylinder liner cooling, and lubrication.
Furthermore, it may be necessary to re-match the turbocharger, or even to
change to a different size of turbocharger. Sometimes, such a change also re-
quires a piping system of larger dimensions. If the specification has to be pre-
pared for a later change of SMCR, it is important to consider this already at
the project stage. It can be an option to design the ship with a derated en-
gine, and auxiliaries (coolers, pumps and pipe dimensions, shafting, and so
on) that are sufficient for a later uprating of the engine. This engine is termed a
dual-rated engine. Note, that EEDI regulations must permit this.
If a dual-rated engine is ordered, it is beneficial to carry out the testing neces-
sary to get the IMO technical file for the alternative SMCR during shop testing
of the engine. When testing is done before ship delivery, the more expensive
in-ship testing of the engine is avoided. For all fuel variants of the ME-C en-
2024-09-25 - en
gines, the timing of fuel injection and the timing of exhaust valve activation are
electronically optimised over a wide operating range of the engine. For ME-B
engines, only the fuel injection (and not the exhaust valve activation) is elec-
tronically controlled over a wide operating range of the engine.
Various tunings are available for pure Tier II engines. These tunings allow op-
timisation of an engine for the specific needs of a project. There are no tun-
ings available for Tier III engines. See the later section “Example of SFOC
curves”.
2 (33) All engines

Engine load diagram and limitations
Definitions
A load diagram defines the power and speed limits for continuous and over-
load operation of the installed engine, see Fig. 2.03.02.
Fig. 2.03.02: Engine load diagram with adverse weather condition (AWC)
function for SMCR placed within the layout diagram (light blue)
The specified MCR, point MP, of the engine corresponds to the ship specific-
ation. The service points of the installed engine incorporate the engine power

required for ship propulsion, and by the shaft generator.
Operating curves and limits

The lines on Fig. 2.03.02 describe the service range of the engine. We will
refer to these lines throughout section 2.03. The location of the SMCR point
within the layout diagram does not affect the appearance of the load diagram.
The SMCR point alone defines the load diagram, since all specifications utilise
2024-09-25 - en
the maximum capabilities of the engine design. See the later section on “De-
rating for lower specific fuel oil consumption”.
Line 1:
Engine layout curve, per definition passing through 100% SMCR rpm, and
100% SMCR power. This curve coincides with the “heavy propeller curve”,
line 2. An engine without PTO will typically operate to the right of this curve
about 95% of the time.
Line 2:
Heavy propeller curve, the light propeller curve (line 6) shifted with the light
running margin to account for heavy weather, and fouled hull.
All engines 3 (33)

Line 3:
Maximum rpm for continuous operation. For engines with an SMCR on the
line L1-L2 in the layout diagram, up to 105% of L1-rpm can be utilised. If the
SMCR is sufficiently speed derated, 110% of SMCR rpm, but no more than
105% of L1-rpm, can be utilised for standard engines. Torsional vibration con-
ditions must permit the rpm values.
If the SMCR (MP) is sufficiently speed derated, and if torsional vibration condi-
tions permit it, more than 110% speed is possible by choosing the “extended
load diagram”. The extended load diagram is described later in this chapter.
Line 4:
Torque/speed limit of the engine, limited mainly by the thermal load on the en-
gine.
Line 5:
Represents the maximum mean effective pressure (MEP) level acceptable for
continuous operation. Note, that this is only a limit at high loads, and engine
speeds. At lower speeds, line 4 is a stricter limit.
Line 6:
Light propeller curve for clean hull, and calm weather, often used for propeller
layout. The light running margin is the rpm margin (in percent) between the
engine layout curve (lines 1 and 2) and the light propeller curve.
Line 7:
Represents the maximum power for continuous operation. Note that when in-
creasing rpm towards lines 3 and 9, the maximum power for continuous oper-
ation cannot exceed 100%.
Line 8:
The area between lines 4, 5, 7 and line 8 represents the overload operation
limit of the engine. Overload running is possible only for limited periods, 1 hour
out of every 12 hours, as the resulting thermal load on the engine is high.
Line 9:
Maximum acceptable rpm at sea trial conditions with clean hull and propeller
in calm water. 110% of SMCR rpm, but no more than 107% of L1-rpm if per-
mitted by torsional vibrations.
If point M / the SMCR of the engine is sufficiently speed derated, more than
110% speed is possible by choosing “Extended load diagram” which is de-

scribed later in this chapter.
Line 10:
PTO layout limit. This curve describes the maximum combined power re-
quired by the light propeller curve and the PTO at a given rpm with a shaft
generator/PTO. The PTO layout limit is to be considered when dimensioning
the system. This layout limit ensures operational margin to line 4, see the sub-
2024-09-25 - en
sequent section “Shaft generator/PTO layout, governor stability and integra-

tion”.
Line 11:
Bollard pull propeller curve. The heaviest propeller curve possible at zero ad-
vance speed. The bollard pull curve is typically 15 to 20% heavier than the
light propeller curve, values may vary for individual designs.
AWC area
Extended overload operation limits of engines equipped with the adverse
weather conditions function, the AWC function. The AWC function increases
the percentage of engine power that can be developed with a heavy propeller,
as long as required in an emergency.
4 (33) All engines

When the function is activated, the electronic control of the ME engine alters
the cyclic process of the combustion to reduce the negative effects of devel-
oping a high engine torque at low rpm. It is done at the cost of an increased
specific fuel oil consumption. Due to the resulting SFOC increase, AWC is not
to be considered a replacement for an adequate light running margin. See the
later section “AWC function” for a further description of this function.
Limits for low-speed running

As the fuel injection for ME engines is automatically controlled over the entire
power range, the engine is able to operate down to approximately 15-20% of
the nominal L1 speed, depending on the actual propulsion system. Absolute
values of minimum speed must be determined at the sea trial.
Recommendation for operation

The area between lines 1, 3 and 7 is available for continuous operation
without limitation.
The area between lines 1, 4 and 5 is available for operation in shallow waters,
in heavy weather, and during acceleration, that is for non-steady operation
without any strict time limitation.
The area between lines 4, 5, 7 and 8 is available for overload operation for 1
out of every 12 hours.
After some time in operation, the ship’s hull and propeller will be fouled, res-
ulting in heavier running of the propeller. The propeller curve will move to the
left, (from line 6), towards line 2, and extra power is required for propulsion to
keep the same ship speed.
In calm weather conditions, the extent of heavy running of the propeller can
indicate the need for cleaning the hull, and/or polishing the propeller.

2024-09-25 - en
All engines 5 (33)

Passage of a barred speed range

If the engine and shaft line has a barred speed range (BSR), it is usually a
class requirement that it can be passed quickly. The quickest way to pass the
BSR is the following:
1. Set the rpm setting to a value just below the BSR
2. Wait while the ship accelerates to a ship speed corresponding to the rpm
setting
3. Increase the rpm setting to a value above the BSR.
Sometimes, for example in certain manoeuvring situations inside a harbour, or
at sea in adverse conditions, it may not be possible to follow the procedure
for passing the BSR. Either because there is no time to wait for the ship
speed to build up, or because high ship resistance makes it impossible to
achieve a ship speed corresponding to the engine rpm setting. In such cases,
it can be necessary to pass the BSR at low ship speed.
The most basic guidance on avoiding slow passing of the BSR is to avoid a
BSR that extends higher than 60% engine rpm, while specifying a light run-
ning margin within the recommendation. If so, it is normally possible to
achieve a sufficiently quick passage of the BSR in relevant conditions.
A more detailed approach is to ensure a BSR power margin, BSRPM, of at
least 10% in the design.
BSRPM = ((PL – PP)/PP*100
Here, PP is the power required by the bollard pull propeller curve at the upper
end of the BSR, whereas PL is the power limit for continuous operation within
the engine load diagram, line 4 in Fig. 2.03.02. As such, the BSRPM expresses
the excess engine power in the upper range of the BSR, and hereby the
ship’s capability to pass it.
If a ship faces challenges with passing the BSR, a special function termed the
"dynamic limiter function" (DLF) may be specified for diesel cycle engines. The
DLF can for shorter periods increase the index limits of the engine, and ensure
a faster passage of the BSR.
For 5- and 6- cylinder engines with short shaft lines, such as on many bulkers
and tankers, the BSR may extend high up in the rpm range. Special attention
must be given to ensure that the BSR can be passed quickly. 5- and 6- cylin-
der engines are as standard delivered with the DLF functionality.
For support regarding passage of the BSR, contact MAN Energy Solutions,
Copenhagen at MarineProjectEngineering2s@man-es.com.
2024-09-25 - en
6 (33) All engines

Shaft generator/PTO layout, governor stability, interface, and integration

For the dimensioning and layout of a two-stroke propulsion plant with power
take-off (PTO)/shaft generator, two aspects are important to consider for the
design:
▪ PTO layout limit: prevention of engine overload
▪ Governor stability evaluation: prevention of engine speed hunting, and po-
tentially also engine overspeed
Both aspects and their interactions will be clarified in detail in the following
sections. See the flowchart in Fig. 2.03.03 for an overview of the considera-
tions needed for a specific plant.

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Fig. 2.03.03: Flowchart for determining evaluations needed, depending on

plant characteristics
All engines 7 (33)

It is a prerequisite for a successful governor stability evaluation that the criteria

of the PTO layout limit is fulfilled, and conversely. It is important to consider
both aspects as illustrated by the flowchart. At the end of this section, consid-
erations for the protection of the engine towards overload in service is given.
PTO layout limit

In the load diagram in Fig. 2.03.02, line 10 represents the "PTOlayout limit". Line
10 describes the maximum combined power required by the light propeller
curve and the PTO at a given speed, n, when a shaft generator/PTO is in-
stalled. The minimum value of the following three equations governs the
"PTOlayout limit". Observe the speed interval for which the second equation is ap-
plicable:
As marked in Fig. 2.03.02, the maximum design PTO power at a given speed
is the vertical difference between line 6 (the light propeller/combinator curve of
a propeller) and line 10 (the PTOlayout limit). PTO operation is not possible below
50% of SMCR-speed. Table 2.03.01 shows the relative PTO power available
when sea conditions allow operation along the light propeller curve. At engine
speeds above 50% of SMCR, the relative PTO power is given as a function of
the light running margin.
Designing the combined power of the PTO and propeller according to the
PTOlayout limit ensures that the PTO can be operated in conditions less ideal than
sea trial conditions. Note that neither the torque/speed limit (line 4) nor the
MEP limit (line 5) is used for the layout of the PTO capacity.
With increased heavy running, the electric power taken off with the PTO must
be decreased gradually not to push the operational point outside the engine
limits. In severe cases, fouling and sea conditions alone are enough to shift
the propeller curve to line 4. It these cases, the PTO cannot be utilised without
overloading the engine, and the auxiliary engines must deliver all the electric
energy.
It can be beneficial to increase the SMCR power and/or the light running mar-
gin for ships with a large electrical consumption, which often operate at high
speeds/engine loads, or in areas with frequent encounters of adverse weather
conditions. This will increase the margin from the light propeller curve to the
2024-09-25 - en
PTOlayout limit and ensure a higher availability of the PTO.

Increasing the SMCR power of the engine, while maintaining a constant pro-
peller pitch, results in an increase of the light running margin. See Table
2.03.01 at the end of this section. When evaluating the possibility for an in-
crease of SMCR power, compliance with EEDI regulations must be con-
sidered. See the application examples in main section “Examples of the use of
load diagrams”.
For information on PTO power available at a given propeller speed as a func-
tion of the propeller light running margin, see the later section "PTO layout
table".
8 (33) All engines

Governor stability for plants with PTO

A PTO connected to the electric grid will deliver constant power, and intro-
duce negative damping of the engine speed. If a vessel encounters, for ex-
ample, large waves, the speed through water and the engine speed will drop.
Therefore, the frequency drive will load the PTO with a higher torque to deliver
the same electrical power. The torque increase enhances the speed drop ex-
perienced, and conversely for a speed increase.
To ensure a stable engine speed during operation, MAN Energy Solutions has
established guidelines on governor stability for the maximum PTO power al-
lowed.
These guidelines must be considered along with the PTO layout limit. It means
that the maximum allowable PTO power to design for at any engine speed is
determined as the minimum of the two aspects.
First governor stability criteria

The first governor stability criteria depicted on Fig. 2.03.04 represents a min-
imum with respect to governor stability at lower speeds. The criteria are valid
for plants where the mechanical power of the PTO does not exceed 15%
SMCR power for fixed pitch propeller (FPP) plants and 10% SMCR power for
controllable pitch propeller (CPP) plants.
Fig. 2.03.04 shows three limits, which establish the first governor stability cri-
teria for:
▪ FPP plants (blue solid curve)
▪ CPP plants, and engines with bore sizes smaller than 80 cm (orange solid
curve)
▪ CPP, and 80-bore engines or larger (grey solid curve)

2024-09-25 - en
Fig. 2.03.04: First governor stability criteria for maximum mechanical PTO
which ensure an acceptable governor performance and stability without inter-
face option C. The limits relate to NMCR and are independent of the choice of
SMCR
All engines 9 (33)

FPP CPP < 80 CPP >= 80
[%NMCR] [%NMCR] [%NMCR] [%NMCR] [%NMCR] [%NMCR]
100 15.0 100.0 10.0 100.0 10.0
60 15.0 61.5 10.0 60.0 10.0
57 13.2 60.0 9.0 57.0 10.0
50 9.0 57.0 7.8 50.0 7.0
47 7.8 50.0 5.0 47.0 5.0
40 5.0 48.6 4.6 45.0 3.5
47.0 2.6 43.5 2.4
45.0 0.0 42.0 0.0
Table 2.03.01: First governor stability criteria for maximum mechanical PTO
ensuring acceptable governor performance and stability without interface op-
tion C. The limits relate to NMCR and FPP plants, CPP plants and engines
with bore sizes smaller than 80 cm, and CPP plants with 80-bore engines or
larger
The limits in Fig. 2.03.04 are based on NMCR power and speed, not SMCR
power and speed. This is because stability is related closely to the actual
speed and the physical parameters of the engine, i.e., power and inertia,
rather than the choice of SMCR.
MAN Energy Solutions must be consulted for a plant-specific PTO layout and
design evaluation, if the maximum mechanical PTO load on the shaft is higher
than:
▪ 15% of SMCR power for FPP plants,
▪ or 10% for CPP plants,
▪ or if the plant does not fulfil the first governor stability criteria.
Interface option C described in the next section is mandatory for these plants.
For FPP plants, where the mechanical PTO power exceeds 10% of SMCR
power, Interface option C is recommended.
PTO operation is in any case not possible below 50% of SMCR speed.
Interfaces for PTO and PTI – integration of power management and engine control
There is an interface between the power management system (PMS) and the
2024-09-25 - en
main engine control system (ECS) with the purpose to:

▪ ensure the best utilisation of the PTO
▪ prevent power blackout
▪ protect the engine against overload.
A standard handshake interface is offered, and if a trip of the PTO can cause
a power blackout (i.e., the PTO is an essential power supply), it is a require-
ment. If the PTO cannot cause a power blackout, the standard interface
without handshake can be used as an alternative.
10 (33) All engines

The interface with handshake has the three configuration options shortly de-
scribed as Option A, B, and C:
Option A: With a signal indicating if PTO is allowed or not
Option B: For PTOs with a speed dependent maximum power output
This interface option includes an advanced engine speed-holding function to
ensure that a minimum engine speed is kept corresponding to the current
PTO power. This is to prevent blackout when the PTO is the sole provider of
power. If Option B is not selected, the engine speed-holding function will use
a constant minimum engine speed (independent of the current PTO power).
Option C: For PTOs with a large output relative to the main engine power, see
further information in the next section.
It is possible to enable more configuration options for the same engine, for ex-
ample, A+B or A+B+C. For further reading, refer to the separate interface
specification between ECS and PMS.
For PTOs with the option to also act as PTI, it is a requirement that the inter-
face is used for both PTO and PTI operation.
PTO interface option C

For plants with a shaft generator more powerful than ordinary, Interface option
C can be installed between the engine control system (ECS) and the power
management system (PMS) to increase the maximum PTO power. This inter-
face improves the integration of ECS and PMS, and enhances governor sta-
bility. A plant-specific evaluation is performed for each application of interface
option C. See also the next sections for other benefits of Interface option C.
The plant-specific PTO layout and design evaluation may lead to changes in
the control equipment. For example, an increase of signals from the plant and
requirements to the design of engine-driven mechanical components in the
form of turning and tuning wheels. The evaluation may also lead to changes in
the use of the PTO or set restrictions for the rotational speed while taking out
maximum power.
Fixed pitch propellers

For plants with FPP, interface option C is:
▪ Required if the mechanical power of the PTO exceeds 15% of SMCR
▪ Recommended if the mechanical power of the PTO exceeds 10% of
SMCR
Application of Interface option C requires consultation of MAN Energy Solu-
tions for a plant-specific PTO layout and design evaluation. By applying Inter-
face option C, at least 20% of SMCR power is available for PTO within certain
2024-09-25 - en
speed limitations. An even larger ratio may be available for PTO and can be
investigated as part of a plant-specific PTO layout and design evaluation.
Controllable pitch propellers

For plants with CPP, further considerations are necessary regarding governor
stability, as when the propeller pitch is reduced. For CPP plants, Interface op-
tion C is:
▪ Required if the mechanical power of the PTO exceeds 10% of SMCR.
▪ Recommended if the mechanical power of the PTO exceeds 5% of SMCR
All engines 11 (33)

Based on a plant-specific evaluation, specific limits may be set to the min-

imum engine speed at which manoeuvring can be performed while sustaining
the maximum PTO power.
For plants, where the mechanical PTO power exceeds 10% of SMCR, a
plant-specific evaluation includes the risk of overspeed if a total electric load
loss occurs on the PTO during engine operation in constant speed mode.
Load sharing and overload protection in service

Designing according to the PTO layout limit does not protect the engine from
overload during PTO operation in combination with a fouled hull, or an en-
counter of heavy seas. With the standard interfaces between the engine and
remote control, it is the responsibility of the crew to balance the load between
PTO and gensets to avoid overload of the engine during conditions with in-
creased hull resistance.
Besides ensuring governor stability, interface option C provides signals for the
PMS to automate load sharing between the main engine PTO and gensets.
The extended interface will help ensuring higher utilisation rates of the PTO,
thus reducing genset running hours. If supplying power solely by the PTO, it
will also reduce the risk of blackout without overloading the engine.
For support regarding layout of PTO/PTI and plant-specific evaluations, con-
tact MAN Energy Solutions, Copenhagen at MarineProjectEngineer-
ing2s@man-es.com.
2024-09-25 - en
12 (33) All engines

Options for accounting for PTO in the EEDI

Two options exist for including a PTO in the vessel EEDI, as described in the
EEDI guideline MEPC.364(79) and the IACS procedure PR38:
In option 1, the power of the main engine, PME, used for calculating the EEDI
is determined as:
PME = 0.75 x (PSMCR - PPTO), with the limitation that 0.75 x PPTO ≤ PAE.
Here, PPTO is the nameplate PTO power and PAE is the auxiliary power calcu-
lated as a percentage of PSMCR. For the alternative option 2, the power avail-
able for propulsion is limited to: PLIM, propulsion = PSMCR - PPTO, and PME used in the
EEDI calculation is 0.75 x PLIM, propulsion, see Fig. 2.03.05.

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Fig. 2.03.05: The principle of PTO option 2 for the EEDI calculation
With an extension to PTO interface option C, it is possible for the engine con-
trol system (ECS) to support PTO option 2 in the EEDI calculation. The sup-
port of PTO option 2 is only performed by the ECS, and for a plant with PTO
interface option C, no further cabling or functionalities are necessary in the
power management system (PMS).
All engines 13 (33)

The PMS sends the actual mechanical power of the PTO (PPTO, actual) to the
ECS. The ECS ensures that the actual total engine power (PLIM, engine) in service
is limited to the fixed limit for propulsion power (PLIM, propulsion) plus the actual
PTO power (PPTO, actual):
PLIM, engine = PLIM, propulsion + PPTO, actual
The value of the power limitation for maximum propulsion power (PLIM, propulsion)
is fixed and can in no circumstances be lifted or modified. When the PMS in-
forms the ECS that PTO operation is needed, and this is acknowledged by
the ECS, an engagement offset of approx. 5% of PSMCR is added to the actual
PLIM, engine to allow load transfer to the PTO. As long as the PTO is engaged, the
engagement offset is added to the PLIM, engine to allow load fluctuations for the
PTO. The combined power output of the engine, PPTO, actual and PLIM, propulsion, is
logged continuously. Since the engine can deliver the full PSMCR, when full PTO
power is exploited, the engine is certified as usual in accordance with PSMCR.
Furthermore, the SFOC of the engine is not affected by the application of PTO
option 2 for EEDI, and auxiliary capacities cannot be reduced as the engine
remains able to develop 100% power.
The engine load diagram in Fig. 2.03.06 is based on an SMCR with a fixed
limitation for propulsion power determined as: PLIM, propulsion = PSMCR - PPTO. In an
actual example of the PTO power in service (PPTO, actual), a variable limitation is
used for the total engine power: (PLIM, engine = PLIM, propulsion + PPTO, actual), thereby
ensuring that the fixed limitation for propulsion power (PLIM, propulsion) is not ex-
ceeded.
2024-09-25 - en
Fig. 2.03.06: Example of an engine load diagram based on an SMCR with a

fixed limitation for propulsion power
14 (33) All engines

Recommendations for designing propulsion plants for PTO option 2 for EEDI
The PTO layout guidance for this application deviates from MAN Energy Solu-
tions’ standard PTO layout guidance as described previously in Chapter 2:
The propulsion and PTO power in total is to be designed for 100% of PSMCR,
and not the maximum 95% of PSMCR recommended for standard PTO layouts.
The difference between the guidelines is reflected in the PTO layout limit for
option 2 in Fig. 2.03.06, where Nrel is the speed relative to the speed at SMCR
(NSMCR):
PTO layout limit for option 2 = 100 x (Nrel/100)2.4
The special PTO layout limit for option 2 is necessary since it is not possible to
exploit the 5% power margin of the standard guideline for heavy running of
the propeller, because the propulsion power will be limited to PLIM, propulsion re-
gardless of whether the propeller is heavy running or not.
Instead, the higher power allowed under the EEDI by applying PTO option 2
for plants with high PTO power capacities provides an inherent service margin
for PTO power.
The limitations for PTO power relative to PSMCR, as described previously in sec-
tion 2.03 of the Project Guide, prevail irrespective of the use of PTO option 2
for EEDI. It means that for fixed pitch propeller plants, a PTO power of up to
15% of PSMCR is possible without plant-specific evaluations, and up to 10% of
PSMCR for controllable pitch propellers.
If the amount of resistance added to the propeller makes it so heavy running
that the limited propulsion power (PLIM, propulsion) is encountered at a shaft speed
below SMCR (NSMCR), the engine cannot be loaded to 100% PSMCR. In this
case, the combined propulsion and PTO power will be subject to the limits for
continuous operation of the engine.
It is recommended to have a speed margin in the design for heavy running of
the propeller. The propeller light running margin can be increased to a level
where PLIM, propulsion, along the light propeller curve, and PPTO combined is
reached at speeds above NSMCR. Such a margin is included in the light pro-
peller curve for the example in Fig. 2.03.06, where PLIM, propulsion, along the light
propeller curve, + PPTO attains 100% engine load at 102% speed.
The engine cannot necessarily attain 100% engine load in light sea trial condi- 2.03 Engine layout and load diagram
tion as a result of the combined propulsion and PTO power. This will be the
case if the maximum allowable speed along the light propeller curve regarding
engine or torsional vibration conditions is below the speed at which PLIM, propulsion
is reached.
It is recommended to design the propeller and intermediate shaft to the full
torque of PSMCR. If a winding failure occurs on the PTO, or similar, which res-
2024-09-25 - en
ults in a total load loss for the PTO, the shafting can instantaneously experi-
ence the full engine torque before the fuel index can be regulated to corres-
pond to PLIM, propulsion. The shafting system cannot be designed as for an engine
with an SMCR corresponding to PLIM, propulsion due to the higher torque available
from the higher power installed.
For examples on the application of PTO option 2 for EEDI, see the concluding
examples in the latter part of this section. For support regarding layout of
PTO/PTI, classification and application of PTO option 2 for EEDI, contact Mar-
ineProjectEngineering2s@man-es.com
All engines 15 (33)

AWC functionality
The AWC functionality is only available for single fuel diesel engines equipped
with high-efficiency turbochargers. The AWC function is introduced for ME-C
10.5 and 9.7 engines. If the AWC function is installed, it can be activated by
pushing the “Increase limitation”-button, found on all ME-C engines.
There is no limitation on the duration of engine operation in the area of the
AWC function. As such, the increased power produced may be utilised when
evaluating a ship designs compliance with IMO minimum propulsion power re-
quirements.
Ice-classed ships are designed to operate in ice, and ice operation is therefore
not an emergency running condition. The AWC functionality is therefore not
applicable for compliance with ice-class power requirements, or similar re-
quirements that the ship is designed for (not emergency). For ice-classed
ships, the standard, or if selected, the rpm-extended load diagram, should be
applied as usual.
Based on the same argument as for ice-classed ships, the AWC functionality
does not increase the power available for PTO. The reason is that the opera-
tion of a PTO is not an emergency running condition. A PTO installation must
still comply with the PTO layout limits, and the governor stability criteria.
As a countermeasure to the temperature increase from heavy running, the
AWC functionality alters the cyclic process of the combustion by changing the
fuel injection timing and the exhaust valve timing. This improves thermal con-
ditions in the combustion chamber at a cost of an increased SFOC. The
SFOC penalty depends on the specific load conditions. Due to the increased
SFOC, the AWC functionality should not be considered a replacement for an
adequate light running margin.
When the engine is not running heavier than the normal load diagram, the
AWC functionality has no effect and does not affect the SFOC or emissions.
For ships frequently operating in adverse weather conditions, an increased
light running margin combined with an extended load diagram will ensure a
lower SFOC during (such) encounters of adverse weather than the AWC func-
tion. See the later section about extended load diagrams. For specific enquir-
ies towards the availability of the AWC functionality, contact MarineProjectEn-

gineering2s@man-es.com. For specific projects applying AWC, send the tor-
sional vibration calculation (TVC) to MAN Energy Solutions, Copenhagen at
RDCPH@man-es.com.
2024-09-25 - en
16 (33) All engines

Rpm-extended load diagram

When a ship with fixed pitch propeller operates in normal sea service, it will in
general operate around the design/light propeller curve (line 6) as shown on
the standard load diagram in Fig. 2.03.07.
Fig. 2.03.07: Rpm-extended load diagram for a speed derated engine with an
extreme increase of the light running margin
Sometimes, when operating in heavy weather or ice, the performance of the

fixed pitch propeller will be characterised as more heavy running. For equal
power absorption of the propeller, the propeller speed will be lower, and the
propeller curve will move to the left.

As the low-speed main engines are directly coupled to the propeller, the en-
gine has to follow a fixed pitch propeller also in heavy running propeller situ-
ations. For this type of operation, there is normally enough margin in the load
area between line 6 and the normal torque/speed limitation, line 4. It requires
that the light running margin is within recommendations, see Fig. 2.03.02.
For some ships and operating conditions, it would be an advantage – when
occasionally needed – to have a maximum margin for the torque increase
2024-09-25 - en
from the light propeller curve (line 6) to the torque/speed limit (line 4).
If the vessel has a fixed pitch propeller which requires a high light running
margin, an rpm-extended load diagram is relevant. Torsional vibration condi-
tions must permit this, and the classification society in question must approve
the solution.
The high light running margin, and rpm-extended load diagram is especially
relevant when at least two of the listed cases apply to the ship:
▪ Sailing in areas with frequent encounters of heavy weather, especially for
low-powered ships with blunt bows
▪ Sailing for long periods in shallow or otherwise restricted waters
All engines 17 (33)

▪ A high ice class

▪ Two fixed pitch propellers/two main engines, where one propeller/one en-
gine is declutched/stopped for some reason
▪ Large electric loads and according to PTO capacity.
See the examples in the following section about application of the rpm-exten-
ded load diagram.
Combinator curves for CPP propulsion plants

In principle, a controllable pitch propeller (CPP) can load the engine in any
point within the load diagram. It means that the engine can operate along a
combinator curve with optimised pitch settings and propeller speed, making it
possible to operate the total propulsion system with optimum efficiency.
There are three modes for operating a ship with a CPP, as reflected in Fig.
2.03.08:
▪ Constant engine speed (generator mode) – red line
▪ Fixed combinator curve – black curve (6)
▪ Adaptive combinator curve - this mode continuously adapts/controls pitch
and rpm, typically based on a combinator curve
2024-09-25 - en
Fig. 2.03.08: Combinator curve and engine load diagram. The constant rpm
curve can also be referred to as the generator curve. The exact speed of the
generator curve will depend on the gear ratio of the PTO
Recommendations will be given regarding:

▪ Two-stroke engines coupled directly with a CPP without PTO
18 (33) All engines

▪ Additional recommendation for two-stroke engines coupled directly with a

CPP and PTO
Controllable pitch propeller operating without PTO
Constant engine speed mode

For plants without PTO, the constant speed mode is typically used for, but not
limited to, manoeuvring as the ship approaches port. Operating the engine at
high speed and low pitch ensures the maximum margin to the load limitations
of the engine and the fastest response to any load change.
It is recommended avoiding continuous operation in the low-load area of the
engine and at high propeller speed close to SMCR speed, due to:
▪ Potential risk of erosive pressure side cavitation
▪ Relatively higher losses of propeller and engine
Fixed combinator curve

A fixed combinator curve implies that the engine operates at a certain speed
and the CPP load controller sets an associated pitch, depending on the set-
ting of the machinery telegraph. When operating along a combinator curve,
the shaft speed is reduced at lower loads. This will reduce the losses of the
propeller and the engine at lower loads and increase the propulsion plant effi-
ciency.
Fig. 2.03.09 shows a typical fixed combinator curve, which consists of two
constant speed parts and one combinator part

2024-09-25 - en
Fig. 2.03.09: Typical fixed combinator curves for controllable pitch propellers
without PTO
All engines 19 (33)

The minimum constant speed part (point A to B) is typically placed after the
upper end of a barred speed range (BSR), if any. The maximum constant
speed part (point C to D) with an increased pitch is typically laid out as the
SMCR speed, so only the pitch is increased to attain 100% load. However, up
to 105% of the SMCR speed is available, as for an engine connected to a
fixed pitch propeller (FPP).
The combinator part (point B to C), is the part of the combinator curve that
connects the constant speed parts. Usually, the propeller design point is
within the range of the combinator part. The pitch can be constant along this
part, or it can follow a preset combination of speeds and different pitch set-
tings.
During the encounter of heavy weather, or fouling of the hull, the response
from a fixed combinator curve is similar to that of an FPP propeller curve.
The torque required from the propeller increases when the resistance of the
hull increases, which leads to a heavier running engine and higher SFOC. The
result is higher thermal loading of the engine. To achieve an adequate margin,
it is recommended that any arbitrary point along the fixed combinator curve
follows the recommendation of the FPP light running margin (LRM). This mar-
gin is 4–7%, and in special cases up to 10%, except for the pitch-in at SMCR
speed.
When reaching the engine limits for continuous operation, the propeller pitch
must be reduced, if the engine speed is not to be reduced.
Adaptive combinator curve

Typically, adaptive or dynamic combinator curves are based on fixed combin-
ator curves, and they can be applied to vessels experiencing resistance vari-
ations.
For long-term operation of plants with an adaptive combinator curve/propeller
pitch, it is recommended loading the engine no heavier than the engine layout
curve (line 1 or 2).
Short-term loading of the engine beyond the engine layout curve and up to
the limits of continuous operation (line 4) is available for acceleration, peak
wave resistance, etc., without adjusting the pitch. When reaching the limit for
continuous operation, the pitch must be reduced to maintain the engine

speed.
The pitch adjustment capabilities of a CPP together with the adaptive combin-
ator curve enable an operating curve where the engine is not operated heavier
than given by the engine layout curve. Furthermore, the benefits are that the
SFOC does not increase as a result of engine heavy running, and that the
thermal load of the engine is reduced.
2024-09-25 - en
20 (33) All engines

Controllable pitch propeller operating with PTO
Constant engine speed mode (generator mode)

A constant engine speed is mainly relevant when operating a synchronous
PTO connected to a grid without a frequency converter, or for manoeuvring.
For plants with a PTO exceeding 10% of the SMCR power, the margin to-
wards engine overspeed during a total loss of shaft generator load at zero or
low pitch should be considered. See the section on governor stability, and for
further information contact MarineProjectEngineering2S@man-es.com.
Fixed combinator curve

For CPP propulsion plants with PTO and a fixed combinator curve, it is re-
commended designing the combinator curve so that the combined load of
propulsion power and maximum PTO output is within the PTO layout limit (line
10 in Fig. 2.03.08) at any speed.
For any combinator curve, the margin between the propulsion power design
points and the PTO layout limit should be large enough to cover the maximum
PTO mechanical power within the PTO layout limit at any speed. See Fig.
2.03.10.

2024-09-25 - en
Fig. 2.03.10: Typical fixed combinator curve for controllable pitch propellers
with PTO
Although the power of the intended PTO is within the PTO layout limit for a
combinator curve heavier than 4% LRM, the recommendation of a combin-
ator curve corresponding to at least 4% LRM prevails, for any point on the
combinator curve. Some CPP plants have a PTO capacity larger than required
at sea because the main engine driven PTO supplies power to the thrusters
during manoeuvring. In such cases, the maximum PTO power required at sea
All engines 21 (33)

can be considered the margin between the combinator curve and the PTO
layout limit (line 10). However, the general recommendation of 4–7% LRM, up
to 10% in special cases, prevails.
Adaptive combinator curve

Assuming that the full PTO capacity at a given speed is not utilised for plants
with an adaptive combinator curve/propeller pitch. In this case, it is recom-
mended not to operate with a combined load of propeller and PTO, which is
heavier than the engine layout curve (line 1, 2 in Fig. 2.03.08).
Short-term loading of the engine beyond the layout curve and up to the limits
of continuous operation (line 4) is available for acceleration, start of heavy
electric consumers, etc., without adjusting the pitch.
The dynamic capabilities of the CP propeller can reduce the level of heavy
running by reducing the propeller torque to counter a torque increase of driv-
ing a PTO. This will reduce the SFOC not only for the power taken out for the
grid, but also for the power used to propel the vessel.
2024-09-25 - en
22 (33) All engines

Examples of the use of load diagrams

In the following, various examples illustrate the flexibility of the layout and load
diagrams.
Example 1: Engine coupled to FPP without PTO

In this example, which represents a typical application of marine two-stroke
engines, typical values of 7%, engine margin, and 15% sea margin are in-
cluded. A light running margin in the higher range of the recommended 4–7%
(up to 10% in special cases) is displayed for the sake of the example.
The maximum speed acceptable for an engine with a standard load diagram
is the minimum value of 110% SMCR-speed or 105% L1-speed. If torsional vi-
bration conditions permit it, 107% of the SMCR-speed will be available for
continuous operation, even if the light propeller curve extends beyond the lay-
out diagram, see Fig. 2.03.11.
Fig. 2.03.11: Engine coupled to a fixed pitch propeller without shaft generator.
The load diagram is the result of selecting the MP/SMCR within the layout
area, 15% sea margin, 10% engine margin, and 7% light running margin.
2024-09-25 - en
All engines 23 (33)

Example 2: Engine coupled to FPP with PTO

In this example, the SMCR is determined by using the regular method for de-
termining PD and adding margins. Thereafter, it is investigated whether the
desired PTO of 9% of the SMCR can be accommodated within the PTO lay-
out limit.
As seen on Fig. 2.03.12, the power of the light propeller curve plus the power
of the PTO lies well within the PTO layout limit (line 10 in Fig. 2.03.08), which
is up to 102% of the SMCR speed (96% relative to L1 on Fig. 2.03.12). At a
shaft speed above this, the PTO output must be reduced.
Fig. 2.03.12: Engine coupled to a fixed pitch propeller, and shaft generator.
area, the PTO layout limit, and light propeller curve plus PTO power (dashed).
2024-09-25 - en
24 (33) All engines

Since the PTO power is less than 10% of the SMCR power, only first governor
stability criteria should be considered. There is no need for further considera-
tions about the impact of the PTO towards governor stability. As an example
of evaluating according to the first governor stability criteria, consider a
6S60ME-C10 engine and:
▪ NMCR (L1) of 14,940 kW at 105 rpm (80% of L1 as on Fig. 2.03.12)
▪ SMCR of 11,950 kW at 99.8 rpm (95% of L1 as on Fig. 2.03.12).
For a mechanical PTO power of:

▪ 9% of SMCR, which corresponds to: 0.09 x 11,905 = 1,070 kW
▪ available in a speed range from 80 - 102% of SMCR
which is: 80% x 95% = 76% to 102% x 95% = 97% of NMCR.
Absolute Relative to SMCR Relative to NMCR
Speed [rpm] Power [kW] Speed [%] Power [%] Speed [%] Power [%]
101.8 1070 102 9.0 97 7.2
79.8 1070 80 9.0 76 7.2
59.9 800 60 6.7 57 5.4
Table 2.03.02: Values of PTO realtive to an SMCR of 11950 kW at 99.8 rpm

relative to NMCR of 14940 kW at 105 rpm.
This is plotted relative to the first governor stability criteria, as this PTO power
represents 7.2% of the power at NMCR. The PTO is available down to 60% of
SMCR speed, and it delivers a constant torque between 60% and 80% of
SMCR speed. It means that the PTO delivers a reduced power proportional to
the speed reduction, compared to the speed at which the nominal PTO
power is available: 60%/80% x 1070 = 800 kW. This corresponds to 5.4% of
NMCR power and 60% x 95% = 57% of the NMCR speed. This is depicted in
Fig. 2.3.13.

2024-09-25 - en
Fig. 2.03.13: First governor stability criteria for maximum mechanical PTO and
PTO power in the example with an 6S60ME-C10, see table 2.
All engines 25 (33)

Example 3: Engine coupled to FPP with PTO, and increased light running margin
In this example, a PTO of 18% of the SMCR is desired, which represents a
larger percentage of the SMCR power than considered in example 2.
To accommodate the larger PTO in a desired range of 80–100% of the
SMCR-speed (75–95% on Fig. 2.03.14), the light running margin is increased
to 9%. For the present SMCR located at 95% of the L1-speed, a 9% light run-
ning margin is still within the limit given by the minimum value of 110% SMCR-
speed, or 105% L1-speed.
As the PTO power exceeds 15% of the SMCR power, interface option C
between the power management system and the engine control system is a
prerequisite for applying the PTO to ensure sufficient governor stability. A
plant specific evaluation of the governor stability is part of the application of in-
terface option C.
Fig. 2.03.14: Engine coupled to a fixed pitch propeller and shaft generator.
area, the PTO layout limit (line 10), and the light propeller curve plus the PTO
power (dashed).
Example 4: Engine coupled to FPP with PTO, increased SMCR power, and rpm-extended load
diagram
2024-09-25 - en
In this case, an increase of the PTO power to 24% of the SMCR power is
considered. If considering the same absolute propeller curve as in example 3,
the power cannot be accommodated within the PTO layout limit. For the sake
of example, it is not desirable to increase the propeller light running margin
further by decreasing the propeller pitch since it affects the propeller efficiency
negatively.
To accommodate the higher power of the PTO, the SMCR power is increased
by 7% while the SMCR-speed is maintained. This results in an engine that de-
livers a higher torque, see Fig. 2.03.15. The SMCR increase has the con-
sequence that the propeller light running margin at 100% of SMCR power
now corresponds to 11.5% - without changing the propeller pitch.
26 (33) All engines

Fig. 2.03.15: Engine coupled to a fixed pitch propeller, and a very large shaft
generator of 24% of SMCR. The load diagram is the result of selecting the
MP/SMCR within the layout area, the PTO layout limit (line 10), and the light
propeller curve plus the PTO power (dashed line).
In this example, the light propeller curve will deliver 100% power at 111.5% of
SMCR speed, or 106% of L1-speed. This is beyond the criteria of the min-
imum value of 110% of SMCR-speed, or 105% of L1-speed.
For speed-derated engines, it is possible to extend the maximum speed limit
to maximum 105% of the engine’s L1/L2 speed (line 3 in Fig. 2.03.08), but only
if the torsional vibration conditions permit this. Thus, with respect to torsional
vibrations, the shafting has to be approved by the classification society in
question, based on the selected extended maximum speed limit.
When choosing an increased light running margin, the load diagram area may
be extended from line 3 to line 3’, as shown in Fig. 2.03.07.

The increased light propeller curve (line 6), may have a correspondingly in-
creased light running margin before exceeding the torque/speed limit (line 4).
In this example, the rpm extension of the load diagram will have limited effect.
Relative to the SMCR, 105% of L1-speed corresponds to 110.5%. Thereby,
100% power will not be available for continuous operation only by loading the
engine with the propeller and with the hull as in sea trial condition.
For further speed-derated engines, the effects of the rpm-extended load dia-
2024-09-25 - en
gram will be greater.

As for sea trial, 107% of L1-speed is available for demonstrating full power, if
torsional vibration conditions permits, see Fig. 2.03.02. In this example, it cor-
responds to 112.5% of the SMCR. If 100% power is to be available only for
propeller load for continuous operation, the SMCR must be further speed de-
rated, that is, the SMCR point will be moved further to the left in the layout
diagram in Fig. 2.03.15.
All engines 27 (33)

prerequisite for applying the PTO to ensure sufficient governor stability. A
plant specific evaluation of the governor stability is part of the application of in-
terface option C.
Example 5: Engine coupled to CPP without PTO

If a controllable pitch propeller (CPP) is applied, the combinator curve (of the
propeller) will normally be selected for a loaded ship including sea margin. For
a given propeller speed, the combinator curve may have a given propeller
pitch, and it may be heavy running in heavy weather like for a fixed pitch pro-
peller.
Therefore, it is recommended using a light running combinator curve ob-
serving the recommendations for the light running margin for a fixed pitch pro-
peller. For plants equipped with dynamic combinator curves adapting the pro-
peller pitch continuously, it is recommended to seeking an operational point
corresponding to the recommendations for the light running margin for fixed
pitch propellers.
See Fig. 2.03.16 for a typical combinator curve corresponding to 5% light run-
ning margin along the constant pitch part of the combinator curve. Even
without a PTO, some combinator curves are designed not to exceed 100% of
the SMCR-speed, as represented by the dashed line. The engine does not
prevent the combinator curve from continuing at constant pitch beyond 100%
of the SMCR-speed. However, the general speed limits of the engine must be
observed and torsional vibration conditions must permit it.
Sea and engine margins can in general be considered the same as for FP
propellers. However, as the pitch can be reduced in an encounter of adverse
weather conditions, there are no reasons for applying the AWC functionality.
2024-09-25 - en
Fig. 2.03.16: Engine coupled to a controllable pitch propeller without shaft

generator. The load diagram is the result of selecting the MP/SMCR within the
layout area.
28 (33) All engines

Example 6: Engine coupled to CPP with PTO

In this example, a PTO of 15% of the SMCR is desired which requires a com-
binator curve corresponding to 7% light running margin to accommodate the
PTO within the PTO layout limit, see Fig. 2.03.17.
Fig. 2.03.17: Engine coupled to a controllable pitch propeller with a shaft gen-
erator corresponding to 15% of the SMCR power. The load diagram is the
result of selecting the MP/SMCR within the layout area.
As for a fixed pitch propeller, the combined load of the combinator curve and
PTO power must lie within the PTO layout limit.
Even if the pitch of the CP propeller can be reduced to accommodate the
PTO, when full PTO power is needed, it may be an advantage to increase the
SMCR power as in example 4, if high ratios of PTO power are to be available.

Especially if full utilisation of the PTO power is foreseen for the major part of
the operational time.
prerequisite for applying the PTO to ensure sufficient governor stability for a
CPP plant. A plant-specific evaluation of the governor stability is part of the
application of interface option C. For CPP plants, this evaluation also con-
siders the margin against overspeed if a total load loss takes place on the
2024-09-25 - en
PTO, while the propeller is at zero pitch. This scenario can take place during
manoeuvring if the PTO drives the thrusters.
Contact Marine Project Engineering2S@man-es.com for enquires and assist-
ance with the layout of the engine.
All engines 29 (33)

Example 7: Utilisation of PTO option 2 for EEDI on an LPG carrier

The following two examples consider the application and impact of applying
PTO option 2 for EEDI. Consider an LPG carrier with a 6G60ME-C10.5-LGIP
engine with:
▪ SMCR of 11,200 kW at 90 rpm
▪ 10% propeller light running margin
▪ PTO with 2,070 kWe power
▪ Considering a 90% efficiency, this results in: PPTO = 2,300 kW mechanic
load.
This example covers the basics of what is shown in the previous Fig. 2.03.06.
The SMCR of 11,200 kW and PPTO = 2,300 kW implies that:
PLIM, propulsion = PSMCR - PPTO = 11,200 - 2,300 = 8,900 kW
Whereby, PME used in the EEDI calculation is:
PME, opt. 2 = 0.75 x PLIM, propulsion = 6,675 kW
This can be compared to the value attained by applying option 1:
PME, opt. 1 = 0.75 x (PSMCR - PPTO)

↕
PME, opt. 1 = 0.75 x (PSMCR - PAE / 0.75) = 0.75 x (11,200 - 530 / 0.75 ) = 7,870
kW
Example 8: Utilisation of PTO option 2 for EEDI on a Kamsarmax (82k dwt) bulk carrier
Consider a Kamsarmax bulk carrier with a 6S60ME-C10.5 engine with:

▪ SMCR in L4 of 9,000 kW at 84 rpm
▪ 7% propeller light running margin
▪ PTO with 900 kWe power, a replacement for one of the typically three
auxiliary engines
▪ Considering a 90% efficiency, this results in PPTO = 1,000 kW mechanic
2024-09-25 - en
load.
The SMCR of 9,000 kW and PPTO = 1,000 kW imply that:
PLIM, propulsion = PSMCR - PPTO = 9,000 - 1,000 = 8,000 kW
PME, opt. 2 = 0.75 x PLIM, propulsion = 6,000 kW
30 (33) All engines

This can be compared to the value attained by applying option 1:

PME, opt. 1 = 0.75 x (PSMCR - PPTO)
↕
PME, opt. 1 = 0.75 x (PSMCR - PAE / 0.75) = 0.75 x (9,000 - 450 / 0.75 ) = 6,300 kW
If the vessel had to attain the same EEDI as per PTO option 2 for EEDI without
the PTO, the SMCR of the engine should be approx. 8,000 kW. However, this
rating would imply a change of engine selection to a 5S60ME-C10.5 with
SMCR of 8,000 kW at 84 rpm.
Fig. 2.03.18 shows the difference between limitations for continuous loading
for these two different ratings, when applying the same absolute propeller with
a light running margin of 7% to the original SMCR.
Fig. 2.03.18: Difference in limits for continuous loading of engines with an

SMCR of 9,000 kW at 84 rpm relative to an SMCR of 8,000 kW at 84 rpm. By
2024-09-25 - en
applying PTO option 2 for EEDI for the high SMCR, it is possible to attain the
same EEDI value as for the low SMCR without PTO.
Furthermore, it illustrates that by applying PTO option 2 for EEDI, it is possible
to apply an engine with a higher rating than otherwise applicable. This would
enable a higher torque for the same EEDI value as without PTO, thereby en-
suring that there is a good margin for operation of the PTO in calm waters and
less ideal conditions alike. This allows for a high utilisation rate of the PTO in
service to the benefit of the overall plant efficiency. In this specific example,
the derating extent for the 6S60ME-C10.5 engine is furthermore greater than
for the 5S60ME-C10.5 engine, resulting in a lower SFOC.
All engines 31 (33)

PTO layout table

Maximum (mechanical) PTO power [% of SMCR power] as a function of engine speed and propeller light running margin
Engine Propeller light running margin [%]
speed [% of
SMCR]
4% 5% 6% 7% 8% 9% 10%
50% 7.8 8.1 8.5 8.7 9.0 9.3 9.6
51% 8.1 8.4 8.7 9.0 9.3 9.6 9.9
52% 8.3 8.7 9.0 9.3 9.7 10.0 10.3
53% 8.6 8.9 9.3 9.6 10.0 10.3 10.6
54% 8.8 9.2 9.6 9.9 10.3 10.6 11.0
55% 9.0 9.4 9.8 10.2 10.6 11.0 11.3
56% 9.3 9.7 10.1 10.5 10.9 11.3 11.7
57% 9.5 10.0 10.4 10.8 11.2 11.6 12.0
58% 9.7 10.2 10.7 11.1 11.6 12.0 12.4
59% 9.9 10.4 10.9 11.4 11.9 12.3 12.8
60% 10.1 10.7 11.2 11.7 12.2 12.7 13.1
61% 10.4 10.9 11.5 12.0 12.5 13.0 13.5
62% 10.6 11.2 11.7 12.3 12.8 13.3 13.8
63% 10.8 11.4 12.0 12.6 13.1 13.7 14.2
64% 11.0 11.6 12.3 12.9 13.5 14.0 14.6
65% 11.1 11.8 12.5 13.1 13.8 14.4 14.9
66% 11.3 12.1 12.8 13.4 14.1 14.7 15.3
67% 11.5 12.3 13.0 13.7 14.4 15.0 15.6

68% 11.7 12.5 13.2 14.0 14.7 15.3 16.0
69% 11.8 12.7 13.5 14.2 15.0 15.7 16.4
70% 12.0 12.9 13.7 14.5 15.3 16.0 16.7
71% 12.1 13.0 13.9 14.7 15.5 16.3 17.1
72% 12.3 13.2 14.1 15.0 15.8 16.6 17.4

2024-09-25 - en
73% 12.4 13.4 14.3 15.2 16.1 16.9 17.8
74% 12.5 13.5 14.5 15.5 16.4 17.3 18.1
75% 12.6 13.7 14.7 15.7 16.6 17.6 18.4
76% 12.7 13.8 14.9 15.9 16.9 17.9 18.8
77% 12.8 14.0 15.1 16.1 17.2 18.2 19.1
78% 12.9 14.1 15.2 16.3 17.4 18.4 19.4
79% 13.0 14.2 15.4 16.5 17.7 18.7 19.8
32 (33) All engines

Maximum (mechanical) PTO power [% of SMCR power] as a function of engine speed and propeller light running margin
80% 13.0 14.3 15.5 16.7 17.9 19.0 20.1
81% 13.1 14.4 15.7 16.9 18.1 19.3 20.4
82% 13.1 14.5 15.8 17.1 18.3 19.5 20.7
83% 13.1 14.5 15.9 17.3 18.6 19.8 21.0
84% 13.1 14.6 16.0 17.4 18.8 20.0 21.3
85% 13.1 14.7 16.1 17.6 19.0 20.3 21.6
86% 13.1 14.7 16.2 17.7 19.1 20.5 21.8
87% 13.0 14.7 16.3 17.8 19.3 20.7 22.1
88% 13.0 14.7 16.4 18.0 19.5 21.0 22.4
89% 12.9 14.7 16.4 18.1 19.6 21.2 22.6
90% 12.8 14.7 16.4 18.1 19.8 21.4 22.9
91% 12.8 14.6 16.5 18.2 19.9 21.6 23.1
92% 12.6 14.6 16.5 18.3 20.0 21.7 23.4
93% 12.5 14.5 16.5 18.4 20.2 21.9 23.6
94% 12.4 14.5 16.5 18.4 20.3 22.1 23.8
95% 12.2 14.4 16.4 18.4 20.4 22.2 24.0
96% 12.0 14.2 16.4 18.4 20.4 22.3 24.2
97% 11.0 13.3 15.5 17.6 19.7 21.7 23.6
98% 9.4 11.8 14.1 16.3 18.4 20.4 22.4
99% 7.8 10.2 12.6 14.8 17.0 19.1 21.2
100% 6.1 8.6 11.0 13.4 15.6 17.8 19.9
101% 3.4 6.0 8.5 10.9 13.2 15.4 17.6
102% 0.7 3.3 5.9 8.4 10.8 13.1 15.3
103% 0.0 0.6 3.3 5.8 8.3 10.6 12.9

104% 0.0 0.0 0.6 3.2 5.7 8.1 10.5
105% 0.0 0.0 0.0 0.5 3.1 5.6 8.0
106% 0.0 0.0 0.0 0.0 0.5 3.0 5.5
107% 0.0 0.0 0.0 0.0 0.0 0.4 3.0

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108% 0.0 0.0 0.0 0.0 0.0 0.0 0.4
109% 0.0 0.0 0.0 0.0 0.0 0.0 0.0
110% 0.0 0.0 0.0 0.0 0.0 0.0 0.0

90072044087508363
Table 2.03.03: Maximum (mechanical) PTO power (a percentage of SMCR

power) as a function of engine speed, and propeller light running margin
90072044087508363
All engines 33 (33)

90072044087508363
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All engines
Load diagram for an actual project
2.04 Load diagram for an actual project

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9007250794919435
All Engines 1 (1)

9007250794919435
2.04 Load diagram for an actual project
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All Engines
SFOC guarantee conditions

The specific fuel oil consumption (SFOC) is given in g/kWh based on the refer-
ence ambient conditions stated in ISO 3046-1:2002(E) and ISO
15550:2002(E):
▪ 1,000 mbar ambient air pressure
▪ 25°C ambient air temperature
▪ 25°C scavenge air coolant temperature.
The SFOC is based on fuels with lower calorific values (LCV) as specified in
Table 2.05.01.
Fuel type (Engine type) LCV [kj/kg]
Diesel 42,700
Methane (GI) 50,000
Ethane (GIE) 47,500
Methanol (LGIM) 19,900
LPG (LGIP) 46,000
178 69 17-6.0.0
Table 2.05.01: Lower calorific values of fuels

For ambient conditions that are different from the ISO reference conditions,
the SFOC will be adjusted according to the conversion factors in Table
2.05.02.
With Without
Pmax Pmax
adjusted adjusted
Parameter Condition change SFOC SFOC

change change
Scav. air coolant temperature per 10°C rise +0.60% +0.41%
Blower inlet temperature per 10°C rise +0.20% +0.71%
Blower inlet pressure per 10 mbar rise -0.02% -0.05%

2.05 SFOC guarantee conditions
Fuel, lower calorific value per 1% -1.00% -1.00%
178 69 18-8.0.0
Table 2.05.02: Specific fuel oil consumption conversion factors

2024-05-02 - en
A 1°C increase of the scavenge air coolant temperature, results in a corres-

ponding 1°C increase of the scavenge air temperature, and if pmax is un-
changed SFOC increases 0.06%.
All Engines 1 (4)

SFOC guarantee
The SFOC guarantee refers to the above ISO reference conditions, the lower
calorific values, and is valid for one running point only.
The energy efficiency design index (EEDI) has increased the focus on partload
SFOC. We therefore offer the option of selecting the SFOC guarantee at a
load point in the range between 50% and 100%.
All engine design criteria, for example heat load, bearing load and mechanical
stresses on the construction, are defined at 100% load, independent of the
guarantee point selected. This means that turbocharger matching, engine ad-
justment and engine load calibration must also be performed at 100% load,
independent of the guarantee point. At 100% load, the tolerances are com-
pensated for by matching, adjustment and calibration, the SFOC tolerance is
5%.
When choosing an SFOC guarantee below 100%, the tolerances will affect
engine running at the lower SFOC guarantee load point. This includes toler-
ances on measurement equipment, engine process control, and turbocharger
performance.
Consequently, the SFOC guarantee depends on the selected guarantee point,
and it s given with a tolerance of:
Engine load SFOC tolerance

(% of SMCR)
100 - 85% 5%
<85 - 65% 6%
<65 - 50% 7%
Table 2.05.03: SFOC tolerance depending on engine load
Please note that the SFOC guarantee can only be given in one (1) load point.
2024-05-02 - en
2 (4) All Engines

Cooling water temperature during normal operation

In general, it is recommended to operate the main engine with the lowest pos-
sible cooling water temperature to the air coolers, as this will reduce the fuel
consumption of the engine and improve the engine performance.
When operating with 36°C cooling water temperature setpoint instead of, for
example, 10°C (to the air coolers), the SFOC will increase by approx. 2 g/
kWh.
With a lower cooling water temperature, the air cooler and water mist catcher
will remove more water from the compressed scavenge air. This has a posit-
ive effect on the cylinder condition as the humidity level in the combustion
gasses is lowered, and the tendency to condensation of acids on the cylinder
liner is thereby reduced.
Derating for lower specific fuel oil consumption
Fig. 2.05.01: Layout diagram showing MEP derating along L1-L2 (reduced
SFOC) and power and speed derating along L1-L3 (SFOC is unchanged)
The ratio between the maximum firing pressure (Pmax) and the mean effective
pressure (MEP) is influences the efficiency of a combustion engine. If the Pmax/
MEP ratio is increased, the SFOC will be reduced.
The engine is designed to withstand a certain Pmax and this Pmax is utilised by
the engine control system when other constraints do not apply.
The maximum MEP can be chosen in a range of values defined by the layout
2024-05-02 - en
diagram of the engine, and it is therefore possible to specify a reduced MEP

to achieve a reduced SFOC. This concept is known as MEP derating or
simply derating, see Fig. 2.05.01.
If the layout point is moved parallel to the constant MEP lines, SFOC is not re-
duced, see Fig. 2.05.01.
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All Engines 3 (4)

Engine choices when derating

Due to requirements to ship speed and possibly shaft generator power out-
put, derating is often not achieved by reducing MCR power. Instead, if al-
lowed under the EEDI, a larger engine is selected to be able to choose a
lower MEP rating, for example an engine of the same type but with an extra
cylinder.
Derating reduces the overall SFOC level. The actual SFOC for a project will
also depend on other parameters such as:
▪ Engine tuning method
▪ Engine running mode (Tier II, Tier III)
▪ Operating curve (fixed pitch propeller, controllable pitch propeller)
▪ Actual engine load
▪ Ambient conditions.
The actual SFOC for an engine can be found using the CEAS application
available at www.man-es.com --> 'Planning Tools & Downloads' --> 'CEAS
Engines Calculations'
It is possible to use CEAS to investigate the effect of derating for a particular
engine by running CEAS for different engine ratings, for example the L1 rating
(not MEP derated) and the L2 rating (fully MEP derated). This information can
be used in the initial design work where the basic layout of the propulsion
plant is decided.
Example of SFOC curves

Fig. 2.05.02 shows examples of SFOC curves for high-load tuning, part-load
(EGB-PL) and low-load (EGB-LL) exhaust gas bypass tuning for a tier II engine
operating with a fixed pitch propeller.
2024-05-02 - en
Fig. 2.05.02: Influence on SFOC from engine tuning method and actual en-
gine load
As an example, Fig. 2.05.02 illustrates the relative changes in SFOC due to
the engine tuning method and the engine load. The graphs in this figure are
only examples. Use CEAS to get actual project values.
Tier III engines do not offer the option for load tuning while in tier II mode, as
the parameters controlling the combustion process are already fixed in order
to meet both Tier II and Tier III demands.
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4 (4) All Engines

Fuel consumption in an arbitrary operating point

Once the specified MCR (M) of the engine has been chosen, the specific fuel
oil consumption in an arbitrary point S1, S2 or S3, can be estimated based on
the SFOC in points ‘1’ and ‘2’. See Fig. 2.06.01.
The SFOC values in points ‘1’ and ‘2’ can be found by using our CEAS ap-
plication, for the propeller curve I and for the constant speed curve II, giving
the SFOC in points 1 and 2, respectively. See section 20.02.
Next the SFOC for point S1 can be calculated as an interpolation between the
SFOC in points ‘1’ and ‘2’, and for point S3 as an extrapolation.
The SFOC curve through points S2, on the left of point 1, is symmetric with re-
spect to point 1. It means that at speeds lower than that of point 1, the SFOC
will also increase.
The above-mentioned method provides only an approximate value. A more
precise indication of the expected SFOC at any load can be calculated. This is
a service which is available to our customers on request. Contact MAN En-
ergy Solutions, Copenhagen at MarineProjectEngineering2S@man-es.com.
2.06 Fuel consumption in an arbitrary operating point
Fig. 2.06.01: SFOC at an arbitrary load

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All Engines 1 (1)

9007250795523467
2.06 Fuel consumption in an arbitrary operating point
2023-01-18 - en
All Engines
01 Engine design
07 Fuel
08 Lubricating oil

14 Scavenge air
15 Exhaust gas
21 Appendix
61146973323
1 (1)

Turbocharger selection
General
Updated turbocharger data based on the latest information from the tur-
bocharger makers are available from the Turbocharger selection program on
www.man-es.com --> 'Turbocharger selection'.
The data specified in the printed edition are valid at the time of publishing.
The MAN B&W engines are designed for the application of either MAN,
Accelleron or MHI turbochargers.
The turbocharger choice is made with a view to obtaining the lowest possible
Specific fuel oil consumption (SFOC) values at the nominal MCR by applying
high efficiency turbochargers.
The engines are, as standard, equipped with as few turbochargers as pos-
sible, see Table 3.01.01 & 3.01.02.
One more turbocharger can be applied, than the number stated in the tables,
if this is desirable due to space requirements, or for other reasons. Additional
costs are to be expected.
However, we recommend the ‘Turbocharger selection’ program on the Inter-
net, which can be used to identify a list of applicable turbochargers for a spe-
cific engine layout.
For information about turbocharger arrangement and cleaning systems, see
Section 15.01.
High efficiency turbochargers for the S70ME-C10.5 engines - L1 output

Cylinders MAN Accelleron MHI
5 1×TCT50 1×A270 1×MET53MBII
1×TCA77 1×A275 1×MET66MBII
6 1×TCT60 1×A275 1×MET60MBII

7 1×TCA77 1×A275 1×MET66MBII

8 1×TCA77 1×A275 1×MET66MBII

3.01 Turbocharger selection
45036049481964683
Table 3.01.01: High efficiency turbochargers

2024-08-13 - en
S70ME-C10.5 1 (2)
High efficiency turbochargers for the S70ME-C10.5-EcoEGR engines - L1 output

5 1×TCT40 1×A265 1×MET48MBII
6 1×TCT50 1×A270 1×MET53MBII

1×A275 1×MET66MBII
7 1×TCT60 1×A270 1×MET60MBII

1×A280 1×MET71BII
8 1×TCT60 1×A275 1×MET60MBII

45036049481964683
High efficiency turbochargers for the S70ME-C10.5-EGRBP engines - L1 output

5 1×TCT50 1×A270 1×MET53MBII
6 1×TCT50 1×A270 1×MET53MBII

7 1×TCT60 1×A275 1×MET60MBII

1×A280 1×MET71BII
8 1×TCA77 1×A275 1×MET66MBII

1×MET83MBII
45036049481964683
High efficiency turbochargers for the S70ME-C10.5-HPSCR engines - L1 output

5 1×TCT50 1×A270 1×MET53MBII
6 1×TCT60 1×A275 1×MET60MBII

3.01 Turbocharger selection
7 1×TCA77 1×A275 1×MET66MBII

1×TCA88 1×A270 1×MET83BII
8 1×TCA77 1×A275 1×MET66MBII

2024-08-13 - en

45036049481964683

45036049481964683
2 (2) S70ME-C10.5
Climate conditions and exhaust gas bypass
Extreme ambient conditions

As mentioned in Section 1.04 'Engine power range and fuel oil consumption',
the engine power figures are valid for tropical conditions at sea level: air at
45°C and 1,000 mbar, and 32°C seawater, whereas the reference fuel con-
sumption is given at ISO conditions: air at 25°C and 1,000 mbar, and 25°C
charge air cooling water temperature.
Marine diesel engines are, however, exposed to greatly varying climatic tem-
peratures during winter and summer in arctic and tropical areas. These vari-
ations cause changes of scavenge air pressure, maximum combustion pres-
sure, exhaust gas amounts and temperatures, and specific fuel oil consump-
tion.
For further information about the possible countermeasures, refer to our pub-
lication titled: Influence of Ambient Temperature Conditions
The publication is available at
www.man-es.com → ‘Marine’ → ‘Products’ → ‘Planning Tools and Downloads’
→ ’Technical Papers’.
Arctic running condition

For air inlet temperatures below -10°C, the precautions necessary depend on
the operating profile of the vessel. The following option is one of the possible
countermeasures. The selection of countermeasures, however, must be eval-
uated in each individual case.
3.02 Climate conditions and exhaust gas bypass

Exhaust gas receiver with variable bypass
A compensation for low ambient temperatures can be obtained by using an
exhaust gas bypass system.
This arrangement ensures that only part of the exhaust gas goes via the tur-
bine of the turbocharger, and therefore less energy is supplied to the com-
pressor which, in turn, reduces the air supply to the engine.
Note that if an exhaust gas bypass is applied, the turbocharger size and spe-
cification has to be determined by other means than stated in this section.
2024-05-24 - en
80-30MC/MC-C/ME-C/ME-B/-GI/-LGI/-GA 1 (2)
Emergency running condition
Exhaust gas receiver with total bypass flange and blank counterflange
Bypassing the turbocharger completely, so that the exhaust gas does not
enter the turbocharger, is done only in emergency running during turbochar-
ger failures, see Fig. 3.02.01.
This enables the engine to run at a higher load with only one turbocharger un-
der emergency conditions. The engine’s exhaust gas receiver will in this case
be fitted with a bypass flange of approximately the same diameter as the inlet
pipe to the turbocharger. The emergency pipe must be supplied by the yard.
3.02 Climate conditions and exhaust gas bypass
27021648637910667
Fig. 3.02.01: Total bypass of exhaust for emergency running

27021648637910667
2024-05-24 - en
2 (2) 80-30MC/MC-C/ME-C/ME-B/-GI/-LGI/-GA
Emission control
IMO Tier II NOx emission limits

As standard, all ME, ME-B and ME-C/-GI/-GA engines fulfill the IMO Tier II
NOx emission requirements, a speed-dependent NOx limit measured
according to ISO 8178 Test Cycles E2/E3 for Heavy Duty Diesel Engines.
NOx reduction methods for IMO Tier III

As adopted by IMO for future enforcement, the engine must fulfil the more re-
strictive IMO Tier III NOx requirements when sailing in a NOx emission control
area (NECA).
The Tier III NOx requirements can be met by exhaust gas recirculation (EGR), a
method which directly affects the combustion process by lowering the gener-
ation of NOx.
Alternatively, the required NOx level could be met by installing a selective cata-
lytic reduction (SCR) system, an aftertreatment system that reduces the emis-
sion of NOx already generated in the combustion process.
ME-GA engines which operate on gas supplied at low pressure during the
compression (Otto process) also comply with Tier III NOx requirements. The
engine is configured as an EGR engine which utilises the EGR process to pre-
vent knocking and to suppress the methane slip. When operating in fuel oil
mode, the engine operates according to the diesel process and applies the
EGR for Tier II and III compliance.
Details of MAN Energy Solutions' NOx reduction methods for IMO Tier III can
be found in our publication:
Emission Project Guide
The publication is available at www.man-es.com ’Project Guides’ -->’Other
Guides’.
18014450997473291
2024-05-02 - en
3.03 Emission control
ME-C/-GI/-GA and ME-B 1 (1)

18014450997473291
2024-05-02 - en
3.03 Emission control
ME-C/-GI/-GA and ME-B

01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas

21 Appendix
61146978187
1 (1)

Electricity production and hybrid solutions
Introduction
Hotel load and other electric consumptions are significant fuel consumers on
a vessel, second only to propulsion power. It is consistently necessary to pro-
duce most, if not all, of the electricity on board due to the long voyages. The
following machinery produces, running either alone or in parallel, the required
electricity:
1. Auxiliary diesel or dual-fuel generating sets
2. Main engine driven generators
3. Exhaust gas or steam driven turbo generators using exhaust gas waste
heat
4. Emergency diesel generating sets
5. Marine battery systems
6. Solar cells
The machinery installed should be selected based on the environmental im-
pact, and an economic evaluation of first cost, operating costs, spare part
costs, and the demand for work hours for maintenance.
The following sections give technical information about main engine driven
generators (power take-off), different PTO configurations with exhaust gas
and steam driven turbo generators, and auxiliary diesel generating sets pro-
duced by MAN Energy Solutions
Power take-off
4.01 Electricity production and hybrid solutions

A generator coupled to a power take-off (PTO) from the main engine enables
production of electrical power based on the main engine’s low specific fuel oil
and gas consumption (SFOC/SGC). As of 2020, the use of a PTO solution
has a positive effect on the attained EEDI, which can be evaluated according
to IMO rules. The PTO maximum service power should be evaluated regard-
ing two independent aspects:
1. Thermal overload of the engine and
2. Rpm stability/load change capability of the engine.
MAN Energy Solutions has developed guidelines to assist you with the layout
of systems with PTO. See the next paragraph ‘PTO maximum service power’
to assess thermal overload. Refer to section 17.06 ‘Governor stability evalu-
ation for special propulsion plants’ for evaluation of the rpm stability/load
2021-09-21 - en
change capability of the engine. Several standardised PTO systems are avail-
able; see the paragraph ‘Designation’ later in this chapter.
All engines 1 (8)

PTO maximum service power

This document refers to the electrical output of the PTO as PTOE, the mech-
anical input to the PTO from the engine as PTOM and the PTO efficiency as
ηPTO. They are related according to the following law:
PTOE
PTOM = _____
ηPTO
Fig. 4.01.01 shows an example of maximum PTO service power (not neces-
sarily rated power) provided by the PTO maker, that is, how much power is
available for the specific machinery in the speed range. PM is the maximum
selected power of the PTO, and nM the maximum selected speed. PM cannot
coincide with the SMCR power of the engine, but nM can, though it is not al-
ways the case.
The designed maximum service power must observe the guideline of MAN
Energy Solutions. It means that the maximum service power must be within
the boundaries given by the light propeller curve and the PTO layout limit, see
section 2.03 ‘Engine Layout and Load Diagram’.
Due to the general shape of the PTO layout limit and the PTO characteristics,
it is sufficient to verify each corner of the operating range with equation 1,
equation 2, and equation 3 to avoid thermal overload. In Fig. 4.01.01, those
corners are located at 52.5%, 70%, and 100% of the engine speed.
2021-09-21 - en
Fig. 4.01.01: Example of PTO maximum service power
2 (8) All engines

PSMCR and nSMCR is the power, and the engine speed of rotation at the SMCR
point, respectively. n is the specific engine speed of rotation at which the
mechanical PTO power is generated, LRM is the propeller light running mar-
gin, and EMP the engine margin for PTO operation (the minimum recommen-
ded margin is 5%).

