maaan b &w.pdf

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Engine Selection Guide

Two-stroke MC/MC-C Engines

This book describes the general technical features of the MC Programme

This Engine Selection Guide is intended as a 'tool' for assistance in the initial

stages of a project.

As differences may appear in the individual suppliers extent of delivery, please

contact the relevant engine supplier for a confirmation of the actual execution and

extent of delivery.

For further informatoin see the Project Guide for the relevant engine type.

This Engine Selection Guide and most of the Project Guides are available on a CD

ROM.

The data and other information given is subject to change without notice.

5th EditionFebruary 2000


2/235

Engine Data

Engine Power

Thetable contains data regarding theenginepower,

speed and specific fuel oil consumption of the en-

gines of the MC Programme.

Engine power is specified in both BHP and kW, in

rounded figures, for each cylinder number and lay-

out points L1, L2, L3and L4:

L1designates nominal maximum continuous rating

(nominal MCR), at 100% engine power and 100%

engine speed.

L2, L3 and L4designate layout points at the other

three corners of the layout area, chosen for easy ref-

erence.

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 figuresgiven in the tables remain

valid up to tropical conditions at sea level, ie.:

Blower inlet temperature . . . . . . . . . . . . . . . . 45 C

Blower inlet pressure. . . . . . . . . . . . . . . 1000 mbar

Seawater temperature . . . . . . . . . . . . . . . . . . 32 C

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption valuesrefer to brake

power, and the following reference conditions:

ISO 3046/1-1986:

Blower inlet temperature . . . . . . . . . . . . . . . . 25 C

Blower inlet pressure. . . . . . . . . . . . . . . 1000 mbar

Charge air coolant temperature. . . . . . . . . . . 25 C

Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg

(10,200 kcal/kg)

Although the engine will develop the power speci-

fied up to tropical ambient conditions, the specific

fuel oil consumption varies with ambient conditions

and fuel oil lower calorific value. For calculation of

these changes, see section 2.

SFOC guarantee

The figures given in this project guide represent the

values obtained when the engine and turbocharger

are matched with a view to obtaining the lowest

possible SFOC values and fulfilling the IMO NOxemission limitations.

The Specific Fuel Oil Consumption (SFOC) is guar-

anteed for one engine load (power-speed combina-

tion), this being the one in which the engine is opti-

mised.

The guarantee is given with a margin of 5%.

As SFOC and NOxare interrelated parameters, an

engine offered without fulfilling the IMO NOxlimita-

tions is subject to a tolerance of only 3% of theSFOC.

Lubricating oil data

The cylinder oil consumption figures stated in the

tables are valid under normal conditions.

During running-in periods and under special condi-

tions, feed rates of up to 1.5 times the stated values

should be used.

MAN B&W Diesel A/S Engine Selection Guide

430100 400 198 22 27

1.01

Fig. 1.01: Layout diagram for engine power and speed

Speed

L2

L1

L3

L4

Power


3/235

The engine types of the MC programme are

identified by the following letters and figures

430100 400 198 22 27


S 70MC

Diameter of piston in cm

Stroke/bore ratio

Engine programme

C Compact engine

S Stationary plant

S Super long stroke approximately 4.0

L Long stroke approximately 3.2

K Short stroke approximately 2.8

-C6

Number of cylinders

Design

Concept

C Camshaft controlled

E Electronic controlled (Intelligent Engine)

