Vanbenthuysen Adrian Nordhavn76

Southampton Solent University
Applied Marine Craft Design
Case Study
Engineering Systems
Nordhavn 76
Authored by Adrian D. Van Benthuysen
Publish Date: February 12th, 2015
Applied Marine Craft Systems Engineering Case Study

Nordhavn 76
Table of Contents
1. Vessel Design Introduction ...4
2. Engine Room Layout .......5
2.1. Annotated Drawings of Engine Room .....5
3. Main Engine and Gearbox Installation ....7
3.1. Engine Selection Criteria ......7
3.2. Power Estimation ......8
3.3. Engine Selection .....9
Proposed Engines: ....
John Deere 6135AFM M3 ...
MTU Series 60 14L .....
Caterpillar C12 ...
3.4. John Deere 6135AFM M3 Fuel Circulation ....10
3.5. John Deere 6135AFM M3 Cooling Circuit ...10
3.6. Twin Disc MG-5114 DC Marine Gear .....11
4. Stern-gear and Shaft-line Arrangement ...12
4.1. Propeller Calculations and Selection .....12
4.2. Shaft Material Selection & Diameter Calculation .....15
4.3. Shaft Bearing Design .....16
4.4. Thrust Calculations .....17
4.5. Natural Whirling Frequency Calculations ...18
4.6. Sterngear & Shaftline Conclusions ...19
5. Exhaust Arrangement ...20
5.1. Dry/Wet Exhaust Advantages ....20
5.2. Main Engine Exhaust ....21
5.3. Generator & Wing Engine Exhaust .....22
6. Raw Water System ..23
6.1. Raw Water System Overview .....23
6.2. Raw Water Volume ....23
7. Fuel System ..24
7.1. Fuel System Overview ...24
7.2. Vessel Range based on fuel consumption ..25
8. Black & Grey Water System .....26
8.1. Black and Grey Water System Overview ..26
9. Ventilation .27
9.1. Machinery Space Ventilation Calculation ...27
10. Generator and Energy Storage .28
10.1. Onan 27.5 & 40.0 kW Generators .....28
10.2. Batteries .....28
11. Steering Systems ..29
11.1. Rudder & Stock Calculations ....29
11.2. Steering System ......29

Published February 12th, 2015

Nordhavn 76
12. Fire Suppression Systems ...30

12.1. Machinery Space Fire Fighting .30
13. References ...31
14. Appendices ..32
14.1. A) Nordhavn 76 Complete Specification (reformatted from Nordhavn) .32
14.2. B) John Deere 6135AFM85 Marine Diesel Engine Spec Sheet ..37
14.3. C) Twin Disc Marine Transmission MG-5144 DC Spec Sheet ..39
14.4. D) Twin Disc Marine Transmission MG-5144 DC Orthographic Drawings .41
14.5. E) Lugger L1064A 4.5L Turbocharged Marine Diesel Engine Spec Sheet ...42
14.6. F) Cummins Onan Quiet Diesel 27.5kW Diesel Generator Set Spec Sheet ...46
14.7. G) Cummins Onan Quiet Diesel 40.0kW Diesel Generator Set Spec Sheet ..49
14.8. H) Centek Gen-Sep Gas-Water Separator Installation Guidelines ..52
14.9. I) Nordhavn 76 Tankage Arrangement .....53
References are cited in the following text in small-size font following the last material referenced before
a new reference is made:
Appendix: [Ref. Appendix X]
Reference: [(Authors Last Name), (Specific Text if applicable) p.X]
Internal Reference: [See item No. X on X.x Example Drawing]


Nordhavn 76
1. Vessel Design Introduction

Designed, engineered, and built by the same hands that have earned their company a reputation for
double digit safety factors, the Nordhavn 76 is consistent with the quality and precision set forth by Pacific
Asian Enterprises (PAE) since the companys incorporation in 1978.
The vessel itself is a Northwest-Trawler-style passagemaker that combines a traditionally salty,
impressive-looking vessel with state of the art technology. A veritable globe-spanner, the Nordhavn 76
has a maximum cruising range of about 3,800 nautical miles, enabling it to cross any of the worlds oceans
with ease. Just several of the standard features on-board are bow and stern thrusters, chilled-water air
conditioning, TRAC stabilizers, Lugger wing engine, and a tender davit, not to mention a 500hp engine
built by the legendary tractor company, John Deere, complete with keel cooling and dry exhaust, which
both come standard.
The hull is vinyl-ester-infused e-glass, which can be configured with either a bulbous or traditional bow
pre-lamination, giving the owner a single-piece, seamless hull either way. The vessels hull-form was tank
tested extensively at British Columbia Research in Vancouver, Canada, which yielded tweaks including
Nordhavns trademarked MAINTENANCE STRAKES.
PAE employed an interior decorator to enhance the degree of style on-board, which brought about
additions such as crown molding, leather, granite, and expertly-engineered lighting. Even with all of
these stylistic additions, the boat is in keeping with the highest standard of safety, including thick
tempered-glass windows, watertight doors and bulkheads, a handrail within reach at all times, and
much more.


Nordhavn 76
2. Annotated Drawings of Engine Room
Machinery Spec List

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
Exhaust Exit (8 ID)

Muffler (Hapco)
Muffler Flange
Exhaust Pipe (6 ID)
Machinery Ventilation Inlet
Exhaust Hangers (Soundown)
Stainless Wrinkle Bellows
Fuel Tank (1,400 Gal)
Generator (40kW Onan)
Stern Thruster Actuator
Stern Thruster Housing
Rudder Collar
Watertight Compartment
Steering Actuators
Rudder
Rudderstock
Rudder Shoe
Propeller (50 x 31)
Cutlass Bearing (Duramax)
Foam Inserts
Stuffing Box (Duramax)
Main Engine (John Deere 500)
Fuel Filters (Racor)
Machinery Ventilation Ducts
Waterlift Muffler (Vernalift)
House Batteries
Autopilot Pumps
Hydraulic Reservoir
A/C Units
Shore Power Cord Reels
Steering Pumps
Generator (27.5kW Onan)
Hydraulic System Pump
Wing Engine (Lugger 1064A)
Wing Engine Day Tank
Hydraulic Heat Exchangers
Engine Room A/C Unit
(Cruisair)
38. Engine Room Washdown Sink
39. Sea Chest
40. Fuel Reservoir/Manifold