2021-09-21 - en
All engines 3 (8)

Designation
A PTO system can be designed in different way. MAN Energy Solutions cat-
egorises a design according to two classifications: engine-to-generator and
generator-to-grid.
The engine-to-generator classification relates to the position of the PTO sys-
tem, and the connection between the engine and the system. The generator-
to-grid classification relates to the frequency of the power fed to the grid, and
the systems between the generator and the grid.
The generator-to-grid classification relates to:
1. The frequency of the power fed to the grid but also to
2. The type of/composition of the systems between the generator and the
grid.
Two positions are available on the engine for the installation of a PTO system:
the aft end (towards the propeller) and the front end. Side-mounted systems
are currently not available. Front-end mounted generators can be mounted
on-engine or on-tank-top.
They can be connected either using an elastic coupling or directly coupled to
the crankshaft. Aft-end mounted generators are mounted either on the shaft
or through a tunnel-gear. Fig. 4.01.02 illustrates the options. It is important to
note that some of the PTO solutions might not be commercially available de-
pending on engine bore size
2021-09-21 - en
Fig. 4.01.02: PTO layout
4 (8) All engines

The fluctuations in the frequency of the output electric current generated by

the shaft generator are proportional to the variation of the engine speed of ro-
tation that occurs during normal operation. Most of the electric equipment
cannot withstand large fluctuations of the current's frequency. As a result, the
system is either limited to a range in which the PTO can be operated, or a fre-
quency control system must be included.
Therefore, MAN Energy Solutions has defined two categories for PTO fre-
quency types, or generator-to-grid systems (Fig. 4.01.03). The first category is
systems with a frequency converter, and the second category is systems with
synchronous frequency. The latter has a possible sub-designation of floating
frequency (Fig. 4.01.04), which is further explained in ‘Floating Frequency Sys-
tem’.
Fig. 4.01.03: PTO frequency type
Fig. 4.01.04: PTO frequency type (optional)
On the design specification order (DSO), there are two spaces to fill in. The
2021-09-21 - en
PTO type, which refers to Fig. 4.01.02 and the PTO frequency type, which
consists of the three options displayed on Figs. 4.01.03 and Fig. 4.01.04.
All engines 5 (8)

Example
Fig. 4.01.05: Example of designation

2021-09-21 - en
6 (8) All engines

Similarity between old and new PTO designations
MAN Energy Solutions has implemented a new way of designating PTO sys-
tems. For this reason, Fig. 4.01.06 shows the relation between old and new
designations. The figure also shows how RENK’s systems are designated.
Side-mounted PTO and RCF (RENK Constant Frequency) solutions are dis-
continued, and therefore no longer offered.
New designation Old designation RENK
FEG FC Not available IFPS
FEG SF BW I GCR RCF*

RCF*
FED FC DMG CFE
FED SF Not available
FTG FC Not available
FTG SF BW II GCR RCF*

RCF*
FTD FC Not available
FTD SF Not available
ASM FC SMG CFE
ASM SF Not available
ATG FC Not available

ATG SF BW IV GCR RCF*
RCF*
N/A BW III* GCR RCF*

RCF*
* Discontinued
Table 4.01.01: Equivalence between old and new PTO designations
2021-09-21 - en
All engines 7 (8)

Floating frequency systems
If most of the electrical equipment is suited for a supply with varying fre-
quency, for example between 50 - 60 Hz, a PTO/SF configuration can be the
economically and technically best solution. It consists of a constant gear ratio,
that is, the frequency follows the engine speed. However, the PTO will be able
to generate the required electricity within an engine load range of approxim-
ately 52% to 90% (80% to 97% of the SMCR speed). For the limited part of
equipment, which requires a fixed frequency, a smaller frequency converter
can be used.
Bulk carriers, tankers, and other vessels with low variations in cruise speed
will obtain the following advantages:
▪ It is simple and thereby reliable
▪ Simple electrical system
▪ Highest possible efficiency (approximately 95%)
▪ Relatively cheap.
▪ Lower electrical power consumption at part load due to the lower speed.
This will also function as an optimisation of auxiliary systems, since the re-
quired power automatically reduces at lower engine loads, whereas in a
normal system, the power required by auxiliary systems is constant.
On the other hand, parallel running of an auxiliary engine and the PTO system
is not possible with such systems, since it requires a frequency converter.
The installation of a PTO/SF system is restricted to a certain speed range, but
most likely, a speed range can be chosen according to the most typical en-
gine operating range. The electric equipment must be evaluated to establish
the correct dimensioning. As an example, the main engine lube oil pumps
must be dimensioned for the required flow at 50 Hz. Therefore, it is recom-

mended to use a centrifugal lube oil pump.
18014449668946699
2021-09-21 - en
8 (8) All engines

Power take-off solutions supplied by RENK

PTO maker and supplier, RENK, provides two specific solutions: An inte-
grated front-end solution and a tunnel gearbox solution. These systems have
different layouts and characteristics.
RENK IFPS© integrated front-end power system

Fig. 4.02.01 shows the RENK IFPS.
4.02 Power take-off solutions supplied by RENK

Fig. 4.02.01: Components of the IFPS
The RENK IFPS features from one and up to four generators connected to the
crankshaft via a single-step gearbox. The high-ratio gearbox is designed for
limited engine room space, and mounted on the engine fore end without an
2024-05-14 - en
additional foundation.
The IFPS system has been developed in cooperation with the German gear-
box manufacturer RENK. As standard, it is available for PTO powers of 500,
1,000, 1,500 and 2,000 kW. The intermediate shaft is mounted directly on the
crankshaft and its gearbox housing is bolted onto a strengthened front-end
cover. The system is compatible with a tuning wheel if required by torsional vi-
bration conditions. As an option, an angle encoder can be mounted on the
gearbox front side.
All engines 1 (4)

IFPS delivery includes:

▪ Gearbox incl. intermediate shaft
▪ Elastic coupling
▪ One to four generators
▪ IGBT active infeed frequency converter
▪ Transformer
The IFPS is designed for operation with full output PTO-power between 100%
and 70% specified speed, and with reduced power down to 50% of the en-
gine speed at specified MCR (see Fig. 4.02.02).
Fig. 4.02.02: Operating range of the IFPS

An insulated-gate bipolar transistor (IGBT) active infeed converter provides the

constant grid frequency. The system can supply reactive power to the electric
mains without a synchronous condenser, and causes negligible harmonics to
the grid.
Fig. 4.02.03 shows a diagram of the IFPS and the described converter sys-
tem.
2024-05-14 - en
Fig. 4.02.03: Diagram of IFPS with active infeed converters and transformer
With a small modification, the IFPS can be operated both as a generator

(PTO) and as a motor (PTI).
2 (4) All engines

RENK MARHY© auxiliary propulsion system/take-home system

Special applications require an auxiliary propulsion system/take-home system
capable of driving the propeller by using the shaft generator as an electric mo-
tor.
MAN Energy Solutions can provide a solution where the propeller is driven by
the alternator via a tunnel gearbox (RENK MARHY©). A number of gensets
produce the electric power for the propulsion mode.
The main engine is disengaged by a propeller shaft clutch (RENK PSC) which
is made as an integral part of the shafting. The clutch is installed between the
tunnel gearbox and the main engine. Torque transmission will be switched by
a hydraulically engaged backlash-free conical toothing. Equipped with a fully
automatic PSC, the RENK MARHY© system can quickly establish auxiliary
propulsion, and switch back to PTO operation from the engine control room
and/or the bridge, even with an unmanned engine room. The built-in thrust
bearing transfers the propulsion propeller thrust to the engine thrust bearing in
both operating modes. In disengaged condition, a pair of sleeve bearings
transmit the bending moments and shear forces within the propeller shaft line.
To minimise the required power for auxiliary propulsion mode, a two-speed
tunnel gearbox can be used, which provides a lower propeller speed and,
therefore, a higher propeller efficiency in auxiliary propulsion mode.
The MARHY© system in Fig. 4.02.04 includes:
▪ PSC clutch
▪ Tunnel gearbox
▪ Elastic coupling for gearbox input and output
▪ Generator/motor
▪ IGBT active infeed converter frequency converter

▪ Transformer
2024-05-14 - en
All engines 3 (4)

Fig. 4.02.04: Generic outline of the auxiliary propulsion system

18014450125513227
2024-05-14 - en
4 (4) All engines

Steps for obtaining approval of a PTO solution

MAN Energy Solutions frequently receives enquiries about the different PTO
solutions described in Section 4.01. To facilitate the process of getting a pro-
ject approved, follow the necessary steps described here:
1. PTO layout guidance.
The sizing of the PTO generator must adhere to the layout guide from
MAN Energy Solutions. The guide stipulates the maximum PTO mechan-
ical power from the main engine in relation to the SMCR chosen. Sections
2.03 and 4.01 describe this in detail.
2. Governor stability evaluation for special propulsion plants (17.06)
When a PTO generator is connected to the ship’s electrical grid, it be-
comes important to evaluate whether the power management system and
the main engine can cope with the frequency converter’s inhered negative
damping on rpm stability. The sizing of the PTO generator must fulfil the
criteria of MAN Energy Solutions to prevent insufficient stability of the sys-
tem. Furthermore, MAN Energy Solutions can provide interface docu-
mentation for the connection between the main engine control system
and the ship’s power management system. For more information, see
Section (17.06).
3. Torsional vibration.
The entire propulsion train: Main engine, shafting, propeller, and PTO,
must fulfil class rules concerning torsional (and axial) vibrations. This must
be evaluated in each individual case, because every case deviates from
the other. If required, MAN Energy Solutions can assist with the analysis.
Otherwise, it is normally a matter of shipyard responsibility. It might be re-
4.03 Steps for obtaining approval of a PTO solution

quired, sometimes that a torsional vibration damper is installed.
4. Specifically for main engine front-end mounted PTO solutions.
For front-end mounted PTO solutions such as RENK IFPS or HHI EMG,
the interface between the main engine front end and the PTO system
must be identified to determine the scope of delivery together with that of
the main engine, and the PTO solution. The result of the torsional analysis
can involve installation of large tuning wheels and/or torsional dampers,
which will affect the scope of delivery. This can necessitate the installation
of an extra bearing on the main engine side to cope with the weight of
these parts. Be aware that such cases differ from one another, and that
MAN Energy Solutions can assist in the evaluation of whether direct
mounted PTO solutions can be accepted or not.
We strongly recommend that shipyards involve MAN Energy Solutions in the
design phase of a new ship with a PTO solution. It is important to choose the
2021-09-21 - en
correct PTO size compared to the main engine size, and to comply with the
IMO EEDI rules. Figs. 1–4 show examples of different PTO solutions.
Figs. 1–4 show examples of different PTO solutions.
All engines 1 (3)

Fig. 1: Intermediate shaft mounted generator. A solution mostly used on large

container ships using high-power PTO generator sizes. Image of intermediate
shaft mounted generator for the EEE class synchronous motor/generator (by
Ccourtesy of Siemens).
Fig. 2: An example of a tunnel-geared PTO generator solution – RENK MAR-

HY®. The solution is used for many different ship types, but in particular for
ro-ro ships and container feeders (Courtesy of RENK).
2021-09-21 - en
2 (3) All engines

Fig. 3: Main engine front-end mounted PTO – RENK IFPS. The new PTO
solution allows for a short engine room due to the short total length of main
engine and PTO. The solution is particularly useful for tankers and bulk carri-
ers (. Courtesy of RENK).
Fig. 4: Main engine front-end mounted PTO – HHI EMG (Engine Mounted
Generator). The new PTO solution allows the maximum cargo capacity with its
short installation space, especially for tankers, LNGC carriers, and bulk carri-
ers (Courtesy of HHI).
54676970763

2021-09-21 - en
All engines 3 (3)

54676970763
2021-09-21 - en
All engines
Power take off/gear constant ratio
PTO type: BW II/GCR
Power Take Off/Gear Constant Ratio

The PTO system type BW II/GCR illustrated in Fig. 4.01.01 alternative 5 can
generate electrical power on board ships equipped with a controllable pitch
propeller, running at constant speed.
The PTO unit is mounted on the tank top at the fore end of the engine see
Fig. 4.04.01. The PTO generator is activated at sea, taking over the electrical
power production on board when the main engine speed has stabilised at a
level corresponding to the generator frequency required on board.
The installation length in front of the engine, and thus the engine room length
requirement, naturally exceeds the length of the engine aft end mounted shaft
generator arrangements. However, there is some scope for limiting the space
requirement, depending on the configuration chosen.
4.04 Power take off/gear constant ratio

2022-02-11 - en
Fig. 4.04.01: Generic outline of Power Take Off (PTO) BW II/GCR
70-30ME-C/-ME-B/-GI/-LGI/-GA 1 (4)
PTO type: BW IV/GCR
Power Take Off/Gear Constant Ratio

The shaft generator system, type PTO BW IV/ GCR, installed in the shaft line
(Fig. 4.01.01 alternative 6) can generate power on board ships equipped with
a controllable pitch propeller running at constant speed.
The PTO system can be delivered as a tunnel gear with hollow flexible coup-
ling or, alternatively, as a generator step-up gear with thrust bearing and flex-
ible coupling integrated in the shaft line.
The main engine needs no special preparation for mounting these types of
PTO systems as they are connected to the intermediate shaft.
The PTO system installed in the shaft line can also be installed on ships
equipped with a fixed pitch propeller or controllable pitch propeller running in
combinator mode. This will, however, require an additional Constant Fre-
quency gear (Fig. 4.01.01 alternative 2) or additional electrical equipment for
maintaining the constant frequency of the generated electric power.
Tunnel gear with hollow flexible coupling

This PTO system is normally installed on ships with a minor electrical power
take off load compared to the propulsion power, up to approximately 25% of
the engine power.
The hollow flexible coupling is only to be dimensioned for the maximum elec-
trical load of the power take off system and this gives an economic advantage
for minor power take off loads compared to the system with an ordinary flex-
ible coupling integrated in the shaft line.
The hollow flexible coupling consists of flexible segments and connecting
pieces, which allow replacement of the coupling segments without dismount-
ing the shaft line, see Fig. 4.04.02.
2022-02-11 - en
2 (4) 70-30ME-C/-ME-B/-GI/-LGI/-GA
Fig. 4.04.02: Generic outline of BW IV/GCR, tunnel gear
Generator step-up gear and flexible coupling integrated in the shaft line
For higher power take off loads, a generator step-up gear and flexible coup-
ling integrated in the shaft line may be chosen due to first costs of gear and
coupling.
The flexible coupling integrated in the shaft line will transfer the total engine
load for both propulsion and electrical power and must be dimensioned ac-
cordingly.
The flexible coupling cannot transfer the thrust from the propeller and it is,
therefore, necessary to make the gearbox with an integrated thrust bearing.
This type of PTO system is typically installed on ships with large electrical
power consumption, e.g. shuttle tankers.
Auxiliary Propulsion System/Take Home System

From time to time an Auxiliary Propulsion System/ Take Home System cap-
able of driving the CP propeller by using the shaft generator as an electric mo-
tor is requested.
MAN Energy Solutions can offer a solution where the CP propeller is driven by
the alternator via a two speed tunnel gear box. The electric power is pro-
duced by a number of GenSets. The main engine is disengaged by a clutch
(RENK PSC) made as an integral part of the shafting. The clutch is installed
between the tunnel gear box and the main engine, and conical bolts are used
to connect and disconnect the main engine and the shafting. See Figure
4.04.03.
A thrust bearing, which transfers the auxiliary propulsion propeller thrust to the
engine thrust bearing when the clutch is disengaged, is built into the RENK
PSC clutch. When the clutch is engaged, the thrust is transferred statically to
the engine thrust bearing through the thrust bearing built into the clutch.

To obtain high propeller efficiency in the auxiliary propulsion mode, and thus
also to minimise the auxiliary power required, a two speed tunnel gear, which
provides lower propeller speed in the auxiliary propulsion mode, is used.
The two speed tunnel gear box is made with a friction clutch which allows the
propeller to be clutched in at full alternator/motor speed where the full torque
is available. The alternator/motor is started in the declutched condition with a
start transformer.
The system can quickly establish auxiliary propulsion from the engine control
room and/or bridge, even with unmanned engine room.
2022-02-11 - en
Reestablishment of normal operation requires attendance in the engine room

and can be done within a few minutes.
70-30ME-C/-ME-B/-GI/-LGI/-GA 3 (4)
Fig. 4.04.03: Auxiliary propulsion system

9007251845312523
2022-02-11 - en
4 (4) 70-30ME-C/-ME-B/-GI/-LGI/-GA
Waste Heat Recovery Systems (WHRS)
General
Due to the increasing fuel prices seen from 2004 and onwards many
shipowners have shown interest in efficiency improvements of the power sys-
tems on board their ships. A modern two-stroke diesel engine has one of the
highest thermal efficiencies of today’s power systems, but even this high effi-
ciency can be improved by combining the diesel engine with other power sys-
tems.
One of the possibilities for improving the efficiency is to install one or more
systems utilising some of the energy in the exhaust gas after the two-stroke
engine, which in MAN Energy Solutions terms is designated as WHRS (Waste
Heat Recovery Systems).
WHRS can be divided into different types of subsystems, depending on how
the system utilises the exhaust gas energy. Choosing the right system for a
specific project depends on the electricity demand on board the ship and the
acceptable first cost for the complete installation. MAN Energy Solutions uses
the following designations for the current systems on the market:
• PTG (Power Turbine Generator):

An exhaust gas driven turbine connected to a generator via a gearbox.
• STG (Steam Turbine Generator):

A steam driven turbine connected to a generator via a gearbox. The steam is
produced in a large exhaust gas driven boiler installed on the main engine ex-
haust gas piping system.
• Combined Turbines:
A combination of the two first systems. The arrangement is often that the
4.05 Waste Heat Recovery Systems (WHRS)

power turbine is connected to the steam turbine via a gearbox and the steam
turbine is further connected to a large generator, which absorbs the power
from both turbines.
The PTG system will produce power equivalent to approx. 3.5% of the main
engine SMCR, when the engine is running at SMCR. For the STG system this
value is between 5 and 7% depending on the system installed. When combin-
ing the two systems, a power output equivalent to 10% of the main engine’s
SMCR is possible, when the engine is running at SMCR.
The WHRS output depends on the main engine rating and whether service
steam consumption must be deducted or not.
As the electrical power produced by the system needs to be used on board
the ship, specifying the correct size system for a specific project must be con-
sidered carefully. In cases where the electrical power consumption on board
the ship is low, a smaller system than possible for the engine type may be
considered. Another possibility is to install a shaft generator/motor to absorb
excess power produced by the WHRS. The main engine will then be un-
loaded, or it will be possible to increase the speed of the ship, without penal-
ising the fuel bill.
Because the energy from WHRS is taken from the exhaust gas of the main
engine, this power produced can be considered as ”free”. In reality, the main
engine SFOC will increase slightly, but the gain in electricity production on
board the ship will far surpass this increase in SFOC. As an example, the
S70ME-C10.5 1 (10)
SFOC of the combined output of both the engine and the system with power
and steam turbine can be calculated to be as low as 152 g/kWh (ref. LCV
42,700 kJ/kg).
Power turbine generator (PTG)

Fig. 4.05.01: PTG diagram

The power turbines of today are based on the different turbocharger suppli-
ers’ newest designs of high efficiency turbochargers, i.e. MAN TCA, ABB A-L
and Mitsubishi MET turbochargers.
MAN Energy Solutions offers PTG solutions called TCS-PTG in the range from
approx. 1,000 kW to 5,000 kW, see Fig. 4.05.02.
The power turbine basically is the turbine side of a normal high-efficient tur-
bocharger with some modifications to the bearings and the turbine shaft. This
is in order to be able to connect it to a gearbox instead of the normal connec-
tion to the compressor side. The power turbine will be installed on a separate
exhaust gas pipe from the exhaust gas receiver, which bypasses the tur-
bochargers.
The performance of the PTG and the main engine will depend on a careful
matching of the engine turbochargers and the power turbine, for which
reason the turbocharger/s and the power turbine need to be from the same
manufacturer. In Fig. 4.05.01, a diagram of the PTG arrangement is shown.
The newest generation of high efficiency turbochargers allows bypassing of
some of the main engine exhaust gas, thereby creating a new balance of the
air flow through the engine. In this way, it is possible to extract power from the
power turbine equivalent to 3.5% of the main engine’s SMCR, when the en-
gine is running at SMCR.
2 (10) S70ME-C10.5
Fig. 4.05.02: MAN Energy Solutions 1,500 kW TCS-PTG solution
S70ME-C10.5 3 (10)
Steam turbine generator (STG)
Fig. 4.05.03: STG system diagram

In most cases the exhaust gas pipe system of the main engine is equipped
with a boiler system. With this boiler, some of the energy in the exhaust gas is
utilised to produce steam for use on board the ship.
If the engine is WHR matched, the exhaust gas temperature will be between
50°C and 65°C higher than on a conventional engine, which makes it possible
to install a larger boiler system and, thereby, produce more steam. In short,
MAN Energy Solutions designates this system STG. Fig. 4.05.03 shows an
example of the STG diagram.
For WHR matching the engine, a bypass is installed to increase the temperat-
ure of the exhaust gas and improve the boiler output. The bypass valve is
controlled by the engine control system.
The extra steam produced in the boiler can be utilised in a steam turbine,
which can be used to drive a generator for power production on board the
ship. A STG system could be arranged as shown in Fig. 4.05.04, where a typ-
ical system size is shown with the outline dimensions.
The steam turbine can either be a single or dual pressure turbine, depending
on the size of the system. Steam pressure for a single pressure system is 7 to
10 bar, and for the dual pressure system the high-pressure cycle will be 9 to
10 bar and the low-pressure cycle will be 4 to 5 bar.
4 (10) S70ME-C10.5
Fig. 4.05.04: STG steam turbine generator arrangement with

condenser - typical arrangement
S70ME-C10.5 5 (10)
Full WHRS steam and power turbines combined
Fig. 4.05.05: Full WHRS with both steam and power turbines
Because the installation of the power turbine also will result in an increase of
the exhaust gas temperature after the turbochargers, it is possible to install
both the power turbine, the larger boiler and steam turbine on the same en-
gine. This way, the energy from the exhaust gas is utilised in the best way
possible by today’s components.
When looking at the system with both power and steam turbine, quite often
the power turbine and the steam turbine are connected to the same gener-
ator. In some cases, it is also possible to have each turbine on a separate
generator. This is, however, mostly seen on stationary engines, where the fre-
quency control is simpler because of the large grid to which the generator is
coupled.
For marine installations the power turbine is, in most cases, connected to the
steam turbine via a gearbox, and the steam turbine is then connected to the
generator. It is also possible to have a generator with connections in both
ends, and then connect the power turbine in one end and the steam turbine in
the other. In both cases control of one generator only is needed.
For dimensions of a typical full WHRS see Fig. 4.05.06.
As mentioned, the systems with steam turbines require a larger boiler to be in-
stalled. The size of the boiler system will be considerably bigger than the size
of an ordinary boiler system, and the actual boiler size has to be calculated
from case to case. Casing space for the exhaust boiler must be reserved in
the initial planning of the ship’s machinery spaces.
6 (10) S70ME-C10.5
Fig. 4.05.06: Full ST & PT full waste heat recovery unit arrangement with

condenser - typical arrangement
S70ME-C10.5 7 (10)
WHRS Generator Output

Guidance output of WHR for S70ME-C10.5 engine rated in L1at ISO conditions
Engine power PTG STG Full WHRS with
Cyl. combined turbines
% SMCR kW kWe kWe kWe
100 17,150 480 1,010 1,490
5
75 12,863 390 640 1,030
100 20,580 580 1,210 1,790

6
75 15,435 470 770 1,240
100 24,010 670 1,410 2,080

7
75 18,008 550 890 1,440
100 27,440 770 1,610 2,380

8
75 20,580 330 1,020 1,650
Note 1: The above given preliminary WHRS generator outputs is based on HP

service steam consumption of 0.3 ton/h and LP service steam consumption
of 0.7 ton/h for the ship at ISO condition.
Note 2: 75% SMCR is selected due to the EEDI focus on the engine load.
Because all the components come from different manufacturers, the final out-
put and the system efficiency have to be calculated from case to case.
However, Table 4.05.07 shows a guidance of possible outputs in L1 based on
theoretically calculated outputs from the system.
8 (10) S70ME-C10.5
WHRS output at a rating lower than L1

As engines are seldom rated in L1, it is recommended to contact MAN Energy
Solutions Copenhagen, department Marine Project Engineering,
e-mail: lee5@man-es.com for specific WHRS generator output.
In order to receive as correctly as possible an engine tuned for WHRS data,
please specify requested engine rating (power × rpm) and ship service steam
consumption (kg/hour).
Detailed information about the different WHRS systems is found in our public-
ation:
Waste Heat Recovery System (WHRS)

The publication is available at
www.man-es.com → ‘Marine’ → ‘Products’ → ‘Planning Tools and Downloads’
→ ’Technical Papers’.
Waste heat recovery element and safety valve

The boiler water or steam for power generator is preheated in the Waste Heat
Recovery (WHR) element, also called the first-stage air cooler.
The WHR element is typically built as a high-pressure water/steam heat ex-
changer which is placed on top of the scavenge air cooler, see Fig. 4.05.07.
Full water flow must be passed through the WHR element continuously when
the engine is running. This must be considered in the layout of the steam feed
water system (the WHR element supply heating). Refer to our ‘WHR element
specification’ which is available from MAN Energy Solutions, Copenhagen.
Fig. 4.05.07: WHR element on Scavenge air cooler
S70ME-C10.5 9 (10)
Safety valve and blow-Off

In normal operation, the temperature and pressure of the WHR element is in
the range of 140-150°C and 8-21 bar respectively.
In order to prevent leaking components from causing personal injuries or
damage to vital parts of the main engine, a safety relief valve will blow off ex-
cess pressure. The safety relief valve is connected to an external connection,
‘W’, see Fig. 4.05.08.
Connection ‘W’ must be passed to the funnel or another free space according
to the class rules for steam discharge from safety valve.
As the system is pressurised according to class rules, the safety valve must
be type approved.
Fig. 4.05.08: WHR safety valve blow-off through connection ‘W’ to the funnel
27021618695908875
10 (10) S70ME-C10.5
L21/31 Mk. 2 GenSet data
Engine ratings
900 rpm 1000 rpm
Engine type 900 rpm Available turning 1000 rpm Available turning
No of cylinders direction direction
kW CW 1) kW CW 1)
5L21/31 1000 Yes 1000 Yes
6L21/31 1320 Yes 1320 Yes
7L21/31 1540 Yes 1540 Yes
8L21/31 1760 Yes 1760 Yes
9L21/31 1980 Yes 1980 Yes

1)
CW clockwise
Table 1: Engine ratings for emission standard
76824702091
Dimensions
1 bearing
4.06 L21/31 Mk. 2 GenSet data
Cyl. no A (mm) * B (mm) * C (mm) H (mm) ** Dry weight

GenSet (t)
5 (900 rpm) 3504 1995 5499 3074 22.2
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5 (1000 rpm) 3504 1995 5499 3074 22.2
6 (900 rpm) 3859 2047 5906 3161 25.7

6 (1000 rpm) 3859 2047 5906 3161 25.7
7 (900 rpm) 4214 2027 6241 3161 29.2

7 (1000 rpm) 4214 2027 6241 3161 29.2
76824702091
2 bearings
80-30 engines 1 (4)


GenSet (t)
5 (900 rpm) 3504 2545 6049 3074 22.2
5 (1000 rpm) 3504 2545 6049 3074 22.2
6 (900 rpm) 3859 2597 6456 3161 25.7

6 (1000 rpm) 3859 2597 6456 3161 25.7
7 (900 rpm) 4214 2577 6791 3161 29.2

7 (1000 rpm) 4214 2577 6791 3161 29.2
8 (900 rpm) 4569 2577 7146 3161 32.7

8 (1000 rpm) 4624 2577 7201 3267 32.7
9 (900 rpm) 4979 2657 7636 3267 36.2

9 (1000 rpm) 4979 2657 7636 3267 36.2
76824702091
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2500 mm (without gallery) and 2700 mm (with gallery)
* Depending on alternator
** Weight included a standard alternator
All dimensions and masses are approximate, and subject to changes without prior notice.
76824702091
Capacities
5L: 200 kW/cyl 6-9L: 220 kW/cyl, 1-string 5 6 7 8 9 5 6 7 8 9

Speed - rpm 900 1000
Engine output kW 1000 1320 1540 1760 1980 1000 1320 1540 1760 1980
Heat to be dissipated 3)
Cooling water cylinder kW 137 190 227 266 305 135 186 222 259 297
Charge air cooler, cooling kW 230 297 331 361 390 242 307 342 374 404
water HT - Standard
water LT - Standard
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water HT - PLO
water LT - PLO
Lube oil cooler kW 166 223 264 305 346 164 221 261 301 341
Heat readiation engine kW 31 40 47 54 60 31 40 47 54 60
Air data
°C 246 246 247 248 248 246 246 247 248 248
2 (4) 80-30 engines


Charge air temp. At charge °C 50 54 56 58 60 50 54 56 58 60
air cooler outlet, max.
Air flow rate - Standard kg/ 5,5 5,8 5,8 5,8 5,8 5,8 6,0 6,0 6,0 6,0
kWh 5)
Air flow rate - PLO kg/ 5,8 6,1 6,1 6,1 6,1 6,0 6,3 6,3 6,3 6,3
kWh 5)
Charge air pressure bar 4,5 4,2 4,2 4,2 4,2 4,4 4,1 4,1 4,1 4,1
Exhaust gas data 6)
Mass flow - Standard t/h 7) 5,7 7,9 9,2 10,6 11,9 6,0 8,2 9,5 10,9 12,3
Mass flow - PLO t/h 7) 6,0 8,3 9,7 11,1 12,5 6,2 8,6 10,0 11,4 12,9
Temperature at turbine inlet °C 581 583 586 588 589 579 581 584 586 587
Temperature at turbine outlet °C 416 418 421 423 424 430 432 435 437 438
Heat content (190°C) kW 382 539 638 735 831 427 593 701 808 913
Permissible exhaust back mbar 50 50 50 50 50 50 50 50 50 50

pressure
Permissible exhaust back mbar 50 50 50 50 50 50 50 50 50 50

pressure (SCR)
Pumps
Engine driven pumps
HT cooling water pump m3/h 55 55 55 55 55 61 61 61 61 61

(1-2.5 bar)
LT cooling water pump m3/h 55 55 55 55 55 61 61 61 61 61

(1-2.5 bar)
Lube oil (3-5 bar) m3/h 31 31 41 41 41 34 34 46 46 46 4.06 L21/31 Mk. 2 GenSet data
External flow (from engine to system) 4)
LT/HT water flow m3/h 55 55 55 55 55 61 61 61 61 61
LT/HT water temperature °C 52 56 59 61 64 50 53 55 57 59

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External pumps 8)
Diesel oil pump m3/h 0,89 1,18 1,37 1,57 1,76 0,89 1,18 1,37 1,57 1,76
(at 4 bar at fuel oil inlet A1)
Fuel oil supply pump m3/h 0,30 0,39 0,46 0,52 0,59 0,30 0,39 0,46 0,52 0,59
(4 bar discharge pressure)
Fuel oil circulating pump m3/h 0,89 1,18 1,37 1,57 1,76 0,89 1,18 1,37 1,57 1,76
(8 bar at fuel oil inlet A1) 9)
80-30 engines 3 (4)


Starting air system
Air consumption per start Nm3 1,0 1,2 1,4 1,6 1,8 1,0 1,2 1,4 1,6 1,8
(10 bar starter)
Air consumption per start Nm3 1,8 2,1 2,4 2,7 3,0 1,8 2,1 2,4 2,7 3,0
(30 bar air starter)
PLO = Part load optimised

76824702091
2024-04-26 - en
4 (4) 80-30 engines

Engine ratings
720 rpm 750 rpm 900 rpm
Engine type 720 rpm Available turning 750 rpm Available turning 900 rpm Available turning
No of cylinders direction direction direction
kW CW 1) kW CW 1) kW CW 1)
5L23/30H Mk2 ECR 580 Yes 580 Yes – –
5L23/30H Mk2 710 Yes 740 Yes – –
6L23/30H Mk2 852 Yes 888 Yes 1050 Yes
7L23/30H Mk2 994 Yes 1036 Yes 1225 Yes
8L23/30H Mk2 1136 Yes 1184 Yes 1400 Yes

1)
CW clockwise
Table 1: Engine ratings for emission standard IMO Tier II.
General

GenSet (t)
5 (720 rpm) 3369 2155 5524 2402 18.0
5 (750 rpm) 3369 2155 5524 2402 17.6
6 (720 rpm) 3738 2265 6004 2402 19.7

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6 (750 rpm) 3738 2265 6004 2402 19.7

6 (900 rpm) 3738 2265 6004 2466 21.0
7 (720 rpm) 4109 2395 6504 2466 21.4

7 (750 rpm) 4109 2395 6504 2466 21.4
7 (900 rpm) 4109 2395 6504 2466 22.8
8 (720 rpm) 4475 2480 6959 2466 23.5

8 (750 rpm) 4475 2480 6959 2466 22.9
8 (900 rpm) 4475 2340 6815 2466 24.5
80-30 engines 1 (5)

P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2250 mm
All dimensions and masses are approximate, and subject to changes without prior notice.
76824705291
Capacities
5-8L23/30H Mk 2: 142 kW/Cyl., 720 rpm 5 6 7 8
Engine output kW 710 852 994 1136
Speed rpm 720 720 720 720
Cooling water cylinder kW 217 262 302 347
Charge air cooler; cooling water HT
(1 stage cooler: no HT-stage) kW - - - -
Charge air cooler; cooling water LT kW 351 407 505 563
Lubricating oil cooler kW 67 81 94 107
Heat radiation engine kW 30 36 42 48
Air data
Charge air temp. at charge air cooler outlet, max. °C 54 56 53 54
Air flow rate m3/h 5) 5430 6516 7602 8688
kg/kWh 8.03 8.03 8.03 8.03
Charge air pressure bar (abs) 3.39 3.40 3.39 3.39
Air required to dissipate heat radiation (eng.)
(t2-t1=10°C) m3/h 9756 11708 13659 15610
6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 10086 12069 14138 16121
Mass flow t/h 5.85 7.00 8.20 9.35
Temperature at turbine outlet °C 324 325 323 324
Heat content (190°C) kW 234 283 325 374
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30
Permissible exhaust back pressure (SCR) mbar < 50 < 50 < 50 < 50
2024-04-26 - en
2 (5) 80-30 engines

5-8L23/30H Mk 2: 142 kW/Cyl., 720 rpm 5 6 7 8

Pumps
Engine driven pumps 4)
HT cooling water pump 1-2.5 bar m3/h 36 36 36 36
LT cooling water pump 1-2.5 bar m3/h 55 55 55 55
Lubrication oil 3-5 bar m3/h 16 16 16 16
External pumps 8)
Diesel oil pump 4 bar at fuel oil inlet A1 m3/h 0.52 0.62 0.73 0.83
Fuel oil supply pump 4 bar discharge pressure m3/h 0.26 0.31 0.36 0.41
Fuel oil circulating pump 9) 8 bar at fuel oil inlet A1 m3/h 0.51 0.62 0.72 0.82
Cooling water pumps
"Internal cooling water
system 1"
system 2"
Lubricating oil pump 3-5 bar m3/h 14 15 16 17
Starting air system

Air consumption per start (10 bar starter) Nm3 1.40 1.43 1.50 1.54
Capacities
5-8L23/30H Mk 2: 148 kW/Cyl., 750 rpm 5 6 7 8
Engine output kW 740 888 1036 1184
Speed rpm 750 750 750 750
(1 stage cooler: no HT-stage) kW - - - -
Air data
Charge air temp. at charge air cooler outlet, max. °C 55 57 54 55
Air flow rate m3/h 5) 5652 6783 7913 9044
kg/kWh 8.02 8.02 8.02 8.02
(t2-t1=10°C) m3/h 9756 11708 13659 15610
2024-04-26 - en
Exhaust gas data 6)

Mass flow t/h 6.10 7.30 8.50 9.70
Heat content (190°C) kW 237 287 329 379
80-30 engines 3 (5)

5-8L23/30H Mk 2: 148 kW/Cyl., 750 rpm 5 6 7 8

Pumps
External pumps 8)
Cooling water pumps
system 1"
system 2"
Starting air system

Capacities
6-8L23/30H Mk 2: 175 kW/Cyl., 900 rpm 6 7 8
Engine output kW 1050 1225 1400
Speed rpm 900 900 900
Cooling water cylinder kW 298 349 402
1 stage cooler: no HT-stage kW - - -
Charge air cooler; cooling water LT kW 441 604 672
Lubricating oil cooler kW 122 143 164
Heat radiation engine kW 42 49 56
Air data
Temp. of charge air at charge air cooler outlet, max. °C 54 55 56
Air flow rate m3/h 5) 8020 9357 10693

kg/kWh 8.02 8.02 8.02
Charge air pressure bar (abs) 3.60 3.61 3.61
Air required to dissipate heat radiation (eng.) m3/h 13669 15947 18225
(t2-t1=10°C)
2024-04-26 - en
Exhaust gas data 6)

Volume flow (temperature turbocharger outlet) m3/h 7) 15636 18364 20909
Mass flow t/h 8.60 10.10 11.50
Temperature at turbine outlet °C 354 355 356
Heat content (190°C) kW 423 497 571
Permissible exhaust back pressure mbar < 30 < 30 < 30
Permissible exhaust back pressure (SCR) mbar < 50 < 50 < 50
4 (5) 80-30 engines

6-8L23/30H Mk 2: 175 kW/Cyl., 900 rpm 6 7 8

Pumps
HT cooling water pump 1-2.5 bar m3/h 45 45 45
LT cooling water pump 1-2.5 bar m3/h 69 69 69
Lubrication oil 3-5 bar m3/h 20 20 20
External pumps 8)
Diesel oil pump 4 bar at fuel oil inlet A1 m3/h 0.78 0.91 1.04
Fuel oil supply pump 4 bar discharge pressure m3/h 0.38 0.45 0.51
Fuel oil circulating pump 9) 8 bar at fuel oil inlet A1 m3/h 0.77 0.90 1.03
Cooling water pumps
"Internal cooling water system
1"
2"
HT cooling water pump 1-2.5 bar m3/h 30 35 40
Lubricating oil pump 3-5 bar m3/h 17 18 19
Starting air system

Air consumption per start (10 bar starter) Nm3 1.43 1.50 1.54
76824705291

2024-04-26 - en
80-30 engines 5 (5)

76824705291
2024-04-26 - en
80-30 engines
Engine ratings
720 rpm 750 rpm 900 rpm
Engine type 720 rpm Available turning 750 rpm Available turning 900 rpm Available turning
No of cylinders direction direction direction
5L23/30H Mk3 (ECR) 500 Yes - - – –
5L23/30H Mk3 850 Yes 885 Yes - -
6L23/30H Mk3 1020 Yes 1062 Yes 1200 Yes
7L23/30H Mk3 1190 Yes 1239 Yes 1400 Yes
8L23/30H Mk3 1360 Yes 1416 Yes 1600 Yes
9L23/30H Mk3 1530 Yes 1593 Yes 1800 Yes

1)
CW clockwise
Table 1: Engine ratings for emission standard IMO Tier II.
76824708491
Dimensions

2024-04-26 - en
80-30 engines 1 (5)

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

GenSet (t)
5 cyl. engine ECR, 720 rpm 3320 2262 5582 2381 16.8
5 cyl. engine, 720/750 rpm 3320 2262 5582 2446 16.8
6 cyl. engine, 720/750 rpm 3690 2254 5944 2446 18.4
6 cyl. engine, 900 rpm 3690 2254 5944 2516 18.6
7 cyl. engine, 720/750 rpm 4060 2254 6314 2496 20.7
7 cyl. engine, 900 rpm 4060 2254 6314 2566 20.7
8 cyl. engine, 720/750 rpm 4430 2314 6744 2566 22.5
8 cyl. engine, 900 rpm 4430 2314 6744 2731 22.6
9 cyl. engine, 720/750 rpm 4800 2294 7094 2566 24.5
9 cyl. engine, 900 rpm 4800 2294 7094 2731 24.5
76824708491
Free passage between the engines, width 600 mm and height 2000 mm
Distance between engines - see page 2
All dimensions and masses are approximate, and subject to change without prior notice.
76824708491
Capacities
5-9L23/30H Mk3: 170 kW/cyl. 720 rpm (500 KW) 5 5 6 7 8 9
Engine output kW 500 850 1020 1190 1360 1530
Speed rpm 720 720 720 720 720 720
Cooling water cylinder kW 153 260 314 362 415 466
(1 stage cooler: no HT-stage) kW - - - - - -
Charge air cooler; cooling water LT kW 247 420 487 605 674 766
Lubricating oil cooler kW 47 80 97 113 128 144
Heat radiation engine kW 21 36 43 50 57 65
Air data
2024-04-26 - en
Charge air temp. at charge air cooler outlet, °C 58 58 58 58 58 58

max. m3/h 5) 3824 6500 7801 9101 10401 11701
Air flow rate kg/kWh 8.01 8.01 8.01 8.01 8.01 8.01
bar (abs) 2.7 3.9 3.9 3.9 3.9 3.9
Charge air pressure
Air required to dissipate heat radiation (eng.) m3/h 6870 11680 14017 16352 18688 21024
(t2-t1=10°C)
2 (5) 80-30 engines

5-9L23/30H Mk3: 170 kW/cyl. 720 rpm (500 KW) 5 5 6 7 8 9

6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 7103 12075 14449 16926 19299 21725
Mass flow t/h 4.0 6.8 8.2 9.6 10.9 12.3
Temperature at turbine outlet °C 342 342 342 342 342 342
Heat content (190°C) kW 165 280 339 389 448 502
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30 < 30 < 30
Permissible exhaust back pressure (SCR) mbar < 50 < 50 < 50 < 50 < 50 < 50
Pumps
HT cooling water pump 1-2.5 bar m3/h 36 36 36 36 36 36
LT cooling water pump 1-2.5 bar m3/h 55 55 55 55 55 55
Lubrication oil 3-5 bar m3/h 16 16 16 16 16 16
External pumps 8)
Diesel oil pump 4 bar m3/h 0.36 0.63 0.76 0.88 1.01 1.13
fuel oil inlet A1
Fuel oil supply pump 4 bar m3/h 0.18 0.31 0.37 0.44 0.50 0.56
discharge pressure
Fuel oil circulating pump 9) 8 bar m3/h 0.35 0.62 0.75 0.87 1.00 1.12
fuel oil inlet A1
Cooling water pumps
system 1"
system 2"
HT cooling water pump 1-2.5 bar m3/h 20 20 24 28 32 36
Lubricating oil pump 3-5 bar m3/h 14 14 15 16 17 18
Starting air system

Air consumption per start (10 bar starter) Nm3 1.40 1.40 1.43 1.50 1.54 1.73
Capacities
5-9L23/30H Mk3: 177 kW/cyl. 750 rpm 5 6 7 8 9
Engine output kW 885 1062 1239 1416 1593
Speed rpm 750 750 750 750 750
Cooling water cylinder kW 266 322 370 425 477
(1 stage cooler: no HT-stage) kW - - - - -
2024-04-26 - en
Charge air cooler; cooling water LT kW 453 524 651 726 825
Lubricating oil cooler kW 80 97 112 129 145
Heat radiation engine kW 36 43 50 57 65
Air data
Charge air temp. at charge air cooler outlet, max. °C 58 58 58 58 58
Air flow rate m3/h 5) 6760 8112 9464 10816 12167
kg/kWh 8.00 8.00 8.00 8.00 8.00
Charge air pressure bar (abs) 3.9 3.9 3.9 3.9 3.9
(t2-t1=10°C) m3/h 11668 14002 16335 18669 21003
80-30 engines 3 (5)

5-9L23/30H Mk3: 177 kW/cyl. 750 rpm 5 6 7 8 9

6)
Exhaust gas data
Volume flow (temperature turbocharger outlet) m3/h 7) 12578 15052 17527 20001 22476
Mass flow t/h 7.1 8.5 9.9 11.3 12.7
Temperature at turbine outlet °C 342 342 342 342 342
Heat content (190°C) kW 283 343 393 453 508
Permissible exhaust back pressure mbar < 30 < 30 < 30 < 30 < 30
Permissible exhaust back pressure (SCR) mbar < 50 < 50 < 50 < 50 < 50
Pumps
HT cooling water pump 1-2.5 bar m3/h 36 36 36 36 36
LT cooling water pump 1-2.5 bar m3/h 55 55 55 55 55
Lubrication oil 3-5 bar m3/h 16 16 16 16 16
External pumps 8)
Diesel oil pump 4 bar m3/h 0.66 0.79 0.92 1.05 1.18
fuel oil inlet A1
Fuel oil supply pump 4 bar m3/h 0.32 0.39 0.45 0.52 0.58
discharge pressure
Fuel oil circulating pump 9) 8 bar m3/h 0.65 0.78 0.91 1.04 1.17
fuel oil inlet A1
Cooling water pumps
system 1"
system 2"
HT cooling water pump 1-2.5 bar m3/h 20 24 28 32 36
Lubricating oil pump 3-5 bar m3/h 14 15 16 17 18
Starting air system

Air consumption per start (10 bar starter) Nm3 1.40 1.43 1.50 1.54 1.73
Capacities
6-8L23/30H Mk3: 200kW/cyl. 900 rpm 6 7 8 9
Engine output kW 1200 1400 1600 1800
Speed rpm 900 900 900 900
1 stage cooler: no HT-stage kW - - - -
2024-04-26 - en

Air data
Temp. of charge air at charge air cooler outlet, max. °C 58 58 58 58
Air flow rate m3/h 5) 9166 10693 12221 13749
kg/kWh 8.00 8.00 8.00 8.00
Air required to dissipate heat radiation (eng.) m3/h 15621 18225 20828 23432
(t2-t1=10°C)
4 (5) 80-30 engines

6-8L23/30H Mk3: 200kW/cyl. 900 rpm 6 7 8 9

6)
Exhaust gas data
Mass flow t/h 9.6 11.3 12.9 14.5
Heat content (190°C) kW 483 568 653 737
Pumps
External pumps 8)
Cooling water pumps
1"
2"
Starting air system

76824708491

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80-30 engines 5 (5)

76824708491
2024-04-26 - en
80-30 engines
L27/38 GenSet data
Engine ratings
720 rpm 750 rpm 720/750 MGO
Engine type 720 rpm Available turning 750 rpm Available turning 720/750 Available turning
No of cylinders direction direction rpm direction
5L27/38 1500 Yes 1600 Yes – –
6L27/38 1980 Yes 1980 Yes 2100 Yes
7L27/38 2310 Yes 2310 Yes 2450 Yes
8L27/38 2640 Yes 2640 Yes 2800 Yes
9L27/38 2970 Yes 2970 Yes 3150 Yes

1)
CW clockwise
Table 1: Engine ratings for emission standard - IMO Tier II.
General

GenSet (t)
5 (720 mm) 4346 2486 6832 3712 40.0
5 (750 mm) 4346 2486 6832 3712 40.0
6 (720 mm) 4791 2766 7557 3712 44.5

4.09 L27/38 GenSet data
6 (750 mm) 4791 2766 7557 3712 44.5

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7 (720 mm) 5236 2766 8002 3899 50.4

7 (750 mm) 5236 2766 8002 3899 50.4
8 (720 mm) 5681 2986 8667 3899 58.2

8 (750 mm) 5681 2986 8667 3899 58.2
9 (720 mm) 6126 2986 9112 3899 64.7

9 (750 mm) 6126 2986 9112 3899 64.7
All engines 1 (3)

P Free passage between the enginges, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2900 mm (without gallery) and 3100 mm (with gallery)
All dimensions and masses are approximate, and subject to changes without
prior notice.
76824711691
Capacities
5L27/38: 300 kW/cyl., 720 rpm, 5 6 7 8 9
6-9L27/38: 330 kW/cyl., 720 rpm
Engine output kW 1500 1980 2310 2640 2970
Speed rpm 720 720 720 720 720
Charge air cooler; cooling water HT kW 466 594 675 750 820
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 58 58 58 58 58
LT circuit (lube oil + charge air cooler LT stage) m3/h 58 58 58 58 58
Lubrication oil m3/h 64 64 92 92 92
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 16 20.2 23 25.5 28
LT water flow (at 38°C inlet) m3/h 58 58 58 58 58
Air data
Temperature of charge air at charge air cooler outlet °C 50 53 55 56 57
Air flow rate m3/h 5) 9137 12061 14071 16082 18092
kg/kWh 6.67 6.67 6.67 6.67 6.67
Charge air pressure bar 4.01 4.01 4.01 4.01 4.01
Air required to dissipate heat radiation (eng.) m3/h 20414 26895 31431 35968 40504
(t2-t1= 10°C)
Exhaust gas data 6)

Mass flow t/h 10.3 13.6 15.9 18.1 20.4
Heat content (190°C) kW 575 759 886 1012 1139

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Pumps
External pumps 8)
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.06 1.40 1.63 1.87 2.10
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.51 0.67 0.79 0.90 1.01
Fuel oil circulating pump 9) (8 bar at fuel oil inlet A1) m3/h 1.06 1.40 1.63 1.87 2.10
Starting air data

Air consumption per start, Nm3 2.5 2.9 3.3 3.8 4.3
incl. air for jet assist (IR/TDI)
2 (3) All engines

Capacities
5L27/38: 320 kW/cyl., 750 rpm, 5 6 7 8 9
6-9L27/38: 330 kW/cyl., 750 rpm
Engine output kW 1600 1980 2310 2640 2970
Speed rpm 750 750 750 750 750
Charge air cooler; cooling water HT kW 488 587 666 741 811
Flow rates 4)
Internal (inside engine)
HT circuit (cylinder + charge air cooler HT stage) m3/h 69 69 69 69 69
LT circuit (lube oil + charge air cooler LT stage) m3/h 69 69 69 69 69
Lubrication oil m3/h 66 66 96 96 96
External (from engine to system)
HT water flow (at 40°C inlet) m3/h 16.8 20.3 23 25.7 28.2
LT water flow (at 38°C inlet) m3/h 69 69 69 69 69
Air data
Temperature of charge air at charge air cooler outlet °C 51 53 55 56 57
Air flow rate m3/h 5) 9951 12314 14367 16419 18472
kg/kWh 6.81 6.81 6.81 6.81 6.81
Charge air pressure bar 4.04 4.04 4.04 4.04 4.04
Air required to dissipate heat radiation (eng.) m3/h 21710 26895 31431 35968 40504
(t2-t1= 10°C)
Exhaust gas data 6)

Mass flow t/h 11.2 13.9 16.2 18.5 20.8
Heat content (190°C) kW 589 729 850 972 1093
Pumps
External pumps 8)
Diesel oil pump (5 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
Fuel oil supply pump (4 bar discharge pressure) m3/h 0.54 0.67 0.79 0.90 1.01
Fuel oil circulating pump 9) (8 bar at fuel oil inlet A1) m3/h 1.13 1.40 1.63 1.87 2.10
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Starting air data

Air consumption per start, Nm3 2.5 2.9 3.3 3.8 4.3
incl. air for jet assist (IR/TDI)
76824711691
All engines 3 (3)

76824711691
2024-04-26 - en
All engines
General

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76824932491
All engines 1 (1)

76824932491
2024-04-26 - en
All engines
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas

21 Appendix
61146987531
1 (1)

Space requirements and overhaul
General
The latest version of the Installation Drawings of this section is available for
download at www.marine.man-es.com--> 'Two -Stroke' --> 'Installation
Drawings'. Specify engine and accept the ‘Conditions for use’ before clicking
on ‘Download Drawings’.
Space requirements for the engine

The space requirements stated in Section 5.02 are valid for engines rated at
nominal MCR (L1).
The additional space needed for engines equipped with PTO is stated in
Chapter 4.
If, during the project stage, the outer dimensions of the turbocharger seem to
cause problems, it is possible, for the same number of cylinders, to use tur-
bochargers with smaller dimensions by increasing the indicated number of
turbochargers by one, see Chapter 3.
Overhaul of engine
The distances stated from the centre of the crankshaft to the crane hook are
for the normal lifting procedure and the reduced height lifting procedure (in-
volving tilting of main components). The lifting capacity of a normal engine
room crane can be found in Fig. 5.04.01.
The area covered by the engine room crane shall be wide enough to reach
any heavy spare part required in the engine room.
A lower overhaul height is, however, available by using the MAN B&W
Double”Jib crane, built by Danish Crane Building A/S, shown in Figs. 5.04.02
and 5.04.03.
5.01 Space requirements and overhaul

Please note that the distance ‘E’ in Fig. 5.02.01, given for a double”jib crane is
from the centre of the crankshaft to the lower edge of the deck beam.
A special crane beam for dismantling the turbocharger must be fitted. The lift-
ing capacity of the crane beam for dismantling the turbocharger is stated in
Section 5.03.
The overhaul tools for the engine are designed to be used with a crane hook
according to DIN 15400, June 1990, material class M and load capacity 1Am
and dimensions of the single hook type according to DIN 15401, part 1.
2023-09-12 - en
The total length of the engine at the crankshaft level may vary depending on
the equipment to be fitted on the fore end of the engine, such as adjustable
counterweights, tuning wheel, moment compensators or PTO.
18014451173989515
ME-B, MC/MC-C, ME/ME-C/-GI/-LGI/-GA 1 (1)

18014451173989515
5.01 Space requirements and overhaul
2023-09-12 - en
ME-B, MC/MC-C, ME/ME-C/-GI/-LGI/-GA

Space requirement
Engine space requirement turbocharger(s) mounted on the exhaust side
Minimum access conditions around the engine to be used for an escape route
is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions
cannot be fulfilled, please contact MAN Energy Solutions or our local repres-
entative.
* To avoid human injury from rotating turning wheel, the turning wheel has to
be shielded or access protected (Yard supply).
Fig. 5.02.01: Space requirement for the engine, turbocharger(s) mounted on
the exhaust side.
5.02 Space requirement
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S70ME-C10.5/-GI 1 (3)
2 (3)
199 14 24-6.0
Dimensions of exhaust side
Cylinder 5 6 7 8
No.
A 1,098 Cylinder distance. See drawing 'Outline drawing'
B 1,570 Distance from crankshaft centre line to foundation. See drawing ‘Engine seating’
B1 741 Distance from crankshaft centre line to floor. See drawing ‘Outline drawing’
The dimension includes a cofferdam of 600 mm and must fulfil minimum height to tank top according to classifica-
C 4,062 4,132 4,212 4,282 tion rules. See drawing ‘Lub. oil bottom tank’
7,673 7,683 7,683 7,683 MAN TCA/TCR/TCT Dimensions according to turbocharger choice at nominal MCR in Tier II mode.
See drawing 'Outline drawing' for the specified dimensions in Tier II or III mode.
S70ME-C10.5/-GI
7,258 7,370 7,370 7,258 Accelleron A100/A200

D *)
7,643 7,643 7,643 7,388 MHI MET
E *) See text Height of exhaust pipe is according to engine room design.
F See text See drawing: ‘Engine Top Bracing’, if top bracing fitted on camshaft side
5,575 5,775 5,775 5,775 MAN TCA/TCR/TCT The required space to the engine room casing includes mechanical top bracing.
Dimensions according to turbocharger choice at nominal MCR in Tier II mode.
5,575 5,575 5,575 5,575 Accelleron A100/A200
G See drawing ‘Top bracing’ for the specified dimensions in Tier II or III mode.
5,775 5,775 5,575 MHI MET
H1 *) DI:12,675 / GI: 12,725 Minimum overhaul height, normal lifting procedure. See drawing ‘Engine room crane’

H4 *) DI: 12,575 / GI: 12,725 Minimum overhaul height, normal lifting procedure, when using MAN B&W double jib crane. See drawing ‘Engine
room crane’
I 2,006 Length from crankshaft centre line to outer side bedplate. See drawing ‘Engine seating’
J 460 Space for tightening control of holding down bolts. See ‘Engine seating’
K See text K must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn into the engine room
L *) 8,062 9,160 10,258 11,356 Minimum length of a basic engine, without 2nd order moment compensators. See drawing 'Outline drawing'
M ≈ 800 Free space in front of engine
N 5,002 Distance between outer foundations girders. See drawing ‘Engine seating’
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2024-05-16 - en
Cylinder 5 6 7 8

No.
O 2,500 Minimum crane operation area. See drawing 'Outline drawing'
P See text See drawing ‘Crane beam for Turbocharger’ for overhaul of turbocharger
Q See text Recommended crane operation area. See drawing 'Outline drawing'
V 0°, 15°, 30°, 45°, 60°, 75°, 90° Maximum 30° when engine room has minimum headroom above the
turbocharger
45036045675324555
593 91 65-9.2.0
45036045675324555
*) The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights “H1” or “H4”
The min. engine room height is dependent on “H1”, “H4” or “E+D”. ..
Max. length of engine see the engine outline drawing.
Length of engine with PTO see corresponding space requirement.
For the description H1 and H4, see drawing 5887764-6
45036045675324555
Table 5.02.01: Space requirement for the engine, turbocharger(s) mounted on the exhaust side
S70ME-C10.5/-GI
45036045675324555
199 14 24-6.0
3 (3)
199 14 24-6.0
S70ME-C10.5/-GI

2024-05-16 - en
Crane beam requirements - turbocharger and air cooler
General
If the travelling area of the engine room crane covers the recommended area
in the Engine Room Crane drawing, Fig. 5.04.01, crane beams can be omit-
ted for the overhaul of turbocharger. If not, a crane beam with trolleys is re-
quired at each end of the turbocharger(s).
Crane beam and trolleys

Two trolleys are to be available at the compressor end and one trolley is
needed at the gas inlet end:
▪ Crane beam no. 1 is for dismantling of turbocharger components
▪ Crane beam no. 2 is for transporting turbocharger components
as indicated in Figs. 5.03.01 and 5.03.02.
Lifting capacity
The crane beams are used and dimensioned for lifting the following compon-
ents:
▪ Exhaust gas inlet casing
▪ Turbocharger inlet silencer
5.03 Crane beam requirements - turbocharger and air

▪ Compressor casing
▪ Turbine rotor with bearings.
The crane beams are to be placed in relation to the turbocharger(s) so that
the components around the gas outlet casing can be removed in connection
with overhaul of the turbocharger(s).
The crane beam can be bolted to brackets that are fastened to the ship struc-
ture or to columns that are located on the top platform of the engine.
The lifting capacity of the crane beam for the heaviest component ‘W’, is in-
dicated in table 5.03.01 for the various turbocharger makes and types.
The crane beam shall be dimensioned for lifting the weight ‘W’ with a deflec-
tion of some 5 mm only.
Relative position of the crane hook

HB indicates the position of the crane hook in the vertical plane related to the
2024-05-02 - en
centre of the turbocharger. HB and b also specifies the minimum space for
dismantling.
For engines with the turbocharger(s) located on the exhaust side, the letter ‘a’
indicates the distance between vertical centrelines of the engine and the tur-
bocharger.
cooler
All engines 1 (8)

Fig. 5.03.01: Required height and distance

MAN
Turbocharger W HB b
kg mm mm
TCR18 1,500 760 500
TCR20 1,500 1,000 500
TCR22 1,500 1,200 500
TCA44 1,000 1,200 500
TCA55 1,000 1,384 600
TCA66 1,200 1,608 700
TCA77 2,000 1,700 800
TCA88 3,080 2,040 1,000
TCT30 500 1,200 700

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TCT40 500 1,300 800
TCT50 750 1,450 900
TCT60 1,000 1,600 1,000
TCT70 1,500 1,750 1,100
TCT80 2,000 1,950 1,250

cooler
2 (8) All engines

Accelleron
Turbocharger W HB b
kg mm mm
A165-L 750 1,250 800
A170-L 1,000 1,450 950
A175-L 1,470 1,750 1,100
A180-L 1,950 2,000 1,250
A185-L 2,550 2,200 1,400
A255-L 530 1,025 700
A260-L 530 1,200 700
A265-L 750 1,475 800
A270-L 1,000 1,750 950
A275-L 1,470 2,000 1,100
A280-L 1,950 2,225 1,250
Mitsubishi (MHI)
Turbocharger W HB b
kg mm mm
MET18 1,000 1,000 500

MET22 1,000 1,000 500
MET26 1,000 1,500 500
MET30 1,000 1,500 500
MET33 1,000 1,500 600
MET37 1,000 1,500 600
MET42 1,000 1,500 600
MET48 1,000 1,500 700
MET53 1,000 1,500 700
MET60 1,000 1,600 700
MET66 1,500 1,800 800
MET71 1,800 1,800 800

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MET83 2,700 2,000 1,000
MET90 3,500 2,200 1,000
079 43 38-0.9.0b
The figures ‘a’ are stated in the ‘Engine and gallery outline’ drawing, Section
5.06.
Table 5.03.01: Required height, distance and weight
cooler
All engines 3 (8)

Crane beam for turbochargers

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Fig. 5.03.02: Crane beam for turbocharger

cooler
4 (8) All engines

Crane beam for overhaul of EGR cooler, turbocharger on exhaust side

Overhaul/exchange of scavenge air and EGR cooler.
Valid for air cooler design for the following engines with more than one tur-
bochargers mounted on the exhaust side.
1. Dismantle all the pipes in the area around the cooler.
2. Dismantle all the pipes around the inlet cover for the cooler.
3. Take out the cooler insert by using the above placed crane beam moun-
ted on the engine.
4. Turn the cooler insert to an upright position.
5. Dismantle the platforms below the air cooler.
6. Lower down the cooler insert between the gallery brackets and down to
the engine room floor.
Make sure that the cooler insert is supported, e.g. on a wooden support.
7. Move the cooler insert to an area covered by the engine room crane us-
ing the lifting beam mounted below the lower gallery of the engine.
8. By using the engine room crane the cooler insert can be lifted out of the
engine room.

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cooler
Fig. 5.03.03a: Crane beam for overhaul of EGR cooler, turbochargers located
on exhaust side of the engine
All engines 5 (8)


The text and figure are for guidance only.
Fig. 5.03.03b: Crane beam for overhaul of EGR cooler, turbochargers located
2024-05-02 - en
cooler
Fig. 5.03.03c: Crane beam for overhaul of EGR cooler, turbochargers located
6 (8) All engines


The text and figure are for guidance only.

Fig. 5.03.03d: Crane beam for overhaul of EGR cooler, turbochargers located
2024-05-02 - en
cooler
Fig. 5.03.03e: Crane beam for overhaul of EGR cooler, turbochargers located
All engines 7 (8)

Crane beam for overhaul of air cooler, turbocharger on aft end
This information is only applicable for 50-30 bore engines.