Fig. 1.02: Engine type designation

178 34 39-1.0

1.02


4/235


430100 400 198 22 27

1.03

Power KWBHP

Enginetype

Layoutpoint

Enginespeed

Meaneffectivepressure

Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

K98MC L1 94 18.2 34320

466804004054460

4576062240

5148070020

5720077800

6292085580

6864093360

Bore980 mm

L2 94 14.6 27480

373203206043540

3664049760

4122055980

4580062200

5038068420

5496074640

Stroke2660 mm

L3 84 18.2 30660

417003577048650

4088055600

4599062550

5111069500

5621076450

6132083400

L4 84 14.6 24540

333602863038920

3272044480

3681050040

4090055600

4499061160

4908066720

K98MC-C L1 104 18.2

34260

46560

39970

54320

45680

62080

51390

69840

57100

77600

62810

85360

68520

93120

Bore980 mm

L2 104 14.6 27420

372603199043470

3656049680

4113055890

4570062100

5027068310

5484074520

Stroke2400 mm

L3 94 18.2 30960

421203612049140

4128056160

4644063180

5160070200

5676077220

6192084240

L4 94 14.6 24780

337202891039270

3304044880

3717050490

4130056100

4543061710

4956067320

S90MC-C L1 76 19.0 29340

399003423046550

3912053200

4401059850

Bore900 mm

L2 76 15.2 23520

319802744037300

3136042640

3528047970

Stroke

3188 mm L3 61 19.0

23580

32060

27510

37400

31440

42750

35370

48090

L4 61 15.2 18840

256102198029880

2512034150

2826038420

L90MC-C L1 83 19.0 29340

394803423046480

3912053120

4401059760

4890066400

5379073040

5868079680

Bore900 mm

L2 83 12.2 18780

255002191029750

2504034000

2817038250

3130042500

3443046750

3756051000

Stroke2916 mm

L3 62 19.0 21900

297602555034720

2920039680

3285044640

3650049600

4015054560

4380059520

L4 62 12.2 14040

190801638022260

1872025440

2106028620

2340031800

2574034980

2808038160

K90MC L

1 94 18.0

18280

24880

22850

31100

27420

37320

31990

43540

36560

49760

41130

55980

45700

62200

50270

68420

54840

74640Bore

900 mm L2 94 11.5

1170015920

1465019900

1758023880

2051027860

2344031840

2637035820

2930039800

3223043780

3516047760

Stroke2550 mm

L3 71 18.0 13720

186401715023300

2058027960

2401032620

2744037280

3087041940

3430046600

3773051260

4116055920

L4 71 11.5 8800

119601100014950

1320017940

1540020930

1760023920

1980026910

2200029900

2420032890

2640035880

Fig. 1.03a: Power and speed

178 46 78-9.0


5/235

430100 400 198 22 27


Power kW

BHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

K90MC-C L1 104 18.0 27360

372603192043470

3648049680

4104055890

4560062100

5016068310

5472074520

Bore900 mm

L2 104 14.4 21900

298202555034790

2920039760

3285044730

3650049700

4015054670

4380059640

Stroke2300 mm

L3 89 18.0 23280

316202716036890

3104042160

3492047430

3880052700

4268057970

4656063240

L4 89 14.4 18600

253202170029540

2480033760

2790037980

3100042200

3410046420

3720050640

S80MC-C L1 76 19.0 2328031680 2716036960 3104042240

Bore800 mm

L2 76 12.2 14880

202801736023660

1984027040

Stroke3200 mm

L3 57 19.0 17460

237602037027720

2328031680

L4 57 12.2 11160

151801302017710

1488020240

S80MC L1 79 19.0 15360

208801920026100

2304031320

2688036540

3072041760

3456046980

Bore800 mm

L2 79 12.2 9840

133601230016700

1476020040

1722023380

1968026720

2214030060

Stroke3056 mm L3 59 19.0

1148015600

1435019500

1722023400

2009027300

2296031200

2583035100

L4 59 12.2 7360

100409200

125501104015060

1288017570

1472020080

1656022590

L80MC L1 93 18.0 14560

197601820024700

2184029640

2548034580

2912039520

3276044460

3640049400

4004054340

4368059280

Bore800 mm

L2 93 11.5 9320

126401165015800

1398018960

1631022120

1864025280

2097028440

2330031600

2563034760

2796037920

Stroke2592 mm

L3 70 18.0 10960

148801370018600

1644022320

1918026040

2192029760

2466033480

2740037200

3014040920

3288044640

L4 70 11.5 7000

95208750

119001050014280

1225016660

1400019040

1575021420

1750023800

1925026180

2100028560

K80MC-C L1 104 18.0 21660

294002527034300

2888039200

3249044100

3610049000

3971053900

4332058800

Bore800 mm

L2 104 14.4 17340

235202023027440

2312031360

2601035280

2890039200

3179043120

3468047040

Stroke2300 mm

L3 89 18.0 18540

252002163029400

2472033600

2781037800

3090042000

3399046200

3708050400

L4 89 14.4 14820

201601729023520

1976026880

2223030240

2470033600

2717036960

2964040320

Fig. 1.03b: Power and speed

1.04

178 46 78-9.0


6/235

430100 400 198 22 27


1.05

Power kW

BHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

S70MC-C L1 91 19.0 12420

168801552521100

1863025320

2173529540

2484033760

Bore700 mm

L2 91 12.2 7940

108009925

135001191016200

1389518900

1588021600

Stroke2800 mm

L3 68 19.0 9320

126601165015825

1398018990

1631022155

1864025320

L4 68 12.2 5960

81007450

101258940

121501043014175

1192016200

S70MC L1 91 18.0 1124015280 1405019100 1686022920 1967026740 2248030560

Bore700 mm

L2 91 11.5 7200

97609000

122001080014640

1260017080

1440019520

Stroke2674 mm

L3 68 18.0 8440

114401055014300

1266017160

1477020020

1688022880

L4 68 11.5 5400

732067509150

810010980

945012810

1080014640

L70MC L1 108 18.0 11320

153801415019225

1698023070

1981026915

2264030760

Bore700 mm

L2 108 11.5 7240

98409050

123001086014760

1267017220

1448019680

Stroke2268 mm L3 81 18.0

848011540

1060014425

1272017310

1484020195

1696023080

L4 81 11.5 5420

738067759225

813010070

948512915

1084014760

S60MC-C L1 105 19.0 9020

122801127515350

1353018420

1578521490

1804024560

Bore600 mm

L2 105 12.2 5780

786072259825

867011790

1011513755

1156015720

Stroke2400 mm

L3 79 19.0 6760

92008450

115001014013800

1183016100

1352018400

L4 79 12.2 4340

588054257350

65108820

759510290

868011760

S60MC L1 105 18.0 8160

111201020013900

1224016680

1428019460

1632022240

Bore600 mm

L2 105 11.5 5240

712065508900

786010680

917012460

1048014240

Stroke2292 mm

L3 79 18.0 6120

83207650

104009180

124801071014560

1224016640

L4 79 11.5 3920

532049006650

58807980

68609310

784010640

Fig. 1.03c: Power and speed

178 46 78-9.0


7/235

430100 400 198 22 27


1.06

Power kW

BHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

L60MC L1 123 17.0 7680

104009600

130001152015600

1344018200

1536020800

Bore600 mm

L2 123 10.9 4920

668061508350

738010020

861011690

984013360

Stroke1944 mm

L3 92 17.0 5760

780072009750

864011700

1008013650

1152015600

L4 92 10.9 3680

500046006250

55207500

64408750

736010000

S50MC-C L1 127 19.0 63208580 790010725 948012870 1106015015 1264017160

Bore500 mm

L2 127 12.2 4040

550050506875

60608250

70709625

808011000

Stroke2000 mm

L3 95 19.0 4740

644059258050

71109660

829511270

948012880

L4 95 12.2 3040

412038005150

45606180

53207210

60808240

S50MC L1 127 18.0 5720

776071509700

858011640

1001013580

1144015520

Bore500 mm

L2 127 11.5 3640

496045506200

54607440

63708680

72809920

Stroke1910 mm L3 95 18.0

42805840

53507300

64208760

749010220

856011680

L4 95 11.5 2760

372034504650

41405580

48306510

55207440

L50MC L1 148 17.0 5320

724066509050

798010860

931012670

1064014480

Bore500 mm

L2 148 10.9 3400

464042505800

51006960

59508120

68009280

Stroke1620 mm

L3 111 17.0 4000

544050006800

60008160

70009520

800010880

L4 111 10.9 2560

348032004350

38405220

44806090

51206960

S46MC-C L1 129 19.0 5240

714065508925

786010710

917012495

1048014280

Bore460 mm

L2 129 15.2 4200

570052507125

6300

855073509975

840011400

Stroke1932 mm

L3 108 19.0 4400

598055007475

66008970

770010465

880011960

L4 108 15.2 3520

478044005975

52807170

61608365

70409560

Fig. 1.03d: Power and speed

178 46 78-9.0


8/235


430100 400 198 22 27

1.07

Power kW

BHP

Enginetype

Layoutpoint

Enginespeed


Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

S42MC L1 136 19.5 4320

588054007350

64808820

756010290

864011760

972013230

1080014700

1188016170

1296017640

Bore420 mm

L2 136 15.6 3460

470043255875

51907050

60558225

69209400

778510575

865011750

951512925

1038014100

Stroke1764 mm

L3 115 19.5 3660

496045756200

54907440

64058680

73209920

823511160

915012400

1006513640

1098014880

L4 115 15.6 2920

398036504975

43805970

51106965

58407960

65708955

73009950

803010945

876011940

L42MC L1 176 18.0 39805420 49756775 59708130 69659485 796010840 895512195 995013550 1094514905 1194016260

Bore420 mm

L2 176 11.5 2540

346031754345

38105190

44456055

50806920

57157785

63508650

69859515

762010380

Stroke1360 mm

L3 132 18.0 2980

406037255075

44706090

52157105

59608120

67059135

745010150

819511165

894012180

L4 132 11.5 1920

260024003250

28803900

33604550

38405200

43205850

48006500

52807150

57607800

S35MC L1 173 19.1 2960

404037005050

44406060

51807070

59208080

66609090

740010100

814011110

888012120

Bore350 mm

L2 173 15.3 2380

322029754025

35704830

41655635

47606440

53557245

59508050

65458855

71409660

Stroke1400 mm L3 147 19.1

25203420

31504275

37805130

44105985

50406840

56707695

63008550

69309405

756010260

L4 147 15.3 2020

274025253425

30304110

35354795

40405480

45456165

50506850

55557535

60608220

L35MC L1 210 18.4 2600

352032504400

39005280

45506160

52007040

58507920

65008800

71509680

780010560

Bore350 mm

L2 210 14.7 2080

282026003525

31204230

36404935

41605640

46806345

52007050

57207755

62408460

Stroke1050 mm

L3 178 18.4 2200

300027503750

30004500

38505250

44006000

49506750

55007500

60508250

66009000

L4 178 14.7 1760

240022003000

26403600

30804200

35204800

39605400

44006600

48406600

52807200

S26MC L1 250 18.5 1600

218020002725

24003270

28003815

32004360

36004905

40005450

44005995

48006540

Bore260 mm

L2 250 14.8 1280

174016002175

19202610

22403045

25603480

28803915

32004350

35204785

38405220

Stroke980 mm

L3 212 18.5 1360

186017002325

20402790

23803255

27203720

30604185

34004650

37405115

40805580

L4 212 14.8 1100

148013751850

16502220

19252590

22002960

24753330

27503700

30254070

33004440

Fig. 1.03e: Power and speed

178 46 78-9.0


9/235

430 100 100 198 22 28


Specific fuel oil consumption g/kWh

g/BHPh Lubricating oil consumption

With high efficiency turbochargers System oil Cylinder oil

At load layout point 100% 80% Approx.

kg/cyl. 24hg/kWhg/BHPh

K98MCandK98MC-C

L1171126

165121

7.5-11 0.8-1.2

0.6-0.9

L2162119

158116

L3171126

165121

L4 162119

158116

S90MC-CL1

167123

165121

7-10 0.95-1.5

0.7-1.1

L2160118

157116

L3167123

165121

L4160118

157116

L90MC-C L1167123

165121

7-100.8-1.20.6-0.9

L2155114

154113

L3167123

165121

L4155114

154113

K90MCL1

171126

169124

7-10 0.8-1.2

0.6-0.9

L2159117

158116

L3171126

169124

L4159117

158116

Fig. 1.04a: Fuel and lubricating oil consumption

1.08

178 46 79-2.0


10/235


430 100 100 198 22 28

1.09



With high efficiency turbochargers System oil Cylinder oil



K90MC-CL1

171126

169124

7-10 0.8-1.2

0.6-0.9

L2165121

162119

L3171126

169124

L4 165121

162119

S80MC-CL1

167123

165121

6-9 0.95-1.5

0.7-1.1

L2155114

154113

L3167123

165121

L4155114

154113

S80MC L1167123

165121

6-9 0.95-1.5

0.7-1.1

L2155114

154113

L3167123

165121

L4155114

154113

L80MCL1

174128

171126

6-9 0.8-1.2

0.6-0.9

L2162119

160118

L3174128

171126

L4162119

160118

Fig. 1.04b: Fuel and lubricating oil consumption

178 46 79-2.0


11/235

430 100 100 198 22 28




With conventionalturbochargers

With high efficiencyturbochargers

System oil Cylinder oil

At load layout point 100% 80% 100% 80% Approx.