Nordhavn 76


Nordhavn 76
3. Main Engine & Gearbox Installation

3.1. Engine Selection Criteria
There are a large number of factors considered when choosing an engine for a specific vessel. In
the case of displacement speed vessels, less stress is placed on hitting an actual desired top
speed than it is with planing vessels. If an owner is purchasing a displacement-speed boat like
the Nordhavn 76, they are less interested in setting a trans-Atlantic record than they are in
making sure the boat actually makes it across the ocean. That being said, the extreme optimal
engine for a vessel this type is evidently one which sips hardly any fuel, produces maximum
torque at an extraordinarily low RPM, but delivers the boat to the destination nonetheless (IE
sails). Obviously, a compromise has to be achieved with regards to efficiency of the engine and
the power it produces.
John Deere 6135AFM Dimensioned Drawings, courtesy of Deere.com
In this case, PAE knew that the vessel should be able to cross any ocean in the world. The engine
employed should have reasonably economical fuel consumption in order to keep the fuel
required onboard to a minimum. Additionally, the engines RPM at maximum torque should be
compatible with a marine gear having a reduction ratio that yields a suitably sized propeller. The
engine should have a usage rating which is consistent with the usage profile set forth by the
demographic of owners that Nordhavns are marketed to. In the way of comfort, maximum
torque should be at a relatively low-rated RPM to avoid a compromise between vessel control
and reduced vibration and noise.


Nordhavn 76
3.2. Power Estimation

According to the Displacement Speed Formula quoted in The Propeller Handbook:
3
= 10.665//
Where:
SL Ratio = V (knots) / LWL0.5 = 10.5/69.00.5 = 1.2641
SHP = Shaft Horsepower at propeller = ?
= Displacement in pounds = 252,000 lbs
LWL = Waterline length in feet = 69.0
Giving a resultant equation (when rearranged to find SHP) of:
252,000 1.26413
= 419.5
10.6653
Given an estimation of 10% loss in horsepower between the propeller and engine shaft
coupling, this yields a required BHP of:
419.5

0.9
[Gerr, PH p.10]


Nordhavn 76
3.3. Engine Selection

Several engines present themselves as worthy candidates for use aboard the vessel given 466
BHP required:
Make
Model
BHP, max RPM
BHP, max torque
Max Speed
Speed, max torque
Fuel Consumption,
rated power
Fuel Consumption,
max torque (prop)
Peak Torque
Displacement
Bore/Stroke
Mass (dry)
PWR Density
No. of Cylinders
kW(BHP)
kW(BHP)
RPM
RPM
l/h (gal/h)
John Deere
6135AFM M3
373 (500)
373 (500)
2000
1500
102.2 (27.0)
MTU
Series 60 1B
399 (535)
2100
98.4 (26.0)
Caterpillar
C12
425 (570)
423 (567)
2300
1400
105.8 (27.9)
l/h (gal/h)
41.6 (11.0)
24.7 (6.5)
Nm (ft/lb)
Liters (cu. In)
mm (inches)
2375 (1752)
13.5 (824)
132 x 165
(5.2 x 6.5)
1410 (3109)
266.4
6
14.0 (854)
133 x 168
(5.24 x 6.61)
1630 (3593)
244.7
6
2884
12.0 (732)
130 x 150
(5.12 x 5.91)
1076 (2372)
394.9
6
kg (lb)
kW/tonne
Given the above information, the Caterpillar seems

a clear choice in terms of power density and fuel
consumption. With fuel consumption at maximum
torque being about half that of the stock John
Deere engine, a lower maximum torque RPM, a
higher maximum BHP and a smaller mass, the
Caterpillar is far and away the best choice.
However, on the basis of cost, the Caterpillar will
be more expensive than the John Deere.
John Deere 6135AFM courtesy of Deere.com
Upon calling Nordhavn to ask why there were

several engines listed as standard on their website, it was discovered that the owner may specify
any engine he or she wishes to be installed as the main propulsion engine. The John Deere is
the standard engine, but more often than not, the owner specifies an engine of their own choice.
For the purposes of this study, use of the John Deere 6135AFM M3 will be assumed for
calculations and reasoning purposes.
[Ref. Appendix B]


Nordhavn 76
3.4. John Deere 6135AFM85 Cooling Circuit

The keel-cooling arrangement produced by John Deere is employed on the Nordhavn 76.
Because a dry exhaust system is used, the need for a raw-water pump or circuit on the main
engine is entirely absent. The keel-cooler avoids problems associated with raw-water cooling
systems like corrosion, freezing, or sediment problems.
[Gerr, BMSH 131-141]; [Ref. Appendix B]
3.5. John Deere 6135AFM85 Fuel Circulation

The John Deere 6135AFM85 utilizes Electronic Unit Injectors (EUIs). These injectors each have
their own fuel pump, a small jerk pump that draws the diesel from a fuel gallery on the engine
itself. The gallery is supplied by a primary fuel pump which draws from the vessels tanks and
passes the diesel through a primary and secondary filter. The fuel gallery itself is a chamber with
relatively low pressure, kept constant by a pressure-regulating valve at the end of the gallery.
The valve also allows surplus fuel to be drained back into the tank.
The timing of the EUIs is controlled by the engines Electronic Control Module (ECM), and can be
altered to maximize efficiency and minimize emissions based on inlet air pressure and
temperature, similar to the way a Common Rail Diesel (CRD) changes the timing of its injectors
by infinitesimal amounts in order to optimize efficiency or burn off carbon in the cylinders.
The injection pressures found with EUIs are extraordinarily high, climbing up to 30,000 PSI in
some cases.
[Calder, p.23-24]; [Ref. Appendix B]
Typical Unit Injector System, [Calder, p.23]

10

Nordhavn 76
3.6. Twin Disc MG-5114 DC Marine Gear

Nordhavn specifies the Twin Disc MG-5114
DC Marine Gear with a reduction ratio of
3.43:1 as the transmission to be used on the
main propulsion engine. Although not
specified by Nordhavn, the service
classification used is likely the Intermediate
Duty transmission. The following is an
excerpt directly from Twin Discs brochure
on the transmission.
Intermediate Duty [ID]: Hour usage of up to
2000 hours/year (for models MG-5114 Series
and smaller) and up to 3000 hours/year (for
models larger than MG-5114 Series) with
Twin Disc MG-5144 DC mounted on John Deere
50% of the operating time at full engine
6135AFM
rating. Typical applications include planing hull vessels
such as ferries, fishing boats, some crew boats, and some displacement hull yachts
The Intermediate Duty rating offers a maximum of 503 kW (675 hp) at 2100 RPM on the gear,
a rating which fits acceptably with the operating characteristics of the John Deere 6135AFM85
marine diesel engine.
Additional notable features of the transmission include a 24 VDC electronic control valve and a
mounted oil cooler.
[Ref. Appendix A, E, F]
[See item No. 22 on 2.1 Annotated Drawings of Engine Room]
Twin Disc MG-5114 DC,
courtesy of Twin Disc