The text and figures are for guidance only
Valid for all engines with aft mounted turbocharger.
1. Dismantle all the pipes in the area around the air cooler.
2. Dismantle all the pipes around the inlet cover for the cooler.
3. Take out the cooler insert by using the above placed crane beam moun-
ted on the engine.
4. Turn the cooler insert to an upright position.
5. By using the engine room crane the air cooler insert can be lifted out of
the engine room.
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Fig. 5.03.04: Crane beam for overhaul of air cooler, turbocharger located on
aft end of the engine
9007272055588363
cooler
8 (8) All engines

Engine room crane - requirements and applications
General
For the main engine components the crane hook travelling area must cover at
minimum the full length of the engine and a width in accordance with dimen-
sion A given on the drawing The crane hook should at minimum be able to
reach down to a level corresponding to the centre line of the crankshaft.
It is recommended, (see cross-hatched area) in order also to cover overhaul
of turbocharger(S), air coolers, EGR component, SCR component, etc., that
the crane hook travelling area covers at minimum the full length of the engine
and a width to the centre line of the before mentioned components.
If the crane hook travelling area is not covering the recommended area, trolley
mounted chain hoists must be installed on separate crane beams or, alternat-
ively, in combination with the engine room crane structure for the before men-
tioned components. See separate drawing with information about the re-
quired lifting capacity for overhaul of turbochargers.
The recommended area is also covering that the engine room crane can be
used for transport of heavy spare parts from the engine room hatch to the en-
gine. The placement of heavy spare parts and the engine room hatch are for
guidance only
5.04 Engine room crane - requirements and applications

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S70ME-C10.5/-GI 1 (5)
1) The lifting tools for the engine are designed to fit together with a standard crane hook with a lifting
capacity in accordance with the figure stated in the table. If a larger crane hook is used, it may not fit
directly to the overhaul tools, and the use of an intermediate shackle or similar between the lifting tool
and the crane hook will affect the requirements for the minimum lifting height in the engine room
(dimension H1).
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2) The hatched area shows the height where an MAN B&W Double-Jib Crane has to be used.
3) MDT crane interval is the following in ton:
Normal crane : 0.63, 1.0, 1.25, 2.0, 3.2, 4.0, 5.0, 6.3, 8.0, 10.0 & 12.5
MAN B&W Double-Jib crane: 2 x 0.5, 2 x 1.0, 2 x 1.6, 2 x 2.0, 2 x 2.5, 2 x 3.0, 2 x 4.0,
2 x 5.0 & 2 x 6.3
If a larger or smaller crane capacity than specified is used, we recommend to use a crane with
minimum capacity corresponding to the heaviest component +5% or max +200 kg.
4) For the description H1 and H4, see drawing 5887764-6
Fig. 5.04.01: Engine room crane - requirements and applications
2 (5) S70ME-C10.5/-GI
Dimensions of engine room crane

Normal Crane Height MAN B&W
Crane capacity in Crane to crane hook in mm Double-Jib Crane
tons selected in ac- operating for: Building-in
cordance with DIN width in height in mm:4)
Engine Type Mass in kg including lifting and JIS mm Normal lifting Normal lifting
tools standard capacities procedure procedure
(vertical lifting) (vertical lifting)
H1 H4
B C D E F A G H I
S70ME-C10.5-DI 3,850 4,275 2,475 5.0 2x3.2 2,500 12,675 12,150 12,575
S70ME-C10.5-GI 4,275 2,475 5.0 2x3.2 2,500 12,725 12,350 12,725
A Minimum distance from center line crankshaft B Cylinder cover complete with exhaust valve
to the overhaul piston hole on the gallery
C Cylinder liner with cooling jacket D Piston with rod and stuffing box
E Normal crane F MAN B&W Double-Jib Crane *)
G Above cylinder cover studs H Without cylinder cover studs
H4 Minimum height from centre line crankshaft to H1 Minimum height from centre line crankshaft to
underside deck beam without cylinder cover centre line crane hook
studs

I Without cylinder cover studs
577 24 80-6.6.0
*) The lift of piston with rod and stuffing box with MAN B&W Double-Jib crane
is based on lift with 2 crane hooks.
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S70ME-C10.5/-GI 3 (5)
Overhaul with MAN B&W Double-jib crane

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Fig. 5.04.02: Overhaul with double-jib crane
4 (5) S70ME-C10.5/-GI
MAN B&W Double jib crane

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This crane is adapted to the special tool for low overhaul.

Dimensions are available on request.
Fig. 5.04.03: MAN B&W Double-Jib crane.
72057643472823691
S70ME-C10.5/-GI 5 (5)
72057643472823691
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S70ME-C10.5/-GI
Engine outline, galleries and pipe connections
Engine outline
The total length of the engine at the crankshaft level may vary depending on
the equipment to be fitted on the fore end of the engine, such as adjustable
counterweights, tuning wheel, moment compensators or PTO, which are
shown as alternatives in Section 5.06
Engine masses and centre of gravity

The partial and total engine masses appear from Section 19.04, ‘Dispatch
Pattern’, to which the masses of water and oil in the engine, Section 5.08, are
to be added. The centre of gravity is shown in Section 5.07, in both cases in-
cluding the water and oil in the engine, but without moment compensators or
PTO.
Gallery outline
Section 5.06 show the gallery outline for engines rated at nominal MCR (L1).
Engine pipe connections

The positions of the external pipe connections on the engine are stated in
Section 5.09, and the corresponding lists of counterflanges for pipes and tur-
bocharger in Section 5.10.
5.05 Engine outline, galleries and pipe connections

The flange connection on the turbocharger gas outlet is rectangular, but a
transition piece to a circular form can be supplied.
54043248197946891
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54043248197946891
5.05 Engine outline, galleries and pipe connections
2024-05-20 - en
ME-B, MC/MC-C, ME/ME-C/-GI/-LGI/-GA

Engine and gallery outline - TII
General
5.06 Engine and gallery outline - TII
Fig. 5.06.01a: 7S70ME-C10.5, Example of Engine and gallery outline, with

turbocharger(s) on exhaust side
S70ME-C10.5/-GI T-II 1 (5)

Fig. 5.06.01b: 7S70ME-C10.5, Example of Engine and gallery outline, with

2 (5) S70ME-C10.5/-GI T-II

Fig. 5.06.01c: 7S70ME-C10.5, Example of Engine and gallery outline, with

S70ME-C10.5/-GI T-II 3 (5)

Fig. 5.06.01d: 7S70ME-C10.5, Example of Engine and gallery outline, with

4 (5) S70ME-C10.5/-GI T-II

Dimensions of turbocharger on exhaust side

Turbocharger type a b c d
MAN TCA77 3,430 7,673 3,080 5,100
TCA88 3,400 7,673 3,143 5,300
Accelleron A180-L/A280-L 3,295 7,360 3,174 5,100
MET71MB 3,295 7,388 3,204 5,100

MHI
MET83MB 3,480 7,633 3,291 5,300
18014456308784139
Table 5.06.01: 7S70ME-C10.5, Example of Engine and gallery outline with

Please note that the latest version of the dimensioned drawing is available for
download at www.marine.man-es.com --> 'Two-Stroke' --> 'Installation
Drawings'. First choose engine series, then engine type and select ‘Outline
drawing’ for the actual number of cylinders and type of turbocharger installa-
tion in the list of drawings available for download.
18014456308784139
S70ME-C10.5/-GI T-II 5 (5)

18014456308784139
S70ME-C10.5/-GI T-II
Engine and gallery outline - TIII
EGRBP
5.06 Engine and gallery outline - TIII

2024-06-11 - en
Fig. 5.06.01a: 8S70ME-C10.5/-GI-EGRBP, Example of Engine and gallery

outline with one turbocharger(s) on exhaust side
S70ME-C10.5/-GI T-III 1 (12)

2024-06-11 - en
Fig. 5.06.01b: 8S70ME-C10.5/-GI-EGRBP, Example of Engine and gallery

2 (12) S70ME-C10.5/-GI T-III


2024-06-11 - en
Fig. 5.06.01c: 8S70ME-C10.5/-GI-EGRBP, Example of Engine and gallery

S70ME-C10.5/-GI T-III 3 (12)

2024-06-11 - en
Fig. 5.06.01d: 8S70ME-C10.5/-GI-EGRBP, Example of Engine and gallery

4 (12) S70ME-C10.5/-GI T-III


2024-06-11 - en
Fig. 5.06.01e: 8S70ME-C10.5/-GI-EGRBP, Example of Engine and gallery

S70ME-C10.5/-GI T-III 5 (12)


MAN TCA77 3,430 7,630 6,802 5,100
Accelleron A175-L/ A275-L Available on request
MET66MBII
MHI MET83MB 3,480 7,633 6,592 5,300
MET83MBII Available on request
603 41 17-5.3.0
Table 5.06.01: 8S70ME-C10.5/-GI-EGRBP, Example of Engine and gallery

outline, with one turbochargers mounted on exhaust side.
2024-06-11 - en
6 (12) S70ME-C10.5/-GI T-III

HPSCR

2024-06-11 - en
Fig. 5.06.02a: 8S70ME-C10.5/-GI-HPSCR, Example of Engine and gallery

S70ME-C10.5/-GI T-III 7 (12)

2024-06-11 - en
Fig. 5.06.02b: 8S70ME-C10.5/-GI-HPSCR, Example of Engine and gallery

8 (12) S70ME-C10.5/-GI T-III


2024-06-11 - en
Fig. 5.06.02c: 8S70ME-C10.5/-GI-HPSCR, Example of Engine and gallery

S70ME-C10.5/-GI T-III 9 (12)

2024-06-11 - en
Fig. 5.06.02d: 8S70ME-C10.5/-GI-HPSCR, Example of Engine and gallery

10 (12) S70ME-C10.5/-GI T-III


2024-06-11 - en
Fig. 5.06.02e: 8S70ME-C10.5/-GI-HPSCR, Example of Engine and gallery

Please Note : Default dimensions are for cold engine, cold dimension + heat
expansion are expressed in parenthesis.
S70ME-C10.5/-GI T-III 11 (12)


MAN TCA77 Available on request
TCA88
Accelleron A175-L/ A275-L Available on request
A180-L/ A280-L 3,430 7,360 3,175 5,300

MHI MET83MBII
MET83MB 3,395 7,633 3,291 5,300

9007248999152395
634 85 77-5.0.0
9007248999152395
Table 5.06.02: 8S70ME-C10.5/-GI-HPSCR, Example of Engine and gallery

outline, with one turbochargers mounted on exhaust side.
9007248999152395
2024-06-11 - en
12 (12) S70ME-C10.5/-GI T-III

Centre of gravity - TII
General
Fig.5.07.01:Centre of gravity
5.07 Centre of gravity - TII
2024-08-13 - en
S70ME-C10.5 T-II 1 (2)

Distances and engine configurations: T-II

No. of cylinders 5 6 7 8
Distance X mm 143 149
Distance Y mm 3,145 3,665

Available on Available on
Distance Z mm request 2,784 2,945 request
DMT *) 503 537
Engine configuration:
Engine divided NA NA
TC configuration 1×MET66MA 1×MET71MB
Chain case position - Center NA NA
Chain case position - Aft With With

nd
2 order moment compensator With NA
Fore
2nd order moment compensator With NA

Aft
Tuning wheel NA NA
Turning wheel request 40,000 Kgm2 12,000 Kgm2 request
TVD Geislinger NA
D310/CT
EGR High sulphur NA NA
EGR Low sulphur NA NA
EGR Configuration NA NA
Waste heat recovery system NA NA
HPSCR NA NA
Cooler type 1×LKMX-C2/2349 1×LKMX-C1/2349
Electrical driven HPS NA NA
Engine driven HPS With With

54043248720113291
5.07 Centre of gravity - TII
596 74 18-0.0.0/ 615 32 00-7.0.0

54043248720113291
2024-08-13 - en
All values stated are approximate.

Data for engines with a different engine configuration is available on request.
*) Dry mass tonnes
Table 5.07.01: S70ME-C10.5, Centre of gravity, turbocharger(s) mounted on
the exhaust side
54043248720113291
2 (2) S70ME-C10.5 T-II

Centre of gravity - TIII
General
Fig.5.07.01:Centre of gravity
5.07 Centre of gravity - TIII
2024-07-29 - en
S70ME-C10.5 T-III 1 (2)

Distances and engine configurations: EGRBP

Distance X mm 209
Distance Y mm 3,024
Available on Available on request
Distance Z mm request 2,743
DMT *) 525
Engine divided NA
TC configuration 1×TCA66-2
Chain case position - Center NA
Chain case position - Aft With

nd
2 order moment compensator NA
Fore
2nd order moment compensator NA

Aft
Tuning wheel 60,000 Kgm2

Available on Available on request
Turning wheel request 40,000 Kgm2
TVD NA
EGR High sulphur NA
EGR Low sulphur With
EGR Configuration 1×RTU24

1×OSAKA Blower
Waste heat recovery system NA
HPSCR NA
Cooler type 1×LKMX-C2/2349

1×EGR-D2/1334
Electrical driven HPS NA
Engine driven HPS With

5.07 Centre of gravity - TIII
63050444323864331
598 36 99-3.0.0
2024-07-29 - en
63050444323864331
All values stated are approximate.

Data for engines with a different engine configuration is available on request.
*) Dry mass tonnes
Table 5.07.01: S70ME-C10.5-EGRBP, Centre of gravity, turbocharger(s)
mounted on the exhaust side
63050444323864331
2 (2) S70ME-C10.5 T-III

Water and oil calculation - TII
Masses and engine configuration:

Total mass of water, kg 1,830 2,060
- Jacket cooling water, kg 1,360 1,370
- Scavenge air cooling water, kg 470 690

Total mass of oil, kg 3,270 3,950
request request
- Oil in engine system, kg 2,060 2,200
- Oil pan, kg 840 910
- Hydraulic system oil, kg 370 840
Turbocharger configuration 1×MET66MA 1×MET83MB
L connection position fore/ aft Aft Fore
K connection position fore/ aft Aft Fore
Auto filter - Kanagawa NA With
Auto filter - Boll filter type 6.64 With NA
Auto filter - Boll filter new type 8.48 NA NA
Separate hydraulic oil NA With
Separate turbocharger NA NA
2nd order moment compensator/ position With NA

fore
2nd order moment compensator/ position With NA
request request
aft
EGR High sulphur NA NA

5.08 Water and oil calculation - TII
EGR Low sulphur NA NA
EGR Configuration NA NA
HPSCR NA NA
Waste heat recovery system NA NA

2024-05-23 - en
Cooler type 1×LKMX-C2/2349 1×LKMX-C1/2349
Electrical driven HPS NA NA
Engine driven HPS With With
HPS Center NA NA
HPS Aft With With

27021650913510411
596 56 19-4.0.0/ 590 08 93-0.1.0

27021650913510411
Table 5.08.01: S70ME-C10.5 , Water and oil calculation
S70ME-C10.5 T-II 1 (2)

27021650913510411
5.08 Water and oil calculation - TII
2024-05-23 - en
2 (2) S70ME-C10.5 T-II

Water and oil calculation - TIII
Masses and engine configuration: EGRBP

Total mass of water, kg 3,010
- Jacket cooling water, kg 1,350
- Scavenge air cooling water, kg 990

- Cooling water in EGR (kg) 670
request request
Total mass of oil, kg 3,270
- Oil in engine system, kg 2,120
- Oil pan, kg 800
- Hydraulic system oil, kg 350
TC configuration 1xTCA66-2
L connection position fore/aft Aft
K connection position fore/aft Aft
Auto filter - Kanagawa NA
Auto filter - Boll filter type 6.64 With
Auto filter - Boll filter new type 8.48 NA
Separate hydraulic oil NA
Separate T/C NA
nd
2 order moment compensator / position fore NA
2nd order moment compensator / position aft NA

EGR High sulphur request With request
EGR Low sulphur NA

5.08 Water and oil calculation - TIII
EGR Configuration 1xRTU-24
1xOSAKA Blower
Waste heat recovery system NA

2024-08-13 - en
Cooler type 1xLKMX-C2/2349

1xEGR-D2/1334
Electrical driven HPS NA
Engine driven HPS With
HPS Center NA
HPS Aft With

36028846596026507
598 14 55-0.0.0
36028846596026507
Table 5.08.01: 6S70ME-C10.5-EGRBP, Water and oil calculation
S70ME-C10.5 T-III 1 (2)

36028846596026507
5.08 Water and oil calculation - TIII
2024-08-13 - en
2 (2) S70ME-C10.5 T-III

Engine pipe connections - TII
General
5.09 Engine pipe connections - TII
The letters refer to list of ‘Counterflanges’, Fig. 5.10.01.

Fig. 5.09.01a: Example of Engine pipe connections, 7S70ME-C10.5
with one turbocharger mounted on the exhaust side
S70ME-C10.5 T-II 1 (5)


Fig. 5.09.01b: Example of Engine pipe connections, 7S70ME-C10.5
2 (5) S70ME-C10.5 T-II


Fig. 5.09.01c: Example of Engine pipe connections, 7S70ME-C10.5
S70ME-C10.5 T-II 3 (5)

Dimensions of turbochargers on exhaust side

MAN
TC Type TCA66 TCA77 TCA88
a 3,430 3,400
b 7,673 7,673
c 3,080 3,143
d 8,600 8,774
e 3,678 3,695
n Available on Request 7,871 7,913
h 2,692 2,505
s 2,939 2,596
I
Available on Request
f
m
18014419204891531
ABB
TC Type A170/A270 A175/A275 A180/A280
a 3,295
b 7,360
c 3,174
d 8,328
e 3,554
n Available on Request 7,989

h 3,166
s 2,637
I
f
m
18014419204891531
4 (5) S70ME-C10.5 T-II

MHI
TC Type MET53MBII MET60MBII MET66MBII MET71MBII MET83MBII
a 3,295 3,395
b 7,388 7,633
c 3,204 3,291
d 8,305 8,638
e 3,541 3,659
n 7,543 8,680
h 2,733 3,115
s 2,811 2,770
k 2,226 2,521
I 7,839 7,887
f 2,791 2,761
18014419204891531
Filter g p
Boll & Kirch 966
Kanagawa 798
18014419204891531
Table 5.09.01: Engine Pipe Connections, S70ME-C10.5 with one turbochar-

ger on exhaust side
18014419204891531
S70ME-C10.5 T-II 5 (5)

18014419204891531
S70ME-C10.5 T-II
Engine pipe connections - TIII
EGR
5.09 Engine pipe connections - TIII

Fig. 5.09.01a: Example of Engine Pipe Connections, 6S70ME-C10.5-EGR
S70ME-C10.5 T-III 1 (10)


Fig. 5.09.01b: Example of Engine Pipe Connections, 6S70ME-C10.5-EGR
2 (10) S70ME-C10.5 T-III


Fig. 5.09.01c: Example of Engine Pipe Connections, 6S70ME-C10.5-EGR
S70ME-C10.5 T-III 3 (10)


TC Type a b c d e n h s k l f
MAN
TCA66 3,275 7,323 4,125 3,484 8,108 7,489 2,654 2,856
TCA77 3,430 7,673 4,178 3,678 8,605 8,171 2,692 2,969
TCT40
TCT50 Available on Request
TCT60
ABB
A165/A265
A170/A270 Available on Request
A180/A280
MHI
MET48MBII
MET53MBII Available on Request
MET60MBII
MET66MB 3,295 7,388 4,248 3,503 8,166 7,828 2,770 3,808 7,576 2,421 3,815
MET71MBII Available on Request Available on Request
MET83MBII
Filter g p
Boll & Kirch 900

Kanagawa 1,110
Table 5.09.01: Example of Engine Pipe Connections, 6S70ME-C10.5-EGR

with one turbocharger on exhaust side
4 (10) S70ME-C10.5 T-III

HPSCR
S70ME-C10.5 T-III 5 (10)

Fig. 5.09.02a: Example of Engine Pipe Connections, 7S70ME-C10.5-HPSCR

6 (10) S70ME-C10.5 T-III


Fig. 5.09.02b: Example of Engine Pipe Connections, 7S70ME-C10.5-HPSCR
S70ME-C10.5 T-III 7 (10)


Fig. 5.09.02c: Example of Engine Pipe Connections, 7S70ME-C10.5-HPSCR
8 (10) S70ME-C10.5 T-III


TC Type a b c d e n h s k l f
MAN
TCA66 3,275 7,323 3,027 8,108 3,484 7,489 2,654 2,856
TCA77 3,430 7,673 3,080 8,600 3,678 7,871 2,692 2,939
TCA88
TCT50 Available on Request
TCT60
ABB

A180/A280
MHI
MET53MBII
MET60MBII
MET66MB Available on Request
MET71MBII
MET83MBII 3,395 7,633 3,291 8,638 3,659 8,680 3,115 2,770 2,521 7,887 2,761
18014448556604043
Filter g p
Boll & Kirch 966
Kanagawa 798
18014448556604043

Table 5.09.02: Example of Engine Pipe Connections, 7S70ME-C10.5-HPSCR
with one turbocharger on exhaust side
S70ME-C10.5 T-III 9 (10)

18014448556604043
10 (10) S70ME-C10.5 T-III

Counterflanges, Connections D and E
MAN Type TCA44-88
Type TCA series – Rectangular type
TC L W IL IW A B C D E F G N O
TCA44 1,054 444 949 340 1,001 312 826 408 1,012 104 118 24 ø13.5
TCA55 1,206 516 1,080 390 1,143 360 1,000 472 1,155 120 125 26 ø17.5
TCA66 1,433 613 1,283 463 1,358 420 1,200 560 1,373 140 150 26 ø17.5
TCA77 1,694 720 1,524 550 1,612 480 1,440 664 1,628 160 160 28 ø22
TCA88 2,012 855 1,810 653 1,914 570 1,710 788 1,934 190 190 28 ø22
TCA99 2,207 938 1,985 717 2100 624 1,872 866 2,120 208 208 28 ø22
5.10 Counterflanges, Connections D and E

2023-11-01 - en
All engines 1 (13)

MAN Type TCR
Type TCR series – Round type
TC Dia 1 Dia 2 PCD N O
TCR18 425 310 395 12 ø22
TCR20 540 373 495 16 ø22
TCR22 703 487 650 20 ø22
Fig. 5.10.01a and b: Turbocharger MAN TCA and TCR, exhaust outlet, con-
nection D
2023-11-01 - en
2 (13) All engines

ABB Type A100/A200-L
Type A100/200-L series – Rectangular type
TC L W IL IW A B C D F G N O
A255-L Available on request
A260-L
A165/A265-L 1,114 562 950 404 1,050 430 900 511 86 100 32 ø22
A170/A270-L 1,280 625 1,095 466 1,210 450 1,080 568 90 120 32 ø22
A175/A275-L 1,523 770 1,320 562 1,446 510 1,260 710 170 140 28 ø30
A180/A280-L 1,743 856 1,491 634 1,650 630 1,485 786 150 135 36 ø30
A185-L 1,955 958 1,663 707 1,860 725 1,595 886 145 145 36 ø30
Fig. 5.10.01c: Turbocharger Accelleron A100/200-L, exhaust outlet, connec-

tion D

2023-11-01 - en
All engines 3 (13)

MHI Type MET
Type MET – Rectangular type
TC L W IL IW A B C D F G N O
Series MB
MET33 Available on request
MET37 999 353 909 263 969 240 855 323 80 95 28 ø15
MET42 1,094 381 1,004 291 1,061 261 950 351 87 95 30 ø15
MET48 1,240 430 1,140 330 1,206 300 1,070 396 100 107 30 ø15
MET53 1,389 485 1,273 369 1,340 330 1,200 440 110 120 30 ø20
MET60 1,528 522 1,418 410 1,488 330 1,320 482 110 110 34 ø20
MET66 1,713 585 1,587 459 1,663 372 1,536 535 124 128 34 ø20
MET71 1,837 617 1,717 497 1,792 480 1,584 572 120 132 36 ø20
MET83 2,163 731 2,009 581 2,103 480 1,920 671 160 160 34 ø24
MET90 2,378 801 2,218 641 2,318 525 2,100 741 175 175 34 ø24
Series MA
MET33 700 310 605 222 670 180 550 280 90 110 18 ø15
MET42 883 365 793 275 850 240 630 335 80 90 24 ø15
MET53 1,122 465 1,006 349 1,073 300 945 420 100 105 28 ø20
MET60 1,230 500 1,120 388 1,190 315 1,050 460 105 105 30 ø20
MET66 1,380 560 1,254 434 1,330 345 1,200 510 115 120 30 ø20
2023-11-01 - en
MET71 1,520 600 1,400 480 1,475 345 1,265 555 115 115 34 ø20
MET83 1,740 700 1,586 550 1,680 450 1,500 640 150 150 30 ø24
MET90 1,910 755 1,750 595 1,850 480 1,650 695 160 165 30 ø24
Fig. 5.10.01d: Turbocharger MHI MET MB and MA, exhaust outlet, connec-
tion D
4 (13) All engines

Counterflanges, Connection E
MAN Type TCA
TC Dia/ISO Dia/JIS OD PCD N O Thickness of

flanges
TCA44 61 77 120 90 4 ø14 14

9007251756623499
TC Dia/ISO Dia/JIS L W N O Thickness of

flanges
2023-11-01 - en
TCA55 61 77 86 76 4 ø14 16
TCA66 90 90 110 90 4 ø18 16

9007251756623499
Fig. 5.10.01e and f: Turbocharger MAN TCA, venting of lube oil discharge
pipe, connection E
All engines 5 (13)

TC Dia/ISO Dia/JIS L W N O Thickness of

flanges
TCA77 115 115 126 72 4 ø18 18
TCA88 141 141 150 86 4 ø18 18
TCA99 141 141 164 94 4 ø22 24

9007251756623499
Fig. 5.10.01g: Turbocharger MAN TCA, venting of lube oil discharge pipe,
connection E
2023-11-01 - en
6 (13) All engines

ABB Type A100/A200-L
TC Dia 1 PCD L=W N O Thickness of

flanges
A255-L Available on request
A260-L
A165/A265-L 43 100 106 8 ø8.5 18
A170/A270-L 77 100 115 8 ø11 18
A175/A275-L 77 126 140 8 ø11 18
A180/A280-L 90 142 158 8 ø13 18
A185-L 115 157 178 8 ø13 18
Fig. 5.10.01h: Turbocharger Accelleron A100/200-L, venting of lube oil dis-

charge pipe, connection E

2023-11-01 - en
All engines 7 (13)

MHI Type MET MB
TC L=W Dia 2 PCD N O Thickness

of flanges
(A)
MET33MB Available on request
MET42MB 105 61 105 4 ø14 14
MET48MB 125 77 130 4 ø14 14
MET53MB 125 77 130 4 ø14 14
MET60MB 140 90 145 4 ø18 14
MET66MB 140 90 145 4 ø18 14

2023-11-01 - en
TC Dia 1 Dia 2 PCD N O Thickness

of flanges
(A)
MET71MB 180 90 145 4 ø18 14
MET83MB 200 115 165 4 ø18 16
MET90MB 200 115 165 4 ø18 16
Fig. 5.10.01i and j: Turbocharger MHI MET MB, venting of lube oil discharge
pipe, connection E
8 (13) All engines

MHI Type MET MA

of flanges
(A)
MET33MA Available on request
MET42MB 105 61 105 4 ø14 14
MET53MB 125 77 130 4 ø14 14
MET60MB 140 90 145 4 ø18 14
MET66MB 140 90 145 4 ø18 14
MET71MB 140 90 145 4 ø18 14
MET90MB 155 115 155 4 ø18 14

2023-11-01 - en
All engines 9 (13)


of flanges
(A)
MET83MB 180 90 145 4 ø18 148
Fig. 5.10.01k and l: Turbocharger MHI MET MA, venting of lube oil discharge
pipe, connection E
2023-11-01 - en
10 (13) All engines

Counterflanges, connection EB
9007251756623499
MHI Type MET MB

of flanges
(A)
MET42MB 95 43 75 4 ø12 10
MET60MB 120 49 95 4 ø14 12
MET66MB 120 49 95 4 ø14 12
MET71MB 120 49 95 4 ø14 12
MET83MB 120 49 95 4 ø14 12

9007251756623499

2023-11-01 - en
All engines 11 (13)


of flanges
(A)
MET48MB 95 49 95 4 ø14 12
MET53MB 95 49 95 4 ø14 12
MET90MB 125 77 130 4 ø14 14

9007251756623499
198 70 27-3.5.0
9007251756623499
Fig. 5.10.01m and n: Turbocharger MHI MB, cooling air, connection EB

2023-11-01 - en
12 (13) All engines

9007251756623499

2023-11-01 - en
All engines 13 (13)

9007251756623499
2023-11-01 - en
All engines
Engine seating and arrangement of holding down bolts
General
The latest version of the Installation Drawings of this section is available for
download at www.marine.man-es.com --> 'Two-Stroke' --> Installation Draw-
ings'. Specify engine and accept the ‘Conditions for use’ before clicking on
‘Download Drawings’.
The dimensions of the seating stated in Figs. 5.12.01 and 5.12.02 are for
guidance only.
The engine is designed for mounting on epoxy chocks, in which case the un-
derside of the bedplate’s lower flanges has no taper.
The epoxy types approved by MAN Energy Solutions are:
▪ ‘Chockfast Orange PR 610 TCF’
and ‘Epocast 36’ from ITW Philadelphia Resins Corporation, USA.
▪ ‘Durasin’ from
Daemmstoff Industrie Korea Ltd.
▪ ‘EPY’ from
Marine Service Jaroszewicz S.C., Poland.
▪ ‘Loctite Fixmaster Marine Chocking’, Henkel.
5.11 Engine seating and arrangement of holding down bolts

▪ 'CMP Liner Blue' from
Chugoku Marine Paints Ltd, Japan.
27021650266166923
2024-05-02 - en
All engines 1 (1)

27021650266166923
5.11 Engine seating and arrangement of holding down bolts
2024-05-02 - en
All engines
Epoxy chocks arrangement
General
5.12 Epoxy chocks arrangement

Fig. 5.12.01: Arrangement of epoxy chocks and holding down bolts
For details of chocks and bolts see special drawings. For securing of support-
ing chocks see special drawing.
2024-07-20 - en
Preparing holes for holding down bolts

1) The engine builder drills the holes for holding down bolts in the bedplate
while observing the toleranced locations indicated on MAN Energy Solutions'
drawings for machining the bedplate
2) The shipyard drills the holes for holding down bolts in the top plates while
observing the toleranced locations given on the present drawing
3) The holding down bolts must be made in accordance with MAN Energy
Solutions' drawings of these bolts.
S70ME-C10.5/-GI 1 (4)
Engine seating profile

2024-07-20 - en
27021647508211979
Holding down bolts

1. Protecting cap 4. Distance pipe
2. Spherical nut 5. Round nut
3. Spherical washer 6. Holding down bolt
Fig. 5.12.02a: Profile of engine seating with vertical lubricating oil outlet
2 (4) S70ME-C10.5/-GI
End chock bolts.

1. Stud for end chock bolt
2. Round nut
3. Round nut
4. Spherical washer
5. Spherical washer
6. Protecting cap
7. Liner for end chock
8. End chock bracket

2024-07-20 - en
Fig. 5.12.02b: Profile of engine seating, end chocks.
S70ME-C10.5/-GI 3 (4)
Side chock brackets.
1. Side chock brackets

Side chock liners
2. Liner for side chock
3. Lock plate
4. Washer
5. Hexagon socket set screw
27021647508211979
Fig. 5.12.02c: Profile of engine seating, side view, side chocks.

27021647508211979
2024-07-20 - en
4 (4) S70ME-C10.5/-GI
Engine top bracing
General
The so-called guide force moments are caused by the transverse reaction
forces acting on the crossheads due to the connecting rod and crankshaft
mechanism. When the piston of a cylinder is not exactly in its top or bottom
position the gas force from the combustion, transferred through the connect-
ing rod, will have a component acting on the crosshead and the crankshaft
perpendicularly to the axis of the cylinder. Its resultant is acting on the guide
shoe and together they form a guide force moment.
The moments may excite engine vibrations moving the engine top athwart
ships and causing a rocking (excited by H-moment) or twisting (excited by X-
moment) movement of the engine. For engines with less than seven cylinders,
this guide force moment tends to rock the engine in the transverse direction,
and for engines with seven cylinders or more, it tends to twist the engine.
The guide force moments are harmless to the engine except when resonance
vibrations occur in the engine/double bottom system. They may, however,
cause annoying vibrations in the superstructure and/or engine room, if proper
countermeasures are not taken.
As a detailed calculation of this system is normally not available, MAN Energy
Solutions recommends that top bracing is installed between the engine’s up-
per platform brackets and the casing side.
However, the top bracing is not needed in all cases. In some cases the vibra-
tion level is lower if the top bracing is not installed. This has normally to be
checked by measurements, i.e. with and without top bracing.
If a vibration measurement in the first vessel of a series shows that the vibra-
tion level is acceptable without the top bracing, we have no objection to the
top bracing being removed and the rest of the series produced without top
bracing. It is our experience that especially the 7-cylinder engine will often
have a lower vibration level without top bracing.
Without top bracing, the natural frequency of the vibrating system comprising
engine, ship’s bottom, and ship’s side is often so low that resonance with the
excitation source (the guide force moment) can occur close to the normal
speed range, resulting in the risk of vibration.
With top bracing, such a resonance will occur above the normal speed range,
as the natural frequencies of the double bottom/main engine system will in-
crease. The impact of vibration is thus lowered.
The top bracing system is installed either as a mechanical top bracing (typic-
5.13 Engine top bracing
2024-05-20 - en
ally on smaller engine types) or a hydraulic top bracing (typically on larger en-
gine types). Both systems are described below.
The top bracing is normally installed on the exhaust side of the engine, but hy-
draulic top bracing can alternatively be installed on the manoeuvring side. A
combination of exhaust side and manoeuvring side installation of hydraulic top
bracing is also possible.
All engines 1 (3)

Mechanical top bracing

The mechanical top bracing comprises stiff connections between the engine
and the hull.
The top bracing stiffener consists of a double bar tightened with friction shims
at each end of the mounting positions. The friction shims allow the top bra-
cing stiffener to move in case of displacements caused by thermal expansion
of the engine or different loading conditions of the vessel. Furthermore, the
tightening is made with a well-defined force on the friction shims, using disc
springs, to prevent overloading of the system in case of an excessive vibration
level.
The mechanical top bracing is to be made by the shipyard in accordance with
MAN Energy Solutions instructions.
Fig. 5.13.01: Mechanical top bracing stiffener.
Hydraulic top bracing

The hydraulic top bracing is an alternative to the mechanical top bracing used
mainly on engines with a cylinder bore of 50 or more. The installation normally
features two, four or six independently working top bracing units.
The top bracing unit consists of a single-acting hydraulic cylinder with a hy-
draulic control unit and an accumulator mounted directly on the cylinder unit.
The top bracing is controlled by an automatic switch in a control panel, which
activates the top bracing when the engine is running. It is possible to pro-
gramme the switch to choose a certain rpm range, at which the top bracing is
2024-05-20 - en
active. For service purposes, manual control from the control panel is also
possible.
When active, the hydraulic cylinder provides a pressure on the engine in pro-
portion to the vibration level. When the distance between the hull and engine
increases, oil flows into the cylinder under pressure from the accumulator.
When the distance decreases, a non-return valve prevents the oil from flowing
back to the accumulator, and the pressure rises. If the pressure reaches a
preset maximum value, a relief valve allows the oil to flow back to the accu-
mulator, hereby maintaining the force on the engine below the specified value.
By a different pre-setting of the relief valve, the top bracing is delivered in a
low-pressure version (26 bar) or a high-pressure version (40 bar).
2 (3) All engines

The top bracing unit is designed to allow displacements between the hull and
engine caused by thermal expansion of the engine or different loading condi-
tions of the vessel.

2024-05-20 - en
Fig. 5.13.02: Outline of a hydraulic top bracing unit. The unit is installed with
the oil accumulator pointing either up or down.
27021650266497419
All engines 3 (3)

27021650266497419
2024-05-20 - en
All engines
Mechanical top bracing - TII
General
5.14 Mechanical top bracing - TII

2024-07-08 - en
Horisontal distance (mm) between top bracing fix point and centreline cylinder 1
a = 549 e = 4,941 g = 7,137
d = 3,843 f = 6,039
Fig. 5.14.01: 7S70ME-C10.5, Example of Mechanical top bracing arrange-

ment, turbocharger(s) mounted on the exhaust side, top bracings installed on
the exhaust side
S70ME-C10.5 T-II 1 (2)

Dimensions of turbocharger(s) on exhaust side

Turbocharger type Q R
TCA66 4,770 5,715
MAN TCA77 4,770 5,715
TCA88 4,970 5,915
A170/ A270-L Available on request

Accelleron A175/ A275-L 4,770 5,715
A180/ A280-L 4,770 5,715
MET60MB 4,770 5,715
MET66MB 4,770 5,715

MHI
MET71MB 4,770 5,715
MET83MB 4,970 5,915

9007253535867019
Table 5.14.01: 7S70ME-C10.5, Example of Mechanical top bracing arrange-

ment, turbocharger(s) mounted on the exhaust side, top bracings installed on
the exhaust side
Horizontal vibrations on top of the engine are caused by the guide force mo-
ments. For 4-7 cylinder engines the H-moment is the major excitation source
and for larger cylinder numbers the X-moment is the major excitation source.
For engines with vibrations excited by the X-moment, bracings at the centre
of the engine are of only minor importance.
Top bracings should only be installed on one side, either the exhaust side or
the manoeuvring side. If the top bracing has to be installed on the manoeuv-
ring side, please contact MAN Energy Solutions.
If the minimum built-in length can not be fulfilled, please contact MAN Energy
5.14 Mechanical top bracing - TII
Solutions or our local representative.

The complete arrangement to be delivered by the shipyard.
9007253535867019
2024-07-08 - en
2 (2) S70ME-C10.5 T-II

Mechanical top bracing - TIII
EGRBP
5.14 Mechanical top bracing - TIII

2024-06-13 - en
Horisontal distance (mm) between top bracing fix point and centreline cylinder 1
a = 549 d = 3,843 f = 6,039 h = 8,235
b = 1,647 e = 4,941 g = 7,137
Fig. 5.14.01: S70ME-C10.5-EGRBP, Mechanical top bracing arrangement,

turbocharger(s) mounted on the exhaust side, top bracings installed on the
exhaust side
S70ME-C10.5 T-III 1 (2)

Dimensions of turbocharger(s) on exhaust side

Turbocharger Q R
TCA66 4,770 5,715
MAN TCA77 4,770 5,715
TCT50
TCT60
A170 / A270-L
Accelleron Available on request
A175 / A275-L
A180 / A280-L
MET53MBII
MET60MBII
MET66MB 4,770 5,715

MHI
MET71MBII
MET83MB 4,970 5,915

9007248845873163
Table 5.14.01: S70ME-C10.5-EGRBP, Mechanical top bracing arrangement,

turbocharger(s) mounted on the exhaust side, top bracings installed on the
exhaust side
Horizontal vibrations on top of the engine are caused by the guide force mo-
ments. For 4-7 cylinder engines the H-moment is the major excitation source
and for larger cylinder numbers the X-moment is the major excitation source.
For engines with vibrations excited by the X-moment, bracings at the centre
of the engine are of only minor importance.
Top bracings should only be installed on one side, either the exhaust side or
the manoeuvring side. If the top bracing has to be installed on the manoeuv-
5.14 Mechanical top bracing - TIII
ring side, please contact MAN Energy Solutions.

If the minimum built-in length can not be fulfilled, please contact MAN Energy
Solutions or our local representative.
The complete arrangement to be delivered by the shipyard.
9007248845873163
2024-06-13 - en
2 (2) S70ME-C10.5 T-III

Hydraulic top bracing arrangement - TII
General
5.15 Hydraulic top bracing arrangement - TII
Fig. 5.15.01: 7S70ME-C10.5/-GI, Example of Hydraulic top bracing arrange-

ment, turbocharger(s) mounted on the exhaust side
S70ME-C10.5/-GI T-II 1 (2)

5.15 Hydraulic top bracing arrangement - TII
Fig. 5.15.02: Hydraulic top bracing data

As the rigidity of the casing structure to which the top bracing is attached is
most important, it is recommended that the top bracing is attached directly
into a deck.
Required rigidity of the casing side point A:
In the axial direction of the hydraulic top bracing:
Force per bracing: 127 kN
Max. corresponding deflection of casing side: 0.51 mm
In the horizontal and vertical direction of the hydraulic top bracing:
Max. corresponding deflection of casing side : 2.00 mm
9007253542187531
2 (2) S70ME-C10.5/-GI T-II

Hydraulic top bracing arrangement - TIII
EGR
5.15 Hydraulic top bracing arrangement - TIII

2024-08-26 - en
Fig. 5.15.01: S70ME-C10.5/-GI-EGR, Hydraulic top bracing arrangement, tur-

S70ME-C10.5/-GI T-III 1 (3)

SCR
2024-08-26 - en
Fig. 5.15.02: S70ME-C10.5/-GI-SCR, Hydraulic top bracing arrangement, tur-

2 (3) S70ME-C10.5/-GI T-III

Fig. 5.15.03: Hydraulic top bracing data 5.15 Hydraulic top bracing arrangement - TIII
As the rigidity of the casing structure to which the top bracing is attached is
most important, it is recommended that the top bracing is attached directly
into a deck.
Required rigidity of the casing side point A:
In the axial direction of the hydraulic top bracing:
2024-08-26 - en

Max. corresponding deflection of casing side: 0.51 mm
In the horizontal and vertical direction of the hydraulic top bracing:
Max. corresponding deflection of casing side : 2.00 mm
27021647947362571
S70ME-C10.5/-GI T-III 3 (3)

27021647947362571
2024-08-26 - en
S70ME-C10.5/-GI T-III
Components for engine control system
Installation of ECS in the Engine Control Room

The following items are to be installed in the ECR (Engine Control Room):
▪ 2 pcs EICU (Engine Interface Control Unit)
(1 pcs only for ME-B engines)
▪ 1 pcs ECS MOP-A (Main Operating Panel)
EC-MOP with touch display, 15”
▪ 1 pcs ECS MOP-B
EC-MOP with touch display, 15”
▪ 1 pcs EMS MOP with system software Display,
24” marine monitor PC unit
▪ 1 pcs Managed switch and VPN router with firewall
The EICU functions as an interface unit to ECR related systems such as AMS
(Alarm and Monitoring System), RCS (Remote Control System) and Safety
System. On ME-B engines the EICU also controls the HPS.
MOP-A and -B are redundant and are the operator’s interface to the ECS. Via
both MOPs, the operator can control and view the status of the ECS. Via the
EMS MOP PC, the operator can view the status and operating history of both
the ECS and the engine, EMS is decribed in Section 18.01.
The PMI Auto-tuning application is run on the EMS MOP PC. PMI Auto-tuning
is used to optimize the combustion process with minimal operator attendance
and improve the efficiency of the engine. See Section 18.01.
CoCoS-EDS ME Basic is included as an application in the Engine Manage-
ment Services as part of the standard software package installed on the EMS
MOP PC. See Section 18.01.
5.16 Components for engine control system

2022-10-12 - en
ME/ME-C/ME-B/-GI/-GA/-LGI 1 (4)
Abbreviations: # Yard Supply

AMS: Alarm Monitoring Systems
EICU: Engine Interface Control ¤ Ethernet, 10 m patch cable supplied with
Unit switch. Type:
EMS: Engine Management Ser- RJ45, STP (Shielded Twisted Pair), CAT 5.
vices
MOP: Main Operating Panel In case 10 m cable is not enough, this be-
comes Yard supply.
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control
System
EC-MOP
▪ Integrated PC unit and touch display,
15”
▪ Direct dimming control (0-100%)
▪ USB connections at front
▪ IP20 resistant front
▪ Dual Arcnet
Pointing Device
▪ Keyboard model
▪ UK version, 104 keys
▪ USB connection
▪ Trackball mouse
▪ USB connection
EMS MOP PC
2022-10-12 - en
▪ Standard industry PC with MS Win-

dows
operating system, UK version
2 (4) ME/ME-C/ME-B/-GI/-GA/-LGI
Marine Monitor for EMS MOP PC

▪ LCD (MVA) monitor 24”
▪ Projected capacitive touch
▪ Resolution 1,920x1,080,
WSXGA+
▪ Direct dimming control
(0-100%)
▪ IP54 resistant front
▪ For mounting in panel
▪ Bracket for optional mounting on

desktop, with hinges (5° tilt, adjustable
95°) or without hinges (10° tilt, not ad-
justable
Network Components
▪ Managed switch and VPN router with
firewall
Fig. 5.16.02 MOP PC equipment for the ME/ME-B Engine Control System
2022-10-12 - en
EICU Cabinet
▪ Engine interface control cabinet for
ME-ECS for installation in ECR (re-
commended) or ER
Fig. 5.16.03: The network printer and EICU cabinet unit for the ME Engine
Control System
Engine Control Room Console

▪ Recommended outline of Engine Control Room console with ME equipment
2022-10-12 - en
* Yard supply
Oil mist detector equipment depending on supplier/maker

BWM: Bearing Wear Monitoring
18014451190197515
Fig. 5.16.04: Example of Engine Control Room console

18014451190197515
Shaftline earthing device
Scope and field of application

A difference in the electrical potential between the hull and the propeller shaft
will be generated due to the difference in materials and to the propeller being
immersed in sea water.
In some cases, the difference in the electrical potential has caused spark
erosion on the thrust, main bearings and journals of the crankshaft of the en-
gine.
In order to reduce the electrical potential between the crankshaft and the hull
and thus prevent spark erosion, a highly efficient shaftline earthing device
must be installed.
The shaftline earthing device should be able to keep the electrical potential
difference below 50 mV DC. A shaft-to-hull monitoring equipment with a mV-
meter and with an output signal to the alarm system must be installed so that
the potential and thus the correct function of the shaftline earthing device can
be monitored.
Note that only one shaftline earthing device is needed in the propeller shaft
system.
5.17 Shaftline earthing device

2023-10-26 - en
All engines 1 (3)

Design description
The shaftline earthing device consists of two silver slip rings, two arrange-
ments for holding brushes including connecting cables and monitoring equip-
ment with a mV-meter and an output signal for alarm.
The slip rings should be made of solid silver or back-up rings of copper with a
silver layer all over. The expected life span of the silver layer on the slip rings
should be minimum 5 years.
The brushes should be made of minimum 80% silver and 20% graphite to en-
sure a sufficient electrical conducting capability.
Resistivity of the silver should be less than 0.1μ Ohm x m. The total resistance
from the shaft to the hull must not exceed 0.001 Ohm.
Cabling of the shaftline earthing device to the hull must be with a cable with a
cross section not less than 45 mm2. The length of the cable to the hull should
be as short as possible.
Monitoring equipment should have a 4-20 mA signal for alarm and a mV-
meter with a switch for changing range. Primary range from 0 to 50 mV DC
and secondary range from 0 to 300 mV DC.
When the shaftline earthing device is working correctly, the electrical potential
will normally be within the range of 10-50 mV DC depending of propeller size
and revolutions.
The alarm set-point should be 80 mV for a high alarm. The alarm signals with
an alarm delay of 30 seconds and an alarm cut-off, when the engine is
stopped, must be connected to the alarm system.
Connection of cables is shown in the sketch, see Fig. 5.17.01.
2023-10-26 - en
Fig. 5.17.01: Connection of cables for the shaftline earthing device
2 (3) All engines

Shaftline earthing device installations

The shaftline earthing device slip rings must be mounted on the foremost in-
termediate shaft as close to the engine as possible, see Fig. 5.17.02
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without

shaft-mounted generator
When a generator is fitted in the propeller shaft system, where the rotor of the
generator is part of the intermediate shaft, the shaftline earthing device must
be mounted between the generator and the engine, see Fig. 5.17.03

2023-10-26 - en
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with

shaft-mounted generator
27021650275972491
All engines 3 (3)

27021650275972491
2023-10-26 - en
All engines
MAN Alpha CPP and Alphatronic propulsion control
MAN Alpha controllable pitch propeller

On MAN Energy Solutions' MAN Alpha VBS type controllable pitch (CP) pro-
peller, the propeller hub contains a hydraulic servomotor which sets the pitch.
A range of different propeller hub sizes is available to select an optimum hub
for any given combination of engine power and revolution, and ice class of the
vessel.
VBS type CP propeller designation and range

The VBS type CP propellers are designated according to the diameter of their
hubs, for example ‘VBS2150’ which indicates a propeller hub diameter of
2,150 mm.
Fig. 5.18.01 shows the standard VBS type CP propeller programme, the pro-
peller diameters and the engine power range covered.
5.18 MAN Alpha CPP and Alphatronic propulsion control

2024-04-03 - en
Fig. 5.18.01: Range of MAN Alpha controllable pitch propellers type VBS Mk
5
As standard VBS Mk 5 versions are four-bladed but five-bladed versions are
available on request. The standard blade and hub materials are Ni-Al-bronze,
with stainless steel available as an option. The propellers are based on no ice
class but are available up to the highest ice classes.
The servo oil system controlling the setting of the propeller blade pitch is dis-
cussed in the later Section 'Servo oil system for VBS type CP propeller'.
70-30 engines 1 (13)

Data sheet for propeller

Fig. 5.18.02 and Table 5.18.01 define the dimensions and information neces-
sary for propeller design purposes.
Identification: _______________________________
Fig. 5.18.02: Dimension sketch for propeller design purposes
For propeller design purposes, provide us with the following information:
Type of vessel: ______________________________

1. S: (See Fig. 5.18.02) __________ mm
W: (See Fig. 5.18.02) __________ mm
I: (See Fig. 5.18.02) __________ mm
2. Stern tube and shafting arrangement layout
3. Propeller aperture drawing
4. Complete set of reports from model tank tests (resistance test, self propulsion
test and wake measurement). If a model test is not available, fill inTable 5.18.02
with main dimensions
2024-04-03 - en
5. Drawing of lines plan

6. Classification society: __________
Ice class notation: __________
7. Maximum rated power of shaft generator: __________ kW
8. Optimisation condition for the propeller: To obtain the highest propeller effi-
ciency, state the most common service condition for the vessel.
Ship speed: __________ kn
Engine service load: __________ %
2 (13) 70-30 engines

Service/sea margin: __________ %

Shaft generator service load: __________ kW
Draft: __________ m
9. Comments: __________
Table 5.18.01: Data sheet for propeller design purposes
Main dimensions
If a model test is not available, fill in Table 5.18.02 which contains an addi-
tional data sheet for propeller design purposes.
Symbol Unit Ballast Loaded
Length between perpendiculars LPP m
Length of load water line LWL m
Breadth B m
Draft at forward perpendicular TF m
Draft at aft perpendicular TA m
Displacement o m3
Block coefficient (LPP) CB

Midship coefficient CM
Waterplane area coefficient CWL
Wetted surface with appendages S m2
Centre of buoyancy forward of LPP/2 LCB m
Propeller centre height above baseline H m
Bulb section area at forward perpendicular AB m2
178 22 97-0.0
Table 5.18.02: Additional data sheet for propeller design purposes when a
model test is not available
2024-04-03 - en
70-30 engines 3 (13)

Propeller clearance
To reduce pressure impulses and vibrations emitted from the propeller to the
hull, MAN Energy Solutions recommends a minimum tip clearance as shown
in Fig. 5.18.03.
Fig. 5.18.03: Propeller clearance

For ships with slender aft body and favourable inflow conditions, use the lower
values of Table 5.18.03, whereas for ships with full aft body and large vari-
ations in wake field, the upper values have to be used.
In twin-screw ships, the blade tip may protrude below the base line.
Hub High-skew Non-skew Baseline

Dismantling of cap propeller propeller clearance

X [mm] Y [mm] Y [mm] Z [mm]
VBS 860 170
VBS 940 185
VBS 1020 200
VBS 1100 215
VBS 1180 230
VBS 1260 245
VBS 1350 265 15-20% 20-25% Min.

of D of D 50-100
VBS 1460 280
VBS 1550 300
VBS 1640 320

2024-04-03 - en
VBS 1730 340
VBS 1810 355
VBS 1890 370
VBS 1970 385
VBS 2060 405
VBS 2150 425
Table 5.18.03: Clearances
4 (13) 70-30 engines

Servo oil system for VBS type CP propeller

Fig. 5.18.04 shows the design principle of the servo oil system for MAN En-
ergy Solutions' MAN Alpha VBS type CP propeller.
The VBS system consists of a servo oil tank unit, which is the hydraulic power
unit, and coupling flange with electrical pitch feedback box and oil distributor
ring.
The electrical pitch feedback box continuously measures the position of the
pitch feedback ring and compares this signal with the pitch order signal.
If a deviation occurs, a proportional valve is actuated. Hereby, high-pressure
oil is fed to one or the other side of the servo piston via the oil distributor ring,
until the desired propeller pitch has been reached.
The pitch setting is normally remote controlled, but local emergency control is
possible.
Fig. 5.18.04: Servo oil system for MAN Alpha VBS type CP propeller
2024-04-03 - en
Hydraulic power unit

The servo oil tank unit is the hydraulic power unit for MAN Energy Solutions'
MAN Alpha CP propeller.
The servo oil tank unit in Fig. 5.18.05 consists of an oil tank with all compon-
ents mounted on top to facilitate installation at the yard.
70-30 engines 5 (13)

Fig. 5.18.05: Hydraulic power unit for MAN Alpha CP propellers

Two electrically driven pumps draw oil from the oil tank through a suction filter
and deliver high-pressure oil to the proportional valve.
One of two pumps will be in service during normal operation, while the
second will start up at powerful manoeuvring.
A servo oil pressure adjusting valve ensures minimum servo oil pressure at
any time, hereby minimising the electrical power consumption.
The maximum system pressure is set on the safety valve.
Return oil is led back to the tank via a thermostatic valve, cooler and paper fil-
ter.
The servo oil unit is equipped with alarms according to requirements of classi-
fication societies and necessary pressure and temperature indicators.
2024-04-03 - en
If the servo oil unit cannot be placed so that there is a maximum oil level be-
low the oil distribution ring, the system must incorporate an extra, small drain
tank complete with pump. This drain tank must be placed at a suitable level,
below the oil distributor ring drain lines.
Alphatronic 3000 propulsion control system
Description
The system offers three levels of propulsion control:
▪ 'Normal control' with automatic load control
6 (13) 70-30 engines

▪ 'Backup control' from bridge and ECR

▪ Independent telegraph system for communicating from the bridge to the
machinery space.
The system is based on a modular panel design concept to elegantly fit any
ship console layout. A configurable touch screen in the propulsion control
panel meets a wide range of customer specific functions.
A thrust command can be issued in different control levels from the propulsion
control station: In ‘Normal control' from the control lever in a handle panel, in
‘Backup control' as an order from one of the display panels, or indirectly via
telegraph orders from a navigator on the bridge to an engineer in the ma-
chinery space.
Controllable pitch propeller applications

In single and twin propeller installations, applications with non-reversible two-
stroke low speed engines are controlled by the Alphatronic 3000 system. The
system comprises remote start and stop of engines from the display panels,
and control of engine speed from the handle panel, see Fig. 5.18.06.

2024-04-03 - en
Fig. 5.18.06: Control system architecture – two-stroke propulsion package ex-

ample with CP propeller
70-30 engines 7 (13)

Bridge control station layout for a single propeller plant

Fig. 5.18.07 shows the bridge control station layout, including the different
panels, for a single CP propeller plant.
Fig. 5.18.07: Bridge control station layout with propulsion control panel,
manoeuvre handle panel, emergency stop panel and telegraph order panel
Manoeuvre handle panels

The manoeuvre handle panel (MHP) in Fig. 5.18.08 is the primary control
device for the main propeller.
2024-04-03 - en
Fig. 5.18.08: Single-handle version – MHP – for CPP plants

The panel is always located on the ship’s bridge, normally also in the ECR,
and optionally on the bridge wings and aft bridge. A control station will com-
prise one, and only one, manoeuvre handle panel in a suitable version for the
actual propulsion plant. The stepper motor(s) of the MHP is built into the
spherically shaped handle body - requiring very limited installation space and
console depth, see Fig. 5.18.08.
8 (13) 70-30 engines

On CPP plants, the lever will control thrust and thrust direction via speed and
pitch settings.
The single-handle panel is used for single propeller applications, and the
double-handle panel shown in Fig. 5.18.09 is used for twin-propeller plants.
The double-handle version is for independent control of the two shaft lines via
two separate electric circuits.
Fig. 5.18.09: Double-handle version – MHP – for CPP plants

All handles comprise a stepper motor for alignment (electric shaft system) of
the levers according to the commands from the lever in command.
Propulsion control panel

The propulsion control panel (PCP) comprises a touch screen with soft keys
for handling transfer of control responsibility and setup of propulsion power. In
addition to propulsion setup, the display handles general monitoring and
alarms for the propulsion control system, see Fig. 5.18.10.
2024-04-03 - en
Fig. 5.18.10: Propulsion control panel – PCP – for CPP plants
70-30 engines 9 (13)

The control function in the engine safety system related to ‘shutdown’ and
‘load reduction’ is also available in the display panel. One PCP per propeller
shaft must be available on the bridge control location and in the ECR.
The PCP provides two levels of control. ‘Normal control’ with thrust com-
mands from the selected manoeuvre handle and ‘Backup control’ with thrust
commands from a soft key menu in the display panel. The PCP can be selec-
ted for all bridge control stations, if a setup of propulsion power is necessary
on other bridge control stations besides the main control station on the bridge
centre.
Telegraph order panel

The telegraph order panel (TOP) in Fig. 5.18.11 operates independent of the
propulsion remote control system.
2024-04-03 - en
Fig. 5.18.11: Telegraph order panel (TOP)

According to SOLAS requirements, at least one telegraph panel per propeller
shaft must be available on the bridge control location and in the ECR. How-
ever, the telegraph panel can be placed on any bridge control station where
the telegraph order communication is expected to be relevant.
10 (13) 70-30 engines

The telegraph can be used for issuing orders from the bridge to the machinery
space independent of the propulsion remote control system. In the ECR, con-
trol telegraph orders are available in control level ‘Normal’ and ‘Backup’. If
local control is chosen in the engine room, the telegraph panel is connected
to the local operating panel in the engine room (CPP only) used for telegraph
order acknowledgement and setting of corresponding local thrust commands.
Local operating panel with telegraph

The local operating panel for the propeller (LOP-P) is located in the engine
room close to the local operating panel for the engine. In addition to local con-
trol and monitoring functionality for the propeller system, the panel is used for
telegraph order acknowledgement, see Figs. 5.18.12 and 5.18.13.

Fig. 5.18.12: LOP-P with telegraph receiver and propeller pitch control
2024-04-03 - en
Fig. 5.18.13: Zooming in on the LOP-P display shows the additional sub-
menus available, for example for monitoring bearing temperatures in stern
tube and intermediate shaft line
70-30 engines 11 (13)

Emergency stop panel

The function of the propulsion power emergency stop panel (ESP) in Fig.
5.18.14 is totally independent of the propulsion remote control system.
Fig. 5.18.14: Emergency stop panel - ESP

According to regulations, at least one emergency stop panel per propeller
shaft must be available on the bridge control location and in the ECR. For
safety reasons, it is recommended to incorporate an emergency stop panel

on all control stations.
Control station for engine control room

The control station configuration comprises a display panel, a handle panel, a
telegraph panel and an emergency stop panel, see Fig. 5.18.15.
2024-04-03 - en
Fig. 5.18.15: ECR control station with optional EHP panel for a two-stroke en-
gine with CP propeller
12 (13) 70-30 engines

For two-stroke low speed engines, an additional optional engine handle panel
(EHP) can be added for independent start, stop and speed setting of the en-
gine from the ECR, see Fig. 5.18.16.
Fig. 5.18.16: Two-stroke engine handle panel – EHP

The EHP comprises basic control functions: a push button for command

take-over, and lever for engine start, stop and speed setting.
Further information
For further information and details of the many options available from the
Alphatronic 3000 propulsion control systems - see our publication:
https://www.man-es.com/docs/default-source/document-sync/alphat-
ronic-30004f3f7c5cbd654eff86735e7cd5a16a45.pdf?sfvrsn=ac5a32e6_1
36028850157554315
2024-04-03 - en
70-30 engines 13 (13)

36028850157554315
2024-04-03 - en
70-30 engines
01 Engine design
07 Fuel
08 Lubricating oil

14 Scavenge air
15 Exhaust gas
21 Appendix
61147001995
1 (1)

Calculation of List of Capacities

Updated engine and capacities data is available from the CEAS application at
www.marine.man-es.com -->’ Two-Stroke’ --> ’CEAS engine calculations’.
This chapter describes the necessary auxiliary machinery capacities to be
used for a nominally rated engine. The capacities given are valid for seawater
cooling system and central cooling water system, respectively.
For a derated engine, i.e. with a specified MCR different from the nominally
rated MCR point, the list of capacities will be different from the nominal capa-
cities.
Furthermore, among others, the exhaust gas data depends on the ambient
temperature conditions.
For a derated engine, calculations of:
▪ Derated capacities
▪ Available heat rate, for example for freshwater production
▪ Exhaust gas amounts and temperatures
can be made in the CEAS application available at the above link.
Nomenclature
In the following description and examples of the auxiliary machinery capacities
in Section 6.02, the below nomenclatures are used:
Engine ratings Point / Index Power Speed
Nominal maximum continuous rating (NMCR) L1 PL1 nL1
Specified maximum continuous rating (SMCR) M PM nM
Normal continuous rating (NCR) S PS nS
Table. 6.01.01: Nomenclature of basic engine ratings
Parameters Cooler index Flow index
M = Mass flow air = scavenge air cooler exh = exhaust gas
Table. 6.01.02: Nomenclature of coolers and volume flows, etc. 6.01 Calculation of List of Capacities
Engine Configurations Related to SFOC

The engine type is available in the following version with respect to the effi-
ciency of the turbocharger(s) alone:
2024-05-02 - en
High efficiency turbocharger, the basic engine design

Conventional turbocharger, for both of which the lists of capacities Section
6.03 are calculated.
18014450060219915
95-30 engines dot 5 and higher 1 (1)

18014450060219915
6.01 Calculation of List of Capacities
2024-05-02 - en
95-30 engines dot 5 and higher

List of capacities for cooling water systems

The List of Capacities contain data regarding the necessary capacities of the
auxiliary machinery for the main engine only, and refer to NMCR. Complying
with IMO Tier II NOx limitations.
The heat dissipation figures include 10% extra margin for overload running ex-
cept for the scavenge air cooler, which is an integrated part of the diesel en-
gine.
Cooling Water Systems

The capacities given in the tables are based on tropical ambient reference
conditions and refer to engines with high efficiency/conventional turbocharger
running at NMCR for:
▪ Seawater cooling system,
See diagram, Fig. 6.02.01 and nominal capacities in Fig. 6.03.01
Fig. 6.02.01: Diagram for seawater cooling system

▪ Central cooling water system,
See diagram, Fig. 6.02.02 and nominal capacities in Fig. 6.03.01
6.02 List of capacities for cooling water systems
Fig. 6.02.02: Diagram for central cooling water system

The capacities for the starting air receivers and the compressors are stated in
2022-02-11 - en
Fig. 6.03.01.
Heat Radiation
The radiation and convection heat losses to the engine room is around 1% of
the engine power at NMCR.
G/S95-50ME-C9/10/-GI, G/S50ME-B9 1 (2)

Flanges on Engine, etc.

The location of the flanges on the engine are shown in: ‘Engine pipe connec-
tions’, and the flanges are identified by reference letters stated in the list of
‘Counter flanges’; both can be found in Chapter 5.
The diagrams use the ‘Basic symbols for piping’, the symbols for instrumenta-
tion are according to ‘ISO 1219-1’ / ‘ISO 1219-2’ and the instrumentation list
both found in Appendix A.
9007250982665355
6.02 List of capacities for cooling water systems
2022-02-11 - en
2 (2) G/S95-50ME-C9/10/-GI, G/S50ME-B9

List of capacities
Download an engine report with capacities for pumps, coolers, auxiliary sys-
tem, etc., for your specific engine type by using our online engine calculation
tool CEAS at:
https://www.man-es.com/marine/products/planning-tools-and-downloads/
ceas-engine-calculations
Fig. 6.03.01: The browser-based CEAS calculation system

64876580235
2022-12-15 - en
6.03 List of capacities
All engines 1 (1)

64876580235
2022-12-15 - en
6.03 List of capacities
All engines
Auxiliary machinery capacities derated engines

Further to the auxiliary machinery capacities for a nominally rated engine
shown in Section 6.03, the dimensioning of heat exchangers (coolers) and
pumps for derated engines as well as calculating the:
▪ List of capacities for derated engine
▪ Available heat to be removed, for example for freshwater production
▪ Exhaust gas amounts and temperatures
can be made in the CEAS application descibed in Section 20.02.
The CEAS application is available at www.marine.man-es.com --> 'Two
stroke' --> 'CEAS Engine Calculations' .
Pump pressure and temperatures

The pump heads stated in the table below are for guidance only and depend
on the actual pressure drop across coolers, filters, etc. in the systems.
Pump head, bar Maximum working temp. °C
Fuel oil supply pump 4 100
Fuel oil circulating pump 6 150
Lubricating oil pump 4.4 70
Seawater pump, for seawater cooling system 2.5 50
Seawater pump, for central cooling water system 2.0 50
6.04 Auxiliary machinery capacities derated engines

Central cooling water pump 2.5 80
Jacket water pump 3.0 100
Flow velocities
For external pipe connections, we prescribe the following maximum velocities:
Marine diesel oil ......................................... 1.0 m/s
Heavy fuel oil .............................................. 0.6 m/s
Lubricating oil ............................................. 1.8 m/s
Cooling water ............................................. 3.0 m/s
2022-02-16 - en
S70-65ME-C/-GI 1 (4)
Centrifugal Pump Selection

Fig. 6.04.01: Location of the specified nominal duty point (SNDP) on the
pump QH curve
When selecting a centrifugal pump, it is recommended to carefully evaluate
the pump QH (capacity/ head) curve in order for the pump to work properly
both in normal operation and under changed conditions. But also for ensuring
that the maximum pipe design pressure is not exceeded.
The following has to be evaluated:
▪ Location of the specified nominal duty point (SNDP) on the pump QH
curve
▪ Pump QH curve slope
▪ Maximum available delivery pressure from the pump.
57738956811
Location of the Duty Point on the Pump QH

Particularly important is the location of the specified nominal duty point
2022-02-16 - en
(SNDP) on the pump QH curve: the SNDP is equal to the intersection of the
pump QH curve and the pipe system pressure characteristic, which is defined
at the design stage.
The SNDP must be located in the range of 45 to 85% of the pump’s max-
imum capacity, see Fig. 6.04.01.
Thus, the pump will be able to operate with slightly lower or higher pipe sys-
tem pressure characteristic than specified at the design stage, without the risk
of cavitation or too big variations in flow.
2 (4) S70-65ME-C/-GI
Pump QH Curve Slope

At the location of the SNDP, the pump capacity should not decrease by more
than 10% when the pressure is increased by 5%, see Fig. 6.04.02.
This way, the flow stays acceptable even if the pipe system pressure is higher
than expected and the flow does not change too much, for example when a
thermostatic valve changes position.