K80MC-CL1

171126

169124

6-9 0.8-1.2

0.6-0.9

L2165121

162119

L3171126

169124

L4165121

162119

S70MC-CL1

171126

169124

169124

166122

5.5-7.5 0.95-1.5

0.7-1.1

L2159117

158116

156115

155114

L3171126

169124

169124

166122

L4159117

158116

156115

155114

S70MCL1

171126

169124

169124

166122

5.5-7.5 0.95-1.5

0.7-1.1

L2159117

158116

156115

155114

L3171126

169124

169124

166122

L4159117

158116

156115

155114

L70MCL1

174

128

171

126

5.5-7.5 0.8-1.2

0.6-0.9

L2162119

160118

L3174128

171126

L4162119

160118

Fig. 1.04c: Fuel and lubricating oil consumption

1.10

178 46 79-2.0


12/235


430 100 100 198 22 28








S60MC-CL1

173127

170125

170125

167123

5-6.5 0.95-1.5

0.7-1.1

L2160118

159117

158116

156115

L3173127

170125

170125

167123

L4160118

159117

158116

156115

S60MCL1

173127

170125

170125

167123

5-6.5 0.95-1.5

0.7-1.1

L2160118

159117

158116

156115

L3173127

170125

170125

167123

L4160118

159117

158116

156115

L60MCL1

174128

171126

171126

169124

5-6.5 0.8-1.2

0.6-0.9

L2162119

160118

159117

158116

L3174128

171126

171126

169124

L4162119

160118

159117

158116

S50MC-CL1

174

128

171

126

171

126

169

124

4-5 0.95-1.5

0.7-1.1

L2162119

160118

159117

158116

L3174128

171126

171126

169124

L4162119

160118

159117

158116

Fig. 1.05d: Fuel and lubricating oil consumption

1.11

178 46 79-2.0


13/235

430 100 100 198 22 28


1.12








S50MCL1

174128

171126

171126

169124

4-5 0.95-1.5

0.7-1.1

L2162119

160118

159117

158116

L3174128

171126

171126

169124

L4162119

160118

159117

158116

L50MCL1

175129

173127

173127

170125

4-5 0.8-1.2

0.6-0.9

L2163120

162119

160118

159117

L3175129

173127

173127

170125

L4163120

162119

160118

159117

S46MC-CL1

174128

173127

3.5-4.5 0.95-1.5

0.7-1.1

L2169124

167123

L3174128

173127

L4169124

167123

S42MCL1

177

130

175

129

3-4 0.95-1.5

0.7-1.1

L2171126

170125

L3177130

175129

L4171126

170125

Fig. 1.05e: Fuel and lubricating oil consumption

178 46 79-2.0


14/235


430 100 100 198 22 28



With conventional turbochargers System oil Cylinder oil



L42MCL1

177130

174129

3-4 0.8-1.2

0.6-0.9

L2165121

163120

L3177130

174129

L4 165121

163120

S35MCL1

178131

177130

2-3 0.95-1.5

0.7-1.1

L2173127

171126

L3178131

177130

L4173127

171126

L35MCL1

177130

175129

2-3 0.8-1.2

0.6-0.9

L2171126

170125

L3177130

175129

L4171126

170125

S26MCL1

179132

178131

1.5-3 0.95-1.5

0.7-1.1

L2174128

173127

L3179132

178131

L4174128

173127

Fig. 1.05f: Fuel and lubricating oil consumption

1.13

178 46 79-2.0


15/235

430 100 018 198 22 29


1.14

Fig. 1.05: K98MC engine cross section

178 32 80-6.1


16/235

430 100 018 198 22 29


1.15

Fig. 1.06: S80MC engine cross section

178 36 24-7.0


17/235

430 100 018 198 22 29


Fig. 1.07: S70MC-C engine cross section

178 44 14-4.1

1.16


18/235

430 100 018 198 22 29


1.17


178 32 19-8.0


19/235

430 100 018 198 22 29


Fig. 1.09: S50MC-C engine cross section

178 16 07-0.0

1.18


20/235

430 100 018 198 22 29


1.19

Fig. 1.10: L42MC engine cross section

178 43 10-1.0


21/235

430 100 018 198 22 29


1.20


178 42 12-5.0


22/235

2 Engine Layout and Load Diagrams

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speedfor

a fixed pitch propeller is as mentioned above de-

scribed by means of the propeller law, i.e. the third

power curve:

Pb= c x n3 , in which:

Pb= engine power for propulsion

n = propeller speedc = constant

The power functions Pb= c x ni will be linear func-

tions when using logarithmic scales.

Therefore, in the Layout Diagrams and Load Dia-

grams for diesel engines, logarithmic scales are

used, making simple diagrams with straight lines.

Propeller design point

Normally, estimations of the necessary propellerpower and speed are based on theoretical calcula-

tions for loaded ship, and often experimental tank

tests, both assuming optimum operating condi-

tions, i.e. a cleanhull and good weather. The combi-

nation of speed and power obtained may be called

the ships propeller design point (PD), placed on the

light running propeller curve6. See Fig. 2.01. On the

other hand, some shipyards, and/orpropellermanu-

facturers sometimes use a propeller design point

(PD) that incorporates all or part of the so-called

sea margin described below.

Fouled hull

When the ship has sailed for some time, the hull and

propeller become fouled and the hulls resistance

will increase. Consequently, the ship speed will be

reduced unless the engine delivers more power to

the propeller, i.e. the propeller will be further loaded

and will be heavy running (HR).

As modern vessels with a relatively high service

speed are prepared with very smooth propeller and

hull surfaces, the fouling after sea trial, therefore,will involve a relatively higherresistanceandthereby

a heavier running propeller.

Sea margin at heavy weather

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

winds, the ships resistance may increase com-

pared to operating at calm weather conditions.

When determining the necessary engine power, it is

therefore normal practice to add an extra power

margin, the so-called sea margin, see Fig. 2.02

which is traditionally about 15% of the propeller de-

sign (PD) power.

Engine layout (heavy propeller)

When determining the necessary engine speed

consideringthe influenceof a heavy running propel-

ler for operating at large extra ship resistance, it is

recommended - compared to the clean hull and

calm weather propeller curve6 - tochoosea heavier

propeller curve 2 forengine layout, andthepropeller


402 000 004 198 22 30

2.01

Line 2 Propulsion curve, fouled hull and heavy weather(heavy running), recommended for engine layout

Line 6 Propulsion curve, clean hull and calm weather(light running), for propeller layout

MP Specified MCR for propulsion

SP Continuous service rating for propulsion

PD Propeller design point

HR Heavy running

LR Light running

Fig. 2.01: Ship propulsion running points and engine layout

178 05 41-5.3


23/235

curve for clean hull and calm weather in curve 6 will

be said to represent a light running (LR) propeller,

see area 6 on Figs. 2.07a and 2.07b.

Compared to the heavy engine layout curve 2 we

recommend to use a light running of3.0-7.0%for

design of the propeller,with5%as a goodaverage.

Engine margin

Besides the sea margin, a so-called engine mar-

gin of some 10% is frequently added. The corre-

sponding point is called the specified MCR for pro-

pulsion (MP), and refers to the fact that the power

for point SP is 10% lower than for point MP, see Fig.

2.01. Point MP is identical to the engines specified

MCR point (M) unless a main engine driven shaft

generator is installed. In such a case, the extra

power demand of the shaft generator must also be

considered.

Note:Light/heavy running, fouling and sea margin are

overlapping terms. Light/heavy running of the pro-

peller refers to hull and propeller deterioration and

heavy weather and, sea margin i.e. extra power to

the propeller, refers to the influence of the wind and

the sea. However, the degree of light running must

be decided upon experience from the actual trade

and hull design.

402 000 004 198 22 30


2.02

178 05 67-7.1

Fig. 2.02: Sea margin based on weather conditions in the

North Atlantic Ocean. Percentage of time at sea where

the service speed can be maintained, related to the extra

power (sea margin) in % of the sea trial power.


24/235


402 000 004 198 22 30

Influence of propeller diameter and pitch on

the optimum propeller speed

In general, the larger the propeller diameter, the

lower is the optimum propeller speed and the kW

required for a certain design draught and ship

speed, see curve D in Fig. 2.03.

Themaximum possible propeller diameter depends

on the given design draught of the ship, and the

clearance needed between the propeller and the

aft-body hull and the keel.

The example shown in Fig. 2.03 is an 80,000 dwt

crude oil tanker witha designdraught of12.2 m and

a design speed of 14.5 knots.