11

Nordhavn 76
4. Stern-gear and Shaft-line Arrangement

4.1. Propeller Calculations & Selection
If one uses the calculations provided by Dave Gerr in The Propeller Handbook, it is immediately
obvious that something within the calculations is askew to how Nordhavn selected their
propeller. The propeller on the Nordhavn 76 is a 50 diameter 4-bladed prop with a pitch of 31
and a left-hand rotation. Using the propeller calculations provided by Gerr, one would get results
as follows:
= 632.7 0.2 /0.6
Where:
D = Propeller diameter in inches = ?
SHP = Shaft horsepower at the propeller = 500 * 0.9 = 450 (based on 90% efficiency
between shaft coupling and prop)
RPM = Shaft RPM at the propeller = 1500/3.43 = 437
= " =
632.7 4500.2
4370.6
To calculate propeller pitch, apparent slip must first be calculated:

=
3 =
1.4
0.57
12
1.4
= 0.36
10.50.57
1215.6
(1 )
3 = 45"
10.5 1215.6
437 (1 0.36)
4 = 3 0.98 = 45 0.98 . "

[Gerr, PH p.48-52]
[Continued]


Nordhavn 76
These calculations yield a propeller with a 55 diameter and a pitch of 44, clearly a very
different propeller than was chosen by Nordhavn. When reverse-engineered, one finds that the
difference is in the efficiency percentage between shaft coupling and propeller, i.e. the
percentage of efficiency in the gear. Flipped about, the equation shows that the designers used
an efficiency of roughly 55% when calculating the propeller size, which leads one to believe
that these equations were not employed in the selection of a propeller.
Representative propellers of sizes 55, 50, and 44 diameter
Using the formulas found in the Applied Marine Craft Systems (AMCS) course notes, minimum
prop diameter in displacement hulls is equal to:
125
=

125 500
= "
0.95 10.5 10.5
(Using a Disc-Area Ratio of 0.7 as prescribed for 4-bladed standard propellers)
[Firth, p.46-47]
This yields a value of 44 diameter, effectively yielding a square prop using the same value for
pitch of 44. It is well known, however, that as you increase diameter for a given prop, pitch
should decrease in a linear fashion. For example, as Nordhavn increased propeller diameter to
50, they lowered the propeller pitch accordingly.
[Continued]

13

Nordhavn 76
However, some issues arise here. Firstly, the difference between the calculated propeller
diameter and the actual propeller diameter is only 6, where the difference between calculated
propeller pitch and actual propeller pitch is 13, more than double that of the difference in
diameter.
Additionally, the pitch ratio is outside the optimum range. The actual pitch ratio is 0.62
(31/50)
= 0.39 0.23 = 0.39 10.50.23 = 0.66 (> 0.62)
= 0.46 0.26 = 0.46 10.50.26 = 0.84 (> 0.62)
= 0.52 0.28 = 0.52 10.50.28 = 1.00 (> 0.62)
Propeller tip speed is in accordance with common values, though.
= (
) 10,000 /
)(
12
.
= (
50
2000
)(
) 10,000 /
12
3.43
= 7,632 10,000 /
[Rusinek, part 4, p.4]; [Ref. Appendix A]; [See item No. 18 on 2.1 Annotated Drawings of Engine Room]
14


Nordhavn 76
4.2. Shaft Material Selection & Diameter Calculation

The propeller shaft for the main engine on the Nordhavn 76 is an Aquamet 22 3.5 (8.9cm)
solid shaft. The calculations for propeller shaft diameter are as follows:
3
321,000

Where:
SHP = Shaft horsepower = 0.96*BHP = 0.96*500 = 480
SF = Safety Factor (5-8 for heavy commercial craft) = 5
St = Yield strength in torsional shear, in PSI = 70,000 (for Aquamet 22)
SRPM = Shaft revolutions per minute = Rated RPM / Red. Ratio =
2000/3.43 = 583
3 321,000 480 5
= . " =
70,000 583
Nordhavn has used a larger safety factor here, though, and received a value of 3.5 required
shaft diameter. When the equation is reverse engineered, it can be found that the propeller
shaft for the main engine aboard the Nordhavn 76 has a safety factor of between 11 and 12:
=
3
321,000
= .
70,000 583 3.5

321,000 480
15
3
[Gerr, PH p.89-91]; [Ref. Appendix A]


Nordhavn 76
4.3. Shaft Bearing Design & Selection

The placement of the main engine with regards to the Nordhavn 76s skeg and rudder
arrangement avails a low shaft angle. The minimum shaft bearing spacing according to Gerr is:
3.21 4
Where:
Ft = Minimum Shaft bearing spacing, in feet = ?
DShaft = Shaft diameter, in inches = 3.5
SRPM = Shaft RPM = ERPM/Red. Ratio = 2000/3.43 = 583
E = Modulus of Elasticity of shaft material, in PSI = 28,000,000
Density = Shaft density, in pounds per cubic inch = 0.285 [Rusinek]
3.21 3.5 4 28,000,000
= . =
583
0.285
[Gerr, PH p.93]
As the actual shaft length is only 7.25 feet, this means that as long as there is a bearing placed at
each end of the stern tube, there should be no problems that stem from the bearings being too
far apart.
The stern-tube aboard the Nordhavn 76 has a traditional stuffing box on the inboard end and a
cutlass bearing at the aft end. Nordhavn does not specify an actual bearing, only a rubber
cutlass bearing.
The recommended bearing is a Duramax Marine Naval Brass Sleeve Bearing #870892101
codename DOCK, supporting a shaft diameter of 3.5 with an OD of 4.5 and a length of 14.
This is the cutlass bearing with the maximum OD for a 3.5 shaft diameter supplied by Duramax,
consistent with the large safety factors on Nordhavns.
The recommended stuffing box is the Duramax Marine Model 1787-0312 stuffing box, a grease
service heavy-duty stuffing box with an air-seal ring. This makes more sense than a water service
stuffing box as the main engine does not actually have a raw water circuit due to the combination
of a keel cooler and dry exhaust.
[Ref. Appendix A]

16

Nordhavn 76
4.4. Thrust Calculations

Calculating thrust can provide more accurate predictions in terms of resistance forces due to
the fact that one is actually calculating drive force as opposed to a generic shaft horsepower
that is transmitted into the propeller.
=
326
0.9
Where:
T = Thrust in lbsforce = ?
SHP = Shaft Horsepower = 0.96*BHP = 0.96*500 = 480
e = Propeller efficiency (approx. 0.55 for displacement hulls)
=
326 480 0.55