Fig. 6.04.02: Pump QH curve slope
2022-02-16 - en
S70-65ME-C/-GI 3 (4)
Maximum Available Pump Delivery Pressure

It is important to evaluate, if the maximum available delivery pressure from the
pump contributes to exceeding the maximum allowable design pressure in
the pipe system.
The maximum available delivery pressure from the pump will occur e.g. when
a valve in the system is closed, see Fig. 6.04.03.
The maximum allowable pipe system design pressure must be known in order
to make the pressure rate sizing for equipment and other pipe components
correctly.
Fig. 6.04.03: Maximum available pump delivery pressure

57738956811
2022-02-16 - en
4 (4) S70-65ME-C/-GI
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas
21 Appendix
61147008139
07 Fuel
1 (1)

07 Fuel
Fuel oil system

The system is so arranged that both diesel oil and heavy fuel oil can be used,
see Fig. 7.01.01.
From the service tank the fuel is led to an electrically driven supply pump by
means of which a pressure of approximately 4 bar can be maintained in the
low pressure part of the fuel circulating system, thus avoiding gasification of
the fuel in the venting box in the temperature ranges applied.
The venting box is connected to the service tank via an automatic deaerating
valve, which will release any gases present, but will retain liquids.
From the low pressure part of the fuel system the fuel oil is led to an electric-
ally-driven circulating pump, which pumps the fuel oil through a heater and a
full flow filter situated immediately before the inlet to the engine.
The fuel injection is performed by the electronically controlled pressure
booster located on the Hydraulic Cylinder Unit (HCU), one per cylinder, which
also contains the actuator for the electronic exhaust valve activation.
The Cylinder Control Units (CCU) of the Engine Control System (described in
Section 16.01) calculate the timing of the fuel injection and the exhaust valve
activation.
To ensure ample filling of the HCU, the capacity of the electrically-driven circu-
lating pump is higher than the amount of fuel consumed by the diesel engine.
Surplus fuel oil is recirculated from the engine through the venting box.
To ensure a constant fuel pressure to the fuel injection pumps during all en-
gine loads, a spring loaded overflow valve is inserted in the fuel oil system on
the engine.
The fuel oil pressure measured on the engine (at fuel pump level) should be
7-8 bar, equivalent to a circulating pump pressure of 10 bar.
Fuel Considerations
When the engine is stopped, the circulating pump will continue to circulate
heated heavy fuel through the fuel oil system on the engine, thereby keeping
the fuel pumps heated and the fuel valves deaerated. This automatic circula-
tion of preheated fuel during engine standstill is the background for our re-
commendation: constant operation on heavy fuel.
In addition, if this recommendation was not followed, there would be a latent
risk of diesel oil and heavy fuels of marginal quality forming incompatible
blends during fuel change over or when operating in areas with restrictions on
sulphur content in fuel oil due to exhaust gas emission control.
2023-03-28 - en
In special circumstances a change-over to diesel oil may become necessary –

and this can be performed at any time, even when the engine is not running.
7.01 Fuel oil system
Such a change-over may become necessary if, for instance, the vessel is ex-
pected to be inactive for a prolonged period with cold engine e.g. due to:
▪ docking
▪ stop for more than five days
▪ major repairs of the fuel system, etc.
95-60 ME/ME-C/ME-B/-GI/-GA/-LGI 1 (7)

The built-on overflow valves, if any, at the supply pumps are to be adjusted to
5 bar, whereas the external bypass valve is adjusted to 4 bar. The pipes
between the tanks and the supply pumps shall have minimum 50% larger
passage area than the pipe between the supply pump and the circulating
pump.
If the fuel oil pipe ‘X’ at inlet to engine is made as a straight line immediately at
the end of the engine, it will be necessary to mount an expansion joint. If the
connection is made as indicated, with a bend immediately at the end of the
engine, no expansion joint is required.
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2 (7) 95-60 ME/ME-C/ME-B/-GI/-GA/-LGI

Fuel Oil System

2023-03-28 - en

1) MDO/MGO Cooler
For low-viscosity distillate fuels like marine gas oil (MGO), it is necessary to have
a cooler to ensure that the viscosity at engine inlet is above 2 cSt.
Location of cooler: As shown or, alternatively, anywhere before inlet to engine.
2) Fuel oil flowmeter (Optional)
Flow rate: See ‘List of Capacities’ (same as fuel supply pump).
Type: In case a damaged flow meter can block the fuel supply, a safety bypass
valve is to be placed across the flowmeter.
3) 0.23 litre/kWh in relation to certified Flow Rate (CFR); the engine SMCR can be
used to determine the capacity. The separators should be capable of removing
cat fines (Al+Si) from 80 ppm to a maximum level of 15 ppm Al+Si but preferably
lower.
Inlet temperature: Min. 98°C.
4) Valve in engine drain pipe
Valve in engine drain pipe is not acceptable. If the drain is blocked, the pressure
booster top cover seal will be damaged.
In case a valve between the engine connection AD and the drain tank is required,
the valve should be locked in open position and marked with a text, indicating
that the valve must only be closed in case of no fuel oil pressure to the engine. In
case of non-return valve, the opening pressure for the valve has to be below 0.2
bar.
5) MDO/MGO Cooler (Optional)
For protection of supply pumps against too warm oil and thus too low viscosity.
6) Transfer pump (Optional)
The transfer pump has to be able to return part of the content of the service tank
to the settling tank to minimize the risk of supplying fuel to the engine with a high
content of settled particles, e.g. cat fines, if the service tank has not been used
for a while.
7) Name of flange connection
AF for engines with a bore of 60 cm and above
AE for engines with a bore of 50 cm and below
a) Tracing, fuel oil lines: By jacket cooling water
b) Tracing, drain lines: By jacket cooling water
– only for engines with bore of 60 cm and above
*) Optional installation
The letters refer to the list of ‘Counterflanges’
2023-03-28 - en
079 95 01-2.3.1
Fig. 7.01.01: Fuel oil system

Heavy Fuel Oil Tank

This type of tank should be used for any residual fuel usage. (It can also be
used for distillate fuel). The tank must be designed as high as possible and
equipped with a sloping bottom in order to collect the solid particles settling
from the fuel oil.
The tank outlet to the supply pumps must be placed above the slope to pre-
vent solid particles to be drawn into the heavy fuel oil supply pumps. An over-
flow pipe must be installed inside the tank below the pump outlet pipe to en-
sure that only ‘contaminated’ fuel is pumped back to settling tank.
A possibility of returning the day tank content to the settling tank must be in-
stalled for cases where the day tank content have not been used for some
time.
Drain of Clean Fuel Oil from HCU, Pumps, Pipes

The HCU Fuel Oil Pressure Booster has a leakage drain of clean fuel oil from
the umbrella sealing through ‘AD’ to the fuel oil drain tank.
The drain amount in litres per cylinder per hour is approximately as listed in
Table 7.01.02.
This drained clean oil will, of course, influence the measured SFOC, but the oil
is not wasted, and the quantity is well within the measuring accuracy of the
flowmeters normally used.
Engine bore, ME/ME-C, ME-B Flow rate,

(incl. -GI & -LGI versions) litres/cyl./hr.
98 On request
95, 90 1.7
80 2.1
70, 65 1.5
60 1.2
Table 7.01.02: Drain amount from fuel oil pump umbrella seal, figures for guid-
ance
Leakage Oil Amount Dependencies

Due to tolerances in the fuel pumps, the table figures may vary and are there-
2023-03-28 - en
fore for guidance only. In fact, the leakage amount relates to the clearance
between plunger and barrel in the third power. Thus, within the drawing toler-
ances alone, the table figures can vary quite a lot.

The engine load, however, has little influence on the drain amount because
the leakage does not originate from the high-pressure side of the fuel pump.
For the same reason, the varying leakage amount does not influence the in-
jection itself.
The figures in Table 7.01.02 are based on fuel oil with 12 cSt viscosity. In
case of distillate fuel oil, the figures can be up to 6 times higher due to the
lower viscosity.

Fuel Oil Drains in Service and for Overhaul

The main purpose of the drain ‘AD’ is to collect fuel oil from the fuel pumps.
The drain oil is led to an overflow tank and can be pumped to the heavy fuel
oil (HFO) tank or to the settling tank. In case of ultra low sulphur (ULSFO) or
distillate fuel oil, the piping should allow the fuel oil to be pumped to the ultra
low sulphur or distillate fuel oil tank.
As a safety measure for the crew during maintenance, an overhaul drain from
the umbrella leads clean fuel oil from the umbrella directly to drain ‘AF’ and
further to the sludge tank. Also washing water from the cylinder cover and the
baseplate is led to drain ‘AF’.
The ‘AF’ drain is provided with a box for giving alarm in case of leakage in a
high pressure pipe.
The size of the sludge tank is determined on the basis of the draining inter-
vals, the classification society rules, and on whether it may be vented directly
to the engine room.
Drains ‘AD’, ‘AF’ and the drain for overhaul are shown in Fig. 7.03.01.
Drain of Contaminated Fuel etc.

Leakage oil, in shape of fuel and lubricating oil contaminated with water, dirt
etc. and collected by the HCU Base Plate top plate (ME only), as well as tur-
bocharger cleaning water etc. is drained off through the bedplate drains ‘AE’.
Drain ‘AE’ is shown in Fig. 8.07.02.
Heating of Fuel Drain Pipes

Owing to the relatively high viscosity of the heavy fuel oil, it is recommended
that the drain pipes and the fuel oil drain tank are heated to min. 50°C, but
max. 100°C.
The drain pipes between engine and tanks can be heated by the jacket water,
as shown in Fig. 7.01.01 ‘Fuel oil system’ as flange ‘BD’. (Flange BD and the
tracing line are not applicable on MC/ MC-C engines type 42 and smaller).
Fuel Oil Flow Velocity and Viscosity

For external pipe connections, we prescribe the following maximum flow vel-
cities:
Marine diesel oil .......................................... 1.0 m/s
2023-03-28 - en
Heavy fuel oil ............................................... 0.6 m/s

The fuel viscosity is influenced by factors such as emulsification of water into

the fuel for reducing the NOx emission.
Cat Fines
Cat fines is a by-product from the catalytic cracking used in fuel distillation.
Cat fines is an extremely hard material, very abrasive and damaging to the en-
gine and fuel equipment. It is recommended always to purchase fuel with as
low cat fines content as possible.

Cat fines can to some extent be removed from the fuel by means of a good
and flexible tank design and by having optimum conditions for the separator in
terms of flow and high temperature.
Further information about fuel oil specifications and other fuel considerations
is available in our publications:
Guidelines for Fuels and Lubes Purchasing
0.50% S fuel operation - 2020
The publications are available at www.man-es.com → ‘Marine’ → ‘Products’ →
‘Planning Tools and Downloads’ → ’Technical Papers’.
18014452939457291
2023-03-28 - en

18014452939457291
2023-03-28 - en
95-60 ME/ME-C/ME-B/-GI/-GA/-LGI
Fuel Oils
Marine diesel oil

Marine diesel oil ISO 8217, Class DMB
British Standard 6843, Class DMB
Similar oils may also be used
Heavy Fuel Oil (HFO)

Most commercially available HFO with a viscosity below 700 cSt at 50°C
(7,000 sec. Redwood I at 100°F) can be used.
For guidance on purchase, reference is made to ISO 8217:2012, British
Standard 6843 and to CIMAC recommendations regarding requirements for
heavy fuel for diesel engines, fourth edition 2003, in which the maximum ac-
ceptable grades are RMH 700 and RMK 700. The above“mentioned ISO and
BS standards supersede BSMA 100 in which the limit was M9.
The data in the above HFO standards and specifications refer to fuel as de-
livered to the ship, i.e. before on-board cleaning.
In order to ensure effective and sufficient cleaning of the HFO, i.e. removal of
water and solid contaminants, the fuel oil specific gravity at 15°C (60°F)
should be below 0.991, unless modern types of centrifuges with adequate
cleaning abilities are used.
Higher densities can be allowed if special treatment systems are installed.
Current analysis information is not sufficient for estimating the combustion
properties of the oil. This means that service results depend on oil properties
which cannot be known beforehand. This especially applies to the tendency
of the oil to form deposits in combustion chambers, gas passages and tur-
bines. It may, therefore, be necessary to rule out some oils that cause diffi-
culties.
Guiding Heavy Fuel Oil Specification

Based on our general service experience we have, as a supplement to the
above mentioned standards, drawn up the guiding HFO specification shown
below.
Heavy fuel oils limited by this specification have, to the extent of the commer-
cial availability, been used with satisfactory results on MAN B&W two“stroke
low speed diesel engines.
2024-06-12 - en
The data refers to the fuel as supplied i.e. before any on-board cleaning.
Guiding specification (maximum values)
Density at 15°C kg/m3 ≤ 1.010*

7.02 Fuel Oils
Kinematic viscosity
at 100°C cSt ≤ 55
at 50°C cSt ≤ 700
Flash point °C ≥ 60
Pour point °C ≤ 30
MC/MC-C, ME/ME-C/ME-GI/ME-GA/ME-B 1 (2)

Carbon residue % (m/m) ≤ 20
Ash % (m/m) ≤ 0.15
Total sediment potential % (m/m) ≤ 0.10
Water % (v/v) ≤ 0.5
Sulphur % (m/m) ≤ 4.5
Vanadium mg/kg ≤ 450
Aluminum + Silicon mg/kg ≤ 60
Equal to ISO 8217:2010 - RMK 700 / CIMAC recommendation No. 21 - K700
* Provided automatic clarifiers are installed

m/m = mass
v/v = volume
9007250983611147
If heavy fuel oils with analysis data exceeding the above figures are to be
used, especially with regard to viscosity and specific gravity, the engine
builder should be contacted for advice regarding possible fuel oil system
changes.
9007250983611147
2024-06-12 - en
7.02 Fuel Oils
2 (2) MC/MC-C, ME/ME-C/ME-GI/ME-GA/ME-B

Fuel Oil Pipes and Drain Pipes
7.03 Fuel Oil Pipes and Drain Pipes

2023-01-04 - en
The letters refer to list of ‘Counterflanges’

The item nos. refer to ‘Guidance values automation’
Fig. 7.03.01: Fuel oil and drain pipes
9007240651931147
G/S95-60ME-C10/9/-GI/-GA/-LGI,S/L80-60ME-C8-GI/-LGI 1 (1)
9007240651931147
7.03 Fuel Oil Pipes and Drain Pipes
2023-01-04 - en
G/S95-60ME-C10/9/-GI/-GA/-LGI,S/L80-60ME-C8-GI/-LGI
Insulation and heat tracing of fuel oil piping

Insulation of fuel oil pipes and fuel oil drain pipes should not be carried out un-
til the piping systems have been subjected to the pressure tests specified and
approved by the respective classification society and/or authorities, Fig.
7.04.01.
The directions mentioned below include insulation of hot pipes, flanges and
valves with a surface temperature of the complete insulation of maximum
55°C at a room temperature of maximum 38°C. As for the choice of material
and, if required, approval for the specific purpose, reference is made to the re-
spective classification society.
Fuel Oil Pipes

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

Two or more pipes can be insulated with 30 mm wired mats of mineral wool
of minimum 150 kg/m3 covered with glass cloth of minimum 400 g/m2.
Flanges and Valves

The flanges and valves are to be insulated by means of removable pads.
Flange and valve pads are made of glass cloth, minimum 400 g/m2, contain-
ing mineral wool stuffed to minimum 150 kg/m3.
Thickness of the pads to be:
7.04 Insulation and heat tracing of fuel oil piping

Fuel oil pipes ................................................20 mm
Fuel oil pipes and heating pipes together ....30 mm
The pads are to be fitted so that they lap over the pipe insulating material by
the pad thickness. At flanged joints, insulating material on pipes should not be
fitted closer than corresponding to the minimum bolt length.
Mounting
Mounting of the insulation is to be carried out in accordance with the sup-
plier’s instructions.
2022-01-18 - en
95-60 engines 1 (4)

Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example
from 98-50 MC engine
Heat Loss in Piping

2022-01-18 - en
Fig. 7.04.02: Heat loss/Pipe cover
2 (4) 95-60 engines

Fuel Oil Pipe Heat Tracing

The steam tracing of the fuel oil pipes is intended to operate in two situations:
1. When the circulation pump is running, there will be a temperature loss in the pip-
ing, see Fig. 7.04.02. This loss is very small, therefore tracing in this situation is
only necessary with very long fuel supply lines.
2. When the circulation pump is stopped with heavy fuel oil in the piping and the
pipes have cooled down to engine room temperature, as it is not possible to
pump the heavy fuel oil. In this situation the fuel oil must be heated to pumping
temperature of about 50˚C.
To heat the pipe to pumping level we recommend to use 100 watt leaking/meter
pipe.
9007251454685451

Fig. 7.04.03: Fuel oil pipe heat tracing
9007251454685451
Fuel Oil and Lubricating Oil Pipe Spray Shields

To fulfill IMO regulations, fuel and oil pipe assemblies are to be secured by
spray shields.
The shields can be made either by a metal flange cover according to IMO
MSC/Circ.647 or antisplashing tape wrapped according to makers instruction
for Class approval, see examples shown in Fig. 7.04.04a and b.
To ensure tightness, the spray shields are to be applied after pressure test of
2022-01-18 - en
the pipe system.
95-60 engines 3 (4)

Fig. 7.04.04a: Metal flange cover and clamping band
Fig. 7.04.04b: Anti-splashing tape (FN tape)

9007251454685451
2022-01-18 - en
4 (4) 95-60 engines

Components for Fuel Oil System
Fuel Oil Separator

The manual cleaning type of separators are not to be recommended. Separ-
ators must be self-cleaning, either with total discharge or with partiadischarge.
Distinction must be made between installations for:
▪ Specific gravities < 0.991 (corresponding to ISO 8217: RMA-RMD grades
and British Standard 6843 from RMA to RMH, and CIMAC from A to H-
grades)
▪ Specific gravities > 0.991 (corresponding to ISO 8217: RME-RMK grades
and CIMAC K-grades).
For the latter specific gravities, the manufacturers have developed special
types of separators, e.g.:
Alfa Laval ........................................................Alcap
Westfalia .......................................................Unitrol
Mitsubishi ..............................................E-Hidens II
MAN Energy Solutions also recommends using high-temperature separators,
which will increase the efficiency.
The separator should be able to treat approximately the following quantity of
oil:
0.23 litres/kWh in relation to CFR (certified flow rate)
This figure includes a margin for:

▪ water content in fuel oil
▪ possible sludge, ash and other impurities in the fuel oil
▪ increased fuel oil consumption, in connection with other conditions than
ISO standard condition
▪ purifier service for cleaning and maintenance.
The Specified MCR can be used to determine the capacity. The separator ca-
pacity must always be higher than the calculated capacity.
Inlet temperature to separator, minimum .......98°C
7.05 Components for Fuel Oil System
CFR according to CEN, CWA 15375
The size of the separator has to be chosen according to the supplier’s table
valid for the selected viscosity of the Heavy Fuel Oil and in compliance with
CFR or similar. Normally, two separators are installed for Heavy Fuel Oil (HFO),
2021-08-10 - en
each with adequate capacity to comply with the above recommendation.

A separator for Marine Diesel Oil (MDO) is not a must. However, MAN Energy
Solutions recommends that at least one of the HFO separators can also treat
MDO.
If it is decided after all to install an individual purifier for MDO on board, the ca-
pacity should be based on the above recommendation, or it should be a sep-
arator of the same size as that for HFO.
It is recommended to follow the CIMAC Recommendation 25:
Recommendations concerning the design of heavy fuel treatment plants for
diesel engines.
All engines 1 (8)

Fuel Oil Supply Pump

Fuel oil viscosity, specified ....up to 700 cSt at 50°C
Fuel oil viscosity, maximum ....................... 700 cSt
Fuel oil viscosity, minimum ............................ 2 cSt
Pump head ................................................... 4 bar
Fuel oil flow ........................ see ‘List of Capacities’
Delivery pressure ........................................... 4 bar
Working temperature, maximum ............. 110°C *)
*) If a high temperature separator is used, higher working temperature related
to the separator must be specified.
The capacity stated in ‘List of Capacities’ is to be fulfilled with a tolerance of:
–0% to +15% and shall also be able to cover the back-flushing, see ‘Fuel oil
filter’.
Fuel Oil Circulating Pump

This is to be of the screw or gear wheel type.
Fuel oil viscosity, specified ....up to 700 cSt at 50°C
Fuel oil viscosity normal ............................... 20 cSt
Fuel oil viscosity, maximum ....................... 700 cSt
Fuel oil viscosity, minimum ............................ 2 cSt
Fuel oil flow ......................... see ‘List of Capacities’
Pump head ................................................... 6 bar
Delivery pressure ..........................................10 bar
Working temperature .................................. 150°C
The capacity stated in ‘List of Capacities’ is to be fulfilled with a tolerance of:
–0% to +15% and shall also be able to cover the back-flushing, see ‘Fuel oil
filter’.
Pump head is based on a total pressure drop in filter and preheater of max-
imum 1.5 bar.
2021-08-10 - en
2 (8) All engines

Fuel Oil Heater

The heater is to be of the tube or plate heat exchanger type.
The required heating temperature for different oil viscosities will appear from
the ‘Fuel oil heating chart’, Fig. 7.05.01. The chart is based on information

from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Fig. 7.05.01: Fuel oil heating chart
Since the viscosity after the heater is the controlled parameter, the heating
temperature may vary, depending on the viscosity and viscosity index of the
fuel.
Recommended viscosity meter setting is 10-15 cSt.
2021-08-10 - en
Fuel oil viscosity specified ... up to 20 cSt at 150°C fuel oil circulating pump
Heat dissipation ................. see ‘List of Capacities’ Pressure drop on fuel oil
side, maximum ..................................... 1 bar at 15 cSt
Working pressure ..........................................10 bar
Fuel oil outlet temperature ...........................150°C
Steam supply, saturated ..........................7 bar abs
To maintain a correct and constant viscosity of the fuel oil at the inlet to the
main engine, the steam supply shall be automatically controlled, usually based
on a pneumatic or an electrically controlled system.
All engines 3 (8)

Fuel Oil Filter

The filter can be of the manually cleaned duplex type or an automatic filter
with a manually cleaned bypass filter.
If a double filter (duplex) is installed, it should have sufficient capacity to allow
the specified full amount of oil to flow through each side of the filter at a given
working temperature with a max. 0.3 bar pressure drop across the filter (clean
filter).
If a filter with backflushing arrangement is installed, the following should be
noted. The required oil flow specified in the ‘List of capacities’, i.e. the delivery
rate of the fuel oil supply pump and the fuel oil circulating pump, should be in-
creased by the amount of oil used for the backflushing, so that the fuel oil
pressure at the inlet to the main engine can be maintained during cleaning.
In those cases where an automatically cleaned filter is installed, it should be
noted that in order to activate the cleaning process, certain makers of filters
require a greater oil pressure at the inlet to the filter than the pump pressure
specified. Therefore, the pump capacity should be adequate for this purpose,
too.
Alternatively positioned in the supply circuit after the supply pumps, the filter
has the same flow rate as the fuel oil supply pump. In this case, a duplex
safety filter has to be placed in the circulation circuit before the engine. The
absolute fineness of the safety filter is recommended to be maximum 60 μm
and the flow rate the same as for the circulation oil pump.
The fuel oil filter should be based on heavy fuel oil of: 130 cSt at 80°C = 700
cSt at 50°C = 7,000 sec Redwood I/100°F.
Fuel oil flow ............................see ‘Capacity of fuel oil circulating pump’
Working pressure ..........................................10 bar
Test pressure ..................... according to Class rule
Absolute fineness, maximum ........................10 μm
Working temperature, maximum .................150°C
Oil viscosity at working temperature, Oil viscosity at working temperature,
maximum ...................................................20 cSt
Pressure drop at clean filter,
maximum ..................................................0.3 bar

Filter to be cleaned at a pressure
drop of ......................................................0.5 bar
Note:
Some filter makers refer the fineness of the filters to be ‘nominal fineness’.
Thus figures will be approximately 40% lower than the ‘absolute fineness’ (6
μm nominal).
2021-08-10 - en
The filter housing shall be fitted with a steam jacket for heat tracing.
Further information about cleaning heavy fuel oil and other fuel oil types is
available in MAN Energy Solutions' most current Service Letters on this sub-
ject.
The Service Letters are available at www.marine.man-es.com --> ’Service
Letters’.
4 (8) All engines

Fuel Oil Filter (Option)

Located as shown in drawing or alternatively in the supply circuit after the
supply pumps. In this case, a duplex safety filter has to be placed in the circu-
lation circuit before the engine, with an absolute fineness of maximum 60 μm.
Pipe Diameter ‘D’ & ‘d’

The pipe (D) between the service tank and the supply pump is to have min-
imum 50% larger passage area than the pipe (d) between the supply pump
and in the circulating pump. This ensures the best suction conditions for the
supply pump (small pressure drop in the suction pipe).
Overflow Valve
See ‘List of Capacities’ (fuel oil supply oil pump).
Flushing of the Fuel Oil System

Before starting the engine for the first time, the system on board has to be
flushed in accordance with MAN Energy Solutions recommendations:
Flushing of Fuel Oil System
which is available from MAN Energy Solutions, Copenhagen.
Fuel Oil Venting Box

The design of the fuel oil venting box is shown in Fig. 7.05.02. The size is
chosen according to the maximum flow of the fuel oil circulation pump, which
is listed in section 6.03.
The venting tank has to be placed at the top service tank. If the venting tank is
placed below the top of the service tank, the drain pipe from the automatic
venting valve has to be led to a tank placed lower than the venting valve. The

lower tank can be a ‘Fuel oil over flow tank’, if this tank has venting to deck.
2021-08-10 - en
All engines 5 (8)

Flow Dimensions in mm
m3/h Q
D1 D2 D3 H1 H2 H3 H4 H5
(max.)*
1.3 150 32 15 100 600 171.3 1,000 550
2.1 150 40 15 100 600 171.3 1,000 550
5.0 200 65 15 100 600 171.3 1,000 550

8.4 400 80 15 150 1,200 333.5 1,800 1,100
11.5 400 90 15 150 1,200 333.5 1,800 1,100
19.5 400 125 15 150 1,200 333.5 1,800 1,100
29.4 500 150 15 150 1,500 402.4 2,150 1,350
43.0 500 200 15 150 1,500 402.4 2,150 1,350

2021-08-10 - en
* The maximum flow of the fuel oil circulation pump

Fig. 07.05.02: Fuel oil venting box
Cooling of Distillate Fuels

The external fuel systems (supply and circulating systems) have a varying ef-
fect on the heating of the fuel and, thereby, the viscosity of the fuel when it
reaches the engine inlet.
Today, external fuel systems on-board are often designed to have an op-
timum operation on HFO, which means that the temperature is kept high.
6 (8) All engines

For low-viscosity distillate fuels like marine diesel oil (MDO) and marine gas oil
(MGO), however, the temperature must be kept as low as possible in order to
ensure a suitable viscosity at engine inlet.
9007250990787211
Fuel Oil Viscosity at Engine Inlet

The recommended fuel viscosity range for MAN B&W two-stroke engines at
engine inlet is listed in Table 7.05.03.
The lower fuel viscosity limit is 2 cSt
However, 3 cSt or higher is preferable as this will minimise the risk of having
problems caused by wear for instance.
For low-viscosity fuel grades, care must be taken not to heat the fuel too
much and thereby reduce the viscosity.
Range Fuel viscosity at engine inlet, cSt
Minimum 2
Normal, distillate 3 or higher
Normal, HFO 10-15
Maximum 20
Table 7.05.03: Recommended fuel viscosity at engine inlet

Information about temperature – viscosity relationship of marine fuels is avail-
able in our publication:
Guidelines for Operation on Fuels with less than 0.1% Sulphur, SL2014-593
The publication is available at www.marine.man-es.com -->'Service Letters'.
Impact of Fuel Viscosity on Engine Operation

Many factors influence the actually required minimum viscosity tolerance dur-
ing start-up and lowload operation:
▪ engine condition and maintenance

▪ fuel pump wear
▪ engine adjustment (mainly starting index)
▪ actual fuel temperature in the fuel system
Although achievable, it is difficult to optimize all of these factors at the same
time. This situation complicates operation on fuels in the lowest end of the vis-
cosity range.
2021-08-10 - en
Fuel Oil Cooler

To build in some margin for safe and reliable operation and to maintain the re-
quired viscosity at engine inlet, installation of a cooler will be necessary as
shown in Fig. 7.01.01.
All engines 7 (8)

Viscosity Requirements of Fuel Pumps etc.

The fuel viscosity does not only affect the engine. In fact, most pumps in the
external system (supply pumps, circulating pumps, transfer pumps and feed
pumps for the separator) also need viscosities above 2 cSt to function prop-
erly.
MAN Energy Solutions recommends contacting the actual pump maker for
advice.
9007250990787211
2021-08-10 - en
8 (8) All engines

01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas
08 Lubricating oil

21 Appendix
61147014283
1 (1)

08 Lubricating oil
Lubricating and cooling oil system

System oil is the common designation of a lubricating oil used for different
purposes in systems in and on the engine. The system oil is used as:
1. Circulating oil
▪ Lubrication of crosshead bearings, crankshaft bearings, main and thrust
bearings
▪ Cooling of pistons
▪ Turbochargers
▪ Axial vibration damper
2. Hydraulic oil
▪ Hydraulic power supply unit (HPS)
▪ Exhaust valves
▪ Hydraulic cylinder unit (HCU)
▪ Moment compensator (if installed)
▪ Torsional vibration damper (if installed)
3. Control oil
▪ Activates (control) valves, etc.
4. Sealing oil in dual-fuel engines

▪ Confines low-flashpoint (LF) fuel in LF-systems (various systems and
types).
Two different lubricating and cooling oil system arrangements are available,
depending on whether the lubricating oil pump is a submerged centrifugal
deep-well pump (Fig. 8.01.01), or a positive displacement pump
(Fig. 8.01.02).
8.01 Lubricating and cooling oil system

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All engines 1 (5)

Fig. 8.01.01: Lubricating and cooling oil system arrangement with a sub-
merged centrifugal deep-well lubricating oil pump and cofferdam below the
lubricating oil bottom tank
2023-11-08 - en
Fig. 8.01.02: Lubricating and cooling oil system arrangement with a positive
displacement lubricating oil pump and cofferdam below the lubricating oil bot-
tom tank
2 (5) All engines

The main lubricating oil pump pumps lubricating oil from a bottom tank to the
lubricating oil cooler, through a full-flow filter, to engine inlet ‘RU’, see Figs.
8.01.01–8.01.02. From the engine, the oil collects in the oil pan from where it
is drained off to the lubricating oil bottom tank through engine outlet ´S`. For
the design of the lubricating oil bottom tank, see Chapter 8.06.
If there is limited space below the engine, and the necessary space for a cof-
ferdam is not available (subject to classification approval), the arrangement in
Fig. 8.01.03 must be used.
Fig. 8.01.03: Lubricating and cooling oil system arrangement with a positive
displacement lubricating oil pump but no cofferdam below the lubricating oil

bottom tank
If the lubricating oil tank gets damaged, the arrangement in Fig. 8.01.03 en-
ables emergency suction for both the lubricating oil pump and the separator
pump from the lubricating oil bottom tank.
Fig. 8.07.01 shows vent arrangement for engine crankcase, turbochargers,
and lubricating oil bottom tank.
For external pipe connections, we prescribe a maximum oil velocity of
1.8 m/s.
2023-11-08 - en
Notes on Figs. 8.01.01 – 8.01.03 are described in the following.
Orifice (Note 1 on Fig. 8.01.01)

An orifice should be installed if the inlet pressure to the engine exceeds the
figure for “Normal service high” given in the “Guidance Values for Automa-
tion”. Size, refer to document No.: 5774354-8 “Orifice sizes”.
Lubricating oil outlet (Note 2 on Figs. 8.01.01, 8.01.02 and 8.01.03)

Refer to a separate document for the specific engine design specification.
All engines 3 (5)

Manual deaerating valve (Note 3 on Figs. 8.01.01, 8.01.02 and 8.01.03)

A manual venting arrangement with a small diameter should be installed at the
highest point. The location can be after or before the lubricating oil cooler.
Backflushing drain (Note 4 on Figs. 8.01.01, 8.01.02 and 8.01.03)

The backflushing line must terminate in the lubricating oil bottom tank close to
the separator pump suction line.
Lubricating oil sample connection

(Note 5 on Figs. 8.01.01, 8.01.02 and 8.01.03)
DN25 valve connection for oil sample purposes during flushing/flow cleaning
of the lubricating oil system at the shipyard and during normal operation.
Lubricating oil sample connection

(Note 7 on Figs. 8.01.01, 8.01.02 and 8.01.03)
DN10 valve connection for oil sample purposes.
Drain from turbocharger

(Note 9 on Figs. 8.01.01, 8.01.02 and 8.01.03)
As return oil is pressurised by sealing air from the turbocharger, the outlet in
the lubricating oil bottom tank must release the air above the oil level as
shown in one of the examples in Fig. 8.01.04.
Fig. 8.01.04: Oil drain from turbocharger
Thermostatic valve location (Note 10 on Figs. 8.01.01, 8.01.02 and 8.01.03)

If the lubricating oil cooler is seawater cooled, the valve must be located on
2023-11-08 - en
the lubricating oil side.
Venting pipe routing, inclination

(Note 12 on Fig. 8.01.01, 8.01.02 and 8.01.03)
Refer to Project Guide Section 8.07.
RW connection (Note 13 on Figs. 8.01.01, 8.01.02 and 8.01.03)

The connection is only used when either Alfa Laval or Hydac type hydraulic
control oil (HCO) filter is installed at the engine.
4 (5) All engines

AB1 connection (Note 14 on Figs. 8.01.01, 8.01.02 and 8.01.03)

Connection only used when MAN exhaust gas recirculation (EGR) blowers are
installed for EGR engines.
73005929099

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All engines 5 (5)

73005929099
2023-11-08 - en
All engines
Hydraulic power supply unit

A hydraulic power supply (HPS) unit supplies hydraulic power for the ME hy-
draulic-mechanical system for activation of fuel injection and exhaust valves.
Normal lubricating oil from the main lubricating oil system of the engine (as
standard) is used as hydraulic oil. The HPS unit filters the lubricating oil.
HPS connection to lubricating oil system

Internally on the engine, the lubricating oil inlet ‘RU’ is connected to the HPS
unit which supplies hydraulic oil to hydraulic cylinder units (HCU). See Figs.
8.01.01–8.01.03, 16.01.02a and 16.01.02b.
‘RW’ is the lubricating oil outlet from the automatic backflushing filter.
Hydraulic oil is supplied to the HCU at each cylinder where it is distributed to
two multi-way valves: Electronic fuel injection (ELFI) and electronic valve actu-
ation (ELVA), these carry out the fuel injection and open the exhaust valve, re-
spectively. The exhaust valve is closed by a conventional air spring.
The engine control system (ECS) controls the multi-way valves, see Chapter
16.
HPS configurations
The HPS pumps are driven either mechanically by the engine (via a step-up
gear from the crankshaft) or electrically. The HPS unit is mounted on the en-
gine, regardless of how the pumps are driven. For mechanically driven
pumps, the HPS unit (Fig. 8.02.01) consists of:
▪ an automatic and a redundant filter
▪ three to five engine driven main pumps
▪ two electrically driven start-up pumps
▪ a safety and accumulator block
8.02 Hydraulic power supply unit

2024-05-03 - en
All engines 1 (3)

2024-05-03 - en
Fig. 8.02.01: Engine driven hydraulic power supply unit and lubricating oil
pipes
For electrically driven pumps, the HPS unit has three or more pumps which
function as combined main and start-up pumps.
2 (3) All engines

Altogether, two HPS configurations are available:

▪ STANDARD mechanically driven HPS, with mechanically driven main
pumps and start-up pumps with a capacity sufficient to deliver the start-
up pressure only. The engine cannot run with all engine-driven main
pumps out of operation. If one main pump is out, 66% engine load is
available.
▪ COMBINED mechanically driven HPS unit, with electrically driven start-up
pumps with back-up capacity. If all engine-driven pumps are out of opera-
tion, at least 15% engine power is available as back-up power.
Motor start method

Direct online start (DOL) is required for all electric motors for the HPS pumps
to ensure proper operation under all conditions, including a start-up against
maximum pressure in the system.
9007272273067531

2024-05-03 - en
All engines 3 (3)

9007272273067531
2024-05-03 - en
All engines
Lubricating oil pipes for turbochargers
8.03 Lubricating oil pipes for turbochargers

2023-06-06 - en
70166911371
All engines 1 (1)

70166911371
8.03 Lubricating oil pipes for turbochargers
2023-06-06 - en
All engines
System oil list, consumption and cleaning
System oil – a versatile lubricating oil used for many purposes

System oil is the common designation of a lubricating oil used for different
purposes in systems in and on the engine. As mentioned in Section 8.01, the
system oil is used as:
1. Circulating oil
2. Hydraulic oil
3. Control oil
4. Sealing oil in dual-fuel engines.
List of system oils

MAN Energy Solutions recommends using system oils (circulating oil) with the
following main properties:
▪ SAE 30 viscosity grade
▪ BN level 5 - 10
▪ high corrosion protection
▪ good anti-oxidant properties
▪ high detergency and dispersancy.
Adequate dispersion and detergent properties will keep the crankcase and
piston cooling spaces clean of deposits.
Table 1 lists major international system oil brands tested in service, and which
have passed the testing procedure and obtained a No Objection Letter (NOL).
Do not consider this list to be complete, as other system oils with NOLs from
8.04 System oil list, consumption and cleaning

MAN Energy Solutions can be equally suitable. System oils are recommended
for all MAN B&W two-stroke engines, independent of Mark number.
Company Circulating oil

SAE 30, BN 5 - 10
Castrol Castrol CDX 30
Chevron Lubricants Veritas 800 Marine 30
ENEOS Corporation Marine S30
ExxonMobil Mobilgard 300 C
Gulf Marine GulfSea Superbear 3006

2024-02-12 - en
Shell Shell Melina S 30
Sinopec Lubricant co. System Oil 3005
SK Lubricants SK Supermar AS
TotalEnergies Lubmarine Atlanta Marine D3005
Table 1: Examples of international system oil brands that have an NOL from
Do not consider the list complete, as oils from other companies can be
equally suitable. Further information can be obtained from the engine builder
or MAN Energy Solutions, Copenhagen.
All engines 1 (3)

System oil consumption

The system oil consumption depends on factors like backflushing from
separators and drain from stuffing boxes.
Furthermore, the consumption varies for different engine sizes as well as op-
erational and maintenance patterns.
System oil offline cleaning

Automatic separators with total or partial discharge must be used.
Fig. 8.04.01 shows a typical system oil cleaning system.
2024-02-12 - en
Fig. 8.04.01: Cleaning system

The nominal capacity of the separator must be according to the supplier’s re-
commendation for system oil, based on the figure:
0.136 litre/kWh
The nominal MCR is used as the total installed power.
2 (3) All engines

Recommendations of engine lubrication are available in the most current Ser-

vice Letters on this subject at www.marine.man-es.com --> 'Two-Stroke' -->
'Service Letters'.
Notwithstanding the foregoing, it remains the responsibility of the owner/oper-

ator of an engine to ensure that suitable fuels and lubes are conditioned and
used in order to prevent damage to the engine and other equipment on
board. MAN Energy Solutions disclaims any and all liability and cannot be held
responsible for any damage to the engine, engine components or other
equipment on board that may be caused by the use of the mentioned lubric-
ants.
54043247271535243

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All engines 3 (3)

54043247271535243
2024-02-12 - en
All engines
Components and installation
Lubricating oil pump

The lubricating oil pump can be a submerged centrifugal deep well pump or,
alternatively, a positive displacement type which requires one of the arrange-
ments shown in Fig. 8.01.01 and Fig. 8.01.02.
Flow rate
The flow capacity must be within a range from 100% to 112% of the capacity
stated in the CEAS report, see Section 6.03. Note that the given capacity
does not normally consider capacities of internal components such as tor-
sional vibration damper, gearbox, filter backflushing, etc.
Pump head (Ph)

The value given by MAN Energy Solutions is a preliminary guidance based on
a maximum pressure drop across cooler and filter of 1.0 bar, and a required
inlet pressure at the engine, which is specified at a reference location 1,800
mm above the crankshaft centre.
The actual pump head of the pumps must be based on required inlet pres-
sure to the engine, hydrostatic lifting height, and total actual pressure drop
across the lubricating oil system pipe components, specified by the shipyard,
at the specified flow rate.
If an automatically cleaned filter is installed, note that to activate the cleaning
process, certain makes of filters require a higher oil pressure at the filter inlet
than the pump pressure specified. Therefore, the pump capacity should be
adequate for this purpose, too.
Engine inlet pressure

The required inlet pressure to the engine must be according to “Guidance val-
ues for automation” for the specific engine type. The reference location for the
pressure is 1,800 mm above crankshaft centre.
Operating conditions 8.05 Components and installation

Lubricating oil viscosity, specified: 75 cSt at 50°C
Lubricating oil viscosity, maximum: 400 cSt, corresponding to a start of the
pump with cold lubricating oil
Maximum working temperature: 60° C.
2023-11-15 - en
Centrifugal pump selection guideline, see Section 6.04.
Lubricating oil cooler

The lubricating oil cooler must be of either the plate type, or the shell and tube
type, and if the lubricating oil cooler is seawater (SW) cooled, it must be made
of Titanium.
Lubricating oil flow rate: See “flow rate” for the lubricating oil
pump
All engines 1 (6)

Lubricating oil viscosity, specified: 75 cSt at 50°C

Working pressure: Pump head, Ph
Test pressure: According to class rules
Heat dissipation: Stated in the CEAS report
Max. differential pressure, lubricating oil 0.5 bar
side:
Lubricating oil outlet temperature: 45°C
The cooling water flow is stated in the CEAS report. The flow capacity must be within
a range from 100% to 110% of the capacity stated.
Max. differential pressure cooling side: 0.2 bar
Cooling water temp. inlet, SW cooled: minimum 10°C, maximum 32°C
Cooling water temp. inlet, freshwater (FW) minimum 10°C, maximum 36°C
cooled:
Lubricating oil full-flow filter

The filter should be either a manual or an automatic Duplex filter. A sufficient
capacity must be provided to allow the specified full amount of oil to flow
through each side of the filter at the working temperature and the differential
pressure across the filter, as stated below:
Lubricating oil flow rate: See “flow rate” for lubricating oil pump
Working pressure: Pump head (Ph)
Working temperature: Approximately 45°C
Absolute fineness: 50 μm or 40 μm (engine type dependent)
Clean filter differential pressure: Maximum 0.2 bar
Filter cleaning at differential pressure: Maximum 0.5 bar
Location: As close as possible to the main engine.
8.05 Components and installation
Lubricating oil bottom tank

The design must comply with the specific engine type, engine seating, and re-
commendation given in Section 8.06.
2023-11-15 - en
Lubricating oil storage tank

The number, capacity, arrangement, and design must be according to owner/
classification society request, and normal shipyard standard.
Separator
An automatic separator type must be used, either with total discharge or par-
tial discharge.
2 (6) All engines

The nominal capacity of the separator must be according to the supplier’s re-
commendation for cleaning of lubricating oil based on the figure: 0.136 litre/
kWh. The engine NMCR must be used as the total installed power.
Preheater for separator

Type: Plate, or shell and tube
The nominal flow rate must be in accordance with the separator capacity and sup-
plier’s recommendation
Lubricating oil outlet temperature: 90°C, or in accordance with the recom-
mendation of the separator supplier
Lubricating oil inlet temperature: 45°C
Separator pump
Type: Positive displacement type
The nominal flow rate must be in accordance with the separator capacity and sup-
plier recommendation.
Filter for separator pump

The type, size, and necessity of the filter must be in accordance with the re-
commendation of the separator pump supplier.
Flushing of lubricating oil components and piping system at the shipyard

During installation of the lubricating oil system for the main engine, it is import-
ant to minimise or eliminate foreign particles in the system. This is done as a
final step on board the vessel, before starting the engine, by flushing the lub-
ricating oil components and piping system of MAN B&W two-stroke engines.
At the shipyard, the following main points should be observed during handling
and flushing of the lubricating oil components and piping system.
Before and during installation
Components delivered from sub-suppliers, such as pumps, coolers and fil-
ters, are expected to be clean and rust protected. However, these must be
spot-checked before being connected to the piping system.
All piping must be finished in the workshop before mounting on board, i.e. all
2023-11-15 - en
internal welds must be ground and piping must be acid-treated followed by

neutralisation, cleaning, and corrosion protection.
Both ends of all pipes must be closed/sealed during transport.
Before the final installation, carefully check the inside of the pipes for rust and
other kinds of foreign particles.
Never leave a pipe end uncovered during assembly.
All engines 3 (6)

Bunkering and filling system

Tanks must be cleaned manually and inspected before filling these with oil.
When filling the oil system, MAN Energy Solutions recommends that new oil is
bunkered through a 6 μm fine filter, or that a purifier system is used. New oil is
normally delivered with a cleanliness level of XX/23/19 according to ISO 4406
and, therefore, requires further cleaning to meet our specification.
Flushing the piping with engine bypass

When flushing the system, the first step is to bypass the main engine oil sys-
tem. Through temporary piping and/or hosing, the oil is circulated through the
vessel’s system and directly back to the main engine oil sump tank.
If the system has been out of operation, or unused for a long time, it may be
necessary to spot-check for signs of corrosion in the system. Remove end
covers, bends, and so on, and inspect accordingly.
During flushing, it is important to keep the oil warm, approx. 60˚C, and the
flow of oil as high as possible. For that reason it may be necessary to run two
pumps at the same time.
Filtering and removing impurities

To remove dirt and impurities from the oil, it is essential to run the purifier sys-
tem during the complete flushing period and/or use a bypass unit with a 6 μm
fine filter and sump-to-sump filtration, see Fig. 8.05.01.
2023-11-15 - en
Fig. 8.05.01: Lubricating oil system with temporary hosing/piping for flushing
at the shipyard
Furthermore, it is recommended to reduce the filter mesh size of the main filter
unit to 10-25 μm (to be changed again after sea trial) and use the 6 μm fine fil-
ter already installed in the auto-filter for this temporary installation, see Fig.
8.05.01. This can lead to a reduction of the flushing time.
4 (6) All engines

The flushing time depends on the system type, the condition of the piping and
the experience of the yard. 15–26 hours should be expected.
Cleanliness level, measuring kit and flushing log

MAN Energy Solutions specifies ISO 4406 XX/16/13 as the accepted cleanli-
ness level for ME hydraulic oil systems and second fuel hydraulic oil systems,
and ISO 4406 XX/19/15 for the remaining part of the lubricating oil systems.
The amount of contamination contained in system samples can be estimated
with the Pall Fluid Contamination Comparator combined with the Portable
Analysis Kit, HPCA-Kit-0, which is used by MAN Energy Solutions. This kit
and the comparator included is supplied by Pall Corporation, USA
(www.pall.com).
It is important to record the flushing condition in statements to all inspectors
involved. The MAN Energy Solutions ‘Flushing Log form’, which is available on
request, or a similar form is recommended for this purpose.
Flushing the engine oil system

The second step of flushing the system is to flush the complete engine oil sys-
tem. The procedure depends on the engine type and the condition in which
the engine is delivered from the engine builder. For detailed information, we
recommend contacting the engine builder or MAN Energy Solutions.
Inspection and recording in operation

Inspect the filters before and after the sea trial.
During operation of the oil system, check the performance and behaviour of
all filters, and note down any abnormal conditions. If any abnormal condition
is observed, take immediate action. For example, if a high differential pressure
occurs at short intervals, or in the case of abnormal backflushing, check the
filters and take appropriate action.
Further information and recommendations regarding flushing, the specified
cleanliness level and how to measure it, and how to use the NAS 1638 oil
cleanliness code as an alternative to ISO 4406, are available in our publica-
tion: Filtration Handbook.
The publication is available at www.man-es.com → ‘Marine’ → ‘Products’ 8.05 Components and installation
→‘Planning Tools and Downloads’ → ’Technical Papers’.
2023-11-15 - en
All engines 5 (6)

Lubricating oil outlet

If required by class rules, a protecting ring, position 1–4 in Fig. 8.05.02,
should be installed.
Fig. 8.05.02: Lubricating oil outlet

The ring should be placed loose on the tank top guided by the hole in the
flange.
In the vertical direction, it is secured with a screw (position 4) to prevent wear
of the rubber plate.
73028315147
2023-11-15 - en
6 (6) All engines

Lubricating oil tank

Fig. 8.06.01, Tables 8.06.01 and 8.06.02 show the lubricating oil tank and the
different dimensions.
8.06 Lubricating oil tank
Fig. 8.06.01: Dimensions of lubricating oil tank, with cofferdam

2023-11-20 - en
S70ME-C10.5/-GI 1 (2)
Cyl. Drain at D0 D1 D3 H0 H1 H2 H3 W L OL Q m3
No. cyl. No.
5 2-5 275 2x425 2x200 1,140 425 85 400 500 7,200 1,040 21.5
6 2-6 300 2x450 2x225 1,210 450 90 400 500 8,000 1,110 25.5
7 2-5-7 325 2x450 2x225 1,290 450 90 400 600 9,600 1,190 32.8
8 2-5-8 350 2x475 2x250 1,360 475 95 600 700 10,400 1,260 37.6
Table 8.06.01: Dimensions of lubricating oil tank with cofferdam referring to

Fig. 8.06.01
However, if space is limited other solutions are possible.

Table 8.06.02 shows the minimum lubricating oil bottom tank volume (m3).
5 cyl. 6 cyl. 7 cyl. 8 cyl.
20.0 23.9 27.8 31.7
Table 8.06.02: Minimum lubricating oil bottom tank volume in cubic metre
Note:
When calculating tank heights, allowance has not been made for the possibil-
ity that a quantity of oil in the lubricating oil system outside the engine may be
returned to the bottom tank, when the pumps are stopped. If the system out-
side the engine is designed so that an amount of lubricating oil is drained
back to the tank when the pumps are stopped, the height of the bottom tank
shown in Table 8.06.01 has to be increased to include this quantity.
Lubricating oil tank operating conditions

The lubricating oil bottom tank complies with the rules of classification
societies when operating under the conditions in Table 8.06.03.
Angle of inclination, degrees
Athwartships Fore and aft
Static Static
15 5
18014454432201867
Table 8.06.03: Operating conditions

18014454432201867
8.06 Lubricating oil tank
2023-11-20 - en
2 (2) S70ME-C10.5/-GI
Venting and drain pipes
General
Fig. 8.07.01 shows venting arrangements for engine crankcase, turbocharger,
and lubricating oil bottom tank.
Fig. 8.07.01: Venting arrangement for engine crankcase, turbocharger, and

lubricating oil bottom tank
Notes on Fig. 8.07.01 are described in the following.
Crankcase venting line

8.07 Venting and drain pipes
The crankcase venting line must be made with a drain cowl as indicated in
Fig. 8.07.01 and detail 1, for draining of a potential build-up of condensate in
the venting line. This drain cowl must be located as close as possible to the
engine flange for crankcase venting.
2023-11-16 - en
Hydrocarbon sensor (note 6)
1. Engine type: ME, fuel oil only

▪ A hydrocarbon (HC) sensor and a special vent outlet location are not rel-
evant.
All engines 1 (3)

2. Engine type: ME-GI/-GA/-GIE/-LGIM/-LGIP

▪ A hydrocarbon sensor and a special vent outlet location are not relevant
but this can be overruled by the applicable flag state authority, who might
require the following:
– Tank venting: The venting outlet constitutes a hazardous zone and has
to be placed outside a safe area. The outside hazardous zone must be
according to flag state/classification society requirement.
– Monitoring: A hydrocarbon alarm sensor should be installed in the vent
line.
The piping must be terminated in open air:

See ‘Routing of vent pipes’ (Note 11)
Pipe routing: See ‘Venting pipe routing, inclination’ (Note 12)
Lubricating oil bottom tank venting lines

The lubricating oil bottom tank must be provided with sufficient venting. The
venting pipes should be arranged at the corners of the tank or, as a minimum,
at each end of the tank, to secure venting at any trim of the ship. The venting
pipe sizes from tanks are subject to classification society rules.
A drain system with a design as shown in note 6 and detail 2 in Fig. 8.07.01
can be installed for each of the air venting pipes from the lubricating oil bot-
tom tank. This gives the possibility to drain condensate and foreign particles
from venting pipes and, thereby, not contaminate the oil in the lubricating oil
bottom tank.
Drain valves must be opened and closed frequently during:
▪ Flushing procedure before initial engine start-up
▪ Sea-trial.
Turbocharger vent line

A turbocharger vent line must be made going from the turbochargers to the
atmosphere. If more than one turbocharger vent line is connected to the same
vent line manifold, it is important that the vent pipe is connected to the bottom
of the manifold pipe, otherwise oil mist will accumulate in the pipe. Further-
more, the cross-sectional area of the vent pipe must be increased before con-
necting it to a common line. This is shown in Fig. 8.07.01, detail 3.
2023-11-16 - en

Routing of vent pipes (Note 11 on Fig. 8.07.01)

It is recommended that each vent line from the various engine connections is
routed separately to the open air outside the engine room. They should not be
connected to each other or be connected to a common vent chamber.
2 (3) All engines

Venting pipe routing, inclination

(Note 12 on Figs. 8.01.01, 8.01.02, 8.01.03 and 8.07.01)
The vent piping routing has to be steadily ascending so no potential pipe
pockets can occur according to the vessel static longitudinal and transverse
inclination. In general, the longitudinal inclination used must be min. 5° (might
be smaller based on the length of the vessel and applicable classification soci-
ety rules) and the transverse inclination min. 15°. If for some reason a pipe
pocket cannot be avoided, a special drain pipe connection to the sludge or
waste oil tank must be installed in the bottom part of each pipe pocket to
avoid an oil-filled pocket.
73011603467

2023-11-16 - en
All engines 3 (3)

73011603467
2023-11-16 - en
All engines
Turbocharger lubricating oil system

As an option, the engine can be prepared for a separate turbocharger (TC)
lubricating oil system, see Fig. 8.08.01.
8.08 Turbocharger lubricating oil system

Fig. 8.08.01: Separate TC lubricating oil system
The turbocharger lubricating oil system can be a separate unit, or it can be in-
tegrated in the engine room with the various components placed and
fastened to the steel structure of the engine room.
The design and dimensioning of the various components gives a reliable sys-
tem capable of supplying lubricating oil to the inlet of the engine-mounted tur-
bocharger at a constant pressure, both at engine stand-by and at various en-
gine loads.
2024-02-16 - en
Initial filling and topping up (Note 1 on Fig. 8.08.01)

For all operations involving adding oil, oil filling must be done via the TC lubric-
ating oil fine filter unit.
Turbocharger lubricating oil return to tank (Note 2 on Fig. 8.08.01)

Return pipe outlets inside the tank must be placed near the tank side to avoid
formation of air bubbles in the turbocharger lubricating oil.
All engines 1 (5)

Turbocharger lubricating oil

MAN Energy Solutions recommends the use of turbocharger lubricating oil
with the following main properties:
▪ BN level: 5–10
For further details, reference is made to drawing no. 5832509-5.
Turbocharger lubricating oil system components
Turbocharger lubricating oil tank

The tank must be designed as a separate loose tank (mild steel plate) or as
part of the ship structure. The tank must be made with a sloped bottom. The
tank should be placed at least 1 m below the turbocharger lubricating oil out-
let flange “AB” on Fig. 8.08.01.
The tank volume must be 10% of the pump flow rate given in the
CEAS report. The calculated tank volume is the volume between high- and
low-level alarms.
The design pressure must be according to class rules for tanks vented to the
atmosphere.
The low-level alarm must be placed at a level above the minimum level for
pump suction, including considerations of vessel athwartships and fore/aft in-
clinations (according to classification society rules). The low-level alarm must
be according to the document “Guidance Value – Automation”, sensor name
“LS 8130 AL”.
The optional high-level alarm must be placed so that the tank can receive the
TC lubricating oil drain amount from the engine without overflowing.
Cleaning
Before using the tank, it must be cleaned properly:

▪ Any slag (and other impurities) after welding must be removed mechanic-
ally
▪ Clean all visible impurities
▪ Treat scale on the surface with a descaling agent
▪ If rust is found, treat the surface with a rust-removing agent
▪ Use a vacuum cleaner to remove small particles from the surface and
corners
2024-02-16 - en
▪ Wash the surface with grease-dissolving liquid. Cleaned areas must be

protected with an antirust agent immediately after they have been cleaned
to provide protection until the system is filled up. The agent must be of a
type that can be mixed with lubricating oil.
Paint and protection

It is very important to ensure that the paint, if any, and other protecting
products used in the tank are oil resistant, and that the application method
has been thoroughly carried out, considering that a bad quality of paint may
be worse than no paint at all.
In general, it is recommended to coat the tank with clean oil.
2 (5) All engines

Turbocharger lubricating oil pump

The turbocharger lubricating oil pump should be a positive displacement type
pump with a build-in overflow safety valve.
The flow rate is stated in the CEAS report. The flow capacity must be within a
range from 100% to 112% of the capacity stated.
Pump head (Ph): 4 bar

Max. pump discharge pressure: 5 barg
TC lubricating oil viscosity, specified: 75 cSt at 50°C
TC lubricating oil viscosity, maximum: 400 cSt, corresponding to start of pump
with cold lubricating oil
Maximum temperature: 70°C
Classification and pressure test: According to class rules
18014471648864651
Turbocharger lubricating oil cooler

Type: Plate or shell and tube
Material: Titanium, if seawater cooled
TC lubricating oil flow rate: See “flow rate” for the turbocharger lub-
ricating oil pump
TC lubricating oil viscosity, specified: 75 cSt at 50°C
Working pressure: Max. pump discharge pressure 5 barg
Max. differential pressure TC lubricating 0.5 bar
oil side:
TC lubricating oil outlet setpoint temper- 45°C

ature:
Cooling water flow: Stated in the CEAS report
Cooling water temp. inlet, FW cooled: Minimum 0°C, maximum 36°C
18014471648864651
Control pressure valve

The function of the valve is to create a constant supply pressure to the TC
2024-02-16 - en
lubricating oil system independent of the engine load. The valve is the engine
builder scope of supply.
All engines 3 (5)

Turbocharger lubricating oil full-flow filter

The filter should be either a manual or an automatic Duplex filter. A sufficient
capacity must be provided to allow the specified full amount of oil to flow
through each side of the filter at the working temperature and the differential
pressure across the filter, as stated below:
Lubricating oil flow rate: See “flow rate” for the lubricating oil
pump
Working pressure: Pump head (Ph)
Working temperature: Approximately 45°C
Absolute fineness: 50 μm
Clean filter differential pressure: Maximum 0.2 bar
Filter cleaning at differential pressure: Maximum 0.5 bar
Location: As close as possible to the main engine.
18014471648864651
Offline fine filter unit

A continuously running offline filtration must be performed to remove particles
and oil degradation products in the separate TC lubricating oil system. This is
performed by a fine filter unit, including a pump and filter. Furthermore, the
offline filtration unit must be able to clean bunkered TC lubricating oil before
the new oil enters the tank.
The capacity Q of the TC lubricating oil fine filter unit must correspond to
cleaning of 1/5 of the tank volume per hour.
Q (l/h) = Vtank (m3) x 1/5 (h-1) x 1000 (l/m3)

Example: Vtank = 2 m3, Q = 400 l/h
Fine filter filtration type: Deep-bed cartridge filtration

Filter fineness: 3 µm (absolute)
18014471648864651
Turbocharger lubricating oil backflushing filter (optional)

Filter fineness: 3 μm (absolute)
18014471648864651
2024-02-16 - en
4 (5) All engines

Thermostatic regulating valve

Freshwater flow: See CEAS report and cooling water flow
for “turbocharger lubricating oil cooler”
TC lubricating oil outlet, setpoint temper- 45°C
ature:
TC lubricating oil temperature range and alarm must be according to values stated in
the document “Guidance Value – Automation”, sensor name “TE 8112 I-AH-Al-Y”.
Max. working temperature: Up to 60 °C
Max. pressure drop: 0.3 bar
Actuator type: Electric or pneumatic
Recommended leak rate: Less than 0.5% of nominal flow
18014471648864651

2024-02-16 - en
All engines 5 (5)

18014471648864651
2024-02-16 - en
All engines
Hydraulic control oil system

As an option, the engine can be prepared for a separate hydraulic control oil
(HCO) system, see Fig. 8.09.01.
Fig. 8.09.01: Hydraulic control oil system
The hydraulic control oil system can be a separate unit, or it can be integrated
in the engine room with the various components placed and fastened to the
steel structure of the engine room.
8.09 Hydraulic control oil system
The design and dimensioning of the various components gives a reliable sys-
tem capable of supplying low-pressure oil to the inlet of the engine-mounted
high-pressure hydraulic control oil pumps at a constant pressure, both at en-
gine standby, and at various engine loads.
2023-11-23 - en
Initial filling and topping up (Note 1 on Fig. 8.09.01)

All oil added during the initial filling and topping up must be filtered through a
filter with a fineness of min. 3 µm (absolute).
Hydraulic control oil return to tank (Note 2 on Fig. 8.09.01)

Return pipe outlets inside the tank must be placed near the tank side to avoid
formation of air bubbles in the hydraulic control oil.
All engines 1 (4)

Hydraulic control oil and cleanliness

MAN Energy Solutions recommends the use of HCO with the following main
properties:
▪ BN level: 5–10.
For further details, reference is made to drawing no. 5832509-5.
The hydraulic control oil must fulfil the cleanliness level ISO 4406 XX/16/13
equivalent to NAS 1638 Code 8.
MAN Energy Solutions can supply information and recommendations for:
▪ Flushing
▪ The specified cleanliness level and how it is measured
▪ Applying the NAS 1638 oil cleanliness code as an alternative to ISO 4406.
Hydraulic control oil system components
Hydraulic control oil tank

The tank must be designed as a separate loose tank (mild steel plate) or as
part of the ship structure. The tank must be made with a sloped bottom. The
tank should be placed at least 1 m below the hydraulic outlet flange “RZ” on
Fig. 8.09.01.
The tank volume must be 10% of the pump flow rate given in the
CEAS report. The calculated tank volume is the volume between high- and
low-level alarms.
The design pressure must be according to class rules for tanks vented to the
atmosphere.
The low-level alarm must be placed at a level above the minimum level for
pump suction, including considerations of vessel athwartships and fore/aft in-
clinations (according to classification society rules). The low-level alarm must
be according to the document “Guidance Value – Automation”, sensor name
“LS 1320 AL”.
The optional high-level alarm must be placed so that the tank can receive the
HCO drain amount from the engine without overflowing.
Cleaning
Before using the tank, it must be cleaned properly:
2023-11-23 - en
▪ Any slag (and other impurities) after welding must be removed mechanic-
ally
▪ Clean all visible impurities
▪ Treat scale on the surface with a descaling agent
▪ If rust is found, treat the surface with rust-removing agent
▪ Use a vacuum cleaner to remove small particles from the surface and
corners
2 (4) All engines

▪ Wash the surface with grease-dissolving liquid. Cleaned areas must be

protected with an antirust agent immediately after they have been cleaned
to provide protection until the system is filled up. The agent must be of a
type that can be mixed with lubricating oil.
Paint and protection

It is very important to ensure that the paint, if any, and other protecting
products used in the tank are oil resistant, and that the application method
has been thoroughly carried out, considering that a bad quality of paint may
be worse than no paint at all.
In general, it is recommended to coat the tank with clean oil.
Hydraulic control oil pump

The hydraulic control oil pump should be a positive displacement type pump
with a build-in overflow safety valve.
The flow rate is stated in the CEAS report. The flow capacity must be within a
range from 100% to 112% of the capacity stated.
Pump head (Ph): 4 bar

Max. pump discharge pressure: 5 barg
HCO viscosity, specified: 75 cSt at 50°C
HCO viscosity, maximum: 400 cSt, corresponding to start of pump
with cold HCO
Maximum temperature: 70°C
9007272415940363
Hydraulic control oil cooler

Type: Plate or shell and tube
HCO flow rate: See “flow rate” for HCO pump
HCO viscosity, specified: 75 cSt at 50°C
Working pressure: Max. pump discharge pressure 5 barg 8.09 Hydraulic control oil system
Max. differential pressure HCO side: 0.5 bar
2023-11-23 - en
HCO outlet setpoint temperature: 45°C

Cooling water flow: Stated in the CEAS report
Cooling water temp. inlet, FW cooled: Minimum 0°C, maximum 36°C
9007272415940363
Control pressure valve

The function of the valve is to create a constant supply pressure to the HCO
system independent of the engine load. The valve is the engine builder scope
of supply.
All engines 3 (4)

Hydraulic control oil filter

The filter is an automatic self-cleaning and backflushing type. See the filter
quality specification in the document 0744631-6.
Engine builder filter supplier options: Boll & Kirch, Alfa Laval, and Hydac
Offline fine filter unit

A continuously running offline filtration must be performed to remove particles
and oil degradation products in the separate HCO system. This can be per-
formed by a fine filter unit, including a pump and filter. Furthermore, the offline
filtration unit must be able to clean an HCO bunker, before the new oil enters
into the tank.
The HCO fine filter unit capacity “Q” must correspond to cleaning of 1/5 of the
tank volume per hour.
Q (l/h) = Vtank (m3) x 1/5 (h-1) x 1000 (l/m3)

Example: Vtank = 2 m3, Q = 400 l/h
Filter fineness: Max. 3 µm (absolute)
9007272415940363
Thermostatic regulating valve

Water flow: See CEAS report and cooling water flow
for HCO cooler
HCO outlet setpoint temperature: 45°C
HCO temperature range and alarm must be according to stated values in the docu-
ment “Guidance Value – Automation”, sensor name “TE 1310 AH-Y”.
Max. working temperature: Up to 60 °C
Max. pressure drop: 0.3 bar
Actuator type: Electric or pneumatic
Recommended leak rate: Less than 0.5% of nominal flow.
9007272415940363
2023-11-23 - en
4 (4) All engines

01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas

21 Appendix
61147022987
1 (1)

Cylinder oil specification and system description
Cylinder lubricators
Each cylinder liner has a number of lubricating quills through which oil is intro-
duced by MAN B&W Alpha Cylinder Lubricators, see Section 9.02.
Cylinder lubricating oil is pumped into the cylinder (via non-return valves) when
the piston rings pass the lubricating orifices during the upward stroke.
The control of the lubricators is integrated in the engine control system (ME-
ECS). Fig. 9.02.02b shows an overview of the cylinder lubricating oil control
system.
Cylinder lubrication strategy

The general lubrication strategy is to match the cylinder oil with the fuel type
and its sulphur content.
When operating on liquid natural gas (LNG), ethane liquid petroleum gas
(LPG) or methanol, the same cylinder oil is used as for operation on ultralow-
sulphur fuel oil (ULSFO, <0.10% S) to very-low-sulphur fuel oil (VLSFO,
<0.50% S).
For specific lubrication guidelines, please refer to the most recent lubrication
guideline for your specific engine type, for example service letters and circular
letters. Service letters are publicly available.
Circular letters are only distributed to customers with specific engine types.
9.01 Cylinder oil specification and system description

Cylinder oil
MAN Energy Solutions is continously improving the engine design. Highly fuel-
efficient engines with higher pressures and higher temperatures require lubric-
ants with matching performance. Cylinder oils must be designed to:
▪ lubricate pistons and liners
▪ reduce friction
▪ introduce wear protection
▪ minimise risk of seizures
▪ neutralise acids and oxidation products in accordance with the engine re-
quirement,
▪ and keep pistons, piston rings, ring grooves, ringlands, and liners clean.
The cylinder oils are divided into two performance categories, Cat. I and Cat.
2024-06-14 - en
II, of which Cat. II is the overall higher performing category.