When the optimum propeller diameter D is in-

creased from 6.6 m to 7.2. m, the power demand is

reduced from about 9,290 kW to 8,820 kW, and the

optimum propeller speed is reduced from 120 r/min

to 100 r/min, corresponding to the constant ship

speed coefficient = 28 (see definition of in next

section).

Once an optimum propeller diameter of maximum

7.2 m has been chosen, the pitch in this point is

given for the design speed of 14.5 knots, i.e. P/D =

0.70.

However, if the optimum propeller speed of 100

r/mindoes not suit the preferred / selected main en-

gine speed, a change of pitch will only cause a rela-

tively small extra power demand, keeping the same

maximum propeller diameter:

going from 100 to 110 r/min (P/D = 0.62) requires

8,900 kW i.e. an extra power demand of 80 kW.

going from 100 to 91 r/min (P/D = 0.81) requires

8,900 kW i.e. an extra power demand of 80 kW.

In both cases the extra power demand is only of

0.9%, and the corresponding 'equal speed curves'

are =+0.1 and =-0.1, respectively, so there is a

certain interval of propeller speeds in which the

'power penalty' is very limited.

2.03

178 47 03-2.0

Fig. 2.03: Influence of diameter and pitch on propeller design


25/235

Constant ship speed lines

The constant ship speed lines

, are shown at thevery top of Fig. 2.04. These lines indicate the power

required at various propeller speeds to keep the

same ship speed providedthat theoptimum propel-

ler diameter with an optimum pitch diameter ratio is

used at any given speed, taking into consideration

the total propulsion efficiency.

Normally, the following relation between necessary

power and propeller speed can be assumed:

P2= P1(n2/n1)

where:P = Propulsion power

n = Propeller speed, and

= the constant ship speed coefficient.

For any combination of power and speed, each

point on lines parallel to the ship speed lines gives

the same ship speed.

When such a constant ship speed line is drawn into

the layout diagram through a specified propulsion

MCR point "MP1", selected in the layout area and

parallel to one of the -lines, another specified pro-

pulsion MCR point "MP2" upon this line can be cho-sen to give the ship the same speed for the new

combination of engine power and speed.

Fig. 2.04 shows an example of the required power

speed point MP1, through which a constant ship

speed curve = 0.25 is drawn, obtaining point MP2witha lower enginepower and a lower enginespeed

but achieving the same ship speed.

Provided the optimum pitch/diameter ratio is used

for a givenpropeller diameter the following data ap-

plies when changing the propeller diameter:

for general cargo, bulk carriers and tankers

= 0.25 -0.30

and for reefers and container vessels

= 0.15 -0.25

When changing thepropeller speed by changing the

pitch diameter ratio, the constant will be different,

see above.

402 000 004 198 22 30


2.04

Fig. 2.04: Layout diagram and constant ship speed lines

178 05 66-7.0


26/235

Engine Layout Diagram

The layout procedure has to be carefully consideredbecause the final layout choice will have a consider-

able influence on the operating condition of the main

engine throughout the whole lifetime of the ship. The

factors thatshouldbeconisdered areoperational flex-

ibility, fuel consumption, obtainable power, possible

shaft generatorapplicationandpropulsionefficiency.

An engines layout diagram is limited by two constant

mean effective pressure (mep) lines L1-L3and L2-L4,

and by two constant engine speed lines L1-L2and

L3-L4, see Fig.2.04. The L1 point refers to theengines

nominal maximum continuous rating.

Please note that the areas of the layout diagrams are

different for the engines types, see Fig. 2.05.

Withinthe layout area thereis full freedom toselectthe

engines specified MCR point M which suits the de-

mand of propeller power and speed for the ship.

On the X-axis the engine speed and on the Y-axis the

engine power are shown in percentage scales. The

scales are logarithmic which means that, in this dia-

gram, power function curves like propellercurves (3rd

power), constant mean effective pressure curves (1stpower) and constant ship speed curves (0.15 to 0.30

power) are straight lines.

Fig. 2.06 shows,bymeansofsuperimposeddiagrams

for all engine types, the entire layout area for the

MC-programmeina power/speeddiagram.Ascanbe

seen, there is a considerable overlap of power/speed

combinations so that for nearly all applications, there

isa wide section ofdifferent enginestochoosefromall

of which meet the individual ship's requirements.

Specified maximumcontinuous rating,SMCR = M

Based on the propulsion and engine running points,

as previously found, the layout diagram of a relevant

main engine may be drawn-in. The specified MCR

point (M) must be inside the limitation lines of the lay-

out diagram; if it isnot, the propeller speed will haveto

bechangedoranothermain engine type mustbecho-

sen. Yet, in special cases point M may be located to

the right of the line L1-L2, see Optimising Point.


402 000 004 198 22 30

2.05

Power

Speed

L2

L1

L4

L3

Layout diagram of100 - 64% power and100 - 75% speed rangevalid for the types:

L90MC-C S60MC-C

K90MC S60MC

S80MC-C L60MC

S80MC S50MC-C

L80MC S50MC

S70MC-C L50MC

S70MC L42MC

L70MC

Power

Speed

L2

L1

L4

L3


S90MC-C

Power

L2

L1

L4

L3

Layout diagram of

100 - 80% power and100 - 85% speed rangevalid for the types:

K90MC-C

K80MC-C

S46MC-C

S42MC

S35MC

L35MC

S26MC

Power

Speed

L2

L1

L4

L3


K98MC

K98MC-C

Speed

178 13 85-1.4

Fig. 2.05: Layout diagram sizes


27/235


28/235

Continuous service rating (S)

The Continuous service rating is the power at whichthe engine is normally assumed to operate, and

point S is identical to the service propulsion point

(SP) unless a main engine driven shaft generator is

installed.

Optimising point (O)

The optimising point O is the rating at which the

turbocharger ismatched,andatwhich the engine tim-

ing and compression ratio are adjusted.

On engines with Variable Injection Timing (VIT) fuelpumps, the optimising point (O) can be different than

the specified MCR (M), whereas on engines without

VIT fuel pumps O has to coincide with M.

The large engine types have VIT fuel pumps as stan-

dard, but on some types these pumps are an option.

Small-boreengines arenot fittedwithVITfuelpumps.

Type With VIT Without VIT

K98MC Basic

K98MC-C Basic

S90MC-C Basic

L90MC-C Basic

K90MC Basic

K90MC-C Basic

S80MC-C Basic

S80MC Basic

L80MC Basic

S70MC-C Optional Basic

S70MC Basic

L70MC Basic


S60MC Basic

L60MC Basic


S50MC Basic

S46MC-C Basic

S42MC Basic

L42MC Basic

S35MC Basic

L35MC Basic

S26MC Basic

Engines with VIT

The optimising point O is placed on line1 of the loaddiagram, and the optimised power can be from 85to

100% ofpoint M'spower,when turbocharger(s) and

engine timing are taken into consideration. When

optimising between 93.5% and 100% of point M's

power, 10% overload running will still be possible

(110% of M).

The optimisingpoint O is to be placed inside the lay-

out diagram. In fact, the specifiedMCR point M can,

in special cases, be placed outside the layout dia-

gram, but only by exceeding line L1-L2, and of

course, only provided that the optimising point O is

located inside the layout diagram and provided thatthe specified MCR power is not higher than the L1power.

Engine without VIT

Optimising point (O) = specified MCR (M)

On engine types not fitted with VIT fuel pumps,

the specified MCR point M has to coincide with

point O.


402 000 004 198 22 30

2.07


29/235

Load Diagram

Definitions

The load diagram, Figs. 2.07, defines the power and

speed limits for continuous as well as overload op-

eration of an installed engine having an optimising

point O and a specified MCR point M that confirms

the ships specification.

Point A is a 100% speed and power reference point

of the load diagram, and is defined as the point on

the propeller curve (line 1), through the optimising

point O, havingthespecified MCRpower. Normally,

point M is equal to point A, but in special cases, for

example if a shaft generator is installed,point M maybe placed to the right of point A on line 7.

The service points of the installed engine incorpo-

rate the engine power required for ship propulsion

and shaft generator, if installed.

Limits for continuous operation

Thecontinuous servicerange is limitedby four lines:

Line 3 and line 9:

Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 105% of A.

If, in special cases, A is located to the right of line

L1-L2, the maximum limit, however, is 105% of L1.

During trial conditions the maximum speed may be

extended to 107% of A, see line 9.

The above limits may in general be extended to

105%, and during trial conditions to 107%, of the

nominal L1speed of the engine, provided the tor-

sional vibration conditions permit.