0.9 10.5
[Firth, p.42]
17


Nordhavn 76
4.5. Natural Whirling Frequency Calculations

Whirling, or lateral vibration, of a propeller shaft can be caused when the shaft RPM is the same
as the natural frequency of the shaft. The natural frequency is a function of bearing distance,
shaft diameter, and shaft material. To simplify the explanation of harmonic vibration, only three
coefficients of natural frequency will be used here to find the natural whirling frequency of the
main propulsion shaft on the Nordhavn 76.
, = 106
()
( , )2
Where:
CPM = Cycles per minute
C = Coefficient of natural frequency = 4.78 (first mode), 19.2 (second mode), 43.2 (third
mode)
Bearing Spacing = 86.5 (measured from forward end of cutlass bearing to rigid point of
stuffing box)
3.5
, = 2,236 4.78 106
86.52
, = 8,981 19.2 106
3.5
86.52
, = 20,207 43.2 106
3.5
86.52
[Gerr, BMSH p.13]
None of these values for natural whirling frequency are a problem as even the highest RPM the
shaft can turn at (Rated ERPM / Red. Ratio), 583 RPM, does not come within even close range
of the first mode of natural harmonic vibration for the given shaft diameter and bearing spacing.
[See item No.s 19, 21 on 2.1 Annotated Drawings of Engine Room]

18

Nordhavn 76
4.6. Sterngear and Shaftline Conclusions

The propeller chosen by PAE for the Nordhavn 76 is not recommended based on well-known
calculations and methods. This is not to say that PAE did not use another method or employ
additional non-standard features when designing the propeller. These factors might include
cupping or a non-standard DAR. Additionally, previous trial results from different vessels may
have led to an apparent slip (an important factor in pitch calculation) different from expected
standard values as used above. An actual listed cruising speed for the vessel is not published by
Nordhavn, which also may have led to inaccuracies in the above calculations. The pitch ratio is
outside the optimum recommended range of values, but the tip speed is below the
recommended maximum.
The propeller shaft chosen is of reasonable size, although the safety factor of between 11 and
12 used for the shaft borders on being unreasonable. However, it is consistent with the profile
set forth by Nordhavns in the past, and the high safety factors found throughout are likely a
selling point for the vessel.
The propeller shaft is safe from the harmful effects of whirling vibration caused by natural
harmonic frequency based on the existing shaft diameter and bearing spacing.
In conclusion, the sterngear and shafting equipment aboard the Nordhavn 76 is well designed
for a displacement speed motor yacht of this type. The low shaft angle increases the efficiency
of the entire propulsive system and additionally keeps the engines vertical center of gravity low.
The use of a skeg/shoe-protected propeller and rudder increases durability of the system and
protects the propeller from certain types of wear and tear. It also reinforces the rudder and
provides a secondary pin joint for the rudderstock, decreasing bending moments applied to the
stock and transmitting them into the hull structure.

19

Nordhavn 76
5. Exhaust Arrangement
5.1. Dry /Wet Exhaust Advantages
Scored across a number of criteria on a scale of 1-5, with 5 being the best, wet exhausts come
out on top, according to Dave Gerr. While both a wet and dry exhaust system have their
advantages and disadvantages, wet exhausts seem to come ahead in general, scoring a combined
47 points on Gerrs chart against 36 earned by the dry exhaust.
However, some subjectivity comes into play here, and the dry exhaust has several advantages
which are absent in wet exhausts.
There is no seawater in the engine compartment (in this case, there is, but it is not associated
with the main engine). This way, with a below-the-waterline engine installation such as the one
aboard the Nordhavn 76, theres no chance of the engine compartment down-flooding as the
result of a failure in the exhaust system.
Corrosion in the exhaust manifold is virtually non-existent in dry exhaust systems because the
system is not water jacketed. There are no problems with silt or corrosion and the manifold never
needs to be inspected for these things.
Additionally, when the vessel is in colder climates, the latent heat produced by the dry exhaust
system will be welcome in cabins through which the exhaust line runs. This is somewhat
subjective, of course, due to the fact that any latent heat that manages to penetrate insulation
will in fact be a disadvantage in warm climates.
Appropriate exhaust clamps that allow for pipe expansion, [Gerr, BMSH p.145]
[Gerr, BMSH p.146-162]
The appropriateness of each system obviously changes with a specific application. For example,
the Nordhavn 76 touts a combination of a keel cooler and a dry exhaust, two very utilitarian
systems that work together to avoid the need for a raw water circuit on the main engine
altogether, not to mention furthering the reputation of Nordhavns as solid, well-engineered
vessels for those slightly more inclined towards utilitarianism.

20

Nordhavn 76
5.2. Main Engine Exhaust

The exhaust system for the main engine on the
Nordhavn 76 is a standard dry stack system. Rising from
the engine, the system is comprised of a stainless steel
flexible bellows, 6 ID pipe, a Hapco muffler, and 8 ID
pipe to the exit.
The system is insulated, as opposed to lagged, in the
machinery space. Lagging, a more permanent installation,
is wrapped around the piping, frequently sealed with a
hard-coat surface [Gerr, BMSH p.149]. Insulation, on the
other hand, includes flexible blankets which are
removable in order to perform service on parts of the
exhaust. In the case of the Nordhavn 76, the exhaust
piping is insulated inside the machinery space. That is,
custom flexible and removable insulating blankets are
used to cover the exhaust system.
The use of insulating blankets as opposed to lagging is
likely due to the fact that the exhaust system is much
more easily serviceable when such blankets are
employed. They can be removed and re-affixed as
desired, whereas proper lagging must be cut away and
reinstalled. However, Nordhavn does use a layer of
fiberglass tape around the exhaust pipe underneath the
blankets to further insulate them (not IWO flexible
bellows).
21
An important aspect of any dry exhaust system is the

hangers that support the pipe. These hangers must both
allow for pipe expansion and contraction, and must not
transmit heat to the boats structure. Nordhavn
accomplishes this with Soundown soft mounted spring
hanger mounts. Not only do these hangers insulate from
heat while allowing for pipe expansion and contraction,
they also insulate the hull structure from the vibration of
the exhaust system.
[Gerr, BMSH p.142-163]; [Ref. Appendix A]; [See item No.s 1-4,
6, 7 on 2.1 Annotated Drawings of Engine Room]
Nordhavn 76 Main Engine Exhaust System (Above)
Well-insulatd dry exhaust system (left). Lagging and
insulating blankets pictured [Gerr, BMSH p.149]


Nordhavn 76
5.3. Generator & Wing Engine Exhaust

The two generators and wing engine onboard use a wet exhaust system that employs the Centek
Gen-SepTM in conjunction with a Centek VernaliftTM muffler. These together allow the machinery
to have nearly silent exhaust systems (a benefit for generators when moored at night-time), and
drain below the waterline to further reduce noise.
[Ref. Appendix A, H]; [See item No. 25 on 3.1 Annotated Drawings of Engine Room]
22
Typical Gen-Sep installation (above)