MAN Energy Solutions recommends using cylinder oils with the following main
properties:
▪ kinematic viscoity
– minimum 18.5 cSt at 100°C
– maximum 21.9 cSt at 100°C
▪ viscosity index (VI): min. 95
▪ high detergency
▪ alkalinity or base number (BN).
All engines 1 (13)

Category II cylinder oils – all MAN B&W engines and recommended for Mk. 9
and higher
Cat. II cylinder oils have an excellent overall performance with a special focus
on cleaning ability. In order to receive this status, the cylinder oil must com-
plete extensive testing. The lubricants awarded Cat. II status are 40 BN, 100
BN, and 140 BN cylinder oils. Cylinder oils with 100 and 140 BN are mainly
used for high-sulphur fuel applications. The Cat. II 40 BN oils can be used for
operation on <0.10-0.50%S fuels and LNG, ethane, methanol, and LPG.
Table 9.01.01 lists major international system oil brands tested in service with
acceptable results, and which have passed the testing procedure and ob-
tained an No Objection Letter (NOL). Do not consider this list to be complete,
as other Cat. II cylinder oils with NOLs from MAN Energy Solutions can be
equally suitable.
Category II cylinder oils as stated in SL2022-728*
Company Cylinder oils
140 BN 100 BN 40 BN
Castrol Cyltech 140 Cyltech 100 Cyltech 40 XDC
Chevron Taro Ultra 140 Taro Ultra 100 Taro Ultra Ad-
vanced 40
ExxonMobil Mobilgard 5145 Mobilgard 5100 Mobilgard 540 AC

Gulf Oil Marine Gulfsea Cylcare Gulfsea Cylcare Gulfsea Cylcare XP

50140X 50100X 5040X
ENEOS Corpora- ENEOS Marine

tion C1005S
Shell Shell Alexia 140 Shell Alexia 100 Shell Alexia 40XC
Sinopec Lubricant Sinopec Marine

co. Cylinder Oil 50100
TotalEnergies Lub- Talusia HR 140 Talusia Universal Talusia HD 40

marine 100
*Cat. II cylinder oils suitable for all MAN B&W two-stroke engines and recom-
mended for Mark 9 and higher. Examples of international cylinder oils for
which an NOL has been granted Cat. II status by MAN Energy Solutions.
Table 9.01.01: Cat. II cylinder oils
2024-06-14 - en
2 (13) All engines

Category I cylinder oils – MAN B&W engines Mk. 8 and lower

Table 9.01.02 lists major international cylinder oil brands tested in service with
acceptable results, and which have passed the testing procedure and ob-
tained an NOL. Do not consider this list to be complete, as other Cat. I cylin-
der oils with NOLs from MAN Energy Solutions can be equally suitable.
Category I cylinder oils as stated in SL2022-728**
Company Cylinder oils
100BN - 140BN 70 BN 40 BN
Castrol Cyltech 70 Cyltech 40SX*

Cyltech 40
Chevron Lubricants Taro Ultra 70 Taro Ultra 40
ExxonMobil Mobilgard 570 Mobilgard 540

Mobilgard 540 X*
Gulf Oil Marine Gulfsea Cylcare Gulfsea Cylcare

DCA 5070X DCA 5040X
ENEOS Corp. Marine C705 Marine 405Z
Shell Shell Alexia 70 Shell Alexia 40
Sinopec Lubricant Sinopec Marine Sinopec Marine Sinopec Marine

co. Cylinder Oil 50140 Cylinder OIl 5070S Cylinder Oil 5040

SK lubricants SK Supermar Cyl SK Supermar Cyl SK Supermar Cyl
140 / SK Supermar 70 Plus 40 Plus
Cyl 100
TotalEnergies Lub- Talusia HR 70 Talusia LS 40

marine
* Also tested according to the new Cat. I requirements.

** Cat. I cylinder oils suitable for MAN B&W two-stroke engines Mk. 8 and
lower. Examples of international cylinder oils with an NOL from MAN Energy
Solutions.
Table 9.01.02: Cat. I cylinder oils
Notwithstanding the foregoing, it remains the responsibility of the owner/oper-

ator of an engine to ensure that suitable fuels and lubes are conditioned and
2024-06-14 - en
used in order to prevent damage to the engine and other equipment on

board. MAN Energy Solutions disclaims any and all liability and cannot be held
responsible for any damage to the engine, engine components or other
equipment on board that may be caused by the use of the mentioned
lubricants.
All engines 3 (13)

Description of cylinder oil systems

The general cylinder lubrication strategy for MAN B&W engines is to match
the cylinder oil with the fuel type, its sulphur content, and the dependency on
detergent. This match can be achieved by the two cylinder oil lubricating sys-
tems available, both of which require access to two cylinder oils.
The two cylinder oil lubrication systems are – options 1 and 2:
▪ Option 1 - Automated cylinder oil switching system (ACOS2) is the stand-
ard system for most engines, whereas
▪ Option 2 - Automated cylinder oil mixing system (ACOM) is a more ad-
vanced system designed for engine operation which places demands on
the change of cylinder oil.
Engine type ME-B/ME-C
Fuel type low sulphur high sulphur HS Tier II HS and spe-

(LS) (HS) LS Tier III cified dual-fuel
(SDF) operation
Option 1- standard standard standard N/A

ACOS2
Option 2 - N/A option option standard

ACOM
Table 9.01.01: Lubrication systems for all engines

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4 (13) All engines

Option 1 – Automated cylinder oil switching system

ACOS2 is a simple system securing fully acceptable conditions when a longer
changeover period is available. Fig. 9.01.01 shows Option 1 – the ACOS2
system.

Fig. 9.01.01: Option 1 – ACOS2 system – standard system for most engines
2024-06-14 - en
All engines 5 (13)

Option 2 – Automated cylinder oil mixing system

ACOM is specified for engine operation and the need for a faster responding
system when switching fuels. Fig. 9.01.02 shows Option 2 – the ACOM sys-
tem.
Fig. 9.01.02: Option 2 - ACOM system
Cylinder oil feed rate (dosage)

The minimum cylinder oil feed rate can be found in the latest official guideline
issued in our most current Service Letter on this subject. Download Service
Letters from our website here. The minimum feed rate is the amount of oil
needed to lubricate all parts sufficiently.
Continuously monitoring the cylinder condition and analysing drain oil samples
are important to:
1. optimise cylinder oil feed rate and consumption, and
2024-06-14 - en
2. safeguard the engine against wear.

Further information about cylinder lubrication is available in ’ most current Ser-
vice Letters on this subject.
Option 1 – Automated cylinder oil switching system

The ACOS2 system automatically switches between two grades of cylinder
oil, for example, cylinder lubricating oils with a high and a low BN. In general,
the cylinder oil storage and/or service tanks should be arranged separately for
the two cylinder oils.
6 (13) All engines

Switching between the two types of cylinder lubricating oil is based on several
factors, some are mentioned below:
▪ Engine load (fuel oil and dual-fuel (DF) operation)
▪ Amount of pilot fuel in the combusted fuel (only for DF operation on )
▪ Sulphur content in the pilot fuel (only for DF operation on )
▪ Cylinder oil detergency to control cylinder cleanliness.
The sulphur content in the combusted fuel is called the sulphur equivalent.
The ACOS2 system automatically calculates the sulphur equivalent based on
input about the sulphur content of the pilot fuel, which the crew enters on the
main operating panel (MOP).
Control modes
The engine control system (ECS) controls the ACOS2 system and the supply
of cylinder oils via a three-way valve.
See Fig. 9.01.01, and the control modes in Table 9.01.02.
Control mode Description
Auto Cylinder lubrication will switch to high-BN

cylinder oil in dual-fuel operation, and
low-BN cylinder oil when running on fuel
oil only. This switch occurs automatically
based on a feed rate threshold value.
High BN Only high-BN oil is used for cylinder lub-

rication

Low BN Only low-BN oil is used for cylinder lubric-
ation
Table 9.01.02: Control modes

The three-way ball valve is activated pneumatically by control air and in failsafe
position, a spring forces the valve to switch to the high-BN oil.
Timer control of High- and Low-BN control modes

A timer with two timer functions (Max. and Force) can be enabled to control
how many days the engine will run on low-BN and high-BN oils.
The values entered into the timer and, therefore, the shift between cylinder
oils, give the possibility to address cylinder cleanliness.
The “Max.” timer depends on the low-BN feed rate or the days entered in the
timer.
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If the low-BN feed rate is bigger than an engine-dependant threshold value, it

will switch to high-BN oil. Likewise, if the number of days entered in the timer
has elapsed, it will switch to high-BN oil. Only one of the criteria has to be ful-
filled and the timer switches to high-BN oil.
The “Force” timer depends on the low-BN feed rate and the days entered in
the timer.
If the low-BN feed rate is lower than an engine-dependant threshold value and
the timer is done, it will switch to high-BN oil. Both criteria have to be fulfilled
before the timer switches to high-BN oil.
All engines 7 (13)

Option 2 - Automated cylinder oil mixing system (ACOM)

The automated cylinder oil mixing (ACOM) is a cylinder oil delivery system
which automatically mixes to two fully formulated cylinder oils to the optimum
BN, depending on the sulphur content of the fuel.
In general, the cylinder oil storage and/or service tanks should be arranged
separately for the two cylinder oils.
' ACOM system mixes commercially available cylinder oils to the BN value re-
quired. The resulting BN of the cylinder oil supplied to the liners is in the range
of the BN values of the two cylinder oils stored on board.
The basic principle is to mix a cylinder lubricating oil with an optimal BN. At a
certain sulphur content level, the engine has to run on a high-BN cylinder oil.
ACOM working principle

The ME-ECS controls the ACOM system and the mixing of cylinder oils based
on an input about the sulphur content of the fuel combusted. In dual-fuel op-
eration, the sulphur content of the fuel combusted depends on:
▪ engine load
▪ amount of pilot oil in the combusted fuel
▪ sulphur content in the pilot fuel.
The sulphur content of fuel is called the sulphur equivalent. The ACOM system
automatically calculates the sulphur equivalent.
The ACOM system can be controlled automatically or manually, see Table
9.01.03.
Control mode Description
Auto The system automatically calculates the

ordered BN value based on the sulphur
percentage of the fuel oil.
Manual The operator manually enters the ordered

BN value
Table 9.01.03: Control modes

The engine control systems of ME-C/-GI/-LGI/-GA and ME-B-GI/-LGI engines
contain the ACOM functionality, and the crew must input the sulphur content
of the pilot fuel on the MOP.
On the ME-B engine, ACOM is a stand-alone installation controlled from an
ACOM operating panel separate to the engine control system (ME-B ECS).
2024-06-14 - en
The ship’s alarm system handles alarms.

The cylinder oil mixing volumes are kept small to enable a fast changeover
from one cylinder oil BN to another.
Two-tank cylinder lubrication system with ACOM

The ACOM design enables measurement of the daily consumption of cylinder
lubricating oil, which eliminates the need for two cylinder oil service/day tanks.
Furthermore, compared to Option 1 – the ACOS2 system in Fig. 9.01.01, the
ACOM system also eliminates the need for a heating tank.
8 (13) All engines

The cylinder lubricating oil is fed from the storage tanks to the ACOM system
by gravity. The ACOM system is located in the engine room near to and
above the cylinder lubricating oil inlet flange, AC, in a vertical distance of min-
imum 2 m. Fig. 9.01.04 shows the layout of the ACOM system.

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Fig. 9.01.04: Automated cylinder oil mixing system (ACOM) in a single-rack

version for installation in the engine room
All engines 9 (13)

Components for the cylinder oil lubricating systems

The next section describes the recommendations and requirements to the
components of the cylinder lubricating oil systems.
1. Cylinder oil storage tanks and/or service tanks

a) Combined storage and service tank design
It is recommended that the tank design is tall and slim to optimise settling in
the tank. The tank bottom must be sloped for easy water drainage.
b) Separate service tank design
the tank and the accuracy of readings for calculating the consumption. The
recommended length, width, and height aspect ratio is 1:1:3. The tank bot-
tom must be sloped for easy water drainage.
Capacity
The tank capacities must be determined based on hourly cylinder oil con-
sumption and the needed operating storage time. The storage time will differ
from project to project according to the time between bunkering of cylinder oil
estimated by the vessel operator. If separate cylinder oil storage tanks are in-
stalled, MAN Energy Solutions normally recommends that the capacity for the
service tanks is defined as one day.
Hourly consumption [m3/h] =

Feed rate [g/kWh] x PowerSMCR [kW] x fsafe/(1000 [g/kg] x Density [kg/m3])
▪ Feed rate [g/kWh] = ACC x S [%], the feed rate used must not be less
than 0.6 g/kWh.
▪ ACC [g/kWh] = 0.4, as the design (normally between 0.2–0.4)
▪ S [%] is the sulphur content of the fuel oil
▪ PowerSMCR [kW] is engine power at SMCR
▪ fsafe is a safety factor, fsafe = 1.2
▪ Density [kg/m3] = 900.
Location
The supply line must be located minimum 1000 mm above the top of the cyl-
inder oil heating tanks and the ACOM system.
Minimum cylinder oil temperature in the tank
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The design minimum cylinder oil temperature in the tank is 25°C.

If the holding temperature is lower, the size of the heating element in the heat-
ing tank and the pipe dimension from the service tank to the heating tank
must be increased.
Outlet pipe dimension
Min. DN32 (min. DN40 if 0°C is the minimum cylinder oil temperature design
criteria)
10 (13) All engines

2. Filter
Fineness (absolute): 250 μm
3. Cylinder oil heating tanks and ACOM tanks

Capacity: Approx. 40 litres
Location
The bottom of the heating tank must be minimum 2000 mm above the engine
connection 'AC'.
Heating element size
Can be calculated as: Heat [W] = PowerSMCR [kW] x fheat [W/kW]
▪ PowerSMCR [kW] is engine power at SMCR
▪ fheat25 [W/kW] = 0.0078 for low-sulphur (0.5% S) engines (based on service
tank holding temperature, Th = 25°C)
▪ fheat25 [W/kW] = 0.0183 for high-sulphur (3.5% S) engines (based on ser-
vice tank holding temperature, Th = 25°C)
If a lower holding temperature is considered, fheat must be:
fheat = (45-Th act) x fheat25/20
Where Th act [°C] is the actual service tank holding temperature.
▪ Inlet pipe dimension: Min. DN32 (min. DN40, if 0°C service tank holding
temperature is the design criteria)
▪ Outlet pipe dimension: Min. DN32
▪ Vent pipe dimension: Min. DN32

▪ Level alarm low switch: Guidance values for automation (GVA) tag no. LS
8212 AL
4. Electrical heat tracing and insulation

Location
The entire pipeline from heating tank to engine must be fitted with insulation
and electrical heat tracing.
Electrical tracing cable connection
The electrical tracing cable (shipyard supply) must be connected to the ter-
minal box installed internally at the engine. Fig. 9.01.05 shows the arrange-
ment.
2024-06-14 - en
Fig 9.01.05: Electrical tracing cable arrangement
All engines 11 (13)

5. Automatic cylinder oil switch – ACOS2

▪ Type: three-way ball valve (L-bored)
▪ Actuator: Pneumatic single acting type with spring return to position “High
BN cylinder oil”
▪ Solenoid valve: 3/2 type with silencer
▪ Controlled by: Engine control system – control signal XC8260 (24 V DC),
closed contact = “Low BN cylinder oil”
▪ Valve position feed-back to: engine control system - feed-back signal
ZS8261 (potential free contact) - “Low BN cylinder oil”
▪ Engine control system - feed-back signal ZS8262 (potential free contact) -
“High BN cylinder oil”
▪ Valve location: Must be located as close as possible to the heating tank.
6. Cylinder oil storage tanks (Optional)

Purpose
If for some reason, for example owner requirement, or if it is not possible to
locate the needed storage capacity in the service tanks at the required vertical
elevation level, independent storage tanks can be used.
Tank design
the tank. The tank bottom must be sloped for easy water drainage.
Capacity
The capacities of the tanks must be determined based on hourly cylinder oil
consumption and the needed operating storage time. The needed storage
time will differ from project to project according to the time between bunker-
ing of cylinder oil estimated by the vessel operator.
For calculating hourly consumption [m3/h], reference is made to section “Cyl-
inder oil storage tanks and/or service tanks” – “Capacity”.
7. Cylinder oil transfer pumps (Optional)

Purpose
To transfer the cylinder oil between storage tanks and service tanks.
Option
If one transfer pump is used for pumping both cylinder oils, it has to be se-
cured that the pump suction/discharge valves are interlocked with each other
to avoid unintended blending of the two cylinder oils with different BN values.
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8. Flowmeter (Optional)
Location
Installation options:
▪ Located between service tank and cylinder oil heating tank *)
▪ Located between cylinder oil heating tank and engine. Only a Coriolis type
can be used *)
▪ Located between storage tanks and service tanks.
*) These flowmeter locations can result in unreliable measurements because
of the very low flow.
12 (13) All engines

Type
A mass flowmeter of the Coriolis type can be recommended based on: low
differential pressure, no built-in non-return function, and it provides mass flow
results (not a volumetric result).
Vent pipes for twin engine plants (Note 1):
▪ ACOS2 system: A separate vent pipe must be used from each engine
heating tank
▪ ACOM system: A separate vent pipe must be used from each engine
ACOM BN mixing tank.
81064851601327755

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All engines 13 (13)

81064851601327755
2024-06-14 - en
All engines
Alpha ACC cylinder lubrication system

The MAN B&W Alpha cylinder lubrication system, see Figs. 9.02.02a, 02b and
02c, is designed to supply cylinder oil intermittently, for instance every 2, 4 or
8 engine revolutions with electronically controlled timing and dosage at a
defined position.
Traditional two-tank cylinder lubrication system

Separate storage and service tanks are installed for each of the cylinder oils
with different BNs used onboard ships operating on both high- and low-sul-
phur fuels, see Fig. 9.02.01.
9.02 Alpha ACC cylinder lubrication system

2024-07-01 - en
Fig. 9.02.01: Cylinder lubricating oil system with dual storage and service
tanks and ACOS2 (behind AC1 and AC2)
The cylinder lubricating oil is pumped from the cylinder oil storage tank to the
service tank. The size of the service tank depends on the owner’s and the
yard’s requirements, it is normally dimensioned for about one week’s cylinder
lubricating oil consumption.
95-60 ME/ME-C 1 (11)

Oil feed to the Alpha cylinder lubrication system

Cylinder lubricating oil is fed to the Alpha cylinder lubrication system by gravity
from the service tank or ACOM.
The oil fed to the injectors is pressurised by the Alpha Lubricator which is
placed on the hydraulic cylinder unit (HCU) and equipped with small multi-pis-
ton pumps.
The oil pipes fitted on the engine are shown in Fig. 9.02.04.
The whole system is controlled by the Cylinder Control Unit (CCU) which con-
trols the injection frequency based on the engine-speed signal given by the
tacho signal and the fuel index.
Prior to start-up, the cylinders can be pre-lubricated and, during the running-
in period, the operator can choose to increase the lubricating oil feed rate to a
max. setting of 200%.
The MAN B&W Alpha Cylinder Lubricator is preferably to be controlled in ac-
cordance with the Alpha ACC (Adaptable Cylinder Oil Control) feed rate sys-
tem.
The yard supply should be according to the items shown in Fig. 9.02.02a
within the broken line.
Regarding the filter and the small tank for heater, please see Fig. 9.02.05.
Alpha Lubricator variants

Since the Alpha Lubricator on ME and ME-B engines are controlled by the en-
gine control system, it is also referred to as the ME lubricator on those en-
gines.
A more advanced version with improved injection flexibility, the Alpha Lubric-
ator Mk 2, is being introduced on the G95/50/45/40ME-C9 and S50MEC9 in-
cluding their GI dual fuel variants.

Further information about the Alpha Lubricator Mk 2 is available in our public-
ation:
Service Experience MAN B&W Two-stroke Engines
The publication is available at www.man-es.com → ‘Marine’ → ‘Products’ →
‘Planning Tools and Downloads’ → ’Technical Papers’.
Alpha Adaptive Cylinder Oil Control (Alpha ACC)

It is a well-known fact that the actual need for cylinder oil quantity varies with
2024-07-01 - en
the operational conditions such as load and fuel oil quality. Consequently, in
order to perform the optimal lubrication – cost’effectively as well as technically
– the cylinder lubricating oil dosage should follow such operational variations
accordingly.
The Alpha lubricating system offers the possibility of saving a considerable
amount of cylinder lubricating oil per year and, at the same time, to obtain a
safer and more predictable cylinder condition.
Alpha ACC (Adaptive Cylinder-oil Control) is the lubrication mode for MAN
B&W two-stroke engines, i.e. lube oil dosing proportional to the engine load
and proportional to the sulphur content in the fuel oil being burnt.
2 (11) 95-60 ME/ME-C

Working Principle
The feed rate control should be adjusted in relation to the actual fuel quality
and amount being burnt at any given time.
The following criteria determine the control:
▪ The cylinder oil dosage shall be proportional to the sulphur percentage in
the fuel
▪ The cylinder oil dosage shall be proportional to the engine load (i.e. the
amount of fuel entering the cylinders)
▪ The actual feed rate is dependent of the operating pattern and determined
based on engine wear, cylinder condition and BN of the cylinder oil.
The implementation of the above criteria will lead to an optimal cylinder oil
dosage.
Specific Minimum Dosage with Alpha ACC

The recommendations are valid for all plants, whether controllable pitch or
fixed pitch propellers are used. The specific minimum dosage at lowersulphur
fuels is set at 0.6 g/kWh.
After a running-in period of 500 hours, the feed rate sulphur proportional
factor is 0.20 - 0.40 g/kWh × S%. The actual ACC factor will be based on cyl-
inder condition, and preferably a cylinder oil feed rate sweep test should be
applied. The ACC factor is also referred to as the Feed Rate Factor (FRF).
Examples of average cylinder oil consumption based on calculations of the
average worldwide sulphur content used on MAN B&W two-stroke engines
are shown in Fig. 9.02.01a and b.

2024-07-01 - en
Fig. 9.02.01a: FRF = 0.20 g/kWh × S% and BN 100 cylinder oil – average
consumption less than 0.65 g/kWh
95-60 ME/ME-C 3 (11)

Fig. 9.02.01b: FRF = 0.26 g/kWh × S% and BN 100 cylinder oil – average
consumption less than 0.7 g/kWh
Further information about cylinder oil dosage is available in MAN Energy Solu-
tions' most current Service Letters on this subject available at www.mar-
ine.man-es.com --> ’Two-Stroke’ --> ’Service Letters’.
Cylinder Oil Pipe Heating

In case of low engine room temperature, it can be difficult to keep the cylinder
oil temperature at 45°C at the MAN B&W Alpha Lubricator, mounted on the
hydraulic cylinder.
Therefore the cylinder oil pipe from the small tank for heater element in the
vessel, Fig. 9.02.02a, or from the ACOM, Fig. 9.02.02b, and the main cylinder
oil pipe on the engine is insulated and electricallly heated.
The engine builder is to make the insulation and heating of the main cylinder
oil pipe on the engine. Moreover, the engine builder is to mount the terminal
box and the thermostat on the engine, see Fig. 9.02.03.
The ship yard is to make the insulation of the cylinder oil pipe in the engine
room. The heating cable is to be mounted from the small tank for heater ele-
ment or the ACOM to the terminal box on the engine, see Figs. 9.02.02a and
02b. 2024-07-01 - en
4 (11) 95-60 ME/ME-C


Fig. 9.02.02a: Cylinder lubricating oil system with dual storage and service
tanks
2024-07-01 - en
95-60 ME/ME-C 5 (11)

Fig. 9.02.02b: Cylinder lubricating oil system with dual storage or service
tanks and ACOM
2024-07-01 - en
6 (11) 95-60 ME/ME-C

Fig. 9.02.02c: Cylinder lubricating oil system. Example from 80/70/65ME-C/-

GI/-LGI engines

2024-07-01 - en
Fig. 9.02.03: Electric heating of cylinder oil pipes
95-60 ME/ME-C 7 (11)

The item no. refer to ‘Guidance Values Automation’. The letters refer to list of
‘Counterflanges’
Fig. 9.02.04a: Cylinder lubricating oil pipes, Alpha/ME lubricator
2024-07-01 - en
Fig. 9.02.04b: Cylinder lubricating oil pipes, Alpha Mk 2 lubricator
8 (11) 95-60 ME/ME-C

Fig. 9.02.02c: Cylinder lubricating oil system. Example from 80/70/65ME-C/-

GI/-LGI engines

2024-07-01 - en
Fig. 9.02.03: Electric heating of cylinder oil pipes
95-60 ME/ME-C 9 (11)

Fig. 9.02.04a: Cylinder lubricating oil pipes, Alpha/ME lubricator
2024-07-01 - en
Fig. 9.02.04b: Cylinder lubricating oil pipes, Alpha Mk 2 lubricator
10 (11) 95-60 ME/ME-C


Fig. 9.02.05: Suggestion for small heating tank with filter (for engines without
ACOM)
27021650007067403
2024-07-01 - en
95-60 ME/ME-C 11 (11)

27021650007067403
2024-07-01 - en
95-60 ME/ME-C
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas 10 Piston rod stuffing box drain oil
21 Appendix
61147027211
1 (1)

Stuffing Box Drain Oil System

For engines running on heavy fuel, it is important that the oil drained from the
piston rod stuffing boxes is not led directly into the system oil, as the oil
drained from the stuffing box is mixed with sludge from the scavenge air
space.
The performance of the piston rod stuffing box on the engines has proved to
be very efficient, primarily because the hardened piston rod allows a higher
scraper ring pressure.
The amount of drain oil from the stuffing boxes is typically about 10 - 15 litres/
24 hours per cylinder during normal service. In the running-in period, it can be
higher. The drain oil is a mixture of system oil from the crankcase, used cylin-
der oil, combustion residues and water from humidity in the scavenge air.
The relatively small amount of drain oil is led to the general oily waste drain
tank or is burnt in the incinerator, Fig. 10.01.01. (Yard’s supply).
10.01 Stuffing Box Drain Oil System

2022-06-16 - en
Fig. 10.01.01: Stuffing box drain oil system

36028848765613451
95-65ME/ME-C/-GI/-LGI/-GA 1 (1)
36028848765613451
10.01 Stuffing Box Drain Oil System
2022-06-16 - en
95-65ME/ME-C/-GI/-LGI/-GA
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas 11 Low-temperature cooling water
21 Appendix
61147030795
1 (1)

Low-temperature Cooling Water System

The low-temperature (LT) cooling water system supplies cooling water for the
lubricating oil, jacket water and scavenge air coolers.
The LT cooling water system can be arranged in several configurations like a:
▪ Central cooling water system being the most common system choice and
the basic execution for MAN B&W engines
▪ Seawater cooling system being the most simple system and available as
an option
▪ Combined cooling water system with seawater cooled scavenge air
cooler but freshwater cooled jacket water and lubricating oil cooler, avail-
able as an option.
Principle diagrams of the above LT cooling water systems are shown in Fig.
11.01.01a, b and c and descriptions are found later in this chapter.
Further information and the latest recommendations concerning cooling water
systems are found in MAN Energy SolutionsService Letters available at
www.man-es.com
Chemical Corrosion Inhibition

Various types of inhibitors are available but, generally, only nitrite-borate
based inhibitors are recommended.
Where the inhibitor maker specifies a certain range as normal concentration,
we recommend to maintain the actual concentration in the upper end of that
range.
MAN Energy Solutions recommends keeping a record of all tests to follow the
condition and chemical properties of the cooling water and notice how it de-
velops. It is recommended to record the quality of water as follows:
11.01 Low-temperature Cooling Water System

▪ Once a week:
Take a sample from the circulating water during running, however not
from the expansion tank nor the pipes leading to the tank. Check the con-
dition of the cooling water. Test kits with instructions are normally avail-
able from the inhibitor supplier.
▪ Every third month:
Take a water sample from the system during running, as described above
in ‘Once a week’. Send the sample for laboratory analysis.
▪ Once a year:
Empty, flush and refill the cooling water system. Add the inhibitor. For fur-
ther information please refer to our recommendations for treatment of the
jacket water/ freshwater. The recommendations are available from MAN
2024-05-03 - en
Energy Solutions, Copenhagen.
Cooling System for Main Engines with EGR

For main engines with exhaust gas recirculation (EGR), a central cooling sys-
tem using freshwater as cooling media will be specified.
Further information about cooling water systems for main engines with EGR is
available from MAN Energy Solutions, Copenhegan.
Engines dot 5 and higher 1 (2)

Fig. 11.01.01a: Principle diagram of central cooling water system
Fig. 11.01.01b: Principle diagram of seawater cooling system

11.01 Low-temperature Cooling Water System
Sea water
Central cooling Freshwater
Jacket pumps
water
cooler
Aux. Central
equipment cooler
Scav. air Lubr. oil

cooler cooler
Set point:
10-36°C
2024-05-03 - en
Tin ≥ 0 °C
Sea water pumps
568 25 97-1.0.1c
Fig. 11.01.01c: Principle diagram of combined cooling water system

9007251245987723
2 (2) Engines dot 5 and higher

Central cooling water system

The central cooling water system is characterized by having only one heat ex-
changer cooled by seawater. The other coolers, including the jacket water
cooler, are then cooled by central cooling water.
Cooling water temperature

To achieve an optimal engine performance regarding fuel oil consumption and
cylinder condition, it is important to ensure the lowest possible cooling water
inlet temperature at the scavenge air cooler.
MAN Energy Solutions therefore recommends or requires (depending on the
engine type) that the temperature control valve in the central cooling water cir-
cuit is to be set to minimum 10°C. Alternatively, if flow control of the seawater
pumps is used, the setpoint is to be approximately 4°C above the seawater
temperature but not lower than a temperature of 10°C.
In this way, the temperature follows the outboard seawater temperature when
the central cooling water temperature exceeds 10°C, see note 1 in
Fig. 11.02.01.
Standard, recommended setpoint: 10°C

ME-GA engine type, required setpoint: 10°C
EGR and EcoEGR, required setpoint: 10°C
11.02 Central cooling water system

2023-11-08 - en
Fig. 11.02.01: Central cooling water system
All engines 1 (2)

Cooling water pump capacities

The pump capacities listed by MAN Energy Solutions cover the requirement of
the main engine only.
For any given plant, the specific capacities have to be determined according
to the actual plant specification and the number of auxiliary equipment. Such
equipment include GenSets, starting air compressors, provision compressors,
airconditioning compressors, etc.
A guideline for selecting centrifugal pumps is given in Section 6.04.
Cooling water piping

Orifices (or lockable adjustable valves for instance) must be installed in order
to create:
▪ the proper distribution of flow between each of the central cooling water
consumers, see note 2)
▪ a differential pressure identical to that of the central cooler at nominal
central cooling water pump capacity, see note 3).
References are made to Fig. 11.02.01.
For external pipe connections, we prescribe the following maximum water ve-
locities:
Central cooling water 3.0 m/s

Seawater 3.0 m/s
Expansion tank volume

The expansion tank must be designed as open to atmosphere. Venting pipes
entering the tank must terminate below the lowest possible water level, i.e.
below the low-level alarm.
The expansion tank volume has to be 10% of the total central cooling water
amount in the system.
11.02 Central cooling water system
The 10% expansion tank volume is defined as the volume between the lowest
level (at the low-level alarm sensor) and the overflow pipe or high-level alarm
sensor.
If the pipe system is designed with possible air pockets, these have to be ven-
ted to the expansion tank.
9007251246027403
2023-11-08 - en
2 (2) All engines

Components for central cooling water system
Seawater cooling pumps

The pumps are to be of the centrifugal type.
Seawater flow see CEAS application

Pump head 2.0 bar
Test pressure according to class rules
Working temperature, normal 0-32°C
Working temperature maximum 50°C
The flow capacity must be within a range from 100 to 110% of the capacity
stated.
The pump head of the pumps is to be determined based on the total actual
pressure drop across the seawater cooling water system.
Central cooler
The cooler is to be of the shell and tube, or plate heat exchanger type, made
of seawater resistant material.
Heat dissipation see CEAS application
11.03 Components for central cooling water system

Central cooling water flow see CEAS application
Central cooling water temperature, outlet 36°C
Pressure drop on central cooling side max. 0.7 bar
Seawater flow see CEAS application
Seawater temperature, inlet 32°C
Pressure drop on seawater side maximum 1.0 bar
The pressure drop may be larger, depending on the actual cooler design.
The heat dissipation and the seawater flow figures are based on MCR output
at tropical conditions, i.e. a seawater temperature of 32°C and an ambient air
temperature of 45°C.
Overload running at tropical conditions will slightly increase the temperature
level in the cooling system, and will also slightly influence the engine perform-
2023-11-08 - en
ance.
Central cooling water pumps


Pump head 2.5 bar
Delivery pressure depends on location of expansion tank
Test pressure according to Class rules
All engines 1 (3)

Working temperature 80°C

Design temperature 100°C
stated.
The CEAS application covers the main engine only. The pump head of the
pumps is to be determined based on the total actual pressure drop across
the central cooling water system.
Central cooling water thermostatic valve

The low temperature cooling system is to be equipped with a three-‹way
valve, mounted as a mixing valve, which bypasses all or part of the freshwater
around the central cooler.
The sensor is to be located at the outlet pipe from the thermostatic valve.
Lubricating oil cooler thermostatic valve

The lubricating oil cooler is to be equipped with a three-way valve, mounted
as a mixing valve, which bypasses all or part of the freshwater around the lub-
ricating cooler.
The sensor is to be located at the lubricating oil outlet pipe from the lubricat-
ing oil cooler and is set to keep a lubricating oil temperature of 45°C.
Chemical corrosion inhibitor and dosing tank

In order to properly mix the inhibitor into the central cooling water system cir-
cuit, the tank must be designed to receive a small flow of jacket cooling water
through the tank from the jacket water pumps. The tank must be suitable for
mixing inhibitors on both powder and liquid form.
Recommended tank size 0.3 m3

Design pressure max. central cooling water system pressure
Suggested inlet orifice size ø10 mm
Lubricating oil cooler

See Chapter 8 ‘Lubricating oil’.
2023-11-08 - en
Jacket water cooler

See Chapter 12 ‘High-temperature cooling water’.
2 (3) All engines

Scavenge air cooler

The scavenge air cooler is an integrated part of the main engine.
Heat dissipation see CEAS application

Central cooling water temperature, inlet 36°C
Pressure drop on low-temperature freshwater side 0.3-0.8 bar
Cooling water pipes for scavenge air cooler

Diagrams of cooling water pipes for the scavenge air cooler are shown in
Fig. 11.08.01.
9007251246046603

2023-11-08 - en
All engines 3 (3)

9007251246046603
2023-11-08 - en
All engines
Seawater Cooling System

The seawater cooling system is an option for cooling the main engine lubricat-
ing oil cooler, the jacket water cooler and the scavenge air cooler by seawa-
ter, see Fig. 11.04.01. The seawater system consists of pumps and a thermo-
static valve.
Cooling Water Temperature

The capacity of the seawater pump is based on the outlet temperature of the
seawater being maximum 50°C after passing through the main engine lubric-
ating oil cooler, the jacket water cooler and the scavenge air cooler.
With an inlet temperature of maximum 32°C (tropical conditions), the max-
imum temperature increase is 18°C.
In order to prevent the lubricating oil from stiffening during cold services, a
thermostatic valve is to be installed. The thermostatic valve recirculates all or
part of the seawater to the suction side of the pumps. A set point of 10°C en-
sures that the cooling water to the cooling consumers will never fall below this
temperature, see note 1 in Fig. 11.04.01.
11.04 Seawater Cooling System

2021-06-22 - en
Fig. 11.04.01: Seawater cooling system
Cooling Water Pump Capacities

The pump capacities listed by MAN Energy Solutions cover the requirement
for the main engine only.

Cooling Water Piping

In order to create the proper distribution of flow between each of the cooling
water consumers, orifices (or lockable adjustable valves for instance) must be
installed, see note 2) in Fig. 11.04.01.
locities:
Seawater .....................................................3.0 m/s
51991401355
11.04 Seawater Cooling System
2021-06-22 - en

Components for Seawater Cooling System
Seawater Cooling Pumps

Seawater flow .....................see ‘List of Capacities’
Pump head ...................................................2.5 bar
Test pressure ......................according to class rule
Working temperature ....................maximum 50°C
stated.
Seawater Thermostatic Valve

The temperature control valve is a three-way mixing valve. The sensor is to be
located at the seawater inlet to the lubricating oil cooler, and the temperature
set point must be +10 °C.
Temperature set point ..................................+10°C
Lubricating Oil Cooler

See Chapter 8 ‘Lubricating Oil’.
11.05 Components for Seawater Cooling System

Jacket Water Cooler
See Chapter 12 ‘High-temperature Cooling Water’.
Scavenge Air Cooler

Heat dissipation .................see ‘List of Capacities’
Seawater flow ....................see ‘List of Capacities’
Seawater temperature, for seawater cooling inlet, max..................32°C
Pressure drop on cooling water side .... 0.3-0.8 bar
The heat dissipation and the seawater flow are based on an MCR output at
2021-06-22 - en
tropical conditions, i.e. seawater temperature of 32°C and an ambient air tem-
perature of 45°C.
Cooling Water Pipes for Air Cooler

Diagrams of cooling water pipes for scavenge air cooler are shown in Figs.
11.08.01.
51991404555

51991404555
11.05 Components for Seawater Cooling System
2021-06-22 - en
Engines dot 5 and higher

Combined Cooling Water System

The combined cooling water system is characterized by having one heat ex-
changer and the scavenge air cooler cooled by seawater. The other coolers,
including the jacket water cooler, are then cooled by central cooling water.
In this system, the cooling water to the scavenge air cooler will always be ap-
prox. 4°C lower than in a central cooling water system.
Cooling Water Temperature

The capacity of the seawater pumps, central cooler pumps are based on the
outlet temperature of the freshwater being maximum 54°C after passing
through the main engine lubricating oil cooler.
With an inlet temperature of maximum 36°C (tropical conditions), the max-
imum temperature increase is 18°C.
The temperature control valve in the central cooling water circuit can be set to
minimum 10°C and maximum 36°C, see note 1 in Fig. 11.06.01.
Freshwater Fresh water
filling Seawater
*) Lubrication oil
*) Internal piping
Level Expansion LAH
Control line
indicator tank LAL
*) Optional installation
5) TI TI
2) 2)
NC 1)
Set point
10°C 36°C Lubricating TI
Central *3) oil cooler
TE 8423 I AH
cooler Set TI
Filling P AS
point
ø10 45°C
*)
Inhibitor N
PI TI
PI TI PI TI PI TI dosing
tank TE 8422 I AH
Various Various
4) Central auxiliary auxiliary PT 8421 I AH AL
Drain Jacket
Seawater cooling equipment equipment water TI Main engine
pumps water cooler
pumps
Cooling water
11.06 Combined Cooling Water System

PI drain air cooler
High sea
chest
Seawater Sample
inlet
Drain
Seawater
inlet
Low sea chest
*) optional installation
The item no. refer to ‘Guidance Values Automation’
2023-01-04 - en
079 95 03-6.0.0
Fig. 11.06.01: Combined cooling water system

Alternatively, in case flow control of the seawater pumps is applied, the set
point is to be approximately 4°C above the seawater temperature but not
lower than 10°C.
In order to avoid seawater temperatures below 0°C at the scavenge air cooler
inlet, a manual by-pass valve is installed in the seawater circuit, see note 5) in
Fig. 11.06.01. The valve recirculates all or part of the seawater to the suction
side of the pumps.

Cooling Water Pump Capacities

The pump capacities listed by MAN Energy Solutions cover the requirement
for the main engine only.
In fig. 11.06.01, note 4 both seawater pumps for main engine scavenge air
cooler and for central cooling water system are shown. Alternative common
seawater pumps serving both systems can be installed.
Cooling Water Piping

Orifices (or lockable adjustable valves for instance) must be installed in order
to create:
▪ the proper distribution of flow between each of the central cooling water
consumers, see note 2)
▪ a differential pressure identical to that of the central cooler at nominal
central cooling water pump capacity, see note 3).
References are made to Fig. 11.08.01.
locities:
Central cooling water ..................................3.0 m/s
Seawater .....................................................3.0 m/s
Expansion Tank Volume

The expansion tank shall be designed as open to atmosphere. Venting pipes
entering the tank shall terminate below the lowest possible water level i.e. be-
11.06 Combined Cooling Water System
low the low level alarm.

The expansion tank volume has to be 10% of the total central cooling water
amount in the system. The 10% expansion tank volume is defined as the
volume between the lowest level (at the low level alarm sensor) and the over-
flow pipe or high level alarm sensor.
9007251246249227
2023-01-04 - en

Components for Combined Cooling Water System
Seawater Cooling Pumps

Pump head ...................................................2.0 bar
Test pressure ....................according to Class rules
Working temperature, normal .....................0‰32°C
Working temperature ....................maximum 50°C
stated.
Central Cooler
The cooler is to be of the shell and tube or plate heat exchanger type, made
of seawater resistant material.
Central cooling water flow .. see ‘List of Capacities’
Central cooling water temperature, outlet .......36°C
11.07 Components for Combined Cooling Water System

Pressure drop on
central cooling side ........................max. 0.7 bar
Seawater temperature, inlet ...........................32°C
Pressure drop on
seawater side ..........................maximum 1.0 bar
The pressure drop may be larger, depending on the actual cooler design.
The heat dissipation and the seawater flow figures are based on MCR output
at tropical conditions, i.e. a seawater temperature of 32°C and an ambient air
temperature of 45°C.
Overload running at tropical conditions will slightly increase the temperature
level in the cooling system, and will also slightly influence the engine perform-
ance.
Central Cooling Water Pumps

2021-08-13 - en

Central cooling water
flow ................................see ‘List of Capacities’
Pump head ...................................................2.5 bar
Delivery pressure ...............depends on location of expansion tank
Test pressure ....................according to Class rules
Working temperature .....................................80°C
Design temperature ......................................100°C
stated.

The ‘List of Capacities’ covers the main engine only. The pump head of the
pumps is to be determined based on the total actual pressure drop across
the central cooling water system.
Central Cooling Water Thermostatic Valve

The low temperature cooling system is to be equipped with a three‰-way
valve, mounted as a mixing valve, which bypasses all or part of the freshwater
around the central cooler.
The sensor is to be located at the outlet pipe from the thermostatic valve and
is set to keep a temperature of minimum 10 °C and maximum 36°C.
Lubricating Oil Cooler Thermostatic Valve

The lubricating oil cooler is to be equipped with a three-way valve, mounted
as a mixing valve, which bypasses all or part of the freshwater around the lub-
ricating cooler.
The sensor is to be located at the lubricating oil outlet pipe from the lubricat-
ing oil cooler and is set to keep a lubricating oil temperature of 45°C.
Chemical Corrosion Inhibitor and Dosing Tank

In order to properly mix the inhibitor into the combined cooling water system
11.07 Components for Combined Cooling Water System
circuit, the tank shall be designed to receive a small flow of jacket cooling wa-
ter through the tank from the jacket water pumps. The tank shall be suitable
for mixing inhibitors in form of both powder and liquid.
Recommended tank size ..............................0.3 m3
Design pressure ......max. combined cooling water system pressure
Suggested inlet orifice size ........................ø10 mm
Lubricating Oil Cooler

See Chapter 8 ‘Lubricating Oil’.
Jacket Water Cooler

See Chapter 12 ‘High-temperature Cooling Water’.
Scavange Air Cooler

2021-08-13 - en

Central cooling temperature, inlet ..................32°C
Pressure drop on seawater side ........... 0.3-0.8 bar
Cooling Water Pipes for Air Cooler

Diagrams of cooling water pipes for scavenge air cooler are shown in Figs.
11.08.01.
51991652875

Cooling Water Pipes for Scavenge Air Cooler
Fig. 11.08.01a: Cooling water pipes for engines with two or more turbochar-
gers
11.08 Cooling Water Pipes for Scavenge Air Cooler

2022-08-09 - en
Fig. 11.08.01b: Cooling water pipes with waste heat recovery for engines with
two or more turbochargers
9007251246252427
G95ME-C10/-GI/-LGI, S90ME-C10/-GI/-LGI, G80ME-C9/-GI/-LGI, G70ME-

C10/9/-GI/-GA/-LGI, S70ME-C10/8/-GI/-LGI, S65ME-C8/-GI/LGI, G60ME-C9/-
GI/-LGI, S60ME-C8/-GI/-LGI 1 (1)
9007251246252427
11.08 Cooling Water Pipes for Scavenge Air Cooler
2022-08-09 - en
G95ME-C10/-GI/-LGI, S90ME-C10/-GI/-LGI, G80ME-C9/-GI/-LGI, G70ME-

C10/9/-GI/-GA/-LGI, S70ME-C10/8/-GI/-LGI, S65ME-C8/-GI/LGI, G60ME-C9/-
GI/-LGI, S60ME-C8/-GI/-LGI
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas 12 High-temperature cooling water
21 Appendix
61147038859
1 (1)

High-temperature cooling water system
High-temperature cooling water system

The high-temperature (HT) cooling water system, also known as the jacket
cooling water (JCW) system, is used for cooling the cylinder unit components
of the main engine and heating of the fuel oil drain pipes. The design of the
jacket cooling water piping varies, depending on the engine type and fuel sul-
phur content.
During short stays in ports, it is recommended to keep the engine preheated
using a preheater in the jacket cooling water system.
Depending on the jacket cooling water temperature, different load procedures
must be adhered to during engine start-up.
The engine jacket water must be carefully treated, maintained and monitored
to avoid corrosion, corrosion fatigue, cavitation and scale formation. There-
fore, it is recommended installing a chemical corrosion inhibitor dosing tank
and a means to take water samples from the JCW system.
Jacket cooling water piping

The following introductory text describes the general principle of the jacket
cooling water system.
The jacket water pump draws water from the jacket water cooler outlet
through a deaerating tank, and delivers it to the engine.
A thermostatically controlled regulating valve is located at the inlet, or alternat-
ively at the outlet from the cooler. The regulating valve keeps the main engine
cooling water outlet at a fixed temperature level, independent of the engine
load.
12.01 High-temperature cooling water system

A deaerating tank alarm device is installed between the deaerating tank and
the expansion tank. The purpose of the alarm device is to sound an alarm if a
large amount of air, or gas for ME-GA engine types, is detected in the JCW
circuit, for example caused by a cylinder liner rupture.
An expansion tank is installed to create a sufficient static pressure in the JCW
system and to provide space for the water to expand and contract. The ex-
pansion tank must be placed at least 15 m above the top of the main engine
exhaust gas valves.
There are differences in the design of the jacket cooling water piping, depend-
ing on the engine type and the fuel sulphur content.
The following subsections and figures describe the jacket cooling water piping
2024-07-04 - en
for:
1. ME/-LGI engines and fuel sulphur content <=0.5% (Fig. 12.01.01)
2. ME/-LGI engine types S30ME-B9.5, S35ME-C9.7, S40ME-C9.5,
G45ME-C9.5, and S46ME-C8.6 and fuel sulphur content >0.5% (Fig.
12.01.02)
3. All ME/-LGI engines not mentioned in item 2, and fuel sulphur content
>0.5% (Fig. 12.01.03)
4. ME-GI engines (Fig. 12.01.04)
5. ME-GA engines (Fig. 12.01.05)
All engines 1 (16)

Jacket cooling water piping 1

Fig. 12.01.01 shows the jacket cooling water piping valid for ME/-LGI engines
operating on fuel with a sulphur content <=0.5%. Numbers 1) to 6) on Fig.
12.01.01 refer to notes listed after the figure.
Fig. 12.01.01: Jacket cooling water system for ME/-LGI engines (fuel sulphur
content <=0.5%)
Notes:
2024-07-04 - en
1. Orifices (or lockable adjustable valves) to be installed to create a differen-

tial pressure identical to that of the jacket water cooler/freshwater gener-
ator at nominal jacket water pump capacity.
2. (Optional) Install orifices to create a minimum inlet pressure at engine inlet
connection "K" (at sensor PT 8401) which is higher than the minimum
pressure stated in "Guidance Values Automation" (GVA).
3. Flow restriction: Install an orifice with a small hole to avoid jacket water
flow through the expansion tank.
2 (16) All engines

4. Temperature setpoint for thermostatic regulating valves

Thermostatic regulating valve for jacket water cooler: Setpoint: 87°C if a
thermostatic regulating valve is installed for the freshwater generator, oth-
erwise 85°C.
Thermostatic regulating valve for freshwater generator cooler: Setpoint:
83°C.
5. IEC Ex proof equipment classification
Sensor type: Type according to applicable classification society require-
ment.
6. Deaeration of cooling water manifold of exhaust gas valve
Engine connection M: Venting pipe has to be arranged in fore or aft end
of the cooling water manifold discharge pipe from the exhaust gas valve
(opposite end of discharge to jacket water pump). An automatic deaerat-
ing valve located at the engine for expansion tank design option A can re-
place the vent pipe.
The letters refer to list of "Counterflanges"
locity:
Jacket cooling water ................................... 3.0 m/s

2024-07-04 - en
All engines 3 (16)


Fig. 12.01.02 shows the jacket cooling water piping valid for ME/-LGI engine
types: S30ME-B9.5, S35ME-C9.7, S40ME-C9.5, G45ME-C9.5, and S46ME-
C8.6 operating on a fuel sulphur content >0.5%. Numbers 1) to 6) on Fig.
12.01.02 refer to notes listed after the figure.
Fig. 12.01.02: Jacket cooling water system for ME/-LGI engine types:
S30ME-B9.5, S35ME-C9.7, S40ME-C9.5, G45ME-C9.5, and S46ME-C8.6
(fuel sulphur content >0.5%)
2024-07-04 - en
Notes:
4 (16) All engines


erwise 85°C.
83°C
ment.
of the cooling water manifold discharge pipe from the exhaust gas valves
locity:

2024-07-04 - en
All engines 5 (16)


Fig. 12.01.03 shows the jacket cooling water piping valid for ME/-LGI engines,
which are not mentioned in item 2 and Section ‘Jacket cooling water 2’, oper-
ating on fuel with a sulphur content >0.5%. Numbers 1) to 5) on Fig. 12.01.03
refer to notes listed after the figure.
Fig. 12.01.03: Jacket cooling water system for ME/-LGI engines which are not
mentioned in item 2 and Section ‘Jacket cooling water 2’ (fuel sulphur content
>0.5%)
Notes:
2024-07-04 - en

6 (16) All engines


ment.
of the cooling water manifold discharge pipe from the exhaust gas valves
locity:

2024-07-04 - en
All engines 7 (16)


Fig. 12.01.04 shows the jacket cooling water piping valid for ME-GI engines.
Numbers 1) to 6) on Fig. 12.01.04 refer to notes listed after the figure.
Fig. 12.01.04: Jacket cooling water system for ME-GI engines

2024-07-04 - en
Notes:
1. (Optional) Orifices (or lockable adjustable valves) to be installed to create
a differential pressure identical to that of the jacket water cooler/freshwa-
ter generator at nominal jacket water pump capacity.
connection "K" (at sensor PT 8401), which is higher than the minimum
8 (16) All engines


thermostatic regulating valve is installed for freshwater generator, other-
wise 85°C.
83°C.
ment.
of cooling water manifold discharge pipe from the exhaust gas valve (op-
posite end of discharge to jacket water pump). An automatic deaerating
valve located at the engine for expansion tank design option A can re-
place the vent pipe..
locity:

2024-07-04 - en
All engines 9 (16)


Fig. 12.01.05 shows the jacket cooling water piping valid for ME-GA engines.
Numbers 1) to 6) on Fig. 12.01.05 refer to notes listed after the figure.
Fig. 12.01.05: Jacket cooling water system for ME-GA engines
Notes:
tial pressure identical to that of the jacket water cooler / freshwater gen-
erator at nominal jacket water pump capacity.
2024-07-04 - en

connection "K" (at sensor PT 8401), which is higher than the minimum
4. Temperature setpoint
erwise 85°C.
Freshwater generating cooler thermostatic regulation valve: Setpoint:
83°C.
10 (16) All engines


Sensor type: IECEx approved
6. Vent pipe routing inclination
Vent pipes has to be routed steadily ascending so possible air in the sys-
tem easily can escape according to the vessel static longitudinal and
transverse inclination. In general a longitudinal inclination shall be taken
as min. 5° (might be smaller based on length of vessel and applicable
classification society rules) and a transverse inclination shall be taken as
min. 15°.
locity:

2024-07-04 - en
All engines 11 (16)

Preheater systems
During short stays in ports (less than four to five days), it is recommended to
keep the engine preheated by a built-in preheater in the jacket cooling water
system, or by using the auxiliary engine cooling water, or a combination. This
is to prevent:
▪ corrosive attacks on cylinder liners during starting
▪ temperature variations in the engine structure
▪ corresponding variations in thermal expansions and the resulting risk of
leakages.
The engine jacket cooling water outlet temperature should be kept as high as
possible, but not higher than 80°C, and if the temperature is lower than 50°C,
it should in general be increased to min. 50°C before start-up.
Jacket cooling water system with a built-in preheater

There are two options for the position of the preheater in the jacket cooling
water system. The first option in Fig. 12.01.06 has a separate preheater
pump, and the second option in Fig. 12.01.07 uses the jacket water pump as
the preheater pump. In both options, preheater operation is controlled by a
temperature sensor after the engine outlet.
Fig. 12.01.06: Simplified sketch of installed preheater with dedicated pre-

heater pump
2024-07-04 - en
12 (16) All engines

Fig. 12.01.07: Simplified sketch of installed preheater using the jacket water
pump
Using the jacket water pump as preheating pump during port stays (Fig.
12.01.07) compared to using a separate small dedicated preheating pump
(Fig. 12.01.06).
Freshwater generator
A freshwater generator can be installed in the JCW circuit for utilising the heat
transferred to the jacket cooling water from the main engine.

2024-07-04 - en
All engines 13 (16)

Load-up procedures
Normal engine start
Table 12.01.01 shows load-up procedures recommended for a normal engine
start.
Warm engine – load-up procedure
Fixed pitch propeller (FPP) plants
Engine load [% SMCR Mk. 9+ and 80-bore or lar- All other engines
speed]* ger
0-80 Increase gradually Increase gradually
80-90 Over 60 minutes Over 30 minutes
Controllable pitch propeller (CPP) plants
power]* ger
0-50 Increase gradually Increase gradually
* The provided time intervals should be added, for FPP plants, for example, an
engine warm-up from 80 to 100% SMCR speed will take 60 + 90 min. = 150
min.
Table 12.01.01: Load procedures for engines with a minimum jacket cooling
water temperature of 50°C

The normal load-up procedures must be followed when the cooling water of
the engine has a minimum temperature of 50°C, otherwise, exceptional load
procedures must be followed.
As seen from Table 12.01.01 for MAN B&W two-stroke engines coupled to
FPPs, it is advisable to maintain a minimum engine jacket cooling water tem-
perature of 50°C before initiating engine start-up. The loading process should
be gradual, reaching up to 80% of the specified maximum continuous rating
speed (SMCR rpm). Subsequently, a further loading to achieve 100% SMCR
speed should align with the recommended time intervals in Table 12.01.01.
Similarly for MAN B&W two-stroke engines coupled to CPPs, the minimum
engine jacket cooling water temperature of 50°C is recommended before
2024-07-04 - en
commencing engine start-up. The loading process should be gradually pro-

gressing to 50% of SMCR power. A further loading to reach 100% SMCR
power should adhere to the recommended time intervals specified in Table
12.01.01.
Adhering to the temperature and loading guidelines is crucial to ensure a safe
and efficient operation of both types of propulsion systems. By following these
procedures, potential ssues such as mechanical overload, overheating, and
cold corrosion (especially for vessels operating on high-sulphur fuels) can be
prevented.
14 (16) All engines

In summary, strict compliance with the specified temperature and loading pro-
cedures outlined in Table 12.01.01 is essential for the reliable and optimal per-
formance of MAN B&W two-stroke engines coupled to FPPs and CPPs. Fol-
lowing the procedures will contribute to the safety and longevity of marine en-
gines.
Start of cold engine
Under exceptional circumstances where it is not possible to adhere to the
standard recommendations in Table 12.01.01, a minimum jacket cooling wa-
ter temperature of 20°C can be considered acceptable for starting MAN B&W
two-stroke engines. However, it is essential to ensure that a minimum jacket
water temperature of 50°C has been reached before loading the engine fur-
ther, see Table 12.01.02.
Cold engine – load-up procedure
FPP plants
speed]* ger
0-80 Increase gradually until the Increase gradually until the

jacket cooling water tem- jacket cooling water tem-
perature reaches 50°C perature reaches 50°C
CPP plants
power]* ger
0-50 Increase gradually until the Increase gradually until the

jacket cooling water tem- jacket cooling water tem-
perature reaches 50°C perature reaches 50°C
* The time intervals should be added – see example in Table 12.01.01

Table 12.01.02: Load procedures for engines with a minimum jacket cooling
water temperature of 20°C
Note:
The above considerations for starting a cold engine are based on the as-
sumption that the engine has already been well run in.
2024-07-04 - en
For further information, see our publication:

Influence of Ambient Temperature Conditions
Chemical corrosion inhibition

Various types of inhibitors are available but, generally, only nitrite-borate
based inhibitors are recommended.
Where the inhibitor maker specifies the normal concentration as a specific
range, MAN Energy Solutions recommends maintaining the actual concentra-
tion in the upper end of that range.
All engines 15 (16)

MAN Energy Solutions recommends keeping a record of all tests to follow the
condition and chemical properties of the cooling water, and notice how it de-
velops. It is recommended recording the quality of water as follows:
▪ Once a week:
Take a sample from the circulating water during running, however, not
from the expansion tank or the pipes leading to the tank. Check the con-
dition of the cooling water. Test kits with instructions are normally avail-
able from the inhibitor supplier.
▪ Every third month:
Take a water sample from the system during running, as described above
in "Once a week". Send the sample for laboratory analysis.
▪ Once a year:
Empty, flush and refill the cooling water system. Add the inhibitor.
For further information, refer to our recommendations for treatment of the
jacket water/freshwater. The recommendations are available from MAN En-
ergy Solutions, Copenhagen.
Cooling water drain for maintenance

For maintenance of the main engine, a drain arrangement is installed at the
engine. By this drain arrangement, the jacket cooling water can be drained to,
for example, a freshwater drain tank for possible reuse of the chemical corro-
sion inhibitor-treated water.
18014455146650379
2024-07-04 - en
16 (16) All engines

Components
Jacket water cooling pump

The pumps should be of the centrifugal type.
Pump flow rate/jacket water flow see ‘List of capacities’

Pump head (see below note) 3.0 bar
Delivery pressure depends on the location of the expansion
tank
Test pressure according to Class rules
Working temperature 85°C
Max. temperature (design purpose) 100°C
The flow capacity must be within the range from 100 to 110% of the capacity
stated.
The pump head of the pumps should be determined based on the actual total
pressure drop across the cooling water system, i.e. the pressure drop across
main engine, jacket water cooler, three-way valve, valves, and other pipe
components.
Section 6.04 contains a guideline for selecting centrifugal pumps.
Jacket water cooler

Often the jacket water cooler is of the plate heat exchanger type, but it could
also be of the shell and tube type.
Heat dissipation see ‘List of capacities’

Jacket water flow see ‘List of capacities’
Jacket water temperature, inlet 85°C
Max. working temperature up to 100°C
Max. pressure drop on jacket water side 0.5 bar
Cooling water flow see ‘List of capacities’

Cooling water inlet temp., SW cooled ~38°C
Cooling water inlet temp., FW cooled ~43°C
Max. pressure drop on cooling side 0.5 bar
2023-06-01 - en
The following materials should be used for the cooler:

12.02 Components
Seawater cooled SW resistant (for example, titanium or

copper alloy for tube coolers)
Freshwater cooled stainless steel
The heat dissipation and flow are based on SMCR output at tropical condi-
tions, i.e. a seawater temperature of 32°C and an ambient air temperature of
45°C.
70-50 engines 1 (7)

Jacket water thermostatic regulating valve

The main engine cooling water outlet temperature should be kept at a fixed
temperature of 85°C, independent of the engine load. This is done by a three-
way thermostatic regulating valve.
The controller of the thermostatically controlled regulating valve must be able
to receive a remote, variable set-point given by the main engine control sys-
tem (ECS). The variable set-point corresponds to the main engine jacket water
inlet temperature required for keeping the main engine outlet temperature at
the specified 85°C.
The reference measurement temperature sensor must be located after the
water has been mixed, i.e. between the cooler/cooler bypass and the jacket
water pumps as indicated in Fig. 12.01.01.
Jacket water flow see ‘List of capacities’

Max. pressure drop ~0.3 bar
Actuator type electric or pneumatic is recommended
Leak rate less than 0.5% of nominal flow
Note:
A low valve leak rate specified for the valve port against the cooler will provide
better utilisation of the heat available for the freshwater production.
Valve controller specification:
Remote set-point signal standard 4-20 mA

Range 0-4 mA = 65°C; 20 mA = 95°C
Expansion tank
The expansion tank must be designed as an open tank towards the atmo-
sphere. Venting pipes entering the tank must terminate below the lowest pos-
sible water level, i.e. below the low-level alarm.
The expansion tank must be located at least 15 m above the top of the main
engine exhaust gas valves.
The expansion tank volume has to be at least 10% of the total jacket cooling
water (JWC) amount in the system.
The 10% expansion tank volume is defined as the volume between the lowest
2023-06-01 - en
level (at the low-level alarm sensor) and the overflow pipe or high-level alarm
sensor.
12.02 Components
De-aerating tank and alarm device

Design and dimensions of the de-aerating tank are shown in Fig. 12.02.01
and the corresponding alarm device is shown in Fig. 12.02.02.
2 (7) 70-50 engines

Blackout overflow prevention unit (only for ME-GA engines)

The unit prevents the expansion tank from overflowing during a vessel black-
out.
Unit consist of:

Pressure sustain valve (not a safety valve), minimum DN25.
Set-pressures for the pressure sustain valve:
▪ Sustain set-pressure: 2.5 barg, when located in the range of 10-20 meter
above the engine exhaust gas valve.
▪ Sustain set-pressure: 3.5 barg, when located in the range of 1-10 meter
above the engine exhaust gas valve.
Purpose: To keep and maintain a pressure without exceeding the pipe system
design pressure.
Non-return valve, minimum DN25.

Purpose: To allow the water to implode at engine start-up after blackout.
Orifice with a 3 mm hole.

Purpose: To secure that the jacket water system is well vented and free from
air and to allow the water pressure to build up if there has been a blackout
scenario.
Shut-off valve – normally closed, minimum DN25.

Purpose: When filling or emptying water to or from the system, the valve must
be open – otherwise closed.
Chemical corrosion inhibitor and dosing tank

In order to properly mix the inhibitor into the JCW system, the tank must be
designed to receive a small flow of JCW through the tank from the jacket wa-
ter pumps. The tank must be suitable for mixing inhibitors in both powder and
liquid form.
Recommended tank size 0.3 m3

Design pressure max. JCW system pressure
2023-06-01 - en
Suggested inlet orifice size ø10 mm

12.02 Components
Other dosing point options, besides the above dosing tank proposal, are
available. If the following requirements are met, the expansion tank can be
used, for example.
▪ The expansion tank must be designed as an open tank towards the en-
gine room
▪ A continuous small jacket water flow is established through the tank. This
means that there is a pipe connection from the jacket water pump dis-
charge side via the expansion tank to the suction side of the jacket water
pump.
70-50 engines 3 (7)

De-aerating tank
Fig. 12.02.01: De-aerating tank, option: 4 46 640
De-aerating tank dimensions
Tank size 0.05 m3 0.16 m3
Max. jacket water capacity 120 m3/h 300 m3/h
Dimensions in mm
2023-06-01 - en
Max. nominal diameter 125 200

12.02 Components
A 600 800
B 125 210
C 5 5
D 150 150
E 300 500
F 910 1,195
4 (7) 70-50 engines

G 250 350
øH 300 500
øI 320 520
øJ ND 50 ND 80
øK ND 32 ND 50
ND: Nominal diameter

Working pressure is according to actual piping arrangement.
In order not to impede the rotation of water, the pipe connection must end
flush with the tank, so that no internal edges are protruding.
Fig. 12.02.02: De-aerating tank, and alarm device, option: 4 46 645
Preheater components
When a preheater system is installed like in Fig. 12.01.01, the components
must be specified as follows.
2023-06-01 - en
Preheater pump (Optional)

12.02 Components
The pump should be of the centrifugal type.
Pump flow rate 10% of the JCW flow, see ‘List of capa-
cities’
Working temperature 50-85°C
Pump flow rate 10% of the JCW flow, see ‘List of capa-
cities’
70-50 engines 5 (7)

Section 6.04 contains a guideline for selcting centrifugal pumps.