The overspeed set-point is 109% of the speed in A,

however, it may be moved to 109% of the nominal

speedin L1, provided that torsional vibration condi-

tions permit.

Running above 100% of the nominal L1speed at a

load lower than about 65% specified MCR is, how-

ever, to be avoided for extended periods. Only

plants with controllable pitch propellers can reach

this light running area.

Line 4:

Represents the limit at which an ample air supply

is available for combustion and imposes a limita-tion on the maximum combination of torque and

speed.

Line 5:

Represents the maximum mean effective pressure

level (mep), which can be accepted for continuous

operation.

Line 7:

Represents the maximum power for continuous

operation.7

Limits for overload operation

The overload service range is limited as follows:

Line 8:

Represents the overload operation limitations.

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

line 8 is available for overload running for limitedpe-

riods only (1 hour per 12 hours).

402 000 004 198 22 30


2.08

A 100% reference point

M Specified MCR point

O Optimising point

Line 1 Propeller curve through optimising point (i = 3)(engine layout curve)

Line 2 Propeller curve, fouled hull and heavy weather heavy running (i = 3)

Line 3 Speed limit

Line 4 Torque/speed limit (i = 2)

Line 5 Mean effective pressure limit (i = 1)Line 6 Propeller curve, clean hull and calm weather

light running (i = 3), for propeller layout

Line 7 Power limit for continuous running (i = 0)

Line 8 Overload limit

Line 9 Speed limit at sea trial

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

Regarding i in the power functions Pb= c x ni, see

page 2.01


30/235


402 000 004 198 22 30

Fig. 2.07a: Engine load diagram for engine with VIT

Fig. 2.07b: Engine load diagram for engine without VIT

2.09

178 05 42-7.3178 05 42-7.3

178 39 18-4.1


31/235

Recommendation

Continuous operation without limitations is allowedonly within the area limited by lines 4, 5, 7 and 3 of

the load diagram, except for CP propeller plants

mentioned in the previous section.

The area between lines 4 and 1 is available for oper-

ation in shallow waters, heavy weather and during

acceleration, i.e. for non-steady operation without

any strict time limitation.

After some time in operation, the ships hull and pro-

peller will be fouled, resulting in heavier running of

the propeller, i.e. the propeller curvewill move to the

left from line 6 towards line 2, and extra power is re-quired for propulsion in order to keep the ships

speed.

In calm weather conditions, the extent of heavy run-

ning of the propeller will indicate the need for clean-

ing the hull and possibly polishing the propeller.

Once the specified MCR (and the optimising point)

has been chosen, the capacities of the auxiliary

equipment will be adapted to the specified MCR,

and the turbocharger etc. will be matched to the op-

timised power, however considering the specifiedMCR.

If the specified MCR (and/or the optimising point) is

to be increased later on, this may involve a change

of the pump and cooler capacities, retiming of the

engine, change of the fuel valve nozzles, adjusting

of the cylinder liner cooling, as well as rematching of

the turbochargeror even a change to a larger size of

turbocharger. In some cases it can also require

larger dimensions of the piping systems.

It is therefore of utmost importance to consider, al-

ready at theprojectstage, if thespecificationshould

be prepared for a later power increase.

402 000 004 198 22 30


Examples of the use of the Load Diagram

In the following see Figs. 2.08 - 2.13, are some ex-amples illustrating the flexibility of the layout and

load diagrams and the significant influence of the

choice of the optimising point O.

The upper diagrams of the examples 1, 2, 3 and 4

show engines withVIT fuel pumps for which the op-

timising point O is normally different from the speci-

fied MCR point M as this can improve the SFOC at

part load running. The lower diagrams also show

enginewihtoutVIT fuel pumps, i.e. point A=O.

Example 1 shows how to place the load diagram for

an engine without shaft generator coupled to a fixedpitch propeller.

In example 2 are diagrams for the same configura-

tion, here with the optimising point to the left of the

heavy running propeller curve (2) obtaining an extra

engine margin for heavy running.

As for example 1 example 3 shows the same layout

for an engine with fixed pitch propeller, but with a

shaft generator.

Example 4 shows a special case with a shaft gener-ator. In this case the shaft generator is cut off, and

the GenSets used when the engine runs at specified

MCR. This makes it possible to choose a smaller en-

gine with a lower power output.

Example5 shows diagrams for anenginecoupled to

a controllable pitch propeller, with or without a shaft

generator, (constantspeed or combinatorcurve op-

eration).

Example 6 shows where to place the optimising

point for an engine coupled to a controllable pitch

propeller, and operating at constant speed.

For a project, the layout diagram shown in Fig.

2.14 may be used for construction of the actual

load diagram.

2.10


32/235


33/235

Once point A has been found in the layout diagram,

the load diagram can be drawn, as shown in Fig.

2.08b and hence the actual load limitation lines of the

diesel engine may be found by using the inclinations

fromtheconstruction lines andthe%-figures stated.

A similar example 2 is shown in Figs. 2.09. In this

case, the optimising point O has been selected

more to the left than in example1, obtaining anextra

engine margin for heavy running operation in heavy

weather conditions. In principle, the light running

margin has been increased for this case.

402 000 004 198 22 30


2.12

Example 2:

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

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)

is equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7

SP Continuous service rating of propulsion

Fig. 2.09a: Example 2, Layout diagram for special running

conditions, engine with FPP, without shaft generator

178 39 23-1.0

Fig. 2.09b: Example 2, Load diagram for special running


178 05 46-4.6

With VIT

Without VIT


34/235

In example 3 a shaft generator (SG) is installed, and

thereforethe servicepower of the engine also has to

incorporate the extra shaft power required for the

shaft generators electrical power production.

In Fig. 2.10a, the engine service curve shown for

heavy running incorporates this extra power.

The optimising point O will be chosen on the engine

service curve as shown, but can, by an approxima-

tion, be located on curve 1, through point M.

Point A is then found in the same way as in example

1, and the load diagram can be drawn as shown in

Fig. 2.10b.


402 000 004 198 22 30

2.13

Example 3:

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

M Specified MCR of engine Point A of load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)

O Optimising point of engine Line 7 Constant power line through specified MCR (M)

A Reference point of load diagram Point A Intersection between line 1 and 7



SG Shaft generator power

Fig. 2.10a: Example 3, Layout diagram for normal running


Fig. 2.10b: Example 3, Load diagram for normal running

conditions, engine with FPP, with shaft generator

178 39 25-5.1

178 05 48-8.6

With VIT

Without VIT


35/235

402 000 004 198 22 30


Example 4:

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

2.14

M Specified MCR of engine Point A of load diagram is found:

S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) or

point SO Optimising point of engine Point A Intersection between line 1 and line L1- L3

A Reference point of load diagram Point M Located on constant power line 7 through

point A (O = A if the engine is without VIT)

and with MP's speed.



SG Shaft generator

See text on next page.

Fig. 2.11a: Example 4. Layout diagram for special running

conditions, engine with FPP, with shaft generatorFig. 2.11b: Example 4. Load diagram for special running

conditions, engine with FPP, with shaft generator

178 06 35-1.6

178 39 28-0.2

With VIT

Without VIT


36/235

Example 4:

Also in this special case, a shaft generator is in-stalled but, compared to Example 3, this case has a

specified MCR for propulsion, MP, placed at the top

of the layout diagram, see Fig. 2.11a.

This involves that the intendedspecified MCR of the

engineMwill beplaced outsidethe top of the layout

diagram.

One solution could be to choose a larger diesel

engine with an extra cylinder, but another and

cheaper solution is to reduce the electrical power

production of the shaft generator when running in

the upper propulsion power range.

In choosing the latter solution, the required speci-

fied MCR power can be reduced from point M to

point M asshown inFig. 2.11a.Therefore, whenrun-ning in the upper propulsion power range, a diesel

generator has to take over all or part of the electrical

power production.

However, such a situation will seldom occur, as

ships are rather infrequently running in the upper

propulsion power range.

Point A, having the highest possible power, is

then found at the intersection of line L1-L3with

line 1, see Fig. 2.11a, and the corresponding load

diagram is drawn in Fig. 2.11b. Point M is found

on line 7 at MPs speed.


402 000 004 198 22 30

2.15


37/235

Fig. 2.12 shows two examples: on the left diagrams

for anengine without VIT fuel pumps (A = O = M), onthe right, for anenginewithVIT fuelpumps (A= M).

Layout diagram - without shaft generator

If a controllable pitch propeller (CPP) is applied, the

combinator curve (of the propeller) will normally be

selected for loaded ship including sea margin.