Centek or similar water-lift muffler conceptual
sketch (left) [Gerr, BMSH p.110]


Nordhavn 76
6. Raw Water System

6.1. Raw Water System Overview
The systems utilizing raw water onboard
are the Onan generators and the Lugger
wing engine. Each of these pieces of
machinery draws from a sea chest
underneath the engine room sole. The
water passes through a primary filter in
close proximity to the sea chest and then
to the respective machinery.
[See item No. 39 on 2.1 Annotated Drawings
of Engine Room]
Each raw water inlet is equipped with a

Groco strainer (pictured right, [Gerr,
BMSH p.283]) in addition to a grate
installed on the exterior of the thru-hull in
order to prevent debris from entering the
system.
23
6.2.
Raw Water Volume
This calculation takes into account only the raw water

circulated by the generators and wing engine, not
including on-deck wash-down pumps or misc. small
machinery.
Generator #1: Cummins Onan Quiet Diesel Series 40
QD
Raw Water Consumption: 22 gal/min
Generator #2: Cummins Onan Quiet Diesel Series 27.5
Raw Water Consumption: 15.6 gal/min
Wing Engine: Lugger 1064A Diesel Engine
Raw Water Consumption: 53 gal/min
In the rare case that all three pieces of machinery
should be operating simultaneously, a total flow rate of
90.6 gallons per minute should be available from the
sea chest.
[Ref. Appendices G, H, I]


Nordhavn 76
7. Fuel System
7.1. Fuel System Overview
Nordhavns own literature makes the nature of the fuel system onboard the 76 a bit unclear. On
one hand, they publish that there are four main tanks totaling 4,100 gallons and a centerline day
tank of 80 gallons. This day tank is fed from the four main fuel tanks by gravity feed.
However, the Nordhavn website dictates that there shall be an aluminum supply reservoir, a fuel
gallery of sorts, to supply machinery, which is fed by the four main fuel tanks, eliminating the
need for the centerline day tank.
Upon looking at the supplied machinery drawings, though, a third reality exists. There are four
wing tanks, two of 1,400 gallons and two of 250 gallons. There is also a centerline fuel tank of
650 gallons. All of these supposedly feed a fuel supply tank, the reservoir mentioned above, of
100 gallons. There is also the matter of a wing engine day tank which is shown on the tankage
arrangement.
Due to the unclear nature of exactly how the fuel system works and how many tanks there are,
this is the recommended fuel flow pattern for the Nordhavn 76 based on industry standards:
1. Fuel is delivered to each tank (two 1,400 gal, two 250 gal, one 650 gal CL) via a 2 ID fill
hose
a. Nordhavn specified fill pipe to be located minimum distance of 18 from any
ventilation opening in the tank
2. Fuel flows by gravity feed to a fuel gallery (reservoir) located in the machinery space
3. Here the flow of fuel is split via manifold into four separate lines:
a. Main Engine
b. Wing Engine.
i. Fuel for the wing engine is delivered into a small day tank
c. Generator #1
d. Generator #2
4. Fuel passes through primary filtration at this stage, drawn on an as-needed basis by
respective machinery
5. Returned/unused fuel is directed back to the fuel gallery
a. Preferably, fuel returns would run back to the main tanks and drop in at the end
opposite that of the fuel pickup, but as the fuel is not necessarily drawn equally
from each tank, the fuel returned would not be the same amount as fuel drawn.
[Continued]

24

Nordhavn 76
Some additional points:
Five main tanks are of FRP construction (non-integral), exterior coated with fireretardant gelcoat, complete with sight gauges
Baffles in each tank on 24 centers with removable panels to allow full access to tank
interiors
Light and alarm in wheelhouse to alert for excessive water in fuel gallery
Fuel transfer manifold to be installed with a 3.5 gpm pump and timer switch, Racor 1000
fuel filter with tight-mesh element
Exterior of tanks finished in red gel coat
Each tank to have two 1 ID vent lines
[Ref. Appendices A, I]; [See item No.s 8, 23, 35, 40 on 2.1 Annotated Drawings of Engine Room]
7.2. Vessel Range Based on Fuel Consumption

Based on approximate values for fuel consumption:
= (
)
Where:
Fuel = 4,100 gallons
Consumption = 11.0 gallons per hour
V = 10.5 knots = 12.0 mph
25
4,100
= , (
) 12
11.0
[Ref. Appendices A, B]


Nordhavn 76
8. Black & Grey Water System

8.1. Black and Grey Water System Overview
The holding tank system onboard the Nordhavn 76 is fitted with Tecma Silence Plus head units
which feed to a 200 gallon FRP holding tank via odor-safe hoses. The tank can be pumped
overboard by either a 20 gallon per minute electric pump or a 30 gallon per minute manual pump,
both of which are supplied by Edson. Each toilet is fitted with a panel which reads the current
status of the holding tank and prevents them from flushing in the event of a full tank.
The sinks, showers, and air conditioning condensate drain to the 200 gallon grey water tank.
The tank has a level monitor system and is equipped with both manual and electric discharge
pumps provided by Edson and Dometic, respectively. Lower level sinks and shower are pumped
to grey water tank using Whale Gulper pump.
[Ref. Appendices A, I]
26


Nordhavn 76
9. Ventilation
9.1. Machinery Space Ventilation Calculation
The calculations for minimum airflow and vent area as prescribed by the Gerr method, an
industry standard, are as follows:
, (. ) = /3.3
Where HP = total horsepower for all machinery in compartment:
Main Engine: 500 bhp
Wing Engine: 125 bhp
Generator #1: 37 bhp
Generator #2: 54 bhp
. , (. ) = 217 716 /3.3
. , (. ) = 477 217 2.2
. , , % (. ) = = 477 + 10%
. , () = (2.75 ) 90
. , () = 1,879 = (2.75 716) 90
. , () = , = 1879 2.2
Per Nordhavn, the vessel is to have two intake blowers totaling 2,420 cfm installed on the
engine-room intake vents. While this is much less than Gerrs recommended amount of airflow,
the lower value is likely due to the fact that a situation where all four main pieces of machinery
are running is very seldom going to occur.
The exhaust blower for the machinery space is specified to be one 1,210 cfm blower. Between
a total combined machinery horsepower of 500 and 750, the exhaust blower capacity should be
a minimum of 33% the total recommended airflow. The blower specified by Nordhavn is again
slightly underpowered, likely for the same reason as above:
. () = . , () 33%
. () = , = 4,134 33%
[Gerr, BMSH p.263-264]; [Ref. Appendix A]; [See item No.s 5, 24 on 2.1 Annotated Drawings of Engine
Room]