The preheater must be relocated if no preheater pump is installed.
Preheater
Heating flow rate 10% of the JCW flow, see ‘List of capa-
cities’
Heating capacity see the note below *)
Preheater type steam, thermal, oil, or electrical
Working temperature 50-85°C
Max. working temperature up to 100 °C
Max. pressure drop on jacket water side ~0.2 bar
*) The preheater heating capacity depends on the required preheating time

and the required temperature increase of the engine jacket water. Fig.
12.02.03 shows the temperature and time relations. In general, a temperature
increase of about 35°C (from 15°C to 50°C) is required, and a preheating time
of 12 hours requires a preheater capacity of about 1% of the engine NMCR
power.
2023-06-01 - en
12.02 Components
Fig. 12.02.03: Jacket water preheater, example
Freshwater generator installation

If a generator is installed in the ship for production of freshwater by utilising
the heat in the jacket water cooling system, it should be noted that the actual
available heat in the jacket water system is lower than indicated by the heat
dissipation figures in ‘List of capacities‘.
6 (7) 70-50 engines

The reason is that the latter figure is used for dimensioning the jacket water
cooler and therefore incorporates a safety margin which can be needed when
the engine is operating under conditions such as overload. Normally, this mar-
gin is 10% at SMCR.
The calculation of the heat actually available at SMCR for a derated diesel en-
gine can be made in the CEAS application described in Section 20.02.
A freshwater generator installation is shown in Fig. 12.01.01.
Calculation method
When using a normal freshwater generator of the single-effect vacuum evap-
orator type, the freshwater production (based on the available JCW heat for
design purpose, Qd-jw) can, for guidance, be estimated as 0.03 t/24h/kW heat:
Mfw = 0.03 × Qd-jw t/24h
Where:
Mfw: Freshwater production (tonnes per 24 hours)
Qd-jw = Qjw50% × Tol.-15% (kW)
Where
Qjw50[%]: Jacket water heat at 50% SMCR engine load at ISO condition (kW)
Tol.-15[%]: Minus tolerance of 15% = 0.85
If more heat is utilised than the heat available at 50% SMCR and/or when us-
ing the freshwater generator below 50% engine load, a special temperature
control system must be incorporated. The purpose is to ensure that the JWC
temperature at the outlet from the engine does not fall below a certain level.
Such a temperature control system may consist of a thermostatic three-way
valve as shown in Fig. 12.01.01 or a special built-in temperature control in the
freshwater generator, e.g. an automatic start/stop function, or similar.
If more heat is utilised than the heat available at 50% SMCR, the freshwater
production may for guidance be estimated as:
Mfw = 0.03 × Qd-jw t/24h
Where
Mfw : Freshwater production (tonness per 24 hours)
Qd-jw = QjwNCR × Tol.-15% (kW)
Where
QjwNCR: Jacket water heat at NCR engine load at ISO condition (kW)
Tol.-15%: Minus tolerance of 15% = 0.85
27021650823664139
2023-06-01 - en
12.02 Components
70-50 engines 7 (7)

27021650823664139
2023-06-01 - en
12.02 Components
70-50 engines
Jacket Cooling Water Pipes
12.03 Jacket Cooling Water Pipes

2021-07-02 - en

The item no. refer to ‘Guidance values automation’
Fig.12.03.01: Jacket cooling water pipes
53517480203
G90/70ME-C10.5/.6/-GI/-GA/-LGI, S80-60ME-C10.5/.6/-GI/-LGI 1 (1)

53517480203
12.03 Jacket Cooling Water Pipes
2021-07-02 - en
G90/70ME-C10.5/.6/-GI/-GA/-LGI, S80-60ME-C10.5/.6/-GI/-LGI
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas

21 Appendix
61147043723
1 (1)

Starting and control air systems

The starting air of 30 bar is supplied by the starting air compressors to the
starting air receivers and from these to the main engine inlet ‘A’.
Through a reduction station, filtered compressed air at 7 bar is supplied to the
control air for exhaust valve air springs, through engine inlet ‘B’
Through a reduction valve, compressed air is supplied at approx. 7 bar to
‘AP’ for turbocharger cleaning (soft blast), and a minor volume used for the
fuel valve testing unit. The specific air pressure required for turbocharger
cleaning is subject to make and type of turbocharger.
Please note that the air consumption for control air, safety air, turbocharger
cleaning, sealing air for exhaust valve, for fuel valve testing unit and venting of
gas pipes are momentary requirements of the consumers.
The components of the starting and control air systems are further described
in Section 13.02.
For information about a common starting air system for main engines and
MAN Energy Solutions auxiliary engines, please refer to our publication:
Uni-concept Auxiliary Systems for Two-Stroke Main Engines and Four-Stroke
Auxiliary Engines
The publication is available at man-es.com/ --> 'Two-Stroke --> 'Technical
Papers'.
13.01 Starting and control air systems

2021-09-30 - en
Fig. 13.01.01: Starting and control air systems

9007250239407115
80-70ME-C 1 (1)
9007250239407115
13.01 Starting and control air systems
2021-09-30 - en
80-70ME-C
Components for starting air system
Starting Air Compressors

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

The volume of the two receivers is:
Reversible engine,
for 12 starts .................... see ‘List of capacities’ *)
Nonreversible engine,
for 6 starts ...................... see ‘List of capacities’ *)
Working pressure ........................................ 30 bar
Test pressure .................... according to class rule
*) The volume stated is at 25°C and 1,000 mbar
Reduction Station for Control and Safety Air

In normal operating, each of the two lines supplies one engine inlet. During
maintenance, three isolating valves in the reduction station allow one of the
13.02 Components for starting air system

two lines to be shut down while the other line supplies both engine inlets, see
Fig. 13.01.01.
Reduction.....................from 30-10 bar to 7 bar (Tolerance ± 10%)

Flow rate, free air .............. 2,100 Normal liters/min equal to 0.035 m3/s
Filter, fineness ............................................. 40 μm
Reduction Valve for Turbocharger Cleaning etc

2022-11-17 - en
Reduction............from, 30-10 bar to approx. 7 bar *)

*) Subject to make and type of TC (Tolerance ±10%)
Flow rate, free air.............2,600 Normal liters/min equal to 0.043 m3/s
The consumption of compressed air for control air, exhaust valve air springs
and safety air as well as air for turbocharger cleaning and fuel valve testing is
covered by the capacities stated for air receivers and compressors in the list
of capacities.
95-45ME/ME-C/ME-B, G40ME-C 1 (2)

Starting and Control Air Pipes

The piping delivered with and fitted onto the main engine is shown in the fol-
lowing figures in Section 13.03:
Fig. 13.03.01 Starting air pipes
Fig. 13.03.02 Air spring pipes, exhaust valves
Turning Gear
The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The
turning wheel is driven by a pinion on the terminal shaft of the turning gear,
which is mounted on the bedplate.
Engagement and disengagement of the turning gear is effected by displacing
the pinion and terminal shaft axially. To prevent the main engine from starting
when the turning gear is engaged, the turning gear is equipped with a safety
arrangement which interlocks with the starting air system.
The turning gear is driven by an electric motor with a built-in gear and brake.
Key specifications of the electric motor and brake are stated in Section 13.04.
36028848767528331
13.02 Components for starting air system
2022-11-17 - en
2 (2) 95-45ME/ME-C/ME-B, G40ME-C

Piping
The starting air pipes, Fig. 13.03.01, contain a main starting valve (a ball valve
with actuator), a nonreturn valve, a solenoid valve and a starting valve. The
main starting valve is controlled by the Engine Control System. Slow turning
before start of engine, is included in the basic design.
The Engine Control System regulates the supply of control air to the starting
valves in accordance with the correct firing sequence and the timing.
Please note that the air consumption for control air, turbocharger cleaning and
for fuel valve testing unit are momentary requirements of the consumers. The
capacities stated for the air receivers and compressors in the ‘List of Capacit-
ies’ cover all the main engine requirements and starting of the auxiliary en-
gines.
For information about a common starting air system for main engines and
auxiliary engines, please refer to our publication:
Uni-concept Auxiliary Systems for Two-Stroke Main Engines and Four-Stroke
Auxiliary Engines
The publication is available at man-es.com --> 'Two-Stroke' --> 'Technical
Papers'.
Fig. 13.03.01: Starting air pipes
Exhaust Valve Air Spring Pipes

The exhaust valve is opened hydraulically by the Proportional Exhaust Valve
Actuator (PEVA) valve, which is activated by the Engine Control System.
2024-05-03 - en
The closing force is provided by an ‘air spring’ which leaves the valve spindle
free to rotate.
The compressed air is taken from the control air supply, see Fig. 13.03.02.
13.03 Piping
95-60ME-C/-GI/-GA/-LGI 1 (2)
The item nos. refer to ‘Guidance values automation’

The piping is delivered with and fitted onto the engine
Fig. 13.03.02: Air spring pipes for exhaust valves
18014450752563467
2024-05-03 - en
13.03 Piping
2 (2) 95-60ME-C/-GI/-GA/-LGI
Electric motor for turning gear
General
MAN Energy Solutions delivers a turning gear with built-in disc brake.
A turning gear with an electric motor of another protection or insulation class
can be ordered. Information about the alternative executions is available on
request.
Two basic executions are available for power supply frequencies of 60 and 50
Hz respectively. Nominal power and current consumption of the motors are
listed below.
Electric motor and brake, voltage 3 x 440-480V

Electric motor and brake, frequency 60 Hz
Protection, electric motor and brake IP 54
Insulation class F
18014447987805323
Electric motor
Number of cylinders Nominal power, Nominal current,
kW A
5-8 4.8 8.1

18014447987805323
Electric motor and brake, voltage 3 x 380-415V

Electric motor and brake, frequency 50 Hz
Protection, electric motor and brake IP 54
Insulation class F
18014447987805323
Electric motor
13.04 Electric motor for turning gear

Number of cylinders Nominal power, Nominal current,
kW A
5-8 4.0 8.1

18014447987805323
588 24 15-7.1.0
18014447987805323
Table 13.04.01: Electric motor for turning gear.

18014447987805323
2024-05-20 - en
S70ME-C10.5/-GI 1 (1)
18014447987805323
13.04 Electric motor for turning gear
2024-05-20 - en
S70ME-C10.5/-GI
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas
14 Scavenge air

21 Appendix
61147049227
1 (1)

14 Scavenge air
Scavenge Air System

Scavenge air is supplied to the engine by one or more turbochargers, located
on the exhaust side of the engine.
The compressor of the turbocharger draws air from the engine room, through
an air filter, and the compressed air is cooled by the scavenge air cooler, one
per turbocharger. The scavenge air cooler is provided with a water mist
catcher, which prevents condensate water from being carried with the air into
the scavenge air receiver and to the combustion chamber.
The scavenge air system (see Figs. 14.01.01 and 14.02.01) is an integrated
part of the main engine
The engine power figures and the data in the list of capacities are based on
MCR at tropical conditions, i.e. a seawater temperature of 32°C, or freshwater
temperature of 36°C, and an ambient air inlet temperature of 45°C.
14.01 Scavenge Air System

2024-01-12 - en
Fig. 14.01.01: Scavenge Air System

18014450629816715
80-60ME-C/-GI/-LGI/-GA 1 (1)
18014450629816715
14.01 Scavenge Air System
2024-01-12 - en
80-60ME-C/-GI/-LGI/-GA
Auxiliary blowers
The engine is provided with a minimum of two electrically driven auxiliary
blowers, the actual number depending on the number of cylinders as well as
the turbocharger make and amount.
The auxiliary blowers are integrated in the reversing chamber below the scav-
enge air cooler. Between the scavenge air cooler and the scavenge air re-
ceiver, non-return valves are fitted which close automatically when the auxili-
ary blowers start supplying the scavenge air.
Auxiliary Blower Operation

The auxiliary blowers start operating consecutively before the engine is started
and will ensure complete scavenging of the cylinders in the starting phase,
thus providing the best conditions for a safe start.
During operation of the engine, the auxiliary blowers will start automatically
whenever the blower inlet pressure drops below a preset pressure, corres-
ponding to an engine load of approximately 25-35%.
The blowers will continue to operate until the blower inlet pressure again ex-
ceeds the preset pressure plus an appropriate hysteresis (i.e. taking recent
pressure history into account), corresponding to an engine load of approxim-
ately 30-40%.
Emergency Running
If one of the auxiliary blowers is out of function, the other auxiliary blower will
function in the system, without any manual adjustment of the valves being ne-
cessary.
14.02 Auxiliary blowers

2022-07-05 - en
Fig. 14.02.01: Scavenge air system, integrated blower
95-60ME-C/-GI/-GA/-LGI 1 (3)
Control of the Auxiliary Blowers

The control system for the auxiliary blowers is integrated in the Engine Control
System. The auxiliary blowers can be controlled in either automatic (default) or
manual mode.
In automatic mode, the auxiliary blowers are started sequentially at the mo-
ment the engine is commanded to start. During engine running, the blowers
are started and stopped according to preset scavenge air pressure limits.
When the engine stops, the blowers are stopped after 30 minutes to prevent
overheating of the blowers. When a start is ordered, the blower will be started
in the normal sequence and the actual start of the engine will be delayed until
the blowers have started.
In manual mode, the blowers can be controlled individually from the ECR (En-
gine Control Room) panel irrespective of the engine condition.
Referring to Fig. 14.02.02, the Auxiliary Blower Starter Panels control and pro-
tect the Auxiliary Blower motors, one panel with starter per blower.
The starter panels with starters for the auxiliary blower motors are not in-
cluded, they can be ordered as an option: 4 55 653. (The starter panel design
and function is according to MAN Energy Solutions’s diagram, however, the
physical layout and choice of components has to be decided by the manufac-
turer).
Heaters for the blower motors are available as an option: 4 55 155.
Scavenge Air Cooler Requirements

The data for the scavenge air cooler is specified in the description of the cool-
ing water system chosen.
For further information, please refer to our publication titled: MAN Energy
Solutions Influence of Ambient Temperature Conditions
The publication is available at man-es.com/marine → ’Two-Stroke’ → ’Tech-
nical Papers’.
2022-07-05 - en
2 (3) 95-60ME-C/-GI/-GA/-LGI
Fig. 14.02.02: Diagram of auxiliary blower control system

9007251935396619

2022-07-05 - en
95-60ME-C/-GI/-GA/-LGI 3 (3)
9007251935396619
2022-07-05 - en
95-60ME-C/-GI/-GA/-LGI
Scavenge air pipes
The item No. refer to ‘Guidance Values Automation’

*) Option, see Fig. 15.02.05: Soft blast cleaning of turbine side
Fig. 14.03.01: Scavenge air pipes
15376938763
14.03 Scavenge air pipes

2021-10-04 - en
98-60MC-C, 98-60ME/ME-C/ME-B/-GI/-GA 1 (1)

15376938763
14.03 Scavenge air pipes
2021-10-04 - en
98-60MC-C, 98-60ME/ME-C/ME-B/-GI/-GA
Electric motor for auxiliary blower

The number of auxiliary blowers in a propulsion plant may vary depending on
the actual amount of turbochargers as well as space requirements.
Motor start method and size

Direct Online Start (DOL) is required for all auxiliary blower electric motors to
ensure proper operation under all conditions.
For typical engine configurations, the installed size of the electric motors for
auxiliary blowers are listed in Table 14.04.01.
Special operating conditions

For engines with Dynamic Positioning (DP) mode in manoeuvring system, lar-
ger electric motors are required. This is in order to avoid start and stop of the
blowers inside the load range specified for dynamic positioning. The actual
load range is to be decided between the owner and the yard.
Engine plants with waste heat recovery exhaust gas bypass and engines with
low-and part-load exhaust gas bypass may require less blower capacity,
please contact MAN Energy Solutions, Copenhagen.
Number of Cylinder Number of Number of Installed Power/

Turbocharger Auxiliary Blower Blower kW
5 1 2 54
6 1 2 65
6 2 2 65
7 1 2 75
7 2 2 75
8 1 2 90
14.04 Electric motor for auxiliary blower

8 2 2 90
9007255209282443
The installed power of the electric motors are based on a voltage supply of
3x440V at 60Hz.
The electric motors are delivered with and fitted onto the engine.
Table 14.04.01: Electric motor for auxiliary blower
9007255209282443
2024-10-04 - en
S70ME-C10.5/-GI/-LGI 1 (1)
9007255209282443
14.04 Electric motor for auxiliary blower
2024-10-04 - en
S70ME-C10.5/-GI/-LGI
Scavenge air cooler cleaning system
General
The letters refer to list of 'Counterflanges'. The item nos. refer to 'Guidance
values automation'.
Fig. 14.05.01: Air cooler cleaning pipes, two or more air coolers, for EGR
The air side of the scavenge air cooler can be cleaned by injecting a grease
dissolving media through ‘AK’ to a spray pipe arrangement fitted to the air
14.05 Scavenge air cooler cleaning system

chamber above the air cooler element.
Drain from water mist catcher

Sludge is drained through ‘AL’ to the drain water collecting tank and the pol-
luted grease dissolvent returns from ‘AM’, through a filter, to the chemical
cleaning tank. The cleaning must be carried out while the engine is at stand-
still.
Dirty water collected after the water mist catcher is drained through ‘DX’ and
led to the bilge tank via an open funnel, see Fig. 14.05.02.
2024-05-16 - en
The ‘AL’ drain line is, during running, used as a permanent drain from the air
cooler water mist catcher. The water is led through an orifice to prevent major
losses of scavenge air.
The system is equipped with a drain box with a level switch, indicating any ex-
cessive water level.
The piping delivered with and fitted on the engine is shown in Fig 14.05.01.
G/S95-60ME-C/-GI/-GA/-LGI 1 (3)
Auto pump overboard system

It is common practice on board to lead drain water directly overboard via a
collecting tank. Before pumping the drain water overboard, it is recommended
to measure the oil content. If above 15ppm, the drain water should be lead to
the clean bilge tank / bilge holding tank.
If required by the owner, a system for automatic disposal of drain water with
oil content monitoring could be built as outlined in Fig. 14.05.02.
198 76 84-9.2
The letters refer to list of 'Counterflanges'.

Fig. 14.05.02: Suggested automatic disposal of drain water, if required by
owner (not a demand from MAN Energy Solutions)
2024-05-16 - en
2 (3) G/S95-60ME-C/-GI/-GA/-LGI
Air cooler cleaning unit
Engine type No. of cylinders Chemical tank capacity, m3 Circulation pump capacity at 3 bar, m3/h
5 0.3 1

G60ME-C
6-8 0.6 2
5 0.3 1
S60ME-C
6-8 0.6 2
G70ME-C 5-6 0.6 2
5-7 0.6 2
S70ME-C
8 0.9 3
6-7 0.6 2
G80ME-C
2024-05-16 - en
8-9 0.9 3
6-8 0.9 3
G90ME-C
9-12 1.5 5
6-8 0.9 3
G95ME-C
9-12 1.5 5
54043244193342475
Fig. 14.05.03: Air cooler cleaning system with air cooler cleaning unit.
54043244193342475
G/S95-60ME-C/-GI/-GA/-LGI 3 (3)
54043244193342475
2024-05-16 - en
G/S95-60ME-C/-GI/-GA/-LGI
Scavenge air box drain system

The scavenge air box is continuously drained through ‘AV’ to a small pressur-
ised drain tank, from where the sludge is led to the sludge tank. Steam can be
applied through ‘BV’, if required, to facilitate the draining. See Fig. 14.06.01.
The continuous drain from the engine scavenge air area must not be directly
connected to the sludge tank due to the pressure level.
The drain tank shall be designed according to the pressurised system con-
nected to the BV connection as one of the following:
▪ Steam maximum working pressure
▪ Compressed air maximum working pressure
It is recommended that the drain tank is placed close to the engine to avoid
lon piping between engine and drain tank and thereby minimize the risk of the
pipe being blocked by sludge.
14.06 Scavenge air box drain system

2021-10-12 - en
No. of cylinders: 5-6 7-9 10-12 14

3
Drain tank capacity, m 0.5 0.7 0.9 1.1
55654791819
079 61 03-0.9.0
55654791819
Fig. 14.06.01: Scavenge air box drain system

55654791819
70-60MC/MC-C/ME-B/ME-C/-GI/-GA/-LGI 1 (1)
55654791819
14.06 Scavenge air box drain system
2021-10-12 - en
70-60MC/MC-C/ME-B/ME-C/-GI/-GA/-LGI
Fire extinguishing systems for scavenge air space

Fire in a scavenge air space can be extinguished by steam, which is the basic
solution, or, optionally, by water mist or CO2.
Fig. 14.07.01 shows the external part of the extinguishing system, pipe and
flange connections.
14.07 Fire extinguishing systems for scavenge air space

Fig. 14.07.01: Fire extinguishing system for scavenge air space
The key specifications of the fire extinguishing agents are:
Steam fire extinguishing system for scavenge air space

Steam pressure: 3-10 bar
Steam quantity, approx.: 4.3 kg/cyl.
Water mist fire extinguishing system for scavenge air space

Freshwater pressure: min. 3.5 bar
2024-05-29 - en
Freshwater quantity, approx.: 3.4 kg/cyl.
CO2 fire extinguishing system for scavenge air space

CO2 test pressure: 150 bar
CO2 quantity, approx.: 8.5 kg/cyl.
On the next figures, letters refer to 'List of flanges' and item numbers refer to
'Guidance valve automation'.
70ME-C/-GI/-GA 1 (2)
Fire extinguishing and drain pipes in scavenge air space

Fig. 14.07.02 shows fire extinguishing pipes on the engine.
Fig. 14.07.02: Fire extinguishing pipes in scavenge air space

14.07 Fire extinguishing systems for scavenge air space
Fig. 14.07.03 shows drain pipes in the scavenge air space.
2024-05-29 - en
Fig. 14.07.03 Scavenge air space, drain pipes

72057642655319179
2 (2) 70ME-C/-GI/-GA
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas
15 Exhaust gas

21 Appendix
61147056651
1 (1)

15 Exhaust gas
Exhaust gas system

The exhaust gas is led from the cylinders to the exhaust gas receiver where
the fluctuating pressures from the cylinders are equalised and from where the
gas is led further on to the turbocharger at a constant pressure. See fig.
15.01.01.
Compensators are fitted between the exhaust valve housings and the exhaust
gas receiver and between the receiver and the turbocharger. A protective
grating is placed between the exhaust gas receiver and the turbocharger. The
turbocharger is fitted with a pick-up for monitoring and remote indication of
the turbocharger speed.
The exhaust gas receiver and the exhaust pipes are provided with insulation,
covered by steel plating
Turbocharger Arrangement and Cleaning System

The turbochargers are located on the exhaust side of the engine.
The engine is designed for the installation of the MAN turbocharger type TCA,
option: 4 59 101, Accelleron turbocharger type A-L, option: 4 59 102, or MHI
turbocharger type MET, option: 4 59 103.
All makes of turbochargers are fitted with an arrangement for water washing
of the compressor side, and soft blast cleaning of the turbine side, see Figs.
15.02.02, 15.02.03 and 15.02.04. Washing of the turbine side is only applic-
able on MAN turbochargers, though not for dual fuel engines.
15.01 Exhaust gas system

2022-09-23 - en
95-65MC/MC-C/ME/ME-C/-GI/-GA/G/S/L60ME-C/-GI 1 (2)
Fig. 15.01.01: Exhaust gas system on engine

18014451230655499
15.01 Exhaust gas system
2022-09-23 - en
2 (2) 95-65MC/MC-C/ME/ME-C/-GI/-GA/G/S/L60ME-C/-GI
Piping and cleaning systems
Fig. 15.02.01: Exhaust gas pipes
Cleaning Systems
15.02 Piping and cleaning systems

2022-01-24 - en
95-60 engines 1 (2)

Fig. 15.02.02: MAN TCA turbocharger, water washing of turbine side
Fig. 15.02.03: Soft blast cleaning of turbine side and water washing of com-
pressor side for ABB turbochargers
Soft Blast Cleaning Systems

15.02 Piping and cleaning systems
2022-01-24 - en
Fig. 15.02.04: Soft blast cleaning of turbine side, basic

9007251935401227
2 (2) 95-60 engines

Exhaust Gas System for Main Engine

At the specified MCR of the engine, the total back-pressure in the exhaust
gas system after the turbocharger (as indicated by the static pressure meas-
ured in the piping after the turbocharger) must not exceed 350 mm WC
(0.035 bar).
In order to have a back-pressure margin for the final system, it is recommen-

ded at the design stage to initially use a value of about 300 mm WC (0.030
bar).
The actual back-pressure in the exhaust gas system at specified MCR de-
pends on the gas velocity, i.e. it is proportional to the square of the exhaust
gas velocity, and hence inversely proportional to the pipe diameter to the 4th
power. It has by now become normal practice in order to avoid too much
pressure loss in the pipings to have an exhaust gas velocity at specified MCR
of about 35 m/sec, but not higher than 50 m/sec.
For dimensioning of the external exhaust pipe connections, see the exhaust
pipe diameters for 35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec respectively,
shown in Table 15.07.02.
As long as the total back-pressure of the exhaust gas system (incorporating

all resistance losses from pipes and components) complies with the above-
mentioned requirements, the pressure losses across each component may be
chosen independently, see proposed measuring points (M) in Fig. 15.05.01.
The general design guidelines for each component, described below, can be
used for guidance purposes at the initial project stage.
Exhaust Gas Piping System for main Engine

The exhaust gas piping system conveys the gas from the outlet of the tur-
15.03 Exhaust Gas System for Main Engine

bocharger(s) to the atmosphere.
The exhaust piping is shown schematically in Fig. 15.04.01.
The exhaust system for the main engine comprises:
▪ Exhaust gas pipes
▪ Exhaust gas boiler
▪ Silencer
▪ Spark arrester (if needed)
▪ Expansion joints (compensators)
▪ Pipe bracings.
2022-05-02 - en
In connection with dimensioning the exhaust gas piping system, the following
parameters must be observed:
▪ Exhaust gas flow rate
▪ Exhaust gas temperature at turbocharger outlet
▪ Maximum pressure drop through exhaust gas system
▪ Maximum noise level at gas outlet to atmosphere
▪ Maximum force from exhaust piping on turbocharger(s)
▪ Sufficient axial and lateral elongation ability of expansion joints
▪ Utilisation of the heat energy of the exhaust gas.
ME-B/ME/ME-C/-GI/-GA, MC/MC-C 1 (2)

Items that are to be calculated or read from tables are:

▪ Exhaust gas mass flow rate, temperature and maximum back pressure at
turbocharger gas outlet
▪ Diameter of exhaust gas pipes
▪ Utilisation of the exhaust gas energy
▪ Attenuation of noise from the exhaust pipe outlet
▪ Pressure drop across the exhaust gas system
▪ Expansion joints.
9007214637469579
15.03 Exhaust Gas System for Main Engine
2022-05-02 - en
2 (2) ME-B/ME/ME-C/-GI/-GA, MC/MC-C

System components
Exhaust gas compensator after turbocharger

When dimensioning the compensator, option: 4 60 610, for the expansion
joint on the turbocharger gas outlet transition piece, option: 4 60 601, the ex-
haust gas piece and components, are to be so arranged that the thermal ex-
pansions are absorbed by expansion joints. The heat expansion of the pipes
and the components is to be calculated based on a temperature increase
from 20°C to 250°C. The max. expected vertical, transversal and longitudinal
heat expansion of the engine measured at the top of the exhaust gas trans-
ition piece of the turbocharger outlet are indicated in Fig. 15.06.01 and Table
15.06.01 as DA, DB and DC.
The movements stated are related to the engine seating, for DC, however, to
the engine centre. The figures indicate the axial and the lateral movements re-
lated to the orientation of the expansion joints.
The expansion joints are to be chosen with an elasticity that limits the forces
and the moments of the exhaust gas outlet flange of the turbocharger as
stated for each of the turbocharger makers in Table 15.06.02. The orientation
of the maximum permissible forces and moments on the gas outlet flange of
the turbocharger is shown in Fig. 15.06.02.
15.04 System components

2023-03-13 - en
Fig. 15.04.01a: Exhaust gas system, one turbocharger
S70ME-C10.5/-GI 1 (4)
Exhaust gas boiler

Engine plants are usually designed for utilisation of the heat energy of the ex-
haust gas for steam production or for heating the thermal oil system. The ex-
haust gas passes an exhaust gas boiler which is usually placed near the en-
gine top or in the funnel.
It should be noted that the exhaust gas temperature and flow rate are influ-
enced by the ambient conditions, for which reason this should be considered
when the exhaust gas boiler is planned. At specified MCR, the maximum re-
commended pressure loss across the exhaust gas boiler is normally 150 mm
WC.
This pressure loss depends on the pressure losses in the rest of the system
as mentioned above. Therefore, if an exhaust gas silencer/spark arrester is
not installed, the acceptable pressure loss across the boiler may be some-
what higher than the max. of 150 mm WC, whereas, if an exhaust gas silen-
cer/spark arrester is installed, it may be necessary to reduce the maximum
pressure loss.
The above mentioned pressure loss across the exhaust gas boiler must in-
clude the pressure losses from the inlet and outlet transition pieces.
Fig. 15.04.01b: Exhaust gas system, two or more TCs

2023-03-13 - en
2 (4) S70ME-C10.5/-GI
Exhaust gas silencer

The typical octave band sound pressure levels from the diesel engine’s ex-
haust gas system at a distance of one meter from the top of the exhaust gas
uptake are shown in Fig.15.04.02.
The need for an exhaust gas silencer can be decided based on the require-
ment of a maximum permissible noise level at a specific position.
The exhaust gas noise data is valid for an exhaust gas system without boiler
and silencer, etc.
The noise level is at nominal MCR at a distance of one metre from the exhaust
gas pipe outlet edge at an angle of 30° to the gas flow direction.
For each doubling of the distance, the noise level will be reduced by about 6
dB (far-field law).
When the noise level at the exhaust gas outlet to the atmosphere needs to be
silenced, a silencer can be placed in the exhaust gas piping system after the
exhaust gas boiler.
The exhaust gas silencer is usually of the absorption type and is dimensioned
for a gas velocity of approximately 35 m/s through the central tube of the si-
lencer.
An exhaust gas silencer can be designed based on the required damping of
noise from the exhaust gas given on the graph.
In the event that an exhaust gas silencer is required this depends on the ac-
tual noise level requirement on the bridge wing, which is normally maximum
60-70 dB(A) a simple flow silencer of the absorption type is recommended.
Depending on the manufacturer, this type of silencer normally has a pressure
loss of around 20 mm WC at specified MCR.

2023-03-13 - en
S70ME-C10.5/-GI 3 (4)
Fig. 15.04.02: ISO’s NR curves and typical sound pressure levels from diesel
engine’s exhaust gas system.
The noise levels at nominal MCR and a distance of 1 metre from the edge of
the exhaust gas pipe opening at angle of 30 degrees to the gas flow and valid
for an exhaust gas system without boiler and silencer, etc. Data for a specific
engine and cylinder no. is available on request.
Spark arrester
To prevent sparks from the exhaust gas being spread over deck houses, a
spark arrester can be fitted as the last component in the exhaust gas system.
It should be noted that a spark arrester contributes with a considerable pres-

sure drop, which is often a disadvantage.
2023-03-13 - en
It is recommended that the combined pressure loss across the silencer and/
or spark arrester should not be allowed to exceed 100 mm WC at specified
MCR. This depends, of course, on the pressure loss in the remaining part of
the system, thus if no exhaust gas boiler is installed, 200 mm WC might be al-
lowed.
27021653719339019
4 (4) S70ME-C10.5/-GI
Calculation of exhaust gas back-pressure

The exhaust gas back pressure after the turbocharger(s) depends on the total
pressure drop in the exhaust gas piping system.
The components, exhaust gas boiler, silencer, and spark arrester, if fitted,
usually contribute with a major part of the dynamic pressure drop through the
entire exhaust gas piping system.
The components mentioned are to be specified so that the sum of the dy-
namic pressure drop through the different components should, if possible, ap-
proach 200 mm WC at an exhaust gas flow volume corresponding to the spe-
cified MCR at tropical ambient conditions. Then there will be a pressure drop
of 100 mm WC for distribution among the remaining piping system.
Fig. 15.05.01 shows some guidelines regarding resistance coefficients and
back-pressure loss calculations which can be used, if the maker’s data for
back-pressure is not available at an early stage of the project.
The pressure loss calculations have to be based on the actual exhaust gas
amount and temperature valid for specified MCR. Some general formulas and
definitions are given in the following.
Exhaust Gas Data

M: exhaust gas amount at specified MCR in kg/sec.
T: exhaust gas temperature at specified MCR in °C
Please note that the actual exhaust gas temperature is different before and
after the boiler. The exhaust gas data valid after the turbocharger may be
found in Chapter 6.
15.05 Calculation of exhaust gas back-pressure

Mass Destiny of Exhaust Gas (ρ)
ρ ≅ 1.293 x (273 / [ 273 + T ]) x 1.015 in kg/m3
The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015

bar) in the exhaust gas system.
Exhaust Gas Velocity (v)

In a pipe with diameter D the exhaust gas velocity is:
V = M/ρ x (4 / [ π x D2] ) in m/s
Pressure Losses in Pipes (Δp)

2023-06-12 - en
For a pipe element, like a bend etc., with the resistance coefficient ζ, the cor-
responding pressure loss is:
Δp = (ζ x ½ ρ [v2 x 1/9.81]) in mm WC
where the expression after ζ is the dynamic pressure of the flow in the pipe.
The friction losses in the straight pipes may, as a guidance, be estimated as :
1 mm WC per 1 diameter length
whereas the positive influence of the up-draught in the vertical pipe is normally
negligible.
All engines 1 (4)

Pressure Losses Across Components (Δp)

The pressure loss Δp across silencer, exhaust gas boiler, spark arrester, rain
water trap, etc., to be measured/ stated as shown in Fig. 15.05.01 (at spe-
cified MCR) is normally given by the relevant manufacturer.
Total Back-Pressure (ΔpM)

The total back-pressure, measured/stated as the static pressure in the pipe
after the turbocharger, is then:
ΔpM = Σ Δp
9007251239974923
where Δp incorporates all pipe elements and components etc. as described:
ΔpM has to be lower than 350 mm WC.

9007251239974923
(At design stage it is recommended to use max. 300 mm WC in order to have

some margin for fouling).
Mesuring Back Pressure

At any given position in the exhaust gas system, the total pressure of the flow
can be divided into dynamic pressure (referring to the gas velocity) and static
pressure (referring to the wall pressure, where the gas velocity is zero).
At a given total pressure of the gas flow, the combination of dynamic and
static pressure may change, depending on the actual gas velocity. The meas-
urements, in principle, give an indication of the wall pressure, i.e., the static
pressure of the gas flow.
It is, therefore, very important that the back pressure measuring points are
located on a straight part of the exhaust gas pipe, and at some distance from
an ‘obstruction‘, i.e. at a point where the gas flow, and thereby also the static
pressure, is stable. Taking measurements, for example, in a transition piece,
may lead to an unreliable measurement of the static pressure.
In consideration of the above, therefore, the total back pressure of the system
has to be measured after the turbocharger in the circular pipe and not in the
transition piece. The same considerations apply to the measuring points be-
fore and after the exhaust gas boiler, etc.
2023-06-12 - en
2 (4) All engines

Pressure Losses and Coefficients of Resistance in Exhaust Pipes

Change-over valves
Change-over valves of type with constant

cross section
ζa = 0.6 to 1.2
ζb = 1.0 to 1.5
ζc = 1.5 to 2.0
Change-over valve of type with volume

ζa = ζb = about 2.0
9007251239974923

2023-06-12 - en
All engines 3 (4)

R=D ζ = 0.60
R = 1.5D ζ = 0.41
R = 2D ζ = 0.27
R=D ζ = 0.30
R = 1.5D ζ = 0.15
R = 2D ζ = 0.10
αo
15o ζ = 0.06
30o ζ = 0.15
45o ζ = 0.29
Outlet from top of exhaust ζ = 1.00
gas uptake
Inlet (from turbocharger) ζ = - 1.00
9007251239974923
Fig. 15.05.01: Pressure losses and coefficients of resistance in exhaust pipes

9007251239974923
2023-06-12 - en
4 (4) All engines

Forces and moments at turbocharger
Turbocharger(s) mounted on exhaust side
DA: Max. movement of the turbocharger flange in the vertical direction

DB: Max. movement of the turbocharger flange in the transversal direction
DC: Max. movement of the turbocharger flange in the longitudinal direction
Fig. 15.06.01a: Vectors of thermal expansion at the turbocharger exhaust gas
15.06 Forces and moments at turbocharger

outlet flange, turbocharger on exhaust side
2024-08-14 - en
S70ME-C10.5/-GI 1 (3)
No. of cylinders 5-8 5 6 7 8

Turbocharger
Make Type DA DB DC DC DC DC
mm mm mm mm mm mm
TCA66 8.3 1.3 1.6 1.8 2.1 2.3

MAN
TCA77 9.6 1.4 1.6 1.8 2.1 2.3
TCA88 10.1 1.4 1.6 1.8 2.1 2.3
A170 / A270
Accelleron A175 / A275
Available on request
A180 / A280
MET53 7.6 1.5 1.9 2.2 2.4 2.6

MHI
MET66 8.2 1.3 1.6 1.8 2.1 2.3
MET83 9.3 1.4 1.6 1.8 2.1 2.3

36028848004886283
Table 15.06.01: Maximum expected movements of the exhaust gas flange

resulting from thermal expansion
2024-08-14 - en
2 (3) S70ME-C10.5/-GI
Fig. 15.06.02: Forces and moments on the turbocharger(s) exhaust gas outlet
flange
Table 15.06.02 indicates the maximum permissible forces (F1, F2 and F3) and
moments (M1 and M3), on the exhaust gas outlet flange of the turbochar-
ger(s). Reference is made to Fig. 15.06.02.
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
TCA66 3,700 7,500 9,900 9,900 4,900

TCA77 4,100 8,200 10,900 10,900 5,400
MAN
TCA88 4,500 9,100 12,000 12,000 5,900
A170 / A270 1,900 1,900 3,600 2,400 2,400
A175 / A275 3,300 3,300 5,400 3,500 3,500

Accelleron
A180 / A280 4,600 4,600 6,800 4,400 4,400
MET53 4,900 2,500 7,300 2,600 2,300
MET60 6,000 3,000 8,300 2,900 3,000

2024-08-14 - en
MHI MET66 6,800 3,400 9,300 3,200 3,000
MET71 7,000 3,500 9,600 3,300 3,100
MET83 9,800 4,900 11,700 4,100 3,700

36028848004886283
Table 15.06.02: The maximum permissible forces and moments on the tur-
bocharger(s) gas outlet flanges
36028848004886283
S70ME-C10.5/-GI 3 (3)
36028848004886283
2024-08-14 - en
S70ME-C10.5/-GI
Diameter of exhaust gas pipes
General
The exhaust gas pipe diameters listed in Table 15.07.01 are based on the ex-
haust gas flow capacity according to ISO ambient conditions and an exhaust
gas temperature of 250°C.
Fig. 15.07.01a: Exhaust pipe system, with turbocharger located on exhaust 15.07 Diameter of exhaust gas pipes
side of engine, option: 4 59 122
The exhaust gas velocities and mass flow listed apply to collector pipe D4.
The table also lists the diameters of the corresponding exhaust gas pipes D0
for various numbers of turbochargers installed.
2021-10-26 - en
S70ME-C10.5/-GI 1 (2)
Fig. 15.07.01b: Exhaust pipe system, with single turbocharger located on aft
end of engine, option: 4 59 124
Gas velocity Exhaust gas pipe diameters
35 m/s 40 m/s 45 m/s 50 m/s D0 D4
Gas mass flow 1 T/C 2 T/C 3 T/C

15.07 Diameter of exhaust gas pipes
kg/s kg/s kg/s kg/s [DN] [DN] [DN] [DN]
31.4 35.8 40.3 44.8 1,300 900 750 1,300
36.4 41.6 46.8 51.9 1,400 1,000 800 1,400
41.7 47.7 53.7 59.6 1,500 1,050 850 1,500
47.5 54.3 61.1 67.8 1,600 1,150 900 1,600

2021-10-26 - en
53.6 61.3 68.9 76.6 1,700 1,200 1,000 1,700
60.1 68.7 77.3 85.9 1,800 1,300 1,050 1,800
67.0 76.5 86.1 95.7 N.A. 1,300 1,100 1,900
74.2 84.8 95.4 106.0 N.A. 1,400 1,150 2,000
81.8 93.5 105.2 116.9 N.A. 1,500 1,200 2,100

55955669003
Table 15.07.01: Exhaust gas pipe diameters and exhaust gas mass flow at
various velocities
55955669003
2 (2) S70ME-C10.5/-GI
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas

21 Appendix
61147064075
1 (1)

Control system layout, control units and interfaces

The ECS for the ME engine is prepared for conventional remote control with
an interface to the bridge control system and the local operating panel (LOP).
The ME control system has a high level of redundancy. It has been a design
requirement that no single failure related to the system may cause the engine
to stop. In most cases, a single failure will not affect the performance or
power availability, or only partly do so by activating a slowdown.
Control units for the specific tasks described below are based on the available
module types in the Triton hardware platform.
Note that any controller could be replaced without stopping the engine, which
will revert to normal operation immediately after the replacement of the defec-
tive unit.
The layout of the ECS is shown in Fig. 16.01.01, the mechanical-hydraulic
systems in Figs. 16.01.02a and b, and the pneumatic system in Fig. 16.01.03.
Control system layout and control units
Main operating panel

Fig. 16.01.01 shows the layout of the ECS and the two redundant main oper-
ating panel (MOP) screens which are available for the crew to carry out engine
commands, adjust engine parameters, select running modes, and observe
16.01 Control system layout, control units and interfaces

the control system status.
2024-06-28 - en
All engines 1 (10)

Fig. 16.01.01: Engine control system layout with EICU cabinet for mounting in
the ECR or on the engine
2024-06-28 - en
Both MOP screens are located in the engine control room (ECR), one is a
back-up unit in the event of failure, or they could be used simultaneously, if
preferred.
Both MOP screens consist of a marine approved personal computer with a
touch screen and pointing device as shown in Fig. 5.16.02.
Engine control unit

For redundancy purposes, the control system in Fig. 16.01.01 comprises two
engine control units (ECU) operating in parallel and performing the same
tasks, one being a hot standby for the other. If one of the ECUs fail, the other
unit will take over without any interruption.
2 (10) All engines

The ECUs perform tasks like:

▪ Speed governor functions, start/stop sequences, timing of fuel injection,
timing of exhaust valve actuation, timing of starting valves, etc.
▪ Continuous control of auxiliary functions handled by the ACUs
▪ Alternative running modes and programs
Cylinder control unit

The control system includes one cylinder control unit (CCU) per cylinder. The
CCU controls the electronic control valves for fuel injection, exhaust valve ac-
tuation, and starting air valves (SAVs) according to the commands received
from the ECU.
All CCUs are identical and in the event of a CCU failure on one cylinder, only
this cylinder will automatically be cut out of operation.
Auxiliary control unit

The control of auxiliary equipment on the engine is normally divided among
four auxiliary control units (ACUs) so that, in the event of a unit failure, there is
sufficient redundancy to maintain operation of the engine.
The ACUs control auxiliary blowers, electrically and engine driven hydraulic oil
pumps of the hydraulic power supply (HPS) unit, and the scavenge air control
unit (SCU).
If applied, the ACU also controls the cooling water system (load dependent

cylinder liner (LDCL)/jacket water recirculation system (JWRS)) and the ex-
haust gas bypass (EGB).
Engine interface control unit

The engine interface control unit (EICC) controls the interface with surrounding
control systems, see Fig. 16.01.01.
The EICC is located in either the ECR (recommended) or the engine room.
Control network
The main operating panels (MOP-A and MOP-B) are connected to the control
system controllers via a redundant ethernet-based control network. Due to
limitations in a copper-based ethernet, the maximum cabling distance
between the engine and the engine room is 100 m.
2024-06-28 - en
All engines 3 (10)

Power supply for engine control system

The ECS requires two separate power supplies with battery backup, power
supply A and B, see Table 16.01.01.
The ME-ECS power supplies must be separated from other DC systems, i.e.
only ME-ECS components must be connected to the supplies.
Power supply A
System parameters Values and description
System type IT (floating), DC system with individually

isolated outputs
Voltage Input 100-240 V AC, 45-65 Hz, output 24

V DC
Protection Input over current, output over current,

output high/low voltage
Alarms as potential free contacts AC power, UPS battery mode, batteries

not available (fuse fail)
Power supply B
System parameters Values and description
System type IT (floating), DC system w. individually

isolated outputs
Voltage Input 110-240 V AC, output 24 V DC
Protection Input over current, output over current,

output high/low voltage
Alarms as potential free contacts AC power, UPS battery mode, batteries

not available (fuse fail)
Table 16.01.01: ME-ECS power supply description
Local operating panel

During normal operation, the engine can be controlled either from the bridge
or the ECR.
Alternatively, the LOP can be activated. This redundant control is a substitute
for the previous engine side control console mounted directly on MC engines.
The LOP is as standard placed on the engine.
Basic functions are available from the LOP, such as starting, speed control,
stopping, reversing, and the most important engine data are displayed.
2024-06-28 - en
Hydraulic power supply

The purpose of the HPS unit is to deliver the necessary high-pressure hy-
draulic oil flow to the hydraulic cylinder units (HCU) on the engine at the re-
quired pressure during start-up as well as in normal service.
Figs. 16.01.02a and b show mechanical-hydraulic systems with mechanically
and electrically driven hydraulic power supplies, respectively.
4 (10) All engines


2024-06-28 - en
The letters refer to list of ‘counterflanges’

The item no. refer to ‘guidance values automation’
Fig. 16.01.02a: Mechanical-hydraulic system with mechanically driven hy-
draulic power supply, 300 bar, common supply
For the standard mechanically driven HPS unit in Fig. 16.01.02a, one of the
two electrically driven start-up pumps is activated at engine start.
All engines 5 (10)

2024-06-28 - en
The letters refer to list of ‘counterflanges’

The item no. refer to ‘guidance values automation’
Fig. 16.01.02b: Mechanical-hydraulic system with electrically driven hydraulic
power supply, 300 bar, common supply. Example from S90/80ME-C engine
6 (10) All engines

The multiple pump configuration with standby pumps ensures redundancy re-
garding hydraulic power supply. The control of the engine and electrically
driven pumps are divided between the three ACUs.
Sizes and capacities of the HPS unit depend on the engine type. Chapter 8
provides further details about the HPS and the lubricating oil/hydraulic oil sys-
tem.
Engine control system interfaces

To support the navigator, vessels are equipped with a ship control system,
which includes subsystems for supervising and protecting the main propulsion
engine.
Alarm system
The alarm system has no direct effect on the ECS. An alarm will alert the crew
that an abnormal condition requires attention.
The alarm system is an independent system, in general covering more than
the main engine itself, and its task is to monitor the service condition and to
activate alarms if a normal service limit is exceeded.
Slowdown system
The slowdown system receives slowdown requests from either the ECS or the
alarm and monitoring system (AMS), and if the request is not cancelled, a

slowdown command will be sent to ECS.
Safety system
The engine safety system is an independent system with sensors on the main
engine, fulfilling the requirements of the respective classification society and
MAN Energy Solutions. If a critical value is reached for one of the measuring
points, the input signal from the safety system must cause either a cancellable
or a non-cancellable shutdown signal to the ECS.
For the safety system, combined shutdown and slowdown panels approved
by MAN Energy Solutions are available with the following options:
▪ Lyngsø Marine
▪ Kongsberg Maritime
▪ Nabtesco
▪ Mitsui Zosen Systems Research
If separate shutdown and slowdown panels are installed, only panels ap-
proved by MAN Energy Solutions must be used.
2024-06-28 - en
The remote control system and the safety system (shutdown and slowdown
panel) must be compatible.
Telegraph system
This system enables the navigator to transfer commands of engine speed and
direction of rotation from the bridge, the ECR, or the LOP, which provides sig-
nals for speed setting and engine stop to the ECS.
The ECR and the LOP are provided with combined telegraph and speed set-
ting units.
All engines 7 (10)

Remote control system

Normally, the remote control system has three alternative control stations:
▪ bridge control
▪ ECR control
▪ local control.
The remote control system must to be delivered by a supplier approved by
MAN Energy Solutions.
Bridge control systems from suppliers approved by MAN Energy Solutions are
available with the following options:
for fixed pitch propeller plants, for example:
▪ Lyngsø Marine
▪ Mitsui Zosen Systems Research
▪ Nabtesco
for controllable pitch propeller plants, for example:
▪ Lyngsø Marine
▪ MAN Alphatronic.
Power management system

The system handles the power supply onboard, i.e. starting and stopping
generating sets, and activation/deactivation of the main engine shaft gene-
rator (SG), if fitted.
The normal function involves starting, synchronising, phasing-in, load distribu-
tion, and stopping generators based on the load of the grid.
The ECS offers a number of interface options for safe connection/dis-connec-
tion of shaft generators.
Auxiliary equipment system

Input signals for ‘Auxiliary system ready’ come from the remote control sys-
tem based on the status of:
▪ fuel oil system
▪ lube oil system
▪ cooling water systems
and from the ECS:
▪ turning gear disengaged
2024-06-28 - en
▪ main starting valve ‘open’

▪ control air valve for sealing air ‘open’
▪ control air valve for air spring ‘open’
▪ auxiliary blowers running
▪ hydraulic power supply ready.
8 (10) All engines

Monitoring system
The ECS is supported by engine management services (EMS), which includes
PMI auto-tuning and Computer Controlled Surveillance-Engine Diagnostics
System (CoCoS-EDS) applications.
Chapter 18 gives a description of the EMS.
Instrumentation
Chapter 18 includes lists of instrumentation for:
▪ class requirements and MAN Energy Solutions' requirements for alarms,
slowdown and shutdown for unattended machinery spaces
▪ local instruments
▪ control devices.
Fig. 16.01.03 shows a pneumatic manoeuvring diagram for a vessel with fixed
pitch propeller (FPP).

2024-06-28 - en
All engines 9 (10)

2024-06-28 - en
Fig. 16.01.03: Pneumatic manoeuvring diagram, FPP

36028867570778763
10 (10) All engines

01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas

21 Appendix
61147067659
1 (1)

Vibration aspects
The vibration characteristics of the two-stroke low speed diesel engines can
for practical purposes be split up into four categories, and if the adequate
countermeasures are considered from the early project stage, the influence of
the excitation sources can be minimised or fully compensated.
In general, the marine diesel engine may influence the hull with the following:
• External unbalanced moments These can be classified as unbalanced 1st
and 2nd order external moments, which need to be considered only for cer-
tain cylinder numbers
• Guide force moments
• Axial vibrations in the shaft system
• Torsional vibrations in the shaft system.
The external unbalanced moments and guide force moments are illustrated in
Fig. 17.01.01.
In the following, a brief description is given of their origin and of the proper
countermeasures needed to render them harmless.
51943745931
External Unbalanced Moments

The inertia forces originating from the unbalanced rotating and reciprocating
masses of the engine create unbalanced external moments although the ex-
ternal forces are zero.
Of these moments, the 1st order (one cycle per revolution) and the 2nd order
(two cycles per revolution) need to be considered for engines with a low num-
ber of cylinders. On 7-cylinder engines, also the 4th order external moment
may have to be examined. The inertia forces on engines with more than 6 cyl-
inders tend, more or less, to neutralise themselves.
Countermeasures have to be taken if hull resonance occurs in the operating
speed range, and if the vibration level leads to higher accelerations and/or ve-
locities than the guidance values given by international standards or recom-
mendations (for instance related to special agreement between shipowner
and shipyard). The natural frequency of the hull depends on the hull’s rigidity
and distribution of masses, whereas the vibration level at resonance depends
mainly on the magnitude of the external moment and the engine’s position in
relation to the vibration nodes of the ship. 17.01 Vibration aspects
2021-09-30 - en
All Engines 1 (2)

17.01 Vibration aspects
2021-09-30 - en
Fig. 17.01.01: External unbalanced moments and guide force moments

51943745931
2 (2) All Engines

First and second order moments

The 2nd order moment acts only in the vertical direction. Precautions need only
to be considered for 4, 5 and 6-cylinder engines in general.
Resonance with the 2nd order moment may occur in the event of hull vibrations
with more than 3 nodes. Contrary to the calculation of natural frequency with
2 and 3 nodes, the calculation of the 4 and 5-node natural frequencies for the
hull is a rather comprehensive procedure and often not very accurate, despite
advanced calculation methods.
A 2nd order moment compensator comprises two counter-rotating masses
running at twice the engine speed.
*) Frequency of engine moment

M2V = 2 x engine speed
27021650660454923
Fig. 17.02.01: Statistics of vertical hull vibrations, an example from tankers

and bulk carriers
27021650660454923
Compensator solutions
17.02 First and second order moments

Several solutions are available to cope with the 2nd order moment, as shown
in Fig. 17.03.02, out of which the most cost efficient one can be chosen in the
individual case, e.g.:
1. No compensators, if considered unnecessary on the basis of natural fre-
quency, nodal point and size of the 2nd order moment.
2. A compensator mounted on the aft end of the engine, driven by chain

2024-05-03 - en
3. A compensator mounted on the fore end, driven from the crankshaft

through a separate chain drive.
As standard, the compensators reduce the external 2nd order moment to a
level as for a 7-cylinder engine or less.
Briefly speaking, solution 1) is applicable if the node is located far from the en-
gine, or the engine is positioned more or less between nodes. Solution 2) or 3)
should be considered where one of the engine ends is positioned in a node or
close to it, since a compensator is inefficient in a node or close to it and there-
fore superfluous.
G70ME-C/-GI/-GA, S70ME-C/-GI, S65ME-C/-GI, G60ME-C/-GI, S60ME-C/-GI 1 (3)

Determine the need

A decision regarding the vibrational aspects and the possible use of com-
pensators must be taken at the contract stage. If no experience is available
from sister ships, which would be the best basis for deciding whether com-
pensators are necessary or not, it is advisable to make calculations to determ-
ine which of the solutions should be applied.
Preparation for compensators

If compensator(s) are initially omitted, the engine can be delivered prepared
for compensators to be fitted on engine fore end later on, but the decision to
prepare or not must be taken at the contract stage. Measurements taken dur-
ing the sea trial, or later in service and with fully loaded ship, will be able to
show if compensator(s) have to be fitted at all.
If no calculations are available at the contract stage, we advise to make pre-
parations for the fitting of a compensator in the steering compartment, see
Section 17.03.
Basic design regarding compensators

For 5 and 6-cylinder engines with mechanically driven HPS, the basic design
regarding 2nd order moment compensators is:
▪ With compensator aft
▪ Prepared for compensator fore.
For 5 and 6-cylinder engines with electrically driven HPS, the basic design re-
garding 2nd order moment compensators is::
▪ With MAN B&W external electrically driven moment compensator
▪ Prepared for compensator fore.
For 4-cylinder engines, the information is available on request.
First order moments on 4-cylinder engines

1st order moments act in both vertical and horizontal direction. For our two-
stroke engines with standard balancing these are of the same magnitudes.
For engines with five cylinders or more, the 1st order moment is rarely of any
significance to the ship. It can, however, be of a disturbing magnitude in four-
cylinder engines.
Resonance with a 1st order moment may occur for hull vibrations with 2 and/
or 3 nodes. This resonance can be calculated with reasonable accuracy, and
2024-05-03 - en
the calculation will show whether a compensator is necessary or not on four-

cylinder engines.
A resonance with the vertical moment for the 2 node hull vibration can often
be critical, whereas the resonance with the horizontal moment occurs at a
higher speed than the nominal because of the higher natural frequency of ho-
rizontal hull vibrations.
2 (3) G70ME-C/-GI/-GA, S70ME-C/-GI, S65ME-C/-GI, G60ME-C/-GI, S60ME-C/-GI

Balancing first order moments

As standard, four-cylinder engines are fitted with 1st order moment balancers
in shape of adjustable counterweights, as illustrated in Fig. 17.02.02. These
can reduce the vertical moment to an insignificant value (although, increasing
correspondingly the horizontal moment), so this resonance is easily dealt with.
A solution with zero horizontal moment is also available.
First order moment compensators

In rare cases, where the 1st order moment will cause resonance with both the
vertical and the horizontal hull vibration mode in the normal speed range of
the engine, a 1st order compensator can be introduced as an option, reducing
the 1st order moment to a harmless value.
Since resonance with both the vertical and the horizontal hull vibration mode
is rare, the standard engine is not prepared for the fitting of 1st order moment
compensators.

2024-05-03 - en
Fig. 17.02.02: Examples of counterweights

27021650660454923
G70ME-C/-GI/-GA, S70ME-C/-GI, S65ME-C/-GI, G60ME-C/-GI, S60ME-C/-GI 3 (3)

27021650660454923
2024-05-03 - en
G70ME-C/-GI/-GA, S70ME-C/-GI, S65ME-C/-GI, G60ME-C/-GI, S60ME-C/-GI

Electrically Driven Moment Compensator

If it is decided not to use chain driven moment compensators and, further-
more, not to prepare the main engine for compensators to be fitted later, an-
other solution can be used, if annoying 2nd order vibrations should occur: An
external electrically driven moment compensator can neutralise the excitation,
synchronised to the correct phase relative to the external force or moment.
This type of compensator needs an extra seating fitted, preferably, in the
steering gear room where vibratory deflections are largest and the effect of
the compensator will therefore be greatest.
The electrically driven compensator will not give rise to distorting stresses in
the hull, but it is more expensive than the engine-mounted compensators. It
does, however, offer several advantages over the engine mounted solutions:
• When placed in the steering gear room, the compensator is not as sensitive
to the positioning of the node as the compensators 2) and 3) mentioned in
Section 17.02.
17.03 Electrically Driven Moment Compensator

2024-05-03 - en
Fig. 17.03.01: MAN B&W external electrically driven moment compensator
• The decision whether or not to install compensators can be taken at a much

later stage of a project, since no special version of the engine structure has to
be ordered for the installation.
• No preparation for a later installation nor an extra chain drive for the com-
pensator on the fore end of the engine is required. This saves the cost of such
preparation, often left unused.
All Engines 1 (3)

• Compensators could be retrofit, even on ships in service, and also be ap-

plied to engines with a higher number of cylinders than is normally considered
relevant, if found necessary.
• The compensator only needs to be active at speeds critical for the hull
girder vibration. Thus, it may be activated or deactivated at specified speeds
automatically or manually.
• Combinations with and without moment compensators are not required in
torsional and axial vibration calculations, since the electrically driven moment
compensator is not part of the mass-elastic system of the crankshaft.
Furthermore, by using the compensator as a vibration exciter a ship’s vibra-
tion pattern can easily be identified without having the engine running, e.g. on
newbuildings at an advanced stage of construction. If it is verified that a ship
does not need the compensator, it can be removed and reused on another
ship.
It is a condition for the application of the rotating force moment compensator
that no annoying longitudinal hull girder vibration modes are excited. Based
on our present knowledge, and confirmed by actual vibration measurements
onboard a ship, we do not expect such problems.
18014441041481995
Balancing other forces and moments

Further to compensating 2nd order moments, electrically driven balancers are
also available for balancing other forces and moments.
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2 (3) All Engines


2024-05-03 - en
Fig. 17.03.02: Compensation of second order vertical external moments

18014441041481995
All Engines 3 (3)

18014441041481995
2024-05-03 - en
All Engines
Power related unbalance

To evaluate if there is a risk that 1st and 2nd order external moments will ex-
cite disturbing hull vibrations, the concept Power Related Unbalance (PRU)
can be used as a guidance, see Table 17.04.01 below.
PRU = ( External moment/ Engine power) Nm/kW
With the PRU-value, stating the external moment relative to the engine power,
it is possible to give an estimate of the risk of hull vibrations for a specific en-
gine.
Based on service experience from a great number of large ships with engines
of different types and cylinder numbers, the PRU…values have been classified
in four groups as follows:
PRU Nm/kW Need for compensator

0 - 60 Not relevant
60 - 120 Unlikely
120 - 220 Likely
220 - Most likely
S70ME-C10.5/-GI – 3,430 kW/cyl at 91 r/min

5 cyl. 6 cyl. 7 cyl. 8 cyl.
PRU according to 1st order, Nm/kW 14 0 6 17
PRU according to 2nd order, Nm/kW 172 100 25 0
Based on external moments in layout point L1

Table 17.04.01: Power Related Unbalance (PRU) values in Nm/kW
Calculation of external moments

In the table at the end of this chapter, the external moments (M1 ) are stated at
the speed (n1 ) and MCR rating in point L1 of the layout diagram. For other
17.04 Power related unbalance
speeds (nA), the corresponding external moments (MA) are calculated by
means of the formula:
MA = M1 × { n A / n1 } 2 kNm
(The tolerance on the calculated values is 2.5%).
2022-07-04 - en
9007255269303691
S70ME-C10.5/-GI 1 (1)
9007255269303691
17.04 Power related unbalance
2022-07-04 - en
S70ME-C10.5/-GI
Guide force moments

The so-called guide force moments are caused by the transverse reaction
forces acting on the crossheads due to the connecting rod/crankshaft mech-
anism. These moments may excite engine vibrations, moving the engine top
athwartships and causing a rocking (excited by H-moment) or twisting (ex-
cited by X-moment) movement of the engine as illustrated in Fig. 17.05.01.
The guide force moments corresponding to the MCR rating (L1) are stated in
Table 17.07.01.
Top bracing
The guide force moments are harmless except when resonance vibrations oc-
cur in the engine/ double bottom system.
As this system is very difficult to calculate with the necessary accuracy, MAN
Energy Solutions strongly recommend, as standard, that top bracing is in-
stalled between the engine’s upper platform brackets and the casing side.
The vibration level on the engine when installed in the vessel must comply
with MAN Energy Solutions vibration limits as stated in Fig. 17.05.02.
We recommend using the hydraulic top bracing which allow adjustment to the
loading conditions of the ship. Mechanical top bracings with stiff connections
are available on request.
With both types of top bracing, the above-mentioned natural frequency will in-
crease to a level where resonance will occur above the normal engine speed.
Details of the top bracings are shown in Chapter 05.
Definition of guide force moments

Over the years it has been discussed how to define the guide force moments.
Especially now that complete FEM-models are made to predict hull/ engine
interaction, the proper definition of these moments has become increasingly
important.
17.05 Guide force moments

2022-10-12 - en
95-35ME-C/-GI/-LGI 1 (5)
H-type guide force moment (MH)

Each cylinder unit produces a force couple consisting of:
1. A force at crankshaft level
2. Another force at crosshead guide level. The position of the force changes
over one revolution as the guide shoe reciprocates on the guide.
Fig. 17.05.01: H-type and X-type guide force moments

As the deflection shape for the H-type is equal for each cylinder, the Nth order
H-type guide force moment for an N-cylinder engine with regular firing order
is:
N × MH(one cylinder)
For modelling purposes, the size of the forces in the force couple is:
Force = MH/L [kN]
where L is the distance between crankshaft level and the middle position of
the crosshead guide (i.e. the length of the connecting rod).
As the interaction between engine and hull is at the engine seating and the
top bracing positions, this force couple may alternatively be applied in those
positions with a vertical distance of (LZ). Then the force can be calculated as:
ForceZ = MH/LZ [kN]
2022-10-12 - en
Any other vertical distance may be applied so as to accomodate the actual

hull (FEM) model.
The force couple may be distributed at any number of points in the longitud-
inal direction. A reasonable way of dividing the couple is by the number of top
bracing and then applying the forces at those points.
ForceZ, one point = ForceZ, total/Ntop bracing, total [kN]
2 (5) 95-35ME-C/-GI/-LGI
X-type Guide Force Moment (Mx)

The X-type guide force moment is calculated based on the same force couple
as described above. However, as the deflection shape is twisting the engine,
each cylinder unit does not contribute with an equal amount. The centre units
do not contribute very much whereas the units at each end contributes much.
A so-called ‘Bi-moment’ can be calculated (Fig. 17.05.01):
‘Bi-moment’ = ∑[force-couple(cyl.X) × distX] in kNm2
The X-type guide force moment is then defined as:
MX = ‘Bi-Moment’/L kNm
For modelling purpose, the size of the four (4) forces can be calculated:
Force = MX/LX [kN]
where:
LX is the horizontal length between ‘force points’.
Similar to the situation for the H-type guide force moment, the forces may be
applied in positions suitable for the FEM model of the hull. Thus the forces
may be referred to another vertical level LZ above the crankshaft centre line.
These forces can be calculated as follows:
ForceZ, one point = (Mx X L) / (Lz X Lx) [kN]
In order to calculate the forces, it is necessary to know the lengths of the con-
necting rods = L, which are:

2022-10-12 - en
95-35ME-C/-GI/-LGI 3 (5)
Engine Type L in mm
G95ME-C10/-GI/-LGI 3,720
G90ME-C10/-GI/-LGI 3,342
S90ME-C9/10/-GI/-LGI 3,600
G80ME-C10/-GI/-LGI 3,530
S80ME-C9/-GI/-LGI 3,450
G70ME-C9/10/-GI/-LGI 3,256
S70ME-C10/-GI/-LGI 2,700
S70ME-C7/8/-GI/-LGI 2,870
S65ME-C8/-GI/-LGI 2,730
G60ME-C10/-GI/-LGI 2,790
S60ME-C10/-GI/-LGI 2,310
G50ME-C9/-GI/-LGI 2,500
S50ME-C9/-GI/-LGI 2,214
S50ME-C8/-GI/-LGI 2,050
S46ME-C8/-GI/-LGI 1,980
G45ME-C9/-GI/-LGI 2,250
S40ME-C9/-GI/-LGI 1,770
S35ME-C9/-GI/-LGI 1,550
2022-10-12 - en
4 (5) 95-35ME-C/-GI/-LGI
Vibration limits valid for single order harmonics

2022-10-12 - en
Fig. 17.05.02: Vibration limits

27021653420822923
95-35ME-C/-GI/-LGI 5 (5)
27021653420822923
2022-10-12 - en
95-35ME-C/-GI/-LGI
Axial and torsional vibrations

When the crank throw is loaded by the gas pressure through the connecting
rod mechanism, the arms of the crank throw deflect in the axial direction of
the crankshaft, exciting axial vibrations. Through the thrust bearing, the sys-
tem is connected to the ship’s hull.
Generally, only zero-node axial vibrations are of interest. Thus the effect of the
additional bending stresses in the crankshaft and possible vibrations of the
ship`s structure due to the reaction force in the thrust bearing are to be con-
sideraed.
An axial damper is fitted as standard on all engines, minimising the effects of
the axial vibrations.
Torsional vibrations
The reciprocating and rotating masses of the engine including the crankshaft,
the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller
are for calculation purposes considered a system of rotating masses (inertias)
interconnected by torsional springs. The gas pressure of the engine acts
through the connecting rod mechanism with a varying torque on each crank
throw, exciting torsional vibration in the system with different frequencies.
In general, only torsional vibrations with one and two nodes need to be con-
sidered. The main critical order, causing the largest extra stresses in the shaft
line, is normally the vibration with order equal to the number of cylinders, i.e.,
six cycles per revolution on a six cylinder engine. This resonance is positioned
at the engine speed corresponding to the natural torsional frequency divided
by the number of cylinders.
The torsional vibration conditions may, for certain installations require a tor-
sional vibration damper.
Plants with 11 or 12-cylinder engines in the bore range 98-80 require a tor-
sional vibration damper.
Based on our statistics, this need may arise for the following types of installa-
tion:
• Plants with controllable pitch propeller
• Plants with unusual shafting layout and for special owner/yard requirements 17.06 Axial and torsional vibrations
• Plants with 8-cylinder engines.
The so-called QPT (Quick Passage of a barred speed range Technique), is an
alternative to a torsional vibration damper, on a plant equipped with a control-
lable pitch propeller. The QPT could be implemented in the governor in order
to limit the vibratory stresses during the passage of the barred speed range.
2024-05-03 - en
The application of the QPT, has to be decided by the engine maker and MAN
Energy Solutions based on final torsional vibration calculations.
Six-cylinder engines, require special attention. On account of the heavy excit-
ation, the natural frequency of the system with one-node vibration should be
situated away from the normal operating speed range, to avoid its effect. This
can be achieved by changing the masses and/or the stiffness of the system
so as to give a much higher, or much lower, natural frequency, called under-
critical or overcritical running, respectively.
All Engines 1 (4)

Owing to the very large variety of possible shafting arrangements that may be
used in combination with a specific engine, only detailed torsional vibration
calculations of the specific plant can determine whether or not a torsional vi-
bration damper is necessary.
Undercritical running
The natural frequency of the one-node vibration is so adjusted that resonance
with the main critical order occurs about 35-45% above the engine speed at
specified MCR.
Such undercritical conditions can be realised by choosing a rigid shaft sys-
tem, leading to a relatively high natural frequency.
The characteristics of an undercritical system are normally:
• Relatively short shafting system
• Probably no tuning wheel
• Turning wheel with relatively low inertia
• Large diameters of shafting, enabling the use of shafting material with a
moderate ultimate tensile strength, but requiring careful shaft alignment,(due
to relatively high bending stiffness)
• Without barred speed range.
Critical running
When running undercritical, significant varying torque at MCR conditions of
about 100-150% of the mean torque is to be expected.
This torque (propeller torsional amplitude) induces a significant varying pro-
peller thrust which, under adverse conditions, might excite annoying longitud-
inal vibrations on engine/double bottom and/or deck house.
The yard should be aware of this and ensure that the complete aft body struc-
ture of the ship, including the double bottom in the engine room, is designed
to be able to cope with the described phenomena.
Overcritical running
17.06 Axial and torsional vibrations
The natural frequency of the one node vibration is so adjusted that resonance
with the main critical order occurs at about 30-60% of the engine speed at
specified MCR. Such overcritical conditions can be realised by choosing an
elastic shaft system, leading to a relatively low natural frequency.
The characteristics of overcritical conditions are:
2024-05-03 - en
• Tuning wheel may be necessary on crankshaft fore end

• Turning wheel with relatively high inertia
• Shafts with relatively small diameters, requiring shafting material with a relat-
ively high ultimate tensile strength
• With barred speed range of about ±10% with respect to the critical engine
speed.
Torsional vibrations in overcritical conditions may, in special cases, have to be
eliminated by the use of a torsional vibration damper.
Overcritical layout is normally applied for engines with more than four cylin-
ders.
2 (4) All Engines

Please note:
We do not include any tuning wheel or torsional vibration damper in the
standard scope of supply, as the proper countermeasure has to be found
after torsional vibration calculations for the specific plant, and after the de-
cision has been taken if and where a barred speed range might be accept-
able.
Governor stability evaluation for special plants

On rare occasions, plant layouts are prone to engine speed instability or “en-
gine hunting”. These plant layouts usually fall within one of the three categor-
ies mentioned below. MAN Energy Solutions may require that a governor sta-
bility evaluation is carried out for plants in the risk of encountering engine
speed instability. The purpose of the governor stability evaluation is to identify
the potential risks of engine speed instability and suggest corresponding
countermeasures to the plant design. MAN Energy Solutions offers a governor
stability evaluation against a fee.
1. Torsional vibrations at low frequency

A low torsional vibration frequency of a slender shaft line may interfere with
the engine speed measurement of the engine control system (ECS). The ECS
uses the speed measurement to calculate the fuel index, and therefore it dir-
ectly affects the engine torque. The interference can in worst-case lead to
amplification of the vibrations and hunting phenomena.
If the governor stability analysis reveals a risk of interference, the solution is to
install an extra speed measurement device on the shaft line for the ECS, a so-
called dual tacho.
2. Large electrical power take-off

If the power take-off (PTO) solution includes a variable frequency drive (VFD),
which is the norm today, the PTO control system strategy is to deliver the re-
quired electrical power independent of the actual engine speed. This control
strategy reduces the stability of the engine speed, because a drop in engine
speed results in an increase in shaft generator torque to maintain a constant
electrical power output. If the destabilisation effect is large, the engine control
system is not able to compensate and properly stabilise the engine speed, 17.06 Axial and torsional vibrations
this could result in engine hunting.
The destabilisation effect is largest at low speeds and at a high level of PTO.
If the governor stability analysis shows an inadequate stability margin, the PTO
has to be limited in specific speed ranges, or turning and tuning wheels of
2024-05-03 - en
higher inertia could be installed.