The combinator curve may for a given propeller speed

haveagivenpropellerpitch,and thismay beheavy run-

ning in heavy weather like for a fixed pitch propeller.

Therefore it is recommended to use a light running

combinator curve as shown in Fig. 2.12 to obtain an

increased operation margin of the diesel engine in

heavyweather to the limit indicated bycurves 4 and5.

Layout diagram - with shaft generator

The hatched area in Fig. 2.12 shows the recom-

mended speed range between 100% and 96.7% of

the specified MCR speed for an engine with shaft

generator running at constant speed.

The service point S can be located at any point

within the hatched area.

The procedure shown in examples 3 and 4 for en-

gines with FPP can also be applied here for engineswith CPP running with a combinator curve.

Theoptimising point O for engines withVIT may be

chosen on the propeller curve through point A = M

with an optimised power from 85 to 100% of the

specified MCR as mentioned before in the section

dealing with optimising point O.

Load diagram

Therefore, when the engines specified MCR point

(M) has been chosen including engine margin, sea

margin and the power for a shaft generator, if in-stalled, point M may be used as point A of the load

diagram, which can then be drawn.

The position of the combinator curve ensures the

maximum load range within the permitted speed

range for engine operation, and it still leaves a rea-

sonable margin to the limit indicated by curves 4

and 5.

Example 6 will give a more detailed description of

how to run constant speed with a CP propeller.

402 000 004 198 22 30


Example 5:

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

M Specified MCR of engine O Optimising point of engine

S Continuous service rating of engine A Reference point of load diagram

Fig. 2.12: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator

2.16

With VITWithout VIT

178 39 31-4.1


38/235


39/235

402 000 004 198 22 30


Fig. 2.14: Diagram for actual project

178 46 87-5.0

2.18

Fig. 2.14 contains a layout diagram that can be used for con-struction of the load diagram for an actual project, using the%-figures stated and the inclinations of the lines.


40/235

Emission Control

IMO NOxemission limits

All MC engines are delivered so as to comply with

the IMO speed dependent NOxlimit, measured ac-

cording to ISO 8178 Test Cycles E2/E3 for Heavy

Duty Diesel Engines.

The Specific Fuel Oil Consumption (SFOC) and the

NOxare interrelated parameters, and an engine of-

fered with a guaranteed SFOC and also guaranteed

tocomply with the IMO NOx limitationwill be subject

to a 5% fuel consumption tolerance.

30-50% NOxreduction

Water emulsification of the heavy fuel oil is a well

proven primary method. The type of homogenizer is

either ultrasonic or mechanical, using water from

the freshwater generator and the water mist

catcher. The pressure of the homogenised fuel has

to be increased to prevent the formation of the

steamand cavitation. It may be necessary to modify

some of the engine components such as the fuel

pumps, camshaft, and the engine control system.

Up to 95-98% NOxreduction

This reduction can be achieved by means of sec-

ondary methods, such as the SCR (Selective Cata-

lytic Reduction), which involves an after-treatment

of the exhaust gas.

Plants designed according to this method have

been in service since 1990 on four vessels, using

Haldor Topse catalysts and ammonia as the re-

ducing agent, urea can also be used.

The compact SCR unit can be located separately in

the engine room or horizontally on top of the engine.

The compact SCR reactor is mounted before the

turbocharger(s) in order to have the optimum work-

ing temperature for the catalyst.

More detailed information canbe found in our publi-

cations:

P. 331 Emissions Control, Two-stroke Low-speed

Engines

P. 333 How to deal with Emission Control.


402 000 004 198 22 30

2.19


41/235

Specific Fuel Oil Consumption

Engine with from 98 to 50 cm bore engines are as

standard fitted with high efficiency turbochargers.

The smaller bore from 46 to 26 cm are fitted with the

so-called "conventional" turbochargers

High efficiency/conventional turbochargers

Some engine types are as standard fitted with high

efficiency turbochargers but can alternatively use

conventional turbochargers. These are:

S70MC-C, S70MC, S60MC-C, S60MC, L60MC,

S50MC-C, S50MC and L50MC.

The high efficiency turbochargeris applied to the

engine in the basicdesign with the view to obtaining

the lowest possible Specific Fuel Oil Consumption

(SFOC) values.

With aconventional turbochargerthe amount of air

required forcombustion purposes can, however, be

adjusted to provide a higher exhaust gas tempera-

ture, if this is needed for the exhaust gas boiler. The

matching of the engine and the turbocharging sys-

tem is then modified, thus increasing the exhaust

gas temperature by 20 C.

This modificationwill lead toa 7-8%reduction in the

exhaust gas amount, and involve an SFOC penalty

of up to 2 g/BHPh, see the example in Fig. 2.15.

The calculation of the expected specific fuel oil con-sumption (SFOC)can becarried out by means of the

following figures for fixed pitch propeller and for

controllable pitch propeller, constant speed.

Throughout the whole load area the SFOC of the en-

gine depends on where the optimising point O is

chosen.

402 000 004 198 22 30


Fig. 2.15: Example of part load SFOC curves for the two engine versions

2.20

178 47 08-1.0


42/235

SFOC at reference conditions

The SFOC is based on the reference ambient condi-tions stated in ISO 3046/1-1986:

1,000 mbar ambient air pressure

25 C ambient air temperature

25 C scavenge air coolant temperature

and is related toa fueloil witha lower calorific value of

10,200 kcal/kg (42,700 kJ/kg).

For lower calorific values and for ambient conditions

that are different from the ISO reference conditions,

the SFOC will be adjusted according to the conver-

sion factors in the below table provided that the maxi-mum combustion pressure (Pmax) is adjusted to the

nominal value (left column), or if the Pmax is not

re-adjusted to the nominal value (right column).

WithPmaxadjusted

WithoutPmaxadjusted

Parameter Condition changeSFOCchange

SFOCchange

Scav. air coolanttemperature per 10 C rise + 0.60% + 0.41%

Blower inlettemperature per 10 C rise + 0.20% + 0.71%

Blower inletpressure per 10 mbar rise - 0.02% - 0.05%

Fuel oil lowercalorific value

rise 1%(42,700 kJ/kg)

-1.00% - 1.00%

With for instance 1 C increase of the scavenge air

coolant temperature, a corresponding 1 C increase

of the scavenge air temperature will occur and in-

volvesanSFOC increaseof0.06%ifPmax isadjusted.

SFOC guarantee

The SFOC guarantee refers to the above ISO refer-

ence conditions and lower calorificvalue, andis guar-

anteed for thepower-speed combination in which the

engine is optimised (O).

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

engines fulfilling the IMO NOxemission limitations.

As SFOCand NOx are interrelatedparamaters, an en-

gine offered without fulfilling the IMO NOxlimitations

only has a tolerance of 3% of the SFOC.

Examples of graphic calculation ofSFOC

Diagram 1 in the following figures are valid for fixed

pitch propeller and constant speed, respectively,

shows the reduction in SFOC, relative to the SFOC

at nominal rated MCR L1.

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

optimised power (O).

The optimising point O is drawn into the above-

mentioned Diagram 1. A straight line along the

constant mep curves (parallel to L1-L3) is drawn

through the optimising point O. The line intersec-

tions of the solid lines and the oblique lines indi-cate the reduction in specific fuel oil consumption

at 100%, 80% and 50% of the optimised power,

related to the SFOC stated for the nominal MCR

(L1) rating at the actually available engine version.

The SFOC curve for an engine with conventional

turbocharger is identical to that for an engine with

high efficiency turbocharger, but located at 2

g/BHPh higher level.

In Fig. 2.24 an example of the calculated SFOC

curves are shown on Diagram 2, valid for two al-ternative engine ratings: O1= 100% M and

O2= 85%M for a 6S70MC-C with VIT fuel pumps.


402 000 004 198 22 30

2.21


43/235

402 000 004 198 22 30


SFOCing/BHPhatnominalMCR(L1)

Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh

6-12K98MC 5720 7780 94 171 126

6-12K98MC-C 5710 7760 104 171 126

Data optimising point (O):

Power: 100% of (O) BHP

Speed: 100% of (O) r/min

SFOC found: g/BHPh

These figures are valid both for engines with fixed pitch propeller and for engines running at constant speed.