27

Nordhavn 76
10. Generator & Energy Storage

10.1. Onan 27.5 & 40.0 kW Generators
Make
Model
Power Output
Voltage
Amperage
Phase
Frequency
Engine RPM,
(Max Rated)
Compression Ratio
Displacement
Bore/Stroke
Mass (dry)
PWR Density
No. of Cylinders
Fuel Consump,
(Full Load)
kW
Volts
Amperes
Hz
Cummins Onan
27.5 kW MDKBT
27.5
120/240
229/115
1
60
Cummins Onan
40.0 kW MDDCA
40.0
120/240
120.3
3
60
1800
1800
Liters (cu. In)

mm (inches)
22.5:1
3.3 (202.5)
98 x 110
(3.86 x 4.33)
601 (1325)
45.8
4
9.2 (2.4)
17.6:1
4.5 (275)
106.5 x 127
(4.2 x 5.0)
1072 (2363)
37.3
4
12.7 (3.4)
kg (lb)
kW/tonne
L/h (Gal/hr)
[Ref. Appendices F, G]; [See item No.s 9, 32 on 2.1 Annotated Drawings of Engine Room]
10.2. Batteries
House Batteries:
24v Bank: Eight 8D 12v AGM Batteries @ 255 Ah apiece
-Four groups of two connected in parallel
12v Bank: One 8D 12v Battery located in pilot house
Starting Batteries:
Main Engine: Two 4D AGM Batteries in series (24v system)
-Switch enables use of house batteries for starting
40 kW Gen. Starting: Two Group 31 AGM batteries in series (24v system)
27.5 kW Gen./Wing Engine Starting: Two Group 31 AGM batteries in series (24v system)
Charging Equipment:
Inverter Charger Provides 100 amps @ 24 volts
Victron Skylla 100a Charger 240v AC (backup charger)
Main Engine Dedicated alternator on engine for starting bank
40 kW Gen 20a 24v alternator for starting bank
27.5 kW Gen 20a 24v alternator for starting bank
Wing Engine 100a 24v alternator for starting battery
Xantrax Charger For 12v battery in pilot house
[Ref. Appendix A] [See item No. 26 on 2.1 Annotated Drawings of Engine Room]

28

Nordhavn 76
11. Steering Systems

11.1. Rudderstock Calculations
Finding Water Force on Rudder:
() = ( )2 52.55
Where:
CL = Coefficient of lift of rudder = 1.2
Pf = Propeller Factor = 1.2
V = 10.5 knots = 5.4 m/s
Area = 1.506 m2
() = 1.2 (1.2 5.4)2 1.506 52.55
() = ,
Finding Twisting Moment on Rudderstock:
=
= 1,356 3,988 0.34
Finding Bending Moment on Rudderstock:
=
= 3,151 3,988 0.79
Finding Combined Moment on Rudderstock:
= + 2 + 2
= , 3,151 + 3,1512 + 1,3562
Typical Rudderstock Installation w/

stuffing box, [Gerr, BMSH p.191]
29
[Gerr, BMSH p.182-185]; [See item No.s 12, 16 on 2.1 Annotated Drawings of Engine Room]
11.2. Steering System

The steering system onboard is a Kobelt hydraulic system with unbalanced cylinders turning the
rudder. The cylinders are driven through seamless copper lines from a hydraulic pump in the
lazarette. The system also contains an emergency tiller stowed in the lazarette. Additionally,
there is a stainless steel manifold that has valves for two autopilot pumps, which come
standard.
[Ref. Appendix A]; [See
item No.s 14, 27, 28,
31 on 2.1 Annotated
Drawings of Engine
Room]

Nordhavn 76
Steering Arrangement

Nordhavn 76
12. Fire-Suppression Systems

12.1. Machinery Space Fire Suppression
The fire suppression equipment inside the machinery space is made by Seafire. The following items are
included in the system:
Main Extinguisher, heat or manual activation, for use up to 1500 cubic feet (model #FD-1500-M)
Automatic Engine Shutdown, includes generators & blowers, activates fire dampers
(model #131-261)
Manual discharge cable, 30ft (model #135-030) (lazarette)
The fire dampers onboard serve several functions. Not only do they cut off the supply of oxygen to a fire
in the machinery space, but they also prevent any of the fire suppressant from blowing out the vents.
[Gerr, BMSH p.271]
30
Round Fire Damper, [Gerr, BMSH p.271]


Nordhavn 76
13. References
Calder, Nigel (1987). Marine Diesel Engines. 3rd ed. Ohio: McGraw-Hill. All Pages.
Firth, Grant (2014). AMCS - Course Notes Compilation. Southampton: Southampton Solent University. All
Pages.
Gerr, Dave (2009). Boat Mechanical Systems Handbook. London: Adlard Coles Nautical. All Pages.
Gerr, Dave (1989). Propeller Handbook. London: Nautical Books. All Pages.
Rusinek, Ken. (2013). Marine Engineering Lecture Notes. 1 (All Parts), All Pages.
Note: References within text show page numbers of referenced material
31


Nordhavn 76
14. Appendices
14.1. Appendix A
Standard Machinery
Main Engine: John Deere 6135AFM 500hp

Gear Box: Twin Disc #5114, w/ 3.43:1 reduction
Engine Instrument Panel: Three (3) EDM (Electronic Display Module) instrument panels with alarm that will
monitor Tachometer, Station active, Engine oil pressure, Engine water temp, Fuel consumption GPH,
System voltage, Gear oil temp, Gear oil pressure, Alarm on/off button and five step illumination control.
The following display choices are available by selection from the EDM menu as standard: Trip fuel
consumption, Engine load, Turbo boost, ECM voltage, Fuel pressure, Fuel temp, Smoke control status and
Total fuel used
Alternator: Two (2) Alternators: One (1) 100 amp for starting batteries and one (1) 175 amp for the house
batteries
Engine Controls: DDEC IV Electronic controls with brushed stainless steel finish six (6) stations: wheel
house, fly bridge and aft deck, port and starboard portuguese bridge and engine room
"Air Sep" Crankcaseventilation
Two (2) 4D Batteries"Lifeline" AGM @ 255Ah each batteries connected in series for 24 volt start
Engine Bed to have 1/2 (1.27 cm) stainless steel cap
Engine mounted on (4) vibration resilient mounts or MTU Equivalent
Start up on MTU Main Engine
Propeller: Hungshen 50" x 31" (127 cm x 78.75 cm) 4-blade left hand rotation I.S.O. class 1
Propeller Shaft: A22HS 3-1/2" (8.9 cm) diameter
Taper details: Standard SAE
Spurs line cutter on main engine shaft
Stern Tube: FRP
Bearing: Rubber cutlass type at aft end