Usually, it is possible to mitigate the instability by applying our extended inter-
face to the power management system (interface option C). See section 2.03
of the project guide for more information about the use of a PTO and PTO lim-
its.
All Engines 3 (4)

3. Operation without propeller

The propeller adds inertia and damping to the system which both increases
engine speed stability and torque disturbance rejection. If the propeller is de-
tached, for example by a clutch, the reduced system becomes more volatile.
The result is an increased risk of critical speed overshoot and a reduced en-
gine speed stability margin.
Normally, an engine is only allowed to operate in a narrow speed range
without a propeller. The speed range is determined as part of the governor
stability evaluation.
Plant criteria requiring a governor stability evaluation

If a plant fulfils one of the below criteria, MAN Energy Solutions must be con-
tacted for further analysis, in case a plant fulfils one of the below mentioned
criteria. In that case, we will conduct a governor stability evaluation against a
fee. These special plants must be handled on an individual basis, preferably at
an early stage of the design.
▪ PTO output is higher than specified in project guide section 2.03
▪ The engine is operated with PTO at test bed
▪ 1st node torsional vibration frequency in the propeller shaft line is lower
than:
– 3 Hz for FPP plants
– 5 Hz for CPP plants
▪ The design includes a clutch for disconnecting the propeller
▪ The engine is for other reasons operated without a propeller, for example
during PTO tests
▪ The design deviates from known “standard” plant designs.
The governor stability evaluation can lead to changes in the control equip-
ment. This could, for example, be an increase of signals from the plant and re-
quirements to the design of engine-driven mechanical components. The eval-
uation can also result in changes in the use of the PTO.
Direct questions regarding the governor stability evaluation at RDCPH@man-
17.06 Axial and torsional vibrations
es.com.
36028849525193739
2024-05-03 - en
4 (4) All Engines

External forces and moments, S70ME-C10.5/-GI layout point L1

No of cylinder : 5 6 7 8
Firing type : 1-4-3-2-5 1-5-3-4- 2-6 1-7-2-5-4-3-6 1-6-5-2-7-4-3-8
External forces [kN] :
1. Order : Horizontal 0 0 0 0
1. Order : Vertical 0 0 0 0
External moments [kNm] :
1. Order : Horizontal a) 239 0 142 477
1. Order : Vertical a) 239 0 142 477
2. Order : Vertical 2,958 c) 2,058 c) 597 0
4. Order : Vertical 21 161 457 185
Guide force H-moments in [kNm] :
17.07 External forces and moments, S70ME-C10.5/-GI lay-

1 x No. of cyl. 2,404 1,966 1,580 1,222
2 x No. of cyl. 316 119 46 45
3 x No. of cyl. - - - -
Guide force X-moments in [kNm] :
1. Order : 211 0 126 421
2. Order : 551 384 111 0
3. Order : 390 704 771 988
4. Order : 92 708 2,011 817
5. Order : 0 0 197 2,466
6. Order : 60 0 36 0
7. Order : 457 0 0 82
8. Order : 309 215 17 0

2022-10-18 - en
9. Order : 18 360 40 36
10. Order : 0 89 253 0
11. Order : 7 0 149 191
12. Order : 40 0 8 32
out point L1
13. Order : 22 0 1 56
14. Order : 1 9 0 0
15. Order : 0 19 1 2
16. Order : 1 8 2 0
9007255216551947
S70ME-C10.5/-GI 1 (2)
a) 1st order moments are, as standard, balanced so as to obtain equal values

for horizontal and vertical moments for all cylinder numbers.
c) 5 and 6-cylinder engines can be fitted with 2nd order moment compensat-
ors on the aft and fore end, reducing the 2nd order external moment.
Table 17.07.01
9007255216551947
17.07 External forces and moments, S70ME-C10.5/-GI lay-
2022-10-18 - en
out point L1
2 (2) S70ME-C10.5/-GI
01 Engine design
07 Fuel
08 Lubricating oil

14 Scavenge air
15 Exhaust gas
21 Appendix
61147075083
1 (1)

Monitoring systems and instrumentation

The Engine Control System (ECS) is supported by the Engine Management
Services (EMS), which manages software, data and applications for engine
monitoring and operation.
The EMS includes the PMI and the CoCoS-EDS (Computer Controlled Sur-
veillance-Engine Diagnostics System) as applications.
In its basic design, the ME/ME-B engine instrumentation consists of:
▪ Engine Control System (ECS), see Section 16.01
▪ Shut-down sensors
▪ EMS including PMI and CoCoS-EDS software and support for LAN-based
interface to the AMS, see Section 18.02
▪ Sensors for alarm, slow down and remote indication according to the
classification society’s and MAN Energy Solutions' requirements for UMS,
see Section 18.04.
All instruments are identified by a combination of symbols and a position num-
ber as shown in Section 18.07.
9007251198564107
18.01 Monitoring systems and instrumentation

2024-05-03 - en
9007251198564107
18.01 Monitoring systems and instrumentation
2024-05-03 - en
ME/ME-C/ME-B/-GI/-GA/-LGI
Engine Management Services

The Engine Management Services (EMS) is used on MAN B&W engines from
MAN Energy Solutions for condition monitoring, data logging & data distribu-
tion. EMS is integrated with the ECS (Engine Control System) to allow for con-
tinuous performance tuning.
EMS is executed on the EMS MOP, an industrial type PC designed by MAN
Energy Solutions. EMS is implemented as a hardened platform, robust to
virus threats and other unauthorized use and ac-cess.
The EMS network topology is shown in Fig. 18.02.01.
Fig 18.02.01: Engine Management Services, EMS
18.02 Engine Management Services

EMS Applications
EMS includes the applications PMI Auto-tuning, CoCoS-EDS and EMS man-
ager.
PMI Auto-tuning
2024-05-03 - en
▪ Online cylinder pressure monitoring

▪ Input to engine control system for closed-loop performance tuning
▪ Engine power estimation.
PMI Auto-tuning continuously measures the cylinder pressures using online
sensors mounted on each cylinder cover. Pressure measurements are
presented continuously in real time and the corresponding key performance
values are transferred to the Engine Control System.
The Engine Control System constantly monitors and compares the measured
combustion pressures to a reference value. As such, the control system auto-
matically adjusts the fuel injection and valve timing to reduce the deviation
between the measured values and the reference. This, in turn, facilitates the
optimal combustion pressures for the next firing. Thus, the system ensures
that the engine is running at the desired maximum pressure, p(max).
CoCoS-EDS
▪ Data logging
▪ Engine condition monitoring and reporting
▪ Engine operation troubleshooting.
With CoCoS-EDS, early intervention as well as preventive maintenance, the
engine operators are able to reduce the risk of damages and failures.
CoCoS-EDS further allows for easier troubleshooting in cases where unusual
engine behavior is observed.
EMS Manager
▪ Installation and supervision of EMS applications
▪ Network and interface monitoring
▪ Optional interface for data exchange with AMS (Alarm Monitoring System).
The EMS manager provides a process for integrated installation, commission-
ing and maintenance of PMI Auto-tuning and CoCoS-EDS.
Further, the EMS Manager includes status information and functionality, e.g.
for network status, internal and external interfaces and EMS application exe-
cution.
9007238295752331
18.02 Engine Management Services
2024-05-03 - en
Condition Monitoring System CoCoS-EDS
18.03 Condition Monitoring System CoCoS-EDS

2021-07-20 - en
39041661067
1 (1)
39041661067
18.03 Condition Monitoring System CoCoS-EDS
2021-07-20 - en
Slow down and shut down

The shut down system must be electrically separated from other systems by
using independent sensors, or sensors common to the alarm system and the
monitoring system but with galvanically separated electrical circuits, i.e. one
sensor with two sets of electrically independent terminals. The list of sensors
are shown in Table 18.04.04.
Basic safety system design and supply

The basic safety sensors for a MAN B&W engine are designed for Unattended
Machinery Space (UMS) and comprises:
▪ the temperature sensors and pressure sensors that are specified in the
‘MAN Energy Solutions’ column for shut down in Table 18.04.04.
Alarm and slow down system design and supply

The basic alarm and slow down sensors for a MAN B&W engine are designed
for Unattended Machinery Space (UMS) and comprises:
▪ The sensors for alarm and slow down.
The shut down and slow down panels can be ordered as options, whereas
the alarm panel is yard’s supply, as it normally includes several other alarms
than those for the main engine.
For practical reasons, the sensors for the engine itself are normally delivered
from the engine supplier, so they can be wired to terminal boxes on the en-
gine.
The number and position of the terminal boxes depends on the degree of dis-
mantling specified in the Dispatch Pattern for the transportation of the engine
based on the lifting capacities available at the engine maker and at the yard.
Alarm, slow down and remote indication sensors

The International Association of Classification Societies (IACS) indicates that a
common sensor can be used for alarm, slow down and remote indication.
A general view of the alarm, slow down and shut down systems is shown in 18.04 Slow down and shut down
Fig. 18.04.01.
Tables 18.04.02 and 18.04.03 show the requirements by MAN Energy Solu-
tions for alarm and slow down and for UMS by the classification societies
(Class), as well as IACS’ recommendations.
The number of sensors to be applied to a specific plant is the sum of require-
2024-06-27 - en
ments of the classification society, the Buyer and MAN Energy Solutions.
If further analogue sensors are required, they can be ordered as option.
Slow down functions

The slow down functions are designed to safeguard the engine components
against overloading during normal service conditions and to keep the ship
manoeuvrable if fault conditions occur.
The slow down sequence must be adapted to the actual plant parameters,
such as for FPP or CPP, engine with or without shaft generator, and to the re-
quired operating mode.
All engines 1 (11)

Electrical system, general outline

The figure shows the concept approved by all classification societies.
The shut down panel and slow down panel can be combined for some
makers.
The classification societies permit having common sensors for slow down,
alarm and remote indication.
One common power supply might be used, instead of the three indicated,
provided that the systems are equipped with separate fuses.
18.04 Slow down and shut down
2024-06-27 - en
2 (11) All engines

Alarms for UMS – Class and MAN Energy Solutions Requirements

ABS BV CCS DNV KR LR NK RINA RS IACS MAN Sensor and Point of location
ES function
Fuel oil
1 1 1 1 1 1 1 1 1 1 1 PT 8001 A Fuel oil, inlet engine
1 1 1 1 1 1 1 1 1 1 1 LS 8006 A Leakage from high pressure

pipes
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 TT 8106 A Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 PT 8108 A Lubricating oil inlet to main en-

gine
1 1 1 1 1 1 1 1 1 1 TT 8113 A Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 FS 8114 A Piston cooling oil outlet/cylinder
1 TT 8117 A Turbocharger lubricating oil out-

let/turbocharger
1 TE 8123 A Main bearing oil outlet temperat-

ure/main bearing (40- and 35-
bores)
1 XC 8126 A Bearing wear (All types except

40- and 35-bores); sensor com-
mon to XC 8126/27
1 XS 8127 A Bearing wear detector failure (All

types except 40- and 35-bores)
1 1 1 1 PDS 8140 A Lubricating oil differential pres-

sure - cross filter
1 XS 8150 A Water in lubricating oil; sensor

common to XS 8150/51/52
1 XS 8151 A Water in lubricating oil - too high

1 XS 8152 A Water in lubricating oil sensor not
ready
MAN B&W Alpha Lubrication

2024-06-27 - en
1 TE 8202 A Cylinder lubricating oil temperat-

ure
1 LS 8212 A Small tank for heating element,

low level (Not for ACOM)
1 XC 8265 A ACOM common alarm (Only for

ACOM)
1. Indicates that the sensor is required.

The sensors in the MAN ESS and relevant Class columns are included in the
basic delivery.
All engines 3 (11)

The sensor identification codes and functions are listed in Table 18.07.01.
The tables are liable to change without notice, and are subject to latest Class
requirements.
Table 18.04.02a: Alarm functions for UMS
2024-06-27 - en
4 (11) All engines

Alarms for UMS – Class and MAN Energy Solutions’ requirements

ABS BV CCS DNV KR LR NK RINA RS IACS MAN Sensor and Point of location
ES function
Hydraulic Power
Supply
1 PT 1228 A LPS booster, oil

presure after pump
(Only if LPS pump)
1 PDS 1231 A ME (Auto) filter dif-

ferential pressure
across filter
1 TT 1310 A Lubrication oil inlet

(Only for ME/-GI
with separate oil
system to HPS in-
stalled)
Cooling water
1 1 1 1 1 1 1 1 1 1 1 PT 8401 A Jacket cooling wa-

ter inlet
1 PDT 8403 A Jacket cooling wa-

ter across engine;
to be calculated in
alarm system from
sensor no. 8402
and 8413 3)

ter across cylinder
liners 2)

ter across cylinder
covers and exhaust 18.04 Slow down and shut down
valves 2)
1 TT 8407 A Jacket cooling wa-

ter inlet
1 1 1 1 1 1 1 1 1 1 1 1 TT 8408 A Jacket cooling wa-

2024-06-27 - en
ter outlet, cylinder
1 TT 8410 A Cylinder cover cool-

ing water outlet,
cylinder 2)
1 PT 8413 I Jacket cooling wa-

ter outlet, common
pipe
1 1 1 1 1 1 1 1 1 1 PT 8421 A Cooling water inlet

air cooler
All engines 5 (11)

1 TT 8422 A Cooling water inlet

air cooler/air cooler
Compressed air
1 1 1 1 1 1 1 1 1 1 PT 8501 A Starting air inlet to

main starting valve
1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 A Control air inlet and

finished with engine
1 1 PT 8505 A Air inlet to air cylin-

der for exhaust
valve
Scavenge air
1 1 PS 8604 A Scavenge air, auxili-

ary blower, failure
(Only ME-B)
1 TT 8609 A Scavenge air re-

ceiver
1 1 1 1 1 1 1 1 1 TT 8610 A Scavenge air box –

fire alarm, cylinder/
cylinder
1 1 1 1 1 1 1 1 1 1 LS 8611 A Water mist catcher

– water level

The sensors in the MAN ES and relevant Class columns are included in the
basic delivery.
requirements.
2. Required only for engines wirh LDCL cooling water system.
3. Not applicable for engines with LDCL cooling water system.
Select one of the alternatives

Alarm for high pressure, too

Alarm for low pressure, too
Table 18.04.02b: Alarm functions for UMS

2024-06-27 - en
6 (11) All engines

Alarms for UMS – Class and MAN Energy Solutions’ requirements

ABS BV CCS DNV KR LR NK RIN RS IAC MAN Sensor and Point of location
A S ES function
Exhaust gas
1 1 1 1 1 (1) 1 1 1 1 1 TT8701 A Exhaust gas before tur-

bocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 TT8702 A Exhaust gas after ex-

haust valve, cylinder/cyl-
inder
1 1 1 1 1 1 1 1 1 1 TT8707 A Exhaust gas outlet tur-

bocharger/turbocharger
(Yard’s supply)
Miscellaneous
1 ZT8801 A Turbocharger speed/

turbocharger
1 WT8812 A Axial vibration monitor

2)
1 1 1 1 1 1 1 1 1 1 XS8813 A Oil mist in crankcase/

cylinder; sensor com-
mon to XS 8813/14
1 1 XS8814 A Oil mist detector failure
1 XC8816 A Shaftline earthing device
1 TT8820 A Cylinder liner monitor-

ing/cylinder 3)
Engine Control System
1 1 1 1 1 1 1 1 1 1 1 XC2201 A Power failure
1 1 1 1 1 1 1 1 1 XC2202 A ME common failure
1 XC2202-A ME common failure 18.04 Slow down and shut down

A (ME-GI only)
1 XC2213 A Double-pipe HC alarm

(ME-GI only)
Power Supply Units to

2024-06-27 - en
Alarm System
1 XC2909 Main supply failure
1 XC2910 Battery discharging
1 XC2911 Battery protective

device tripped

basic delivery.
All engines 7 (11)

requirements.
(1) May be combined with TC 8702 AH where turbocharger is mounted dir-
ectly on the exhaust manifold.
2) Required for certain engines only, see the list in Section 18.06, Axial Vibra-
tion Monitor.
3) Required for: K98ME/ME-C, S90ME-C, K90ME-C and K80ME-C9 engines
incl. ME-GI variants.
Alarm for overheating of main, crank and crosshead bearings.
Table 18.04.02c: Alarm functions for UMS

2024-06-27 - en
8 (11) All engines

Slow down for UMS - Class and MAN Energy Solutions' requirements
ABS BV CCS DNV KR LR NK RINA RS IACS MAN Sensor & function Point of location
-ES
1 1 1 1 1 1 1 1 1 1 1 TT 8106 Y Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 PT 8108 Y Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 TT 8113 Y Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 Y Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 TT 8117 Y Turbocharger lubricating oil outlet/

TC
1 TE 8123 Y Main bearing oil outlet temp./main

bearing
1 XC 8126 A Bearing wear
1 1 1 1 1 1 1 1 1 1 1 PT 8401 Y Jacket cooling water inlet
1 PDT 8403 Y Jacket cooling water across engine

(not LDCL)
1 PDT 8404 Y Jacket cooling water across en-

gine(only LDCL)
1 PDT 8405 Y Jacket cooling water across cyl.

covers and exhaust valves (Only
LDCL)
1 1 1 1 1 1 1 1 1 1 1 TE 8408 Y Jacket cooling water outlet
1 1 1 TE 8609 Y Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 TE 8610 Y Scavenge air box fire alarm
1 1 1 1 TC 8701 Y Exhaust gas before TC
1 1 1 1 1 1 1 1 1 1 TT 8702 Y Exhaust gas after exhaust valve
1 1 TT 8702 Y Exhaust gas after exhaust valve,

cylinder deviation from average 18.04 Slow down and shut down
1 ZT 8801 Y Turbocharger overspeed
1 WT 8812 Y Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 Y Oil mist in crankcase/cylinder
1 TT 1310 Y Lubricating oil inlet (only ME-GI w.

2024-06-27 - en
separate HPS)

basic delivery.
requirements.
2) Required for certain engines only, see the list in Section 18.06, Axial Vibra-
tion Monitor.
All engines 9 (11)

Table 18.04.03: Slow down functions for UMS
Shut down for AMS and UMS - Class and MAN Energy Solutions' requirements
ABS BV CCS DNV KR LR NK RINA RS IACS MAN Sensor & function Point of location
-ES
1 1 1 1 1 1 1 1 1 1 PS/PT 8109 Z Lubricating oil inlet to main engine
and thrust bearing
1 1 1 1 1 1 1 1 1 1 ZT 4020 Z Engine overspeed
1 1 1 1 1 1 1 1 TE/TS 8107 Z Thrust bearing segment
1 XS 8817 Z Turbocharger overspeed (only in

case of EGR or EGB, VT TC,
power turbine/hybrid TC, TC cut-
out and system handshake, see
table 18.06.03

▪ The sensors in the MAN ES and relevant Class columns are included in
the basic delivery.
The tables are liable to change without notice, and are subject to latest
Class requirements.
Or alarm for overheating of main, crank and crosshead bearings or slow
down
Se also table 18.04.03: Slow down functions for UMS.
Table 18.04.04: Shut down functions for AMS and UMS

2024-06-27 - en
10 (11) All engines

International Association of Classification Societies

The members of the International Association of Classification Societies, IACS,
have agreed that the stated sensors are their common recommendation,
apart from each Class' requirements.
The members of IACS are:
ABS American Bureau of Shipping

BV Bureau Veritas
CCS China Classification Society
DNV Det Norske Veritas
KR Korean Register
LR Lloyd's Register
NK Nippon Kaiji Kyokai
RINA Registro Italiano Navale
RS Russian Maritime Register of Shipping
90072054393838859

2024-06-27 - en
All engines 11 (11)

90072054393838859
2024-06-27 - en
All engines
Local instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises
thermometers, pressure gauges and other indicators located on the piping or
mounted on panels on the engine. The tables 18.05.01a, b and c list those as
well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Local instruments Remote sensors Point of location

Thermometer, Temperature
stem type element/switch
TE 1270 HPS bearing temperature (Only ME/ME-C with HPS in centre position)
Fuel oil
TI 8005 TE 8005 Fuel oil, inlet engine
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (S40/35ME-B9 only)
Cylinder lubricating oil
TE 8202 Cylinder lubricating oil inlet
TS 8213 Cylinder lubricating heating
High temperature cooling water, jacket cooling water
TI 8407 TE 8407 Jacket cooling water inlet
TI 8408 TE 8408 Jacket cooling water outlet, cylinder/cylinder
TI 8409 TE 8409 Jacket cooling water outlet/turbocharger
TI 8410 TT 8410 Cylinder cover cooling water outlet, cylinder (Only for LDCL)
Low temperature cooling water, seawater or freshwater for central
cooling
TI 8422 TE 8422 Cooling water inlet, air cooler
TI 8423 TE 8423 Cooling water outlet, air cooler/air cooler
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder
18.05 Local instruments
2022-07-27 - en
Thermometer, Thermo couple

dial type
Exhaust gas
TI 8701 TC 8701 Exhaust gas before turbocharger/turbocharger
TI/TC 8702 Exhaust gas after exhaust valve, cylinder/cylinder
TC 8704 Exhaust gas inlet exhaust gas receiver
TI 8707 TC 8707 Exhaust gas outlet turbocharger
18014450453323019
Table 18.05.01a: Local thermometers on engine, options 4 70 119, and re-

mote indication sensors, option: 4 75 127

Pressure gauge Pressure
(manometer) transmitter/switch
Fuel oil
PI 8001 PT 8001 Fuel oil, inlet engine
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
PDS 8140 Lubricating oil differential pressure – cross filter
High temperature jacket cooling water, jacket cooling water
PI 8401 PT 8401 Jacket cooling water inlet
PS/PT 8402 Jacket cooling water inlet (Only Germanischer Lloyd)
PDT 8403 Jacket cooling water across engine (or PT 8401 and PT 8413)
(Not for LDCL)
PDT 8404 Jacket cooling water across cylinder liners (Only for LDCL)
PDT 8405 Jacket cooling water across cylinder covers and exhaust valves
(Only for LDCL)
PT 8413 Jacket cooling water outlet, common pipe
Low temperature cooling water, seawater or freshwater for central
cooling
PI 8421 PT 8421 Cooling water inlet, air cooler
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PT 8505 Air inlet to air cylinder for exhaust valve (Only ME-B)
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PDI 8606 PDT 8606 Pressure drop of air across cooler/air cooler
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger
(Not applicable for MHI turbochargers) Table
18014450453323019
Table 18.05.01b: Local pressure gauges on engine, options: 4 70 119, and

remote indication sensors, option: 4 75 127

2022-07-27 - en

Other indicators Other transmitters/
switches
XC 1231 Automatic main lube oil filter, failure (Boll & Kirch)
LS 1235 Leakage oil from hydraulic system
Engine cylinder components
LS 4112 Leakage from hydraulic cylinder unit
Fuel oil
LS 8006 Leakage from high pressure pipes
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (All types except S40/35ME-B9)
XS 8127 Bearing wear detector failure (All types except S40-35ME-B9)
XS 8150 Water in lubricating oil
XS 8151 Water in lubricating oil – too high
XS 8152 Water in lubricating oil sensor not ready
Cylinder lube oil
LS 8212 Small tank for heating element, low level (Not for ACOM)
XC 8265 ACOM (Only for ACOM)
LS 8285 Level switch
Scavenge air
LS 8611 Water mist catcher – water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor
(For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
XC 8816 Shaftline earthing device
XS/XT 8817 Turbocharger overspeed (Only in case of EGB, VT TC, power turbine/
hybridTC, TC Cut-out, see Table 18.06.03)
18014450453323019
Table 18.05.01c: Other indicators on engine, options: 4 70 119, and remote

indication sensors, option: 4 75 127
18014450453323019
2022-07-27 - en
18014450453323019
2022-07-27 - en
ME/ME-C/ME-B/-GI/-GA/-LGI
Engine protection systems and alarms
Drain box for fuel oil leakage alarm

Any leakage from the fuel oil high pressure pipes of any cylinder is drained to
a common drain box fitted with a level alarm. This is included in the basic
design of MAN B&W engines.
Bearing condition monitoring

Based on our experience, we decided in 1990 that all plants must include an
oil mist detector specilfied by MAN Energy Solutions. Since then an oil mist
detector (OMD) and optionally some extent of bearing temperature monitoring
(BTM) equipment have made up the warning arrangements for prevention of
crankcase explosions on two-stroke engines. Both warning systems are ap-
proved by the classification societies.
In order to achieve a response to damage faster than possible with oil mist
detection and bearing temperature monitoring alone we introduce bearing
wear monitoring (BWM) systems. By monitoring the actual bearing wear con-
tinuously, mechanical damage to the crank-train bearings (main-, crank- and
crosshead bearings) can be predicted in time to react and avoid damaging
the journal and bearing housing.
Oil mist detector

The oil mist detector system constantly measures samples of the atmosphere
in the crankcase compartments and registers the results on an optical meas-
uring track, where the opacity (degree of haziness) is compared with the opa-
city of the atmospheric air. If an increased difference is recorded, a slow down
is activated (a shut down in case of Germanischer Lloyd).
18.06 Engine protection systems and alarms

Furthermore, for shop trials only MAN Energy Solutions requires that the oil
mist detector is connected to the shut down system.
For personnel safety, the oil mist detectors and related equipment are located
on the manoeuvring side of the engine.
The following oil mist detectors are availab
Graviner Mk 7, make: Kidde Fire Protection
Visatron VN 215/93, make: Schaller Automation GmbH & Co. KG *)
MD-SX, make: Daihatsu Diesel Mfg. Co., Ltd.

2024-06-07 - en
Vision III C, make: Specs Corporation
GDMS-OMDN09, make: MSS AG
Triton, make: Heinzmann GmbH & Co. KG
Visatron VN301plus, make: Schaller Automation GmbH & Co. KG
MOT-2R5M7R5MP, make: Meiyo Electric Co., Ltd.
*) Only applicable for S50ME-C8/-GI as well as MC-C and ME-B/-GI/-LGI types 50

and smaller
All engines 1 (10)

Examples of piping diagrams (for Visatron VN 215/93 only) and wiring dia-
grams (for all other detectors) are shown for reference in Figs. 18.06.01a and
18.06.01b.
Fig. 18.06.01a: Example of oil mist detector wiring on engine

Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93
from Schaller Automation
Bearing wear monitoring system

The bearing wear monitoring (BWM) system monitors all three principal crank-
train bearings using two proximity sensors forward/aft per cylinder unit and
2024-06-07 - en
placed inside the frame box.
Targeting the guide shoe bottom ends continuously, the sensors measure the
distance to the crosshead in bottom dead center (BDC).
Signals are computed and digitally presented to computer hardware, from
which a useable and easily interpretable interface is presented to the user.
The measuring precision is more than adequate to obtain an alarm well before
steel-to-steel contact in the bearings occur.
Also the long-term stability of the measurements has shown to be excellent.
2 (10) All engines

In fact, BWM is expected to provide long-term wear data at better precision

and reliability than the manual vertical clearance measurements normally per-
formed by the crew during regular service checks.
For the above reasons, we consider unscheduled open-up inspections of the

crank-train bearings to be superfluous, given BWM has been installed.
Two BWM ‘high wear’ alarm levels including deviation alarm apply. The first
level of the high wear / deviation alarm is indicated in the alarm panel only
while the second level also activates a slow down.
See the bearing wear monitoring options below:
XTS–W (BWM), make: AMOT
BDMS (BW&TMS), make: Dr. E. Horn
BWCM, make: Kongsberg Maritime
B-WACS, make: Doosan Engine Co., Ltd.
BWCMS, make: KOMECO
BCM-1, make: Mitsui Zosen Systems Research Inc.
ME, ME-C/-GI/-LGI engines are as standard specified with Bearing Wear

Monitoring for which any of the above mentioned options could be chosen.
Bearing temperature monitoring system

The bearing temperature monitoring (BTM) system continuously monitors the

temperature of the bearing. Some systems measure the temperature on the
backside of the bearing shell directly, other systems detect it by sampling a
small part of the return oil from each bearing in the crankcase.
In case a specified temperature is recorded, either a bearing shell/housing

temperature or bearing oil outlet temperature alarm is triggered.
In main bearings, the shell/housing temperature or the oil outlet temperature is

monitored depending on how the temperature sensor of the BTM system is
installed.
2024-06-07 - en
In crankpin and crosshead bearings, the shell/ housing temperature or the oil
outlet temperature is monitored depending on which BTM system is installed.
For shell/housing temperature in main, crankpin and crosshead bearings two

high temperature alarm levels apply. The first level alarm is indicated in the
alarm panel while the second level activates a slow down.
All engines 3 (10)

For oil outlet temperature in main, crankpin and crosshead bearings two high
temperature alarm levels including deviation alarm apply. The first level of the
high temperature / deviation alarm is indicated in the alarm panel while the
second level activates a slow down.
See the three options:
Temperature sensors fitted to main bearings
Temperature sensors fitted to main bearings, crankpin bearings, crosshead bearings

and for moment compensator, if any
Temperature sensors fitted to main bearings, crankpin bearings and crosshead bear-
ings
Water in oil monitoring system

All MAN B&W engines are as standard specified with water in oil monitoring
system in order to detect and avoid free water in the lubricating oil.
In case the lubricating oil becomes contaminated with an amount of water ex-
ceeding our limit of 50% of the saturation point (corresponding to approx.
0.2% water content), acute corrosive wear of the crosshead bearing overlayer
may occur. The higher the water content, the faster the wear rate.
To prevent water from accumulating in the lube oil and, thereby, causing
damage to the bearings, the oil should be monitored manually or automatic-
ally by means of a water in oil (WIO) monitoring system connected to the en-
gine alarm and monitoring system. In case of water contamination the source
should be found and the equipment inspected and repaired accordingly.
The saturation point of the water content in the lubricating oil varies depend-
ing on the age of the lubricating oil, the degree of contamination and the tem-
perature. For this reason, we have chosen to specify the water activity meas-
uring principle and the aw-type sensor. Among the available methods of
measuring the water content in the lubricating oil, only the aw-type sensor
measures the relationship between the water content and the saturation point
regardless of the properties of the lubricating oil.
WIO systems with aw-type sensor measure water activity expressed in ‘aw’
on a scale from 0 to 1. Here, ‘0’ indicates oil totally free of water and ‘1’ oil
2024-06-07 - en
fully saturated by water.
Alarm levels are specified as follows:
Engine condition Water activity, aw

High alarm level 0.5
High High alarm level 0.9
4 (10) All engines

The aw = 0.5 alarm level gives sufficient margin to the satuartion point in order
to avoid free water in the lubricating oil. If the aw = 0.9 alarm level is reached
within a short time after the aw = 0.5 alarm, this may be an indication of a wa-
ter leak into the lubricating oil system.
Please note: Corrosion of the overlayer is a potential problem only for

crosshead bearings, because only crosshead bearings are designed with an
overlayer. Main, thrust and crankpin bearings may also suffer irreparable dam-
age from water contamination, but the damage mechanism would be different
and not as acute.
Liner wall monitoring system

The liner wall monitoring (LWM) system monitors the temperature of each cyl-
inder liner. It is to be regarded as a tool providing the engine room crew the
possibility to react with appropriate countermeasures in case the cylinder oil
film is indicating early signs of breakdown.
In doing so, the LWM system can assist the crew in the recognition phase
and help avoid consequential scuffing of the cylinder liner and piston rings.
Signs of oil film breakdown in a cylinder liner will appear by way of increased
and fluctuating temperatures. Therefore, recording a preset max allowable ab-
solute temperature for the individual cylinder or a max allowed deviation from
a calculated average of all sensors will trigger a cylinder liner temperature
alarm.
The LWM system includes two sensors placed in the manoeuvring and ex-
haust side of the liners, near the piston skirt TDC position. The sensors are in-
terfaced to the ship alarm system which monitors the liner temperatures.

For each individual engine, the max and deviation alarm levels are optimised
by monitoring the temperature level of each sensor during normal service op-
eration and setting the levels accordingly.
The temperature data is logged on a PC for one week at least and preferably
for the duration of a round trip for reference of temperature development.
All types 98 and 90 ME and ME-C engines as well as K80ME-C9 are as

standard specified with Liner Wall Monitoring system. For all other engines,
2024-06-07 - en
the LWM system is available as an option.
Axial vibration monitor

For functional check of the vibration damper a mechanical guide is fitted,
while an electronic vibration monitor can be supplied as an option.
An axial vibration monitor (AVM) with indication for condition check of the axial
vibration damper and terminals for alarm and slow down ia available as an op-
tion. It is required for the following engines:
All engines 5 (10)

• All ME-C9/10 engines incl. their -GI and -LGI variants

• All ME-C7/8 engines with 5 and 6 cylinders incl. their -GI and -LGI variants
• K-ME-C6/7 and K98ME6/7 engines with 11 and 14 cylinders incl. their -GI
and -LGI variants.
The requirement for AVM on 4-cylinder engines is available on request.
The alarm and slow down system should include the filtration necessary to
prevent the AVM from unintentionally activating the alarm and slow down
functions at torsional vibration resonances, i.e. in the barred speed range, and
when running Astern.
In the low speed range and when running Astern, the alarm and slow down
functions are to be disabled so that the AVM only gives an indication of the vi-
bration level.
The AVM alarm and slow down functions shall be enabled when the engine is
running Ahead and at speeds above the barred range.
To prevent rapid hunting of the engine speed in a slow down situation, a hold-
ing time function has been introduced in order to delay the automatic re-set-
ting of the slow down function.
The specification of the AVM interface to the alarm and slow down system is
available from MAN Energy Solutions Copenhagen.
(LDCL) Cooling water system

With the load dependent cylinder liner (LDCL) cooling water system, the cool-
ing water outlet temperature from the cylinder liner is controlled relative to the
engine load, independent of the cooling water outlet from the cylinder cover.
The interval for the liner outlet may be wide, for instance from 70 to 130 de-
gree celsius. The cooling water outlet temperature is measured by one sensor
for each cylinder liner of the engine.
For monitoring the LDCL cooling water system the following alarm and slow
down functionality must be fulfilled:
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The alarm system must be able, from one common analog sensor, to detect
two alarm limits and two slow down limits as follows:
• Upper slow down limit

• Upper alarm limit
• Load dependent slow down limit
• Load dependent alarm limit.
An example of the limits is shown in Fig. 18.06.02.
6 (10) All engines

Fig. 18.06.02: Example of set points versus slow down and alarm limits for
LDCL cooling water system
The load dependent limits must include at least one break point to allow cut-
in/-out of the lower limits. The upper limits are fixed limits without breakpoints.

The values of the load dependent limits are defined as a temperature differ-
ence (DT) to actual cooling water temperature (which vary relative to the en-
gine load).
The cooling water temperature is plant dependent and consequently, the ac-
tual values of both upper limits and load dependent limits are defined during
commissioning of the engine.
All 95-50ME-C10/9/-GI dot 2 and higher as well as G50ME-B9.5/.3 and

S50ME-B9.5 are as standard specified with LDCL cooling water monitoring
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system while S50ME-B9.3 and G45ME-C9.5/-GI are prepared for the installa-
tion of it.
Motor start method

Direct online start (DOL) is required for all the electric motors for the pumps for
the load dependent cylinder liner (LDCL) to ensure proper operation under all
conditions
All engines 7 (10)

Turbocharger overspeed protection

All engine plants fitted with turbocharger cut-out, exhaust gas bypass (EGB),
power turbine / turbo generator (PT), hybrid turbocharger or variable tur-
bocharger (VT) run the risk of experiencing turbo - charger overspeed.
To protect the turbocharger, such plants must be equipped with a turbochar-
ger overspeed alarm and slow-down function.
However, the handshake interface between the ship’s power management

system and a waste heat recovery system (WHRS) or a shaft generator (SG)
may delay the slowdown for up to 120 seconds.
Therefore, the slow-down function must be upgraded to a non-cancellable
shutdown for engine plants with handshake interface.
On engine plants designed with exhaust gas recirculation (EGR), a sudden in-
crease of energy to the turbocharger(s) will occur if the EGR system trips.
As protection, turbocharger overspeed alarm and non-cancellable slowdown
must be fitted.
Consequently, the turbocharger speed must be monitored by the ship alarm

system and the safety system(s), triggering slowdown or non-cancellable
shutdown if the turbocharger speed exceeds the defined alarm levels.
The protection applicable for individual engine plant and power management
configurations is summarised in Table 18.06.03.
Turbocharger overspeed protection
Engine plant configuration No power management system Engine with WHR or shaft generator
handshake with power management system

handshake
Traditional exhaust gas train and tur- No monitoring of turbocharger over- No monitoring of turbocharger over-
bocharger speed speed
Exhaust gas bypass, variable turbo Turbocharger overspeed slowdown Turbocharger overspeed shutdown
charger, power turbine or hybrid tur-
bocharger
Exhaust gas recirculation Turbocharger overspeed slowdown Turbocharger overspeed shutdown
Turbocharger cut-out Turbocharger overspeed slowdown Turbocharger overspeed shutdown

2024-06-07 - en
Table 18.06.03: Turbocharger overspeed protection for individual engine plant

configurations
8 (10) All engines

Control devices
The control devices mainly include a position switch (ZS) or a position trans-
mitter (ZT) and solenoid valves (ZV) which are listed in Table 18.06.04 below.
The sensor identification codes are listed in Table 18.07.01.
Sensor Point of location

Manoeuvring system
ZS 1109-A/B C Turning gear – disengaged
ZS 1110-A/B C Turning gear – engaged
ZS 1111-A/B C Main starting valve – blocked
ZS 1112-A/B C Main starting valve – in service
ZV 1114 C Slow turning valve
ZS 1116-A/B C Start air distribution system – in service
ZS 1117-A/B C Start air distribution system – blocked
ZV 1120 C Activate pilot press air to starting valves
ZS 1121-A/B C Activate main starting valves - open
E 1180 Electric motor, auxiliary blower
E 1181 Electric motor, turning gear
E 1185 C LOP, Local Operator Panel
72057646540063627

PT 1201-1/2/3 C Hydraulic oil pressure, after non-return valve
ZV 1202-A/B C Force-driven pump bypass

PS/PT 1204-1/2/3 C Lubricating oil pressure after filter, suction side
72057646540063627
Tacho/crankshaft position
ZT 4020 Tacho for safety
72057646540063627
Engine cylinder components

XC 4108 C ELVA NC valve
ZT 4111 C Exhaust valve position
ZT 4114 C Fuel plunger, position 1
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72057646540063627
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanis-
cher Lloyd only
72057646540063627
Cylinder lubricating oil, Alpha/ME lubricator

ZV 8281 C Solenoid valve, lubricator activation
ZT 8282 C Feedback sensor, lubricator feedback
72057646540063627
Cylinder lubricating oil, Alpha Mk 2 lubricator
All engines 9 (10)

XC 8288 C Propoprtional valve

ZT 8289 C Feedback sensor
72057646540063627
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
72057646540063627
ME-GI alarm system (ME-GI only)

XC 2212 External gas shut down (request)
72057646540063627
ME-GI safety system (ME-GI only)

XC 2001 Engine shut down (command)
XC 6360 Gas plant shut down (command)
72057646540063627
Table 18.06.04b: Control devices on engine

72057646540063627
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10 (10) All engines

Identification of instruments
The instruments and sensors are identified by a position number which is
made up of a combination of letters and an identification number.
Measured or Indicating Variables

First letters:
DS Density switch
DT Density transmitter
E Electrical component
FS Flow switch
FT Flow transmitter
GT Gauging transmitter, index/load transmitter
LI Level indication, local
LS Level switch
LT Level transmitter
PDI Pressure difference indication, local
PDS Pressure difference switch
PDT Pressure difference transmitter
PI Pressure indication, local
PS Pressure switch
PT Pressure transmitter
ST Speed transmitter
TC Thermo couple (NiCr-Ni)
TE Temperature element (Pt 100)
TI Temperature indication, local
TS Temperature switch 18.07 Identification of instruments
TT Temperature transmitter
VS Viscosity switch
VT Viscosity transmitter
WI Vibration indication, local
2022-06-16 - en
WS Vibration switch
WT Vibration transmitter
XC Unclassified control
XS Unclassified switch
XT Unclassified transmitter
ZS Position switch (limit switch)
ZT Position transmitter (proximity sensor)
ZV Position valve (solenoid valve)

18014450453340043
Location of Measuring Point

Ident. number; first two digits indicate the measurement point and xx the
serial number:
11xx Manoeuvring system

12xx Hydraulic power supply system (HPS)
13xx Hydraulic control oil system, separate oil to HPS
14xx Combustion pressure supervision
15xx Top bracing pressure, stand alone type
16xx Exhaust Gas Recirculation (EGR)
20xx ECS to/from safety system
21xx ECS to/from remote control system
22xx ECS to/from alarm system
24xx ME ECS outputs
29xx Power supply units to alarm system
30xx ECS miscellaneous input/output
40xx Tacho/crankshaft position system
41xx Engine cylinder components
50xx VOC, supply system
51xx VOC, sealing oil system
52xx VOC, control oil system
53xx VOC, other related systems
54xx VOC, engine related components
60xx GI-ECS to Fuel Gas Supply System (FGSS)
61xx GI-ECS to Sealing Oil System
18.07 Identification of instruments
62xx GI-ECS to Control Air System

63xx GI-ECS to other GI related systems
64xx GI engine related components
66xx Selective Catalytic Reduction (SCR) related component. Stand alone
2022-06-16 - en
80xx Fuel oil system

81xx Lubricating oil system
82xx Cylinder lubricating oil system
83xx Stuffing box drain system
84xx Cooling water systems, e.g. central, sea and jacket cooling water
85xx Compressed air supply systems, e.g. control and starting air
86xx Scavenge air system
87xx Exhaust gas system
2 (4) ME-B, MC/MC-C, ME/ME-C/-GI/-LGI/-GA

88xx Miscellaneous functions, e.g. axial vibration

90xx Project specific functions
A0xx Temporary sensors for projects
xxxx-A Alternative redundant sensors
xxxx-1 Cylinder/turbocharger numbers
ECS: Engine Control System
GI: Gas Injection engine
VOC: Volatile Organic Compound
Table 18.07.01a: Identification of instruments
Functions
Secondary letters:
A Alarm
C Control
H High
I Indication, remote
L Low
R Recording
S Switching
X Unclassified function
Y Slow down
Z Shut down
Repeated Signals
Signals which are repeated, for example measurements for each cylinder or
turbocharger, are provided with a suffix number indicating the location, ‘1’ for 18.07 Identification of instruments
cylinder 1, etc.
If redundant sensors are applied for the same measuring point, the suffix is a
letter: A, B, C, etc.
18014450453340043
2022-06-16 - en
Examples
indicates a local temperature indication (thermometer) in the fuel oil
system.
and indicate two redundant position switches in the
manoeuvring system, A and B, for control of the main starting air valve posi-
tion.
indicates a pressure transmitter located in the control air supply
for remote indication, alarm for low pressure and slow down for low pressure.
078 89 33-9.6.0
18014450453340043

Table 18.07.01b: Identification of instruments

18014450453340043
18.07 Identification of instruments
2022-06-16 - en
4 (4) ME-B, MC/MC-C, ME/ME-C/-GI/-LGI/-GA

01 Engine design
07 Fuel
08 Lubricating oil

14 Scavenge air
15 Exhaust gas
21 Appendix
61147082507
1 (1)

Dispatch pattern, testing, spares and tools
Painting of main engine

The painting specification, Section 19.02, indicates the minimum require-
ments regarding the quality and the dry film thickness of the coats of, as well
as the standard colours applied on MAN B&W engines built in accordance
with the ‘Copenhagen’ standard.
Paints according to builder’s standard may be used provided they at least ful-
fil the requirements stated.
Dispatch pattern
The dispatch patterns are divided into two classes, see Section 19.03:
A: Short distance transportation and short term storage
B: Overseas or long distance transportation or long term storage.
Short distance transportation (A) is limited by a duration of a few days from

delivery ex works until installation, or a distance of approximately 1,000 km
and short term storage.
The duration from engine delivery until installation must not exceed 8 weeks.
Dismantling of the engine is limited as much as possible.
Overseas or long distance transportation or long term storage require a class

B dispatch pattern.
19.01 Dispatch pattern, testing, spares and tools

The duration from engine delivery until installation is assumed to be between 8
weeks and maximum 6 months.
Dismantling is effected to a certain degree with the aim of reducing the trans-
portation volume of the individual units to a suitable extent.
Note: Long term preservation and seaworthy packing are always to be used
for class B.
Furthermore, the dispatch patterns are divided into several degrees of dis-
mantling in which ‘1’ comprises the complete or almost complete engine.
Other degrees of dismantling can be agreed upon in each case.
When determining the degree of dismantling, consideration should be given to
the lifting capacities and number of crane hooks available at the engine maker
and, in particular, at the yard (purchaser).
The approximate masses of the sections appear in Section 19.04. The
2024-05-03 - en
masses can vary up to 10% depending on the design and options chosen.
Lifting tools and lifting instructions are required for all levels of dispatch pat-
tern. The lifting tools, are to be specified when ordering and it should be
agreed whether the tools are to be returned to the engine maker.
MAN Energy Solutions' recommendations for preservation of disassembled /
assembled engines are available on request.
Furthermore, it must be considered whether a drying machine, is to be in-
stalled during the transportation and/or storage period.
All engines 1 (3)

Shop trials/delivery test

Before leaving the engine maker’s works, the engine is to be carefully tested
on diesel oil in the presence of representatives of the yard, the shipowner and
the classification society.
The shop trial test is to be carried out in accordance with the requirements of
the relevant classification society, however a minimum as stated in Section
19.05.
MAN Energy Solutions' recommendations for shop trial, quay trial and sea trial
are available on request.
In connection with the shop trial test, it is required to perform a precertification
survey on engine plants with FPP or CPP, engine test cycle E3 or engine test
cycle E2 respectively.
Spare parts
List of spare parts, unrestricted service

The tendency today is for the classification societies to change their rules
such that required spare parts are changed into recommended spare parts.
MAN Energy Solutions, however, has decided to keep a set of spare parts in-
cluded in the basic extent of delivery, covering the requirements and recom-
mendations of the major classification societies, see Section 19.06.
This amount is to be considered as minimum safety stock for emergency situ-
ations.
Additional spare parts recommended by MAN Energy Solutions

The above mentioned set of spare parts can be extended with the ‘Additional
spare parts recommended by MAN Energy Solutions', which facilitates main-
tenance because, in that case, all the components such as gaskets, sealings,
etc. required for an overhaul will be readily available, see Section 19.07.
Wearing parts
The consumable spare parts for a certain period are not included in the above
mentioned sets, but can be ordered for the first 1, 2, up to 10 years’ service
of a new engine.
The wearing parts that, based on our service experience, are estimated to be
2024-05-03 - en
required, are listed with service hours in Tables 19.08.01 and 19.08.02.
Large spare parts, dimensions and masses

The approximate dimensions and masses of the larger spare parts are indic-
ated in Section 19.09. A complete list will be delivered by the engine maker.
2 (3) All engines

Tools
List of standard tools

The engine is delivered with the necessary special tools for overhauling pur-
poses. The extent, dimen sions and masses of the main tools is stated in Sec-
tion 19.10. A complete list will be delivered by the engine maker.
Tool panels
Most of the tools are arranged on steel plate panels, see Section 19.11 ‘Tool
panels’.
It is recommended to place the panels close to the location where the over-
haul is to be carried out.
18014450453358859

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All engines 3 (3)

18014450453358859
2024-05-03 - en
All engines
Specification for painting of main engine

Components to be painted Type of paint No. of coats Colour: RAL 840 HR, DIN
before shipment from work- 6164, MUNSELL
shop Total nominal dry film thick-
ness (NDFT) μm
1. Components/surfaces, In accordance with corrosivity categories C2 Medium ISO

inside the engine, exposed 12944-5
to oil and air
Engine alkyd primer, 1-2 layers
Unmachined surfaces all Free
weather-resistant Total NDFT: 80 μm
over. However, cast type
crank throws, main bearing Oil- and acid-resistant alkyd 1 layer White:
cap, crosshead bearing paint, temperature Total NDFT: 40 μm RAL 9010 DIN N:0:0,5
caps, crankpin bearing cap, resistant to min. 80°C MUNSELL N-9.5
pipes inside crankcase and
chain wheel need not be
painted, but the cast sur-
face must be cleaned, so it
Total NDFT: 120 μm
is free from sand and
scales, and kept free of
rust.
2. Components, outside the In accordance with corrosivity categories C2 Medium ISO

engine 12944-5
Engine body, pipes, gallery Engine alkyd primer, 1-2 layers
brackets, etc. Free
weather-resistant Total NDFT: 80 μm
Delivery standard is in a Final alkyd paint, resistant 1 layer Light green:
primed and finally painted to seawater and oil Total NDFT: 40 μm RAL 6019 DIN 23:2:2
condition, unless otherwise
19.02 Specification for painting of main engine

MUNSELL 10GY 8/4
stated in the contract.
See also MAN ES EN690D
Total NDFT: 120 μm
for colour marking of piping
systems.
3. Low-flashpoint fuels In accordance with corrosivity categories C2 Medium ISO

12944-5
See also MAN ES EN690D
Engine alkyd primer, 1-2 layers
for colour marking of piping Free
weather resistant Total NDFT: 80 μm
systems.
Chain pipe, supply pipe. Final alkyd paint, resistant 1 layer Yellow:
to seawater and oil Total NDFT: 40 μm RAL 1021 MUNSELL 2.5Y
Spool piece. 8/14
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Total NDFT: 120 μm

9007242059743243
All Engines 1 (3)

Components to be painted Type of paint No. of coats Colour:

before shipment from work- Total nominal dry film thick- RAL 840 HR, DIN 6164,
shop ness (NDFT) μm MUNSELL
4. Heat-affected compon- In accordance with corrosivity categories C3 Medium ISO

ents 12944-5
Supports for exhaust re- Ethyl silicate based zincrich 1 layer
ceiver, air cooler housing, paint, heat resistant to min. Total NDFT: 80 μm
inside and outside. No sur- 300°C
face may be left unpainted
in the cooler housing.
Exhaust valve housing (ex-
haust flange), non-water
cooled only
5. Components affected by In accordance with corrosivity categories C5-M High ISO

water, cleaning agents, and 12944-5
acid fluids below neutral pH
Scavenge air cooler box, in-

side (reversing chamber).
Two-component epoxy 3 layers
Preparation, actual number phenolic Free
Total NDFT: 350 μm
of coats, film thickness per
coat, etc. has to be accord-
ing to the paint manufac-
turer specifications.
See specifications from
Air flow reversing-chamber, product data sheet
inside and outside.
No surfaces may be left un-
painted. Supervision from

manufacturer is recommen-
ded during the introduction
of the paint system.
6. Gallery plates, topside Engine alkyd primer, C2 medium

weather-resistant 1-2 layers
Total NDFT: 80 μm
9007242059743243
2024-06-07 - en
2 (3) All Engines

Components to be painted Type of paint No. of coats Colour:

before shipment from work- Total nominal dry film thick- RAL 840 HR, DIN 6164,
shop ness (NDFT) μm MUNSELL
7. EGR-system - mixing
chamber *)
To be applied after the wa-

ter mist catcher (WMC) and
to the non-return valve at
the scavenge air reciever.
Optional: EGR paint can be
applied from the air cooler Vinyl ester/acrylic copoly- Total NDFT: 500-1200 μm Free
outlet, (reversing chamber). mer
*) Only for engines specified

with EGR, or prepared for
EGR installation
8. Purchased equipment Electro(-) galvanised See specifications from

and instruments painted in product data sheet
makers colour are accept-
able, unless otherwise
stated in the contract
Tools are to be surface

treated according to spe-
cifications stated on the
drawings.

Tool panels Oil-resistant paint 1-2 layers Pale grey:
Total NDFT: 80 μm RAL 7038 DIN 24:1:2
MUNSELL N-7.5
9. Lifting points Alkyd paint, resistant to wa- 1 layer Yellow:

Pad eyes, wholes, clamps, ter, lubricants, hydraulic oil Total NDFT: 80 μm RAL 1021 MUNSELL 2.5y
threaded wholes, eye and degreaser. 8/14
screws, eye nuts and other
lifting points
9007242059743243
All paints must be of good quality. Paints according to builder‘s standard may be
used provided they fulfil at least the above requirements.
The data stated are only guidelines. Preparation, number of coats, film thickness per
2024-06-07 - en
coat, etc., must be in accordance with the paint manufacturer’s specifications.

074 33 57-9.21.0
9007242059743243
Table 19.02.01: Painting of main engine

9007242059743243
All Engines 3 (3)

9007242059743243
2024-06-07 - en
All Engines
Dispatch Pattern
The relevant engine supplier is responsible for the actual execution and deliv-
ery extent. As differences may appear in the individual suppliers’ extent and
dispatch variants.
9007253095313675
Dispatch pattern A – short:

Short distance transportation limited by duration of transportation time within
a few days or a distance of approximately 1,000 km and short term storage.
Duration from engine delivery to installation must not exceed eight weeks.
Dismantling must be limited.
Dispatch pattern B – long:

Overseas and other long distance transportation, as well as long-term stor-
age.
Dismantling is effected to reduce the transport volume to a suitable extent.
Long-term preservation and seaworthy packing must always be used.
Note
The engine supplier is responsible for the necessary lifting tools and lifting in-
structions for transportation purposes to the yard.
The delivery extent of lifting tools, ownership and lend/lease conditions are to
be stated in the contract.
Furthermore, it must be stated whether a drying machine is to be installed

during the transportation and/or storage period.
19.03 Dispatch Pattern

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G/S70-50ME-C8/9/10, G50ME-B9 1 (5)

Dispatch pattern variants

A1 + B1
Engine complete, i.e. not disassembled
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Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side
2 (5) G/S70-50ME-C8/9/10, G50ME-B9

A2 + B2 )
• Top section including cylinder frame complete, cylinder covers complete,
scavenge air receiver including cooler box and cooler insert, turbocharger(s),
piston complete and galleries with pipes, HCU units and oil filter
• Bottom section including bedplate complete, frame box complete, connect-
ing rods, turning gear, crankshaft complete and galleries
• Remaining parts including stay bolts, chains, multi-way valves, etc.

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G/S70-50ME-C8/9/10, G50ME-B9 3 (5)

A3 + B3
scavenge air receiver including cooler box and cooler insert, turbocharger(s),
piston complete and galleries with pipes, HCU Units
• Frame box section including frame box complete, chain drive, connecting
rods and galleries, gearbox for hydraulic power supply, hydraulic pump station
and oil flter
• Bedplate/crankshaft section including bedplate complete, crankshaft com-
plete with chainwheels and turning gear
• Remaining parts including stay bolts, chains, multi-way valves, etc.
2024-05-29 - en
4 (5) G/S70-50ME-C8/9/10, G50ME-B9

A4 + B4
piston complete and galleries with pipes on manoeuvring side, HCU units
• Exhaust receiver with pipes
• Scavenge air receiver with galleries and pipes
• Turbocharger
• Air cooler box with cooler insert
• Frame box section including frame box complete, chain drive, connecting
rods and galleries, gearbox for hydraulic power supply, hydraulic power sta-
tion and oil flter
• Crankshaft with chain wheels
• Bedplate with pipes and turning gear
• Remaining parts including stay bolts, auxiliary blowers, chains, multi-way
valves, etc.

2024-05-29 - en

9007253095313675
G/S70-50ME-C8/9/10, G50ME-B9 5 (5)

9007253095313675
2024-05-29 - en
G/S70-50ME-C8/9/10, G50ME-B9
Dispatch Pattern, List of Masses and Dimensions
19.04 Dispatch Pattern, List of Masses and Dimensions

2021-09-18 - en
51943897227
1 (1)
51943897227
19.04 Dispatch Pattern, List of Masses and Dimensions
2021-09-18 - en
MAN Energy Solutions 198 46 12-7-9
Shop test
The minimum delivery test for MAN B&W two-stroke engines involves:
▪ Starting
▪ Load test
▪ Engine to be started and run up to 50% of Specified MCR (M) in 1 hour.
and is followed by the below mentioned tests.
Load test at specific load points

The engine performance is recorded running at:
▪ 25% of specified MCR
▪ 90% of specified MCR or at NCR
▪ 100% of specified MCR *)
Records are to be taken after 15 minutes or after steady conditions have been
reached, whichever is shorter.
*) Two sets of recordings are to be taken at a minimum interval of 30 minutes.
Governor test and more:

▪ Integration test of ECS
▪ Governor test
▪ Minimum speed test
▪ Overspeed test
▪ Shut down test
▪ Starting and reversing test
▪ Turning gear blocking device test
▪ Start, stop and reversing from the Local Operating Panel (LOP).
Fuel oil test

Before leaving the factory, the engine is to be carefully tested on diesel oil in
the presence of representatives of Yard, Shipowner, Classification Society,
and MAN Energy Solutions
2024-05-06 - en
Fuel oil analysis is to be presented. All load point measurements are to be car-
ried out on diesel or gas oil.
19.05 Shop test
The shop tests are all carried out according to:
Factory Acceptance Test and Shipboard Trials of I.C. Engines, UR M51
by International Association of Classification Societies LTD. (IACS),

www.iacs.org.uk
ME-C/ME-B 1 (3)
198 46 12-7-9 MAN Energy Solutions
Vibration aspects
Torsional vibration
The installation aspects in a shop test and on a vessel are different. As a res-
ult, the torsional vibration characteristics are also different, and special coun-
termeasures may apply during the shop test.
To reduce the stress amplitudes in the shafting system at the main critical res-
onance, a tuning wheel is commonly applied on 5-7 cylinder engines. In a
shop test, the shaft between the engine and water brake is typically short and
stiff compared to the shafting system connecting the propeller to the engine
on a vessel. Due to the different installation aspects, a torsional vibration cal-
culation of the shop test conditions is always made to ensure acceptable vi-
brations. It is common that the tuning wheel is omitted at the shop test to
avoid excessive crankshaft stresses.
Regarding SFOC, the power absorbed in the tuning wheel and main bearing
is very small. Based on elasto-hydrodynamic simulations of the foremost main
bearing, the power loss with a large tuning wheel is 0.033% of engine power
and 0.032% without a tuning wheel. Therefore, this power loss can be ig-
nored in terms of the SFOC measurement conducted in a shop test.
In some cases, a torsional vibration damper has to be applied on the water
brake side to achieve acceptable vibration conditions.
Structural vibration
In most cases, the vibration level and behaviour of the main engine is quite dif-
ferent when comparing test bed trials with sea trials. The main reason for this
is the strong influence and dynamic interaction with the surroundings, the
most important being:
1. The engine seating stiffness (foundation) is lower for the test bed com-
pared to a vessel’s double bottom. This will shift vibration resonances to
lower engine speeds, which results in significantly different vibration levels
and resonance speeds.
2. If top bracings are installed (vessel installation), this additional stiffness will
not be present at the shop test (due to lack of stiffness/strength of the
surrounding building). Some licensees may mount an electrically driven
moment compensator (EMC) temporarily to reduce vibration levels during
shop tests.
The global vibration behaviour of an engine erected on a test bed cannot, and
should not, be compared to the vibration levels of a vessel-installed engine.
Local vibrations of turbochargers and exhaust gas receivers are also strongly
2024-05-06 - en
influenced by the dynamic interaction with the surroundings, be it a “soft test

bed” or a “stiff ship hull”.
19.05 Shop test
2 (3) ME-C/ME-B
MAN Energy Solutions 198 46 12-7-9
EIAPP certificate
Most marine engines installed on ocean going vessels are required to have an
‘Engine International Air Pollution Prevention’ (EIAPP) Certificate, or similar.
Therefore, a pre-certification survey is to be carried out for all engines accord-
ing to the survey method described in the engine’s NOx Technical File, which
is prepared by the engine manufacturer. For MAN B&W engines, the Unified
Technical File (UTF) format is recommended.
The EIAPP certificate documents that the specific engine meets the interna-
tional NOx emission limitations specified in Regulation 13 of MARPOL Annex
VI. The basic engine ‘Economy running mode’, complies with these limita-
tions.
The pre-certification survey for a ‘Parent’ or an ‘Individual’ engine includes
NOx measurements during the delivery test. For ‘Member’ engines, a survey
according to the group definition for the engine group is needed. This survey
should be based on the delivery test.
The applicable test cycles are:
▪ E3, marine engine, propeller law for FPP
or
▪ E2, marine engine, constant speed for CPP
36028858833996811
2024-05-06 - en
19.05 Shop test
ME-C/ME-B 3 (3)
198 46 12-7-9 MAN Energy Solutions
36028858833996811
2024-05-06 - en
19.05 Shop test
ME-C/ME-B
List of spare parts, unrestricted service

Spare parts are requested by the following Classification Society only: NK,
while just recommended by: ABS, DNV, CRS, KR, LR and RS, but neither re-
quested nor recommended by: BV, CCS and RINA.
The final scope of spare parts is to be agreed between the owner and engine
builder/yard.
45036052107992459
Cylinder Cover, Plate 2272-0300 (901 and more)

1 Cylinder cover complete with fuel, exhaust and
starting valves, indicator valve, cooling jacket
and sealing rings (disassembled)
½ set Studs for 1 cylinder cover
Piston and Piston Rod, Plates 2272-0400/0420/0500 (902)

1 Piston complete (with cooling pipe), piston rod,
piston rings and stuffing box, studs and nuts
1 set Piston rings for 1 cylinder
Cylinder liner, Plate 2272-0600 (903)

1 Cylinder liner complete, including cooling jacket,
non-return valves, sealing rings and gaskets (assembled)
19.06 List of spare parts, unrestricted service

Cylinder lubricating Oil System, Plates 3072-0600,6670-0100 (903) 1)
1 Lubricator complete
1 set O-rings and seals
2 Lubricator backup cable
Connecting Rod, and Crosshead Bearing, Plates 1472-0300,2572-0300/0200 (904)

1 Telescopic pipe with bushing for 1 cylinder
1 Crankpin bearing shell (1 upper and 1 lower part) with studs and nuts
1 Crosshead bearing shell lower part with studs and nuts
2 Thrust piece
2024-02-22 - en
Thrust block, plate 2572-0600 (905)

1 set Thrust pads, complete FWD set for ‘Ahead’
1 set For KR and NK also 1 set ‘Astern’ if different from ‘Ahead’
HPS ‚ Hydraulic Power Supply, Plates 4572-1000/0750,4572-1100/1200/1250 (906) 1 and 2)

1 Proportional valve for hydraulic pumps
1 Leak indicator
1 Drive shaft for hydraulic pump, of each type (length)
1 Membrane plus seals for accumulator
1 set Minimess for accumulator
G95/G80ME-C10.7/.5, 70-35ME-C 1 (3)

1 Compensator, fluid type

6 Chain links. Only for ABS, LR and NK
1 set Flexible hoses, one of each size and length
1 set High-pressure gasket kit
1 Coupling for start-up pump
ME Filter, Plate 4572-0800

1 set Filter cartridges for oil filters.
Cartridge filtration ability, minimum Beta6=16.
Engine Control System, Plates 4772-1500/1550,7072-0800/1100/1250 2)

1. Triton control system:
set Controller spares:
1 Base module
1 CPU module
1 Power supervision module
1 Modbus module
1 Digital I/O module (DI, DO, DRO)
1 Analog I/O module
1 Digital I/O module (DI, DO)
1 Combi I/O module (AI/DO) Only GI
1 ID-key for Triton
1 Trigger sensor for tacho system. (if trigger ring and no angular encoder
on fore end
1 Encoder, steel compensator and bearing set (if angular encoder on fore
end and no trigger ring)
1 Marker sensor for tacho system

1 Tacho signal amplifier (TCA)
Starting Valve, Plates 3472-0200/0250 (907)

1 Starting valve, complete 2)
(Included in the Cylinder cover complete)
1 Solenoid valve 1)
Hydraulic Cylinder Unit, Plates 4572-0500/0550/0100/0900,4272-0500 (906, 907) 1 and 2)

1 Fuel booster top cover, complete with plunger
2024-02-22 - en
1 ELFI + ELVA valves complete, or FIFA if applied.

1 Suction valve complete
1 20 %* Flexible high-pressure hoses, one of each size and length. *) Only for
DNV
1 High-pressure pipe kit, one of each size and length
1 set Membrane plus seals for accumulator, 1 set for 1 HCU
1 Packing kit (O-rings, square seals and bonded seals)
1 Fuel booster position sensor
1 Exhaust actuator complete incl. non-return valve
2 (3) G95/G80ME-C10.7/.5, 70-35ME-C

Exhaust Valve, Plates 2272-0200/0210/0240 (908)

2 Exhaust valves complete
(The 2nd exhaust valve is included in the Cylinder cover complete)
Note: Not applicable for Class NK
1 High-pressure pipe from actuator to exhaust valve
1 Exhaust valve position sensor
1 Safety valve
Fuel Valve, Plates 4272-0200 (909)

1 set Fuel valves of each size and type fitted, complete with all fittings, for 1
engine
a)engines with 1 or 2 fuel valves: 1 set of fuel valves for all cylinders on the en-
gine
b)engines with 3 and more fuel valves per cylinder: 2 fuel valves complete per
cylinder, and a sufficient number of valve parts, excluding the body, to form,
with those fitted in the complete valve, a full engine set
Fuel Oil high-pressure Pipes, Plate 4272-0100 (909)

1 set High˜pressure pipe, from fuel oil pressure booster to fuel valve
Turbocharger, Plate 5472-0700 (910)

1 set Maker’s standard spare parts
1 a) Spare rotor for 1 turbocharger, including compressor wheel, rotor shaft
with turbine blades and partition wall, if any
Bedplate, Plates 1072-0400, 2572-0400 (912)

1 Main bearing shell (1 upper and 1 lower part) of each size
1 set Studs and nuts for 1 main bearing
1) MAN ES required spare parts.