178 87 11-3.0

Fig. 2.16a: SFOC forengines with fixed pitch propeller, K98MC and K98MC-C

2.22

178 44 22-7.1


44/235


45/235

402 000 004 198 22 30


2.24



6-9S90MC-C 4890 6650 76 167 123

178 37 74-4.0

Fig. 2.17a: Example of SFOC forengines with fixed pitch propeller, S90MC-C

178 87 12-5.0


46/235


47/235

402 000 004 198 22 30


Fig. 2.18a: Example of SFOC forengines with fixed pitch propeller,


)Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh

6-12K90MC-C 4560 6210 104 171 126

6-12K80MC-C 3610 4900 104 171 126




SFOC: g/BHPh

178 06 87-7.0

2.26

178 39 35-1.0

178 87 13-7.0


48/235


402 000 004 198 22 30

Fig. 2.18b: Example of SFOC forengines with constant speed,

178 06 89-0.0

2.27

178 44 22-7.1


49/235

402 000 004 198 22 30


Fig. 2.19a: Example of SFOC forengines with fixed pitch propeller

178 43 63-9.0

178 15 92-3.0

2.28

SFOC in g/BHPh at nominal MCR (L1)

Turbochargers

High efficiency Conventional

Engine kW/cyl. BHP/cyl. r/min g/kWh g/BHPh g/kWh g/BHPh

6-12L90MC-C 4890 6650 83 167 123

4-12K90MC 4570 6220 94 171 126

6-8S80MC-C 3880 5280 76 167 123

4-9S80MC 3840 5220 79 167 123

4-12L80MC 3640 4940 93 174 1284-8S70MC-C* 3105 4220 91 169 124 171 126

4-8S70MC 2810 3820 91 169 124 171 126

4-8L70MC 2830 3845 108 174 128

4-8S60MC-C* 2255 3070 105 170 125 173 127

4-8S60MC 2040 2780 105 170 125 173 127

4-8L60MC 1920 2600 123 171 126 174 128

4-8S50MC-C* 1580 2145 127 171 126 174 128

4-8S50MC 1430 1940 127 171 126 174 128

4-8L50MC 1330 1810 148 173 127 175 129

4-12L42MC* 995 1355 176 177 130* Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power





SFOC found: g/BHPh


50/235


402 000 004 198 22 30

Fig. 2.19b: Example of SFOC forengines with constant speed

178 43 63-9.0

178 15 91-1.0

2.29


51/235

402 000 004 198 22 30



Fig. 2.20a: Example of SFOC forengines with fixed pitch propeller

178 06 88-9.0

SFOC in g/BHPh at nominal MCR (L1)


4-8S46MC-C 1310 1785 129 174 128

4-12S42MC 1080 1470 136 177 130

4-12S35MC 740 1010 173 178 131

4-12L35MC 650 880 210 177 130

4-12S26MC 400 545 250 179 132




2.30

178 87 15-0.0

Specified MCR (M) = optimised point (O)


52/235


402 000 004 198 22 30

Fig. 2.20b: Example of SFOC forengines with constant speed

178 43 63-9.0

2.31

178 06 90-0.0

Specified MCR (M) = optimised point (O)


53/235

402 000 004 198 22 30


Fig. 2.21: Example of SFOC for 6S70MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps

178 43 67-6.0

178 15 88-8.0

2.32

Data at nominal MCR (L1): 6S70MC-C Data of optimising point (O) O1 O2

100% Power:

100% Speed:

High efficiency turbocharger:

25,32091

124

BHPr/ming/BHPh

Power: 100%of O

Speed:100%ofO

SFOC found:

21,000 BHP

81.9 r/min

122.1g/BHPh

17,850 BHP

77.4 r/min

119.7 g/BHPh

Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

O1: Optimised in M

O2: Optimised at 85% of power M

Point 3: is 80% of O2= 0.80 x 85% of M = 68% M

Point 4: is 50% of O2= 0.50 x 85% of M = 42.5% M

178 43 66-4.0


54/235

Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O,shown on this Fig., the specific fuel oil consumption

in an arbitrary point S1, S2or S3can be estimated

based on the SFOC in points 1" and 2".

These SFOC values can be calculated by using the

graphs for fixed pitch propeller (curve I) and for the

constant speed (curve II), obtaining the SFOC in

points 1 and 2, respectively.

Then the SFOC for point S1can be calculated as an

interpolation between the SFOC in points 1" and

2", and for point S3as an extrapolation.

The SFOC curve through points S2, to the left ofpoint 1, is symmetrical about point 1, i.e. at speeds

lower than that of point 1, the SFOC will also in-

crease.

The above-mentioned method provides only an ap-

proximate figure. A more precise indication of the

expected SFOC at any load can be calculated by

using our computerprogram.This is a servicewhich

is available to our customers on request.


402 000 004 198 22 30

Fig. 2.22: SFOC at an arbitrary load

178 05 32-0.1

2.33


55/235

3 Turbocharger Choice

Turbocharger Types

The MC engines are designed for the application of

either MAN B&W, ABB or Mitsubishi (MHI) turbo-

chargers which are matched to comply with the IMO

speed dependent NOx emission limitations, mea-

sured according to ISO 8178 Test Cycles E2/E3 for

Heavy Duty Diesel Engines.

Engine type Conventionalturbocharger

High efficiencyturbocharger

K98MC SK98MC-C S

S90MC-C S

L90MC-C S

K90MC S

K90MC-C S

S80MC-C S

S80MC S

L80MC S

K80MC-C S

S70MC-C O S

S70MC O S

L70MC S

S60MC-C O S

S60MC O S

L60MC O S

S50MC-C O S

S50MC O S

L50MC O S

S46MC-C S

S42MC S

L42MC S

S35MC S

L35MC S

S26MC S

S = Standard design

O = Optional design

Fig. 3.01: Turbocharger designs

Location of turbochargers

On theexhaust side:

On all 98, 90, 80, 70, 60-bore engines

On 10-12 cylinder 42, 35 and 26-bore engines.

Optionally on 50 and 46-bore engines.

One turbocharger on theaft end:

On all 50 and 46-bore engines

On 4-9 cylinder 42, 35 and 26-bore engines.

Optionally on 60-bore engines.

For other layout points thanL1, the numberorsizeof

turbochargers may be different, depending on the

point at which the engine is optimised.

Two turbochargers can be applied at extra cost for

those stated with one, if this is desirable due to

space requirements, or for other reasons.

In order to clean the turbine blades and the nozzle

ring assembly during operation, the exhaust gas in-

let to the turbocharger(s) is provided with a dry

cleaning system using nut shells and a water wash-

ing system.

Coagency of SFOC and Exhaust Gas Data

Conventional turbocharger(s)

For certain engine types the amount of air required

for the combustion can, however, be adjusted to

provide a higher exhaust gas temperature, if this is

needed for the exhaust gas boiler. In this case the

conventional turbochargers are to be applied, see

the options in Fig. 3.01. The SFOC is then about 2

g/BHPh higher, see section 2.


485 600 100 198 22 31

3.01


56/235

485 600 100 198 22 31


3.02

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

K98MC 3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9*

K98MC-C 3xNA70/T9* 3xNA70/T9 3xNA70/T9 4xNA70/T9* 4xNA70/T9 4xNA70/T9 5xNA70/T9*

S90MC-C 2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9

L90MC-C 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9

K90MC 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9

K90MC-C 2xNA70/T9 3xNA70/T9* 3xNA70/T9 3xNA70/T9 3xNA70/T9 4xNA70/T9 4xNA70/T9

S80MC-C 2xNA70/T9 2xNA70/T9 2xNA70/T9

S80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9

L80MC 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9

K80MC-C 2xNA70/T9 2xNA70/T9 2xNA70/T9 2xNA70/T9 3xNA70/T9 3xNA70/T9 3xNA70/T9

S70MC-C 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA70/T9 2xNA70/T9

S70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9

L70MC 1xNA70/T9 1xNA70/T9 2xNA57/T9 2xNA57/T9 2xNA70/T9

S60MC-C 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9 2xNA57/T9

S60MC 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9

L60MC 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9 1xNA70/T9

S50MC-C 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA70/T9 1xNA70/T9

S50MC 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9 1xNA70/T9

L50MC 1xNA48/S 1xNA48/S 1xNA57/T9 1xNA57/T9 1xNA57/T9

* Turbocharger installation requires special attention

Not included in the production programme

Example of full designation: 6S70MC-C requires 2xNA57/T9 at nominal MCR.