Stuffing Box: Bronze-traditional
Use "T" bolt clamps in lieu of hose clamps at the stuffing box
Keel Cooler
Charged Air & Gear circuit Keel cooler: R.W. Fernstrum Model #D1693W-E1-S1
Jacket water circuit: R.W. Fernstrum Model #D869-E1
Fuel Filter: One (1) Racor 900MAX duplex with 10 micron filter elements in addition to secondary engine
mounted filter
Engine Cooling System to be filled with MTU specified mixture of coolant/antifreeze
Engine Room Floors: All engine room floors and structural members to be FRP with white gel coated
surfaces

32

Nordhavn 76
Noise Control
Hull Damping: Area above the propeller rotation plane to be treated with two (2) layers of E-A-R Specialty
Composites Isodamp CN Tiles (CN-62), alternating between resin and chopped glass to form a constrained
layer damping system to be the inboard side of the shell plate
Engine room ceiling and fwd bulkhead treated with 2" (5.08 cm) of 3M Thinsulate and 2" (5.08 cm)
Soundown or equivalent. Inboard tank sides, aft bulkhead, underside of deck, forward side of engine room
bulkhead and ventilation ducts to be treated with 2" (5.08 cm) 3M Thinsulate and 1" (2.5 cm) thick
Soundown or equivalent before being covered with white aluminum panels by Soundown or equivalent
Salon/galley cabin sole to have 2" (5.08 cm) "Nida Core" core system and 1/4" (6.35 mm) Soundown
"decoupler" layer
Soundown Quite Pro lining covering or equivalent engine room intake and exhaust ventilating ducts, 1 (2.5
cm) thick secured with epoxy and mechanical fasteners
Seal all holes and cracks in engine room parameter to prevent noise leakage
Dry Exhaust System: 6" (15.24 cm) I.D. per PAE design
Muffler: Hapco #1648VRS6 with a 6" (15.24 cm) inlet and 8" (20.3 cm) outlet
Custom exhaust blanket for engine room portion of exhaust
Exhaust piping under blanket is to be wrapped first with fiberglass tape
Stainless steel wrinkle belly sections per design
Soft mounted with Soundown mounts and spring hanger mounts
Wing Engine: Lugger #1064A
"V" drive ZF marine gear 2.5:1 ratio

Heat exchanger cooled
Shaft: 1-3/4" (4.4 cm) diameter shaft A22
Spurs line cutter on wing engine shaft
Gori 3-blade folding propeller
100 amp 24 volt alternator
Twin Disc electronic controls dual station
Electronic front PTO 24 volt to operate hydraulics
Two (2) "Group 31" batteries in series for 24 volt start
25 gallon (95 liter) day tank
Racor 900MAX fuel filter with 10 micron filter element in addition to engine mounted filter between day
tank and engine
Engine bed to have 3/8" (9.5 mm) thick stainless steel cap
Generator #1: Onan model #MDDCA 40 kW 120/240 volt AC 60 Hz
Wet exhaust system using gen-sep

24 volt start
Alternator: 20 amp
Install remote engine panel in the pilothouse

33

Nordhavn 76
Generator #2: Onan model #MDKBT 27.5 kW 120/240 volt AC 60 Hz
Wet exhaust system using gen-sep

24 volt start
Alternator: 20 amp
Install remote engine panel in the pilothouse
ABT Hydraulic System
50 hp bow and 38 hp stern thrusters using 16" (40.64 cm) and 14" (30.48 cm) tunnels with proportional
controls at five (5) stations. Eye brows to be installed on the hull to allow water to pass smoothly over bow
thruster
Hydraulically powered 180 gallons (681 Liters) per minute emergency bilge pump with manifold system and
plumbing to five (5) bilge areas
TRAC #370 digital stabilizer system with 16 sq. ft. (3.6 sq. m.) fins and dual station control. Stainless steel
kelp cutters forward of fins tied to bonding system. System is without winglet assembly.
Hydraulics cooled by a hyd. cooling pump and two (2) heat exchangers one (1) return side and one (1) case
drain side
Engine Room Ventilation System
Two (2) Intake Blowers - Grainger #3C964 230 volt AC 50/60 Hz rated at 1,210 CFM @ 0.0" SP @ 60 Hz.
Two (2) louvered vents on aft deck wings with screened blower inlet
One (1) Exhaust Blower - Grainger #IXJY4 230 volt AC 50/60 Hz rated at 1,210 CFM @ 0.0" SP @ 60 Hz. One
(1) vent on aft side exhaust stack with screened blower inlet
Fire/Smoke Dampers: Ruskin CD36 Low Leakage Control Damper, 12"x12" (30.5 cm x 30.5 cm) Stainless
Steel Rear Flanged equipped with a side mounted Honeywell H-2024 (24 volt DC) Fast-Acting, Two Position
Actuator. One (1) damper each installed on the engine room side of each blower for easy access. Each
damper will be normally open and will close on Seafire actuation. For boats equipped with main engine dry
exhaust, one (1) damper each installed on the inside of each main engine exhaust stack louvered vent
opening - damper size to be compatible with stack opening
Auto Blower Stop and Damper Closure on Engine Room Seafire Actuation (See Fire Protection System)
Seafire Fixed System Fire Extinguishers
Engine Room
One (1) Seafire Model #FD-1500-M
One (1) Seafire Automatic Engine Shutdown System Model #131-261
24VDC for main engine, generators, engine room blowers, fire/smoke dampers
One (1) Seafire Manual Discharge Cable 30ft Model #135-030
Lazarette
One (1) Seafire Model FD-1100-M
One (1) Seafire Deluxe Discharge Alarm Model #131-401

34

Nordhavn 76
Steering System
Kobelt Hydraulic Steering System - 35 degree Rudder Deflection, Single Station (wheel house)
Recessed Helm Pump x one (1): Model #7012-AL
Unbalanced Cylinders x two (2): Model #7065-U12 2" (5.1 cm) Bore with 12" (30.48 cm) stroke
Safety and Bypass Valve: Model# 7020
Twin Arm Tiller Arm: Model# 7052-T
Rudder
Rudder Stock: 3-1/2" (9 cm) A22HS