2) All spare parts are requested by all Classes.
a) Only required for RS. To be ordered separately as option: 4 87 660 for
other classification societies
Note: Plate numbers refer to the Instruction Manual containing plates with
spare parts (older three-digit numbers are included for reference)
Fig. 19.06.01b: List of spare parts, unrestricted service: 4 87 601
45036052107992459
2024-02-22 - en
G95/G80ME-C10.7/.5, 70-35ME-C 3 (3)

45036052107992459
2024-02-22 - en
G95/G80ME-C10.7/.5, 70-35ME-C
Additional spares
Beyond class requirements or recommendation, for easier maintenance and

increased security in operation.
The final scope of spare parts is to be agreed between the owner and engine
builder/yard.
27021653600606603
Cylinder Cover, Plate 2272-0300 (901)

Exhaust valve studs for one unit
Exhaust valve nuts for one unit
½ eng O-rings for cooling jacket
½ eng Sealing between cylinder cover and liner
4 Spring housings for fuel valve.
Hydraulic Tool For Cylinder Cover, Plates 2270-0310/0315 (901)

1 set Hydraulic hoses with protection hose complete with couplings
8 pcs O-rings with backup rings, upper
8 pcs O-rings with backup rings, lower
Piston And Piston Rod, Plates 2272-0400/0420 (902)

1 box Locking wire, L=63 m
Piston ring pack for two units
2 D-rings for piston skirt
2 D-rings for piston rod
Piston Rod Stuffing Box, Plate 2272-0500 (902)

Stuffing box overhauling kit for two units
Cylinder Frame, Plate 1072-0710 (903)

½ set Studs for cylinder cover for 1 cylinder
Cylinder liner and Cooling Jacket, Plate 2272-0600/0660/0665 (903)

Non-return valves for two units
19.07 Additional spares
2024-05-29 - en
O-rings for one cylinder liner

½ eng Gaskets for cooling water connection
½ eng O-rings for cooling water pipes
1 set Cooling water pipes with blocks between liner and cover for 1 cylinder
(only for engines not prepared for LDCL)
1 *) Repair kit for LDCL circulation pump
1 *) Repair kit for LDCL three-way control valve *) if fitted
Cylinder lubricating Oil System, Plate 3072-0600(903

1 Level switch for lubricator
G95/G80ME-C10.7./5, 70-35ME-C 1 (4)

Hydaulic Power Supply, HPS, Plates 4572-1000/0750, 4572-1100/1200/1250 (906)

1 Electric motor for start-up pump
1 Pressure relief valve for start-up pump
2 Pressure reducer for pump inlet
25% Plug screws for hydraulic system (HPS & HCU)
1 Accumulator, complete
1 Proportional valve
1 Swashplate transducer
1 Rubber compensator for inlet
Hydraulic Cylinder Unit, HCU, Plate 4572-0500 (906)

1 set Packings for booster & actuator, complete set
1 ELFI + ELVA valves, or FIVA if applied
1 Ball valve, pos. 420
1 Ball valve DN10
1 set Accumulator complete
25% Plug screws, shared with HPS & accumulator block
Accumulator/safety Block, Plate 4572-0700 (906)

1 Pressure transducer, pos. 320
25% Plug screws, shared with HPS & HCU
1 Ball valve DN10
1 Solenoid valve for valve pos. 310 (shut down)
Alarm and Safety System, Plate 4772-

1 Pressure sensor for scavenge air receiver, PT 8601
1 Pressure switch for lubricating oil inlet, PS 8109
1 Thrust bearing temperature sensor, TS 8107 (sensor only)
1 Pressure switch for jacket cooling water inlet, PS 8402
Main Starting Valve, Plate 3472-0300 (907)

The below main starting valve parts are all to be in accordance with the sup-
plier’s recommendation:
1 Repair kit for main actuator
1 Repair kit for main ball valve
1 *) Repair kit for actuator, slow turning
1 *) Repair kit for ball valve, slow turning
2024-05-29 - en
*) if fitted
Starting Valve, Plate 3472-0200 (907)

2 Locking plates
2 Pistons
2 Springs
2 Bushing
1 set O-rings
1 Valve spindle
2 (4) G95/G80ME-C10.7./5, 70-35ME-C

Exhaust Valve, Plates 2272-0200/0210 (908)

1 Exhaust valve spindle
1 Exhaust valve seat
½ eng Sealing rings between exhaust valve and cylinder cover
4 Piston rings
½ eng Guide rings for air piston
½ eng Sealing rings
½ eng Safety valves
1 eng Gaskets and O-rings for safety valve
1 Piston complete
1 Opening damper piston
1 eng O-rings and sealings between air piston and exhaust valve housing/
spindle
1 Spindle guide
1 eng Gaskets and O-rings for cooling water connection
1 Conical ring in 2/2. Only for low-force design
1 eng O-rings for spindle/air piston
1 eng Non-return valve
1 Sealing oil unit. Only for engines without lowforce design/COL
1 Inductive sensor for exhaust valve positioning
Exhaust Valve Pipe, Plate 2272-0240 (908)

1 High pressure pipe from actuator to exhaust valve
Cooling Water Outlet, Plate 5072-0100 (908)

2 Ball valve
1 Butterfly valve
1 Gaskets for butterfly valve
1 Siemens Sipart for LDCL (if LDCL is installed)
Fuel Injection System, Plate 4272-0500 (909)

1 Fuel oil pressure booster complete, for 1 cylinder
Fuel Valve, Plate 4272-0200 (909)

1 eng Spindle guides, complete with fuel nozzle
1 eng O-rings and guide rings for fuel valve
2024-05-29 - en
½ eng Springs
½ eng Discs, +30 bar
3 Thrust spindles
3 Non-return valve, if mounted
Fuel Oil high-pressure Pipes, Plate 4272-0100 (909)

1 set High-pressure pipe, from fuel oil pressure booster to fuel valve
1 set O-rings for high-pressure pipes
G95/G80ME-C10.7./5, 70-35ME-C 3 (4)

Fuel Oil Regulating Valve, Plate 4272-0030 (909)

1 Fuel oil regulating valve, complete
1 O-ring of each kind
Turbocharger, Plate 5472-0700 (910)

1 set Spare parts for 1 turbocharger in accordance with the supplier’s recom-
mendation
Scavenge Air Receiver, Plates 5472-0400/0630 (910)

1 set Non-return valves for turbocharger (valve-flap including mounting)
1 set Non-return valve for auxiliary blower (valve-flap inlcuding mounting)
1 Compensator between TC and air cooler
Exhaust Pipes and Receiver, Plates 5472-0750/0900(910)

1 Compensator between TC and receiver
2 Compensator between exhaust valve and receiver
1 set Gaskets for each compensator
1 Compensator between FWD and Aft part, if any
Air Cooler, Plate 5472-0100 (910)

1 set Anodes (Corrosion blocks - only relevant for seawater cooled scav-
wenge air cooler)
1 set Packings. (If WHR-element or two-stage scavenge air cooler is installed
then 1 set of packing for each type of cooler)
Auxiliary Blower, Plate 5472-0500 (910)

1 set Bearings for electric motor
1 set Shaft sealings
Arrangement of Safety Cap, Plate 3472-0900 (911)

1 eng Bursting disc
ME Filter, Plate 4572-0800 (912)

2024-05-29 - en
1 set Filter cartridges for redundancy filter.

Cartridge filtration ability, minimum Beta6=16.
Only for filter make Boll & Kirch
Notes: In the pcs/set column, ‘eng’ means ‘engine set’, i.e. a set for one en-
gine, whereas ‘set’ means a set for the specific component(s).
Section numbers refer to Instruction Book, Vol. III containing plates with spare
parts
27021653600606603
4 (4) G95/G80ME-C10.7./5, 70-35ME-C

Wearing Parts
MAN Energy Solutions Service Letter SL2023-744 provides guiding overhaul
intervals and expected service life for key engine components.
See the latest Service Letter on
https://www.man-es.com/docs/default-source/service-letters/sl2023-744.pdf
Fig.19.08.01: Example from Service Letter

2023-08-16 - en
9007255941881483
19.08 Wearing Parts
All engines 1 (1)

9007255941881483
2023-08-16 - en
19.08 Wearing Parts
All engines
Large spare parts, dimensions and masses
General
1. 2.
3. 4.
19.09 Large spare parts, dimensions and masses
Dimensions and masses

MAX Dimensions (mm)
2024-07-19 - en
Position Section description mass

kg A B C D E
1 Cylinder liner, including cooling jacket 4,024 ø987 ø970 3,045 ø798
2 Exhaust valve 627 1,607 775 654
3 Piston complete, with piston rod 2,240 ø698 464 ø270 3,782 425
4 Cylinder cover, including valves 2,746 ø1,366 564 ø942
583 79 44-6.1.0
Fig. 19.09.01: Dimensions and masses of tools
S70ME-C10.5/-GI 1 (3)
Rotor for turbocharger
MAN
Max mass Dimensions (mm)

Turbocharger type Kg A (ø) B C (ø)
TCA44 87 ø476 874 ø455
TCA55 136 ø546 986 ø511
TCA66 228 ø684 1,168 ø608
TCA77 378 ø770 1,376 ø722
TCA88 660 ø915 1,634 ø858
561 70 21-6.3.0
Accelleron

A165-L 90 ø500 940 ø395
A170-L 130 ø580 1,080 ø455
A175-L 220 ø700 1,300 ø550

A180-L 330 ø790 1,470 ø620
A255-L 50 ø440 830 ø345
A265-L 100 ø440 930 ø345
A270-L 140 ø580 1,090 ø455
A275-L 240 ø700 1,320 ø550
A280-L 350 ø790 1,490 ø620
561 66 78-9.1.0
2024-07-19 - en
2 (3) S70ME-C10.5/-GI
MHI

MET33MA 45 ø373 662 ø364
MET33MB/MBII 55 ø373 692 ø364
MET37MB/MBII 70 ø418 804 ø408
MET42MA 69 ø462 807 ø451
MET42MB/MBII 85 ø462 847 ø451
MET48MB/MBII 155 ø524 954 ø511
MET53MA 190 ø586 1,035 ø571
MET53MB/MBII 210 ø586 1,068 ø571
MET60MA 240 ø652 1,188 ø636
MET60MB/MBII 270 ø652 1,185 ø636
MET66MA 330 ø730 1,271 ø712
MET66MB/MBII 370 ø730 1,327 ø712
MET71MA 400 ø790 1,318 ø771
MET71MB/MBII 480 ø790 1,410 ø771
MET83MA 600 ø924 1,555 ø902
MET83MB/MBII 750 ø924 1,608 ø902

MET90MA 850 ø1,020 1,723 ø996
MET90MB/MBII 1,000 ø1,020 1,794 ø996
561 68 37-2.2.0
2024-07-19 - en
Fig. 19.09.02: Large spare parts, dimensions and masses

54043230531867531
S70ME-C10.5/-GI 3 (3)
54043230531867531
2024-07-19 - en
S70ME-C10.5/-GI
List of standard tools for maintenance
General
The engine is delivered with all necessary special tools for scheduled maintenance.
The extent of the tools is stated below. Most of the tools are arranged on steel plate
panels. It is recommended to place them close to the location where the overhaul is
to be carried out, see Section 19.11.
All measurements are for guidance only.
* Depending on the tier technology selected either of the EGR or SCR tools are
applicable, MF/SF 21-9046 and MF/SF 21-9056
Mass of the complete set of tools: Approximately 6,040 kg
73903341067
Cylinder cover, MF/SF-21-9010

1 pcs Tool panel including lifting chains, grinding mandrels, extractor tools etc.
1 pcs Cylinder cover rack
1 set Cylinder cover tightening tools
73903341067
Cylinder unit tools, MF/SF 21-9014

1 pcs Tool panel including pressure testing tool, piston ring expander, stuffing
box tools, templates etc.
1 pcs Guide ring for piston
1 pcs Lifting tool for piston
1 pcs Support iron for piston
19.10 List of standard tools for maintenance

1 pcs Crossbar for cylinder liner, piston
1 pcs Measuring tool for cylinder liner
1 set Test equipment for accumulator
1 pcs ECU temporary backup cable for indicator
73903341067
Crosshead and connection rod tools, MF/SF 21-9022

1 pcs Tool panel including suspension and lifting tools,
protection in crankcase etc.
1 pcs Crankpin shell, lifting tool
2024-07-18 - en
73903341067
Crankshaft and thrust bearing tools, MF/SF 21-9026

1 pcs Tool panel including lifting, testing and retaining tools etc.
1 pcs Lifting tool for crankshaft
1 pcs Lifting tool for thrust shaft
1 pcs Main bearing shell, lifting tool
1 set Feeler gauges
73903341067
S70ME-C10.5 1 (20)
Control gear tools, MF/SF 21-9030

1 pcs Tool panel including pin gauges, chain assembly tools, camshaft tools
etc.
1 set Hook wrenches for accumulator
73903341067
Exhaust valve tools, MF/SF 21-9038

1 pcs Tool panel including grinding, lifting, adjustment and test tools etc.
73903341067
Fuel oil system tools, MF/SF 21-9042

1 pcs Tool panel including grinding, lifting, adjustment and assembly tools etc.
1 set Fuel valve nozzle tools
1 pcs Toolbox for mounting fuel pump seals
1 pcs Probe light
1 pcs Test rig for fuel valve
73903341067
Turbocharger system tools, MF/SF 21-9046

1 set Air cooler cleaning tool
1 set Guide rails, air cooler element
1 pcs Compensator, dismantling tool
1 pcs Travelling trolley
1 set Blanking plates
1 set EGR Tools
73903341067
Emmision, SCR system tools, MF/SF 21-9056

1 pcs Dummy valve

1 set Blanking plate, including packing
1 pcs Dummy seal
73903341067
General tools, MF/SF 21-9058

1 pcs Pump for hydraulic jacks including hydraulic accessories
1 set Tackles, trolleys, eye bolts, shackles, wire ropes
1 set Instruments including mechanical / digital measuring tools
1 set Hand tools including wrenches, pliers and spanners
2024-07-18 - en
73903341067
Maintenance support equipment, MF/SF 21-9060

1 set Working platforms including supports
73903341067
Hydraulic jacks, MF/SF 21-94

It is important to notice, that some jacks are used on
different components on the engine.
73903341067
2 (20) S70ME-C10.5
Personal safety equipment, MF/SF 21-9070

1 pcs Compulsory package of standard fall arrest equipment
1 pcs Supplemental fall arrest equipment, optional package
73903341067
Optional tools
1 pcs Safety ring for cylinder cover
1 pcs Cylinder liner inspection camera
1 pcs Collar ring for piston
1 pcs Support for tilting tool
1 pcs Wave cut machine for cylinder liner
1 pcs Wear ridge milling machine
1 pcs Honing tool for cylinder liner
1 pcs Valve seat and spindle grinder
1 pcs Work table for exhaust valve
1 pcs Digital insertable cylinder wear device
1 pcs Crankshaft deflection tool (Digital)
1 pcs Cleaning equipment
1 pcs Rig for large fuel valve
1 pcs Ferrous wear test kit, Option
1 pcs Cold corrosion test kit, Option
1 pcs Total base no. Test kit, Option
1 pcs Drip oil test kit, Option

73903341067
2024-07-18 - en
S70ME-C10.5 3 (20)
1. 2.
73903341067
Position Description Mass Dimensions (mm)

(kg) A B C D
1 Cylinder cover rack 144 1,630 944 791 409
2 Cylinder cover tightening tools 431 1,161 2,352

73903341067
Fig. 19.10.01: Dimensions and masses of tools, MF/SF 21-9010

2024-07-18 - en
4 (20) S70ME-C10.5
1. 3.
2. 4.

73903341067

(kg) A B C D E
1 Guide ring for piston 46 80 800
2 Lifting tool for piston 59 680 240 70 45
3 Support iron for piston 178 1,381 900 640
4 Crossbar for cylinder liner, piston 61 1,027 220 210 55 75

73903341067

2024-07-18 - en
S70ME-C10.5 5 (20)
1. 3.
2. 4.
73903341067

(kg) A B C D
1 Lifting tool for crank shaft 206 160 978 515
2 Crankpin shell, lifting tool 7 876 248 536 378
3 Lifting tool for thrust shaft 52 445 1,500 125
4 Main bearing shell, lifting tool 2 865 25

73903341067
Fig. 19.10.03: Dimensions and masses of tools, MF/SF 21-9022 and

2024-07-18 - en
MF/SF 21-9026
6 (20) S70ME-C10.5
1.
73903341067

(kg) A B C
1 Hook wrenches for accumulator 77 477 506 416
73903341067

2024-07-18 - en
S70ME-C10.5 7 (20)
1. 2.
73903341067

(kg) A B C
1 Test rig for fuel valve - PPMI 2000 58 1,425 565 565
2 Test rig for fuel valve - Fuel valve test stand 124 972 520 1,532
73903341067

2024-07-18 - en
8 (20) S70ME-C10.5
1. 3.
2.
73903341067
Position Description
1 Guide rails, air cooler element
2 Compensator, dismantling tool

2024-07-18 - en
3 Blanking plates
73903341067
S70ME-C10.5 9 (20)
1. 3.
2. 4.
73903341067

(kg) A B C
Engine with EGR:-
1 EGR Tools, lifting tools and blanking plates 105 780
Engine with SCR:-
2 Dummy valve 513 1,230 216

2024-07-18 - en
3 Blanking plate, incl packing 276 1,195
4 Dummy seal 56 206 310 196

73903341067
* Depending on the tier technology selected either of the EGR or SCR tools
are applicable

MF/SF 21-9056
10 (20) S70ME-C10.5
1. 2.
73903341067

(kg) A B C
1 Pump for hydraulic jacks including hydraulic accessories 30 330 380 380
2 Working platforms including supports 111 968 250

73903341067

MF/SF 21-9060

2024-07-18 - en
S70ME-C10.5 11 (20)
73903341067
Example of a box containing hydraulic jacks for connecting rod and end
chocks.
The exact design and dimensions will be specified by the engine builder or
subsupplier.
However, as a minimum, the boxes must be provided with the following:
▪ supports
▪ rigid handles
▪ rigid locks
▪ reinforced corners
▪ be resistant to water and oil
2024-07-18 - en
▪ hydraulic jacks must be secured in the box
The table indicates the scope and estimated size of boxes for hydraulic jacks.
Hydraulic jacks are often used at different locations, which is why not all fields
have been filled in.
Approximately dimensions in mm.
Size 1: 300 mm x 400 mm x 500 mm
Size 2: 500 mm x 700 mm x 500 mm
Size 3: 900 mm x 1200 mm x 500 mm

73903341067
12 (20) S70ME-C10.5
MF-SF Hydraulic Jacks Number of Size re- MF-SF Hydraulic Jacks Number of Size re-
boxes quired boxes quired
21-9410 Cylinder cover 1 3 21-9451 Intermediate shaft
21-9420 Piston crown 21-9452 Camshaft bearing
21-9421 Piston rod 21-9453 Main Hydraulic pipe
21-9430 Crosshead 1 1 21-9454 Moment compensator 1 1
21-9431 Connecting rod 21-9460 Exhaust spindle
21-9432 Crosshead 21-9461 Exhaust valve 1 2
21-9433 Guide planes 21-9462 Exhaust valve actuator 1 1
21-9440 Main bearing 2 2 21-9463 HPU block
21-9441 Tuning wheel 21-9464 HCU block
21-9442 Turning wheel 21-9470 Fuel pump
21-9443 Chain wheel 21-9480 Stay bolts 1 1
21-9444 AVD 21-9482 Air cooler
21-9445 Segment stopper 21-9490 Holding down bolts / 1 1

End chock
21-9446 Counter weight 21-9491 End Chock
21-9447 Torsion damper
21-9448 Turning gear 1 1

Total number of boxes containing jacks 11
21-9450 Chain tightener 1 1
73903341067
Table 19.10.01: Dimensions and masses of tools, MF/SF 21-94xx

2024-07-18 - en
S70ME-C10.5 13 (20)
1. 2.
73903341067
1 Compulsory package of standard fall arrest equipment
73903341067

2024-07-18 - en
14 (20) S70ME-C10.5
1. 3.
2. 4.

73903341067
An optional package containing supplemental fall arrest equipment can be

ordered on request.
1 Supplemental fall arrest equipment, optional package
73903341067

2024-07-18 - en
S70ME-C10.5 15 (20)
1. 2.
73903341067

(kg) A B C D
1 Wave cut machine for cylinder liner 210 1,050 780
2 Collar ring for piston 109 430 765 467 1,050

73903341067
Fig. 19.10.12: Dimensions and masses of tools, Optional tools
2024-07-18 - en
16 (20) S70ME-C10.5
1. 3.
2. 4.

73903341067

(kg) A B C
1 Digital insertable cylinder wear device 21 820 420 250
2 Wear ridge milling machine 47 780 450
3 Crankshaft deflection tool (Digital) 15 575 400
4 Cylinder liner inspection camera 2 763 92

73903341067

2024-07-18 - en
S70ME-C10.5 17 (20)
1.
73903341067

(kg) A B C D
1 Valve seat and spindle grinder 550 1,050 3,040 90 600
73903341067
2024-07-18 - en
18 (20) S70ME-C10.5
1.

-
73903341067

(kg) A B C D E
1 Worktable for exhaust valve 230 2,320 1,600 800 1,800 2,300
73903341067

2024-07-18 - en
S70ME-C10.5 19 (20)
1. 3.
2.
2024-07-18 - en
73903341067

(kg) A B C
1 Honing tool for cylinder liner 590 1,250 1,045 2,380
2 Rig for large fuel valve 75 971 700 572
3 Cleaning equipment 25 800 700 500

73903341067

73903341067
20 (20) S70ME-C10.5
Tool panels
General
Fig. 19.11.01: Tool panels.

19.11 Tool panels
S70ME-C10.5 1 (2)
Mass of tools and panels

Section Tool panel Total mass of tools
and panels in kg
21-9010 Cylinder cover 96
Panel including lifting chains, grinding mandrels, extractor tools etc.
21-9014 Cylinder unit tools 182

Panel including pressure testing tool, piston ring expander, stuffing box tools, tem-
plates etc.
21-9022 Crosshead and connection rod tools 192

Panel including suspension, lifting tools, protection in crank case, etc.
21-9026 Crankshaft and thrust bearing tools 128

Panel including lifting, testing and retaining tools, etc.
21-9030 Control gear tools 82

Panel including pin gauges, chain assembly tools, camshaft tools, lifting attachments
etc.
21-9038 Exhaust valve tools 69

Panel including grinding, lifting, adjustment and test tools, etc.
21-9042 Fuel oil system tools 82

Panel including grinding, lifting, adjustment and assembly tools, etc.
18014451405575691
Table 19.11.01: Tool panels.

18014451405575691
19.11 Tool panels
2 (2) S70ME-C10.5
Optional tools
Fig. 19.12.01 shows the wide range of optional tools which can be requested
for on-board maintenance. Optional tools are a supplement to the standard
set of tools specified for each engine. Optional tools are available via MAN En-
ergy Solutions, or directly via our co-operation agreement holders.
2024-07-22 - en
19.12 Optional tools
Fig. 19.12.01: Outline of optional tools
Inspection tools
The objective of a condition-based overhaul (CBO) strategy is to obtain the
highest number possible of safe running hours. An overhaul should only be
carried out when necessary, and the most important factor in a CBO strategy
is the evaluation of the engine condition. This is done through regular scav-
enge port inspections and logging of wear and hot corrosion.
All engines 1 (21)

MAN Energy Solutions recommends to use the following optional measuring

tools.
Digital cylinder liner measuring tool

The insertable digital cylinder liner measuring tool in Fig. 19.12.02 facilitates
liner condition monitoring.
Fig. 19.12.02: The insertable cylinder liner measuring tool is available from dif-
ferent makers for engine bore size 40 and up
The cylinder liner wear profile can be predicted by regularly performing meas-
urements during scavenge port inspections.
Measurements are done without removing the cylinder cover or exhaust valve
housing, which saves time and enables more frequent measurements than
when using the standard measuring tool.
2024-07-22 - en
2 (21) All engines

Liner condition camera

The liner condition camera in Fig. 19.12.03 is used for in situ photography of
the cylinder liner walls and piston rings in two-stroke engines.
Fig. 19.12.03: Liner condition camera

The photos can be used for evaluating cylinder condition parameters such as
cleanliness of ring land, size of cylinder wear edge, cylinder honing mark and
wave-cut groove extension, as well as black lacquering from corrosive wear
and bore polish.
2024-07-22 - en
All engines 3 (21)

Digital crankshaft deflection measuring tool

Crank web deflection measurements are used to assess the alignment of the
crank throws and the main bearings. Compared to the standard tool with
mechanical dial gauge, the digital crankshaft deflection tool has a higher ac-
curacy, easier reading and is able to store data, see Fig. 19.12.04.
The digital measuring tool is available for all engine bore sizes.
Fig. 19.12.04: Digital crankshaft deflection measuring tool
2024-07-22 - en
Handling, grinding or refreshing tool

The following tools are recommended for best practice overhaul.
4 (21) All engines

Wear ridge milling machine

The wear ridge milling machine in Fig. 19.12.05 removes the wear ridge cre-
ated in the top of the cylinder liner.
Fig. 19.12.05: Wear ridge milling machine

The ridge must be removed before pulling the piston, to prevent damage of
the piston, and/or lifting of the cylinder liner.
The risk of damaging piston rings, when pulling a piston without removing the
wear ridge, is especially high for CPR rings. The wear ridge milling machine
minimises the risk of liner damage due to uncontrolled grinding. The wear
ridge milling machine can also be used to create a groove in the top of the
liner to prevent the build-up of a new wear ridge.
The wear ridge milling machine is available in two different versions: A stand-
ard milling machine, and a customised milling machine which does not require
a hot works permit. The wear ridge milling machine is available for all engine
bore sizes.
Honing machine
Honing is the best method for removing liner ovality, which causes premature
ring breakage. Honing will also remove liner surface hardening and re-estab-
2024-07-22 - en
lish a normal wear rate of a hardened liner.

The honing machine can be used on its own, or combined with the wave-cut
machine, see Fig. 19.12.06.
All engines 5 (21)

Fig. 19.12.06: Cylinder liner with honing machine 2024-07-22 - en

6 (21) All engines

Wave-cut machine
The purpose of the wave-cut machine in Fig. 19.12.07 is to re-establish the
wave-cut pattern of the cylinder liner wall, which retains oil and facilitates run-
ning-in of new piston rings.
2024-07-22 - en
Fig. 19.12.07: Cylinder with wave-cut machine and wave-cut pattern

Wave-cutting does not compensate for liner ovality. The wave-cut machine
can be used on its own, or combined with honing.
All engines 7 (21)

Worktable for exhaust valve

The exhaust valve worktable ensures that maintenance of the complete ex-
haust valve, or the exhaust valve housing can be carried out safely and easily,
see Fig. 19.12.08. The worktable is available for all bore sizes.
Fig. 19.12.08: Worktable for exhaust valve

2024-07-22 - en
8 (21) All engines

Exhaust valve seat and spindle grinder

The exhaust valve seat and spindle grinder enables easy and accurate on-
board grinding of the exhaust valve spindle and bottom piece sealing sur-
faces. See Fig. 19.12.09.
2024-07-22 - en
Fig. 19.12.09: Exhaust valve seat and spindle grinder

There are different versions of the grinder and it can be ordered for all engine
bore sizes.
All engines 9 (21)

Dummy seal for SCR system
Fig. 19.12.10: Dummy seal for SCR system
Safety tools
Personal safety tools

Working on, or inside two-stroke engines are connected with the risk of falling
down. The risk of falling down can be mitigated by using fall protection equip-
ment, see Fig. 19.12.11.
The supplementary fall arrest safety equipment is CE or ANSI approved and
includes a safety harness and lanyards.
a)
Lightweight full body harness (1,3 kg):
▪ Attach point on the backside
▪ Easy donning and adjustment
▪ Certified according to North Amer-
ican, European, and Russian stand-
ards
▪ Available in three sizes.
2024-07-22 - en
10 (21) All engines

b)
Mini fall arrest block with steel hook:
▪ Extracts up to max. 2 m for flexibility
▪ Brake stops a free fall within a few
centimeters
▪ Connects directly to the harness at-
tach point at the hip, and hooks to a
safe anchor point.
c)
Working positioning lanyard (2 m):
▪ Adjustable length and one-hand op-
erated steel hook
▪ Connects directly to the harness at-
tach point at the hip, and hooks to a
safe anchor point.
Fig. 19.12.11: Full body harness (a), mini fall arrest block (b) and working posi-
tioning lanyard (c)
2024-07-22 - en
All engines 11 (21)

Safety ring for cylinder cover

The safety ring in Fig. 19.12.12 is used to provide access to the cylinder liner
through the exhaust valve bore of the cylinder cover. This option is available
for bore size 90 and above. For smaller bore sizes, the cylinder cover has to
be dismantled.
Fig. 19.12.12: Safety ring for cylinder cover
Tools for reduced lifting height

The optional tool package for engine rooms with reduced lifting height in-
cludes a collar ring which makes it possible to tilt the piston, thereby reducing
the required lifting height.
It is possible to order engines with a bore-size smaller than 70 for engine
rooms with a procedure for reduced lifting height. The tool package can be
ordered for these engines upon request.
Tilted lift is not allowed for the cylinder liner, but the MAN B&W double jib en-
gine room crane reduces the necessary lifting height compared to the single
crane standard solution. If possible, lifting screws for the double jib crane are
included in the tool package for engine rooms with reduced lifting height, see
Figs. 19.12.13 and 19.12.14.
2024-07-22 - en
12 (21) All engines

Fig. 19.12.13: Piston tool for reduced lifting height

2024-07-22 - en
All engines 13 (21)

Fig. 19.12.14: Cylinder liner tool for engine rooms with reduced lifting heights
Ultrasonic cleaning system

An ultrasonic cleaning system can be installed onboard to enable cleaning of
smaller engine parts such as fuel and spray nozzles, filters, etc. using ultra-
sound waves in a specific chemical cleaning bath. The system is available in
different sizes. See Fig. 19.12.15.
2024-07-22 - en
Fig. 19.12.15: Onboard ultrasonic cleaning system
14 (21) All engines

Rig for large fuel valve

The rig in Fig. 19.12.16 facilitates overhaul work on large injection valves, e.g.
dismantling and cleaning.
Fig. 19.12.16: Rig for large fuel valve

The depicted valve fixture bolted to the rig is a part of the standard mainten-
ance tool package.
2024-07-22 - en
All engines 15 (21)

Tools for oil testing

Clean lubricating oil is fundamental for the operation of an MAN B&W engine.
MAN Energy Solutions recommends testing cylinder oil samples to detect
metal particles and to determine the level of corrosive elements to avoid ex-
cessive cylinder liner wear.
Contaminants in the lubricating oil may damage hydraulic components. The
following equipment is available for testing the lubricating oil:
▪ Ferrous wear test equipment (Fig. 19.12.17) for detecting metal particles
in samples of cylinder lubricating oil
▪ Additional consumable pack for ferrous wear test equipment containing
500 test tubes and sampling pipettes.
2024-07-22 - en
Fig. 19.12.17: Ferrous wear test equipment for detecting metal particles in
samples of cylinder lubricating oil
16 (21) All engines

▪ Cold corrosion test equipment (Fig. 19.12.18) for obtaining the level of
corrosive elements in the cylinder lubricating oil, including reagent pack for
100 tests
▪ Additional reagent pack for cold corrosion test kit containing reagents for
100 tests.
Fig. 19.12.18: Cold corrosion test equipment for obtaining the level of corros-
ive elements in the cylinder liner lubricating oil
2024-07-22 - en
All engines 17 (21)

▪ Total base number test kit (Fig. 19.12.19) for determining viscosity, total
base number, total acid number, and a soot and water content in the oil
▪ Additional reagent pack for total base number test kit containing reagents
for 50 tests.
Fig. 19.12.19: Total base number test kit for determining viscosity, total base
number, total acid number, soot and water in oil
2024-07-22 - en
18 (21) All engines

▪ Drip oil analyser (Fig. 19.12.20) for measuring the total iron content in the
cylinder lubricating oil, which indicates corrosive and abrasive wear.
Fig. 19.12.20 Drip analyser for measuring the total iron content in the cylinder
lubricating oil
2024-07-22 - en
All engines 19 (21)

▪ Rack, including 12 pcs. of iron testing units for the drip oil analyser
Fig. 19.12.21: Rack, including 12 pcs. of iron testing units for the drip oil ana-
lyser
▪ Pipette for drip oil analyser, Fig 19.12.22.
2024-07-22 - en
Fig. 19.12.22: Pipette for drip oil analyser
20 (21) All engines

Appendix: Tool plates for optional tools

Table 19.12.01 shows tool plates with optional tools described in previous
sections. For ordering, contact MAN PrimeServ and state IMO no., engine
type, plate no. and item no. of the tool in question.
Plate No. Description
2270-0610 Digital insertable cylinder liner measuring tool
1070-1035 Digital crankshaft deflection measuring tool
2270-0620 Wear ridge milling machine
2270-0630 Honing machine
2270-0630 Wave-cut machine
2270-0220 Worktable for exhaust valve
2270-0210 Exhaust valve seat and spindle grinder
0570-0100 Personal safety package
2270-0335 Safety ring for cylinder liner
2270-0460 Tools for reduced lifting height, bore sizes smaller than 70
4270-0240 Rig for large fuel valve
3070-0600 Ferrous wear meter (FWM) test kit
3070-0600 Consumable pack for FWM
3070-0600 Cold corrosion test kit (CCTK)
3070-0600 Reagent pack for CCTK
3070-0600 Total base number (TBN) test kit
3070-0600 Reagent pack for TBN
3070-0600 DOT FAST drip oil analyser
3070-0600 DispoRack, including 12 pcs. of iron testing units
3070-0600 MicroMan pipette

63050437660521739
Table 19.12.01: Tool plates for optional tools

63050437660521739
2024-07-22 - en
All engines 21 (21)

63050437660521739
2024-07-22 - en
All engines
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas 20 Project support and documentation
21 Appendix
61147093131
1 (1)

Project support and documentation

The selection of the ideal propulsion plant for a specific newbuilding is a com-
prehensive task. However, as this selection is a key factor for the profitability
of the ship, it is of the utmost importance for the end-user that the right
choice is made.
MAN Energy Solutions is able to provide a wide variety of support for the ship-
ping and shipbuilding industries all over the world.
The knowledge accumulated over many decades by MAN Energy Solutions
covering such fields as the selection of the best propulsion machinery, optim-
ization of the engine installation, choice and suitability of a power take off for a
specific project, vibration aspects, environmental control etc., is available to
shipowners, shipbuilders and ship designers alike.
Part of this information can be found in the following documentation:
• Marine engine programme
• Turbocharger selection
• Installation drawings
• CEAS - Engine room dimensioning
• Project guides
• Technical papers
The publications are available at:
www.marine.man-es.com--> Marine --> Planning tools & download.
Project guides
For each engine type of MC, ME or ME-B design a ‘Project Guide’ has been
prepared, describing the general technical features of that specific engine
type, and also including some optional features and equipment.
The information is general, and some deviations may appear in a final engine
documentation, depending on the content specified in the contract and on
the individual licensee supplying the engine. The Project Guides comprise an
20.01 Project support and documentation

extension of the general information in the Engine Selection Guide, as well as
specific information on such subjects as:
• Engine design
• Engine layout and load diagrams, SFOC
• Turbocharger selection & exhaust gas by-pass
• Electricity production
• Installation aspects
• List of capacities: Pumps, coolers & exhaust gas
• Fuel oil
2024-05-06 - en
• Lubricating oil
• Cylinder lubrication
• Piston rod stuffing box drain oil
• Central cooling water system
• Seawater cooling
• Starting and control air
• Scavenge air
• Exhaust gas
• Engine control system
• Vibration aspects
• Monitoring systems and instrumentation
ME-B, ME/ME-C/-GI/-GA, MC/MC-C 1 (2)

• Dispatch pattern, testing, spares and tools

• Project support and documentation
• Appendix
36028848963420043
20.01 Project support and documentation
2024-05-06 - en
2 (2) ME-B, ME/ME-C/-GI/-GA, MC/MC-C

CEAS application
General
Additional customised information can be obtained from MAN Energy Solu-
tions as project support. For this purpose, we have developed the CEAS ap-
plication, by means of which specific calculations can be made during the
project stage.
The CEAS Application

The CEAS application is found at
https://www.man-es.com-->CEAS En-gine Calculation.
On completion of the CEAS application, a report is generated covering the fol-

lowing:
• Main engine room data
• Specified main engine and ratings
• Ambient reference conditions
• Expected SFOC, lube oil consumption, air and exhaust gas data
• Necessary capacities of auxiliary machinery (SMCR)
• Starting air system, engine dimensions, tanks, etc.
• Tables of SFOC and exhaust gas data
• Heat dissipation of engine
• Water condensation separation in air coolers
• Noise – engine room, exhaust gas, structure borne
• Preheating of diesel engine
• Alternative engines and turbochargers, further reading
.
Links to related MAN Energy Solutions publications and papers are provided,
too.
Supplementary Project Data on Request

Further to the data generated by the CEAS application, the following data are
available on request at the project stage:
• Estimation of ship’s dimensions
• Propeller calculation and power prediction
• Selection of main engine
• Main engines comparison
20.02 CEAS application
2023-07-06 - en
• Maintenance and spare parts costs of the engine

• Total economy – comparison of engine rooms
• Steam and electrical power – ships’ requirement
• Utilisation of exhaust gas heat
• Utilisation of jacket cooling water heat, fresh water production
• Exhaust gas back pressure
• Layout/load diagrams of engine.
Contact MAN Energy Solutions Copenhagen in this regard.

45036048218192267
All engines 1 (1)

45036048218192267
20.02 CEAS application
2023-07-06 - en
All engines
Extent of delivery
20.03 Extent of delivery

2024-05-06 - en
77593560459
All engines 1 (1)

77593560459
20.03 Extent of delivery
2024-05-06 - en
All engines
Installation documentation
When a final contract is signed, a complete set of documentation, in the fol-
lowing called ‘Installation Documentation’, will be supplied to the buyer by the
engine maker.
The extent of Installation Documentation is decided by the engine maker and
may vary from order to order.
As an example, for an engine delivered according to MAN Energy Solutions
‘Copenhagen standard extent of delivery’, the Installation Documentation is
divided into the volumes ‘A’ and ‘B’:
• Volume ‘A’
Mainly comprises general guiding system drawings for the engine room
• Volume ‘B’
Mainly comprises specific drawings for the main engine itself.
Most of the documentation in volume ‘A’ are similar to those contained in the
respective project guides, but the installation documentation will only cover
the order-relevant designs.
The engine layout drawings in volume ‘B’ will, in each case, be customised
according to the buyer’s requirements and the engine maker’s production fa-
cilities.
A typical extent of a set of volume ‘A’ and B’ drawings is listed in the follow-
ing.
For questions concerning the actual extent of Installation Documentation,
please contact the engine maker.
Engine-relevant documentation
Engine data, on engine

External forces and moments
Guide force moments
Water and oil in engine
Centre of gravity
Basic symbols for piping 20.04 Installation documentation
Instrument symbols for piping
Balancing
Engine connections
2024-05-06 - en
Engine outline
List of flanges/counterflanges
Engine pipe connections
Engine instrumentation
List of instruments
Connections for electric components
Guidance values automation, engine
Electrical wiring
All engines 1 (7)

Engine control system

Engine control system, description
Engine control system, diagrams
Pneumatic system
Speed correlation to telegraph
List of components
Sequence diagram
Control equipment for auxiliary blower

Electric wiring diagram
Auxiliary blower
Starter for electric motors
Shaft line, on engine

Crankshaft driving end
Fitted bolts
Turning gear
Turning gear arrangement
Turning gear, control system
Turning gear, with motor
Spare parts
List of spare parts
Engine paint
Specification of paint
Gaskets, sealings, O-rings

Instructions
20.04 Installation documentation
Packings
Engine pipe diagrams

2024-05-06 - en
Engine pipe diagrams

Bedplate drain pipes
Basic symbols for piping
Lubricating oil, cooling oil and hydraulic oil piping
Cylinder lubricating oil pipes
Stuffing box drain pipes
Cooling water pipes, air cooler
Jacket water cooling pipes
Fuel oil drain pipes
Fuel oil pipes
Control air pipes
2 (7) All engines

Starting air pipes

Turbocharger cleaning pipe
Scavenge air space, drain pipes
Scavenge air pipes
Air cooler cleaning pipes
Exhaust gas pipes
Steam extinguishing, in scavenge air box
Oil mist detector pipes, if applicable
Pressure gauge pipes
Engine room-relevant documentation
Engine data, in engine room

List of capacities
Basic symbols for piping
Lubricating and cooling oil

Lubricating oil bottom tank
Lubricating oil filter
Crankcase venting
Lubricating and hydraulic oil system
Lubricating oil outlet
Cylinder lubrication
Cylinder lubricating oil system
Piston rod stuffing box

Stuffing box drain oil cleaning system
Seawater cooling
Seawater cooling system
Jacket water cooling

Jacket water cooling system
Deaerating tank
2024-05-06 - en
Deaerating tank, alarm device
Central cooling system

Central cooling water system
Deaerating tank
Deaerating tank, alarm device
All engines 3 (7)

Fuel oil system

Fuel oil heating chart
Fuel oil system
Fuel oil venting box
Fuel oil filter
Compressed air
Starting air system
Scavenge air
Scavenge air drain system
Air cooler cleaning

Air cooler cleaning system
Exhaust gas
Exhaust pipes, bracing
Exhaust pipe system, dimensions
Engine room crane

Engine room crane capacity, overhauling space
Torsiograph arrangement
Torsiograph arrangement
Shaft earthing device

Earthing device
Fire extinguishing in scavenge air space

Fire extinguishing in scavenge air space
Instrumentation
2024-05-06 - en
Axial vibration monitor
Engine seating
Profile of engine seating
Epoxy chocks
Alignment screws
4 (7) All engines

Holding-down bolts
Holding-down bolt
Round nut
Distance pipe
Spherical washer
Spherical nut
Assembly of holding-down bolt
Protecting cap
Arrangement of holding-down bolts
Side chocks
Side chocks
Liner for side chocks, starboard
Liner for side chocks, port side
End chocks
Stud for end chock bolt
End chock
Round nut
Spherical washer, concave
Spherical washer, convex
Assembly of end chock bolt
Liner for end chock
Protecting cap
Engine top bracing

Top bracing outline
Top bracing arrangement
Friction materials
Top bracing instructions
Top bracing forces
Top bracing tension data
Shaft line, in engine room
Static thrust shaft load
Fitted bolt
2024-05-06 - en
Power take-off
List of capacities
PTO/RCF arrangement,if fitted
Large spare parts, dimensions

Connecting rod studs
Cooling jacket
Crankpin bearing shell
Crosshead bearing
Cylinder cover stud
All engines 5 (7)

Cylinder cover
Cylinder liner
Exhaust valve
Exhaust valve bottom piece
Exhaust valve spindle
Exhaust valve studs
Fuel valve
Main bearing shell
Main bearing studs
Piston complete
Starting valve
Telescope pipe
Thrust block segment
Turbocharger rotor

Material sheets
MAN Energy Solutions standard sheets Nos.:
• S19R
• S45R
• S25Cr1
• S34Cr1R
• C4
Engine production and installation-relevant documentation
Main engine production records, engine installation drawings

Installation of engine on board
Dispatch pattern 1, or
Dispatch pattern 2
Check of alignment and bearing clearances
Optical instrument or laser

Reference sag line for piano wire
Alignment of bedplate
Piano wire measurement of bedplate
Check of twist of bedplate
Crankshaft alignment reading
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Bearing clearances
Check of reciprocating parts
Production schedule Inspection after shop trials
Dispatch pattern, outline
Preservation instructions
Shop trials
Shop trials, delivery test
Shop trial report
6 (7) All engines

Quay trial and sea trial

Stuffing box drain cleaning
Fuel oil preheating chart
Flushing of lubricating oil system
Fresh water system treatment
Fresh water system preheating
Quay trial and sea trial
Adjustment of control air system
Adjustment of fuel pump
Heavy fuel operation
Guidance values automation
Flushing procedures
Lubricating oil system cleaning instruction
Tools
36028848298767371
Engine tool
List of tools
Outline dimensions, main tools
List of tools
Tool panels
Engine seating tools

Hydraulic jack for holding down bolts
Hydraulic jack for end chock bolts
Auxiliary equipment
Ordered auxiliary equipment
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All engines 7 (7)

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All engines
01 Engine design
07 Fuel
08 Lubricating oil
14 Scavenge air
15 Exhaust gas
21 Appendix
21 Appendix
61147098635
1 (1)

21 Appendix
Symbols for piping
Lines, Pipes etc.

Line, primary process
Line, secondary process
Control line, general type
Control line, capilar type
Lines connected
Crossing lines, connected
Crossing lines, not connected
Interruption of pipe line
Interruption of pipe line with reference indication
Pipeline or duct with thermal insulation
Pipeline with thermal insulation, heated or cooled by a separate

circuit, end

circuit

circuit, end
Jacketed (sleeved) pipeline with thermal insulated

21.00 Symbols for piping
Jacketed (sleeved) pipeline with thermal insulated, end

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Jacketed (sleeved) pipeline
Jacketed (sleeved) pipeline, end
Change of pipe diameter, pipe reducer
Pipe slope, located above pipe
All Engines 1 (11)

Interlocked, located in interlocked line
Indication of valve normally open. With the symbol ‘function’ field
Indication of valve normally closed. With the symbol ‘function’ field
Indication specification boundary
36028848298761483
Flanges, Connections and Other in-line Pipe Fittings

Flange, single
Flange coupling, flange pair, blind flange
Flange coupling, clamped
Screw joint
Quick release coupling
Quick release coupling, with automatically closing when uncoupled
End cap, threaded
End cap
Orifice
Swing blind, closed
Swing blind, open

Rupture disc
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Siphon
Boss
Boss with intersection pipe
Spray nozzle, single
2 (11) All Engines

Spray nozzle, multiple
Pipe Supports
Pipe support, fixation type
Pipe support, sliding type
Wall Penetrations, Drains and Vents

Wall or roof penetration, general
Wall or roof penetration, general, jacketed (sleeved) pipeline
Wall or roof penetration, sealed. * Shall be replaced with a

designation for the type of seal, e.g. fire
Drain, funnel etc.
Drain pan
Vent, outlet to atmosphere
Vent, outlet to atmosphere outside enclosure
Valve Symbols
2-way on-off valve, straight type, general
2-way on-off valve, angle type, general
3-way valve, general

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4-way valve, general
Non-return function, check function, flow left to right
Control valve, straight type, general
Control valve, angle type, general
All Engines 3 (11)

Control valve, 3-way type, general
Pre-set control valve, e.g. flow balancing valve
Safety function, straight type general, inlet / internal side to the left
Safety function, angle type general, inlet / internal side bottom
Breather valve, straight type general, with safety function, e.g. tank
overpressure / vacuum function
Breather valve, angle type general, with safety function, e.g. tank
overpressure / vacuum function
3-way plug valve, L-bore, general
3-way plug valve, T-bore, general
4-way plug valve, double L-bore, general
Supplementary Valve Symbols

Valve, globe type
Valve, gate type
Valve, butterfly type
Valve, ball type
Valve, piston or plunger type
Valve, plug type

Valve, diaphragm type

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Valve, hose type
Valve, needle type
Manual Operators
Manually operated
4 (11) All Engines

Manually operated, by pushing
Manually operated, by pulling
Manually operated, by pulling and pushing
Manually operated, by a lever
Manually operated, by a pedal
Manually operated, incl. locking device
Mechanical Operators
Mechanically operated, by weight
Mechanically operated, by float
Mechanically operated, by spring
Electric Drivers
Electrical motor
Electrical motor, adjustable
Automatic Operators
Actuator, without indication of type
Single-acting hydraulic actuator

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Double-acting hydraulic actuator
Single-acting pneumatic actuator
Double-acting pneumatic actuator
Single-acting diaphragm actuator
All Engines 5 (11)

Double-acting diaphragm actuator
Single- or double-acting fluid actuator. (For double- acting, two pilot

lines are needed)
Electromagnetic actuator
Self-operated pressure sustaining control diaphragm. Upstream to

valve, right side
Self-operated pressure reducing control diaphragm. Upstream to

valve, right side
Spindle Information, e.g. Safety Operators

Fail to close
Fail to open
Quick-closing
Quick-opening
Double-acting, fail freeze
Double-acting, fail freeze, drifting against open position
Double-acting, fail freeze, drifting against closed position
Limit switch, mechanical type
Flow Meters
Flow meter, general
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Flow meter, propeller, turbine and screw type
Flow meter, orifice type
Flow meter, flow nozzle type
Flow meter, venturi type
6 (11) All Engines

Flow meter, pitot tube type
Flow meter, vortex type
Flow meter, ultrasonic in-line type
Flow meter, ultrasonic clamp-on type
Flow meter, magnetic type
Flow meter, Coriolis type
Flow switch, paddle type
Various
Air release valve
Condensate release valve
Restrictor, multistage type
Flow straightener
Viewing glass
Silencer
Flow restriction
Flow restriction, adjustable

Level indicator
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Dampers
2-way on-off damper, general
Multi-leaf damper, louvre type
3-way on-off damper, general
All Engines 7 (11)

Non return damper, general
Safety damper, general
Safety Devices Other than Valves

Flame arrester, general
Flame arrester, explosion- proof
Flame arrester, fireresistant
Flame arrester, detonation- proof
Expansions
Expansion loop
Expansion sleeve
Expansion joint / compensator bellow
Flexible pipe, hose
Liquid Pumps
Pump, general
Pump, positive displacement type
Pump, centrifugal type

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Pump, hand type
Pump, gear type
Pump, screw type
Pump, piston type
8 (11) All Engines

Pump, piston radial type
Pump, membrane type
Pump, ejector type
Fans, Ventilators and Compressors

Fan, ventilator, blower, compressor. General
Fan, ventilator, blower, compressor. Rotary vane type
Fan, ventilator, blower, compressor. Impeller type
Fan, ventilator, blower, compressor. Screw type
Fan, ventilator, blower, compressor. Reciprocating piston type
Fan, ventilator, blower, compressor. Rotary reciprocating piston

type
Fan, ventilator, blower, compressor. Reciprocating diaphragm type
Fan, ventilator, blower, compressor. Turbo type
Fan, ventilator, blower, compressor. Rotary piston type, e.g. Roots

type
Turbocharger
Filters, Separators
Screen, strainer, general
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Screen, strainer with pit for draining
In-line strainer, general
Cartridge filter, bag filter etc, general
Cartridge filter, bag filter etc flow direction outside - in, general
Cartridge filter, bag filter etc, flow direction inside - out, general
All Engines 9 (11)

Permanent magnet filter
Filter with backflush, Bernoulli type
Filter with continuous backflush
Separator, cyclone type
Separator, centrifuge type
Separator, impact type
Heat Exchangers
Heat exchanger, general
Condenser with hot well
Electrical heater, superheater
Heat exchanger with plate
Heat exchanger with tubes
Heat exchanger with ubend tubes
Heat exchanger with coil-shaped tubes
Electrical heating element
Heating or cooling coil

Finned tube
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Tanks
Open tank, basin
Closed tank
10 (11) All Engines

Closed tank with sloped bottom
Tank with flat bottom and conical roof
Tank with flat bottom and dished roof
Vessel with dished ends
Vessel with spherical ends
Accumulator
Gas cylinder
Instrumentation, General
Instrument with two letters, e.g. PI
Instrument with three letters, e.g. DPI
36028848298761483
079 07 70-5.9.1
36028848298761483
Fig. 21.00.01: Basic symbols for pipe plants according to MAN Energy Solu-
tions
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All Engines 11 (11)

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All Engines
List of abbreviations
A CPU central processing unit
ACC automatic combustion control CR common rail
ACCo adaptive cylinder oil control CWCU cooling water control unit
ACS ammonia capture system
ACU auxiliary control unit D
AFR air-fuel ratio DF dual fuel
AMS alarm and monitoring system DLF dynamic limiter function
ATDC after top dead centre DMA distillate marine A (marine gas oil fuel
grade)
AVD axial vibration damper DSO design specification order
AWC adverse weather condition DUN design update note
B E
BHP brake horsepower ECA emission control area
BMEP brake mean effective pressure EC-MOP engine control – main operating panel
BN base number ECR engine control room
BOG boil-off gas ECS engine control system
BSR barred speed range EcoEGR name of SFOC-optimised version of the
EGR system (Tier III technology)
BTDC before top dead centre ECU engine control unit
BWMS bearing wear monitoring system EEDI energy efficiency design index
EEXI energy efficiency existing ship index
C EGB exhaust gas bypass
CA crank angle EGB-LL EGB low-load
CAD crank angle degree EGB-PL EGB part-load
CCU cylinder control unit EGR exhaust gas recirculation
CEAS computerised engine application sys- EGRBP exhaust gas recirculation bypass
tem
21.01 List of abbreviations
CF carbon factor EGRC exhaust gas recirculation cooler

CII carbon intensity indicator EGRTC exhaust gas recirculation turbocharger
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cut-out
CL controlled leakage EHP engine handle panel
CNG compressed natural gas EICU engine interface control unit
CoCoS computer controlled surveillance ELBI electronic booster injection
COL controlled oil level ELBI electronic block injection
CPP controllable pitch propeller ELFI electronic fuel injection
CPR controlled pressure relief ELGI electronic gas injection
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All engines 1 (5)

ELGIB electronic gas injection block GCCO gas cylinder cut-out

ELSQ electronic sequential valve GCR gear constant ratio
ELVA electronic valve actuation GCRV gas channel relief valve
ELWC electronic window control GCSU gas cylinder safety unit
ELWI electronic window valve GCU gas combustion unit
EMG engine mounted generator GPCU gas plant control unit
EMS engine management services GPSU gas plant safety unit
ESAL engine supported air lubrication genset generating set
ESP emergency stop panel GHG greenhouse gas
EU ETS EU Emissions Trading System GI gas injection (engine designation)
GIE gas injection ethane (engine designa-
tion)
F GIV gas injection valve
FAME fatty acid methyl ester GRU gas regulation unit
FAT factory acceptance test GVT gas valve train
FBIV fuel booster injection valve GVU gas valve unit
FBIVM fuel booster injection valve for methanol GWP global warming potential
FBIVP fuel booster injection valve for propane
FBIVS fuel booster injection valve for sequen- H
tial
FC frequency converter HC hydrocarbon
FCV flow control valve HCU hydraulic cylinder unit
FF floating frequency HCUS hydraulic cylinder unit - sequential
FGIV fuel gas injection valve HFO heavy fuel oil
FGSS fuel gas supply system HD HHI Hyundai Heavy Industries
FPP fixed pitch propeller HP high pressure
FIV fuel injection valve HPS hydraulic power supply
FIVA fuel injection valve actuator HPSCR high-pressure selective catalytic reduc-
tion
FO fuel oil HPT high-pressure tuning

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FRC fuel-ratio control HR heavy running

FSN filtered smoke number HRR heat release rate
FVT fuel valve train HSFO high-sulphur fuel oil
HT high temperature
G HVO hydrotreated vegetable oil
GACU gas auxiliary control unit
GAV gas admission valve
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2 (5) All engines

I LP low pressure
IFPS integrated front-end power system LPG liquefied petroleum gas
IGC International Code for the Construction LPSCR low-pressure selective catalytic reduc-
and Equipment of Ships Carrying Lique- tion
fied Gases in Bulk
IGF International Code of Safety for Ship LR light running
Using Gases or Other Low-flashpoint
Fuels
IMEP indicated mean effective pressure LRM light running margin
IMO International Maritime Organization LS low sulphur
ISO International Organization for Standard- LSFO low-sulphur fuel oil
ization
LT low temperature
L
LCV lower calorific value M
LDCL load dependent cylinder liner (cooling MAN ES MAN Energy Solutions
water system)
LEG liquefied ethane gas MARPOL International Convention for the Preven-
tion of Pollution from Ships
LEL lower explosion limit MBIV micro-booster injection valve
LFF low-flashpoint fuel MCR maximum continuous rating
LFSS low-flashpoint-fuel supply system MDO marine diesel oil
LGI liquid gas injection (engine designation) MEP mean effective pressure
LGIA liquid gas injection ammonia (engine MEPC Marine Environment Protection Com-
designation) mittee (MEPC 80 – 80th session of
marine environment protection commit-
tee, July 2023)
LGIM liquid gas injection methanol (engine MGV master gas valve
designation)
LGIM-W LGIM with water emulsion MHI Mitsubishi Heavy Industries
(engine designation)
LGIP liquid gas injection LPG (engine desig- MHP manoeuvre handle panel
nation)
LHV lower heating value MIP mean indicated pressure
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LL licence letter MGO marine gas oil

LNG liquefied natural gas MOP main operating panel
LOP local operating panel MPC multi purpose controller
MSC Maritime Safety Committee (MSC.1/
Circ.1621 Interim Guidelines For The
Safety Of Ships Using Methyl/Ethyl Al-
cohol As Fuel)
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All engines 3 (5)

N S
NECA nitrogen oxides (NOx) emission control SAC scavenge air cooler
area
NMCR nominal maximum continuous rating SACU second fuel auxiliary control unit
NOL no objection letter SCR selective catalytic reduction
NPSH net positive suction head SCSU second fuel cylinder safety unit
SCSU second fuel cylinder sensor unit
O SDF specified dual-fuel operation
ORC organic rankine cycle SECA sulphur oxide (SOx) emission control
area
OSU oxygen sensor unit SEQ sequential
SF synchronous frequency
P SF second fuel
PBIV pilot booster injection valves SFOC specific fuel oil consumption
PCP propulsion control panel SGC specific gas consumption
PCV pressure control valve SGAV safe gas admission valve
PEVA proportinal exhaust valve actuator SL service letter
PFI port fuel injection SMCR specified MCR
PIV pilot injection valve SNG synthetic natural gas
PMS power management system SOB sealing oil block valve
PSC propeller shaft clutch SOLAS Safety of Life at Sea (International Con-
vention for the Safety of Life at Sea,
1974)
PSV pressure safety valve SOV shut-off vlave
PTG power turbine generator SPCU second fuel plant control unit
PTH power take home SPOC specific pilot oil consumption
PTI power take-in SPSU second fuel plant safety unit
PTO power take-off SRS supply and recirculation system
PVU pump vaporiser unit STC sequential turbocharging
STG steam turbine generator

R SUC sensor unit cabinet
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RCC Research Centre Copenhagen

RCS remote control system
RPM revolutions per minute
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4 (5) All engines

T V
TBO time between overhaul VLSF very-low-sulphur fuel
TC turbocharger VLSFO very-low-sulphur fuel oil
TCCI turbocharger cut-in
TCCO turbocharger cut-out W
TCEV top-controlled exhaust valve WASP wind-assisted ship propulsion
TDC top dead centre WHRS waste heat recovery system
teu twenty-foot equivalent unit WHS water handling system
TIU tacho interface unit WIVA window injection valve actuation
TOP telegraph order panel WtW well-to-wake
TVC torsional vibration calculation WV window valve
WVFC Window Valve, Forced to Close
U
ULSF ultra-low-sulphur fuel
ULSFO ultra-low-sulphur fuel oil
UPS uninterruptable power supply
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Chemical nomenclature
Butane C4H10
Calcium carbonate CaCo3
Methane CH4
Carbon dioxide CO2
Carbon monooxide CO
Chloride CL-
Ethane C2H6
Hydrogen H2
Methanol CH3OH
Methane CH4
Nitrogen oxides NOx
Nitrous oxides N2O
Ammonia NH3
Oxygen O2
Propane C3H8
Sulphur oxide SOx
Sulphur dioxide SO2
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21.02 Chemical nomenclature

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All engines 1 (1)

77620480267
21.02 Chemical nomenclature
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All engines

S70me-C10 5

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MAN Energy Solutions

Project guide .................................... S70ME-C10.5

MAN Energy Solutions

7020-0244-13ppr October 2024 3 (674)

tional purposes only and is especially not guaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data

If this document is delivered in another language than English and doubts

MAN Energy Solutions

4 (674) 7020-0244-13ppr October 2024

02 Engine layout and load diagrams, and matching of propellers

03 Turbocharger selection & exhaust gas bypass

L21/31 Mk. 2 GenSet data ........................................................................................................ 4.06

L27/38 Mk. 2 GenSet data ........................................................................................................ 4.10

06 List of capacities: pumps, coolers & exhaust gas

List of capacities for cooling water systems ............................................................................... 6.02

Fuel Oils ..................................................................................................................................... 7.02

10 Piston rod stuffing box drain oil

11 Low-temperature cooling water

12 High-temperature cooling water

13 Starting and control air

Starting and control air systems ............................................................................................... 13.01

16 Engine control system

Guide force moments .............................................................................................................. 17.05

18 Monitoring systems and instrumentation

Monitoring systems and instrumentation .................................................................................. 18.01

19 Dispatch pattern, testing, spares and tools

20 Project support and documentation

Chemical nomenclature ........................................................................................................... 21.02

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20 Project support and documentation

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Concept of the ME Engine

which are selected either automatically, depending on the operating condi-

Engine Design and IMO Regulation Compliance

Tier II Fuel Optimisation

• EGB: Exhaust Gas Bypass

Engine type designation

1.02 Engine type designation

All Engines 1 (1)

Power, speed and fuel oil

1.03 Power, speed and fuel oil

Fig. 1.03.01: Power, speed and fuel oil

Engine power range and fuel oil consumption

1.04 Engine power range and fuel oil consumption

Overload corresponds to 110% of the power at MCR, and may be permitted

Specific Fuel Oil Consumption (SFOC)

MC/MC-C, ME/ME-C/ME-B 1 (2)

Ambient air pressure .............................1,000 mbar

Lubricating Oil Data

2 (2) MC/MC-C, ME/ME-C/ME-B

1.05 Performance curves

MC/MC-C, ME/ME-C/ME-B/-GI/-GA 1 (1)

Bedplate and main bearing

Cylinder frame and stuffing box

For the cylinder frame, two possibilities are available:

▪ Nodular cast iron

G95, G/S80-60ME-C10.7/.5 1 (8)