Fig. 3.02: MAN B&W high efficiency turbochargers for engines with nominal rating (L1)

complying with IMO's NOx emission limitatoins

178 86 83-6.0


57/235


485 600 100 198 22 31

3.03

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

K98MC 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12

K98MC-C 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12 4 x 85-B11 4 x 85-B12

S90MC-C 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11

L90MC-C 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B12 3 x 85-B12

K90MC 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 3 x 85-B11 3 x 85-B11 3 x 85-B11 3 x 85-B12


S80MC-C 2 x 80-B12 2 x 85-B11 2 x 85-B11

S80MC 1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12

L80MC 1 x 85-B11 1 x 85-B12 2 x 80-B12 2 x 85-B11 2 x 85-B11 2 x 85-B12 2 x 85-B12 3 x 85-B11 3 x 85-B11


S70MC-C 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12

S70MC 1 x 80-B12 1 x 85-B11 1 x 85-B11 1 x 85-B12 2 x 80-B12

L70MC 1 x 80-B12 1 x 85-B11 1 x 85-B12 2 x 80-B11 2 x 80-B12

S60MC-C 1 x 77-B12 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B12

S60MC 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11

L60MC 1 x 77-B11 1 x 80-B11 1 x 80-B12 1 x 85-B11 1 x 85-B11

S50MC-C 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12

S50MC 1 x 73-B11 1 x 77-B11 1 x 77-B12 1 x 80-B11 1 x 80-B12

L50MC 1 x 73-B11 1 x 73-B12 1 x 77-B11 1 x 77-B12 1 x 80-B11

All turbochargers in this table are of the TPL-type.

- Not included in the production programme

Example of full designation: 6S70MC-C requires 1 x TPL85-B12 at nominal MCR.

Fig. 3.03:ABB high efficiency turbochargers, type TPL, for engines with nominal rating (L1)

complying with IMO's NOx emission limitations

178 86 84-8.0


58/235

485 600 100 198 22 31


3.04

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

K98MC n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D n.a.

K98MC-C n.a. 3 x 714D n.a. n.a. 4 x 714D n.a. n.a.

S90MC-C 2 x 714D n.a. 3 x 714D 3 x 714D

L90MC-C 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D

K90MC 2 x 564D 2 x 714D 2 x 714D n.a. 3 x 714D 3 x 714D 3 x 714D 4 x 714D 4 x 714D

K90MC-C 2 x 714D n.a. 3 x 714D 3 x 714D n.a. 4 x 714D 4 x 714D

S80MC-C 2 x 714D 2 x 714D 2 x 714D

S80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D

L80MC 1 x 714D 2 x 564D 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D

K80MC-C 2 x 714D 2 x 714D 2 x 714D 3 x 714D 3 x 714D 3 x 714D 3 x 714D

S70MC-C 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D

S70MC 1 x 714D 1 x 714D 2 x 564D 2 x 564D 2 x 714D

L70MC 1 x 714D 1 x 714D 2 x 564D 2 x 714D 2 x 714D

S60MC-C 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D

S60MC 1 x 564D 1 x 714D 1 x 714D 1 x 714D 2 x 564D

L60MC 1 x 564D 1 x 564D 1 x 714D 1 x 714D 1 x 714D

S50MC-C 1 x 564D 1 x 564D 1 x 564D 1 x 714D 1 x 714D

S50MC 1 x 454D 1 x 564D 1 x 564D 1 x 714D 1 x 714D

L50MC 1 x 454D 1 x 564D 1 x 564D 1 x 564D 1 x 714D

All turbochargers in this table are of the VTR-type and have the suffix "-32".

n.a. Not applicable


Example of full designation: 6S70MC-C requires 2 x VTR564D-32 at nominal MCR.

Fig. 3.04: ABB high efficiency turbochargers, type VTR-32, for engines with nominal rating (L1)

complying with IMO's NOxemission limitations

178 86 86-1.0


59/235


60/235


61/235


62/235


63/235


485 600 100 198 22 31

Enginetype

Number of cylinders

4 5 6 7 8 9 10 11 12

S70MC-C 1xMET66SD1xMET83SD1xMET83SD 1xMET90SE 1xMET90SE

S70MC 1xMET66SD 1xMET71SE 1xMET83SD1xMET83SD 1xMET90SE

L70MC n.a. n.a. n.a. n.a. n.a.

S60MC-C 1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD1xMET83SD

S60MC 1xMET66SD1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD

L60MC 1xMET53SD1xMET66SD1xMET66SD 1xMET71SE 1xMET83SD

S50MC-C 1xMET53SD 1xMET53SE 1xMET66SD1xMET66SD 1xMET71SE

S50MC 1xMET53SD1xMET53SD1xMET66SD1xMET66SD1xMET66SD

L50MC 1xMET53SD1xMET53SD1xMET66SD1xMET66SD1xMET66SD

S46MC-C 1xMET53SD1xMET53SD1xMET53SD1xMET66SD1xMET66SD

S42MC 1xMET42SE 1xMET53SE 1xMET53SE 1xMET53SE1xMET66SD1xMET66SD2xMET53SE 2xMET53SE 2xMET53SE

L42MC 1xMET42SD1xMET42SE1xMET53SD1xMET53SD1xMET53SD1xMET66SD2xMET42SE2xMET53SD2xMET53SD

S35MC 1xMET33SD1xMET42SD1xMET42SD1xMET53SD1xMET53SD1xMET53SD2xMET42SD2xMET42SD2xMET42SD

L35MC 1xMET30SR1xMET33SD1xMET33SD1xMET42SD1xMET42SE1xMET53SD2xMET33SD2xMET42SD2xMET42SD

S26MC 1xMET26SR1xMET26SR1xMET30SR1xMET30SR1xMET33SD1xMET33SD2xMET26SR2xMET30SR2xMET30SR

n.a. Not applicable


Fig. 3.09: Mitsubishi conventional turbochargersfor engines with nominal rating (L1)

complying with IMO's NOxemission limits

3.09

178 86 91-9.0


64/235


65/235


66/235

4 Electricity Production

Introduction

Next to power for propulsion, electricity production

is the largest fuel consumer on board. The electricity

is produced by using one or more of the following

typesofmachinery, eitherrunningaloneor inparallel:

Auxiliary diesel generating sets

Main engine driven generators

Steam driven turbogenerators

Emergency diesel generating sets.

The machinery installed should be selected based

on an economical evaluation of first cost, operating

costs, and the demand of man-hours for mainte-

nance.

In the following, technical information is given re-

garding main engine driven generators (PTO) and

the auxiliary diesel generating sets produced by

MAN B&W.

The possibility of using a turbogenerator driven by

the steamproduced by anexhaust gas boiler can be

evaluated based on the exhaust gas data.

Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)

from the main engine, the electricity can be pro-

duced based on the main engines low SFOC and

use of heavy fuel oil. Several standardised PTO sys-

tems are available, see Fig. 4.01 and the designa-

tions on Fig. 4.02:

PTO/RCF

(Power Take Off/Renk Constant Frequency):

Generator giving constant frequency, based on

mechanical-hydraulical speed control.

PTO/CFE

(Power TakeOff/Constant Frequency Electrical):

Generator giving constant frequency, based on

electrical frequency control.

PTO/GCR

(Power Take Off/Gear Constant Ratio):

Generatorcoupled to a constant ratiostep-up gear,

used only for engines running at constant speed.

The DMG/CFE (Direct Mounted Generator/Constant

Frequency Electrical) and the SMG/CFE (Shaft

Mounted Generator/Constant Frequency Electrical)

are special designs within the PTO/CFE group in

whichthegenerator iscoupled directly to themain en-

gine crankshaft and the intermediate shaft, respec-

tively, without a gear. The electrical output of the gen-

erator is controlled by electrical frequency control.

Within each PTO system, several designs are avail-

able, depending on the positioning of the gear:

BW I:

Gear with a vertical generator mounted onto the

fore end of the diesel engine, without any con-

nections to the ship structure.

BW II:

A free-standing gear mounted on the tank top

and connected to the fore end of the diesel en-gine, with a vertical or horizontal generator.

BW III:

A crankshaft gear mounted onto the fore end of

thediesel engine, witha side-mountedgenerator

without any connections to the ship structure.

BW IV:

A free-standing step-up gear connected to the

intermediate shaft, with a horizontal generator.

The most popular of the gear based alternatives arethe type designated BW III/RCF for plants with a

fixed pitch propeller (FPP) and the BW IV/GCR for

plants with a controllable pitch propeller (CPP). The

BW III/RCF requires no separate seating in the ship

and only little attention from the shipyard with re-

spect to alignment.


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4.02

Alternative types and layouts of shaft generators Design Seating Total

efficienc

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