Rudder: 1/2" (1.27 cm) # 316 stainless steel plate rudder with stiffening ribs
Rudder Carrier Shoe: Two piece fabricated 316 stainless steel. Main piece fastened to hull by rivets. Aft
piece removable so that rudder can be removed. Shoe to be tied into bonding system and to have attached
zinc plate
Rudder Stock Stuffing Box: Bronze traditional style
Rudder Stock Tube: FRP with bronze/rubber cutlass bearing at the bottom
Use "T" bolt clamps at the stuffing box
Fuel Tanks
Number and capacity: Four (4) main tanks totaling 4,100 gallons (15520.2 Liters) with one(1) centerline
aluminum Day Tank at 80 gallons (303 Liters) which will gravity feed from main wing tanks
FRP construction from male molds using Vinyl ester resin. To comply with all ABYC codes for diesel fuel
tanks. Tanks to be coated with fire retardant gelcoat on outside to comply with ABYC section H-33.20 for
fire resistance
Inspection Plates appropriately positioned for interior access by average size man. Plates to be fitted with
labels that contain all information as stated in ABYC section H-33.16.3. Each internal baffle to have a
removable panel to allow access to entire interior of all fuel tanks
Fuel system to include a powder coated aluminum supply reservoir, which feeds by gravity from all four (4)
fuel tanks. A light and audible alarm in wheelhouse if excessive water is present. Reservoir fitted with five
(5) draw spigots for main, two (2) generators, wing engine and spare - mounted at lower level of reservoir
but above water sensing probe. All returns from main, wing and generator plumbed into reservoir via a
return manifold
Sight gauges provided for all four (4) fuel tanks
Each tank to be air tested to 4.5 lbs (2.04 kg) per sq. inch
Provide baffles on 24" (61 cm) centers
Transfer manifold and 3.5 gallons (13.25 Liters) per minute fuel pump with timer switch and Racor 1000
fuel filter with 10 micron element which can transfer fuel from one tank to another and scrub fuel while
transferring
Exterior of tanks finished in red gel coat
Cleanliness: tank interior surfaces to be vacuumed and wiped clean before final closure
Each tank to have two (2) 1 (2.5 cm) I.D. vent lines
Each tank to have separate 2 ( 5.08 cm) I.D. fill pipe located a minimum distance of 18 (45.72 cm) from
any ventilation openings
All hardware that comes in contact with fuel to be bonded into the 24 volt DC ground system

35

Nordhavn 76
Toilets and Holding Tank System
All toilets to be Tecma Silence Plus (4 total)

Water supply to toilets to be fresh water only
Holding Tank: One (1) FRP 200 gallon (757.1 Liter) holding tank
Use only PVC pipe or Trident "Odor Safe" hose
Holding tank overboard pumps: Edson "Bone Dry" #120ELB 20 gallon (75.71 Liter) per minute 120/208-230
volt AC electric and Edson "Bone Dry" #557BR 30 gallon (113.56 Liter) per minute manual pump
Holding tank vent to use Sealand# 310002 vent filter
Deck fitting for portable evacuation facility
Holding Tank Level Monitor: Sealand 24 volt Tank Watch 4 Panel/Tank Master Panel and Cap with Vent, 45"
(1.14 m) probes Part #600115, including Universal Flange, 3" NPT (7.6 cm, NPT) with gasket and stainless
steel hardware, 24 volt
Install Techma 2 button marine wall switch in each head
Install "Do Not Flush" panel at every toilet
Black water hoses to be Trident #102
Gray Water System
Tank: One (1) FRP 200 gallon (757.1 Liter) tank. All sinks, showers, and air conditioning condensate to drain
to tank. All drains to have "P" traps and sloped downhill run to tank. Exception: lower level head sink and
shower and E/R sink drains will be pumped to gray water tank with Whale "Gulper" pump. Tank equipped
with electric and manual discharge pumps, level switch for pump starting, and level monitor system
Electric Discharge Pump: Sealand T24 Discharge Pump 24 volt with auto/manual switching. Pump inlet to
draw within 1" (2.5 cm) of the absolute bottom of the tank. Pump to discharge overboard through anti
siphon loop
DC power
Provided by 12 volt DC and 24 volt DC systems. The primary DC system is 24 volts and the secondary
system is 12 volts for any equipment that is available in 12 volts only
Standard batteries are provided as follows
24 volt DC house battery bank - Consists of eight (8) 8D, 12 volt AGM Batteries @ 255 Ah each. Four (4)
groups of two (2) batteries each are connected in parallel. The two groups are connected in series to
provide a total battery bank rating of 1000 amp/hr at 24 volt
12 volt DC house power is drawn from one (1) 8D battery located in the PH
Main engine starting - Two (2) 4D AGM Batteries connected in series for 24 volt starting. Switching logic to
parallel with 24 volt house bank for emergency starting
40 kW Generator starting - Two (2) "Group 31" AGM Batteries connected in series for 24 volt starting
Wing Engine/27.5 kW Generator starting - Two (2) "Group 31" AGM Batteries connected in series for 24
volt starting
24 volt battery charging is provided in the following ways
The inverter/charger provide a total of about 100 amps at 24 volts
One (1) Victron Skylla 100 amp charger which operates on 240 volt AC-50 Hz or 60 Hz. This charger is a
back up to the inverter/charger
Main engine starting battery bank is charged from a dedicated alternator on the engine
40 kW Onan generator has a 20 amp 24 volt alternator which charges the starting battery
27.5 kW Onan generator has a 20 amp 24 volt alternator which charges the starting batteries
Wing engine has a 100 amp 24 volt alternator which charges the starting battery
Xantrax Tru-Charge 20 for the 12 volt battery in the pilothouse

36

Nordhavn 76
14.2. Appendix B
37


Nordhavn 76
38


Nordhavn 76
14.3. Appendix C
39


Nordhavn 76
40


Nordhavn 76
14.4. Appendix D
41


Nordhavn 76
14.5. Appendix E
42


Nordhavn 76
43


Nordhavn 76
44


Nordhavn 76
45


Nordhavn 76
14.6. Appendix F
46


Nordhavn 76
47


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48


Nordhavn 76
14.7. Appendix G
49


Nordhavn 76
50


Nordhavn 76
51


Nordhavn 76
14.8. Appendix H
52


Nordhavn 76
14.9. Appendix I
53


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Southampton Solent University

Applied Marine Craft Design

Applied Marine Craft Systems Engineering Case Study

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

12. Fire Suppression Systems ...30

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

1. Vessel Design Introduction

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

2. Annotated Drawings of Engine Room

Machinery Spec List

Exhaust Exit (8 ID)

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

3. Main Engine & Gearbox Installation

John Deere 6135AFM Dimensioned Drawings, courtesy of Deere.com

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

3.2. Power Estimation

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

3.3. Engine Selection

Given the above information, the Caterpillar seems

Upon calling Nordhavn to ask why there were

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

3.4. John Deere 6135AFM85 Cooling Circuit

3.5. John Deere 6135AFM85 Fuel Circulation

Typical Unit Injector System, [Calder, p.23]

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

3.6. Twin Disc MG-5114 DC Marine Gear

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

4. Stern-gear and Shaft-line Arrangement

To calculate propeller pitch, apparent slip must first be calculated:

4 = 3 0.98 = 45 0.98 . "

Southampton Solent University

Published February 12th, 2015

Applied Marine Craft Systems Engineering Case Study

Representative propellers of sizes 55, 50, and 44 diameter